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أوباما يعتبر المعارضة المصرية “عقيمة” .. ويؤكد: تراجع شعبية مرسي سيصب في صالح السلفيين

Morsi Obama's bitch

قالت مجلة “فورين بولسى” إن صمت الرئيس الأمريكى باراك أوباما على قرارات الرئيس مرسى الدكتاتورية، أعطته انطباعا أنه يملك دعما مطلقا من البيت الأبيض لمواصلة سياساته الاستبدادية.

لكن المجلة أكدت أن أوباما لا يريد إغراق “مركب الرئيس الهشة “، خصوصا مع قناعته بأن المعارضة المصرية “عقيمة و كسولة وغير منظمة و تتركز فى القاهرة غافلة عن باقى اقاليم مصر الريفية”. واعتبرت أن تراجع شعبية مرسى سيصب فى صالح السلفيين وليس الأحزاب المدنية، وان الإدارة الامريكية تشعر بالارتياح فقط فى التعامل مع “الجيش” أكثر من أى مؤسسة أخرى، لأن الجيش تخلص من الرئيس السابق مبارك وقام بتسليم السلطة إلى رئيس منتخب، و يدعم هذا الرئيس حتى الآن فضلا عن تنسيقه المرضي مع الإسرائيليين.
Obama and Morsi
وتابعت المجلة وثيقة الصلة بالإدارة الامريكية: أوباما أقل اهتماما الآن بانزلاق مصر إلى نظام استبدادى مرة أخرى، لأنه يخشى أن تدفع القيادة المصرية البائسة بالبلد إلى الانهيار الاقتصادي الكامل، بعد توقف مساعدات قطر وغيرها، فيسرع نصف سكان القاهرة إلى ميدان التحريرمرة أخرى.

من جهة أخرى قالت”فورين بوليسى”، إن الكونجرس ينظر حاليا 5 مشاريع تعديل قوانين تقدم بهم 5 من نوابه، منهم 4 جمهوريين، لإعادة النظر فى المساعدات الأمريكية لمصر لإقرارها خلال أيام.

وأشارت للتعديل الذى قدمه مؤخرا السيناتور الجمهوري “ماركو روبيو”، والذى ينص على ربط المساعدات الاقتصادية بالتزام الحكومة المصرية بحقوق الإنسان وإصلاح الاقتصاد، وتحويل المساعدات العسكرية لبرامج مكافحة الإرهاب خصوصا فى سيناء.

كما قدم الجمهورى البارز “جون ماكين” مشروعا أكثر اعتدالا، فلم يتضمن مشروعه الاقتراب من المساعدات الاقتصادية وطالب فقط باعادة النظر فى المساعدات العسكرية.
Ikhwan Obama and Clinton
فيما تقدم السناتور “جيمس انهوف” بمشروع ينص على قطع كل المساعدات لمصر حتى يقر الرئيس المصرى باللغتين الإنجليزية والعربية على احترامه لاتفاقات “كامب ديفيد” مع إسرائيل، و يطالب بوقف بيع مقاتلات F-16 لمصر والضغط على “أوباما” لمحاسبة مرسى على فشله في تعزيز الديمقراطية والاستقرار في المنطقة.

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Take Me On The Floor The Veronicas

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Take me on the Floor

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Hundreds of Starving Baby Sea Lions Wash Ashore in Mysterious Mass Stranding

california 2 SeaLionPup2

BY NADIA DRAKE
It began in January. At first, there were only a few. But as the weeks went on, more sea lion pups washed ashore. The dehydrated, emaciated pups showed up on Southern California’s beaches, tucked under trucks and lifeguard towers. One was found huddled in a flower pot.

In late January, scientists surveying Channel Island sea lion rookeries reported something worrying: Pups out there were in bad shape. By early February, regional marine mammal rescue centers were concerned.
California 3 Sea_Lion_Pup
The strandings hadn’t stopped. Instead, the pace was picking up.

Now, hundreds of these little animals have been admitted to rescue centers between Santa Barbara and San Diego. For a non-El Niño year, the numbers are much too high, too early. Something is going badly wrong offshore, and no one knows what it is yet.

“We’re in the process of trying to understand what is actually causing this,” said Sharon Melin, a wildlife biologist with the National Fisheries Service. “The stranding centers in Southern California are being inundated with animals. It hasn’t hit the northern centers yet.”

As of Mar. 13, 517 pups had been admitted to five Southern California rescue centers. That total is higher than the total for some entire years, said Sarah Wilkin, regional strandings coordinator with the National Oceanic and Atmospheric Administration. “And we’re only two months and a week in.”
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Rescue and Rehab

The stranded animals are about nine months old – most were born around June 2012. At this age, sea lion pups normally weigh between 25 and 30 kilograms (55-66 pounds). The animals coming ashore weigh about half that, Melin said. She’s visited the island colonies several times recently, first in September and again in February, and noticed that the pups hadn’t gained much weight between visits. “Normally, they would have doubled their weight by February,” Melin said.

She and others suspect the pups have weaned themselves early and left their colonies. Not yet strong enough to find food on their own, they strand themselves on the mainland in a last-ditch effort to save energy and survive. Why they’re leaving home early is an open question.

‘The pups are hypothermic, dehydrated, and skinny.’
By the time the pups are rescued, many are too far gone to be saved, Wilkin said. Dehydrated, emaciated, and malnourished, those who can will spend several months in a rehabilitation facility, gaining weight and nourishment before being returned to the sea.

Rescue and rehab groups in the area are struggling to keep up with the onslaught. The pace of admissions is still accelerating, Wilkin said, noting that both Los Angeles County and Orange County admissions doubled last week.
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So far, Marine Animal Rescue, based in El Segundo, has rescued 170 sea lion pups, said director Peter Wallerstein. “The pups are hypothermic, dehydrated and skinny,” he said. Marine Animal Rescue brings those pups to the Marine Mammal Care Center in nearby San Pedro for treatment.

“We have admitted over 250 [pups] since January 1,” said MMCC’s director David Bard. “We normally have numbers in the teens for those animals.”

Once admitted, pups are examined, tested for disease, and started on a treatment program. Nutritional supplementation begins with clear fluids, then moves on to “gruel” – a mix of electrolytes, protein, sugar, and ground up fish – until, eventually, the pups are fed solid, fishy food. The process can take several months. “Overall, they’ve been responding very well,” Bard said, on Mar. 13. “We actually released four of them this morning.”

Right now, the San Pedro facility is caring for more than 100 pups. Down the coast, the Pacific Marine Mammal Center has more than 90. On Mar. 12, that facility declared a state of emergency after 18 rescues over two days threatened to overwhelm existing resources. Farther south in San Diego, SeaWorld reports more than 140 marine mammal rescues this year, the majority of which are California sea lions. In all of 2012, SeaWorld rescued 131 marine mammals.
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California sea lion pup. (NOAA)
Double Punch
“The good aspect to this is that emaciation and dehydration are something the rehab facilities are very experienced with, and doing a good job,” Wilkin said, reporting that mortality rates in the centers are relatively low, between 20 and 30 percent.

But the bad news is, the onslaught isn’t over. Peak stranding season hasn’t happened yet. Historically, most sea lion strandings occur during April and May, when pups are weaned and have to find their way on their own. “We anticipate it will only get worse in the coming months,” Melin said.

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Such large numbers of strandings so early in the year are unusual, and suggest the situation offshore must be pretty grim. “When we see a big uptick like this, we know it’s bad,” Melin said. “There’s something not right. We go out to the islands.”

Melin’s September visit to San Nicolas Island revealed that pup mortality rates were around 34 percent — about what one would expect for an El Niño year. By February, the rate had risen to somewhere near 50 percent. “By the time we get around to their first birthday, mortality might be as high as 60 percent, maybe even 70 percent,” Melin said.
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It’s not just last year’s pup population that’s being affected. After giving birth in June, females spend the next months nursing, foraging, and reproducing. By this point in the year, many are probably pregnant again. But when food is scarce, females will sometimes abort a pregnancy and funnel all their resources toward the already growing juvenile. “We are seeing premature pups being born, up and down the coast. A lot of pregnancies are not coming to term,” Melin said.

This means the sea lion population will take a double punch: reduced numbers of surviving pups from 2012, and fewer pups born in 2013. “It’s two years of impact from something that we don’t yet know,” Melin said. “Thankfully, it’s a healthy population. It weathers these kinds of things fairly well.”

It’s Not El Niño
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But the cause of the mass stranding is still a mystery. Disease or an environmental perturbation affecting the food supply are the best guesses, though scientists are still in the early stages of the investigation. Next week, a team will return to San Nicolas Island and reassess the colonies there. Wilkin is working on applying to have the strandings declared “an unusual mortality event” by the National Marine Fisheries Service. That classification would free up funding and investigators, allowing scientists to move more quickly.

One possibility is that the population is dealing with an infectious disease. Morbillivirus, which causes distemper, and influenza have both sickened sea lion populations in the past, but scientists don’t think this is likely because it’s not clear why only pups would be affected. Likewise, domoic acid, a toxin produced during algal blooms that can cause seizures and memory loss, seems an improbable culprit.

“If this was a disease process, you might expect it to be a little more across the board,” Wilkin said. “It does seem to be pretty targeted to that age class.”
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Another possibility is that hookworms – which can infect pups until they’re about six months old – have weakened the pup population and left it susceptible to a second disease agent that is just now sweeping through. But while some pups are showing signs of having been infected with hookworms, it’s not being seen at abnormally high levels, Melin said. “It does seem more likely to be food-related,” she said.

‘Sea lions are usually pretty good at adapting.’
Warmer ocean temperatures, such as what happens during an El Niño year, can affect the food supply.

Those warmer waters dampen nutrient-rich seafloor upwellings. Without cold waters and added nutrients, prey species — phytoplankton, krill, and small fish — are scarce. Animals that eat those critters, such as larger fish, sea lions and sea birds, either move with the food toward colder water, or struggle. Scarcer food means sea lion mothers have a tougher time finding a meal for their pups. They may have to swim farther, dive deeper, and stay away longer, prompting pups to wean themselves and strike out on their own in search of fish.
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“It’s not that mom isn’t coming back, she’s just taking too long,” Melin said. “It takes a lot for a sea lion to leave its pups.”

After a strong El Niño event in 1997-1998, rescue centers around the state saw elevated intake numbers, similar to what’s occurring now except more broadly distributed. In spring 2009, an unpredicted halt in normal upwellings caused the food supply between Point Conception, north of Santa Barbara, and the Monterey Bay to collapse. “We had huge mortality of pups weaned that year,” Melin said. “Close to 80 percent.”

So far, this event doesn’t fit into a pattern. The strandings are localized to southern California, and this isn’t an El Niño year. At least, not really: In summer 2012, a short-lived patch of abnormally warm surface water did settle off the Southern California coast. But that’s cooled off now — and the sea lions stuck around.
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“Sea lions are usually pretty good at adapting,” Melin said, noting that biologists often monitor female sea lions and use them as a gauge of ecosystem health. “If the system starts changing or becomes out of whack, they’re the one that are going to show the signs.”

There are other hints that something more systemic is amiss in the Islands, namely the nesting numbers and success of brown pelicans in the Channel Islands National Park. Pelicans, like sea lions, are top predators. Both species tend to forage for the same fish, and their numbers tend to fluctuate in tandem. In 2004 and 2005, pelicans in the islands made roughly 6,500 nest attempts, said seabird biologist Laurie Harvey of the California Institute of Environmental Studies. Last year, out of several hundred nest attempts, only five pelican chicks fledged on Anacapa Island. “That ended up being the poorest reproduction year for pelicans on the Channel Islands since 1970,” she said.
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This year, though it’s still early in nesting season, pelican numbers are fairly low, with fewer than a hundred nests on Anacapa. “We think that yes, it definitely looks like it’s linked to the sea lion strandings,” Harvey said. “Sea lions and pelicans feed primarily on coastal pelagic species like anchovies and sardines. What it’s looking like is that the local availability of prey is insufficient.”

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Antarctic research Resorting to skis

HUGH BROUGHTON, the architect behind the British Antarctic Survey’s new Halley VI research station, explains how to keep scientists comfortable in the most adverse of conditions

Watch Hugh Broughton demonstrate some of the science behind the project in the video below

The Economist

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Besame & Cia. Maritima & Blue Man Spring Summer 2013

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Allard

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Allard J2; this very car was third over-all at Le Mans 1950
The Legend

The legendary British roadster, the Allard J2X, is back in production, some 50 years after its London-based operation ceased offering this successful model. From 1951-54, the Allard Motor Company, under the leadership of Sydney Allard, built 83 J2Xs.

A number of these gained international recognition on closed circuit racetracks, rallies and hillclimbs, in Europe and in North America, at the hands of such iconic figures as Carroll Shelby, Zora Duntov, Masten Gregory, Gen. Curtis LeMay, Bill Pollack, Steve McQueen and of course, Sydney Allard (who place 3rd in LeMans wîth his J-type).
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J2X_MKII_Roadste
Today, Montreal-based Allard Motor Works Inc. (AMW), founded in 1999 by Roger P. Allard, is reintroducing the J2X to world markets. With design and prototyping offices in Montreal and production facilities in Champlain, NY, the company has set its annual production upper-limit of J2Xs at 100 units per year. ‘We want to provide our customers wîth a high-quality handcrafted product that will remain rare and provide appreciating values over time,’ comments Roger Allard. ‘We are in an enviable position having been awarded, by the Allard Registry, special serial numbers and all of our vehicles are included in the Allard Registry.’
Allard 7-J2X_MKII_Roadste 2006 Allard J2X MKII information
The new Allard J2X is designated as a Mk1, to differentiate it from its ‘next of kin’, as certain modifications were introduced wîth the consent of the Allard Registry and the Allard Owners Club. ‘The Mk1 looks identical to the vintage roadster, however, we have introduced a significant level of engineering and sophistication to the J2X, without sacrificing its spirit,’ adds Mr. Allard.

‘The areas we concentrated on were safety , reliability, comfort and handling. Our Mk1 body combines composite material and aluminium; our cockpit was stretched by 4 inches; we CAD-designed our chassis to include energy-absorption, impact bars, roll-over protection and lowered the center of gravity; we use the latest in suspension, §teering and drivetrain, and improved the overall comfort of the new J2X. We even have a trunk that will accommodate two sets of golf clubs!’
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The Allard J2X Mk1 will continue the tradition of powering its roadster wîth big American V-8s, wîth the GM 350 RamJet PFI (350 hp) as its standard engine, offering the Chrysler 5.7 liter Hemi , the 6.1 liter Hemi and the Cadillac rear-drive Northstar as options. The standard transmission is the Tremec TKO 5-speed wîth overdrive. Automatic is optional. The suspension is independent front and back wîth fully-adjustable shocks. The front suspension uses unequal A-arms at the front, rack & pinion §teering and is equipped wîth Wilwood 4-piston rotors. The rear sports a cast aluminium center section wîth a 9′ differential, inboard ventilated Wilwood disc brakes, aluminium risers, providing a minimum of unsprung weight on the 235 x 60 x 16′ Dunlop ZR-rated performance tires.
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These are mounted on 72-spoke Dayton Wire wheels. The cockpit is dressed in high quality leathers and carpets, machine-turned aluminium dash, mahogany or walnut §teering wheel, adjustable bucket seats and the original layout of instruments which included ‘Allard’ signature instruments that mean business.

‘We are providing a package that is distinctive. It continues the spirit of the original Allards, but that is more suited to today’s market,’ comments Roger Allard. ‘The market is swamped wîth ‘look-alikes’ but thecar aficionado is lòòking for something that is unique, distinctive, that makes a statement and that’s a blast to drive. We have a niche product that does the job!’
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The Allard J2X Mk1 are produced in Champlain, NY, and Montreal. Engineering has begun on a number of options to include a full-width windshield, an all-weather rag-top unit and a lightweight rigid removable hardtop. A track version is also in the planning stages. Allard Motor Works is currently offering a full line of complimentary accessories to include ‘Allard’ bomber jackets, aviator-style helmets, gauntlets, goggles, silk scarves, limited edition art and performance accessories. These can be found at www.rpmvintageclassics.com.
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Current list price for the Allard J2X Mk1 is ÚSD $95,000. While dealership arrangements are being explored in North America, Europe, Australia and the Orient, all sales are currently handled directly by Allard Motor Works.
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50th Anniversary Edition
Allard Motor Works is committed to bringing back the legendary Allard J2X to sports car enthusiasts. Our 50th Anniversary Edition Allard J2X is designed to provide owners wîth a more comfortable, safer, more reliable and higher performing J2X than those that created the legend on the track during the 1950s. Steeped in a tradition of racing, the AMW J2X is designed to provide its owner wîth a high-quality distinctive product that will be the envy of all classic car lovers.
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To ensure exclusivity, AMW will make available only 100 J2Xs per year worldwide, irrespective of the demand. This, combined with special serial numbers assigned by the Allard Registry, fidelity to the original look and inclusion in the Allard Registry, will ultimately make the AMW J2X a much sought-after collector’s item.
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Allard M-Type Drophead Coupé 1948
I am proud of my mission to bring this legendary British roadster back to life and to stir the passion for excitement and prestige that lies within all
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Allard Motor Company Limited was an English car manufacturer founded in 1945 by Sydney Allard which operated from small premises in south London. Car manufacture almost ceased within a decade. It produced approximately 1900 cars before his death in 1966 Before the war, Allard supplied some replicas of a Bugatti-tailed special of his own design from Adlards Motors in Putney.

OLYMPUS DIGITAL CAMERA
1948 Allard P1 Sports

Allards generally featured a large American V8 engine in a small, light British sports car body, giving a high power-to-weight ratio and foreshadowing the Sunbeam Tiger and AC Cobra of the early 1960s. Cobra designer Carroll Shelby and father of the Corvette Zora Arkus Duntov both drove Allards in the early 1950s.
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Pre-war Allard Specials
The first Allard cars were built specifically to compete in Trials events – timed rally-like events on terrain almost impassable by wheeled vehicles. The first Allard was powered by a Ford flathead V8 in a body mostly sourced from a Bugatti racer.

It used the American engine’s high torque to great effect in slow-speed competition.
Allard 13 _J2X_MKII_DV-07-Parade_03
Further Allards were soon built to order with a variety of large, Ford-sourced engines, including Lincoln-Zephyr V12 powerplants. By the outbreak of war in 1939 twelve Allard Specials had been built. Sydney Allard’s planned volume production was pre-empted by work on Ford-based trucks during the conflict. By its end, Allard had built up a substantial inventory of Ford parts.
Post-war Models
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Allard Palm Beach (1952-59)
Using its inventory of easy-to-service Ford mechanicals built up during World War II and bodywork of Allard’s own design, three post-war models were introduced: the J, a competition sports car; the K, a slightly larger car intended for road use, and the four seater L. Sales were fairly brisk for a low-volume car, and demand was high for cars in general, which led to the introduction of several larger models, the M and P.
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1949 Allard M-type Drophead Coupé
J2
Sydney Allard soon saw the potential of the economically more vibrant – but sports car starved – US market and developed a special competition model to tap it, the J2. The new roadster was a potent combination of a light weight hand-formed aluminum body fitted with an independent suspension, inboard rear brakes, and designed for a Ford “flathead” V8.
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Importing American engines just to ship them back across the Atlantic proved problematic, so US-bound Allards were soon shipped engineless and fitted out in the States variously with newer overhead valve engines by Cadillac, Chrysler, Buick, and Oldsmobile. In that form, the J2 proved a highly competitive international race car for 1950, most frequently powered by 331 cubic inch Cadillac engines. Domestic versions for England came equipped with Ford or Mercury flatheads, some of which were equipped with ARDUN overhead valve hemi heads, a modification designed by Zora ARkus DUNTov, who also later raced for the factory Allard team at Le Mans.
Allard 11_J2X_MKII_09_Manu-04
Available both in street trim and stripped down for racing, the J2 proved successful in competition on both sides of the Atlantic, including a third place overall at Le Mans in 1950 (driven by Sydney Allard himself, who also placed first in the Monte Carlo Rally in 1952 driving an Allard P1 saloon car). Of 313 documented starts in major races in the 9 years between 1949 and 1957, J2’s compiled a list of 40 first place finishes; 32 seconds; 30 thirds; 25 fourths; and 10 fifth place finishes. Both Zora Duntov (the father of the Corvette) and Carroll Shelby (the father of the Cobra) raced J2’s in the early 50’s. 90 J2’s were produced between 1950 and 1952.
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In an effort to extend a line growing obsolete in the face of advances in sports car design, Allard introduced an extended model in late 1951, the J2X.

In an attempt to improve handling, the front suspension’s rear attaching links were redesigned with forward ones, which required extending the nose out past the front wheels. This, in turn, allowed the engine to be moved forward, yielding more cockpit room.
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There is much confusion on the internet as to labelling of J2 and J2X types – the most obvious differences being that the J2 nose does not extend past the front tires and has two vents below the grill, while the J2X nose extends past the front tires and usually has a single vent below the grill placed on a more protruding chin. Tom Lush, author of “Allard: The Inside Story” said in the book that the chin was the most obvious difference between the two. Either version could carry one or two side mounted optional spares.
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J2X_MKI
The J2X was not as successful in international racing as the J2, as it became less competitive against more advanced Jaguar C and D types, Ferraris, and Maserati works cars it headlined less often in major international races. Of 199 documented starts in major races in the 9 years between 1952 and 1960, J2X’s garnered 12 1st place finishes; 11 2nds; 17 3rds; 14 4ths; and 10 5th places.
Clipper
The 1953 Allard Clipper was an attempt to cash in on the era’s burgeoning microcar market. A tiny car glass fibre bodied car powered by a rear mounted 346 cc Villiers twin cylinder motorcycle engine, it claimed to seat three people abreast with room for two children in an optional Dicky seat. About 20 were made.
Decline
As research and development picked up at bigger constructors, Allard failed to keep up its former pace and other manufacturers began producing cheaper and more technically advanced cars. Its new Palm Beach model was a year behind its competitors, the beautiful new K-3 failed to live up to expectations, and the large wood sided P2 Safari Estate could not find a market in spite of its eight seats, huge V8, and beautiful bodywork.

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1953 Allard K3

By the mid-fifties Allard was struggling. It attempted to give Dodge dealers a Corvette competitor by rebodying a Palm Beach with a Dodge Hemi engine. Unfortunately, the market was weak due to a late-’50s US recession. Few Allards were produced after 1959, and those only to special order.
Sixties Allards were simply performance-modified British Ford Anglias marketed as the Allardette 105, 109, and 116. Production ended in 1966 when Sydney Allard died and a fire destroyed the factory and most Allard company records in the same night.
.allard 22_j2x_mk1_manu-06_int-01
The Allard factory site is now a development of luxury apartments.

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Lost in the Desert

What does the Obama administration make of Egypt’s Mohamed Morsy? Not much. But they’ve still got to figure out how to work with him.
BY JAMES TRAUB
In recent days, I’ve been talking to officials in the Obama administration about what they think they’re doing in Egypt. Even as Obama hesitates to thrust the United States into the rolling cauldron that is Syria, critics accuse him of coddling a dictator in Cairo. Congressional Republicans like Marco Rubio accuse the administration of cutting a $250 million blank check to Mohammed Morsy’s authoritarian, Islamist regime. Analysts with no axe to grind, like Michael Walid Hanna of the Century Foundation or Peter Juul of the Center for American Progress, make the more nuanced argument that the administration has rewarded Morsy for his compliance on American national security goals, just as his predecessors did with Hosni Mubarak.

Morsi Obama's bitch
Is that fair? Obama does, after all, deserve credit for openly accepting the Egyptian people’s choice of an Islamist government after long years when Washington viewed any partnership with Islamists as beyond the pale. But it is also true that the administration has under-reacted as Morsy made himself immune from judicial oversight, rammed through an illiberal constitution, and showed contempt for his opponents. And while it’s impossible to prove, Morsy may well have felt that this strategic silence gave him carte blanche to continue down his path of majoritarian autocracy. Obama has not wanted to rock Morsy’s very fragile boat. One figure who left the administration after the first term conceded that “We are not raising our voice,” and added, that “there hasn’t been enough attention to supporting those who are on the other side.”
Obama and Morsi
Let’s stipulate that Obama has erred on the side of caution with Egypt. That is his nature, after all, and it’s a lot better than the alternative, which we tried with that Bush guy. Obama’s overall pattern in the Arab Spring has been doing the right thing, but a little late. So what now? What do administration officials think about Morsy, and how do they believe that they can influence his behavior? The short answer is that they think that Morsy and his circle are in way over his heads, and worry much more about their incompetence than their intolerance. “This is a bunch of guys who have been in jail for 40 years,” said one figure. “They don’t know what they’re doing, they’re paranoid, and they’re making a huge number of mistakes. But there’s no alternative to pushing them forward on the democratic path.” Morsy, in short, is the wrong man for the moment, but also the only man. He must be nudged; and he can be nudged.

The administration’s view of the opposition is like almost everyone’s view of the opposition — it’s feckless, lazy, and disorganized, happier sulking in Cairo than campaigning in the countryside. When Secretary of State John Kerry visited Cairo last week, he spoke to leading figures, including Mohammed ElBaradei and Amr Moussa, and urged them not to boycott the upcoming parliamentary election, as they are currently planning to do. Morsy’s plummeting popularity should allow his opponents to make serious gains — though many of those gains may go to Salafists rather than secularists. The only good news here is that the elections now seem likely to be postponed for three to four months, which would give the opposition time to reconsider a very bad decision.

Finally, the Obama administration seems to feel more comfortable with the Egyptian army than with any other current institution. After all, the reasoning goes, the army deposed Mubarak and delivered power to an elected leader, whom it has since helped sustain. “They have been resolute in working with the Israelis, they work well on the border,” says the official mentioned above. The administration has no interest in seeking to either cut or seriously reprogram military assistance, as many critics have suggested — and Kerry said nothing about it in Cairo.
Ikhwan Obama and Clinton
Obama, in short, is less worried about authoritarian regression than he is about Egypt falling apart. Egypt’s treasury has only three months of foreign exchange left, with no more money coming from Qatar or elsewhere. The International Monetary Fund (IMF) is offering a $4.8 billion loan, which is Cairo’s only chance to stave off bankruptcy. And other institutions which might supply additional financing, including the World Bank and the Africa Development Bank, will not act until Egypt signs an accord with the IMF. The IMF, however, is demanding that Egypt make some reforms which are politically excruciating — above all, cutting subsidies which keep down the price of energy and food. Morsy’s answer is that Washington should tell the IMF to just give Egypt money.

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Micro Bikini Wickedweasel Special

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Micro Bikini 26

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