Baked Garlic Parmesan Wings
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Friday, September 16, 2016
Upgrade Your Game Day Wings
37 Wing Recipes That Don't Involve Buffalo Sauce
Baked Garlic Parmesan Wings
Baked Garlic Parmesan Wings
The U.S. Spec E36 M3 Was The Low Budget Version
8 Ways American E36 M3 Buyers Got Completely Screwed Over
To keep costs low and to offer the E36 M3 for a price of only $35,800 in America, BMW cut big corners, resulting in a car that was slower, more basic and way less of an M3 than its European brother.
1. The US M3 engine was pathetic
You see, while the original displacements of both the US and European-spec S50 B30 engines were the same at 3.0 litres, the European versions featured individual throttle bodies and a continuously variable VANOS valve timing system. The American car, by contrast, was fitted with the more basic two-stage Vanos system found on the M50 engine, and didn’t get individual throttle bodies. The American engine’s compression ratio was also lower, all of which resulted in 240hp and 225lb ft compared to the European engine’s 286hp and 236lb ft.
Power figures in Europe were later raised to a mega 321hp with the introduction of the 3.2-litre S50 B32 engine, while the poor guys in America got screwed a second time, getting the same 240hp output as before despite getting a 3.2-litre version of the S52 engine. Torque was increased by 11lb ft, though, which is something at least.
5. US buyers never got the six-speed manual
When the E36 M3 first came out, both the European and US-spec cars featured a five-speed manual gearbox. However, in 1996, when both E36 versions were upgraded to 3.2 litres, the European M3 received a six-speed manual gearbox too, while the American cars were left in the dark ages with the same five speeder as before. Interestingly, though, and to suit the American driver, a five speed automatic gearbox was later offered on the US car, further cementing the fact this was no proper M3.
8. The headlight lenses were crappy plastic
Further cost-cutting measures for the US-market E36 M3 meant that the car’s headlight lenses were made out of plastic which were easily pitted by stone chips. They also featured a more simple reflector construction than the glass ellipsoid headlights fitted to European M3s. For that reason, it’s fairly common for owners of US cars to swap out the headlights with the European units.
Complete list (CarThrottle.com)
To keep costs low and to offer the E36 M3 for a price of only $35,800 in America, BMW cut big corners, resulting in a car that was slower, more basic and way less of an M3 than its European brother.
1. The US M3 engine was pathetic
You see, while the original displacements of both the US and European-spec S50 B30 engines were the same at 3.0 litres, the European versions featured individual throttle bodies and a continuously variable VANOS valve timing system. The American car, by contrast, was fitted with the more basic two-stage Vanos system found on the M50 engine, and didn’t get individual throttle bodies. The American engine’s compression ratio was also lower, all of which resulted in 240hp and 225lb ft compared to the European engine’s 286hp and 236lb ft.
Power figures in Europe were later raised to a mega 321hp with the introduction of the 3.2-litre S50 B32 engine, while the poor guys in America got screwed a second time, getting the same 240hp output as before despite getting a 3.2-litre version of the S52 engine. Torque was increased by 11lb ft, though, which is something at least.
5. US buyers never got the six-speed manual
When the E36 M3 first came out, both the European and US-spec cars featured a five-speed manual gearbox. However, in 1996, when both E36 versions were upgraded to 3.2 litres, the European M3 received a six-speed manual gearbox too, while the American cars were left in the dark ages with the same five speeder as before. Interestingly, though, and to suit the American driver, a five speed automatic gearbox was later offered on the US car, further cementing the fact this was no proper M3.
8. The headlight lenses were crappy plastic
Further cost-cutting measures for the US-market E36 M3 meant that the car’s headlight lenses were made out of plastic which were easily pitted by stone chips. They also featured a more simple reflector construction than the glass ellipsoid headlights fitted to European M3s. For that reason, it’s fairly common for owners of US cars to swap out the headlights with the European units.
Complete list (CarThrottle.com)
Can't Blame Them For Trying
North Korea Owes Sweden €300m for 1,000 Stolen Volvos and every 6 months Sweden sends them reminders. (article)
Sweden was one of the first to seize on the opportunity. The Stockholm and Pyongyang ties in the early 1970s arose out of a rare convergence of leftist and industrialist interest: local socialist groups wanted Sweden to formally recognise the new communist state, and businessmen wanted to exploit the region’s nascent mining industry.
For Kim Il-sung and comrades, the western initiative represented an important step towards North Korea’s fulfillment as a global force to be reckoned with. It was no coincidence that journalist Lovisa Lamm Nordenskiöld and former diplomat Erik Cornell, two of the main chroniclers of the short-lived trade adventure, both settled on the word “paradise” when describing North Korea’s self-image during the late 1960s and early 1970s. Given the nation’s success, that was simply the only word that would do, according to the propaganda machine.
Lamm Nordenskiöld suggests that the nation soon felt compelled to legitimise this edenic self-image with grand industrial projects and architectural marvels, often with little regard for the costs. “There’s this disconnect between reality and the North Korean imagination,” she says.
Small wonder that a regime so impressed with itself soon developed expensive taste. “Inside the 144 GL you sit on leather,” reads the unambiguous 1970s marketing material that Volvo likely sent its North Korean buyers. Together with contemporary industry giants Atlas Copco and Kockums, Volvo was one of the first European companies to foray into the North Korean market, and promptly received an order for 1,000 vehicles, the first of which were delivered in 1974. But less than a year later, the venture blew up at a Swedish-Korean industrial trade fair in Pyongyang, where it suddenly became clear that the Kim regime wasn’t actually paying for the goods it was importing – not even the machines it ordered for the expo. The bills were simply piling up.
(CavemanCircus.com)
Sweden was one of the first to seize on the opportunity. The Stockholm and Pyongyang ties in the early 1970s arose out of a rare convergence of leftist and industrialist interest: local socialist groups wanted Sweden to formally recognise the new communist state, and businessmen wanted to exploit the region’s nascent mining industry.
For Kim Il-sung and comrades, the western initiative represented an important step towards North Korea’s fulfillment as a global force to be reckoned with. It was no coincidence that journalist Lovisa Lamm Nordenskiöld and former diplomat Erik Cornell, two of the main chroniclers of the short-lived trade adventure, both settled on the word “paradise” when describing North Korea’s self-image during the late 1960s and early 1970s. Given the nation’s success, that was simply the only word that would do, according to the propaganda machine.
Lamm Nordenskiöld suggests that the nation soon felt compelled to legitimise this edenic self-image with grand industrial projects and architectural marvels, often with little regard for the costs. “There’s this disconnect between reality and the North Korean imagination,” she says.
Small wonder that a regime so impressed with itself soon developed expensive taste. “Inside the 144 GL you sit on leather,” reads the unambiguous 1970s marketing material that Volvo likely sent its North Korean buyers. Together with contemporary industry giants Atlas Copco and Kockums, Volvo was one of the first European companies to foray into the North Korean market, and promptly received an order for 1,000 vehicles, the first of which were delivered in 1974. But less than a year later, the venture blew up at a Swedish-Korean industrial trade fair in Pyongyang, where it suddenly became clear that the Kim regime wasn’t actually paying for the goods it was importing – not even the machines it ordered for the expo. The bills were simply piling up.
(CavemanCircus.com)
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