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Lastly, how much of this bullshit do I have to participate in before one of you old timers challenge me in all aspects of life? That is my MO at the moment. Quarantine makes me twitchy.

::rabble rabble rabble:: I challenge you to all aspects of life. Nah, I'm done. Credit where credit is due and all that. Power adders aside. I'm an American power fanboy, you like Nissans. That's just how it is.

i do believe he just challenged you at all aspects of life. we have reached the 3rd stage of epic thread OP thuggery. Here are the stages of epic thread OP thuggery, fyi: step 1. ass hattery step 2. angry outbursts, with swearing, threatening to "beat yo ass", etc step 3. "I challenge you at all aspects of life" step 4. OP delivers step 5. profit waiting for step 4. please continue.

I challenge everyone in this thread at all aspects of life (at least until jbot posts) I am better than you because I have machines that go faster than yours when I'm in them.

Just wait until Pauly or Jinu get in here and start challenging you guys on your riding* *up to and including ALL other aspects of life Then it gets ugly. Ohh, congrats again GsxrNurse - this is that thread right?

cuz brah, come on now! you TOTALLY served tbutera by challenging him at all aspects of life. I'm on YOUR side! and why do you say such things full of hurtedness? don't be so mad, brah. so much mad-ness.

some limited benchmarks are out. i think the full test results (to be released in the near future) will show that the HTC One M8 wins the challenge at all aspects of life. There is a link to battery life tests near the bottom of the article where once again, my master race HTC One M8 is basically the winrar. sorry everybody else, my phone is best phone.

I hear ya brian, he might be a hell of a guy, but man does he need to take some valium or something... some sort of chill pill. He doesn't like it at all when anyone says anything against guns... Like so much so, that he considers them a family member or something... I dunno...whatever... I'm just waiting for him to challenge me at all aspects of life...

I really didn't see him saying anything that bad, just the same old shit as before, mostly driven by poor reading comprehension, seemingly incapable of reading anything into a sentence other than whatever he deemed offensive to his macho-ness, and immediately defaulting to a challenge at all aspects of life. He was ok otherwise. Did he threaten anyone or overly harass anyone?

IPO (Nut up or Shut Up) Ticker Symbol: NUSU Project Open Price: $3.95-$6.30 per share Volume: 23 Cap: N/A Corporate Description: We challenge people at all aspects of life in and around the Coshocton, OH area. Specializing in twisty roads and sheep molestation, the group is projected to be profitable in Q2 2010 upon the completion of their latest innovation - the cock gobbler combination turkey baster and rear swingarm stand.

let's not get off topic with these minor quibbles. the ancient laws dictate that all requirements for a "challenge at all aspects of life" are met and therefore, must now be dramatically thrown down with extreme hyperbole and mucho macho gusto. you're going to have to expound upon your second accusation of bitchcraft, with names and specific details. for science. and for unnecessary and thinly veiled cyber bullying. as for your third point, there are plenty of fast guys here that don't flap their gums about it and furthermore don't feel the cringey need to use it as some sad validation of their bravado. but that's partly how we got to "The Challenge", so don't hold back. You are doing god's work.

so far, we have: HP2 is the same bike, no wait, the source of, no wait, completely different bike from the bike being discussed Old LBTS gsxr 750 handling being compared favorably to a S1000RR with top notch suspension components and innovative traction control Old LBTS squid bike 750 top speed being compared favorably to a S1000RR Possible challenge at all aspects of life: 98 gsxr 750 takes all comers Will own a S1000RR, just not this year, brah any more gems for us?

1man1jar? ^this But seriously... I like to trail brake. It's ok as long as you're not CHOMPING on the brakes, but also don't expect to scrub a ton of mid-corner speed doing it. Not what it's intended for. On a bike, almost everything is about being smoooooooooth. That's why vtwin riders are better than everyone else, because they control the beast. Those I4 guys . Taming a vtwin vs. an I4 is like the difference between taming a lion vs. a housecat. Ohh, and I challenge everyone in this thread at all aspects of life - just because. /stirpot

1st rule of keyboard warrior fight club: you don't talk about keyboard warrior fight club 2nd rule of keboard warrior fight club: YOU DON'T FUCKING TALK ABOUT KEYBOARD WARRIOR FIGHT CLUB 3rd rule of keyboard warrior fight club: if you're the newbtard, you HAVE to challenge at all aspects of life. 4th rule of keyboard warrior fight club: if you mad, bro, you say "you wouldn't say that to my face, come at me bro" 5th rule of keyboard warrior fight club: if you really mad, you say "delete my account right meow brah"/"I'm going to make up some bitch story and leave right meow, brah"

Well it does save the hassle of challenging all aspects of life... ain't nobody got time for dat. 3 tanks in 4 years? I've gotta think that's on you, not the gas. Or at least if you are so sure its the E10, you've made the choice to continue to fill your bike with it, which is still on you. Just like it would be on you if you ignored the labels, actually found a station that sold E15 and put that in your bike... your decision. For the money you've spent replacing tanks, I'd either get a different bike that can handle "shit gas", find a gas station that doesn't sell blended fuel and buy a drum of it each season, or figure out what needs modified on the tanks so you don't keep having to replace them. Or just keep doing your thing and spending your money.

woah woah woah cowboy, let's get serious for a minute. If you're claiming that I am buddies with zx3-whatever the fuck, and was in any way condoning his low quality shitposts, my post was most definitely intended for the both of you milk drinking bitchmitts in your surly passive-agressive-cum-outright-challenge-at-all-aspects-of-life. You just happened to bite first, as is the custom of those who consume so much milk of the bull. i'm definitely poking fun at the both of yous, let's get that clear. as to the other stuff in the quoted post, I have a special place in my heart for CORE and road racers, so I'm just going to write it off as poor reading comprehension resulting from one too many loopty loops from a grattan ccw session. and a small dose of taking it all a little too seriously. Above all else, I can't speak for the other schmucks here, but if you read OR shitfests in the light hearted and generally well intended humor that it generally truly is (my comments included), you'll see that all are welcome and hated mostly evenly.

The dream is simple enough. I want to put a 26B inside an Rx-8 (made from the Renesis housing and not Rx-7 13b housing) that can be used in both the streets and the track (Possible Turbo?). Before we begin, I am well aware of the challenges of this project (insane cost, tuning, parts, etc.). I have a deep passion and a drive for completing this project and I would like to turn to everyone here for project advice, ideas, and any help with getting my project going. This will not be anything that will be completed anytime soon, but I felt like posting this here to get ideas for the project. My goal is to leave the car in the end looking as stock as possible and still retain the back seats (if possible). If at all I would like to leave this as an open discussion about what aspects of the car would need to be changed given the new engine. How would the frame of the car hold up? what type of transmission would have to go in place of the stock one? tires? engine mounts? tuning the engine? oh the list goes on. I have never done a rebuild on a Rotary in my life or done much engine work, but I have been reading plenty of books and have done a great deal of research on this topic and all roads point to the Renesis being a more capable four rotor then the 13b in an RX-7. I would like to hear other opinions though. Where the crap does someone get the parts needed to begin this project? what would step one be in everyone's opinion? I am very interested to hear what people have to say. TL;DR I am going to put a 4 rotor engine in an RX-8 and no one is going to stop me.

I just lold at your ignorance. At what point did I say I was a teller? Never have I said I was a teller. Way to make yourself look like a true dumbass for speculating. As a matter of fact I am a fraud anaylist for small buisnesses in the midwest. Its a lil more challenging than handeling retards like yourself who have a hard time comprehending the differnce between a deposit and a withdrawl. Smack yourself twice for sayin racquetball (one word google it mr smarts) is an activity, seeing as there is a pro tour just like tennis and golf. And since you have no idea, people do get there autographs, people do follow these players, and there is a lot of $ going through the sport. I may not be getting autographs but seeing as I've been on multiple magazines, and won countless awards and have an all american letter, and let's not forget a national championship, doesn't mean one day I won't be signing the autographs for people who ask. No its not basketball, or football, or even golf, but it is a sport. Maybe because your tiny little brain can't comprehend the aspect, rules, or thought pattern that goes behind it all, doesn't make it an activity. What have you done with your life? Where did you graduate college? Was it paid for by the school? Did anyone. Provide you with clothes, shoes, energy drinks, power bars, just so you can promote there product? I don't think so. And as for me taking bs classes, I have 205 credit hrs, more than enough to graduate. I'm dragging it out until spring quater so I can graduate in the shoe, go to tempe arizona again and defend my title, and because they are paying for it. So next time you wanna talk shit about how dumb I am, look in the mirror. You are bashing someone who is becoming succesful in multiple areas in their life. But I understand your ignorance leads you to believe your correct because your an old fuck whose glory days are dead and gone. When I get a pro contract next year ill make sure to send you a copy of it so you can see how much I get paid for my " activities". What do you get for yours? Lt1 parts that collect dust and mold? :gtfo:

Dude, dont feel dumb for asking this question b/c everyone has asked themselves the same thing before. And in this day and age when people change careers up to 4 times in a lifetime its very common. My uncle for example, went to college to become a high school history teacher, did so and had a good career doing so, started a family raising 3 little girls then realized when he was 40 he wanted to go to law school.... ffwd a few decades and he's a partner in his firm, does great work and also teachers law at UCONN b/c he says he wants to teach business law next, but that requires a business degree aswell so he's doing that too. Or myself, Ive always worked blue collar jobs since high school. Only in the last year did i get off my ass and quit crying and bitching about wanting something more. I use to look at it as "i dont want to put my life on hold while i go back to school" but thats rediculous. Now i look at it as, I had/or am currently having a career and i want a different one with more potential. So as far as knowing what you want to be when you grow up, its never too late to change your mind so might as well try something you like. As of right now im working FT and going to school FT, is it hard? well yeah, if degree's were easy everyone would have one. Will my major change (currently business management major)? Maybe, im open to other options but at least i started and ive got the ball rolling. Ive thought about law a school, every legal class i take i really enjoy and always get A's, in fact the only challenging classes i have are all of my math classes. talked to my uncle and he informed me of what to expect etc... so thats always a possibility. One positive aspect of my position is that I pay for everything out of pocket b/c i refuse to be a graduate with $10, $20 or $30k in student debt.

Got this off RangerUp.com Thought it was prety epic and sad... "I remember the day I found out I got into West Point. My mom actually showed up in the hallway of my high school and waited for me to get out of class. She was bawling her eyes out and apologizing that she had opened up my admission letter. She wasn’t crying because it had been her dream for me to go there. She was crying because she knew how hard I’d worked to get in, how much I wanted to attend, and how much I wanted to be an infantry officer. I was going to get that opportunity. That same day two of my teachers took me aside and essentially told me the following: “Nick, you’re a smart guy. You don’t have to join the military. You should go to college, instead.” I could easily write a tome defending West Pont and the military as I did that day, explaining that USMA is an elite institution, that separate from that it is actually statistically much harder to enlist in the military than it is to get admitted to college, that serving the nation is a challenge that all able-bodied men should at least consider for a host of reasons, but I won’t. What I will say is that when a 16 year-old kid is being told that attending West Point is going to be bad for his future then there is a dangerous disconnect in America, and entirely too many Americans have no idea what kind of burdens our military is bearing. In World War II, 11.2% of the nation served in four years. In Vietnam, 4.3% served in 12 years. Since 2001, only 0.45% of our population has served in the Global War on Terror. These are unbelievable statistics. Over time, fewer and fewer people have shouldered more and more of the burden and it is only getting worse. Our troops were sent to war in Iraq by a Congress consisting of 10% veterans with only one person having a child in the military. Taxes did not increase to pay for the war. War bonds were not sold. Gas was not regulated. In fact, the average citizen was asked to sacrifice nothing, and has sacrificed nothing unless they have chosen to out of the goodness of their hearts. The only people who have sacrificed are the veterans and their families. The volunteers. The people who swore an oath to defend this nation. You. You stand there, deployment after deployment and fight on. You’ve lost relationships, spent years of your lives in extreme conditions, years apart from kids you’ll never get back, and beaten your body in a way that even professional athletes don’t understand. And you come home to a nation that doesn’t understand. They don’t understand suffering. They don’t understand sacrifice. They don’t understand that bad people exist. They look at you like you’re a machine – like something is wrong with you. You are the misguided one – not them. When you get out, you sit in the college classrooms with political science teachers that discount your opinions on Iraq and Afghanistan because YOU WERE THERE and can’t understand the “macro” issues they gathered from books with your bias. You watch TV shows where every vet has PTSD and the violent strain at that. Your Congress is debating your benefits, your retirement, and your pay, while they ask you to do more. But the amazing thing about you is that you all know this. You know your country will never pay back what you’ve given up. You know that the populace at large will never truly understand or appreciate what you have done for them. Hell, you know that in some circles, you will be thought as less than normal for having worn the uniform. But you do it anyway. You do what the greatest men and women of this country have done since 1775 – YOU SERVED. Just that decision alone makes you part of an elite group. Never in the field of human conflict has so much been owed by so many to so few. You are the 0.45%. " ---------- "There are two fundamental approaches in life: strive or blame. You either look at problems and ask yourself how to solve them or you look at problems and explain to yourself why other forces outside your control have prevented you from succeeding. Striving is the fundamental aspect of the American spirit. A person who strives sees opportunity, navigates obstacles, and gives back to the community. A person who strives yearns for freedom above all else, because they are confident that freedom favors them and allows their hard work to shine. Freedom gives us complete control over our destiny and assigns us full responsibility for both our successes and failures, and yes, that can be scary at times. But above all else, freedom gives us the opportunity to make of our lives what we can. It’s an amazing gift that exists almost nowhere in this world. And then there is the other option. We can dodge responsibility. We can blame others for the job we didn’t get, the school we didn’t attend, the game that we lost. We can make excuses for failures, develop an attitude of superiority and profess a grand understanding of the way the system works against us and mock those that strive. Life’s not working out exactly the way we wanted? It can’t possibly be our fault. Life isn’t fair. Lots of people have advantages they don’t deserve. Congress is corrupt. We have an incestuous political system that is designed to keep the power in the hands of the few and keep us arguing about issues that are at best only minor symptoms of greater problems and at worst completely irrelevant items designed to draw us in to a my team versus your team endeavor to ensure the two-party system remains intact. But we’re still the richest country in the world and our citizens still have the most opportunity. Our poorest citizens have refrigerators, televisions, DVD players, and air conditioners. While we may not all have health insurance, we all get healthcare if needed. We all have running water. Most of all though, no matter our station we have the freedom to improve it. I recently wrote about the 0.45%. The men and women who have served in the Global War on Terror. The rapidly shrinking group of people willing to stand on the wall and ensure that this freedom, this absolutely priceless commodity, remains for just a bit longer. There is absolutely no payment your country can ever give to reward you for your service. I’d like to argue, however, that your value far exceeds the time you spend in uniform. Each of you will get out one day. You’ll have spent 4-30 years striving, for in the military nothing else is acceptable. You’ll be, for all intents and purposes, the only members of your generation who have seen real poverty, real suffering, and real evil. You will have spent years in a world where honor and integrity are essential and necessary elements of everyday life, even as you’ve witnessed the worst of mankind. And you’re going to be left with a choice. You can abandon what you know to be true – that you are the master of your own destiny, so long as you’re willing to fight for it – and fall in with the chattel that pine about what could be, should be, would be if only… Or you can be who we need you to be. The men and women who take our country back. Who lead us as entrepreneurs, tear down the political machine one piece at a time, inspire other great citizens to be equally motivated, and remind them every single day that you breathe that no amount of comfort offered is worth even one minor concession of our freedom. If you’re wearing the uniform, we cannot possibly ask more of you right now. If you’ve worn the uniform, you have done more for your country than most Americans will ever know. And we need you to do more. We need you to take the wisdom that can only be earned through the considerable trials and tribulations of military service and attack industry and politics with equal fervor. I hope you’re all eight steps ahead of me and already working down this path, but I realize that a few of you might simply be saying, “I’ve done enough”. And you’re right. It isn’t fair to ask more of you. You’ve already given more than anyone should be expected to. But freedom is never more than one generation from extinction, and there is no one else. We are the 0.45%." That is all, carry on.

A little more in depth "September 21, 2006 By Nick Ienatsch Racing involves speed, concentration and commitment; the results of a mistake are usually catastrophic because there's little room for error riding at 100 percent. Performance street riding is less intense and further from the absolute limit, but because circumstances are less controlled, mistakes and over aggressiveness can be equally catastrophic. Plenty of roadracers have sworn off street riding. "Too dangerous, too many variables and too easy to get carried away with too much speed," track specialists claim. Adrenaline-addled racers find themselves treating the street like the track, and not surprisingly, they get burned by the police, the laws of physics and the cold, harsh realities of an environment not groomed for ten-tenths riding. But as many of us know, a swift ride down a favorite road may be the finest way to spend a few free hours with a bike we love. And these few hours are best enjoyed riding at The Pace. A year after I joined Motorcyclist staff in 1984, Mitch Boehm was hired. Six months later, The Pace came into being, and we perfected it during the next few months of road testing and weekend fun rides. Now The Pace is part of my life - and a part of the Sunday morning riding group I frequent. The Pace is a street riding technique that not only keeps street riders alive, but thoroughly entertained as well. THE PACE The Pace focuses on bike control and de-emphasizes outright speed. Full-throttle acceleration and last minute braking aren't part of the program, effectively eliminating the two most common single-bike accident scenarios in sport riding. Cornering momentum is the name of the game, stressing strong, forceful inputs at the handlebar to place the bike correctly at the entrance of the turn and get it flicked in with little wasted time and distance. Since the throttle wasn't slammed open at the exit of the last corner, the next corner doesn't require much, if any, braking. It isn't uncommon to ride with our group and not see a brake light flash all morning. If the brakes are required, the front lever gets squeezed smoothly, quickly and with a good deal of force to set entrance speed in minimum time. Running in on the brakes is tantamount to running off the road, a confession that you're pushing too hard and not getting your entrance speed set early enough because you stayed on the gas too long. Running The Pace decreases your reliance on the throttle and brakes, the two easiest controls to abuse, and hones your ability to judge cornering speed, which is the most thrilling aspect of performance street riding. YOUR LANE IS YOUR LIMIT Crossing the centerline at any time except during a passing maneuver is intolerable, another sign that you're pushing too hard to keep up. Even when you have a clean line of sight through a left-hand kink, stay to the right of the centerline. Staying on the right side of the centerline is much more challenging than simply straightening every slight corner, and when the whole group is committed to this intelligent practice, the temptation to cheat is eliminated through peer pressure and logic. Though street riding shouldn't be described in racing terms, you can think of your lane as the race track. Leaving your lane is tantamount to a crash. Exact bike control has you using every inch of your lane if the circumstances permit it. In corners with a clear line of sight and no oncoming traffic, enter at the far outside of the corner, turn the bike relatively late in the corner to get a late apex at the far inside of your lane and accelerate out, just brushing the far outside of your lane as your bike stands up. Steer your bike forcefully but smoothly to minimize the transition time. Don't hammer it down because the chassis will bobble slightly as it settles, possibly carrying you off line. Since you haven't charged in on the brakes, you can get the throttle on early, before the apex, which balances and settles your bike for the drive out. More often than not, circumstances do not permit the full use of your lane from yellow line to white line and back again. Blind corners, oncoming traffic and gravel on the road are a few criteria that dictate a more conservative approach, so leave yourself a three or four foot margin for error, especially at the left side of the lane where errant oncoming traffic could prove fatal. Simply narrow your entrance on a blind right-harder and move your apex into your lane three feet on blind left turns in order to stay free of unseen oncoming traffic hogging the centerline. Because you're running at The Pace and not flat out, your controlled entrances offer additional time to deal with unexpected gravel or other debris in your lane; the outside wheel track is usually the cleanest through a dirty corner since a car weights its outside tires most, scrubbing more dirt off the pavement in the process, so aim for that line. A GOOD LEADER, WILLING FOLLOWERS The street is not a racing environment, and it takes humility, self assurance and self control to keep it that way. The leader sets the pace and monitors his mirrors for signs of raggedness in the ranks that follow, such as tucking in on straights, crossing over the yellow line and hanging off the motorcycle in the corners, If the leader pulls away, he simply slows his straight way speed slightly but continues to enjoy the corners, thus closing the ranks but missing none of the fun. The small group of three or four riders I ride with is so harmonious that the pace is identical no matter who's leading. The lead shifts occasionally with a quick hand sign, but there's never a pass for the lead with an ego on the sleeve. Make no mistake, the riding is spirited and quick in the corners. Anyone with a right arm can hammer down the straights; it's proficiency in the corners that makes The Pace come alive. Following distances are relatively lengthy, with the straightaways taken at more moderate speeds, providing the perfect opportunity to adjust the gaps. Keeping a good distance serves several purposes, besides being safer. Rock chips are minimized, and the police or highway patrol won't suspect a race is in progress. The Pace's style of not hanging off in corners also reduces the appearance of pushing too hard and adds a degree of maturity and sensibility in the eyes of the public and the law. There's a definite challenge to cornering quickly while sitting sedately on your bike. New rider indoctrination takes some time because The Pace develops very high cornering speeds and newcomers want to hammer the throttle on the exits to make up for what they lose at the entrances. Our group slows drastically when a new rider joins the ranks because our technique of moderate straightaway speed and no brakes can suck the unaware into a corner too fast, creating the most common single bike accident. With a new rider learning The Pace behind you, tap your brake lightly well before the turn to alert him and make sure he understands there's no pressure to stay with the group. There's plenty of ongoing communication during The Pace. A foot off the peg indicates debris in the road, and all slowing or turning intentions are signaled in advance with the left hand and arm. Turn signals are used for direction changes and passing, with a wave of the left hand to thank the cars that move right and make it easy for motorcyclists to get past. Since you don't have a death grip on the handlebar, your left hand is also free to wave to oncoming riders, a fading courtesy that we'd like to see return. If you're getting the idea The Pace is a relaxing, noncompetitive way to ride with a group, you are right. RELAX AND FLICK IT I'd rather spend a Sunday in the mountains riding at The Pace than a Sunday at the racetrack, it's that enjoyable. Countersteering is the name of the game; smooth, forceful steering input at the handlebar relayed to the tires' contact patches through a rigid sport bike frame. Riding at The Pace is certainly what bike manufacturers had in mind when sport bikes evolved to the street. But the machine isn't the most important aspect of running The Pace because you can do it on anything capable of getting through a corner. Attitude is The Pace's most important aspect: realizing the friend ahead of you isn't a competitor, respecting his right to lead the group occasionally and giving him credit for his riding skills. You must have the maturity to limit your straightaway speeds to allow the group to stay in touch and the sense to realize that racetrack tactics such as late braking and full throttle runs to redline will alienate the public and police and possibly introduce you to the unforgiving laws of gravity. When the group arrives at the destination after running The Pace, no one feels outgunned or is left with the feeling he must prove himself on the return run. If you've got some thing to prove, get on a racetrack. The racetrack measures your speed with a stop watch and direct competition, welcoming your aggression and gritty resolve to be the best. Performance street riding's only yardstick is the amount of enjoyment gained, not lap times, finishing position or competitors beaten. The differences are huge but not always remembered by riders who haven't discovered The Pace's cornering pureness and group involvement. Hammer on the racetrack. Pace yourself on the street.-MC

THE PACE BY NICK IENATSCH .... Racing involves speed, concentration and commitment; the results of a mistake are usually catastrophic because there's little room for error riding at 100 percent. Performance street riding is less intense and further from the absolute limit, but because circumstances are less controlled, mistakes and over aggressiveness can be equally catastrophic. Plenty of roadracers have sworn off street riding. "Too dangerous, too many variables and too easy to get carried away with too much speed," track specialists claim. Adrenaline-addled racers find themselves treating the street like the track, and not surprisingly, they get burned by the police, the laws of physics and the cold, harsh realities of an environment not groomed for ten-tenths riding. .... But as many of us know, a swift ride down a favorite road may be the finest way to spend a few free hours with a bike we love. And these few hours are best enjoyed riding at The Pace. .... A year after I joined Motorcyclist staff in 1984, Mitch Boehm was hired. Six months later, The Pace came into being, and we perfected it during the next few months of road testing and weekend fun rides. Now The Pace is part of my life - and a part of the Sunday morning riding group I frequent. The Pace is a street riding technique that not only keeps street riders alive, but thoroughly entertained as well. THE PACE .... The Pace focuses on bike control and de-emphasizes outright speed. Full-throttle acceleration and last minute braking aren't part of the program, effectively eliminating the two most common single-bike accident scenarios in sport riding. Cornering momentum is the name of the game, stressing strong, forceful inputs at the handlebar to place the bike correctly at the entrance of the turn and get it flicked in with little wasted time and distance. Since the throttle wasn't slammed open at the exit of the last corner, the next corner doesn't require much, if any, braking. It isn't uncommon to ride with our group and not see a brake light flash all morning. .... If the brakes are required, the front lever gets squeezed smoothly, quickly and with a good deal of force to set entrance speed in minimum time. Running in on the brakes is tantamount to running off the road, a confession that you're pushing too hard and not getting your entrance speed set early enough because you stayed on the gas too long. Running The Pace decreases your reliance on the throttle and brakes, the two easiest controls to abuse, and hones your ability to judge cornering speed, which is the most thrilling aspect of performance street riding. YOUR LANE IS YOUR LIMIT .... Crossing the centerline at any time except during a passing maneuver is intolerable, another sign that you're pushing too hard to keep up. Even when you have a clean line of sight through a left-hand kink, stay to the right of the centerline. Staying on the right side of the centerline is much more challenging than simply straightening every slight corner, and when the whole group is committed to this intelligent practice, the temptation to cheat is eliminated through peer pressure and logic. Though street riding shouldn't be described in racing terms, you can think of your lane as the race track. Leaving your lane is tantamount to a crash. .... Exact bike control has you using every inch of your lane if the circumstances permit it. In corners with a clear line of sight and no oncoming traffic, enter at the far outside of the corner, turn the bike relatively late in the corner to get a late apex at the far inside of your lane and accelerate out, just brushing the far outside of your lane as your bike stands up. Steer your bike forcefully but smoothly to minimize the transition time. Don't hammer it down because the chassis will bobble slightly as it settles, possibly carrying you off line. Since you haven't charged in on the brakes, you can get the throttle on early, before the apex, which balances and settles your bike for the drive out. .... More often than not, circumstances do not permit the full use of your lane from yellow line to white line and back again. Blind corners, oncoming traffic and gravel on the road are a few criteria that dictate a more conservative approach, so leave yourself a three or four foot margin for error, especially at the left side of the lane where errant oncoming traffic could prove fatal. Simply narrow your entrance on a blind right-harder and move your apex into your lane three feet on blind left turns in order to stay free of unseen oncoming traffic hogging the centerline. Because you're running at The Pace and not flat out, your controlled entrances offer additional time to deal with unexpected gravel or other debris in your lane; the outside wheel track is usually the cleanest through a dirty corner since a car weights its outside tires most, scrubbing more dirt off the pavement in the process, so aim for that line. A GOOD LEADER, WILLING FOLLOWERS .... The street is not a racing environment, and it takes humility, self assurance and self control to keep it that way. The leader sets the pace and monitors his mirrors for signs of raggedness in the ranks that follow, such as tucking in on straights, crossing over the yellow line and hanging off the motorcycle in the corners, If the leader pulls away, he simply slows his straight way speed slightly but continues to enjoy the corners, thus closing the ranks but missing none of the fun. The small group of three or four riders I ride with is so harmonious that the pace is identical no matter who's leading. The lead shifts occasionally with a quick hand sign, but there's never a pass for the lead with an ego on the sleeve. Make no mistake, the riding is spirited and quick in the corners. Anyone with a right arm can hammer down the straights; it's proficiency in the corners that makes The Pace come alive. .... Following distances are relatively lengthy, with the straightaways taken at more moderate speeds, providing the perfect opportunity to adjust the gaps. Keeping a good distance serves several purposes, besides being safer. Rock chips are minimized, and the police or highway patrol won't suspect a race is in progress. The Pace's style of not hanging off in corners also reduces the appearance of pushing too hard and adds a degree of maturity and sensibility in the eyes of the public and the law. There's a definite challenge to cornering quickly while sitting sedately on your bike. .... New rider indoctrination takes some time because The Pace develops very high cornering speeds and newcomers want to hammer the throttle on the exits to make up for what they lose at the entrances. Our group slows drastically when a new rider joins the ranks because our technique of moderate straightaway speed and no brakes can suck the unaware into a corner too fast, creating the most common single bike accident. With a new rider learning The Pace behind you, tap your brake lightly well before the turn to alert him and make sure he understands there's no pressure to stay with the group. .... There's plenty of ongoing communication during The Pace. A foot off the peg indicates debris in the road, and all slowing or turning intentions are signaled in advance with the left hand and arm. Turn signals are used for direction changes and passing, with a wave of the left hand to thank the cars that move right and make it easy for motorcyclists to get past. Since you don't have a death grip on the handlebar, your left hand is also free to wave to oncoming riders, a fading courtesy that we'd like to see return. If you're getting the idea The Pace is a relaxing, noncompetitive way to ride with a group, you are right. RELAX AND FLICK IT .... I'd rather spend a Sunday in the mountains riding at The Pace than a Sunday at the racetrack, it's that enjoyable. Countersteering is the name of the game; smooth, forceful steering input at the handlebar relayed to the tires' contact patches through a rigid sport bike frame. Riding at The Pace is certainly what bike manufacturers had in mind when sport bikes evolved to the street. .... But the machine isn't the most important aspect of running The Pace because you can do it on anything capable of getting through a corner. Attitude is The Pace's most important aspect: realizing the friend ahead of you isn't a competitor, respecting his right to lead the group occasionally and giving him credit for his riding skills. You must have the maturity to limit your straightaway speeds to allow the group to stay in touch and the sense to realize that racetrack tactics such as late braking and full throttle runs to redline will alienate the public and police and possibly introduce you to the unforgiving laws of gravity. When the group arrives at the destination after running The Pace, no one feels outgunned or is left with the feeling he must prove himself on the return run. If you've got some thing to prove, get on a racetrack. .... The racetrack measures your speed with a stop watch and direct competition, welcoming your aggression and gritty resolve to be the best. Performance street riding's only yardstick is the amount of enjoyment gained, not lap times, finishing position or competitors beaten. The differences are huge but not always remembered by riders who haven't discovered The Pace's cornering pureness and group involvement. Hammer on the racetrack. Pace yourself on the street. © Copyright MOTORCYCLIST Magazine November 1991 issue

http://www.motorcyclistonline.com/flashback/122_0911_the_pace_nick_ienatsch/index.html The Pace Separating street from track, riding from racing February, 2009 By Nick Ienatsch Racing involves speed, concentration and commitment; the results of a mistake are usually catastrophic because there's little room for error riding at 100 percent. Performance street riding is less intense and further from the absolute limit, but because circumstances are less controlled, mistakes and over aggressiveness can be equally catastrophic. Plenty of roadracers have sworn off street riding. "Too dangerous, too many variables and too easy to get carried away with too much speed," track specialists claim. Adrenaline-addled racers find themselves treating the street like the track, and not surprisingly, they get burned by the police, the laws of physics and the cold, harsh realities of an environment not groomed for ten-tenths riding. But as many of us know, a swift ride down a favorite road may be the finest way to spend a few free hours with a bike we love. And these few hours are best enjoyed riding at The Pace. A year after I joined Motorcyclist staff in 1984, Mitch Boehm was hired. Six months later, The Pace came into being, and we perfected it during the next few months of road testing and weekend fun rides. Now The Pace is part of my life - and a part of the Sunday morning riding group I frequent. The Pace is a street riding technique that not only keeps street riders alive, but thoroughly entertained as well. THE PACE The Pace focuses on bike control and de-emphasizes outright speed. Full-throttle acceleration and last minute braking aren't part of the program, effectively eliminating the two most common single-bike accident scenarios in sport riding. Cornering momentum is the name of the game, stressing strong, forceful inputs at the handlebar to place the bike correctly at the entrance of the turn and get it flicked in with little wasted time and distance. Since the throttle wasn't slammed open at the exit of the last corner, the next corner doesn't require much, if any, braking. It isn't uncommon to ride with our group and not see a brake light flash all morning. If the brakes are required, the front lever gets squeezed smoothly, quickly and with a good deal of force to set entrance speed in minimum time. Running in on the brakes is tantamount to running off the road, a confession that you're pushing too hard and not getting your entrance speed set early enough because you stayed on the gas too long. Running The Pace decreases your reliance on the throttle and brakes, the two easiest controls to abuse, and hones your ability to judge cornering speed, which is the most thrilling aspect of performance street riding. YOUR LANE IS YOUR LIMIT Crossing the centerline at any time except during a passing maneuver is intolerable, another sign that you're pushing too hard to keep up. Even when you have a clean line of sight through a left-hand kink, stay to the right of the centerline. Staying on the right side of the centerline is much more challenging than simply straightening every slight corner, and when the whole group is committed to this intelligent practice, the temptation to cheat is eliminated through peer pressure and logic. Though street riding shouldn't be described in racing terms, you can think of your lane as the race track. Leaving your lane is tantamount to a crash. Exact bike control has you using every inch of your lane if the circumstances permit it. In corners with a clear line of sight and no oncoming traffic, enter at the far outside of the corner, turn the bike relatively late in the corner to get a late apex at the far inside of your lane and accelerate out, just brushing the far outside of your lane as your bike stands up. Steer your bike forcefully but smoothly to minimize the transition time. Don't hammer it down because the chassis will bobble slightly as it settles, possibly carrying you off line. Since you haven't charged in on the brakes, you can get the throttle on early, before the apex, which balances and settles your bike for the drive out. More often than not, circumstances do not permit the full use of your lane from yellow line to white line and back again. Blind corners, oncoming traffic and gravel on the road are a few criteria that dictate a more conservative approach, so leave yourself a three or four foot margin for error, especially at the left side of the lane where errant oncoming traffic could prove fatal. Simply narrow your entrance on a blind right-harder and move your apex into your lane three feet on blind left turns in order to stay free of unseen oncoming traffic hogging the centerline. Because you're running at The Pace and not flat out, your controlled entrances offer additional time to deal with unexpected gravel or other debris in your lane; the outside wheel track is usually the cleanest through a dirty corner since a car weights its outside tires most, scrubbing more dirt off the pavement in the process, so aim for that line. A GOOD LEADER, WILLING FOLLOWERS The street is not a racing environment, and it takes humility, self assurance and self control to keep it that way. The leader sets the pace and monitors his mirrors for signs of raggedness in the ranks that follow, such as tucking in on straights, crossing over the yellow line and hanging off the motorcycle in the corners, If the leader pulls away, he simply slows his straight way speed slightly but continues to enjoy the corners, thus closing the ranks but missing none of the fun. The small group of three or four riders I ride with is so harmonious that the pace is identical no matter who's leading. The lead shifts occasionally with a quick hand sign, but there's never a pass for the lead with an ego on the sleeve. Make no mistake, the riding is spirited and quick in the corners. Anyone with a right arm can hammer down the straights; it's proficiency in the corners that makes The Pace come alive. Following distances are relatively lengthy, with the straightaways taken at more moderate speeds, providing the perfect opportunity to adjust the gaps. Keeping a good distance serves several purposes, besides being safer. Rock chips are minimized, and the police or highway patrol won't suspect a race is in progress. The Pace's style of not hanging off in corners also reduces the appearance of pushing too hard and adds a degree of maturity and sensibility in the eyes of the public and the law. There's a definite challenge to cornering quickly while sitting sedately on your bike. New rider indoctrination takes some time because The Pace develops very high cornering speeds and newcomers want to hammer the throttle on the exits to make up for what they lose at the entrances. Our group slows drastically when a new rider joins the ranks because our technique of moderate straightaway speed and no brakes can suck the unaware into a corner too fast, creating the most common single bike accident. With a new rider learning The Pace behind you, tap your brake lightly well before the turn to alert him and make sure he understands there's no pressure to stay with the group. There's plenty of ongoing communication during The Pace. A foot off the peg indicates debris in the road, and all slowing or turning intentions are signaled in advance with the left hand and arm. Turn signals are used for direction changes and passing, with a wave of the left hand to thank the cars that move right and make it easy for motorcyclists to get past. Since you don't have a death grip on the handlebar, your left hand is also free to wave to oncoming riders, a fading courtesy that we'd like to see return. If you're getting the idea The Pace is a relaxing, noncompetitive way to ride with a group, you are right. RELAX AND FLICK IT I'd rather spend a Sunday in the mountains riding at The Pace than a Sunday at the racetrack, it's that enjoyable. Countersteering is the name of the game; smooth, forceful steering input at the handlebar relayed to the tires' contact patches through a rigid sport bike frame. Riding at The Pace is certainly what bike manufacturers had in mind when sport bikes evolved to the street. But the machine isn't the most important aspect of running The Pace because you can do it on anything capable of getting through a corner. Attitude is The Pace's most important aspect: realizing the friend ahead of you isn't a competitor, respecting his right to lead the group occasionally and giving him credit for his riding skills. You must have the maturity to limit your straightaway speeds to allow the group to stay in touch and the sense to realize that racetrack tactics such as late braking and full throttle runs to redline will alienate the public and police and possibly introduce you to the unforgiving laws of gravity. When the group arrives at the destination after running The Pace, no one feels outgunned or is left with the feeling he must prove himself on the return run. If you've got some thing to prove, get on a racetrack. The racetrack measures your speed with a stop watch and direct competition, welcoming your aggression and gritty resolve to be the best. Performance street riding's only yardstick is the amount of enjoyment gained, not lap times, finishing position or competitors beaten. The differences are huge but not always remembered by riders who haven't discovered The Pace's cornering pureness and group involvement. Hammer on the racetrack. Pace yourself on the street.-MC

Laparoscopic repair — There are three different laparoscopic repair procedures: The totally extraperitoneal (TEP) repair is the most popular laparoscopic procedure [20,21]. This repair is performed in the preperitoneal, rather than the peritoneal, space. The surgeon develops a space between the peritoneum and the anterior abdominal wall so that the peritoneum is never violated. This may make visualization more difficult to the inexperienced surgeon, but in experienced hands this approach has the advantage of eliminating the risk of intraabdominal adhesion formation [21]. The transabdominal properitoneal patch (TAPP) repair involves the placement of mesh in a preperitoneal position, which is covered by peritoneum. This keeps the mesh away from the bowel. The advantages of the TAPP are that it does not leave intraperitoneal mesh and a larger piece of mesh is used. This leads to significantly lower recurrence rates than the IPOM [22]. With the intraabdominal properitoneal onlay mesh (IPOM) repair, a patch of mesh is laid across the defect in an intraabdominal position. The risk of adhesive complications from abdominal mesh is a concern of this technique [23]. This technique is rarely used currently. A systematic review concluded that there are insufficient data from randomized trials to make firm conclusions about the relative effectiveness of the TEP and TAPP repairs [24]. Laparoscopic versus open repair — Proponents of laparoscopic hernia repair cite advantages such as reduced postoperative pain, and early return to normal activity. However, serious complications have also been reported, including nerve and major vascular injury, bowel obstruction, and bladder injury [25]. Additionally, performance of a laparoscopic repair may be technically challenging if the patient has had prior prostatic surgery. Similarly, performance of a TEP may make future prostatic surgery more difficult. Systematic reviews of this topic have generally concluded that while laparoscopic repair is indeed associated with less postoperative pain and more rapid return to normal activities (including work), it takes longer to perform and may increase the risk of rare, but serious complications [26-28]. A cost-effectiveness analysis found that laparoscopic repair is associated with high incremental costs per quality-adjusted life years (QALYs) gained, although sensitivity analyses showed that there are specific situations in which laparoscopic repair may be a viable alternative, such as when reusable equipment is employed [29]. A study that investigated quality of life outcomes found that open repair was associated with at least as good, if not better outcomes, than laparoscopic repair. A large, multicenter trial performed subsequent to the above systematic reviews included 1983 patients randomly assigned to an open mesh or laparoscopic mesh repair and came to similar conclusions [30]. Patients treated laparoscopically had less pain on the day of surgery and at two weeks, and returned to work one day earlier. Laparoscopic repair resulted in significantly more recurrences at two years (10.1 versus 4.9 percent) and was associated with more complications (39 versus 33.4 percent) including more life-threatening complications (1.1 versus 0.1 percent). Primary hernia repair by laparoscopy resulted in more recurrences than open repair (10.1 versus 4.0 percent) but had similar recurrence rates to open repair when performed for treatment of recurrent hernias (10.0 versus 14.1 percent). Surgeons who had performed more than 250 laparoscopic repairs had half the rate of recurrence of surgeons who had performed fewer repairs; no similar association with experience was seen for the simpler open repairs. Unlike some earlier trials that found lower recurrence rates with laparoscopic repair [31], all the open repairs in this trial were performed as tension-free repairs with mesh [32]. Patients were older (average age 58) and less healthy (only 34 percent were ASA class I) than the general population. Laparoscopic repair may be advantageous in returning patients who perform heavy manual labor to work earlier [33], and open repair may be particularly advantageous in an older, less healthy population [30]. Open repair, as with laparoscopic repair, generally does not require overnight hospital stay. FEMORAL HERNIA REPAIR — There are two different approaches to femoral hernia repair depending upon the size of the hernia. The simplest approach is anterior to the inguinal ligament and caudad towards the upper aspect of the leg. The hernia sac and contents can often be found at this location, dissected, and reduced if the sac is small. The defect can then be repaired with either a plug of mesh or direct suture. If the defect is particularly small, the contents of the sac (eg, fat) may have to be resected to reduce the hernia. If a large volume of intraabdominal contents has protruded into the sac or if there is bowel in the defect, the best approach may be from the preperitoneal aspect of the inguinal canal. The transversus abdominis and transversalis fascia are divided and any intraabdominal contents are removed from the hernia. In addition, this approach allows the surgeon to inspect the bowel and insure its viability, which is important if a strangulated hernia is present. ANESTHESIA — Hernia repair can be performed using general, regional (spinal or epidural), or local anesthesia [34]. Laparoscopic repairs using the IPOM or TAPP approach require general anesthesia and its attendant risks. TEP repairs are often done under general anesthesia, but can be performed under spinal or epidural anesthesia. General anesthesia may be used for the open approach, but it is generally not favored unless the patient has a compelling desire to be completely anesthetized. Open repairs of inguinal or femoral hernias are most commonly performed using spinal anesthesia, continuous epidural anesthesia, or local anesthesia with or without sedation. Local anesthesia with sedation is referred to as monitored anesthesia care (MAC). It has the advantages of being completely controllable, not requiring prolonged postoperative observation, and being simple and easy to perform. The major disadvantage of local anesthesia is that it may be inadequate anesthesia for large hernias. Local anesthesia can also be performed without sedation. This is suitable only for particularly motivated individuals who are not obese. The advantages of the sedative component of MAC anesthesia are that it can be individualized to the patient's specific desires for wakefulness and can be rapidly reversed at the end of the case. The patient must always be accompanied upon leaving the surgical suite if sedation is used. Local anesthesia can be administered in two ways: as a nerve block of the ilioinguinal and iliohypogastric nerves or as direct infiltration into the proposed incision site. The former may be more difficult to achieve, but has the advantage of not causing significant soft tissue edema. Epinephrine can be added to the local anesthetic at the surgeon's discretion, but it is often omitted in patients with significant cardiac risks. Spinal or continuous epidural anesthesia provides reliable anesthesia and allows the surgeon a greater amount of maneuverability since the anesthetized area is significantly larger than the operative field. Disadvantages include incomplete anesthesia, prolonged anesthesia, urinary retention, hypotension, spinal headache, and a longer time in the recovery area. A randomized trial of local, regional, and general anesthesia in 616 adult patients in 10 hospitals undergoing open inguinal hernia repair found that local anesthesia was superior in the early postoperative period [17]. Patients who received local anesthesia had less postoperative pain and nausea, shorter time spent in the hospital (3.1 versus 6.2 hours with regional and general anesthesia), and fewer unplanned overnight admissions (3 versus 14 and 22 percent, respectively). Another multicenter randomized trial compared spinal and local anesthesia in 100 patients undergoing open hernia repair and also found local anesthesia was associated with less postoperative pain, shorter operating time, and fewer overnight stays [35]. RECUPERATION — As mentioned above, outcomes of inguinal hernia repair are generally excellent. The time period before the patient can return to work following open or laparoscopic hernia repair is typically brief, but depends upon many factors, including type of procedure, motivation, and employment status. As an example, one study found that the number of days off work was longer for patients receiving workers' compensation compared to those with commercial insurance (34 versus 13 days) [36]. Another randomized series reported patients not receiving worker's compensation had a shorter convalescence after laparoscopic than after open herniorrhaphy (8 and 11 days, respectively) [37]. Patients in sedentary employment generally may return to work within 10 days of surgery; those involved in manual labor should refrain from heavy lifting (>25 pounds) for approximately four to six weeks [37]. One small study that examined reaction times in an emergency stop simulation suggested that driving can resume 10 days following surgery [38]. STRANGULATED HERNIA REPAIR — Emergency surgery within four to six hours may prevent loss of bowel from a strangulated hernia. When bowel perforation has occurred due to necrosis from prolonged strangulation, the Shouldice operative technique is recommended. Mesh should not be used when there is gross contamination, but may be considered where contamination is minimal and broad-spectrum antibiotics administered during and for several days following surgery [1]. SURGICAL COMPLICATIONS — Ecchymosis and bruising are common accompaniments to groin hernia surgery. The type of hernia repair affects the complications that occur.

I typed all this shit out, only to see someone else already posted most my ideas... what the hell here it is. When my insurance company emailed me today saying that they were taking another discount off my premiums for having a *perfect* driving record, I decided I really should write down my ideas on speeding. Not many of you probably know me now, but if you did when I had my RX7 you’ll know that my perfect driving record is an insult to traffic enforcement everywhere. But since there’s a method to my amateur madness, I thought I’d finally write up all I’ve learned in my six years behind the wheel and see what all your experiences were. My specs are this: -Issued one citation, 66 in a 35 zone, age 17, “defeated” in court. -Pulled over for speeding once, no citation. -Pulled over after leaving a campus lot after witnessing an acquaintance do donuts and then be chased at about 90 miles an hour in a 35 by CPD, to be questioned by one officer and “watched” by three cruisers and six officers. -Pulled over for various stupid shit (expired tags in daddy’s car, screaming a profanity out the window age 17 etc.) several times. -Questioned on lack of front license plate/ rear license plate cover several times. -One other incident, but I was uh, kinda already “parked” but we won’t get into that. (No citation! ) Here’s my methodology. I’ll divide my methods into two groups, on the road and how to interact afterwards. On the road: Speeding is a game of risk management. Much like driving fast on a road you don’t know, and how well you manage it will decide whether or not you get citations often. You cannot say things like “I haven’t had a ticket my whole driving career, so I’m due for one.” Nor can you say, “I got a ticket yesterday, so I’m good to go for a while.” The math doesn’t work in that manner. Every time you speed the risk is there, regardless of yesterday’s events. On the highway there are two components to not getting pulled over….a logistical one and a psychological one. Logistically you need to avoid being clocked. Psychologically, you need to do everything to keep an officer from deciding you need to be pulled over. First off, make the likelihood you are hit with a radar or laser as small as possible. On the interstate, stay in the lane farthest to the right as possible, always! The farther to the right you are, the more “humble” your driving is going to be interpreted as. I call the left lane the suicide lane for these reasons. Everyone knows that you’re in the Fast Lane because you intend to be speeding. An officer is more likely to pull you over because he perceives that you intend to be speeding. Not only does using the left lane broadcast your law breaking intentions, but you’re far more visible for clocking in most circumstances. Standing out from the crowd while breaking the law is the quickest way to get in trouble. Stay right, as far as possible, and always use the other cars to block the angle of view ahead of you with reference to the median. Even tend to stay to the right of the right lane! This is very important, as it conveys your whole attitude to anyone watching. Make your car “invisible” for the greatest distance ahead possible with these blocking cars. Without being able to draw diagrams, it’s hard to show how much field of view just a few cars can rob from an officer in the median, and you need to be able to put this to your use. This way, you’ll have plenty of opportunity to see the officer before he can get a clear shot at you. You only need a quick peak, but he needs a straight shot to get your speed. Drive sanely. Don’t make erratic lane changes, use your turn signals when they’re to your advantage, but not say, when you’re discreetly sneaking between cars left and right on the highway at night. It’ll attract the officer a quarter mile behind you and give him a homing beacon to follow. This will be debated, but get a Valentine One and learn how to use it. This is the single best investment I’ve ever made in my life, best car mod I’ve ever done, I kiss it’s ass and yadda yadda, I’m not kidding. I’d be in jail if I didn’t have it. If you can afford it, get the Blinder M10 laser jammer, that’ll help too but I don’t have one. DON’T buy a cheap ass detector, use daddy’s 1992 Escort etc. The false confidence it gives you will get you a ticket in a heartbeat. Because on the interstate the amount of time you and an officer have for visual contact, ie your driving behavior and body language (!) there is definitely communication between you and him. If you come around a blind corner speeding, with no one in front of you to block, and there’s a laser gun looking down your nose, you have a split second decision to make… jam on the brakes and try to beat him to the trigger (only if you have good suspension and your car doesn’t nose dive like a sonnofabitch when you do it, cause that looks reckless) or just let off the gas and coast to as low a speed as possible, accepting the fact that you’re gonna get clocked and just avoid looking reckless too. Generally, only stomp on the brakes if you’re really braking the law and the drama is worth it. I’ve had several occasions where I had to do this, got under the speed limit a split second before the detector went of and didn’t get pulled over. In this instance, you need to put the psychological aspect first and foremost. Believe me, the officer is PISSED! You were cookin and everybody knows it. DO NOT make eye contact with him, it is directly challenging him and admitting guilt and he WILL find a reason to pull you over, probably just because he’s pissed. Drive by at the speed limit, look straight ahead (make sure your passengers do the same) don’t change lanes and hope for the best. In the suburbs there’s not much to say, keep your eyes and radar scanning, and be ready for a once a year clocking at night on a one lane road with no warning… to me that means less than 15 over on roads I know well, about 10 over (except in short bursts) on roads I don’t. Talking with the officer/judge: If you’ve been pulled over or are doing anything wrong and could get a ticket for it, you need to handle yourself well to give yourself a chance. Your appearance being neat, your language educated, humble, and honest are very important. Never lie unless you’ve got nothing to lose, and I mean unless you’re going to go to jail if you say tell the truth. Cops are NOT dumb, they’ll pick up on your BS in a heartbeat and you’re done. They do this all day long, and believe me another bullshitter is nothing new to them and you’ll get the ticket you deserve. Be personable, polite, answer there questions truthfully while avoiding admitting anything you can. “Do you know how fast you were going?” “Well Officer, I thought I was going with the flow of traffic…” At this point if you pause he’ll pick up and say how fast he clocked you at. If you say “78 MPH” you’re done. If you say, “I was going the speed limit!!!” you’re done. Try to acknowledge the officer without legally admitting guilt. You’re showing respect without screwing yourself. It’s your best chance at getting a warning, which is now your best bet. If you get the ticket, still be very polite! This is extremely important! “I apologize officer, have a good day.” He can write comments you’ll never see, and the judge will read them when you contest. This is the next step  Always contest, you have a chance the officer won’t show. That’s how I got out of my 66 in a 35 at age 17, combined with the comments the officer wrote about how polite I was. On those two counts, the judge dismissed it entirely. Prepare a respectful but strong as possible argument for court. I had a map of the area, pictures of the area from where I was clocked and where the officer was sitting and so on all ready to show the judge (since this was the one time in my life I actually didn’t deserve a ticket, as I wasn’t in the 35 zone yet). Use whatever mostly truthful arguments you can. I’ve read lots on requesting calibration certificates and so on but have never had to try and use these methods. Just give your argument respectfully and reasonably and you’ll probably get it reduced at minimum, if not dismissed. Be prepared! If you don’t have a font license plate, you better have a good reason for it! I’ve been questioned on it several times, but because I had a reasonable answer for it right away I’ve never gotten a ticket. You must be ready to answer immediately. Think of a good reason, there are several I won’t type because I don’t want to get busted next time I’m pulled over! This is the longest bunch of junk I’ve ever posted, and I’m sure no one read it. What can I say, my it’s Friday night and my girlfriend’s a hundred miles away. Tell me your speed secrets! (I sure as hell didn’t proofread all that either). [ 31. January 2003, 03:16 AM: Message edited by: 100 RWHP ]