Locate an Auto Repair Shop in Sheridan, Wyoming

Vik - I'm in the bay area - after an EX-L with Rev/Navi. Was your quote including destination. Seems like a deal to me. Let me know where you got it. Sheridan

Your Wal~Mart dollars at work, baby! We created this monster! Who can slay this dragon? Guess who they'll be passing next? Better brush up on your Mandarin and Cantonese! BEIJING (AP) -- China is set to overtake Japan as the world's second-largest economy in a resurgence that is changing everything from the global balance of military and financial power to how cars are designed. By some measures it has already moved to second place after the U.S. in total economic output -- a milestone that would underline a pre-eminence not seen since the 18th century, when the Middle Kingdom last served as Asia's military, technological and cultural power. China is already the biggest exporter, auto buyer and steel producer, and its worldwide influence is growing. The fortunes of companies from Detroit automakers to Brazilian iron miners depend on spending by China's consumers and corporations. And rising wealth brings political presence: Chinese pressure helped to win developing countries a bigger voice in the World Bank and International Monetary Fund. "Japan was the powerhouse driving the rest of Asia," said Rob Subbaraman, chief Asia economist for Nomura Securities. "Now the tide is turning and China is becoming a powerful influence on the rest of Asia, including Japan." China's rise has produced glaring contradictions. The wealth gap between an elite who profited most from three decades of reform and its poor majority is so extreme that China has dozens of billionaires while average income for the rest of its 1.3 billion people is among the world's lowest. Beijing has launched two manned space missions and is talking about exporting high-speed trains to California and Europe while families in remote areas live in cave houses cut into hillsides. Japan's people still are among the world's richest, with a per capita income of $37,800 last year, compared with China's $3,600. So are Americans at $42,240, their economy still by far the biggest. But Japan is trapped in a two-decade-old economic slump, the U.S. is wrestling with a financial crisis, and China's sheer economic size and the lure of its vast consumer market adds to its clout abroad. Its explosive growth has driven conflicting shifts in Asia and beyond, triggering a scramble for commercial opportunity but fueling unease that the wealth is helping to finance a military buildup to press the communist government's claims in the region. "I think everyone in the region is trying to benefit from Chinese economic dynamism but at the same time is trying to make sure China does not become a regional hegemon," said Greg Sheridan, foreign editor of The Australian newspaper. Exactly when China passes Japan formally will be unclear until after this year ends. It depends on shifting exchange rates and data reported in different forms by the two governments. Chinese GDP in 2009 was $4.98 trillion and Japan's was $5.07 trillion. In 2010, Chinese GDP was $1.335 trillion for the April-June quarter -- a period for which Tokyo has yet to report. China is growing at 10 percent a year, while Japan's expansion this year is forecast at no more than 3 percent. "On that basis, the crossover probably happened last quarter," said Julian Jessop, chief international economist for Capital Economics in London, in an e-mail. Beijing appears to take it for granted that it already has overtaken Japan. "China already is the world's second-biggest economic body," said a deputy central bank governor, Yi Gang, in a policy discussion posted July 30 on the foreign exchange agency's website. Australia has been one of the biggest beneficiaries as China's voracious appetite for iron ore, coal and other commodities drove a mining boom that kept its economy growing through the global crisis. That booming trade prompted Australia to reconsider its stance toward China, previously seen as a communist aggressor. In 2008, then-Prime Minister Kevin Rudd, a Mandarin-speaker who was a diplomat in Beijing, called for closer political, economic and academic engagement with the Chinese government. But Rudd also displayed Australia's independence from Beijing by talking about human rights, Tibet and China's Muslim minorities -- issues Chinese leaders want other countries to keep quiet about. And Australia affirmed its longtime security alliance with Washington -- a counterweight to China's growing might. Rudd's successor, Julia Gillard, has given no sign of a major change of direction. In the long historical view, China's 21st century rise is a return to the status it held for most of the past 2,000 years as "Zhong Hua," or the Central Brightness, East Asia's economic and military giant and a beacon of technology and elite culture to societies from Vietnam to Korea to Japan. China's was the biggest economy, with its workshops and textile mills accounting for up to one-third of global manufacturing. But it went into steep decline in the 19th century as its rulers resisted mimicking Japan's embrace of Western technology. By the 1930s, China produced just a few percent of global factory output. After a civil war, communist takeover and political upheaval, free-enterprise reforms pioneered by leader Deng Xiaoping opened the door for hundreds of millions of Chinese to work their way out of poverty. Since those reforms began in 1979, China has grown into the world's low-cost factory, its biggest exporter and producer of half its steel. It wants to evolve beyond cheap manufacturing and is trying to build up technology industries but has had little success so far. Last year, the World Bank ranked China 124th among economies in per capita income, behind Latin America and some African nations, while Japan was No. 32. The United States was 17th. Yet already, China's consumers are so avidly courted by global companies that products from autos to home appliances destined for sale worldwide are designed with their tastes in mind. This year, French luxury goods maker Hermes Group unveiled a brand, Shang Xia, to be designed specifically for Chinese customers. Unlike Japan, which renounced aggressive force after its World War II defeat, Beijing sees itself as Asia's rightful military leader. It has openly possessed nuclear weapons since the 1960s and is spending heavily to build up the Communist Party's military arm, the 2.5 million-soldier People's Liberation Army. Beijing's military outlays are the world's second-highest and have tripled since 2000 to an estimated $100 billion last year, though well behind Washington's $617 billion, according to the Stockholm International Peace Research Institute. China's demand for oil, iron ore and other raw materials is pumping money into developing economies as far-flung as Angola and Kazakhstan that supply them. Chinese companies are making inroads into Africa in search of resources and markets. "Now, Africa has an alternative development model," said Derek Scissors,

Links were great to Academy of Sciences meeting. Sure wish something more than speaker discussion overheads were available. Really looking for actual full transcript for each speaker. Did refind this info and had forgotten about this. Clarence Ditlow's Testimony - info in document. I hope this is not still going on. -----. This example was caught. Others? "The single best example of a NHTSA private meeting occurred in the Chrysler minivan liftgate investigation. In September 1993 a young girl in Virginia was killed when the rear liftgate latch failed on her family's Dodge Caravan, the liftgate opened and she was ejected from the rear. NHTSA opened a Preliminary Evaluation which got upgraded to a Engineering Analysis in January 1994. By October 1994 30 children had died, and many more had been permanently injured due to the minivan liftgate latch and seat system safety defects, which were well-known inside Chrysler. Paul Sheridan, the head of Chrysler�s Minivan Safety Leadership Team had already made several major presentations to upper Chrysler management recommending that the minivan be recalled and the safety defects be repaired at no charge to minivan families. On November 17, 1994, NHTSA held a private meeting with Chrysler at which NHTSA showed Chrysler its low speed crash tests showing the tailgate popping open and child dummies flying out. NHTSA told Chrysler �The latch failure is a safety defect that involves children.� Yet at that meeting NHTSA agreed not only to drop its request for a safety recall but also to deny any FOIA requests for the crash tests predicting it would be months before the tests could be pried loose. Yet there is nothing in the public investigatory about the agreement. Instead it was revealed in the attached internal Chrysler memo produced in discovery in a lawsuit and released from protective order when the case went to trial. These meetings are not about data submissions by manufacturers. They are about secret deals to close investigations without recalls that ultimately result in deaths and injuries to consumers. To correct this, we recommend adding a section �o� to 30166 reading: (o) Records of Meetings in Investigations. � If a manufacturer meets with representatives of the Secretary of Transportation during or in the course of an investigation, the Secretary shall keep public minutes of the meetings including records of any presentations or evidence presented by either the Secretary or the manufacturer. Any information provided to the Secretary pursuant to this subsection shall be disclosed publicly unless exempt from disclosure under section 552(b) of title 5.�� Whistleblower Protection: The Chrysler minivan investigation demonstrates the strong need to provide whistleblower protections for employees working in the auto and related industries who blow the whistle to NHTSA. Paul Sheridan who is here today tried to get Chrysler to recall the minivans and fix not only the liftgate latch but also the seat back structure. Chrysler responded by disbanding Sheridan�s Safety Leadership Team. At this point Sheridan announced his intention to report his safety defect concerns, to NHTSA. Alarmed by Mr. Sheridan�s intention, Chrysler waited until the Christmas holidays to raid Mr. Sheridan�s office files, fired him without notice and obtained an ex parte �muzzle order� which threatened him with arrest if he disclosed what he knew about Chrysler safety defects. Undaunted Mr. Sheridan provided his sworn testimony to NHTSA. In an effort to intimidate him Chrysler then amended their Michigan lawsuit against him, alleging �damages� totaling $82,000,000. This amount stands as an all-time record claimed against a former employee. Chrysler unilaterally dropped its lawsuit in exchange for the court dismissing Mr. Sheridan�s state whistleblower claims but needless to say Mr. Sheridan suffered untold sums in legal expenses and personal trauma." Below are the links where you can find Mr Ditlow's full testimony for more detail. Also provided link to the court document attachment he provided as evidence. http://www.autosafety.org/sites/default/files/Senate%20Commerce%20S%203302%205-1- 9-10%20Final.pdf http://www.autosafety.org/sites/default/files/NHTSA%20Xler%20Minivan%20Agreement- %2011-94%20%283%29.pdf

hey there, i wrote a longwinded story of my clutchs on the message board. This last clutch actually made it 37,000 and about three years, limited driving though, had several people driving for i didnt have a license at time, no bad shifting, just a broader region of shifting on the clutch due to multiple drivers, however, i still was aware how she was performing, and went this last clutch went it was crazy, felt perfect until my rpms started reving up from ~3500-->4500, 5500 and my foot was not on gas, comp was sending messed up signals, luckily i was a couple hundred yards from departure point when this occured, i successfully swung it back around and into driveway, at that point i lost everything, tranny completely disengaaged from engine. anyway. My other 2 clutchs were purely defective, first nissan gladly covered at 1900, second was put in incorrectly, blew after 3-4000 miles, third one installed correctily and exploded into hairlike threads inside my transmission with only a few hundred miles on it, the tech who has my truck apart right now said he had to clean it all out from previous clutch,, BTW i had terrible experiences with Sheridan Nissan in New Castle, DE...i owe them a brick as far as im concerned, so i had bad service and bad nissan clutch, flywheel etc, ive currently switched to another dealership and have been dealing with an exceptional team....SO my trannys apart, i ordered factory clutch and need a new flywheel now, im rethinking the whole repair because i might have nissan for the errors in the past, but they very easily can say this clutch was worn...but in the world of a 2006 xterra a clutch with 37,000 miles of great performance is unbelievable....so i wanna upgrade to JWT HP clutch and Flywheel which will run me about 935$, the factory parts were ~$300 clutch, and 780$ for flywheel, so JWT is cheaper, also a NISMO option for around the same price...sorry, im a longwinded individual at times...any insight about your situation and thoughts on aftermarket clutch/flywheel, etc. Also i have documentation of all my previous repairs, i got stuck paying 3000$ for the clutch that lasted 37,000 miles, and i should have not been liable, the previous clutch EXPLODED, and the debris was still in the tranny when they pulled it off, talk about horrible service! -so please keep my posted on your talk with your lawyer, and id be glad to get my name involved for class action lawsuit, or even try and go down the recall way, im sure nissan does not want mass recalls like toyota, etc, maybe theyll spring for our clutchs.....ALSO: some sound reasoning about the 165HP clutch in the 2nd gen xterras...it forms the 'weakest link' so to speak, if anythings gonna bust, the clutch does and is the most inexpensive part to replace, and you especially dont want a 'stronger link' high performance clutch to cause the tranny to bust. I think im gonna go fo the upgrade tho, prolly JWT, maybe NISMO (variances in warrantys, both have 12mo/12,000 limited warrantys, but labor is not covered if anything were to go wrong.) anyway, hope you can share some insight, and id be glad to get involved in your battle with nissan! Sincererly, James Matheson.

Well you are wrong again and a million exclamation points will not provide parking for the new Seattle light rail. At least our trolley system has adequate parking for those that would like to use it. Seattle Department of Transportation spokesman Rick Sheridan's quote in The Seattle Times ["Would-be rail riders bemoan lack of parking," page one, July 16] is astonishing! He said, "Light rail was meant to be fed by people taking the bus, walking or biking. It was not mean to be fed by cars." His arrogance has blinded him; light rail is meant to serve the public. It could also serve to reduce freeway congestion. Why on Earth were there not provisions for station parking as part of the plan, other than the typical Seattle "let's do this on the cheap" mentality? What, no parking? Sound Transit is unbelievable. It will soon open a 14-mile railroad costing $2.3 billion dollars, about the cost of the more than 50 miles originally sold to taxpayers. The one thing Sound Transit doesn't offer is parking for people who, because of distance or other concerns, must drive to their stations. For this the city can thank the greenies, including Mayor Greg Nickels, the most self-righteous greenie of them all, to whom cars are anathema. But perhaps a lack of parking doesn't matter. In a special on the light rail, The Times named the neighborhoods in which stations are located and showed them on a low-detail map but didn't list their addresses or specific locations ["Your guide to light rail," page one, July 12]. Either Sound Transit doesn't want riders -- certainly not those who own cars -- or they expect potential riders to meander about in search of a station. Parking limitations will only destroy ridership Only in Seattle would the butt-headed arrogance of city planners be allowed to sabotage a major, regional transit effort. In the words of the Seattle Department of Transportation, "Light rail was meant to be fed by people taking the bus, walking or biking." The message for those who don't live near a feeder bus line, or are unable to walk or bike due to age, infirmity or just being out of shape, is: "You are out of luck. You can help pay for the light-rail line, but Seattle is going to discourage you from using it." This attitude will lead to a catastrophic loss of ridership on the rail line and lack of support for future regional transit improvements. How many people would be riding the bus into downtown Seattle without local and regional park-and-ride lots? It is a proven method of getting people to use mass transit. http://seattletimes.nwsource.com/html/northwestvoices/2009491146_light_rail_park- ing_noise_whine.html