Wednesday, July 29, 2015

Mishawaka Used Cars Showcasing The Best Selection Of Used Cars In Niles Indiana

Lochmandy Motors is synonymous with Elkhart used cars. They are one in the same with their long standing tradition of caring and offering awesome service.

Lochmandy Motors is proud to be a part of the Michiana area since 1954. They began with the starting of Lochmandy Buick, by Michael Lochmandy, in 1954.

Their current site was built in 1995 and is home of one of the largest new automobile dealers in Elkhart county.

Lochmandy Motors has a team of over 100 individuals as well as sell over 1500 cars a year.

Lochmandy Motors was started on the principle of a "Tradition of Caring". This is the viewpoint of treating the client as you would certainly want to be treated.

They are right here to help you in discovering your ideal Dodge, Jeep, Chrysler, RAM, Buick or GMC match, in Elkhart, Indiana.

At Lochmandy Motors, it's not just about buying an auto. It's about discovering the ideal automobile for YOU. That means, we take the time to get to understand you, your aesthetic choices, your pastimes, as well as your driving behaviors.

This is true whether you determine to lease or buy a brand-new Dodge, Jeep, Chrysler, RAM, Buick or GMC. Whether you're together for two years or twenty years, Lochmandy Motors wants to see to it you never regret your choice.

Certainly, they pay just as much special attention to used-car consumers, which flock to Lochmandy Motors from South Bend, Mishawaka and also Goshen, for their convenient location as well as stellar used-car options that's really a lot more "like-new" compared to it is "used".

Lochmandy Motors even has your brand-new Dodge, Jeep, Chrysler, RAM, Buick and GMC and used-car funding covered. And, their cutting edge car repair center is more than capable of fulfilling every one of your routine maintenance and also automobile repair demands (e.g., oil changes, tire rotations, as well as alignments).

Stop by and see them today!

Tuesday, July 28, 2015

2016 Ferrari 488 Spider: The 661-hp 488GTB Dons a Folding Roof

The least-interesting thing we can say about Ferrari’s new 488 Spider is that it’s little more than a 488GTB with a retractable hardtop

Nor is the alfresco Ferrari much of a surprise—we’d be more shocked if Ferrari had announced the 488GTB would stay a fixed-roof coupe only. Everything else about the 488 Spider (no GTB in its name), however, is supremely interesting and exciting.

Boring, of course, is a difficult achievement for any lithe, lightweight Italian supercar motivated by a 661-hp, twin-turbocharged, mid-mounted V-8 engine. Slathering an extra layer of wow over the 488GTB’s already wow-inducing aura is the 488 Spider’s retractable roof, which grants access to that wailing exhaust note and the sun, stars, and wind.

Each trip up and down takes the 488’s roof 14 seconds, and the compact assembly pancakes into a shallow nacelle behind the seats. According to Ferrari, the retractable hardtop weighs 55 pounds less than an equivalent soft top, although there’s no word on whether said soft top was soaked in water or maple syrup before the numbers were crunched on that weight comparison.

A small glass rear window operates independently of the top and can be lowered to three separate positions to either let more exhaust sound in with the top up or, more usefully, to act as a wind blocker with the top down. The speedster-style rear-deck humps behind each passenger’s headrest bring some much-needed flair to the 488GTB coupe’s toned-down surfacing (relative to the old 458 Italia), making the Spider pleasantly more dramatic in appearance. As with the 458 Spider and 458 Italia, the 488GTB’s transformation into the 488 Spider isn’t expected to carry much of a weight penalty. Which means the Spider should be able to maintain the GTB’s epic performance envelope.

We’re told to expect the 488 Spider to appear next summer after making its auto-show debut this fall in Frankfurt; the price tag will be in the neighborhood of $275,000, roughly $30,000 dearer than the 488GTB’s base figure but slightly below that of the McLaren 650S Spider.

Sunday, July 26, 2015

700-HP Blade Is The World’s First 3D-Printed Supercar

Plenty of auto manufacturers are making various attempts to make their cars greener and better for the environment. Hybrids, electric vehicles, and biofuel are just a few current advancements that are making ripples in ending dependence on fossil fuels. Now, showcased by the phenomenally light and quick 3D-printed Blade supercar,Divergent Microfactories, wants to not only make a splash, it wants to create a game-changing tidal wave.
Billed as the world’s first 3D-printed supercar, the Blade is currently showing off in San Francisco at the Solid Convention. It’s a gathering to display disruptive new products and technologies birthed from mixing ideas and services from the worlds of software, hardware, and data. The Blade is Divergent Microfactories’ contribution. Let’s look at its makeup and specs before explaining DM’s ultimate goal.

The Blade is built with a completely new type of tech. The chassis is made of modular 3D-printed metal alloy pieces called nodes. They are connected with carbon fiber tubes to create a super lightweight frame that DM claims could be built in 30 minutes. It’s kind of like K’Nex for adults. In the video below, it even shows the circus trick of carrying the full arrangement of nodes in a backpack. The total weight of the chassis is only 102 pounds (61 from the nodes, 41 from the carbon fiber). The total weight of the Blade is 1,388 pounds. For a quick bit of reference, the Ariel Atom weighs 1,350, and a Bugatti Veyron weighs more than 4,000.
If we’re to believe DM, the Blade is powered by a 700-horsepower turbocharged engine that runs on compressed natural gas or regular gasoline. DM claims it’ll go 0-60 in “about two seconds.” An Atom 3 (which has 230 bhp) goes 0-60 in 2.9 seconds, and a Veyron Super Sport (which has 1,200 hp) goes 0-62 in 2.5. All very different machines with different approaches.
So what’s the point? Why haven’t I mentioned any MPG figures or alternative fuel options? Well, DM wants to cut the emissions from a different angle by completely changing the process of car manufacturing. CEO Kevin Czinger points out that 80-90 percent of environmental damage comes from the manufacturing process.
“Our focus is to radically reduce the materials, energy use, pollution and cost of car manufacturing, and to put new tools of production and innovation into the hands of small teams around the world,” DM says in a release. “To achieve this, we will provide the necessary tools for people to set up a microfactory, and the technologies to allow them to build vehicles. We will also sell a limited number of high performance vehicles that will be manufactured in our own microfactory.”
That means DM doesn’t simply want to produce cars, it also wants its technology and approach to spread to other products and services, as well. As for the Blade, though, DM is thinking it could build about 10,000 annually. By building them in smaller factories that require less machinery and less energy, consumption and pollution would, as a result, go down.

Link to original source article -

Thursday, July 23, 2015

The Software Makes The Difference For The 2016 Audi R8

The Software Makes The Difference For The 2016 Audi R8FIRST DRIVE REVIEW - link to original article -

Hardware matters, but often it’s the software that tells the hardware how to operate that makes the difference. That’s true for smartphones that tech websites tear down to reveal $40 worth of parts, but increasingly also for cars—even the ones that don’t drive themselves around racetracks.The new Audi R8 is perhaps the greatest example of tuning through 1s and 0s. There’s no question the hardware here is superb. The Audi is theLamborghini Huracán’s twin sister, and mechanically the two cars are as closely related as any two GM J-bodies. They share the same engine, transmission, partially carbon-fiber floor and bulkhead, chassis hard points, steering system, and electronic architecture. Meaning it’s the software that gives each of those components a very different character in the two supercars.

The Audi is, as you would expect, dowdier and marginally less exciting, yet on first acquaintance we suspect it is destined to be seen as the higher achiever.
V-10 or V-10? Buyers of this R8 will have far less choosing to do than before. The V-8 of the original has gone, along with the little-ticked option of the manual transmission and its glorious, gated gear lever. We mourn the passing of both, not least because it means the new car will be considerably more expensive in base form than its predecessor, even if far more powerful.

A roadster version is a future certainty, and there eventually will be a smaller, turbocharged engine. For now, though, the decision is between the standard V10 coupe with 540 horsepower and the V10 Plus with 610 horses, both sharing the same 5.2-liter displacement and heady, 8700-rpm redline. There’s no official word on pricing, but we’re told to anticipate both sticking close to the market position of their predecessors. In other words, you can be fairly certain that, without at least $170,000 to spend, there won’t be an R8 for you.
Value always is a subjective call, but it’s hard not to feel shortchanged by the styling, which is familiar to the point of being almost identical to the first-gen R8’s. To reference Darwinian selection, and to risk yet another crop of threatening letters in green crayon and comments rendered in ALL CAPS, the R8’s design has undergone about as much evolution as you would find taking place in a small pond during a winter’s afternoon.

The styling is edgier, the lines of the trapezoidal front grille sharper, but from more than 20 yards away it still looks more like a facelift than a new car (the telltale is that the “blade” behind the doors is now divided into two). LED headlights will be standard, but according to Audi USA we won’t be getting the snazzy, optional laser lights any time soon, and possibly not ever—such are the hurdles of getting them through federal certification.
The cabin tries harder and works better. The old R8 had started to feel short of both finesse and toys compared with newer rivals, and this one delivers both smart, functional design and quality materials.

Like the new TT (and upcoming A4), the R8 features Audi’s “Virtual Cockpit,” a configurable screen behind the steering wheel. This combines instrumentation with everything that would normally be done by a central display screen, and it can be switched among a conventional speedometer-and-tachometer combo, a performance readout that includes the seemingly mandatory g-meter, and Google satellite mapping that zooms close enough to let you see if the neighbors sunbathe topless.
As we noted after being allowed a single lap of the Le Mans circuit in the car, the R8’s steering wheel now contains most of its dynamic controls. There’s a Drive Select button, cycling among Comfort, Auto, and Dynamic modes, but there’s also a new Performance mode—standard on the Plus, optional on the V10—that unlocks three additional settings via a wheel button depicting a checkered flag.

These are Dry, Wet, and Snow—for those who want to hoon their R8 when it’s 10 below. The other major driving option is ratio-varying Dynamic Steering. This will be strictly optional in the U.S., although the fact it was fitted to every single car on the press drive in Portugal suggests that Audi is determined to make us like it.

Familiar Favorite Despite the almost countless man-years that Quattro GmbH’s engineers put into the new R8, its starring attraction remains the part that has been changed least, the V-10 engine. It’s worth the considerable price of admission in its own right, a high-revving masterpiece that stands as a glorious anachronism in a world where even Ferrari is downsizing and strapping on turbochargers. As in the Lamborghini, it has gained both port and direct injection and selective cylinder deactivation, but it is almost unchanged in character. Revs are what the V-10 does best, but it’s no anemic weakling at lower rpm.

There’s enough torque to keep it tractable when asked to trundle, and it’s quiet and refined even at the sort of rapid highway cruising speeds we hope the Portuguese Polícia will indulge a visiting supercar in. In the hills, it takes a good while to build up to using the full allocation of revs; even upshifting at 6500 rpm it feels sports-car fast, with a good two grand still to go before reaching the limiter. Cross the 7000-rpm line and you’re in definite supercar territory, the V-10 practically popping a can of spinach as it snarls its way to redline. Under hard use it feels almost as exciting as the Huracán, yet it’s equally adept when asked to be a well-mannered boulevard cruiser or a polished autobahn-stormer.

Saturday, July 18, 2015

A Retail CEO worth $840 million lives in a Las Vegas trailer park

Link to original article -

Tony Hsieh could buy a private island if he wanted to. 
The Zappos CEO has a reported net worth of $840 million.
But Hsieh chooses to live in a Las Vegas trailer park he owns, according to a recent profile in The New York Times. 
The trailer park is "crammed with shiny silver Airstreams that are rented out to visiting computer coders," according to David Gelles at The Times
Hsieh lives in a trailer in the community he calls "Llamapolis" with his pet alpaca. 
The trailer park is part of Hsieh's $350 million investment into making Las Vegas a metropolitan city with thriving business and entertainment scenes. 

It also includes features like community campfires and a shared kitchen housed in a shipping container, according to Las Vegas Weekly.
"The Airstreams are sleek and high-tech, with wood paneling, stainless-steel appliances, a Bluetooth stereo and two TVs," magazine author Kristy Totten writes. 
 In the past, Hsieh has been named one of the most frugal millionaires. 
"Money is just a way for Tony to get to his endgame," Erik Moore, an early Zappos investor, told Business Insider. "Money just doesn't matter to him. If he only had a million dollars left, he'd spend $999,999 to make Vegas work. He would be just as happy with a dollar in the bank and being around people he cares about and care about him."

Saturday, July 11, 2015

Merchant Services Hidden Fees Attention Deceitful Transactions

 Your reading this post due to the fact that you're tired of the outrageous merchant services hidden fees!

The merchant services industry is renowneded for it's secrecy when it involves rates as well as numerous charges. One firm is aiming to expose this and tell the truth on what is truly taking place behind the scenes.

The merchant services sector has a black eye as well as operates with a lack of openness and integrity.

However, the greatest issue is, most company owners are also very busy running their business as well as don't even recognize exactly what's happening to them in regards to the hidden fees they are being billed.

And, they're not merely hidden fees, they are illegal fees! This occurs industry wide, across the board to most companies and it should stop!

JA Business Solutions is right here to turn the tide as well as reverse this way of doing business. They
take pride in that and also believe they will gain business as a result of operating the exact reverse of what the industry does.

In other words, they will make their money by supplying value, honesty and transparency. They won't generate income stealing from your hard earned profits.

This video clip accurately shows this as they point out clear evidence of these hidden illegal fees. I love the method these individuals operate, putting it right out there for individuals to see.

Stop letting these merchant service providers with a lack of integrity steal from you month after month, this will boost your profits immediately!

JA Business Solutions additionally has an assurance and a challenge. They state if you let them assess your merchant statements and they can not save you money, they will pay you $500, no questions asked. They call it The $500 Business Challenge.

To this day, they have not paid $500 to any kind of business as well as have been able to save every customer anywhere from a great amount to a considerable amount of money month-to-month.

It might be time to give them a phone call, as their tagline is, "we're in business for your benefit"!

Tuesday, July 7, 2015

GoPro Shrinks It's Camera Again

GoPro Inc., the popular maker of tiny video cameras, is making them even tinier.
How tiny? The new GoPro Hero4 Session is the size of an ice cube, about half that of previous GoPros. It can fit into the spokes of a bike, hang onto the end of a fishing pole or turn a toddler into a documentary filmmaker.
The Session goes on sale July 12, and GoPro gave me one to try over the past week. It isn’t the best-quality camera GoPro has ever made, but it’s so small and simple that I’m likely to keep using it.
Just brace yourself for the sticker shock: $400. That’s the same price as an Apple Watch, not to mention last year’s Hero4 Silver, which has a touch screen and better picture quality.
With the Session, GoPro is going for its iPod Shuffle moment. In 2005, Apple upended its own booming music player business with the Shuffle, an iPod small enough to wear on a necklace. Its main selling point was what it lacked: no screen, no removable battery and no complex controls.