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This Rolls-Royce Cullinan model is the most expensive toy car in the world
You certainly do not want a 5-year-old ruining your one-of-a-kind Rolls-Royce Cullinan scale model at
Top-5 cars with the most expensive road tax in Malaysia
Rolls-Royce Phantom/Bentley Mulsanne 6.75L – RM 19,0053.
5 cars with the highest road tax price in Malaysia
RM15,630#4: Lamborghini Aventador (6.5L); Ferrari 812 (6.5L) – RM17,880#3: BMW 7-series V12 (6.6 L); Rolls
Watch: Rolls Royce Cullinan destroys the track
Recently, the festival’s official Facebook page uploaded a video of a Rolls-Royce Cullinan trashing
What if you could afford a RM600k electric SUV?
The average drug lord and Nigerian prince buys a Lamborghini or a Rolls Royce, not an EV.
Legendary Cristiano Ronaldo buys legendary Bugatti Centodieci to celebrate legendary win
of the richest footballers in the world.Besides the Bugattis, Ronaldo also owns a Ferrari F12 tdf, a Rolls-Royce
We need to talk about Volvo, but not about its safety
Limousine.Prior to working on Bentley cars, he was the head of interior design for Bugatti, and also did work for Rolls-Royce
Hongqi H9 in-depth video, what does this Chinese S-Class rival has to offer?
Most of us can’t help but see shadows of a Rolls Royce Ghost, especially in the shape of the headlamp
Video: 2021 Aston Martin DBX 4.0T Review in Malaysia, For 007, wife & kids
every carmaker has jumped on to the bandwagon - not just Aston Martin but also Lamborghini, Bentley and Rolls-Royce
Top 5 most comfortable cars for "Balik Kampung" journeys
maintain a level of objectivity.Before we begin, we’d like to rule out ultra-luxurious cars like the Rolls-Royce
The Hongqi E-HS9 could scare Rolls-Royce with that large grille
show from China.For now, let’s say hello to the Hongqi E-HS9 and it is more than a knock-off Rolls-Royce
Ford, Fiat, Ferrari are working to produce masks/ventilators. Can Malaysian car companies do the same?
companies still manufacturing cars there, along British companies with McLaren, Jaguar Land Rover, and Rolls
Beyoncé and Jay-Z rumoured to be owners of $28m Rolls Royce Boat Tail
When Rolls Royce’s custom-building department, Rolls Royce Coachbuilding, released photos of this
BMW's big grilles, are the tastes of Chinese buyers that bad?
Though only when done right, cars like the Rolls-Royce Phantom, Mercedes-Benz S-Class, Audi A8 or the
2021 Rolls Royce Ghost launched in Malaysia, with prices only the poor will be bothered to ask
The second-generation 2021 Rolls-Royce Ghost is now officially on sale in Malaysia.
If Rolls-Royce were to make a supercar, it’d probably look like this
Rendering by Rain PriskRolls-Royce is known for creating the pinnacle of automobile with the highest
Wapcar Morning Insiders (Sep. 13, 2019)
International NewsMercedes-Maybach to create Cullinan fighting GLS-ClassFor now, the Rolls Royce Cullinan
Regular Malaysians won’t understand - Nearly 20 orders collected for RM 1.1 mil Lexus LM 350
But that’s like saying that a Mercedes-Maybach is nothing more than a dressed up S-Class, or a Rolls-Royce
Classic Rolls Royce vs brick wall, RR wins this round
An elderly driver lost control of his classic Rolls Royce Silver Spirit and ploughed into his neighbour
Half of BMW’s engines will be gone by 2025, EV variants to cover 90% of segments
electric-only brand.MINI Cooper SEAt the other end of the BMW Group’s scale, its super-luxury subsidiary Rolls-Royce
Review Post rolls royce cleveland
Did somebody say Black Badge? Rolls-Royce Motor Cars Cleveland https://t.co/q0fdJezRcd
@josephperson Come on @Geraldini93 , OBJ has already added to you his Rolls Royce!!!! “Can You Just Sign With Cleveland Already!! @Browns 😂 https://t.co/fmcHKdh6HJ
New Episode Tonight! @thegaragemiami brings me a Rolls Royce Dawn & Cleveland Cavs @imanshumpert wants his 98 Chevy brought back to life https://t.co/tfGwmksN2u
My next car, Rolls Royce. At the Cleveland Auto show@wkyc#ClevelandRising http://t.co/YpGUKKbnRu
Rolls Royce in Cleveland 😎 http://t.co/QInOTPB7Wo
Odell Beckham Jr’s New Rolls-Royce Celebrates the Cleveland Browns https://t.co/nUHyaBEvX3 https://t.co/poWfZyxZIP
Black Rolls Royce Ghost For Sale by Cleveland Motorsports https://t.co/4F40fjEMKK
Flew into Cleveland to meet with @BernieMorino mega car dealer and he's got an at Rolls-Royce waiting for me. #BOBA https://t.co/eYmHfr5FPR
Odell Beckham Jr. Got A Custom Made Browns Rolls Royce And Cleveland Fans Are Getting COCKY https://t.co/dktvbxgdHg https://t.co/uBdhGh6IQN
Odell Beckham Jr. shows off custom Cleveland Browns-themed Rolls Royce https://t.co/B4B7KXghzL https://t.co/QFQLsUJCRS
Review Q&A rolls royce cleveland
Which mechanical design and analysis software (Pro E, CATIA, Hypermesh, Solid Works, ANSYS, etc.) will have a better future in India?
Every software has its own specialities. ,LIST OF Companies using NX, MARUTI MAHINDRA & MAHINDRA BAJAJ AUTO TATA GROUP ( TML, TELCON, TATA POWER, TAL MANUFACTURING, TACO Group, etc) PUNJAB TRACTORS SWARAJ MAZDA INTERNATIONAL TRACTORS ASIA MOTOR WORKS ASHOK LEYLAND - NISSAN HERO HONDA ESCORTS ACE GENERAL MOTORS INDIA FORD INDIA HAL ISRO ADA INDIAN NAVY MAJOR DEFENSE LABS OFB BHEL BEL L&T PARI PAM GROUP INDIAN RAILWAYS ( RCF,RDSO,CLW,DLW etc) NTPC CGL TEXTRON JOHN CRANE etc… ------------------------------------------------------------------------------------------------------------------------------------------------ ,List OF COMPANIES USING CATIA, ,AEROSPACE & DEFENSE, BOEING FRENCH BASED, INDIAN LIGHT COMBAT AIRCRAFT, CHINESE XIAN JH-7A, AIRBUS EUROPEAN AEROSPACE,BAE SYSTEMS, CANADIAN AIRCRAFT MAKER BOMBARDIER AEROSPACE, BRAZALIAN AIRCRAFT COMPANY EMBRARER,VOUGHT AIRCRAFT INDUSTRIES, EUROFIGHTER TYPOON, SIKORSKY AIRCRAFT CORP MAIN SUPPLIER OF HELICOPTERSTO THE US MILITARY FORCES, P3 VOITH, BELL HELICOPTER ,AUTOMOTIVE, BMW, PORSCHE, DAIMLER, MCLAREN AUTOMOTIVE, CHRYSLER, HONDA,AUDI, JAGUAR LAND ROVER, VOLKSWAGEN, SET, SKODA, BENTLEYMOTORS LIMITED, VOLVO, FIAT, BENTELER INTERNATIONAL, PSAPEUGEOT CITROEN, RENAULT, TOYOTA, FORD, SCANIA, HYUNDAI,TESLA MOTORS, ROLLS-ROYCE MOTORS, VALMET AUTOMOTIVE, PROTON,ELBA, TATA MOTORS AND MAHINDRA & MAHINDRA LIMITED ,SHIPBUILDING, ECOCEANE, ORACLE TEAM USA, DAEWOO SHIPBUILDING & MARINE ENGINEERING,DELTAMARIN, MACGREGOR, ROLLS ROYCE, VERNER YACHTS, JUDEL/VROLIJK & CO, ISONAVAL, PLANATECH,STX SHIPBUILDING, YANTAI RAFFLES SHIPYARD, UNIVERSAL SHIPBUILDING CORPORATION ,INDUSTRIAL EQUIPMENT, MWV (MEADWESTVACO), CENTRELINE (WINSOR) LIMITED, ASIA AGRICUTURE MACHINERY,KARL W.SCHMIDT & ASSOCIATES, POLYRACK TECH GROUP, MASCHIO GASPARDO, JAKOB MULLER,ROOTS MULTICLEAN LIMITED, ABB TURBO SYSTEMS, CERREY, TRANSPOFIX, VONROLL CASTING, TJ MOLDES ,TRANSPORTATION & MOBILITY, STADLER RAIL, SCANIA GROUP, BLUE SKY SOLAR RACING, VISTEONCORPORATION, BOSCH, MAZDA MOTOR COPORATION, BRANO, ASHOK LEYLAND,HYNDAI ROTEM, HYUNDAI MOTOR COMPANY, FORD MOTOR COMPANY, TERRAFUGIA,RENAULT, JAGUAR LAND ROVER, PLASAN CARBON COMPOSITES, TESLA MOTORS, BAKER DRIVE TRAIN, KUKA SYSTEMS GMBH, INTEGRAL COACH FACTORY ,ENERGY, PROCESS & UTILITIES, CHIDI (CHENGDU ENGINEERING CORPORATION), COFELY INEO,EATON, NIAEP, SCHAEFFLER TECHNOLOGIES, NSE COMPOSITES, SUZLON,C-FER TECHNOLOGIES, TUV NORD, TECHNIP, ALSTOM POWER ,HIGH-TECH, MICROSOFT DEVICES GROUP, FUJITSU NETWORK COMMUNICATION, LG ELECTRONICS, BOSCH, TYCO FIRE PROTECTION PRODUCTS,SAMSUNG, LENOVO, PHILIPS LUMEC, HCL, PANASONIC, MASTER AUDIO, FULLCONN INDUSTRY, NIKON --------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------- ,LIST OF COMPANIES THAT ARE USING HYPERMESH, ,Automotive, BMW Chrysler Daimler Fiat Ford Motor Company General Motors Honda Hyundai Jaguar Jeep Mercedes-Benz Nissan PSA Peugeot Citroen Renault Saab Tata Toyota Volkswagen ,Aerospace, ,OEM - Fixed Wing, Airbus Boeing EADS Defense Systems EADS Innovation Works Lockheed Martin Northrop Grumman Cessna Embraer Bombardier Aerospace Bell Helicopter ,OEM - Aircraft Engines, GE Aircraft Engines Rolls-Royce Pratt-Whitney Avio ,OEM - Rotorcraft, EADS Europcopter Boeing – Philadelphia Agusta Westland Brunel Bell Helicopter ,OEM - Space Technology, EADS Astrium OHB-System AG MT Aerospace ATK Lauch Systems NASA ,Suppliers, Dunlop Aerospace Goodrich Spirit Aerospace Aerospace Corporation BAE Systems Alenia Areonautica Liebherr Aerospace Sogeti Technologies Future Engineering Garner CAD Technic MT Aerospace Ferchau Yacht Teccon ,Consumer Goods, LINPAC LION mabe P&G Crown Whirlpool Cleveland Golf Unilever REXAM ,Electronics, LG Canon Motorola Nokia Whirlpool Toshiba Seagate Lenovo HUAWEI ASUS -------------------*-**-*-*-*-*-*-*-*-*-*-*-*-*- *-*-*-*-*-*-*-*-*-********** ,SOLIDWORKS USERS, , , ,National, Macmet Technologies Pvt Ltd (Bangalore) Roland And Associates (Chennai) Taurus Agile Tech Corporation Pvt. Ltd. (Chandigarh) Regal Beloit Corporation (Hyderabad / Secunderabad) SESols TechnologieS Pvt Ltd (Chennai) Elgi Equipments Ltd.(India) Taco Hendrickson Suspensions Pvt. Ltd.(India) Triad Software Private Ltd.(India) Hitachi Home & Life Solutions Ltd.(India) Crompton Greaves Ltd.(India) Tata Consultancy Services Ltd.(India) Brakes India Ltd.(India) HCL Technologies Ltd.(India) Bajaj Motors Ltd.(India) Hindustan Aeronautics Ltd.(India) Tata Steel Ltd.(India) Larsen & Toubro Ltd.(India) ,International, ESPO Engineering Corp , Chicago Lucas Group , CA - San Diego Aerotek CE IL - Rockford Engineering Resource Group NJ - Mount Holly Bosch SC - Charleston MWV - MeadWestvaco - USA Merkle-Korff Industries - USA Remington Industries - USA Target - USA Trek Bicycle - USA Parwin Mards's answer to Which large companies are using creo?
Why does Odell Beckham want out of Cleveland?
Odell is a diva, he is a socialpath. He needs to be the center of attention. He needs people to love him. He gets none of that in with the browns. They hardly throw him the ball. He tried to win over the city and it failed. Ever seen his custom made browns rolls royce? Right now he is thinking of ways to get to Greenbay so he can be great again by working with a great quarterback who can throw him the rock.
How did the P-51 Mustang earn such a name as a fine airplane?
“You can’t pull a rabbit out of a hat unless you put a rabbit into the hat beforehand”, — “Dutch” Kindelberger Approaching the 20th century, Charles Frederick Kindelberger, an iron moulder of Wheeling, W. Va., married Rose Ann Riddle. In 1895 they had a son, James Howard Kindelberger. This was the origin of North American Aviation. Nine-teen-twenty-eight was merely the incorporation date. To write of North American without writing of him would be impossible. A wonderful tale which deserves widespread dissemination. After the war, ex-Lieutenant Kindelberger scrounged a draftsman job with the Glenn L. Martin Co. in Cleveland. Shortly he advanced to chief draftsman and then to assistant chief engineer. The experience at Martin could not have been duplicated elsewhere. The company had a great reputation and a character to match. Donald Douglas was chief engineer. Larry Bell was factory manager. Glenn Martin had himself come up the hard way. They formed quite a team—Martin, Douglas, Bell and Kindelberger. And they turned out some notable aircraft—the first metal monoplane and the first all-metal seaplane. It was with a Martin Bomber, the MB-2, the first to carry a 2,000-pound bomb, that Bill Mitchell sank the ,Ostfriesland,. And it was the opportunity of working with Douglas that led to the next chapter in the Kindelberger career. Douglas was among the very first formally educated aeronautical engineers. After several years at Naval Academy and several more at M.I.T., Douglas had joined Martin in Los Angeles as chief engineer, resigned to become chief civilian aeronautical engineer of the Army Signal Corps, rejoined Martin from 1917-1921 and then returned west to found the Douglas Company, predecessor of Douglas Aircraft. In 1925 "Dutch" went to Douglas as chief engineer and began a fruitful decade of preparation to head his own company. Within three years he was vice-president of Douglas in charge of engineering, in which slot he remained until 1934. Those were years of great import to air-power. Government had taken cognizance of aviation’s potential. The air-cooled radial engine had arrived. Monoplane design had triumphed. Metal construction had won out over wood and fabric. Instrumentation had come into focus. The atmosphere at Douglas was dynamic. During Kindelberger’s years there, the engineering staff grew from seven to more than 400. Seventy aircraft models were produced; fabled above all, the DC-1, 2 and 3. By the latter half of the 1920’s, not only bad aviation made some solid technical advances, but the national economy was at flood tide. Risk capital was available. The result was inevitable. By 1928, the so-called "golden year," big money and top financiers came on the scene. A number of extensive holding companies were formed. Soon however the frost was on the aviation pumpkin—depression and preoccupation with automobiles. In 1934, the National Administration rocked them with the Air Mail Act, which forbade corporations to retain interest in aviation manufacture jointly with airline holdings. This was a crusher. As a holding company, North American was forced to divest itself of either its airline, or manufacturing projects. The Board of Directors found the greater advantage lay in disposal of the airlines and other holdings and North American was reduced to an industrial remnant in Baltimore. And who better than Kindelberger, number two man at Douglas, seasoned in experience, proven ability and ripe for leadership. All the pictures are in the other answer; now enjoy the story-telling. In early 1940, the war picture in England was grim. British purchasing agents, after making a deal with a backlogged Curtiss, came to North American with an urgent request: build us Curtiss P-40s under license, lots of them and in a hurry. The young California manufacturer was headed by James H. “Dutch” Kindelberger, who had learned to fly in the Air Service in World War I and worked for Glenn Martin as a draftsman. Kindelberger’s initial creation, a low-wing trainer, was designed on Saturday night and under construction on Monday morning. The Army designated it the BT-9 and ordered 82. The idea evolved into the AT-6 (SNJ/Harvard), the most widely used Allied advanced trainer of World War II. More than 15,000 of this beautiful, tough beast were built. ▲,The hauntingly beautiful SNJ-6 (T-6 or “Texan” to the US Army Air Force, “Harvard” to the British). This one is 73 years old. The Beech T-34 Mentor replaced the SNJ in 1957. Aviation enthusiasts across the world believe God exists, because he created wealthy and not-so-wealthy Americans to support the restoration and preservation of many such classic flying machines. “You can’t pull a rabbit out of a hat unless you put a rabbit into the hat beforehand,” was a Kindelberger axiom. The ,Mustang, went into the hat in 1938 when he went to Europe to sell his trainers. His tours of British and German aircraft plants gave him ideas about fighter design. He countered the P-40 proposal with one of his own: We’ll build a fighter to your specifications, but of our design, and complete the first airframe in 120 days. Accomplishing in four months what normally took two to three years seemed preposterous, yet North American’s rapid delivery of trainers led the British to place faith in the company’s ability to fulfill any promises made. On a Saturday afternoon in April 1940, Chief Engineer Edgar Schmued’s design group went to work. Preliminary drawings were on Kindelberger’s desk the next morning at 10 a.m. and airmailed that afternoon to the British Purchasing Commission in New York. The proposal was accepted and the real work began. The engineering team labored around the clock in drab quarters above the president’s office. “The Mustang materialized out of that smoke-filled room where we knew no hours,” said one engineer. “The lights never went out, and for days all you could hear was the rustle of paper, the sharpening of pencils and the noise of men knocking out their pipes on wastebaskets.” Another remembered a casting rushed to Kindelberger so hot it burned a hole in his desk. Seeking diving velocities approaching the speed of sound, Schmued gambled on a modified laminar-flow airfoil—its exacting tolerances had never been adapted to mass production. From the start Kindelberger insisted on a product that could be mass-produced and quickly dismantled for maintenance and shipment. Sixty thousand man-hours, 2,800 drawings and 117 days after work began, NA-73X was rolled out on a landing gear borrowed from a trainer. It was a phenomenal achievement. An Allison V-1710-38 liquid-cooled V12 rated at 1,100 hp was installed. On October 26, test pilot Vance Breese made the first flight. The prototype exceeded all expectations. On its fifth flight another pilot ran the tank dry and the engine quit. The subsequent wheels-down forced landing in a field damaged NA-73X beyond repair, but Kindelberger knew he had a winner. The RAF named it the ,Mustang, and used it for ground support during the costly commando raid on Dieppe, France, in August 1942. In October, ,Mustangs, were the first single-engine fighters to strike a German target from England. Two were acquired for trials at Wright Field, but the Army showed little interest. For all its spectacular performance, the ,Mustang, was considered a “foreign design” built to another air force’s specifications. This policy, which hinged on the P-47 ,Thunderbolt, and P-38 ,Lightning,, was later called “a mistake” by USAAF chief Gen. H.H. “Hap” Arnold. The new fighter had one deficiency. Its Allison engine had a single-stage supercharger and was unable to provide the high-altitude performance required of interceptors. World War I ace Eddie Rickenbacker was among the overseas observers who wrote to Arnold. “Crossbreed the ,Mustang, with the Rolls-Royce ,Merlin, engine and you’ll have the greatest fighter in the business,” he said. Hap Arnold listened. With a Merlin V-1650-7 installed, the ,Mustang, was a fighter without an equal. Most important, it could accompany American daylight bombers to German targets and reduce their intolerable loss rate. The RAF operated more than 700 ,Mustang,s; the USAAF more than 14,000 P-51s. The most widely produced model was the P-51D; 6,502 copies were built. And it was a nimble dogfighter at any altitude, able to go toe-to-toe with the best fighters that the Luftwaffe could muster. But most importantly, the Mustang had more range than any other Allied fighter, enough, when outfitted with drop tanks, to make it from its home base in England all the way to Germany, engage the enemy, then, if all had gone well, scoot safely back home again. The P-51 arrived at a time when the Allies needed a fighter that could escort their slow-moving bombers deep into Germany, protecting them from the snarling Focke-Wulfes and Messerschmitts of the Luftwaffe. The effect was immediate. With P-51s running interference, Flying Fortresses, ,Liberators, and other bombers were able to fly into Germany with far fewer losses than before and rain their bombs on the Nazi war machine, paving the way for the ultimate march into Berlin. Without the P-51, it’s hard to say how the war would have gone. With 1500 horses up front, the Mustang spirited the Allies to victory. It was the one fighter which caused Reichmarschall Hermann Goering, Supreme Commander of the Luftwaffe to bemoan: “The day I saw ,Mustangs ,over Berlin, I knew the war was lost." This, by the Germans, who were flying jet warbirds before the Americans were even dreaming about them! The Luftwaffe had also its own P-51 Mustang squadron. Several Mustangs damaged at landing were captured by Germans who repaired, and used them for testing. Like an environmentalist watching the rain forests being cut for plywood, enthusiasts have worried over the steady dwindling of the world's stock of P-51s, Bearcats and P-38s. The single greatest culprit is the Reno Air Races. In 1991 the last set of original Rolls-Royce pistons in the world went into a Merlin at Reno; but those pistons were merely symbolic of a larger and more ominous consumption. Up to 10 sets of P-51 spares are consumed yearly; five P-51s per year are destroyed or damaged beyond serviceability, some of them while racing, some to supply parts for racers, some in routine use elsewhere. If the present rate of attrition were to continue, there would not be a P-51 left flying in the world 20 years hence. Of course, people will stop racing them before they disappear—but only when there are as few P-51s left as there are Spitfires, Corsairs and P40s today. Now who can forget a legend like that?
How badly would Deontay Wilder beat outdated heavyweights like Muhammad Ali?
The only way the worst fighter to ever hold a heavyweight title, Deontay Wilder can beat Ali is if uses the same time machine he is using to get to Ali to also pick up a 28 year old Sonny Liston, and bring him to the ring with him. Otherwise, he would be chopped up like a carrot for a stew. Ali might be able to whip Fury, Joshua, and Wilder on the same night - he could certainly beat them individually. CREDIT PICTURE sportsBible This is like comparing a Rolls Royce to a tricyle. The Greatest against the knocked out latest. Muhammad Ali was the fastest heavyweight of all time, and the best Boxing Historian Monte Cox wrote that: “Muhammad Ali was the most naturally gifted heavyweight champion in history.” Muhammad Ali, The Greatest The 1960’s pre-exile Ali was the fastest fighter who ever lived, bar none. Monte Cox quoted author John Durant as saying Ali possessed: “lightning fast hands and a pair of legs that moved around the ring like a ballet dancer. He would float just out of range with his hands dangling at his side as if to taunt his opponent.” In the May 5, 1969 issue of Sports Illustrated, Ali’s jab was measured with an omegascope. Ali’s jab, it was found, could smash a balsa board 16.5 inches away in 19/100 of a second. It actually covered the distance in 4/100 of a second, which is the blink of an eye. (and a lot faster than any other big man in history) Tyson’s manager tested fighter speed, including Mike’s and Muhammad’s, on film - and Muhammad was by far the fastest fighter of all time. Tyson’s co-manager, Jimmy Jacobs, who owned the world’s largest collection of fight films, said that on film tests with a synchronizer Ali’s jab was faster than that of Sugar Ray Robinson, or any middleweight, welterweight, or lightweight, he could measure. Jacobs contended that Ali was not only the fastest heavyweight, but also the fastest fighter he ever saw, and was able to measure, on film. (that includes Patterson and Tyson!) Tyson says when asked if he was faster than Ali: “He [Ali] was faster than any heavyweight ever!" Floyd Patterson said of Ali and comparing him to other greats such as Joe Louis: “I was a lot faster than Joe Louis, and Ali was a lot faster than me!" Bob Foster: said: “Muhammad Ali. He was the man. He was big, fast; was he fast and slick in the ring! You wouldn't believe how fast!" Zora Folley, after facing Ali, said: “he is just too fast! you can't hit him! But he sure can hit you." Canadian heavyweight George Chuvalo said in Ring of Ali’s speed: “my plan for the fight was simple: as the shorter guy, I wanted to stay close to Ali, nullify his speed and prevent him from using the whole ring. I also wanted to make it rough. The rougher, the better. But it took all of about 30 seconds for me to realize he was the fastest fighter I’d ever seen. It’s one thing to expect it; it’s another thing to feel it, live it." Angelo Dundee, Ali's and Sugar Ray Leonard's trainer, said, after being asked which fighter was faster, the welterweight all time great, Leonard, or Ali, simply said: “Ali was the fastest fighter I ever saw in a ring." Marv Jenson, who managed Gene Fullmer, concurred saying: “Ali has the fastest hands on any heavyweight I have ever seen, hell, he has the fastest hands, period." Ali also fought the very best competition in history… Ali himself quoted in “The Greatest” said: “When people ask me about who was the greatest of all time, I say look at the records. I fought better competition, over a longer period of time than any other fighter in history.” What made Ali unique was not only his physical gifts, but his willingness to fight everyone and anyone - and his facing the best competition in history Max Kellerman said: “From 1970, when Ali came back from his forced exile, to 1978, when Ali won back his crown for the final time (against Leon Spinks), Ali shared the very top shelf with Joe Frazier and George Foreman, and the three of them were supported by Ken Norton and Joe Bugner and, in the beginning of the decade, Oscar Bonavena, Jerry Quarry and Jimmy Ellis, and at the end of the decade Ernie Shavers, Ron Lyle and Jimmy Young. Ali fought them all, and many of the others fought each other. The greatest heavyweight era ever. BBC boxing writer and historian Ben Dirs said of Ali compared to Wlad Klitschko and other fighters of this generation: “Muhammad Ali reigned in the most talent-rich era of heavyweight boxing, winning the title from the fearsome Sonny Liston in 1964, winning it again from the even more fearsome George Foreman 10 years later and beating greats such as Floyd Patterson, Joe Frazier and Ken Norton in between." Boxrec lists 22 heavyweights in its top 150 of all time active during Ali’s reign Archie Moore (ranked as light-heavyweight but fought for heavyweight title twice) Sonny Liston Joe Frazier Larry Holmes Floyd Patterson George Foreman Bob Foster (ranked as light heavyweight but fought for heavyweight title twice) Cleveland Williams Ken Norton Zora Folley Henry Cooper Ernie Terrell Jimmy Ellis Karl Mildenberger Oscar Bonavena Jerry Quarry Ron Lyle Ali faced 17 of Boxrec’s top 100 all time heavyweights in 26 fights, he beat 16 of the 17 at least once, 5 of them twice, for a 94% victory rate against all time top 100 competition! In addition, Ali beat five fighters ranked between 100 and 160, to wit: Joe Bugner Doug Jones Jimmy Young Mac Foster Earnie Shavers Ali faced 22 fighters in Boxrec’s top 150 of all time, and beat 21 of them at least once in 31 fights. That meant more than half of his fighters were against top 150 competition, the best percentage in any weight class in boxing history! And again, alone of all the elite champions, he faced every single great fighter of his era… Max Kellerman also says: “If you count from the day he dethroned the most feared boxing champion ever, [Sonny Liston] he dominated his sport for 14 years! NO one else ever did that." Ali faced the best of the best: On the other hand… Deontay Wilder cannot box a lick and isn’t close to being best of his own time Where to start? The fact he ignored his mandatory, Derek Chisora, for years? The fact he gave a guy outside the top 1,000 fighters a title shot instead of a ranked contender? Wilder made Charles Martin look like Joe Louis in that Martin made his first defese, 75 days after winning the title, against the world’s #1 ranked fighter, Anthony Joshua, while Wilder was defending against guys who worked as bakers or cab drivers and calling them title shots! Well, how we start off with the fact he cannot box. Deontay Wilder really cannot box nary a lick His own trainer Mark Breland said in a Ring Magazine interview that Wilder: boxes worse than I did when I was 11 years old.” Tony Bellew told talk/Sport: “Deontay Wilder is not technically good enough…” Tony Bellew explains why he thinks Anthony Joshua would beat Tyson Fury Eddie Hearn in an interview with Sky Sport in November of 2019, called Wilder a “terrible boxer” last year, and also said: “He's very limited as a fighter skill-wise.” Dan Rafael of ESPN said of Wilder: “His flaws were always evident, but he was able to mask them with his devastating right hand. Saturday night felt like more than just a loss, but something that could permanently alter a fighter. Whatever mystique or cloak of invincibility he had coming into Feb. 22 is now gone.” Breaking down Wilder-Fury II and what's next for the heavyweight division Former British Bantamweight Spencer Oliver told Jim White on talkSPORT: “Take Deontay Wilder’s power away, and he is probably – and this is my honest opinion – the worst technical heavyweight boxer in history to win a world title. I mean, he has got NO boxing ability!” Spencer Oliver calls Deontay Wilder ‘the worst technical heavyweight boxer in history to have won a title’ Wilder fought the worst competition of any fighter who claimed a title. Tyson Fury summed up Wilder’s opponents other than himself: “Wilder fought 35 bums…37 actually…Stiverne the first time he turned up came to fight…And then he’s fought Ortiz and Ortiz is 147 years-old, everybody knows that…But, he still gave him a good fight. So there’s two men, out of all of those men.” Tyson Fury: Deontay Wilder fought 34 bums, won’t want a rematch, | ,WBN - World Boxing News Deontay Wilder is lucky he fights in an era where talent is extremely limited, and where tomato cans are promoted as real contenders. Anthony Mason, boxing writer, said: “I think the only way to fairly rank a boxer's place in history is by comparing their résumés. And that does not mean just wins and losses - it is too easy today to fight only has beens or never will be's, and run up the record.” And how many fighters has Wilder beaten in the top 100? ZERO. And how many fighters has Wilder beaten in the top 200? ZERO. Wilder has fought the worst competition of any heavyweight champion, ever Wilder had fought, up until Fury, a bunch of bums, (quite literally). Lennox Lewis had this to say about Wilder, his bragging, and his competition: “My thoughts are that it’s easy to talk until you actually get in the ring…he’s never been in there with someone that ferocious.” Boxing experts called Wilder’s flaws clearly Boxing writer Andreas Hall said it best: “With Wilder, the foundation remains the same. The flaws were visible, but nobody could expose them.” Has Deontay Wilder been exposed? | DAZN News US Until Fury did. Roy Jones summed it up nicely as well: “You [Wilder] are having a hard time learning boxing." Boxing legend Roy Jones Jr. takes issue with Deontay Wilder's reaction to defeat Comparing Competition: There were 21 top heavyweights in the Golden Age, and Ali faced every one of them, all 21 in the top 150, 17 of them in the top 20, and beat them all but one he faced when he was 30 and ill. Wilder has faced ONE fighter in the top 150, and lost to him. 40 of his opponents aren’t even in the top 350 of all time End of story. Tale of the Tape: Size: Ali was 6′3″ with an 80 inch reach Wilder is 6′7″ with an 83 inch reach Advantage: Wilder Strength: Wilder is strong and wry Ali was extremely strong, yet the fastest heavyweight of all time Advantage: Ali Speed: Wilder is quick and athletic Ali was the fastest heavyweight of all time - His phenomenal speed in his prime never ceases to amaze people who saw him in person, or even on TV, or who have studied him later on film. The late Jimmy Jacobs, then the owner of the world's largest fight film collection, once measured Ali's jab by an omegascope. Ali’s jab was not only faster than any heavyweight of all time - including Larry Holmes by a wide margin, but Jacobs found that Ali was faster than any middleweight he measured - for instance, Sugar Ray Robinson's jab took 8.5 frames of film. Ali's took only 6.5! Advantage by a country mile, Ali Punching Power Wilder has a genuine one hitter quitter Ali was a deadly puncher in his prime, 79% KO’s Advantage: Split, Ali in normal exchanges, because he lands infinitely more than Wilder, for a one punch exchange, Wilder Defense Wilder has a decent chin, and no defense other than his athleticism to avoid blows Ali was unhittable in his prime and has one of the best chins in heavyweight history Advantage: Ali by a mile and a half Fundamentals: Wilder is the worst boxer of any champion in history Ali had excellent fundamentals, which he frequently ignored using instead his matchless speed and athleticism Advantage: Ali by two miles Intangibles: Wilder’s vision of himself as the invincible slugger has been shattered and we do not know whether he will recover Ali had a warrior’s heart, a great ring IQ, gritty determination, one of the best chins in history, and in his prime, was simply unbeatable Advantage: Ali by three miles Mythic Fight between Ali and Wilder: Ali v. Wilder Ali moves, darts in and out and chops him up, either cutting him up or stopping him mid rounds on TKO or KO He simply was too talented for him. Boxing Historian Monte Cox wrote that “Muhammad Ali was the most naturally gifted heavyweight champion in history.” The record bears that out. http://coxscorner.tripod.com/196... Comparing accomplishments: Ali beat 14 world champions, from the years 1962 to 1978, over an incredible 16 year period. Ali won twenty-two World Heavyweight Championship fights over a 14 year period. Ali made a total of nineteen successful title defenses of the undisputed title, nine during his first reign and ten during his second reign. Another record he set which stands today, he has a record of 11-0 in rematches. Ali faced a heavyweight record of 8 Hall of Fame fighters, winning all but one, and making 11 total fights against Hall of Famers. The numbers above make it simple: Ali faced one and a half times as many top 150 fighters as anyone else, and beat all but one at least once, and five of them twice! He faced five times as many top 150 fighters as Fury, Wilder, and Joshua combined! Muhammad Ali by far faced the best competition in history, and defeated all of them but one, and he was 39 and ill with Parkinson’s when that occurred. Ali whips all modern fighters, including Wilder, easily. CREDIT TO: Boxrec for all records, rankings, and statistics http://coxscorner.tripod.com/196... Muhammad Ali: His Life and Times, by Thomas Hauser The Greatest: My Own Story, by Muhammad Ali The Sweet Science, by A. J. Liebling
Why were American tanks during WW2 so poorly designed compared to German and Soviet tanks?
The American tanks actually were more technically advanced than the Germans and Soviets thanks to the American automobile manufacturers and heavy industries. The US Army didn’t have any “modern” tanks during the 1930’s so conducted tests on designs by J. Walter Christie (they were highly interested in his unique designs since 1919) and small manufacturers such as Cunningham (their track design was used on US half-tracks), Marmon-Harrington (they excelled at producing complicated unreliable junk) and what the various Army Ordnance Arsenals came up with. From those they selected components and lay-outs that worked the best to use on a new medium tank design. The M2 Stuart was created at an arsenal in Cleveland, Ohio that used 2 Cadillac V-8 engines, could run on just one and get airborne at speed using both. They drove one non-stop to Washington D.C. to show off it’s mechanical reliability which impressed the brass enough to order it into production. It went thru several upgrades during the war and was popular with it’s users for it’s speed and durability. The M4 took longer to develop so the M3 went into production using the M4 chassis, automotive drive train and controls while the Ordnance Dept. worked on a turret ring that could hold a heavy cast armored turret holding a heavy cannon. Germany had the same ring problem so used lighter welded armor plate and lighter cannons (including the short barrel 75 mm) in the meantime. The M3 was first produced with riveted armor plate then with cast armor upper hulls like the majority of the M4 Shermans, which was something German heavy industries were incapable of doing thru out the war. The cast armor offered better protection against AT rounds so stayed in use during the war with flat welded armor being used on other models since those could be produced faster. The US tanks were also technically advanced by using standardized components that could be used on any tank of the same model, regardless of when and where it was made. A newer turret could be used on an early M4 and the early M3/M4 3 piece transmission housing w/drive assembly would work just fine on a later model that used the heavy cast housing. Parts that were redesigned for greater durability were bolt-on replacements that didn’t require custom fitting like the junk the Germans came up with. The US was technically advanced in machining parts so could cut vastly stronger herringbone gear teeth for use in engines, transmissions and final drives. Those allowed the use of smaller assemblies that were still difficult to wear out in battlefield conditions. The US also had the upper hand when it came to the M4 tank engines. The most widely used was the proven Continental 9 cylinder radial aircraft engine. It was first used in the Army’s Christie combat car and carried over to the M3/M4 designs since it was reliable with adequate power. When those got into short supply, Chrysler cobbled together 5 inline 6 cylinder car engines to drive a central crank to created the monster A57 Multibank engine that turned out to be quite reliable and could still motor a tank along with two blocks knocked out. The Army also used the proven GMC diesel bus engines on the models sent to the Soviet Union. Those were two fuel injected straight sixes that were turbocharged that drove a central crankshaft with the ability to disconnect one if it got damaged. The Soviets loved theirs since it had quiet tracks and low engine noise so could sneak up on the German positions at night running on one engine. They also appreciated the tank’s over-all reliability and that the manufacturer (Fisher) kept company reps at the front line repair shops to oversee repairs, answer questions about their operation and pass on information where improvements could be made. The US tankers were already doing that before the war which the Ordnance Dept. paid attention to and made the needed upgrades to those before they hit production line. The Ford V-8 GATT was more advanced than anything the Germans had and was incredibly reliable to boot. It originally started off as an all-aluminum V-12 aircraft engine designed to compete with the Rolls-Royce Merlin and Allison V-12. It was a highly advanced fuel injected turbocharged engine with DOHC, 4 valves per cylinder with everything including accessories (water, fuel, oil pumps & generator) being gear driven so there wasn’t any drive belts nor chains to worry about. The AAF took a pass on it since the RR and Allisons were in full production with a proven track record. That decision annoyed Henry to no end so he set about adapting it for use as a tank engine knowing that that the Army was short on those and he was anxious to recapture the engine’s development costs. He cut off the four rear cylinder then made an intake manifold to hold two big carburetors to wind up with an understressed engine that produced 500 HP (the radial made 450 HP & the A57 made 480) that was easier to service and capable of running for 2500 miles before being considered a candidate for an overhaul. The Army loved it after conducting extensive tests and began using the GATT in all their new M4’s once those got into production. The M4 users loved it too, since the hot rodders in their midst found ways to tweak the engine to get more horse power out of it. The M3 and M4 were adequate for the tasks on hand when introduced to the MTO and went thru upgrades as the war progressed to remain adequate to handle whatever they ran into. Their users were all for upgrades but insisted those to be done to new tanks that came with new crews trained in operating and maintaining those since they didn’t want to be bothered relearning how to use their modified tank after becoming accustomed to it’s operation and quirks in it’s present state. They didn’t mind the field upgrades for non-throwable tracks since those gave them greater mobility at speed.
How do 9/11 truthers who believe that there were no planes explain all the people that saw planes hit the buildings?
911 truthers don’t believe there were not planes. They believe the planes that hit the WTC were drones. There is a small segment of folks that claim the planes were missiles with a holographic generator or wings, etc. No real truther believes this or that aliens were involved etc. There is a lot of disinformation in the truther movement to discredit it. ,Truthers stick to scientific and observable facts around the investigation., Truthers point to the fact that the pictures of the planes, the eye witness accountings, the speed the planes flew, the ACARS records, the FAA data and the engine recovered all dont match United 175. This is a picture of the plane that hit the WTC. It’s clearly not the underside of a passenger 767 from American Airlines/United which are smooth and flat. The bottom of this plane has ridges. Especailly a notable cylinder attached to the ,right side of the fusilage which resemble the drone attachments of the era. Pictures of plane that hit the WTC - cleaned up images. Freeze frame pictures of plane before impact. Photos from all angles show the bulges. Standard Airline 767 - smooth underside. Here are some studies done by a 3D imaging lab showing the ridges on the undersides of the planes are not shadows or photoshopping. ,Analysis of the Images of 11 September 2001 FACT: 767's CANNOT HANDLE 510 KNOTS BELOW 40,000 FEET We also cannot deny the fact that commercial 767s cannot travel 510 knots at ground level. They cannot travel that fast at such a low altitude as pointed out here: It is physically impossible for a 767 to travel 510 knots below 40,000 feet. They certainly cant do it at 3000 feet. In tests the wings dislodge between 360 knots and 420 knots. This is Boeing's own specs. The plane that hit the South Tower could not have been flight 175. It is physically impossible. Even if it were somehow able to manage it, the plane would have been an out of control rocket sled to hell. ACARS MESSAGES SHOWS PLANE IS IN PENN. According to the United Airlines ACARS data United flight 175 is still airborne in Western Pennsylvania 19 minutes after it was supposed to have crashed. It successfully receives messages in both Harrisburg and Pittsburg along its route. Destroyed airplanes cannot successfully receive an ACARS message. ,This means flight 175 is still flying 19 minutes after the impact,. 9/11 AIRCRAF 9/11 AIRCRAFT AIRBORNE LONG AFTER CRASH Next there is the physical evidence. An engine reported to be from the United 175 was recovered in New York. United 767s use a Rolls Royce RB211 made by Pratt and Whitney. It is a large engine: Rolls Royce RB211 like the one on flight 175 Here are picture of the engine recovered from New York on 9/11: The recovered engine clearly shows the air duct was not from a 767. The engine recovered has been identified as a CFM55 made by CFM International - owned by GE. A Boeing 767 cannot use this engine as it is too small for the weight load 767’s carry. ,Its only rated for the 737 and below. And United does not use this manufacturer. WTC Jet Engine Confirmed NOT From Boeing 767 To believe the plane that hit the South tower was flight 175 is to believe it hit with such force it completely changed the engine type and manufacturer in mid air. Or its to believe it was never flight 175 in the first place. ,It’s hard to dispute physical evidence. NEADS has released their radar tape during the hijacking. What happened can be explained by the governments own data here: This scenario explains why both a ,United employee and the Mayer of Cleveland gave a news report that flight 93 had landed in Cleveland, with a suspected bomb threat and flight 175 was “in the area”. This report vanished two days before the 9/11 Commission was released (not retracted – vanished). ,UAL Flight 93 Landed Safely At Cleveland Hopkins Airport That report also went out over the news: ,Flt 93 And Flt 175 Landed At Or Near Cleveland On 911 -- Says Former Cleveland Mayor The RADES radar information from NEADS clearly shows a lot of activity with the hijacked planes on September 11th. It was a mid air drone swap using the war games as cover. Most truthers believe the planes what hit the WTC were drones with extra equipment attached like this - a version of a spy plane like “e-10’s” with added equipment attached to the base. This type of military plane more closely matches the eye witness testimonies, the planes speed, and the recovered engine. The e-10 Government spy planes that have been flown by remote control since the mid 90s. They also match the description given by most eye witness' of a gray/black plane with no windows, blue circular logo, etc. This is what the available evidence suggests. I have not seen any evidence to suggest what hit the World Trade Center was flight 175.
If an interviewer asks why I want such a high salary, how should I answer?
The recruiter’s response to you after you expressed your salary requirements is fascinating to me because negotiating a salary has much more to do with market dynamics driven by the value you provide as an employee, not the lifestyle you desire. In other words; yes you can live good life (this is subjective by the way) by earning 6, but your unique skills, talents, and experience commands 7 or 8 because it’s basic supply and demand. Let’s look at this a different way; when Lebron James is negotiating an employment contract with the Cleveland Cavaliers, he doesn’t go into the negotiations thinking “I’d like to earn $30 Million, but I can still live a pretty comfortable life earning $10 Million dollars instead so I’ll settle for that. Lebron commands $30 M because, last time I checked, there aren’t many Lebrons walking this earth. It’s always about supply and demand; the way you earn more is by proving to the hiring managers that your skills are unique. The less you commoditize yourself, the more you will earn. So the way you answer the question is by not biting at the implication that your only motivation is to “earn a good life”, because that could reveal underlying motives to the hiring manager that you wouldn’t want (ie. you don’t want them to think you’re all about the money). You answer by saying something like “You’re right, I can live a good life by earning 6, but the value I can provide due to my unique experience would result in faster/more accurate/better execution over the long-term and, thus, a positive ROI on your investment” Always relate any salary talk back to the value YOU provide due to your unique value proposition. One last analogy; There is a reason people who are wealthy buy expensive cars such as Rolls Royce or Aston Martin when they can easily afford a Toyota or a Nissan. It’s because of the unique value proposition the expensive vehicles provide and the fact that there aren’t as many available to purchase.
What is the easiest test to determine if you have any type of cancer?
First look at Mike Schwab’s succinct answer. There is no way out, unless you are asking this question from a frozen in hut in the arctic and no plane can land! You are not trained. There are tens of thousands of expert physicians capable of examining you and determining if you have any obvious disease. For occult disease in an otherwise heathy individual, visit the Lahey Clinc, Mayo Clinic, Cleveland Clinic, MD Anderson in Houston Texas where they have advanced executive tests that regular health care would not conduct on asymptomatic healthy people. There you can get the most thorough medical and family history taken, a most detailed physical examination, your blood screened for cancer markers, have whole body CT, MRI and PET scans. Is it worth it? Yes as much as a Rolls Royce is worth the extra money. Asher
Beranda