Podcast appearances and mentions of Ford Fiesta

This 2-part podcast was inspired by a Solo Cleaning School Elite member, Dave Reeks. Dave started implementing the ISO Model in early 2022, operating The Finest Clean in South Wales, Australia. I am so proud of his diligence and commitment. Dave has grown from an Initializer to the Stabilizer phase of the ISO Model in 6 months. I recently did an Optimizer's Workshop with him to help him hit his next goal. He is a male solo cleaner like I was and growing quickly with almost 20 house cleaning customers in a short time. Dave recognized the need to keep his body operating at peak performance and wondered if I had any tips for other solo cleaners. Thank you Dave for this question! Yes! I do. I was a solo cleaner from age 28 to 44. There have been seasons of physical domination when I could stay up all night and clean and clean and clean. I have also struggled with fatigue, injury, and chronic disease. Regardless of the season, I had no choice but to keep going... and I did. In this initial episode, we will deconstruct the habits of multiple peak performers from professional sports to learn from them. Then in the second episode, I also will share several keys to solo longevity that I have learned along the way from my triumphs and struggles.  I believe this will help all cleaning companies as we all have people cleaning, whether it is us or a team we've hired.Disclaimer: I am not a medical doctor. I am sharing what I've personally done for cleaning longevity. See your doctor before making any major changes to your routine. Baseline your level of health now and set goals on where you'd like to go. Use this podcast as a guide.Let's start with an analogy that takes me down vehicle memory lane. The joke in high school was that Ford stood for "fix or repair daily" and "fails on race day". My friends with Hondas boasted on their longevity and reliability. Hondas were the gold standard. My cars from age 16 to now have been in this order: Honda, Ford, Ford, Mitsubishi, Honda, Honda, Honda, Honda, Ford, Honda, Ford. Isn't that funny. I've owned 6 Hondas and 4 Fords. I won't go over every detail on our cars as that is probably boring. I will just say this. All of my cars have been great. I have so many memories from each. But I do generally agree after owning 4 Fords and 8 Hondas (my wife owned 2 Honda Odysseys) that the Hondas are way more reliable and spend less time in the shop. Sure there were some duds. We had an Odyssey that lasted 2 years and needed a new engine at 150,000 miles. We own a Ford Fiesta with 100,000 miles and a Honda Pilot with 140,000 miles and both are running great. But there is not doubt that our Hondas have been cheaper to operate and lasted a lot longer as 5 of the 8 were over 200,000 miles when we got rid of them.Read the rest of this article at the Smart Cleaning School website

Jo mer dritt, dess bedre. Bittesmå og merkelige bilcrossbiler av heller laber kvalitet, det digger vi. Såpass at vi lager en egen spesial om det. Det bygges også mer moderne versjoner av små drittbiler, vi får besøk av Aleksander Beisland som bygger en "ny" Ford Fiesta - og vi besøker ett par gale bilcrossere med spesielle prosjekt i kategorien "liten drittbil". Denne Bilcrosspraten kan du også se på Bilcross.no. Støtte? Bilcross-no-vippsen er 54 02 81. Hosted on Acast. See acast.com/privacy for more information.

The boys are joined by six-time Olympic champion, television personality and knight of the realm, Sir Chris Hoy.In this fascinating chat, Chris shares his lifelong passion for automotive, which began with a Porsche 911 scalextric car and has taken him to the start grid at Le Mans, punctuated by memorable motoring experiences driving a Singer Turbo through Wales, a GT2 RS Clubsport race car around Spa…. and a Ford Fiesta in rallycross!Chris is also a trailblazer for raising awareness of prostate cancer, having been given a terminal diagnosis of the disease in 2023, and his heroic work here has undoubtedly saved the lives of others.Check your risk in 30 seconds on this website and Information on Chris' Tour De 4 charity bike ride can be found here.Find your dream Porsche on the 9WERKS Marketplace: 9werks.co.uk/marketplace Thanks to our friends heritagepartscentre.com for sponsoring this podcast, get up to 10% off your basket by entering the code ‘9WERKS10' at the checkout on heritagepartscentre.com‘9WERKS Radio' @9werks.radio is your dedicated Porsche and car podcast, taking you closer than ever to the world's finest sports cars and the culture and history behind them.The show is brought to you by 9werks.co.uk, the innovative online platform for Porsche enthusiasts. Hosted by Porsche Journalist Lee Sibley @9werks_lee, 911 owner and engineer Andy Brookes @993andy and obsessive Porsche enthusiast & magazine junkie Max Newman @maxripcor, with special input from friends and experts around the industry, including you, our valued listeners.If you enjoy the podcast and would like to support us by joining the 9WERKS Driven Not Hidden Collective you can do so by hitting the link below, your support would be greatly appreciated.Support the show

What's on the menu for “Let's All Eat Right” day THE INTERVIEW Dr. Columbus Batiste honed his skills as a cardiologist while working for the VA. He is working to reduce the number of deaths from heart disease, which surpassed 702,000 in 2022. In celebration of Heart Health Month, he joins the Tango Alpha Lima podcast to share how veterans can protect their hearts to live longer, healthier lives. SCUTTLEBUTT Army officers had to write haikus about Pacific theater of World War II during a leadership course Remebering Hal Sperlich, Navy Seabee and Engineering Pioneer of the Mustang and Minivan We were soldiers once...and dipped. Special Guest: Dr. Columbus D. Batiste.

Bildesignere nr. 11 - Tom TjaardaBilsnobberne Stefan Kaas og Adam Estrup sætter med denne 11. episode i Bilsnobbernes Automotive Encyklopædi luppen over Tom Tjaardas værker. I ved ham, man skal kunne tale med om ved middagsbordet. Ikke et ord om nepo-babyer, men Toms far var bildesigner og Tom voksede op i Detroit Motor City.Så det var ganske naturligt, at den unge Toms første job, umiddelbart efter arkitektstudiet på University of Michigan, blev hos italienske Ghia. I Torino. Han havde dog i al fairness lavet en skøn Shooting Brake som afgangsprojekt. Første dag på jobbet i Torino får han opgaven med at tegne en åben Innocenti 950 (der i modsætning til en del af hans især senere kreationer udmærker sig ved at blive sat i produktion). Innocentien indvarsler Toms gyldne tid – der må siges mest at være hans unge år - hvor han også får slået streger til blandt andre Fiat 124 Spider, Ferrari 330 GT og De Tomaso Pantera. Der altså også produceres.I den lidt mere ydmyge afdeling tilskrives han også linjerne på den første Ford Fiesta og interiøret til en Jeep Cherokee. Derfra bliver der relativ langt mellem snapsene.Hør dertil med om Toms smed de rigtige dele af sit hollandske navn væk, om universiteterne i USA virkelig havde dygtige (polske) modelbyggere i kælderen, og om vi kan komme gennem en hel episode af Bilsnobberne uden Stefans ellers altid elegante namedropping af designkoryfæer eller at Adam en passant får nævnt, at han altså engang har spist middag med Walther Röhrl.Disse og mange andre virkelig kloge ting får du med i dette afsnit af Bilsnobbernes auditive bilencyklopædi – podcastserien, der lærer dig at tale med når snakken omkring middagsbordet falder på, ja netop Tom Tjaarda og den slags (som den jo ofte gør, samtalen).Tak fordi I lytter med, liker, skriver, og abonnerer.

Sat, 21 Dec 2024 05:30:00 +0000 https://zwoaus11.podigee.io/328-neue-episode 1a422be98ad1ac616c81550d8b2b4dcc .. sein Nachfolger war ein Ford Fiesta ... Facebook Instagram [Youtube](https://www.youtube.com/channel/UCNbGiaA4k1Y4_-MmCkolf5 328 full .. sein Nachfolger war ein Ford Fiesta ... no Jens Seltrecht und Frank Otero Molanes

De cómo una broma malinterpretada puede traer útiles enseñanzas.Lee el artículo aquí: https://jugo.pe/un-ford-fiesta-blanco/Al suscribirte a Jugo recibes nuestro contenido diariamente. Tienes la oportunidad de ser juguero por un día. Pero, sobre todo, patrocinas que nuestro contenido llegue gratuitamente a personas que lo necesitan. Contamos con tu apoyo para no desenchufar la licuadora. Suscríbete aquí. Haz clic aquí para seguirnos en Twitter Haz clic aquí para seguirnos en Facebook Haz clic aquí para seguirnos en Instagram

Nils älskar körkänslan, Theo tycker att Ford Fiesta är bättre och Johan tycker om BMW men ändå inte. Dessutom har vi kört en fantastisk och opålitlig bil, BMW 116i i generation F20!

In Presumed Innocent, Harrison Ford plays Rusty Sabich, an attorney accused of the violent rape of his colleague Carolyn Polhemus...Happy Holidays! This 1990 film is a great re-watch for a deep dive on the greatness director Alan J. Pakula brings to the storytelling, and that's what Paul & Adam do with their special guest, actor Brendan Meyer. With a top-notch supporting cast that includes Brian Dennehy, Greta Scacchi, Paul Winfield, Bonnie Bedelia, and Raul Julia, and a crew that includes legendary DP Gordon Willis, there's a lot to discuss!  Like good movie talk? Please subscribe! Website: www.themovieguys.net The Ford Fiesta: https://apple.co/3s3Om9l The TMG Interview: https://apple.co/3c21SEI The Movie Showcast: https://apple.co/3eXSrrW Countdown: https://bit.ly/38XVDzS YouTube (The Movie Guys): https://www.youtube.com/TheMovieGuys YouTube (The Movie Guys LIVE): Youtube.com/user/TheMovieGuysLIVE Vimeo: https://vimeo.com/themovieguys   X: https://x.com/TheMovieGuys Facebook: https://www.facebook.com/TheMovieGuys Instagram: https://www.instagram.com/themovieguys/

Andrew from Hestermann Motorwerks joined us on this episode. He told us about his progression through the car world. Starting with the family Volvo to Ford Fiesta to Dodge Dart and the great memories that came with them. He is well known for VWs and building bug/ute kit, but he still has a Roadrunner on his car bucket list. Be sure to check out both of his YouTube Channels Hestermann Motorwerks and Hesty32, Facebook, and Instagram. Visit his website hestermannmotorwerks.com. You can contact him via email andrew@hestermannmotorwerks.com, or call/text 904-452-5100. Shout out to Smyth Performance, Inc. Check out their website, smythkitcars.com.Check out Radioman: Twenty-Five Years in the Marine Corps: From Desert Storm to Operation Iraqi Freedom by Andrew Hestermann and Robert Einaudi sold on Amazon.

Nils tror på Ford, Theo tror alltid på Ford och bilen vi kört är den bästa småbilen man kan köpa för 40k svenska kronor, Ford Fiesta av generation sex. Mer Ford till folket, helt enkelt!

People living on a road in Gillingham fear they won't be able to park near their homes after plans were put in for an HMO.Developers want to convert a property on Selbourne Road into a seven-bed facility, with work including a loft extension. Hear what some neighbours think and we've got a response from the company behind it.Also in today's podcast, a motorcycle thief who was arrested after being chased by police through Maidstone has been jailed.Hear the moment the 23-year-old was detained.A Kent family are calling for potentially live saving equipment to be available in schools and nurseries after their son had a severe allergic reaction.Regan Smith from Higham went into anaphylactic shock after mistakenly being fed wholemeal bread at nursery. Hear from his dad Ben.Davina McCall's revealed she has to have a brain operation after doctors discovered a benign tumour.In a video on Instagram, the TV presenter - who lives in Tunbridge Wells - says they found a colloid cyst, which needs to be removed.A courier driver in Gravesham has thanked his customers after they raised money to replace his stolen van.Paul McCarthy's Ford Fiesta was taken from outside his home two weeks ago - forcing him to rent another vehicle for £350 a week to make sure people in Istead Rise don't miss their deliveries.A pub landlord from Sheppey has become the RNLI's first female helm in more than a decade.Rachel Collier underwent a year of training and a practical exam before being appointed.Sam Lawrie has a roundup of everything going on in Kent this weekend.And in sport, we've been hearing how plans to build a new stadium for a former premiership rugby club in Kent will benefit the whole community.Wasps have secured land in Swanley, between Dartford and Sevenoaks for their new 28,000 seater stadium.

Galatians 2:1 Thanks to everyone who supports TMBH at patreon.com/thetmbhpodcast You're the reason we can all do this together! Discuss the episode here Music by Jeff Foote

On this episode, The Ford Fiesta dives deep into what some people consider the best of the Indy adventures - Indiana Jones and the Last Crusade. 1989's action classic features Harrison Ford's "Man in the Hat" returning with his father, played by Sean Connery. Mara Knopic joins the show to talk about Ford's return to a huge summer film after a string of movies working with prestige directors. Was this the greatest summer of blockbuster movies ever? Did the film do justice to Brody's legacy? How great is Ford doing his own stunts? These questions get answered and more, along with the usual comedy recap of the film. Like good movie talk? Please subscribe! Website: www.themovieguys.net The Ford Fiesta: https://apple.co/3s3Om9l The TMG Interview: https://apple.co/3c21SEI The Movie Showcast: https://apple.co/3eXSrrW Countdown: https://bit.ly/38XVDzS YouTube (The Movie Guys): https://www.youtube.com/TheMovieGuys YouTube (The Movie Guys LIVE): Youtube.com/user/TheMovieGuysLIVE Vimeo: https://vimeo.com/themovieguys   X: https://x.com/TheMovieGuys Facebook: https://www.facebook.com/TheMovieGuys Instagram: https://www.instagram.com/themovieguys/

Auch am Tag ihrer grandiosen Liveshow scheuen eure beiden Pflasterstein-Sammler weder Kosten noch Mühen und präsentieren euch eine taufrische Folge Gästekurve. Wobei…ihr habt die Show ja schon gesehen, wenn ihr das hier hört…Wahnsinn, alles sehr Matrix gerade! Jedenfalls werden ENDLICH die Bundesliga-Paten verteilt (❤️-lichen Dank an Kurvi Zwähn!), was dazu führt, dass wir alle jetzt noch mehr Spaß an der laufenden Buli-Saison haben dürfen. Ansonsten ist alles wie immer: der Kater von Eko Fresh wurde angeschossen, die Stuttgarter fanden Madrid zwar schön aber „au a bissle übatrieba teuer“, Jonas Hector fährt immer noch Ford Fiesta und der BVB schenkt Hummels nach Rom weg. Was soll man da noch sagen, außer: wir freuen uns auf heute Abend und haben Mitleid mit allen Menschen, die keine Karten für die Show ergattert haben. Tröstet euch, wir kommen bald wieder ❤️ Learn more about your ad choices. Visit podcastchoices.com/adchoices

You do not have the right to repair your own belongings because of intellectual property rights granted to corporations by Congress in 1998. In this episode, listen to the debate happening in Congress about if and how they should grant customers the right to repair and get a status update on the multiple efforts under way in the current Congress, including one with a good chance of becoming law. Please Support Congressional Dish – Quick Links Contribute monthly or a lump sum via Support Congressional Dish via (donations per episode) Send Zelle payments to: Donation@congressionaldish.com Send Venmo payments to: @Jennifer-Briney Send Cash App payments to: $CongressionalDish or Donation@congressionaldish.com Use your bank's online bill pay function to mail contributions to: Please make checks payable to Congressional Dish Thank you for supporting truly independent media! Background Sources Recommended Congressional Dish Episodes McDonald's Ice Cream Machines Andy Greenberg. December 14, 2023. Wired. Joseph Fawbush. March 29, 2022. FindLaw. John Deere Luke Hogg. January 8, 2024. Reason. Internet of Things Updates and Maintenance Márk Szabó. August 27, 2024. WeLiveSecurity. Massachusetts Auto Repair Law Massachusetts Office of the Attorney General. DoD's Revolving Door OpenSecrets. OpenSecrets. Karl Evers-Hillstrom and Reid Champlin. June 18, 2019. OpenSecrets. OpenSecrets. Salary.com. Military Right to Repair Issues Kyle Mizokami. February 11, 2020. Popular Mechanics. Max Finkel. February 8, 2020. Jalopnik. Elle Ekman. November 20, 2019. The New York Times. Lucas Kunce and Elle Ekman. September 15, 2019. Technological Protection Measures (TPMs) Jennifer Zerkee. November 8, 2023. Simon Fraser University. Cyber Risks Sam Curry et al. January 3, 2023. samcurry.net. Apple Lawsuit Brandon Vigliarolo. December 18, 2023. The Register. NDAA Sec. 828 Jason Koebler. August 28, 2024. 404 Media. AdvaMed et al. July 30, 2024. DocumentCloud via 404 Media. Laws Bills Sec. 828 : REQUIREMENT FOR CONTRACTORS TO PROVIDE REASONABLE ACCESS TO REPAIR MATERIALS. Fair Repair Act Audio Sources May 16, 2024 Senate Armed Services Committee Witnesses: Carlos Del Toro, Secretary of the Navy Clip Sen. Elizabeth Warren: So the Navy acquires everything from night vision goggles to aircraft carriers through contracts with big defense contractors, but the contractors often place restrictions on these deals that prevent service members from maintaining or repairing the equipment, or even let them write a training manual without going back through the contractor. Now the contractors say that since they own the intellectual property and the technical data underlying the equipment, only they have the right to repair that equipment. These right to repair restrictions usually translate into much higher costs for DOD, which has no choice but to shovel money out to big contractors whenever DOD needs to have something fixed. So take the Navy's littoral combat ship, General Dynamics and Lockheed Martin considered much of the data and equipment on the ship to be proprietary, so the Navy had to delay missions and spend millions of dollars on travel costs, just so that contractor affiliated repairmen could fly in, rather than doing this ourselves. Secretary Del Toro, when a sailor isn't allowed to repair part of their ship at sea, and a marine isn't allowed to access technical data to fix a generator on a base abroad. One solution is for the Navy to buy the intellectual property from the contractors. So can you say a little bit about what the benefits are of the Navy having technical rights for the equipment that it has purchased. Sec. Carlos Del Toro: The benefits are enormous, Senator, and we've actually had tremendous success, I'd say, in the last year and a half to two years, through the taxpayer advocacy program that we initiated when I came in. There have been three examples, one, gaining the intellectual property rights for the new ACV class of ships that will replace the AAVs. The F-35 negotiations really proved themselves out in a significant way as well, too. And lastly, the 20 F-18s that the Congress authorized in ‘22 and ‘23, we were able to make significant gains in terms of the government finally getting the intellectual property rights that were necessary for us to be able to properly sustain those moving forward. Sen. Elizabeth Warren: So I am very, very glad to hear this. I like the taxpayer advocacy project and how you're training contract officers to secure technical equipment that the Navy buys, but I think you should have the support of Congress on this. Senator Braun and I have introduced the Stop price gouging the military act to give DoD more tools to get cost and pricing data so that you will be in a better position to negotiate better deals with contractors. There's also more that we can do to ensure that the Navy and the rest of the services have the rights they need to bolster readiness. So let me ask you, Secretary Del Toro, would having a stronger focus on right to repair issues during the acquisition process, like prioritizing contract bids that give DoD fair access to repair materials, and ensuring that contract officers are looking into buying technical rights early on, would that help the Navy save costs and boost readiness at the same time? Sec. Carlos Del Toro: Very much. Senator, in fact, one of the things that we have prioritized since I came in as Secretary of the Navy, given my acquisition background, is actually those negotiations need to happen as early as possible before that we even as we develop the acquisition strategy for that contract to go out to bid, and by doing so, we will reap tremendous returns. July 18, 2023 House Judiciary Committee Witnesses: Aaron Perzanowski, Thomas W. Lacchia Professor of Law, University of Michigan Law School , Legal Fellow, Hudson Institute's Forum for Intellectual Property Kyle Wiens, Co-founder and CEO, iFixit Paul Roberts, Founder, SecuRepairs.org; Founder and Editor-in-Chief, the Security Ledger Scott Benavidez, Chairman, Automotive Service Association; Owner, Mr. B's Paint & Body Shop Clips 41:25 Scott Benavidez: My name is Scott Benavidez. I'm the Chairman of the Automotive Service Association's Board of Directors. I am also a second generation shop owner from Albuquerque, New Mexico, Mr. B's Paint and Body Shop. Scott Benavidez: We do have concerns when some insurers insist on repairs that are simply cheaper and quicker, without regard to quality and safety. Repairers understand better than anyone the threat of replacement crash parts or lesser quality. We can and should have a competitive marketplace that doesn't compromise quality or safety, deciding to only cover the cheapest option without understanding implications for quality leaves collision shops and their customers in a tough position. Very few consumers have the knowledge about these types of crash parts used on their vehicles as numerous crash parts in the marketplace, such as OEM (original equipment manufactured) parts, certified aftermarket parts, aftermarket parts, reconditioned crash parts, and recycled crash parts. Repairers can make recommendations, but their customers are unlikely to hear if the insurance won't cover them. 46:45 Paul Roberts: My name is Paul Roberts, and I'm the founder of Secure Repairs. We're an organization of more than 350 cyber security and information technology professionals who support the right to repair. 46:55 Paul Roberts: I'm speaking to you today on behalf of our members to make clear that the fair access to repair materials sought by right to repair laws does not increase cyber risk, and in fact, it can contribute to a healthier and more secure ecosystem of smart and connected devices. Paul Roberts: Proposed right to repair legislation considered by this Congress, such as the Repair Act, or last session, the Fair Repair Act, simply asks manufacturers that already provide repair information and tools to their authorized repair providers to also provide them at a fair and reasonable price to the owners of the devices and to third parties that they may wish to hire to do their work. 47:35 Paul Roberts: By definition, the information covered by right to repair laws is not sensitive or protected, as evidenced by the fact that the manufacturers already distribute it widely to hundreds, thousands, or even tens of thousands of workers for their authorized repair providers. This could be everyone from mechanics working at auto dealerships to the folks staffing the Geek Squad at Best Buy. 48:00 Paul Roberts: Also, we have yet to find any evidence that the types of information covered by right to repair laws like schematic diagrams, service manuals, diagnostic software and replacement parts act as a portal to cyber attacks. The vast majority of attacks on internet connected devices - from broadband routers to home appliances to automobiles - today exploit weaknesses in the embedded software produced and distributed by the manufacturers, or alternatively, weak device configurations so they're deployed on the internet in ways that make them vulnerable to attack. These security weaknesses are an epidemic. A recent study of the security of Internet of Things devices, by the company Phosphorus Labs, or a cybersecurity company, found that 68% of Internet of Things devices contained high risk or critical software vulnerabilities. As an example, I'd like to call attention to the work of a group of independent researchers recently led by Sam Curry, who published a report, and you can Google this, "Web Hackers vs. the Auto Industry" in January 2023. That group disclosed wide ranging and exploitable flaws in vehicle telematics systems from 16 different auto manufacturers. At a leading GPS supplier to major automakers, the researchers claimed to obtain full access to a company-wide administration panel that gave them the ability to send arbitrary commands to an estimated 15.5 million vehicles, including vehicles used by first responders, police, fire and so on. Hacks like this take place without any access to repair materials, nor is there any evidence that providing access to repair software will open the doors to new attacks. 50:05 Paul Roberts: For the last 25 years, Section 1201 of the Digital Millennium Copyright Act has given manufacturers an incentive to deploy software locks widely and to limit access to security researchers. That's kind of a model what we call in cybersecurity, security through obscurity. In other words, by keeping the workings of something secret, you're making it secure. But in fact, that doesn't work, because cyber criminals are very resourceful and they're very determined, and they don't really care what the law says. 50:35 Paul Roberts: Section 1201 has also enabled what one researcher has described as dark patterns in the design and manufacture of hardware that includes everything from locking out customers from access to administrative interfaces, administrative features of the products that they own, as well as practices like part pairing, which Kyle will talk to you more about, in which manufacturers couple replaceable components like screens and sensors and cameras to specific device hardware. Such schemes make manufacturers and their authorized repair providers gatekeepers for repairs, and effectively bar competition from the owners of the devices as well as independent repair providers. 54:45 Kyle Wiens: You think about what is local? What is American? Main Street you have a post office and a repair shop. And unfortunately, we've seen the whittling down of Main Street as the TV repair shops went away when the manufacturers cut off access to schematics, as the camera repair shops went away when Nikon and Canon decided to stop selling them parts. We've seen this systematically across the economy. In the enterprise space, you have Oracle and IBM saying that you can't get security updates to critical cyber infrastructure unless you buy a service contract with them, so they're tying long term service contracts with the security updates that are necessary to keep this infrastructure secure. 56:45 Kyle Wiens: Over the last decade plus, I've been working on Section 1201, trying to get exemptions for the ability to repair products. The challenge that we've had in the section 1201 process every triennial I go back and we ask for permission to be able to fix our own things is that the exemptions we've gotten really only apply to individual consumers. They aren't something that I could use to make a tool to provide to one of you to fix yourself. So in order for someone to take advantage of a 1201 exemption that we have, they have to be a cybersecurity researcher and able to whittle their own tools and use it themselves, and that just doesn't scale. 57:45 Devlin Hartline: My name is Devlin Hartline, and I'm a legal fellow at the Hudson Institute's forum for intellectual property. 57:50 Devlin Hartline: I'd like to start with a question posed by the title of this hearing, is there a right to repair? And the answer is clearly no. A right is a legally enforceable claim against another, but the courts have not recognized that manufacturers have the duty to help consumers make repairs. Instead, the courts have said that while we have the ability to repair our things, we also have the duty not to infringe the IP rights in the process. So it is in fact, the manufacturers who have the relevant rights, not consumers. 58:30 Devlin Hartline: Right to repair supporters want lawmakers to force manufacturers to make the tools, parts, and know-how needed to facilitate repairs available to consumers and independent repair shops. And the assumption here is that anything standing in the way of repair opportunities must necessarily harm the public good, but these tools, parts and know-how, are often protected by IP rights such as copyrights and design patents. And we protect copyrighted works and patented inventions because, as the Constitution recognizes, this promotes the public good. We reward creators and innovators as an incentive for them to bring these things to the marketplace and the public benefits from the introduction of new products and services that increase competition. Thus, the right to repair movement isn't based on a pre-existing right. It's instead asking lawmakers to create a new right at the expense of the existing rights of IP owners. 1:00:45 Devlin Hartline: IP owners are merely exercising their federally protected IP rights, and this is not actionable anti-competitive conduct. It is instead how the IP system is supposed to work. We grant IP owners exclusive rights so they can exclude others, and this, in turn, promotes the investments to create and to commercialize these creative innovations in the marketplace, and that promotes the public good. Aaron Perzanowski: My name is Aaron Perzanowski. I am a professor of law at the University of Michigan, and for the last 15 years, my academic research has focused on the intersection of personal and intellectual property rights in the digital economy. During that time, the right to repair has emerged as a central challenge to the notion that we as consumers control the devices that we buy. Instead consumers, farmers, small businesses, all find that manufacturers exert post-sale control over these devices, often in ways that frustrate repair. Aaron Perzanowski: Repair is as old as humanity. Our Paleolithic ancestors repaired hand axes and other primitive tools, and as our technologies have grown more complex, from the Bronze Age through the Renaissance, to the high tech devices that we all have in our pockets here today, repair has always kept pace. But today, manufacturers are employing a range of strategies that restrict repair, from their hardware and software design choices to clamp downs on secondary markets, and we also troublingly see attempts to leverage IP rights as tools to restrict repair. These efforts are a major departure from the historical treatment of repair under the law, the right to repair is not only consistent with nearly two centuries of IP law in the United States, it reflects half a millennium of common law property doctrine that rejects post-sale restrictions on personal property as early as the 15th century. English property law recognized that once a property owner sells an item, efforts to restrain how the new owner of that item can use it are inconsistent with the essential nature of private property and obnoxious to public policy. As the Supreme Court has repeatedly recognized, IP laws' respect for the property interests of purchasers of copyrighted and patented goods was profoundly shaped by this common law tradition. In 1850, the Supreme Court recognized that the repair of a patented machine reflected "no more than the exercise of that right of care, which everyone may use to give duration to that which he owns." A century later, the Court held that the repair of a convertible car roof was justified as an exercise of "the lawful right of the property owner to repair his property." And just a few years ago, the court reaffirmed the rejection of post-sale restrictions under patent law in Impression Products vs. Lexmark, a case about refurbishing printer ink cartridges. Copyright law, not surprisingly, has had fewer occasions to consider repair restrictions. But as early as 1901, the Seventh Circuit recognized "a right of repair or renewal under US copyright law." When a publisher sued to prevent a used book dealer from repairing and replacing damaged components of books, the court said that "the right of ownership in the book carries with it and includes the right to maintain the book as nearly as possible in its original condition." A century after that, Congress itself acknowledged repair as a right that owners enjoy, regardless of copyright restrictions, when it enacted section 117 C of the Copyright Act. That provision was designed to undo a Ninth Circuit decision that allowed copyright holders to prevent third party repairs of computers. Section 117 C explicitly permits owners of machines to make copies of computer programs in the course of maintenance or repair. And finally, the US Copyright Office over the last decade has repeatedly concluded that diagnosis, repair, and maintenance activities are non-infringing when it comes to vehicles, consumer devices, and medical equipment. So the right to repair is firmly rooted in basic principles of US IP law. Aaron Perzanowski: Section 1201 of the DMCA makes it practically impossible for consumers to exercise their lawful right to repair a wide range of devices, from tractors to home electronics, even though the copyright office says those activities are not infringing, and the weakening of standards for design patents allow firms to choke off the supply of replacement parts needed to repair vehicles, home appliances, and other devices. Aaron Perzanowski: One way to think about a right is as an affirmative power to force someone else to engage in some behavior, and in some cases, that is what we're talking about. We're talking about imposing, especially on the state level, regulations that impose requirements on manufacturers. I think that's true of the Repair Act on the federal level as well. But, I think part of what we also need to keep in mind is that sometimes what you need to effectuate a right is to eliminate barriers that stand in the way of that right. So we can think about this, I think, helpfully in the context of tools that enable people to engage in repair. The state level solution has been to require manufacturers to give their own tools to repair shops, sometimes compensated under fair and reasonable terms. The other solution would be to change section 1201 to say, let's allow independent repair shops to make their own tools. I think both of those solutions have some value to them. I also think it's really important to keep in mind that when we're talking about IP rights, there are always multiple sets of interests at stake, and one of the key balances that IP law has always tried to strike is the balance between the limited statutory exclusive rights that the Patent and Copyright Acts create and the personal property rights of consumers who own these devices. And so I think a balancing is absolutely necessary and appropriate. 1:15:20 Aaron Perzanowski: I think the best solution for Section 1201 is embodied in a piece of legislation that Representatives Jones and Spartz introduced in the last Congress, which would create a permanent exception to Section 1201 for repair that would apply not only to the act of circumvention, but would also apply to the creation and distribution of tools that are useful for repair purposes that does not open the door to broad, unrestrained, creation of circumvention tools, but tools that are that are targeted to the repair market. 1:16:40 Devlin Hartline: He cited a case about where you can repair a cover on a book. That's very different than recreating the book, every single word in it, right? So there's a difference between repairing something and then crossing the line into violating the exclusive rights of IP owners in the patented product or the copyrighted book. And so the things that repair supporters are asking for is that, if somebody has a design patent that covers an auto body part, well, they have the right to exclude other people from making that part, but repair supporters say they shouldn't have that exclusive right, because, you know, we could increase competition if we just took away their design patent and now other people could make that part, and so that's competition. But that's not the type of competition that IP law and competition law seek to support. That's like saying, if we just let the Pirate Bay copy and distribute all of the Disney blockbuster movies, then that's competition, and prices would go down. But that's not the way that we do it, right? So competition means other people come up with new products and new services, and so that's what we should be trying to support. 1:26:45 Rep. Jerrold Nadler (D-NY): Repair advocates argue that section 1201, prevents non-infringing circumvention of access controls for purposes. But Congress contemplated this use when it passed the DMCA in 1998, allowing for a triennial exemption process. Is the exemption process working as intended? And if not, are there actions Congress can take to expand exemptions or make them easier to acquire? Devlin Hartline: What's important about the triennial rulemaking is that the proponent of an exemption has to come forward with evidence and demonstrate that there's actually a problem and it relates to a certain class of works, and then they can get a temporary exemption for three years. And so it is true that the Librarian of Congress, the last few rulemakings, has said that because using a copyrighted work in a way for repair, maintenance, etc, is Fair Use that they grant these exemptions. But these exemptions are quite narrow. They do not allow the trafficking of the computer programs that can crack the TPMs. And so it's very narrowly done. And the concern is that if you were to create a permanent exemption that opens things all the way up with access controls, copy controls and trafficking thereof, is now you're getting to the point of why we even have these TPMs under 1201 in the first place, and that's because they guard against piracy. And so the concern is that you're opening the piracy floodgates. You make these devices less secure, and then content owners are going to be less likely to want to put their content on these devices. Rep. Ben Cline (R-VA): How does section 1201 of the DMCA impact the ability of consumers and independent repair shops to modify or repair devices that have proprietary software and data in the consumer electronics industry? Aaron Perzanowski: Thank you so much for the question. As we've been talking about the copyright office in 2015, 2018, 2021, and they're in the process for the current rulemaking, has determined that engaging in circumvention, the removal or bypassing of these digital locks for purposes of repair, is perfectly lawful behavior, but there is a major practical mismatch here between the legal rights that consumers enjoy under federal law today and their practical ability to exercise those rights. And that's because, as Devlin was just describing, the section 1201 rulemaking does not extend to the creation or distribution of tools, right? So I have the right under federal law, to remove the technological lock, say, on my video game console, if I want to swap out a broken disk drive. How do I do that? I'd like to think of myself as a pretty technologically sophisticated person. I don't have the first clue about how to do that. I need a person who can write that code, make that code available to consumers so that I can. All I'm trying to do is swap out a broken disk drive on my video game. But you would argue that code is proprietary, correct? So I'm talking here about a third party making their own code that is simply allowing me to engage in activity that the Copyright Office has repeatedly said is non-infringing. Rep. Ben Cline (R-VA): So you want to give them a map. Is that, essentially, what you're saying? Aaron Perzanowski: Absolutely, yes, I do. Rep. Ben Cline (R-VA): Do trade secrets play a role in the right to repair debate? Aaron Perzanowski: There are occasions where trade secrets are important. I don't think in the context that we're talking about here with section 1201, that we're typically running into trade secret issues. The state-level bills that have been introduced do typically address trade secrets and often have carve outs there. And I think that's something worth considering in this debate. But I think it's important to keep in mind that just because we have some hypothetical worry about some unknown bad actor taking a tool that I use to fix my video game console -- Rep. Ben Cline (R-VA): It's not unknown. The Chinese do it all the time. Aaron Perzanowski: I don't think the Chinese are particularly worried about whether or not I can fix my video game console, and in fact, I think that point is important, but the bad actors already have these tools. All we're trying to do is get very targeted tools in the hands of law abiding citizens who just want to repair the stuff they buy for their kids for Christmas, right? If the Chinese are going to hack the PlayStation, they've already done it. 1:32:25 Aaron Perzanowski: So the 1201 process is what established the legality of circumvention for repair purposes. But when Congress created that rulemaking authority, it only extends to the act of circumvention, the actual removal. Congress did not give the [Copyright] Office or the Librarian [of Congress] the authority to grant exemptions to the trafficking provisions, and that's where I think legislative intervention is really important. 1:39:00 Kyle Wiens: One of the challenges was section 1201. It doesn't just ban repair tools, it also bans the distribution of cybersecurity tools. And so we've seen security researchers....Apple sued a company that made a security research tool under 1201 and that tool has markedly made the world more secure. It's very popular amongst government security researchers. So I think that's kind of the sweet spot is, allow some third party inspection. It'll make the product better. 1:41:25 Kyle Wiens: These ice cream machines are made by Taylor, and there is an incredibly complex, baroque set of touchscreens you have to go through. And then there's a service password you have to be able to get past in order to access the settings that really allow you to do what you want. And so, in an ideal world, you'd have an entrepreneur who would come along and make a tool to make it easier for McDonald's, maybe they could have an app on their phone that they could use to configure and help them diagnose and repair the machine. Unfortunately, the company who made that tool is struggling legally because of all these challenges across the board. If we had innovation outside of the manufacturers and to be able to develop new tools for fixing ice cream machines or anything else, you have a whole flowering ecosystem of repair tools right now. It doesn't exist. The US is like this black hole where innovation is banned in software repair. There's all kinds of opportunities I could see, I had a farmer ask me for help fixing his John Deere tractor, and I had to say, I can't do that particular repair because it's illegal. I'd love to build a cool app for helping him diagnose and fix his tractor and get back back in the field faster. We don't have that marketplace right now. It's like farmers have been forced to, like, use cracked Ukrainian versions of John Deere diagnostic software, right? Rep. Russell Fry (R-SC): So it's not just ice cream machines. I led off with that, but it's farmers, it's farm equipment, it's iPhones, it's somebody's Xbox, right? I mean, these are all things.... in your experience, what are the challenges that these customers and stakeholders face when they're trying to repair their own devices? What are some things that they face? Kyle Wiens: It's absolutely infuriating. So my friend, farmer in San Luis Obispo, Dave grows all kinds of amazing products. He has a $300,000 John Deere tractor, came to me and said, Hey, there's a bad sensor. It's going to take a week to get that sensor sent out from Indiana, and I need to use the tractor in that time. Will you help me bypass the sensor? I could hypothetically modify the software in the tractor to do that. Practically, I didn't have the legal ability, and so he had to go and rent an expensive tractor for the week. This is impacting people's lives every single day. 1:43:50 Rep. Russell Fry (R-SC): So, to pivot a little bit, what role do you see from a federal side, from legislation, and what specific measures do you think might be included in such legislation? Kyle Wiens: So we've seen the solutions being approached from two angles. At the state level, you have states saying John Deere and other manufacturers, if you have a dealership that has fancy tools, sell those tools to consumers and to independent shops, allow that competition. At the federal level, what we can do is enable a competitive marketplace for those tools. So rather than compelling John Deere to sell the tool, we can say, hey, it's legal for someone, an entrepreneur, to make a competing tool. And you have this in the car market. You can take your car down the AutoZone, you can buy a scan tool, plug it into your car, and it'll decode some of the error messages. Those tools exist on the auto market because we have a standard diagnostic interface on cars that you can access without circumventing a TPM. We don't have that for any other products. So another farmer in my town, he showed me how if he has a transmission go out on a truck, he can fix that. But if he has a transmission go out on his John Deere tractor, he can't. He can physically install the transmission, but he can't program it to make it work. I'd love to be able to make a software tool to enable him to replace his transmission. Aaron Perzanowski: So I think if we see passage of the SMART Act, we can anticipate significant reductions in the expenses associated with auto collision repairs. Estimates are that design patents on collision parts are responsible for about $1.5 billion in additional expenditures. We see price premiums on OEM parts over third party parts often reaching into like the 40% range, right? So these are pretty significant cost savings associated with that. Part of this problem, I think, does relate back to the kind of unique structure of this market. Most consumers are not paying out of pocket for collision repairs. Those costs are being covered by their auto insurance provider, and so the consumer doesn't see that the - I'm pulling this from memory, so don't hold me to this figure - but the side view mirror of a Ford Fiesta costing $1,500, that's not something that the consumer is confronted with, right? So this goes back to the question of notice. Do consumers know when they buy that vehicle that the repairs are going to be that expensive? I think in most cases, they don't. And so I think the SMART Act is a very targeted solution to this problem. I do think it's important to note that the design patent issue for replacement parts is not limited to the automotive industry. I think it's the most, I think that's the area where the problem is most pressing. But home appliances, consumer electronics, we see companies getting design patents on replacement water filters for refrigerators so that they can charge three times as much when the little light comes on on your fridge to tell you that your water might not be as clean as you want it to be. So I think we have to think about that problem across a range of industries, but the automotive industry, I think, is absolutely the right place to start. Paul Roberts: I mean, one point I would just make is that with the Internet of Things, right, we are facing a crisis in the very near future as manufacturers of everything from home appliances to personal electronics to equipment, as those products age and those manufacturers walk away from their responsibility to maintain them. So we're no longer supporting the software. We're no longer issuing security updates. Who will step in to maintain those devices? Keep them secure, keep them operating right? The manufacturers walked away. Do we just get rid of them? No, because the equipment still works perfectly. We're going to need a market-based response to that. We're going to need small businesses to step up and say, hey, I'll keep that Samsung dishwasher working for another 20 years. That's a huge economic opportunity for this country, but we cannot do it in the existing system because of the types of restrictions that we're talking about. And so this is really about enabling a secure future in which, when you buy a dishwasher with a 20 year lifespan, or 25 year lifespan, it's going to last that 25 years, not the five to six years that the manufacturer has decided, you know, that's how long we want to support the software for. Paul Roberts: My understanding is the use of design patents has increased dramatically, even exponentially, in the last 10 to 15 years. If you go back to the 90s or 80s, you know, parts makers, automakers were not applying these types of patents to replaceable parts like bumpers and rear view mirrors. Somebody had a business decision that, if you can do so, then we can capture more of that aftermarket by outlawing identical aftermarket replacements that has a huge downstream impact on car owners and on insurers and on all of us. 2:10:15 Paul Roberts: Both of the things that we're really proposing or talking about here, which would be changes to Section 1201 of the DMCA as well as passage of robust right to repair laws, would empower a market-based response to keeping the internet of things working, secure and functioning. DMCA 1201 reforms by making it clear that you can circumvent software locks for the purpose of repair and maintenance and upkeep, right? So that would take the threat of the federal crime away from small business owners as well as security researchers who are interested in, you know, plumbing that software for purposes of maintenance, upkeep and repair. And on the right to repair by making the tools available to maintain and upkeep products - diagnostic software, schematic diagrams, service manuals - available. Once again, you'll be empowering small business owners to set up repair shops and say, I'm going to keep your smart appliance running for its full 25 or 30 year lifespan, and I'm going to support my family doing that locally, and not be basically choked out of business by a company that says, Well, you don't have the right to access this product. From a cybersecurity perspective, that is really important, because one thing we don't want is a population of millions or tens of millions of out of date, unsupported, unpatched, insecure internet connected home appliances, webcams, home routers out there available to nation state actors, cyber criminal groups, to compromise and use for their own purposes. And that's something we already see, particularly around broadband routers and other types of devices, and it's a real threat going forward that I think this type of these types of changes would support. Aaron Perzanowski In a lot of instances, this conversation, and we've touched on this earlier, focuses on cost savings, right? And cost savings are an important consideration, right? Farmers aren't thrilled that they have to pay a technician from the John Deere dealer to drive maybe hours to get to their farm and connect their laptop and, you know, download these payload files to enable their equipment to work. But in the agricultural space, the thing I hear most often in the conversations I have with farmers is and Kyle touched on this a bit earlier, is a real concern about the time sensitivity of their work. If your tractor is out of commission for a week or two in the wrong part of the season, that is going to have disastrous effects, right, not only on that farm's economic outlook, but collectively, it can have an impact like, not to be hyperbolic here, but on our national food supply, and so I think it's really important that farmers have flexibility in terms of where and how they execute repairs, so that they can get their equipment back up and running. If my laptop breaks and I can't get it fixed for a week or two, I'm annoyed there will be emails that go unanswered, but like the world will continue to spin. That is not the case in the agricultural space where we, I think, have to be much more concerned. Rep. Darrell Issa (R-CA): If I remove from my BMW, at least during certain models, I remove the radio, unplug it, and then plug it back in, simply because I was fiddling around with the dash, I now have to go back to the dealer to reinstall it. Similarly, the transmission example. I've got two John Deere tractors. One's got a busted engine, the other's got a busted transmission. Currently, they will prohibit you from moving the transmission from one to the other. From a standpoint of intellectual property, where, in God's green earth or the Constitution, are any of those designed to be rights that belong to the manufacturer, rather than rights that belong to the owners of those two John Deere tractors? Devlin Hartline: So those are a bunch of different situations, and so I think there would be underlying facts that differ with each right. So we started on the iPhone, and I was going to point out that iPhone will actually give you the tool to synchronize it. In those other situations, I don't know the business justification for it. How is that an IP problem? Right? So if that's locked up with the TPM, and you have to bypass the TPM, well then that's a violation of 1201, so that's how they can that's how they can lock -- Rep. Darrell Issa (R-CA): So what you're saying is that Congress has created impediments to the right to repair. Mr. Roberts, would you say that is correct? That, in fact, the right to repair, were Congress never to have done anything since, you know, George and Thomas were our presidents, so to speak, knowing those two presidents, we'd be able to do things we're not able to do because they're now prohibited by acts of Congress. Paul Roberts: Yes, and we certainly know going back to the 50s, 60s, 70s, there was a much more you know....First of all, companies would ship products with service and repair manuals with detailed schematic diagrams with the understanding that owners would want to replace and service them. And what I would say is, yes, absolutely. I doubt very much. And I know we had members who were here in 1998 authoring the DMCA. I think if you had said to them, in 25 years time, this law will be used to prevent somebody with a broken dishwasher from getting that serviced by their local repair shop or by for fixing it themselves, this law will prevent them from doing that, I doubt very much they would have said, yeah, that's pretty much what we want. Rep. Darrell Issa (R-CA): Well, I will tell you that the I was the chairman of what is now the Consumer Electronics Association in 1998 and we did predict a lot of these items were going to be expanded beyond the scope of the original. Paul Roberts: Right now this is not an urgent issue, because most of the cars out there are older vehicles. As we move forward, as telematic systems evolve, as automakers continue their trend of moving more and more information to telematic systems, this is going to become a bigger problem. I'll point out another problem, which is the Massachusetts law is contingent on data transfers of diagnostic and repair information via the OBD or onboard diagnostic two port under the dashboard. That's only there because of federal Clean Air law. Electronic vehicles don't have that port because they don't have emissions, and so in the very near future, as we shift to electronic vehicles, that data access port will no longer be there. It will all be telematics data, and so the utility of the Massachusetts law is going to decline over time, going forward. And again, I you know, when you start talking about right to repair, you become like this crazy person who talks about right to repair every time it comes up. But one thing I try and stress to people when I talk to them about auto repair is, if you live in Michigan or California and you have taken your vehicle to the local independent repair shop, you have only done that because the voters in Massachusetts passed a ballot measure over a decade ago and then updated it in November 2020. That is the very thin thread that our right to use independent auto repair hangs by in this country. That's not the way it's supposed to be. This is something that affects vehicle owners, hundreds of millions of them in all 50 states. And it's a type of thing that the federal government needs to address with federal legislation. It should not hang by this very thin thread. 2:30:20 Rep. Hank Johnson (D-GA): Are software updates new creations, and thus copyrightable? Devlin Hartline: Software updates, yeah, they're computer programs, and so Congress said explicitly in 1980, but it was understood before then, that computer programs are literary works and they're protected, just like any other copyrighted work. Rep. Hank Johnson (D-GA): Thank you, Professor Perzanowski, do you disagree? Aaron Perzanowski: I don't disagree at all that software updates are protectable subject matter under the Copyright Act. But what I think is important to keep in mind right is the Copyright Act and copyrights exclusive rights, and all of the exceptions and limitations to copyrights exclusive rights are created by Congress, and so if you think those rights are interfering with other important issues and concerns, then I think Congress clearly has the power to make changes to the copyright law in order to best serve what you ultimately determine to be in the public interest. 2:35:30 Aaron Perzanowski: Access to firmware and other code is really essential to the functioning and repair of lots of devices. I think there's some important differences between the standard essential patent context and kind of what we're talking about here in that in the standard essential patent context, we're relying on standard setting bodies to identify technologies and to require companies to license their patents under fair, reasonable and non-discriminatory terms. We don't quite have that infrastructure in place in the copyright context, but what we do have are compulsory licenses that exist within the Copyright Act already, one of which you were alluding to earlier, the mechanical license for musical works. We also have compulsory licenses for retransmissions of satellite and broadcast content that essentially say the copyright owner is entitled to compensation of some form, but they're not entitled to prevent people from using or accessing that underlying work, and I think that could be a useful framework here for getting owners of devices access to the firmware that they need. Music by Editing Production Assistance

The Ford Fiesta returns to finish covering Harrison Ford's very busy 1998 with the second film he released that year - Working Girl. Movie podcast guest all-star William Bibbiani returns to the show to talk about this critical and box office hit comedy which is just the kind of insightful social commentary-meets-laugh out loud moments you'd expect from director Mike Nichols. Paul & Adam throw in some great making-of stories and another sharp plot recap as Harrison Ford PHASE THREE rolls on! Like good movie talk? Please subscribe! Website: www.themovieguys.net The Ford Fiesta: https://apple.co/3s3Om9l The TMG Interview: https://apple.co/3c21SEI The Movie Showcast: https://apple.co/3eXSrrW Countdown: https://bit.ly/38XVDzS YouTube (The Movie Guys): https://www.youtube.com/TheMovieGuys YouTube (The Movie Guys LIVE): Youtube.com/user/TheMovieGuysLIVE Vimeo: https://vimeo.com/themovieguys   X: https://x.com/TheMovieGuys Facebook: https://www.facebook.com/TheMovieGuys Instagram: https://www.instagram.com/themovieguys/

Send us a Text Message.Is compliance annoying? Sometimes.Stressful? Maybe.Important? Definitely.In this enlightening episode, we sit down with Sherryl Nens, the VP of Sales at ComplyAuto, who brings a fresh perspective on compliance in the automotive industry. Sherryl shares her journey from her early days at Jiffy Lube to a remarkable 17-year career at Ford, culminating in her current role where she helps dealerships navigate complex compliance issues. Along the way, she weaves in fascinating anecdotes, from her family's RV adventures to her father's influence in sparking her automotive passion.Sherryl also delves into the intricacies of data privacy and cybersecurity, likening compliance to an unsung superhero like Green Lantern. She emphasizes the importance of protecting dealerships' valuable data and complying with regulations not just for legal reasons but to safeguard their businesses from potential threats. Timestamped Takeaways:0:00 Intro with Paul J Daly, Kyle Mountsier and Michael Cirillo04:39 Early Automotive Passion - Sherryl shares how her father nurtured her interest in cars from a young age, giving her an oil wrench for her 13th birthday.10:12 Ford Motor Company Journey - Sherryl's 17-year stint at Ford, including launching the Ford Fiesta and working under Alan Mulally.12:00 Compliance Passion - Transitioning to ComplyAuto, Sherryl explains her passion for simplifying complex compliance issues for dealerships.16:56 Data Privacy & Cybersecurity - The critical role of compliance in protecting dealerships' data from potential breaches and wiretapping claims.22:13 Consumer Awareness - Discussing the need for better consumer education on data privacy and the surprising trends in cookie consent behaviors.Sherryl Nens is Vice President of Sales at ComplyAuto⭐️ Love the podcast? Please leave us a review here — even one sentence helps! Consider including your LinkedIn or Instagram handle so we can thank you personally! We have a daily email! https://www.asotu.com ✉️ Sign up for our free and fun-to-read daily email for a quick shot of relevant news in automotive retail, media, and pop culture.

Sarah Ferguson shares her opinion on King Charles vs Prince Andrew Feud Sophie of Wessex aka Ford Fiesta spewing her foul bile once again... but as always no one cares. Fans believe Princess Eugenie gave a loving and subtle nod to Meghan, Duchess of Sussex. King Charles' hypocrisy gets called out. Contact Me:  Call:    (305) 699-5548 Email: HelloSharion@Gmail.com Creator Collab Sheet: https://forms.gle/WMhmSQy4vJfs95X39  Brand Collab Sheet: https://forms.gle/CuWmKLUrx86xwyNV6 Sources: 1. LBC | Sarah Ferguson Breaks Silence: https://www.lbc.co.uk/news/sarah-ferguson-breaks-silence-king-charles-prince-andrew-royal-lodge-feud/ 2. Sophie's Ridiculous Comments: https://www.express.co.uk/news/royal/1909180/prince-harry-meghan-markle-live-sussexes-shunned 3. Princess Eugenie Pays Homage to Meghan: https://www.yahoo.com/entertainment/eagle-eyed-fans-believe-royal-210819582.html 4. Tom Sykes | The King Says He Wants To See Prince Harry's Kids, So Why Kick Them Out: https://www.thedailybeast.com/if-king-charles-wants-to-see-harrys-kids-why-evict-them-from-frogmore-cottage

Domingo, 13 de enero de 1991. Como cada día de partido, miles de aficionados del RCD Espanyol pululan por el barrio de Sarrià. A la salida del estadio, algunos se quedan a tomar algo por los bares de alrededor. A esa misma hora de la tarde, a 800 kilómetros, el FC Barcelona concluye su visita al Carlos Tartiere de Oviedo. Es el momento para que cinco Boixos Nois abandonen un bar y se suban a un Ford Fiesta con sed de venganza. Esa tarde de invierno el fútbol español inscribirá su primera víctima mortal por hooliganismo. A falta de 15 meses para la inauguración de los Juegos Olímpicos, la capital catalana se convertirá en uno de los epicentros del movimiento ultra: pasiones futboleras e ideologías extremas irán germinando en los fondos de los estadios, dibujando una temible espiral de odio y violencia. Brazalete Negro, el true crime del fútbol. Aprovecha este capítulo para suscribirte al podcast de Panenka y Radio Primavera Sound: así no te perderás los próximos casos. Síguenos a través de nuestras redes sociales, y participa con tu opinión y propuestas. Newsletter: www.brazaletenegro.com Youtube: https://www.youtube.com/@brazaletenegro Twitter: https://twitter.com/brazaletenegro Instagram: https://instagram.com/brazaletenegropodcast Y, recuerda, Bill Shankly no tenía razón.

Domingo, 13 de enero de 1991. Como cada día de partido, miles de aficionados del RCD Espanyol pululan por el barrio de Sarrià. A la salida del estadio, algunos se quedan a tomar algo por los bares de alrededor. A esa misma hora de la tarde, a 800 kilómetros, el FC Barcelona concluye su visita al Carlos Tartiere de Oviedo. Es el momento para que cinco Boixos Nois abandonen un bar y se suban a un Ford Fiesta con sed de venganza. Esa tarde de invierno el fútbol español inscribirá su primera víctima mortal por hooliganismo. A falta de 15 meses para la inauguración de los Juegos Olímpicos, la capital catalana se convertirá en uno de los epicentros del movimiento ultra: pasiones futboleras e ideologías extremas irán germinando en los fondos de los estadios, dibujando una temible espiral de odio y violencia. Brazalete Negro, el true crime del fútbol. Aprovecha este capítulo para suscribirte al podcast de Panenka y Radio Primavera Sound: así no te perderás los próximos casos.  Síguenos a través de nuestras redes sociales, y participa con tu opinión y propuestas. Newsletter: www.brazaletenegro.com Youtube: https://www.youtube.com/@brazaletenegro  Twitter: https://twitter.com/brazaletenegro Instagram: https://instagram.com/brazaletenegropodcast Y, recuerda, Bill Shankly no tenía razón.

Cuando de una persona se dice que tiene “mucho carácter” en realidad lo que se quiere decir es que tiene “mal carácter” … hablando entre amigos… “mala leche”. He seleccionado los primeros coches con motor turbo y os puedo decir que todos, absolutamente todos, tienen “mucho carácter”… Ahora que parece que falta ideas y agallas es bueno recordar coches así… ¡Tenía ganas de hacer este vídeo! Os voy a contar muchas cosas que creo que no sabéis. La llegada masiva de la electrónica más diversos sistemas como los turbo de geometría variable, turbos más pequeños, poner más de uno “en cadena” o arrastrados por motores eléctricos par que no pierdan vueltas… mil y una ideas para conseguir que el turbo ni se note. Eso es ahora… pero antes no era así. He elegido 5 de los primeros coches con turbo y un bonus track. No he querido ir más lejos porque quiero tener tiempo de contar cosas de cada uno y porque no he querido rebasar la frontera de 1980. Porque, no sé si lo sabias, los primeros coches con motor turbo son de 1962… hace ya más de 60 años. Una técnica en pañales, unos bastidores no muy sofisticados, unos neumáticos muy lejos del nivel actual y la practica ausencia de ayudas electrónicas tanto para la gestión del motor como para ayudar al conductor consiguieron la tormenta perfecta. Y la aureola de que los “turbo” eran coches muy prestacionales, pero… “con mucho carácter”. No voy a hablaros de cómo funciona un turbo, porque ya hicimos un video así titulado al poco de comenzar el canal y que ya supera el millón de visitas en el que, entre otras cosas, comentamos como nació esta técnica en la aviación para suplir la falta de presión atmosférica a medida que los aviones ascendían. Si te interesa el tema hemos hecho muchos videos sobre la técnica del turbo, busca. Pero este va más de cómo eran y de cómo se conducían estos primeros turbo. Y vamos ya con esta relación… Chevrolet Corvair Monza Spyder Turbo (1962). Un nombre largo para un coche que lo tenía todo… para fracasar. Motor posterior refrigerado por aire, unas suspensiones no muy bien resueltas y un comportamiento difícil para cualquiera… y peligroso para los norteamericanos que será pioneros en el mundo del motor, pero no muy buenos conductores. ¿Podía ser peor? Si al Corvair, el modelo inspirador del libro del polémico Ralph Nader le añadimos un turbo… pues sí, podía ser peor. Es más: Mucho peor. Esos caballos de más en un coche considerado peligroso ya con la mitad de potencia… no fueron muy bienvenidos. Y, además, la fiabilidad no era su punto fuerte. Oldsmobile Turbo Rocket (1962). Ya sabéis mi debilidad por esta marca pionera en muchos sentidos… y uno de ellos en la utilización del turbo apenas unas pocas semanas después que Chevrolet, ambas marcas de GM. Pero esta vez, con menos éxito. Bueno, dejémonos de eufemismos: Este coche denominado cohete, acabó explotando y fue un fracaso. Hasta tal punto que muchos usuarios desmotaban el turbo y hacían al coche atmosférico, asumiendo la perdida de potencia. BMW 2002 Turbo (1973). El primer coche europeo con motor turbo… y el primero con verdadera “mala leche” … El BMW 2002 Tii con inyección mecánica, como el que yo tuve, era un cuatro cilindros de dos litros que ofrecía una buena potencia, 120 CV. Con el turbo la potencia aumentaba a 170 CV… ¡un 42 por ciento más! Porsche 911 Turbo (1975). Ya el 911 de 1975 era un coche endiabladamente difícil de conducir. Con menos de 1.200 kg declarados, un reparto de pesos catastrófico, unas suspensiones con barra de torsión que no eran ni mucho menos ejemplares y una distancia entre ejes corta de solo 2,27 metros, ¡menor que el primer Ford Fiesta! era solo aptos para expertos, verdaderos expertos. Y en Porsche pensaron, “¿Cómo hacemos para que este coche sea aún más difícil de conducir? ¿Y si le ponemos un turbo?” Dicho y hecho. El coche, en su tiempo, con 250 CV, era una bestia que aceleraba de 0 a 100 km/h en 5,2 segundos y superaba los 250 km/h. Saab 99 Turbo (1977). Siendo mucho menos conocido, este Saab hizo por la generalización del turbo más que los 4 anteriores coches juntos. Y es que este coche, como todos los Saab, por cierto, estaba muy bien hecho y muy bien parido. Y es que los “chicos” de Saab querían potenciar su coche para aspirar a categorías superiores, pero un V6 no les cabía y además era caro de diseñar. Y pensaron, “¿y si ponemos un turbo?”. Coche del día. Hablando de la tecnología turo y de pioneros, no puede faltar en este vídeo el Renault RS01, primer F1 con motor turbo. Si el Saab puede considerarse de alguna manera precursor del turbo en coches de calle digamos que “normales”, este Renault es el precursor del uso del turbo en competición en general y en la F1 en particular.

Cuando se habla de Renault 5 Turbo casi nadie piensa en el R5 Copa Turbo de 1982, ni siquiera en el conocido como “culo gordo”… la mayoría piensan en el Supercinco GT Turbo. De igual modo cuando nos referimos al Ford Fiesta XR2 casi todos piensan en las versiones posteriores, no en el primero, de 1982. Me gustan estos vídeos en los que prácticamente no necesitaría guion, porque es una historia que he vivido, más como lector y aficionado que como probador, pero es que son dos coches que conozco muy, pero que muy bien. Nos vamos a ir no a 1981 ni a 1982… sino a 1976, cuando nace el Renault 5 Copa atmosférico, sin turbo. Renault decide lanzar una versión aún más deportiva del R5 y encarga una nueva culata hemisférica a Gordini… Gracias a esa culata y a un leve aumento de cilindrada hasta los 1.397 cm3, este modelo ofrecía 93 CV que para un peso de poco más de 800 kg, cundían mucho. El turbo estaba de moda en general y Renault lanza, en 1982, el R5 Copa Turbo.Se bajo la comprensión a 8,6 a 1, el turbo soplaba a 0,45 bares y la potencia crecía de 93 a 110 CV… que son muchos. En la versión de venta al público se equipaba frenos de disco también detrás y llantas de aleación… y poco más. A principios de los años 80, Ford también aspiraba a seducir al público que quería un utilitario con ciertas dotes deportivas y en 1981 lanza el Fiesta Super Sport, llamado por alguno “zapatones”. Seamos sinceros: Ford estaba por encima de sus rivales en cuanto a acabados y calidad percibida y el Fiesta SS era llamativo y precioso. Pero no era más que un Fiesta 1.300 S con motor 1.3 de 66 CCV con una “ruedacas” -para la época- de 185/60 en llantas de 13x8 pulgadas. Pero en 1982, y viendo el éxito del Copa, Ford decide tomarse las cosas en serio. Ford, una marca más bien conservadora, en esos años no quería saber nada de turbo y lo que hace es montar el motor Kent, su motor de toda la vida y de confianza, en el vano motor del Fiesta. Era un motor de 1.6 litros y 83 CV a solo 5.500 vueltas. En cuanto a presentación, lo cierto es que en esos años Ford estaba por encima y las llantas de agujeros, la gama de colores y el diseño del interior, marcaban diferencias con el Renault. Seguro que estás pensando: “Sí, muy bonito, pero 83 CV contra 110 CV es mucha diferencia”. Pues sí... y no. Porque en el R5 turbo había que lidiar con la respuesta del turbo y llevar el motor alto de vueltas, mientras que en el Ford se disponía de muchos bajos y era un motor muy progresivo. Os doy datos: El R5 Copa Turbo ofrecía 110 CV a 6.000 rpm mientras que el Ford ofrecía su potencia 500 rpm más abajo. En el caso del par máximo el R5 superaba al Fiesta por 15 mkg a 12,8 mkg… pero el R5 lo daba a 4.000 rpm y el Fiesta a 2.800 rpm… ¡una gran diferencia! En conducción deportiva había otro aspecto de gran importancia: La motricidad en curva. No debemos olvidar que el R5 era en realidad un R4 con otra carrocería, con motor longitudinal y más estrecho de vías, frente al motor transversal del Fiesta. Las vías eran de 1,35 y 1,34 metros para el Fiesta y 1,29 y 1,27 metros para el R5, una diferencia notable. No es casual que el Fiesta tuviese sus mayores éxitos deportivos en Rallyes y el R5 en circuitos. En rallyes, donde hay que “improvisar” más y las curvas son más cerradas un motor progresivo, con bajos y una buena motricidad son claves. El R5 en circuito, a base de endurecer la suspensión y de ser cuidadoso con el acelerador podía compensar su falta de motricidad en las curvas más rápidas de un circuito y explotar su mayor potencia. And the winner is. Hoy lo tengo difícil para dar un ganador… así que voy a hacer trampas. Sí, porque con la cabeza, por muy poco margen, tengo que dar por ganador al Fiesta, sobre todo para el día a día, con un motor más agradable, sencillo, económico, mejor habitabilidad y buenos acabados. Pero mi ganador con el corazón, por muy poco margen, el R5 Copa Turbo, quizás porque era el coche al que aspiraba cuando corrí con mi R5 TS primero y con un Copa atmosférico después.

Agradece a este podcast tantas horas de entretenimiento y disfruta de episodios exclusivos como éste. ¡Apóyale en iVoox! El domingo 10 de mayo de 1981, aparecieron en un barranco de Gérgal, Almería, tres cuerpos abrasados dentro de un vehículo Ford Fiesta. La Guardia Civil comunicó oficialmente que los tres hombres muertos eran los autores del atentado contra el General Valenzuela, que habían resultado muertos en un tiroteo al intentar huir de las fuerzas que trataban de detenerlos. Según este comunicado, los terroristas muertos eran: Mazusta, Bereciartúa y Goyenechea Fradúa. Sin embargo, los jóvenes Juan Mañas Morales, de veinticuatro años, Luis Montero García, de treinta y tres años y Luis Manuel Cobo Mier, de veintinueve años, todos ellos residentes en Santander y amigos que compartían el tiempo libre, habían desaparecido. ¿Qué había pasado? Contacto: eldiadeautos@gmail.com Escucha el episodio completo en la app de iVoox, o descubre todo el catálogo de iVoox Originals

El domingo 10 de mayo de 1981, aparecieron en un barranco de Gérgal, Almería, tres cuerpos abrasados dentro de un vehículo Ford Fiesta. La Guardia Civil comunicó oficialmente que los tres hombres muertos eran los autores del atentado contra el General Valenzuela, que habían resultado muertos en un tiroteo al intentar huir de las fuerzas que trataban de detenerlos. Según este comunicado, los terroristas muertos eran: Mazusta, Bereciartúa y Goyenechea Fradúa. Sin embargo, los jóvenes Juan Mañas Morales, de veinticuatro años, Luis Montero García, de treinta y tres años y Luis Manuel Cobo Mier, de veintinueve años, todos ellos residentes en Santander y amigos que compartían el tiempo libre, habían desaparecido. ¿Qué había pasado? Contacto: eldiadeautos@gmail.com Escucha el episodio completo en la app de iVoox, o descubre todo el catálogo de iVoox Originals

BMitch compares Brock Purdy to a good reliable car like a Ford Fiesta

Die Welt erwachte in einem Gewirr aus eiligen Schritten, gedämpften Gesprächen und dem fernen Brummen startender Flugzeuge. Durch die großen Fenster tauchte das Morgenlicht die Terminals in eine fahle Helligkeit, während die Anzeigetafeln unablässig neue Reiseziele verkündeten. Heute, das spürte ich deutlich, würde meine Reise mehr als nur ein Flug sein – es würde der Beginn eines Abenteuers sein, das lag in der Luft. Und es wurde Zeit, es wurde verdammt noch mal Zeit, es war ja schon fast zu spät. Da stand sie dann, wie verabredet, vorm Terminal. Eigentlich sah sie so aus, wie man sie kannte, aus dem Fernsehen und all den Konzertplakaten. Nur irgendwie kleiner. Sie dachte wohl dasselbe, so wie sie mich ansah. Dass ich kleiner aussah und vielleicht auch älter und naja, dicker sicherlich auch. Hatte ja auch ein bisschen zugelegt, war ja gerade Drehpause. Aber das würde schon klappen, es gab ja ein Arrangement. Das hatten unsere Agenturen so ausgetüftelt. Deutscher Schlagersuperstar und amerikanischer Oskarpreisträger. Wir würden beide davon profitieren. Wir sahen uns also an. Ewigkeit. Überraschung, Erwartung, Nervosität, Peinlichkeit. Von allem ein bisschen. „Kopfkino?“, frag ich sie. „Vielleicht.“ Sie lächelt. „Und Du? Torschlussplanik?“ Credits – alle BBC Sound Effects: • Sailing Vessel, Clipper: https://sound-effects.bbcrewind.co.uk/search?q=07000075 • Ford Fiesta. Interior, drive in town: https://sound-effects.bbcrewind.co.uk/search?q=07023104 • Quiet Harbour Background: https://sound-effects.bbcrewind.co.uk/search?q=07018070 • Australia - Surf - Bondi beach: https://sound-effects.bbcrewind.co.uk/search?q=07074001

Harrison Ford continues his run with prestigious filmmakers, following up two films with Peter Weir with the 1988 thriller Frantic, directed by Roman Polanski. Paul and Adam are all over it, discussing it to death with good friend and special guest Lon Harris. The plot, the suspense, the acting, the Paris location (required if you're in a Polanski film) - it all gets once-overed along with the usual Ford Fiesta segments. We are American and we are crazy! Like good movie talk? Please subscribe! Website: www.themovieguys.net The Ford Fiesta: https://apple.co/3s3Om9l The TMG Interview: https://apple.co/3c21SEI The Movie Showcast: https://apple.co/3eXSrrW Countdown to Five: https://bit.ly/38XVDzS YouTube (The Movie Guys): https://www.youtube.com/TheMovieGuys YouTube (The Movie Guys LIVE): Youtube.com/user/TheMovieGuysLIVE Vimeo: https://vimeo.com/themovieguys   Twitter: https://twitter.com/TheMovieGuys Facebook: https://www.facebook.com/TheMovieGuys Instagram: https://www.instagram.com/themovieguys/ Tumblr: https://themovieguys.tumblr.com/

Why does my 2002 Honda CR-V Squeak from the front? Why does my 2014 Toyota Corolla have bad engine performance? 2008 Chevy Impala has hard trans shift. Brian is the Hoodie winner. Why does my air bag light come on? Ford Fiesta 2019 repairable car. 2001 Buick Park Ave exploded and blew off intake manifold. How do I fix my 4-wheel drive 4x4 on a 1997 Ford Ranger? 2008 Chrysler Town and Country how hard is it to swap a steering angle sensor? #BestAutomotivePodcast2023

In this week's episode:Italian motorcycles worth as much as an apartment, old hatchbacks exploding in value, bike choices and Livewire's struggles.______________Please do leave a comment and share your thoughts. If you've got a story, insight or pictures to share, you can also email hi@tuesdayatdobbs.com Instagram: www.instagram.com/@tuesday_at_dobbs My other YouTube channel: @FreddieDobbs______________Time Stamps:0:00: Intro1:04: Used Car Prices Soaring3:27: LiveWire Sales Struggling6:00: Predicting the next classics is a game for fools… or is it? (Honda Africa Twin)8:40: Look at the Old Car Market instead (Peugeot 106, VW Golf, Ford Fiesta, Renault 5 GT Turbo11:42: The MV Agusta 750 S or the Honda CB750 (enough money to buy a house!)13:25: The Ducati Sport Classic 100016:02: The Ducati Monster 62017:14: The Ducati 91618:35: Two New Bikes and a £20k Budget23:33: A Do it All Modern Classic28:24: The Harley Davidson Springer30:26: The Mash Six hundred 65031:51: Bike of the Week: Ducati 916

Why does my 2002 Honda CR-V Squeak from the front? Why does my 2014 Toyota Corolla have bad engine performance? 2008 Chevy Impala has hard trans shift. Brian is the Hoodie winner. Why does my air bag light come on? Ford Fiesta 2019 repairable car. 2001 Buick Park Ave exploded and blew off intake manifold. How do I fix my 4-wheel drive 4x4 on a 1997 Ford Ranger? 2008 Chrysler Town and Country how hard is it to swap a steering angle sensor?

A teenager gets his arms ripped off What happens when you ignore red flags Audi TT vs Ford Fiesta vs Fox Bleeding like in the movies Con-artist spills the beans See omnystudio.com/listener for privacy information.

On episode 110 of Driven to Compete Carey met with Steve Kaster. Steve lives in Green Bay, about 1 hour and 15 minutes from Road America. He drives a Ford Fiesta. We talk about our favorite track, Road America. He started in ChumpCar and rented a Miata. Other than that, he had only done 1 track day before jumping into racing cars. He raced lots of things as a kid including BMX and Motocross but had to give up Motocross after some injuries. Then he tried out karts and was well on his way to racing cars next. Our sponsor for this episode is Chris Taylor Racing Chris Taylor Racing Services is a longtime provider of storage, transportation, and maintenance work on a variety of racecars in the Austin area. On the same site since 2003, located across the street from the world-famous Circuit of the Americas. Chris is a veteran of the motorsports industry, working on everything from B-Specs (TCB), Formula cars, Trans-Am cars, and a Championship winning SRO TC Americas crew chief for Skip Barber Racing Team. Our goal is to bring Professional level service and support to your club race or track day! Website: https://christaylorracing.com Email: christaylorracing@gmail.com Connect with Driven To Compete for sponsorship opportunities Website: www.DrivenToCompete.com Newsletter: https://manage.kmail-lists.com/subscriptions/subscribe?a=R9E7pX&g=VHesvQ YouTube: https://www.youtube.com/@driventocompete1 Email: info@driventocompete.com Phone: (512) 222-3402 --- Support this podcast: https://podcasters.spotify.com/pod/show/racingwire/support

Perhaps Harrison Ford's most complicated movie yet is The Mosquito Coast, adapted by Paul Schrader from the book by Paul Theroux. Ford re-teams with Witness director Peter Weir so there's much to discuss. Adam & Paul get into some hilariously dated Ford news and offer up a solid-yet-wacky recap of the movie, then bring in Friend-in-Movie-Talk Adam Collins to dive deep on the movie - and he is GAME for this. Tune in! We have everything we need! Like good movie talk? Please subscribe! Website: www.themovieguys.net The Ford Fiesta: https://apple.co/3s3Om9l The TMG Interview: https://apple.co/3c21SEI The Movie Showcast: https://apple.co/3eXSrrW Countdown to Nine: https://bit.ly/38XVDzS YouTube (The Movie Guys): https://www.youtube.com/TheMovieGuys YouTube (The Movie Guys LIVE): Youtube.com/user/TheMovieGuysLIVE Vimeo: https://vimeo.com/themovieguys   Twitter: https://twitter.com/TheMovieGuys Facebook: https://www.facebook.com/TheMovieGuys Instagram: https://www.instagram.com/themovieguys/ Tumblr: https://themovieguys.tumblr.com/

Today on the show I'll share a case study on a 2014 Ford Fiesta that engages and releases the starter when cranking, but will crank over if the starter relay is jumped. We made a wrong call on this one at first, but eventually get to the root of the problem.  Website- https://autodiagpodcast.com/Facebook Group- https://www.facebook.com/groups/223994012068320/Email- STmobilediag@gmail.comPlease make sure to check out our sponsors!SJ Auto Solutions- https://sjautosolutions.com/Automotive Seminars- https://automotiveseminars.com/Jarhead Diagnostics- https://www.jarheaddiag.com/ USE CODE- DIAGPODCAST FOR 10% OFFL1 Automotive Training- https://www.l1training.com/Autorescue tools- https://autorescuetools.com/ 

Hermione Granger's battered old Ford Fiesta is not built for snowstorms. It's a good thing there's a flannel-clad tractor driver to come to her rescue. Or is it? --- Send in a voice message: https://podcasters.spotify.com/pod/show/etl-echo/message

Hermione Granger's battered old Ford Fiesta is not built for snowstorms. It's a good thing there's a flannel-clad tractor driver to come to her rescue. Or is it? --- Send in a voice message: https://podcasters.spotify.com/pod/show/etl-echo/message

Hermione Granger's battered old Ford Fiesta is not built for snowstorms. It's a good thing there's a flannel-clad tractor driver to come to her rescue. Or is it? --- Send in a voice message: https://podcasters.spotify.com/pod/show/etl-echo/message

Hermione Granger's battered old Ford Fiesta is not built for snowstorms. It's a good thing there's a flannel-clad tractor driver to come to her rescue. Or is it? --- Send in a voice message: https://podcasters.spotify.com/pod/show/etl-echo/message

In this final episode we're in the UK – and the notorious case of Holly Wells and Jessica Chapman. The disappearance of two young girls had dominated the news headlines for days. Everyone clung on to hope they'd be found, but struggled to explain how they could simply have vanished. But while detectives quizzed the local community in the hope of finding answers – they didn't expect the smoking gun to emerge from some nettles, and a Ford Fiesta car. Learn more about your ad choices. Visit megaphone.fm/adchoices

El Ford Fiesta nació en 1976. Y 12 millones de unidades vendidas más tarde han muerto antes de lo esperado, no ha llegado ni siquiera al 2024, ha sido en 2023… Vale la pena hacer un repaso a la historia de este modelo y a los motivos de su prematuro, y para muchos indeseado, fallecimiento. Y es que el Fiesta a lo largo de 7 generaciones ha sido un coche, para muchos, de “toda la vida”. Un coche que, en Europa y sobre todo en España, revolucionó su segmento, un coche con unas versiones básicas muy interesantes y unos modelos deportivos de un atractivo excepcional… Yo he tenido uno de cada. Pero ha sido una muerte a tres manos: La agenda 2030, los SUV y los híbridos han acabado con nuestro querido Ford Fiesta. ¿Una muestra de lo que quieren los consumidores? ¿O una muestra de lo que quieren las marcas? Los “nuevos” utilitarios. Ya desde 1975 las revistas de coches, de las que era lector compulsivo, ya hablaban del Ford “pequeño”, pero no del Fiesta, sino del Bobcat, que era el nombre clave para este coche. Y es que en esos años los Fiat-Seat 127 y los Renault 5 arrasaban en Europa, sobre todo en el sur de Europa. Y Ford quería parte de ese apetitoso bocado. El departamento de marketing de la marca propuso muchos nombres, casi todos cos raíces latinas: Amigo, Bambi, Bebe, Bolero, Bravo, Chico, Fiesta, Forito, Metro, Pony, Sierra y Tempo entre otros. Por votación se eligió el de “Bravo", que luego usaría Fiat, pero ¿sabéis las leyes del jefe? Henry Ford II dijo que Fiesta… y no hubo nada que hablar… para mí, acertó. Coche nuevo, fábrica nueva. Este coche se fabricó en muchos lugares, entre ellos Dagenham, en el Reino Unido y Colonia, en Alemania. Pero para los españoles este coche tuvo algo muy especial: Se construyó una fábrica de nueva planta, muy moderna, en la localidad de Almussafes, provincia de Valencia. Primera generación (1976-1983). En 1976 los Fiat-Seat 127 y sobre todos los R5 ofrecían y buen nivel de acabado… pero el Fiesta, desde sus comienzos, estaba a otro nivel. Por prestaciones no estaba al nivel del 127, por confort quizás se colocaba algo por detrás del R5, pero por calidad de terminación, acabado y equipamiento, les superaba… y, por cierto, en lo que respecta a habitabilidad. Hay que nombrar dos referentes del momento, el Ford Fiesta 1.300 Super Sport, de anchísimas ruedas y sobre todo el XR2 como motor 1.6 y 84 CV de potencia para apenas 800 kg. Segunda generación (1983-1989). En realidad, fue una modernización del primer Fiesta a base de redondear sobre todo la parte delantera. Honestamente, no me pareció un “restyling” muy logrado. En esta generación hay dos hitos, el cambio de variación continua CTX que pude probar en el Reino Unido y el nuevo XR2 con motor ya de 96 CV. Tercera generación (1989-1995). Algunos, por ejemplo “Wikipedia” llaman a esta generación la segunda generación FASE 1. Bueno, yo prefiero la tercera. Tuve un XR2 de inyección que ya llegaba a los 110 CV, pero un coche con un defecto, común en esos tiempos: Podías elegir o servodirección o A/A, ambas cosas no. Y la dirección mecánica era muy dura… ¡y con 4 vueltas de volante! Aparece la versión RS Turbo de 133 CV… un coche que levantó polémicas en su momento. Cuarta generación (1995-2002). Para mí, de lejos, el Fiesta más feo que haya existido. O el menos bonito. Lo más importante de esta generación es la aparición de nuevos y buenos motores, los Zetec de gasolina de 16v, en cilindrada de 1.2, 75 CV, 1.4 y 90 CV. Sin olvidar los turbodiésel con hasta 75 CV. Quinta generación (2002-2008). Muchos llaman a los Ford Fiesta fabricados a partir de 2002 tercera generación, por ejemplo Wikipedia. Y tiene sentido porque lo cierto es que hasta 2002 las sucesivas evoluciones del Fiesta eran estéticas y de mecánica, pero el bastidor evolucionó poco. Pero en esta sí que evolucionó y el coche creció.Y además aparece otra denominación mítica: El Fiesta ST. Sexta generación (2008-2017). Lo más interesante de este “Forfi” era que compartía plataforma con el Mazda 2… eran los momentos dulces de la relación de ambas marcas. El coche crece en tamaño, en oferta, en mercados… pero sin ser ni mucho menos feo, no dejada de ser una especie de Focus “pequeñito” que no a todo el mundo gustaba. Séptima generación (2017-2023). Siempre se dice que los coches mueren cuando son mejores. Y esto en el caso del Ford Fiesta se cumple a rajatabla. El último Fiesta es bonito, bien acabado, con buenas motorizaciones. Sí, sé lo que estás pensando, en el motor tricilíndrico de 1.0 litros Ecobost con Turbo y 125 CV. ¿Por qué se muere el Ford Fiesta? Hay teorías para todo. Ya hemos hablado de los SUV, los eléctricos e híbridos, la agenda 2030… no hemos hablado del éxito del Puma, un nombre rescatado de un deportivo para aplicarlo a un SUV… así son los tiempos que vivimos.

Good morning, good afternoon, and good evening wherever you are in the world, welcome to EV News Daily, your trusted source of EV information. It's Thursday 13th July it's Martyn Lee here and I go through every EV story so you don't have to. MG EX4: A Nod to the Iconic Metro 6R4 Rally Car https://evne.ws/3DaxQLI Caterham's Project V: A New Electric Sports Coupe on the Horizon https://evne.ws/3PVUxek First Chevy Blazer EV Sets Sail for the US https://evne.ws/3JYomXT VanMoof's Financial Struggles: E-Bike Startup Files for Payment Deferment https://evne.ws/3XP16RI Kia's $200M Investment: Georgia Plant to Build EV9 SUV https://evne.ws/3pFnTTz Ford Fiesta's Potential Revival as an Electric Car https://evne.ws/3JWtkEs Texas Puts Brakes on EV Charging Funds Decision Amid Tesla Plug Controversy https://evne.ws/3O9dg4F Right-to-Charge Laws: A Game Changer for EV Owners in Apartments, Condos, and Rentals https://evne.ws/3JWCZuA Nio's ET5 and ES7 Shine in Euro NCAP Safety Tests https://evne.ws/3XUaEeq UK's New Legislation Aims for 99% Reliability in EV Charging Network https://evne.ws/3Onzdxf Tesla Alerts Model 3 Buyers: Federal Tax Credits May Shrink Next Year https://evne.ws/3JXO12C Tesla Eyes Wireless Charging with Wiferion Acquisition https://evne.ws/3pQZcU7 Audi in Advanced Talks to Acquire EV Platform from SAIC's IM Motors https://evne.ws/3JWA8lj China Paves the Way in Global Charging Infrastructure https://evne.ws/3OcsXYL BP Foresees No Role for Hydrogen in Future Cars https://evne.ws/3Oe3Wg3

In recent car news, the first 2023 Dodge Challenger SRT Demon 170 was auctioned at Barrett-Jackson for a charitable cause, raising $700,000. Actress Nicole Kidman acted as the auctioneer, and the winning bidder generously donated the car back to Barrett-Jackson for another auction. The Dodge Challenger SRT Demon 170 is a powerful vehicle with 1,025 horsepower and 945 lb.-ft. of torque. In another incident, an electric SUV in China, part of Geely's ride-hailing service, had its battery pack fall off while driving on a busy highway, raising concerns about the safety of EVs using swappable battery technology. The 2024 Ford Mustang configurator is now live, offering customization options for the EcoBoost, GT, and Dark Horse models with various trims and powertrain choices. Koenigsegg has unveiled the production version of the Gemera, offering customers the option to choose between a V8 engine hybrid or an Inline 3 engine. Alef Automotive has received FAA certification for its flying car prototype, known as the "Model A," which can both fly and travel on public roads. The Vermont DMV has closed a loophole that allowed out-of-state individuals to register cars in Vermont, aiming to prevent fraud and reckless activity. Lastly, the Ford Fiesta, the UK's best-selling car, will end its production after nearly 50 years, with the final model being manufactured in Cologne, Germany.   And we end on Round 7 of Bimmer Challenge at Streets of Willow which resulted in a little explosive drama!

The Ford Fiesta is stopping production and it's the end of and era. What was this icon like to drive and what is the future for the motoris? Mark and Pete have the answers.

Man oh man is Witness a great re-watch. What a fantastic police story with clashing cultures, real suspense, and a smart, SMART screenplay. Paul and Adam talk the up the film with the usual comedy recap, Ford news and history, then longtime Movie Guy Bart Kias joins the show with more memories, thoughts and jokes about this classic film also known for Harrison Ford's first and only (so far!) Oscar nomination. Like good movie talk? Please subscribe! Website: www.themovieguys.net The Ford Fiesta: https://apple.co/3s3Om9l The TMG Interview: https://apple.co/3c21SEI The Movie Showcast: https://apple.co/3eXSrrW Countdown to Nine: https://bit.ly/38XVDzS YouTube (The Movie Guys): https://www.youtube.com/TheMovieGuys YouTube (The Movie Guys LIVE): Youtube.com/user/TheMovieGuysLIVE Vimeo: https://vimeo.com/themovieguys   Twitter: https://twitter.com/TheMovieGuys Facebook: https://www.facebook.com/TheMovieGuys Instagram: https://www.instagram.com/themovieguys/ Tumblr: https://themovieguys.tumblr.com/

Do women find men in expensive cars more attractive than men in less expensive cars? Some people believe that the answer to this question is so patently self-evident as to not require any thought. But my guest today conducted actual scientific research into this age-old stereotype. Rob Searle is a Welsh psychologist who co-authored a paper evaluating the status-enhancing effects of luxury vehicles on the attractiveness of both men and women to heterosexual members of the opposite sex. He asked participants to rate the attractiveness of an average looking man, first in a Bentley Continental GT, then in a much more modest Ford Fiesta. The findings were published in the British Journal of Psychology. And he discusses them in this episode of Crazy Money. The results build on the work of David Buss and others who found that perceived affluence does influence mating patterns.

Topics discussed on today's show: Heidi's Surgery, Radio Host Dies On Air, Babies Born in 89, National Beer Day, Who's Going To Hell?, Guess Me Panties, HR Restrictions For Halloween, Vote No On Halloween, Birthdays, History Quiz, The Trendmill, Little Johnny's Growing Pot, Movie Reviews, Movie Password, Celebrity News, Dad Jokes, Florida Or Anywhere Else, Karenfessions, Ford Fiesta, Florida Or Anywhere Else, and Apologies.