luckycola.com vip
Artificial intelligence (AI) is revolutionizing the way companies market their products, enabling them to target consumers in personalized and interactive ways that not long ago seemed like the realm of science fiction. Marketers use AI-powered algorithms to scour vast amounts of data that reveal individual preferences with unrivalled accuracy. This allows companies to precisely target content – ads, emails, social media posts – that feels tailor-made and helps cultivate companies' relationships with consumers. As a researcher who studies technology in marketing, I joined several colleagues in conducting new research that shows AI marketing overwhelmingly neglects its potential negative consequences. Our peer-reviewed study reviewed 290 articles that had been published over the past 10 years from 15... The ConversationLAHAINA, Hawaii (AP) — Tyrese Hunter scored 17 of his 26 points after halftime to lead Memphis to a 99-97 overtime win against two-time defending national champion and second-ranked UConn on Monday in the first round of the Maui Invitational . Hunter shot 7 of 10 from 3-point range for the Tigers (5-0), who were 12 of 22 from beyond at the arc as a team. PJ Haggerty had 22 points and five assists, Colby Rogers had 19 points and Dain Dainja scored 14. Tarris Reed Jr. had 22 points and 11 rebounds off the bench for the Huskies (4-1). Alex Karaban had 19 points and six assists, and Jaylin Stewart scored 16. Memphis led by as many as 13 with about four minutes left in regulation, but UConn chipped away and eventually tied it on Solo Ball’s 3-pointer with 1.2 seconds remaining. Memphis: The Tigers ranked second nationally in field goal percentage going into the game and shot it at a 54.7% clip. UConn: The Huskies saw their string of 17 consecutive wins dating back to February come to an end. The teams were tied at 92 with less than a minute remaining in overtime when UConn coach Dan Hurley was assessed a technical foul for his displeasure with an over-the-back call against Liam McNeeley. PJ Carter hit four straight free throws — two for the tech and the other pair for the personal foul — to give Memphis a 96-92 lead with 40.3 seconds to play. UConn had three players foul out. Memphis attempted 40 free throws and made 29 of them. Memphis will play the winner of Colorado-Michigan State on Tuesday in the second round of the invitational. UConn will play the loser of that game in the consolation bracket. Get poll alerts and updates on the AP Top 25 throughout the season. Sign up here . AP college basketball: https://apnews.com/hub/ap-top-25-college-basketball-poll and https://apnews.com/hub/college-basketball .Car and Driver. The Gordon Murray Automotive (GMA) T.50 is not a world-beating numbers car. It does not boast the biggest engine. It does not make jaw-dropping horsepower or tractor-like torque. Its shift speeds will be limited by the skill of its driver, as will its lateral and launch results. None of this is by mistake. If Gordon Murray wanted to make a world-beating numbers car, he could have. He did it multiple times on the racetrack with Formula 1 designs for Brabham and McLaren that led to several constructors' and drivers' championships. He's also done it with a street machine. The naturally aspirated held a record for the world's fastest production car from 1993 until 2005, when the outran it—with the help of four turbochargers. Murray could have built his own big turbocharged, electrified, grippy aero machine and gone up against the s and s, but he wanted to make a driver's car. By his definition, that's a three-seater with a central driving position and a naturally aspirated V-12 like the F1, but this time lighter, more fuel efficient, and better balanced. "The brakes never worked really well," Murray tells us. "The air conditioning didn't work very well. The clutch needed adjusting regularly. The fuel tank needed changing every five years. From an aesthetic point of view, there were always a few things on the F1 that I really didn't like. I had a very low budget and a very short time [with it]. When I finished the tooling, I would have loved to have changed those things, but I couldn't. And every time I see an F1, it grates." Murray didn't sit and sulk about it. He founded a design and engineering firm in 2007 and developed an award-winning city-car prototype (the T.25). After a corporate restructuring, the sale of the Gordon Murray Technologies side of the business allowed GMA to fix all the flaws that had been bugging Murray about the F1. For the T.50, Murray thinned out the central spine, designed a more reliable fuel tank, upgraded the brakes to carbon-ceramic rotors, and commissioned a jewel of an engine from Cosworth Engineering [see "The Engine," below]. That engine alone is worth the car's $3.2 million asking price. Its revs zing so high, it'll knock satellites off course. It howls like a '90s Formula 1 car or an entire MotoGP field. During our ride, when we pulled off the road and popped the cover to the mid-mounted engine bay, I expected Marc Márquez to wheelie out, but all I could see was a glimpse of an orange Cosworth valve cover and a carbon-fiber plenum. Can you buy this car? Nope. GMA is only making 100, and they've all been sold out since it was announced in 2020. Did they let us drive it? They did not. The T.50 is in the United States under the "show or display" exemption that allows rare or historically important vehicles to be imported and driven a small number of miles every year. The lack of registration was GMA's reasoning for not handing us the keys. As a consolation prize, they sent four-time IndyCar champion Dario Franchitti—consultant during the car's development and GMA's executive director of product and brand—to be our wheelman. They at least let us test it, right? Nah, Murray believes that performance numbers are a barstool braggart's approach to automobiles. "We're not in that bar conversation," says GMA CEO Phillip Lee. "Why are you chasing top speed anyway? I mean, there are only so many times you can feel sick in a car. You can go to a theme park for those sorts of things. You want to be engaged with the car. You want to keep getting in it." I did want to get in it, Phil—that's what I'm mad about! But if you have to play co-driver, there are worse scenarios than one involving Franchitti, a California mountain road, and a 661-hp car about the size of a Porsche Cayman that weighs an estimated 2400 pounds. When Franchitti flicked up the red cover and hit the start button, there was fan whir and the hum of the 48-volt integrated starter-generator. A second later, the 4.0-liter V-12 came in with a thump like a sonic boom, and then Franchitti was on the gas, punching it through the gears, while the tach needle climbed as if a bear were chasing it. He passed a slow-moving van on an uphill section in fifth gear just to prove the V-12's grunt isn't only in the upper register. The T.50 makes 353 pound-feet of torque at 8000 rpm, but variable valve timing makes it possible to access 71 percent of the max torque at just 2500 rpm. Clear of the van, he dropped to third and gunned it, blurring the scenery like a left-hander's calligraphy. Off the gas, he turned to me and grinned. "We just barely got past 9000 rpm," he said. Later, on a longer straight, we tapped the 12,100-rpm redline. I'm surprised it didn't trigger a landslide. A recurring theme while Franchitti was driving was the idea of perfect balance. GMA claims the car gets good mileage because the engine is small. The engine can be small because the car is light. The car can ride on narrow tires and a soft suspension because, unlike most modern supercars, it doesn't have a huge amount of downforce. It doesn't need huge downforce because it doesn't have an insane amount of horsepower. The T.50 doesn't need insane power because the car is light. And so the circle goes. Speaking of circles, one of the most noticeable design elements on the T.50 is the fan set like a rocket thruster in the center of the rear panel. "It doesn't suck the car to the ground," Franchitti remarks, anticipating my Brabham/Chaparral questions. "It's not like the old Brabham BT46. What it does is allow for a more aggressive diffuser angle without stalling the air under the car." The fan has a couple of mode options, the main one being an automatic setting that kicks it on at speed and during braking, where Franchitti says it makes a noticeable difference in stability. Under sustained high speeds, it creates a virtual long tail for better highway mileage. With the fan on and the optional tall overdrive sixth gear, the T.50 is surprisingly economical. "I'm not sure what the official number is," Franchitti says. "It's bloody good. I've had it over 30 mpg." There is a filter before the fan blades, so T.50 drivers won't be spitting chewed-up grasshoppers at the cars behind them. It does spit fire out the Inconel and titanium exhaust, though, so don't follow too closely. The T.50 has a relatively small footprint, and Franchitti moved the car around in the lane to showcase how its narrow track offers multiple entry and exit angles. "It's not like a wide body on massive tires, all he says, mimicking the repetitive thump of running up against the centerline reflectors. "The thing about this car is that you keep getting better at it," he says. "You learn with it." A mash-up of carbon fiber and aluminum forms the T.50's central tub. Beneath it are aluminum control arms with pushrods working inboard springs and dampers. The chassis—like every other component on the car, from the titanium and aluminum pedals to the machined Brembo brake calipers—has had the fat carved away like a brisket trimmed by an overzealous chef. The windshield is the thinnest glass that can pass muster. GMA even laid the evening-blue paint on the car with a light touch and optimized its weight with a bare minimum of metal flake to achieve a low-mass glitter. One compromise was made in the use of glass in the roof, but GMA offers a solid top for those who can't bear a twitch up the scale. A clear roof is worth the weight, though, because it turns the cabin from austere to airy. Even the passengers get an unobstructed view, like a co-pilot in a helicopter. There is just enough electronic assistance in the T.50 to keep it from scaring beginners. But skilled drivers can click off the stability control and rev matching, switch the throttle mapping to Sport (which gives you all the revs all the time), and experience it with no interference. The steering only engages assist at speeds under 10 mph, but because the car is so light and the tires are narrow (235/35ZR-19 Michelin Pilot Sport 4S in the front and 295/30ZR-20s in the rear), Franchitti says the effort is entertaining, not overwhelming. Murray's use of carbon-ceramic rotors makes good on a promise to improve on the F1, which was notoriously squeaky and required a heavy foot. Franchitti describes the T.50 pedals as light and immediate, with the clutch effort matched to the throttle and the brake in line for a quick blip. As a passenger, I can vouch for the comfort and usability of the T.50. It sits high, so there's no need for a heavy nose lift to clear speed bumps. Entry is a bit like getting to your theater seat, a lot of scooting over into place, but once you're inside, the seats are at a comfortable angle, with space around the driver and passengers. The right-hand rider gets less room, having to give up some space to the console and six-speed shifter. This is not a car for grabbing dinner on the go, but it would be a great weekend-getaway machine. There is room for luggage in pods on either side of the engine and a custom set to fill them. The interior is about sensation more than looks. There's a pop of red on the start-button cover, the reverse lockout, and a little leather stripe up the faux suede of the center seat, but the prettiest thing in the cabin is the open side of the console, where the shifter linkage is on display. From a tactile perspective, it's gorgeous. The switches and buttons click with authority. Franchitti says he once came into the office to find Murray surrounded by possible switchgear, twisting each until he found the best feel. Every detail on the T.50 is like this, tweaked and tuned to Murray's idea of perfection. And most perfect might be more bragworthy than the biggest numbers. The star of the T.50 show is the naturally aspirated 4.0-liter 12-cylinder. The 392-pound V-12 winds up to 12,100 rpm, producing 661 horsepower at 11,000 rpm, 353 pound-feet of torque at 8000 rpm, and 251 pound-feet at 2500 rpm. Interestingly, GMA approved engine supplier Cosworth to build a 65-degree V-12 rather than use the perfectly balanced 60-degree layout. Why? Strictly for optimizing the packaging of the 12 port injectors in the valley of the V. With an 81.5-mm bore and a 63.8-mm stroke, the aluminum block houses a delicate-looking polished crankshaft. "With a 65-degree angle, you don't have the vibrations that require large counterweights," Gordon Murray says. The crank, which is cut from a steel billet, weighs just 29 pounds and sits 3.3 inches from the lower crankcase, keeping the center of gravity and rotating mass low. The short-skirt pistons provide a 14.0:1 compression ratio and are forged from a metal matrix composite that Murray describes as "ceramic inside the aluminum from a molecular point of view." They swing on titanium connecting rods in plasma-coated bores. The valves are hollowed titanium. Chains and 12,000-plus rpm are not besties, so Cosworth employed a geartrain that links the crankshaft and valvetrain. Double overhead camshafts, gun drilled to shave weight and hydraulically damped to prevent torsional vibration, operate the titanium valves via finger followers. For the variable valve timing, which gives the V-12 its low-end torque, Cosworth developed its own actuators, as nothing off the shelf could handle 6000 rpm (cams spin half as fast as cranks). The high revs caused problems in designing the 48-volt integrated starter-generator (ISG), which had to handle quick revs and changes in electrical load. The ISG runs at twice the engine speed, spinning the crankshaft only when it's in starter mode and then feeding the batteries that run the electrical components, including the rear fan's 11-hp motor. Xtrac developed the six-speed manual gearbox, which, together with the V-12, forms a semi-stressed component of the chassis. Each handbuilt V-12 takes approximately 140 hours to complete. While all the T.50 models are sold out, there are plans for variants of the V-12 in future GMA models, including the more conventional two-seat T.33. "Murray has filing cabinets absolutely full of ideas," Dario Franchitti says.
Memphis fights off No. 2 UConn in OT in Maui Invitational thrillerIranian vessel, drone or UFO: Mystery over bizarre lights spotted in skies over New JerseyBiden isn’t escalating the war in Ukraine — he’s doing the right thing
How Nancy Mace went from being a ‘caucus of one’ to the lead anti-trans voice in Congress
Miami Dolphins at Green Bay Packers odds, picks and predictionsA newly-leaked internal Ministry of Health report appears to show more than 200 communities across Ontario do not have family doctors who are taking on new patients, a fact Ford government critics have jumped upon. The internal report, leaked to the Ontario Liberals on Wednesday and published by the party, shows 205 Ontario communities don’t have family doctors taking on new patients, and also reveals more than 2,000 physicians are likely to retire over the next five years. Ontario Liberal Leader Bonnie Crombie said the new figures suggest the province’s family doctor shortage is worse than the Ford government has been willing to admit. “It says the situation is far worse and getting worse each and every day,” Crombie told reporters. “This is something that we should have been planning for for six years now... they don’t have a plan to take care of it.” Ontario Health Minister Sylvia Jones said plans were already in place to increase access to primary care and family doctors, even if there is a surge in retirements. “That is exactly why we have made the investments that we are,” she told reporters. “Expanding access to medical schools, expanding the number of seats, expanding the number of medical schools in Ontario.” The report also lists a range of municipalities where family doctors are not taking on new patients, with many located in parts of rural and northern Ontario. It reveals that just under half of the communities in the province, but not necessarily half the population, don’t have access to a new family doctor. “It’s like the Hunger Games out there, in communities all across Ontario, who are trying to fight over attracting family physicians,” Ontario NDP Leader Marit Stiles said. “You can’t attract a family physician to a community when you don’t have adequate housing and schools and infrastructure for those folks. So this is a government that is failing on so many fronts.” The data doesn’t necessarily mean the 205 communities don’t have access to any kind of primary care, but rather that family doctors are not taking on new patients. Nurse practitioners or walk-in clinics could be available where family doctors are not. Jones admitted the province is struggling to get doctors into parts of Ontario but said a plan was in place to ultimately fix the problem. “There is always an additional challenge when you’re recruiting individuals in more rural and remote communities,” she said. “But those are the programs that we have in place to ensure that as individuals practice and choose to practice in northern Ontario, they have additional funding. Because we understand that it becomes more challenging in northern communities and remote and rural communities.” Ontario Liberal health critic Adil Shamji, however, said the government needs to ensure that people training as family doctors go on to work in the profession. “We also need to improve the circumstances that family doctors are working in so that when they graduate, they don’t go off to practice anesthesia or emergency medicine or sports medicine,” he said. “And then we need to make sure that those doctors are incentivized and supported not just to work in Toronto, Ottawa and Hamilton, but to work in these 205 municipalities in counties that don’t have a single doctor that’s rostering patients.” Jones said that, along with plans to train more doctors, a move to other forms of primary care and health teams would help close the gap geographically and if more doctors retire. The primary care team model, the minister said, can be better than a family doctor in the long run. “Frankly, it is what clinicians and patients want,” Jones said. “They don’t just want a phone number (and someone to say), ‘Go somewhere else to learn about your diagnosis of diabetes.’ They want to sit down and have those deeper conversations with a dietitian, with nurse practitioners, with an RN so that they can understand what that diagnosis is and what the impacts are for their families.”
- Previous: luckycola download
- Next: ph-lucky-wins.club says
