Podcasts about Mitsubishi

Last time we spoke about the fall of Hong Kong. As dawn broke on December 20, 1941, Japanese battalions tightened their grip on Hong Kong Island. While the defenders fought desperately at Repulse Bay Hotel, Wongneichong Gap, and the heights around Mount Nicholson and Mount Cameron, piecemeal counter-attacks by exhausted Canadians, Royal Scots, Rajputs, and Hong Kong Volunteers were shattered by rain, darkness, and poor coordination.Resistance stiffened at Stanley Peninsula, but ammunition ran low and hope faded. On Christmas Eve, the Japanese stormed St Stephen's College hospital. They bayoneted wounded soldiers in their beds, murdered doctors, and raped nurses in an orgy of horror that became known as the St Stephen's Massacre.On Christmas morning—forever "Black Christmas"—Governor Young surrendered the colony after seventeen days of fighting. As white flags rose, Rear-Admiral Chan Chak and a small party made a daring escape by sea under fire, eventually rescued by Chinese Communist guerrillas of the East River Column who would save hundreds more lives in the months ahead.   #219 The Malayan Campaign Part 1: Bicycle Blitzkrieg   Welcome to the Fall and Rise of China Podcast, I am your dutiful host Craig Watson. But, before we start I want to also remind you this podcast is only made possible through the efforts of Kings and Generals over at Youtube. Perhaps you want to learn more about the history of Asia? Kings and Generals have an assortment of episodes on history of asia and much more  so go give them a look over on Youtube. So please subscribe to Kings and Generals over at Youtube and to continue helping us produce this content please check out www.patreon.com/kingsandgenerals. If you are still hungry for some more history related content, over on my channel, the Pacific War Channel where I cover the history of China and Japan from the 19th century until the end of the Pacific War. Now in the last episode we spoke about the battle of Hong Kong, which of course was fought on Chinese territory and did involve Chinese participation. I took some time to think about what aspects of the early Pacific War should be covered in depth here, ie: what pertains the most to the Chinese experience. We are not going to talk about the Philippines or Dutch East Indies, but the Malayan campaign and fall of Singapore I would argue need to be dived into. There was a lot of ethnic Chinese participation in this campaign. No worries after this brief series on the Malayan Campaign we will be jumping back to China. Following World War One, Britain sought to counter growing Japanese ambitions by establishing a major naval base in Singapore during the 1920s. The location offered strategic advantages, particularly its exemption from the Washington Naval Treaty's non-fortification clause, making it ideal for housing a powerful deterrent fleet. The plan was straightforward: maintain overwhelming naval superiority to discourage Japanese expansion. Yet this calculation proved dangerously optimistic. Japanese aggression accelerated throughout the 1930s, while the European war's outbreak in 1939 drained Britain's resources, leaving its Far Eastern colonies—Malaya, Burma, and Hong Kong—dangerously exposed. Churchill remained convinced that Japan would not strike in 1941, prompting him to channel reinforcements toward the Mediterranean theater. The defensive strategy hinged on buying time; should Japan attack, British forces would delay the enemy while holding Singapore as a fortress until relief arrived. This plan contained a fatal flaw: Britain lacked the capacity to actually send reinforcements to the region. Commander-in-Chief Robert Brooke-Popham led Britain's Far Eastern Command from Malaysia, acutely aware of the challenge ahead. Lieutenant-General Arthur Percival commanded ground forces comprising 31 poorly trained infantry battalions—approximately 88,600 personnel total—largely untrained for jungle warfare. These troops were distributed across three divisions. Air defense proved equally problematic. With only fourteen squadrons flying outdated aircraft, the RAF faced a critical shortfall. Squadrons were scattered across multiple airfields: Vickers Vildebeest and PBY Catalina aircraft at Seletar; Bristol Blenheims at Tengah; Brewster Buffalos at Sembawang and Kallang; further Buffalos and Blenheims at Sungei Patani; Lockheed Hudsons at Kota Bharu; and additional Blenheims at Kuantan and Alor Setar. Allied units occupied three strategic zones. The Indian 11th Infantry Division under Major General David Murray-Lyon held northern Malaya, defending airfields and the Thai frontier from positions near Kota Bharu, Jitra, and Alor Setar. These installations remained lightly garrisoned and vulnerable. The Indian 9th Infantry Division occupied central Malaya, tasked with holding delaying positions at Jitra and Gurun—positions themselves poorly constructed and uncoordinated. Australia's 8th Division under Gordon Bennett anchored the south near Mersing and Johor, forming the last line before Singapore's fortress. Singapore itself bristled with coastal defenses and commanded a substantial naval garrison, expected to repel any Japanese approach. A week before Japan's offensive erupted, Churchill sent Force Z to Singapore—the battleship Prince of Wales, battlecruiser Repulse, and four destroyers. Despite vigorous objections from admirals, particularly Captain William Davis, who warned the Prince of Wales without air cover would be "a hostage to fortune," Churchill overruled them, seeking to project confidence and maintain American goodwill. Admiral Sir Tom Phillips commanded Force Z. Known as "Tom Thumb" for his diminutive stature, Phillips sparked controversy—critics labeled him a "desk admiral"—yet Field Marshal Smuts called him "an admirable choice" and American Admiral Thomas Hart praised his administrative acumen. Phillips' record was mixed. He advocated astutely for tank deployment in Malaya and correctly questioned the Brewster Buffalo's effectiveness, urging Hurricanes instead. Yet he fatally underestimated the threat aircraft posed to capital ships, believing the Prince of Wales' anti-aircraft batteries could defend a maneuvering vessel. An unnoticed handicap compounded this: tropical humidity had disabled the Prince of Wales' fire-control computer before she ever fired. Force Z reached Singapore on December 2, 1941, amid misplaced confidence. Nineteen-year-old Richard Smith recalled: "Everyone believed the Japanese fleet was made of rice paper and string. We assumed we would crush them effortlessly." Churchill's public declaration seemed to goad Japan into action. Admiral Yamamoto responded decisively, dispatching thirty-six Mitsubishi bombers to reinforce existing aircraft and ordering intensive training for "ship-killing"—specialized torpedo and bombing attacks. Three air groups, led by Miyauchi, Nakanishi, and Shoji, trained relentlessly in low-level runs and ocean navigation. Phillips, stripped of air cover, commanded only aging destroyers alongside his capital ships. The stage was set for disaster. In November 1940, the German raider Atlantis captured the British steamer Automedon in the Indian Ocean, seizing documents destined for Air Marshal Brooke-Popham that exposed Singapore's vulnerabilities. The Germans shared this intelligence with Japan in December. By January 1941, the Japanese had also broken British Army codes, revealing the weakness of Singapore's defenses and enabling them to plan an invasion accordingly. The invasion of Malaya followed an audacious strategy devised by Colonel Tsuji Masanobu. Japanese forces would conduct amphibious landings in southern Thailand and northern Malaya, then push 400 miles through jungle terrain toward Singapore. The 25th Army, commanded by Lieutenant-General Yamashita Tomoyuki and initially comprising two divisions, led this operation, supported by Admiral Kondō Nobutake's 2nd Fleet, which provided convoy escort. Thailand's strategic position was crucial; the British could not defend it, offering Japan a favorable staging ground. Marshal Plaek Phibun, Thailand's leader, had informally agreed to allow Japanese passage but simultaneously negotiated with British and American diplomats, creating uncertainty. A second force, the 15th Army under Lieutenant-General Iida Shōjirō, was preparing to invade Burma through Thailand. If the Thai withheld passage by December 7, these forces would advance directly from Indochina. Brooke-Popham devised Operation Matador to counter the Japanese threat. This ambitious plan called for the 11th Indian Division to preemptively seize Singora and Patani—critical Thai ports essential to Japanese invasion plans. The operation's centerpiece was capturing the Ledge, a key terrain feature south of Patani. Control of the Ledge would allow British forces to block roads from Patani, securing retreat routes for the 11th Division and denying the Japanese access to rear areas. Failure would expose the British to encirclement and force withdrawal from Perak and Kedah. However, Matador faced insurmountable obstacles. Britain was uncertain whether Thailand would resist or accommodate Japan, and invading neutral Thai territory risked driving the Thai government into Japanese arms. Command hesitation, combined with poor intelligence, created fatal delays. Matador was never approved. Instead, authorities authorized Operation Krohcol, a scaled-down alternative named after the town of Kroh. This operation tasked a small British-Indian force with advancing into southern Thailand to capture the Ledge, destroy bridges and roads, and delay Japanese movements. Though far less ambitious than Matador, Krohcol represented Britain's final attempt at preemptive action. It would be activated only after Japan opened hostilities, but by then, opportunity had already slipped away.   On December 4, Japanese transport ships escorted by Admiral Kondō's fleet departed Hainan Island toward their objectives. Two days later, British reconnaissance spotted the fleet, but Brooke-Popham lacked authorization to intervene—he could only alert his forces. At 23:00 on December 7, Japan issued an ultimatum to Thailand, demanding passage and giving a two-hour response window. Unable to locate Prime Minister Phibun until late morning, Thailand was invaded hours later. From Indochina, Japanese Imperial Guards and the 55th Division landed at Phra Tabong and pushed northwest toward Aranyaprathet. The 5th Division's regiment landed at Patani while the division's main force seized Singora, quickly overwhelming Thai defenders. From Saigon, elements of the 15th Army conducted additional naval landings across Thailand but encountered unexpectedly fierce Thai resistance that stalled their progress. Just before Pearl Harbor came under attack, the Japanese 18th Division landed at Kota Bharu. The defenders—the 8th Indian Infantry Brigade under Brigadier B.W. Key, supported by artillery from the 21st Mountain Battery and the 73rd Field Battery—faced a daunting task. The 3/17th Dogra Regiment, commanded by Lieutenant Colonel G.A. Preston, held a 10-mile coastal stretch fortified with mines, barbed wire, and pillboxes overlooking the narrow beaches of Badang and Sabak, separated by estuaries and surrounded by creeks, lagoons, and swamp islands. The Dogras unleashed devastating fire as Japanese landing craft approached at midnight. Colonel Masanobu Tsuji observed that enemy pillboxes "responded with such overwhelming force that our men lying on the beach, partially submerged in water, could not lift their heads." The first waves were pinned down, with casualties mounting from artillery, machine gun fire, and Allied aircraft from nearby airfields. British Hudsons bombed the invasion fleet and stranded soldiers, sinking one Japanese transport and destroying seven of their own aircraft in the process. The defenders inflicted heavy casualties, but intense hand-to-hand combat eventually breached the line's center by 03:45, threatening the nearby airfield. Simultaneously, 17 Japanese bombers attacked Singapore with minimal damage and 61 casualties, surprising the British with evidence of enemy long-range aircraft. Japanese fighters and bombers dominated the skies over Kota Bharu and northern Malaysian airfields, demonstrating clear air superiority. Amid the chaos, counterattacks by Malayan battalions failed, forcing the British to destroy northern airfields to prevent capture. The defenders retreated from the beaches to Kota Bharu itself that night. As confusion engulfed British headquarters, Operation Krohcol commenced at 15:00. This scaled-down preemptive operation aimed to delay the Japanese invasion by securing and destroying the Ledge—a six-mile road carved through steep hillside with a sheer drop into a river. Blowing this section would severely impede enemy advance. The force consisted primarily of the 3/16th Punjab Regiment under Lieutenant Colonel Henry Moorhead, supplemented by engineers, traveling in Marmon-Herrington trucks provided by the Australian Motor Transport Company. Krohcol was undermanned from the start; the 5/14th Punjab Regiment and artillery battery failed to arrive on schedule, forcing the column to proceed without them. Crossing the border at Kroh, Indian troops encountered determined resistance from Thai police under Major Prayoon Rattanakit in Betong. These roadblocks delayed the Indian advance for two full days while Prayoon's officers simultaneously engaged Japanese forces at Patani. After several hours of combat, Japan and Thailand reached an armistice by midday, with Phibun granting Japan passage, though Thai forces remained neutral. Japanese forces at Patani, navigating poor roads but facing no opposition, began their advance toward the Ledge—approximately 60 miles distant—initiating a critical race against Krohcol to determine who would occupy this vital position first. Meanwhile, renewed fighting erupted at Kota Bharu as Japanese forces infiltrated around British strongpoints, causing alarm among commanders. By December 10, with the situation deteriorating, defenders received authorization to abandon Kota Bharu and withdraw south to Machang.   Just hours after the Pearl Harbor attack, Admiral Phillips ordered Force Z to intercept Japanese invasion forces in the South China Sea without air support. Phillips believed he could "finish quickly and escape to the east before the Japanese could organize a significant attack." Ten Brewster Buffaloes were assigned to support the fleet, but he departed without requesting their cover. Force Z failed to locate the Japanese fleet, which had moved northwest into the Gulf of Siam. By afternoon on December 9, Japanese submarine I-65 detected Force Z, followed by reconnaissance aircraft. When Phillips altered course toward Kuantan, crews grew complacent. Bert Wynn recalled shipboard conversation centered on sinking Japanese warships. A flag officer remarked to CBS correspondent Cecil Brown, "Oh, but they are Japanese. There's nothing to worry about." That evening, Brown questioned whether the British were overconfident given Pearl Harbor. Officers conceded theoretically but remained dismissive. One replied, "We just don't think the enemy is much good. They could not beat China for five years." At 11:00 AM on December 10, Japanese aircraft struck. Three waves of Nell and Betty bombers from Indochina, after more than five hours aloft, approached from the horizon. With no air support—Phillips had maintained radio silence—defense rested entirely on anti-aircraft batteries. Nells attacked at 12,000 feet, dropping 250 kg bombs. Repulse twisted violently, evading most, but one struck her seaplane deck, killing two dozen men instantly. At 11:30, seventeen Nells attacked at wave-top level, focusing on Prince of Wales. Nine aircraft divided their approach, flying below 100 feet from both bows. The ship's inexperienced anti-aircraft crews, hampered by inoperable radar from tropical humidity, struggled to track targets. Once torpedoes were released, the planes sped away, losing only one aircraft.   A single torpedo struck Prince of Wales near the outer propeller shaft. When restarted, water flooded engine room B. Auxiliary power failed, halting drainage and causing an 11.5-degree list to port. Her 5-inch guns became powerless; she slowed to 15 knots, severely crippled. At 12:20, twenty-six Bettys attacked in coordinated "anvil" assaults with simultaneous torpedo drops on both bows. Repulse evaded initially but two or three torpedoes found their mark. One crew member recalled, "Suddenly there was a massive explosion. I immediately knew we'd lost Repulse, for within seconds she took on a frightening list to port, so rapid no amount of counter flooding would save her." Captain's last order: "You've put up a good show, now save yourselves." At 12:23 PM, Repulse rolled over and sank stern-first, her enormous hull protruding vertically from the water. Men jumped into oil-blackened water; many drowned during hours of waiting while destroyer escorts frantically retrieved survivors. Cecil Brown described it as "a confusing, macabre game"—orange flames, white tracers, and gray aircraft "astonishingly close, like butterflies pinned on blue cardboard." With Repulse gone, bombers concentrated on the damaged Prince of Wales. At 12:44, a 500 kg bomb struck between her stacks where wounded crew sheltered, causing devastating casualties. Men ordered to abandon ship faced drowning if trapped below deck. Destroyers rushed in to save swimmers, though HMS Express nearly capsized in rescue efforts. Ten Buffaloes arrived as Prince of Wales sank—too late. One pilot recalled, "After an hour, lack of petrol forced me to leave, but during that hour I had seen many men in dire danger waving, cheering and joking, as if they were holiday-makers waving at a low-flying aircraft. It shook me, for here was something above human nature." In just over an hour, the battleship era ended: 47 British officers and 793 men perished, including Admiral Phillips. Repulse's captain later acknowledged, "The enemy's attacks were undoubtedly carried out magnificently and pressed home effectively. The high-level bombers maintained tight formation and did not veer off course." By December 10, Krohcol reached Betong, just 26 miles from the Ledge. However, a Japanese ambush caught them off-guard near the target, forcing retreat when they were only a mile away. The 5th Division's regiment reached the Ledge by midday, dealing the Indians significant casualties. By December 13, Krohcol was pushed back to Kroh, the operation failed. Meanwhile, the 5th Division advanced south from Singora toward Jitra. Major-General David Murray-Lyon commanded the 11th Indian Division's weak defensive positions at Jitra's road junction, unaware that the critical Alor Setar airfield had already been abandoned. His forces—6th Indian Brigade holding a 10-mile coastal sector, 15th Brigade covering the road, and 28th Brigade in reserve—had sent two delaying detachments on December 9. On December 11, Japanese tanks overwhelmed these covering battalions, inflicting heavy casualties. Murray-Lyon committed his reserves prematurely, leaving Alor Setar lightly defended. That night, Japanese tanks reached the main position north of Jitra, with the 5th Division following. Heavy fighting ensued between Japanese armor and demoralized Indian troops. British defenses penetrated around 06:00, forcing successive Indian units to be overrun. Murray-Lyon repeatedly requested withdrawal permission. At 19:30 on December 12, General Percival finally approved. Due to poor communication and confusion, the 11th Indian Division suffered heavy casualties but disengaged by December 13, withdrawing to Gurun. The primary British defenses in northern Malaya had been breached, the 11th Division severely weakened, and the Japanese advance down the peninsula had begun unstoppably. Percival's first significant defense occurred at Jitra on December 11th, intended to push the Japanese as far north as possible and protect remaining Allied airfields. The Japanese quickly overwhelmed the Indian defenders, and Colonel Tsuji observed the engagement firsthand: "Our tanks were ready on the road, and the twenty or so enemy armored cars ahead were literally trampled underfoot. The enemy armored cars could not escape by running away, and were sandwiched between our medium tanks. It was speed and weight of armor that decided the issue." Major General Murray-Lyon commanded the 11th Indian Division. A World War I veteran, he had served with distinction in the Highland Light Infantry, earning the Military Cross for bravery in Flanders and the Distinguished Service Order for his actions at Moeuvres. The citation stated: "For conspicuous gallantry and devotion to duty. When the enemy attacked and penetrated the line after intense fighting and continual bombing attacks, by his courage and personal example he succeeded in driving them out and held his position against further heavy attacks with splendid coolness and determination." This was no desk officer, but a frontline commander faced with an impossible task. Murray-Lyon's division appeared formidable on paper but was severely compromised. It contained only two regular British battalions—the Leicestershire and East Surrey Regiments—with the remainder consisting of four newly raised Indian Army battalions and three inexperienced Gurkha battalions. The Gurkhas, though renowned as elite soldiers, were primarily composed of 18-year-old recruits fresh from deployment. Like all Allied forces in Malaya, the division lacked tanks while facing an enemy flush with armor. After only days of intense combat, Murray-Lyon sought permission to withdraw, convinced the Japanese forces greatly outnumbered him. Ironically, Yamashita's army was outnumbered two to one. The Japanese commander employed Blitzkrieg tactics inspired by his time as a military attaché in Berlin, coordinating air and ground forces with remarkable precision. His approach involved fast-moving tanks, bomber aircraft deployed as mobile artillery, and—most unusually—bicycle-mounted infantry. Prior to the invasion, Japanese planners decided bicycles were ideal for the tropical jungle terrain. Rather than shipping thousands, they seized bicycles from the local population. The offensive typically began with bombing raids on Allied defensive positions, followed by tanks smashing through. As defenders retreated, bicycle infantry continuously harassed and attacked, while coastal amphibious assaults flanked positions along the shore. Colonel Alfred Harrison of the 11th Indian Division reflected on the psychological toll: "Fatigue had stretched the men's mind to the limit and the moral ascendancy which the Japanese achieved in these few weeks included a psychic side. The troops were beginning to attribute almost supernatural powers to the Japanese." Yamashita had rehearsed these tactics extensively on Hainan Island, conducting exercises in amphibious landings, bridge destruction and repair, and jungle operations. The bicycle innovation proved revolutionary—troops covered greater distances more quickly with less fatigue, repeatedly outflanking British forces who found themselves pushed off roads and encircled. The rapid movements created a psychological multiplier effect; British commanders, mistaken about enemy numbers, believed they faced far larger forces than actually present. This "Bicycle Blitzkrieg," as it became known, echoed Mongol tactics—a single swift force striking multiple targets so quickly that enemies believed they faced several armies. Tanks were crucial to this success. The British had deployed no tanks to Malaya before the war, a fatal omission. Combined with bicycle infantry, Japanese armor allowed them to engage British forces before defensive positions could be established. Percival authorized withdrawal from Jitra, directing troops south to Gurun, but those defenses remained unfinished and the Japanese advance was too rapid. Percival later reflected in his memoir, War in Malaya: "This withdrawal would have been difficult under the most favorable conditions. With the troops tired, units mixed as the result of the fighting, communications broken and the night dark, it was inevitable that orders should be delayed and that in some cases they should never reach the addressees. This is what in fact occurred. The withdrawal, necessary as it may have been, was too fast and too complicated for disorganized and exhausted troops, whose disorganization and exhaustion it only increased." From the start, British forces stretched too thinly across a 14-mile front in challenging terrain—dense jungle on the right flank, monsoon-soaked rice fields and rubber plantations in the center, mangrove swamps to the left. Yamashita's concentrated attacks breached the line. Repeated retreats cost both personnel and equipment, as overrun positions offered no opportunity for evacuation and bicycle infantry prevented orderly withdrawal. The Jitra defeat exposed a fundamental strategic error: deploying under-resourced troops across Malaya's entire breadth rather than establishing a shorter, more defensible line further south, which could have shortened British supply lines while lengthening Japan's—a disadvantage the Japanese could not exploit. The Allied retreat continued southward to the Gurun area, though the chaotic withdrawal from Jitra itself inflicted more casualties than the fighting had—many frontline units never received withdrawal orders, while others became lost crossing the Bata River. Murray eventually fell back to the Muda River, establishing defensive positions along the Krian River some thirty miles south. Percival, increasingly desperate, realized his entire strategy had depended on holding the Japanese as far north as possible to minimize air threats to Singapore. The rapid Japanese advance made this impossible. Reluctantly, he ordered a general withdrawal south of the Perak River, while his field commanders pleaded for reinforcements they would never receive. Though Percival had an Australian division in Johor, he refused to commit them north, fearing a Japanese naval invasion further south could threaten Singapore itself.   As Yamashita's 25th Army advanced westward toward Penang, Japanese bombers subjected the island to daily raids. British command, recognizing the island as indefensible, evacuated European residents on December 17th—leaving the local Malay population to face the Japanese. Mrs Muriel Reilly's recollection captures the moment's bitter legacy: "it still hurts to think how the white race 'let down hundreds of similarly faithful servants who trusted in us, and looked to us for protection from the hated Japanese." The abandonment had strategic consequences. In their haste, the British left massive stockpiles of arms and supplies in Penang that fell directly into Yamashita's hands. More profoundly, local Malays turned against their former colonial rulers. Some historians now argue "the moral collapse of British rule in Southeast Asia occurred not at Singapore, but at Penang." Under subsequent Japanese occupation, Penang endured three years and eight months of hardship—food shortages, rampant hyperinflation from the "banana dollar," and systematic repression including comfort women camps and the Sook Ching massacres targeting Chinese communities the Japanese feared might become guerrillas.  The Japanese occupiers' fears about Chinese resistance were prescient. Among the Chinese communities of Malaya and Singapore, anti-Japanese sentiment had been building for over a decade. Since Japan's 1937 invasion of China, ethnic Chinese populations had viewed Tokyo with deep hostility. The Japanese invasion of Manchuria in 1931, followed by the escalating horrors of the Second Sino-Japanese War, had created a reservoir of determination to resist Japanese expansion wherever it might emerge. As British colonial authority crumbled, this sentiment transformed from passive resentment into active organization. The Battle of Jitra exposed a fundamental miscalculation: attempting to defend all of Malaya with an undersized army. A more strategic withdrawal to Johore would have shortened British supply lines while extending Japan's. As December ended, Murray-Lyon was dismissed from command—a casualty of circumstance. He had spent weeks preparing for the cancelled Operation Matador while neglecting proper defenses at Jitra and Gurun. At fifty-one, this decorated soldier, who had earned the Military Cross and Distinguished Service Order in the Great War, became a civilian during Britain's darkest hour. He was replaced by Brigadier Archibald Paris, equally inexperienced in jungle warfare, who paradoxically proved more effective by facilitating the retreat of Murray's division while inflicting unexpected casualties on overconfident Japanese units. By December 26th, the Japanese 5th Division and 4th Guards Regiment crossed the Perak River, preparing an assault on Kampar. This position was crucial—located halfway between Penang and Kuala Lumpur, its terrain was unsuitable for tanks and difficult to outflank, offering a rare opportunity to make a stand. Paris gathered infantry battalions, many composed of Jitra and Gurun survivors: British battalions from the Leicesters and East Surreys, along with Jat and Punjabi units including Sikhs. The 12th Brigade hastily dug trenches, strung wire, and cleared fields around Kampar's ridges to improve visibility. After three weeks of continuous fighting and retreat, the defenders' morale had collapsed. Colonel Alfred Harrison observed on Christmas Day: "fatigue had stretched the men's mind to the limit and the moral ascendancy which the Japanese had achieved in these few weeks included a 'psychic' side. The troops were beginning to attribute almost supernatural powers to the Japanese." The Japanese, by contrast, had grown accustomed to victory and approached each engagement with unshakeable confidence. Yamashita employed German-inspired tactics using aircraft as mobile artillery—vital in terrain where conventional gun placement was impossible. Engagements began with bombing raids on Allied positions, followed by frontal assaults to establish a line, then flanking maneuvers through jungle to encircle defenders. When the assault came from the western coastal roads, Japanese tanks struck the 12th Brigade along a three-mile rural stretch near Gopeng. Small arms and heavy machine gun fire erupted as infantry dismounted from trucks and spread into the brush. Some tanks advanced alone onto a bridge near Dipang, where they encountered defenders with Lanchester submachine guns and Bren gun carriers equipped with anti-tank rifles. Lt Colonel Ian Stewart noted the grim reality: "the anti-tank rifle made no impression against the Jap mediums, while their 37 mm guns went through our armour like paper." The Japanese tankers, closing their hatches in the oppressive subtropical heat—what they described as a "Turkish bath"—approached cautiously, aware of potential counterattacks. British defenders fired desperately at vision slits, their bullets ricocheting uselessly. A 2-pounder anti-tank gun destroyed a single tank, prompting Japanese armor to withdraw and wait for infantry support. Meanwhile, two hundred defenders on the opposite side prepared to destroy the bridge. Fortunately, Kampar's shallow water allowed most to wade across a mile downstream. Stewart's 12th Brigade had purchased time. The British established a strong perimeter around Kampar Hill, resembling a "goose egg" on the map. Their artillery, better supplied than the Japanese equivalent, was concealed in the jungle with two hundred rounds stacked beside each gun. The 15th/6th Brigades occupied the low ground where the road and railway ran through town. Unlike earlier battles where Japanese forces kept defenders pinned with close contact, Kampar's expansive fields of fire and terrain offered space to maneuver—a rare advantage the British would finally exploit. Major General Saburo Kawamura led the attack on Kampar with his 9th Brigade. On December 31st, he probed the 28th Gurkha Brigade entrenched on the hill. Japanese howitzer fire drew return artillery that effectively repelled their advances. At midnight on New Year's Eve, Lt. Colonel Augustus Murdoch ordered a 12-gun salute fired at the Japanese—perhaps a cheeky gesture. Seven hours later, Kawamura launched his main assault on the western side targeting the trunk road. The brunt fell on a newly formed British battalion, the Leicesters and East Surreys, under Lt. Colonel Esmond Morrison. The 48-year-old, though some dismissed him as a "polo-playing playboy," proved a serious soldier despite his peacetime reputation, frequently sharing front-line dangers with his men. Japanese infantry emerged from the mist carrying mortars. Mortar fire became intense—one casualty was a company commander whose jaw was shattered by a splinter. However, observation officers from the 88th Field Regiment pinpointed Japanese advances, unleashing devastating artillery fire. Colonel Masanobu Tsuji observed "a continuous stream of casualties coming back down the hill to safety, either carried on stretchers or supported on the shoulders of comrades who were themselves wounded." Japanese artillery pieces were covertly moved through secondary jungle to hide their positions. During the fighting, one of Morrison's lieutenants encountered Japanese soldiers in a trench, fired his revolver, and retreated. A gunnery driver named Walker, noticing a nearby Bren position overrun, exited his vehicle armed with a Thompson submachine gun and launched a surprise attack, forcing the Japanese to retreat—earning him a medal. Troop Sergeant Major Hugill, commanding an outlying observation post connected by field telephone, received a distinguished conduct medal for calmly calling in protective artillery fire while cut off. When the attack subsided, he encountered isolated Japanese soldiers who had captured a Vickers-Berthier machine gun. Hugill gathered five infantrymen and led a bayonet charge to reclaim it. Emergency commissioned officer Lt. Edgar Newland commanded a platoon of 30 men in one of the most forward positions. His platoon was surrounded for much of the battle yet successfully repelled numerous assaults over two consecutive days. General Percival specifically praised Newland and his men. Newland received a Military Cross; his platoon sergeant, Euan McDonald, received a distinguished conduct medal. After two days, Japanese forces captured part of Thompson's Ridge. Morrison ordered two platoons of Sikhs and Gujars to bayonet charge under mortar fire. Tragically, 34 soldiers died, including their 21-year-old commander, Charles Lamb, killed in the initial charge. Captain John Graham lost both legs to a grenade but continued encouraging his men, throwing grenades at Japanese trenches before bleeding to death—but they had retaken the position. Courage, artillery, and terrain proved insufficient. Yamashita decided to outflank Percival with seaborne landings on the Malayan west coast. He transported 40 small craft by rail to Alor Star and ordered landings near Telok Anson, 30 miles southeast of Kampar. If successful, he would cut off Percival's 11th Indian Division defending Kampar. Yamashita devised a three-pronged attack: the Imperial Guards Division would paddle down the Perak River into town; another force would approach from the west on landing craft entering from the opposite direction; a third would move up the Bernam River and march north toward Telok Anson. Lt. General Takuro Matsui commanded the landings. While Kampar held, 1,500 of Matsui's men crowded onto landing craft. One steamer towing ten craft went too far south, attempting the Selangor River defended by a Jat battalion with artillery. The Japanese were repelled, losing one to three craft before moving north. In Perak, four landing rafts ran aground on a sandbar and required rescue. A British patrol boat spotted them but left to report—no action followed. Percival later remarked: "unfortunately neither the navy nor the air force were able to take advantage of this unique opportunity." Despite setbacks, Japanese forces landed and advanced on Telok Anson. On January 2nd, they encountered the 3rd Indian Cavalry and 1st Independent Company under Stewart, equipped with armored cars and Thompson and Bren guns. They inflicted significant casualties but with only 250 men couldn't hold. Stewart ordered delaying actions instead. Telok Anson fell, leaving Kampar defenders at risk of encirclement. Although Kawamura's forces showed no signs of breaking after four days of fighting, Paris feared his main supply route had been cut. He requested permission from Percival to withdraw to the Slim River defensive line. Paris prioritized preserving troops over territory: "With no reserves in hand, we were still in a position of being unable to accept major losses." The 12th Brigade held while Paris organized the division's withdrawal. An unusual discovery emerged during delaying actions: Brigadier Stewart found the body of a dead European cyclist in British uniform. Earlier, a Punjabi sentry had shot a man on a bridge attempting to grab his Thompson. Both were likely German deserters from Vichy Indo-China's Foreign Legion, in contact with the Nazi embassy. The British Legation in Bangkok had warned of such infiltrators offering sabotage and espionage assistance. Percival was particularly struck by the German who tried single-handedly to disarm a sentry and seize a bridge. The 12th Brigade discovered another European body—a German political refugee and former mining engineer who had disappeared weeks earlier. Exhausted after three weeks of near-constant combat, the 12th Brigade continued delaying actions. Japanese air forces wreaked havoc on vehicles; Stewart estimated half his casualties—around 90 killed and wounded from 4,000 troops—resulted from aerial attacks. Stewart expressed satisfaction: "It had been an eminently successful battle," though it was more a series of brief skirmishes than traditional battle. Kampar fell when Telok Anson was captured. Percival might have committed Australian brigades from Johore or garrison battalions from Singapore, but concentrating forces at Kampar risked prompting Yamashita to attack elsewhere. The Kampar defenders retreated 30 miles to the Slim River. Tsuji reluctantly acknowledged Yamashita's breakthrough was impressive, if risky. On the east coast, defenders faced more resistance at Kuantan. Percival clung to the airfield, determined to deny the Japanese RAF facilities and limit their ability to strike at reinforcement convoys approaching Singapore. The first convoy from Bombay, carrying the half-trained 45th Brigade under Brigadier Horatio Duncan, was 24 hours away. The 22nd Indian Brigade, led by Brigadier George Painter, defended Kuantan against the Takumi detachment of the 18th Division. One battalion, commanded by a veteran of Kota Bharu, fortified the airfield with barbed wire and trenches. When Takumi's forces approached, the Japanese encountered 4.5-inch howitzer fire inflicting significant casualties. The defenders fought fiercely, each equipped with six grenades instead of two, creating deadly chaos. Tsuji noted the airfield "was obstinately defended," particularly at night when grenades rolled into confined trenches with devastating effect. Word reached the defenders that General Barstow's entire 9th Indian Division was retreating through Kuala Lipis-Jerantut-Raub. The 22nd Brigade demolished installations and prepared to withdraw, though their rearguard risked encirclement. One night, investigating his southern flank with Captain Ian Grimwood, battalion commander Cumming spotted Japanese soldiers climbing barbed wire meters away. Armed with a .455 Webley revolver, Cumming and Grimwood faced seven Japanese soldiers charging with bayonets. They fired as they were knocked down, killing all attackers, but Cumming suffered two bayonet wounds to his stomach. Grimwood dragged him to battalion HQ for first aid. As the airfield was overrun, Cumming ordered withdrawal. A grenade or mortar round knocked him unconscious. He regained consciousness in a vehicle where Private Albel Singh reported a Japanese roadblock ahead. Spotting a fallen tree creating passage, Cumming ordered Singh to charge through. Machine gun fire rained down; Cumming was hit again with a shattered arm, possibly from an anti-personnel mine, while Singh endured a .256 armor-piercing bullet through both thighs yet maintained control, driving 30 miles per hour. The vehicle arrived at brigade HQ covered in blood from six occupants. Cumming would receive the Victoria Cross for his heroism. Painter held the airfield long enough for reinforcements to approach, though it cost much of one of the best Indian battalions. Painter, fixated on flanking fears, believed it "better to lose half a battalion than an entire brigade." The 22nd Indian Brigade lost a third of its strength but retreated by January 3rd. While this unfolded eastward, Yamashita's forces advanced south. Defenders prepared a new defensive line at Trolak, five miles north of Slim River. Reinforcements had arrived; the 45th Brigade was immediately dispatched to repel the enemy's advance on Kuala Selangor, which held another crucial airfield. Whether defenders could withstand Yamashita's onslaught remained to be seen.   While British forces retreated in disarray toward Singapore, another chapter was quietly beginning in the shadows of the collapsing colonial order. On December 25, 1941—Christmas morning, even as Governor Young raised the white flag over Hong Kong—Chinese volunteers in Singapore formalized their resistance. That day, the Singapore Overseas Chinese Anti-Japanese Volunteer Army, officially known as Dalforce, was established under the command of Lieutenant Colonel John Dalley. Dalforce emerged from urgent necessity. As the Japanese invasion accelerated and British defenses crumbled, recruitment of local Chinese volunteers escalated dramatically. What had begun as an informal volunteer effort in 1939 now crystallized into organized military structure. The initial cadre of 200 volunteers swelled to 4,000 members as the invasion reached Singapore's doorstep. These were not professional soldiers—Dalforce members came from the Chinese civilian population, motivated by the knowledge that Japanese occupation would target them specifically. Many lacked military training; some were armed only with sporting firearms due to critical shortages of military weapons. Supply ships intended for Dalforce, such as the SS Empress of Asia, were sunk before their cargo could reach Singapore. Yet the volunteers pressed forward, organizing themselves despite severe handicaps: makeshift uniforms, inadequate equipment, and internal divisions between Communist and Kuomintang factions, each trained separately by British officers. Dalforce would soon earn the nickname "Dalley's Desperadoes" from British forces—a name reflecting both affection for their fierce combat effectiveness and incredulity that such a hastily assembled, poorly equipped force could fight with such determination. Unlike the demoralized British and Indian troops retreating southward, these Chinese volunteers were not defending a colonial order they had experienced as oppressive. They were fighting for their homes, their families, and their survival against an enemy they had every reason to fear and oppose. As the Malayan Campaign entered its final phase and the focus shifted to Singapore itself, Dalforce would play a role that British military historians had largely overlooked but that Chinese participants would never forget. I would like to take this time to remind you all that this podcast is only made possible through the efforts of Kings and Generals over at Youtube. Please go subscribe to Kings and Generals over at Youtube and to continue helping us produce this content please check out www.patreon.com/kingsandgenerals. If you are still hungry after that, give my personal channel a look over at The Pacific War Channel at Youtube, it would mean a lot to me.   In December 1941, Japan invaded Malaya. British commanders placed their faith in "impregnable" Singapore, but disaster struck immediately. On December 10, Japanese bombers sank Force Z—battleships Prince of Wales and Repulse—in a stunning air attack.Using tanks and bicycles in a lightning "Bicycle Blitzkrieg," Japanese troops shattered Allied lines at Kota Bharu and Jitra, sending exhausted British, Indian, and Australian forces reeling southward in chaos.  

Sponsor Link:This episode of Space Nuts is brought to with the support of NordVPN. To grab our special NordVPN deal, simply visit www.nordvpn.com/spacenuts ....take control of your online privacy because no-one else is going to do it for you!Space Nuts: Q&A on Mitsubishi's Role in Telescope Manufacturing, Jupiter's Storms, and Gravitational WavesIn this Q&A episode of Space Nuts, hosts Andrew Dunkley and Professor Fred Watson tackle a range of fascinating listener questions, from the involvement of Mitsubishi Heavy Industries in telescope manufacturing to the mysteries of Jupiter's storms and the nature of gravitational waves. Join them as they delve into these cosmic queries with their signature wit and expertise.Key topics- Thomas from Canberra asks about Mitsubishi Heavy Industries and their role in the manufacturing of telescope hardware at Siding Spring Observatory. Fred Watson explains the engineering behind the Anglo-Australian Telescope and the significance of its construction.- Young listener Emily poses a question about Jupiter's Great Red Spot, prompting a discussion on the dynamics of storms and atmospheric patterns on the gas giant.- Butch from the UK inquires about the Parker Solar Probe and its mission to study the sun, as well as the advancements in solar observation technology.- Trent from North Georgia wonders if gravitational waves are slowed down by passing through matter, leading to an insightful explanation of how these waves interact with the fabric of spacetime.- The episode wraps up with a lively discussion on the role of artificial intelligence in astronomy and its implications for the future of scientific research.Timestamps00:00 - Introduction to the Q&A format and listener interactions01:20 - Thomas's question about Mitsubishi Heavy Industries and Siding Spring Observatory10:30 - Emily's question about storms on Jupiter18:45 - Butch's inquiry on the Parker Solar Probe and solar missions26:00 - Trent's question about gravitational waves and their speed32:15 - Discussion on artificial intelligence in astronomy and its impact40:00 - Closing remarks and listener engagementBecome a supporter of this podcast: https://www.spreaker.com/podcast/space-nuts-astronomy-insights-cosmic-discoveries--2631155/support.

Mitsubishi sold its last car in India in January 2020. Four years later, a post about the Pajero got 4,000 likes and 80 comments in four hours. That is the Mitsubishi story in India — great products, massive goodwill, zero strategy.In this episode of the evo India Podcast, Sirish Chandran and Aninda Sardar go through the complete Mitsubishi India journey. The Lancer that arrived in 1998 with independent rear suspension on a rally-derived chassis and beat the Honda City in every handling test — just not in engine feel. The Mitsubishi Cedia that shared its platform with the Evo 6 and 7. And the chairs are actually from the rally car that Sirish drove. The Pajero whose two-tone red-and-white paint job was not a design choice — the paint booth at the Tiruvallur facility was too small to fit the whole car, so the doors were painted separately. The Pajero Sport, which had more power and more torque than the Toyota Fortuner, cost ₹5 lakh more and never had a chance. The Mitsubishi Outlander had column-mounted paddle shifters borrowed from rally cars, a Rockford Fosgate sound system, and a CVT gearbox that killed it. And the Evo 10 — India's most beloved performance car, the one that beat the Mercedes-AMG CLA45 in a back-to-back comparison and upset Mercedes considerably in the process — priced at ₹60 lakh and sold in numbers so small Mitsubishi had to discount the remaining units into oblivion.Sirish also talks about the five days he spent waiting in Coimbatore for Mitsubishi to bring the Evo 10 to the track, his Cedia rally car that gave him the foundation for everything he knows about car dynamics, and the honest verdict on whether Mitsubishi will ever come back to India.0:00 Precap0:33 Introduction: Mitsubishi's journey in India2:09 The history of Hindustan Motors and the JV with Mitsubishi7:12 History of the Mitsubishi Lancer10:14 Mitsubishi's motorsport history10:52 Sirish's memories of the Mitsubishi Lancer12:35 Mitsubishi Lancers rallying in India17:01 Mitsubishi Lancer Invex18:22 Mitsubishi Lancer stopped and in came Cedia26:13 The arrival of Mitsubishi Pajero29:28 The Mitsubishi and Jeep connection30:45 The variants of the Mitsubishi Pajero34:56 Mitsubishi Pajero Sport35:37 The moment when the Montero was stopped and reintroduced36:22 The missed opportunity at a Fortuner rival38:01 Mitsubishi Outlander41:31 evo India's own Mitsubishi Lancer EVO X48:42 Mitsubishi has an India website50:11 The sad ending to the Mitsubishi story in India51:22 Mitsubishi in the Renault-Nissan alliance could bring the Pajero back53:14 Mitsubishi and TVS tie-up

Benvenuti e bentornate in questa nuova collaborazione di Giappone nel mondo. Oggi vi presento Focus Giappone, la rassegna stampa curata da Simone Ottuzzi, creatore del canale YouTube Omotenashi Anime e caro amico. Ogni lunedì alle 6:00 vi porterà le notizie più interessanti della settimana dal Sol Levante, arricchendo il nostro feed con contenuti freschi e approfonditi. Passate a salutare Simone sul suo canale Omotenashi Anime e… buon ascolto!-- Link utili: --- Valutate l'idea di ISCRIVERVI al canale di Simone OMOTENASHIANIME: https://www.youtube.com/@OMOTENASHIANIME- Il canale YouTube su Giappone nel Mondo: https://www.youtube.com/@giapponenelmondo- Il nostro canale su approfondimenti e cultura pop LIVE PLOT-TWISTER: https://www.youtube.com/@plot-twister--- SHOWNOTES ---RIASSUNTO:Questa settimana Focus Giappone affronta la nuova strategia militare del Giappone incentrata su droni, intelligenza artificiale e missili a lunga gittata, con un budget di 8.9 trilioni di yen. Tra le altre notizie: il comportamento predatorio dei cinghiali sull'isola dei conigli, il ritorno del SUV Mitsubishi Pajero dopo 7 anni, l'aumento degli scarafaggi a Hokkaido e la partnership tra Uber e la città ai piedi del Monte Fuji contro il turismo eccessivo.CAPITOLI: 00:00  Introduzione e benvenuto 00:39  La nuova strategia militare del Giappone con droni e AI 03:03  I cinghiali selvatici predano i conigli sull'isola di Okunoshima 05:17  Mitsubishi Motors presenta il nuovo Pajero 07:19  Hokkaido affronta l'aumento degli scarafaggi per i cambiamenti climatici 09:22  Uber e il comune ai piedi del Monte Fuji unite contro il turismo eccessivo 10:48  Chiusura e ringraziamentiARGOMENTI: - Strategia militare giapponese e investimenti in droni - Intelligenza artificiale nel settore della difesa - Comportamento predatorio dei cinghiali sull'isola dei conigli - Ecosistema e turismo nell'isola di Okunoshima - Ritorno del Mitsubishi Pajero sul mercato - Aumento degli scarafaggi a Hokkaido e cambiamenti climatici - Partnership Uber e turismo sostenibile - Overtourism e gestione dei flussi turistici in GiapponeDESCRIZIONE SEO (per Spotify):Scopri le notizie principali dal Giappone della settimana: il Giappone annuncia una rivoluzione nella strategia militare con droni e intelligenza artificiale, il nuovo Pajero di Mitsubishi ritorna dopo 7 anni di assenza, e si affrontano problematiche come l'aumento degli scarafaggi a Hokkaido e il turismo eccessivo ai piedi del Monte Fuji. Un'analisi completa degli ultimi sviluppi giapponesi tra tecnologia, ambiente e sostenibilità.

Les passionnés répondent à l’appel de Sanair Tesla relance son Cybercab Ferrari présente sa Luce à Montréal Mitsubishi ressuscite le Pajero : à quand un nouveau Montero chez nous? Kia Canada repousse la venue du Telluride 2027 Le Polestar 4 devient un VUS avec vitre arrière et plus d'espace Des changements « sans précédent » à venir pour les Mazda CX-70 et CX-90 Le Lexus NX 2027 se rafraîchit et devient exclusivement hybride Des GMC Sierra HD seront fabriqués à Oshawa La future Toyota Celica sera une rivale directe à la Honda Prelude Cette semaine, Hugues Gonnot nous raconte l’histoire de la Chevrolet Camaro.Pour de l'information concernant l'utilisation de vos données personnelles - https://omnystudio.com/policies/listener/fr

Jim Moschos, national sales director of technology finance at Mitsubishi HC Capital Canada Canadian businesses buying servers and IT infrastructure are facing a difficult combination of higher hardware costs, currency pressure and continuing uncertainty in the technology supply chain. The result is serious sticker shock for many SMB customers, with some putting off infrastructure projects or looking for ways to reduce the immediate impact of a refresh. But delaying technology investments indefinitely may not make the problem go away. As Jim Moschos, national sales director of technology finance at Mitsubishi HC Capital Canada, puts it, “Kicking the can down the road doesn’t really help because that can could become a dumpster.” On this edition of In The Channel, Moschos discusses how financing can help managed service providers and VARs keep projects moving while giving customers more manageable payment options. He explains how assignment models can move the underwriting burden away from the solution provider, allowing smaller channel firms to pursue larger opportunities without taking on unnecessary customer credit risk. Moschos also discusses asset buybacks, which can use the residual value of existing equipment to help offset the cost of a hardware refresh. And he highlights an under-discussed opportunity in software and cybersecurity: using financing to bridge the gap between vendors offering discounts for three- to five-year upfront commitments and SMB customers that are more comfortable with annual operating budgets. For channel partners, financing is not simply a way to lease a server. Used strategically, it can support cash flow, protect margins, improve the customer conversation and create new ways to structure infrastructure and software deals. Read Full Transcript Robert Dutt: Hello and welcome to In The Channel from ChannelBuzz.ca, bringing news and information to the Canadian IT channel community for the last 16 years. I’m Robert Dutt, editor of ChannelBuzz.ca, and your host for the show. Today we’re talking about money, and specifically, how to find it and use it when the macroeconomic picture gets messy. Right now, Canadian IT buyers are facing a serious squeeze. The weak Canadian dollar, tariffs, and a global memory shortage have driven up the cost of hardware. And that means serious sticker shock for customers, especially in the SMB space. But freezing IT projects and waiting to see what happens isn’t a great strategy. Joining me to discuss how solution providers can use financing to navigate these choppy waters is Jim Moschos. He’s the national sales director of technology finance at Mitsubishi HC Capital Canada. We discuss how financing has moved way beyond just leasing a server, how partners can eliminate their own underwriting risk, and how to use financing to capture multi-year software discounts for clients who only have annual budgets. Let’s get right into it. My chat with Jim Moschos. Jim, thanks for taking the time. I appreciate it. Jim Moschos: Well, I appreciate being here, Robert. Thank you. Thank you for the invite. Robert Dutt: To start with, let’s take a look at the macro environment. Canadian buyers are currently facing a variety of things going on. It takes me back to the very meme-able movie Airplane! scene — it looks like I picked the wrong week to quit sniffing glue, to borrow from the film. We’ve had the tariff situation, the Canadian dollar hovering around $1.40, and prices in general being driven up by the global memory shortage situation. From your vantage point, how is all of that impacting IT purchasing behavior, especially in the SME space right now? Jim Moschos: Yes. What we’re seeing is two dynamics in terms of customer types and their responses. We have a few that are playing a wait-and-see game, which means they’re going to be waiting a long time. From the dynamics you mentioned, I think if, hopefully, God willing, there’s an end to the war soon, I think we’ll see the U.S. dollar subside, as right now its main strength is due to safe-haven demand. But the other items you mentioned in terms of trade negotiations and supply shortages, that’s not a near-term solution. The negotiations will probably last well into the end of this year, if not beyond. And the supply shortage, they’re talking about 2027 through possibly 2030, depending on how strong the demand is. The people that are putting projects on hold, I think they’re going to have a bigger hill to climb later on if they’re thinking that prices are going to subside. On the other end of the spectrum, we have the types of clients that are wanting to lock in the pricing now. Rates right now are still relatively low. The Bank of Canada’s holding rates, our swap lines are relatively stable. I think taking advantage of the lower rate environment, and also coupled with pricing certainty — even though the prices have gone up, they could go up even higher — so we’re seeing a lot of people locking in the orders, leveraging financing, for example, as a way to be able to absorb the increase within a structured payment plan that makes sense for them. And we’re certainly seeing some prominent solution providers advising clients, and vendors as well, advising would-be customers to spec out what you want early, get it for the life of the machine, don’t bet on this changing in the short term, and don’t bet on it getting better. So that’s another factor. I think kicking the can down the road doesn’t really help because that can could become a dumpster. Robert Dutt: For MSPs and VARs sitting in the middle of this, how do you see this volatility affecting their product pipelines, their own cash flow, those kinds of things — basically running the business? Jim Moschos: For those that haven’t entertained financing before, because only a small percentage of IT hardware and software is actually financed still to this day, relatively speaking, in comparison to other industries. I think that having conversations with lenders in terms of understanding their business model and their go-to-market strategy, and trying to identify a financial vehicle that works for them in a way they can optimize their cash flow. There’s also things that can be done creatively, that if they’re investing in product, for example, or used to fulfill certain contracts, there’s things we can do in terms of possibly taking a security interest or assignment of those contracts. So the VAR isn’t actually carrying the entire burden of the underwriting themselves. We can actually leverage it, potentially, the end user. But then again, that depends on the situation as well as when it needs to be further investigated, but there are potential solutions that we can look into. Robert Dutt: I wanted to pull on that. It’s funny that you mentioned that the usage in technology, particularly through the channel, is lower than you see in other industries. Certainly, I hear regularly from vendors pushing on their captive financing arms. I hear from the distributors on what they’re able and willing and wanting to do in terms of financing. There’s yourself and your peers who are coming at it from your point of view as pure-play finance companies. What is it that you think has historically driven that lower-than-one-might-expect rate of usage of financing in tech compared to other industries? Jim Moschos: I think traditionally, people have high relationships with their key contact at an organization. Typically, it’s in the SME within IT that they’re used to going, understanding, solving a project. And they would then get the capital funds allocated, then strike a PO, and then the PO will be fulfilled. That person that they’re talking to may not necessarily be well-versed to position financing within the organization, coupled with the fact that the VAR themself might not be providing those conversations. What is required is to have conversations with broadening their contact base within their accounts, talking to people within finance, and having those conversations. We try to educate our partners in terms of having those conversations. And if they don’t feel comfortable, we’re more than happy to have those conversations with them, to their customers, so we can help position the benefits of payment plans. Robert Dutt: I think a lot of solution providers might think of tech financing as something they offer to the end user, to lease a server, or lease a solution, say. But as I understand it, you guys work directly with the channel on supply chain as well. You did a little bit of this, but can you break down a bit more on how you historically have worked with solution providers? Jim Moschos: Not necessarily — that was a one-size-fits-all. We have a myriad of financial offerings. It depends on what their go-to-market strategy is and where the payment points are for themselves or for their customers. There’s a complexity spectrum going on. I guess on the simple end of the spectrum, we can offer basic financing solutions for their end users, whether it’s capital lease, loan, operating lease, what have you. And on the other end of the spectrum, we can get into more complex assignment models, where we would take assignment of their documents to their customers and underwrite the end users and monetize either the entire agreement or a portion of the agreement. And then you have solutions in between, whether they’re bundled solutions, pass-through, we get into some guaranteed residuals, things of that nature. So again, there is a myriad of ways we can go about it. It all depends on the situation, the unique situation of the VAR, what they’re trying to accomplish. Robert Dutt: Obviously, this is an ecosystem that’s very concerned with the fact that it is an ecosystem. When a solution provider brings you into a deal or uses supply chain financing from someone like you guys, how does that change the relationship with the vendor? They’re ultimately selling to the customer and perhaps the distributor that’s facilitating sitting in the middle there. Jim Moschos: I think it enhances it. In terms of the relationship, I think it gives the vendors and the customer possibly some comfort that they are a small and mid-size VAR, that they have somebody, for me personally, for our partners, to have somebody the size of Mitsubishi with a strong balance sheet supporting them. I think it gives individuals that kind of comfort. Robert Dutt: Let’s talk about the situation today. Basically, how can Canadian solution providers use some of the financing mechanisms available to them right now to shield themselves from currency fluctuation, from supply chain volatility, from all this madness that’s going on in the world? Jim Moschos: By leveraging financing, I think it gives these solution providers pricing certainty. It allows them to lock in certain payment plans and rates over a period of time, or the useful life of the product. If they are looking for some sort of short-term financing or longer terms or more flexible options, to opt for operating leases or provide low payments with a good amount of back-end flexibility, depending on if they want the ability to trade up or hedge against technology obsolescence, we can offer operating leases to help again with that pricing certainty, at least in the short term. Another thing that’s kind of where we’re seeing some good traction over the last little while, and what’s overlooked, is the financing of software. We’re seeing more and more organizations opting to finance their, let’s say, three-year, five-year cybersecurity licenses, for example, where you have some OEMs that are offering some attractive discounts for multi-year agreements. The problem there is that they want their money upfront. You might be used to paying $100,000 a year for a cybersecurity license. The OEM might come to you and say, “Instead of paying $300,000 the next three years, we’ll give you an offer of $260,000,” for example, and you’re thinking, “That’s great. However, I don’t have — like, I only budget $100, I don’t have $260 now.” And where we kind of help bridge the gap, where we’ll put together a three-year agreement and the interest is really nominal to the point that they still realize a substantial benefit from that. It’s kind of a win-win in a situation where the OEM gets their money upfront and the VAR gets that pricing certainty and that discount. We’re seeing more VARs, more end users financing these types of software scenarios. Robert Dutt: When I’m sitting across the table from an SMB customer as a VAR, MSP, owner or salesperson, and they’re having serious sticker shock about a hardware refresh in particular, how do I change the sales conversation? How do I use some of the financing that’s available to soften that blow, redirect the customer’s mindset away from that as much as possible and just kind of get to the yes? Jim Moschos: If they currently own the assets, we look at ways that we can soften the blow. We could actually look at acquiring the assets that are unencumbered and put that towards the cost of the new acquisition and reduce the payments. We also look at ways of structuring the payments and possibly doing step payments where they might not have the money in the budget this year, but they could have more budget next year. We could structure a payment plan that is more acceptable for them and their cash flow and their budgeting. We could also look at, again, like I mentioned before, potentially doing operating leases, which is on the technology side with flexibility in the backend, lowers their payments, which again provides an easier entry into doing a refresh. Robert Dutt: The other side of this, I guess, for channel business owners, for VAR, MSP founders, owners, principals who are listening to this and trying to plan out their hardware strategies amidst all of these various uncertainties, what’s your biggest piece of advice on how they should be managing their capital in this moment? Jim Moschos: Based on what we discussed from the top of the call in terms of the macro environment, I would highly suggest trying to preserve cash, look at financing models, have those discussions early with their financing partner, try to identify what model makes most sense for them, whether it’s capital leases, a loan structure, operating leases, depending on what the use is for the product and how long they intend on keeping it, refresh cycle, etc. Don’t discount the possibility of financing software for ones that make sense. Kind of open the lens beyond hardware and look at software as well. Just have those conversations early with their finance partner. I don’t think there’s a one-size-fits-all approach. I think it depends on the unique requirements of the particular partners. Robert Dutt: Last one for me. If I’m a solution provider listening to this and I want to learn more about what Mitsubishi can do to support my business, to do creative things, to help me figure out all of this stuff, where do I go? Jim Moschos: Well, that’s an easy one. They can go to our website at landingca.mhccna.com/tech-finance. We have a pretty robust website, but I’d be more than happy to — if they want to reach out to me directly and have a discussion, I’d be more than happy to take their call or their email. My email is jmoschos@mhccna.com. They can email me anytime and I’ll get back to them as soon as I can and have a good discussion with them. Robert Dutt: Jim, I appreciate your taking the time. Good luck with helping channel partners through all this fun stuff. Jim Moschos: Thanks, Robert. Appreciate that. Thank you for having me. Robert Dutt: There you have it, Jim Moschos from Mitsubishi HC Capital Canada. I’d like to thank Jim for his time. I thought his point about bridging the gap on multi-year software and cybersecurity deals was quite timely given the circumstances. If your vendor is giving you a major discount for a three-to-five-year upfront commitment, but your customer can only stomach annual operational expenses, bringing in a finance partner to take the upfront hit while you secure the margin and protect your customer is a brilliant way to solve the problem for everyone involved. Thank you, as always, to all of you listening. If you enjoyed the show, please do follow or subscribe. We’re on Apple Podcasts, Spotify, YouTube, and pretty much everywhere else you find podcasts. Ratings and reviews are always hugely appreciated. Until next time, I’m Robert Dutt for ChannelBuzz.ca, and I’ll see you in the channel. Bye.

Sometimes the best conversations happen when you least expect them.   In this episode, I'm taking the podcast downtown and having conversations with people I've never met before - about faith, doubt, prayer, church, and what it looks like to follow Jesus in everyday life.   One conversation especially stuck with me. I met Sky, who grew up around Christianity but has wrestled with what she sees and hears from Christians today. We talked honestly about politics, spiritual questions, church hurt, creativity, and what she thinks about Jesus.   We also talk about something I know a lot of us wrestle with: How do you actually talk about your faith with people who don't go to church? I share some simple ways to start those conversations through praying for opportunities, asking questions, sharing your story, inviting someone along, and most importantly, letting the way we live point people toward Jesus.   Because following Jesus isn't about having all the right answers or forcing a conversation. Sometimes it starts with simply being willing to sit down, listen, and love someone well.   Thanks to our amazing partners on this episode:    First Interstate Bank has a mission to help people and their money work better together. They do this by ensuring clients can manage their money conveniently wherever they are while also providing the friendly service. They have over 300 locations throughout 14 states! For more information and to find a location near you, visit https://www.firstinterstatebank.com/   Vern Eide Motorcars is a growing employee-owned company that offers sales, service, and financing of automotive, motorcycle, and power sports lines, including Acura, Ford, Chevy, GMC, Honda, Hyundai and Mitsubishi brands. Whether you live locally or across the country, visit https://www.verneide.com/   Subscribe to Life Between Sundays on YouTube and watch the full episode: youtube.com/@adamaweber  Sign up for The Crew: https://www.adamweber.com/thecrew  

- Ford Develops 6-Wheel Ranger - Ford Fathom Doing Hot Weather Testing - Trucks Become Cars in NHTSA CAFE Regs - Honda Tells Suppliers: Cut Cost $9B - BYD's $3,800 Home Solar Package - Mitsubishi Brings Pajero Back - Range Rover EV Tops $200K - Get an App, Get Paid to Train a Humanoid - Robotaxis Popping Up Everywhere

- Ford Develops 6-Wheel Ranger - Ford Fathom Doing Hot Weather Testing - Trucks Become Cars in NHTSA CAFE Regs - Honda Tells Suppliers: Cut Cost $9B - BYD's $3,800 Home Solar Package - Mitsubishi Brings Pajero Back - Range Rover EV Tops $200K - Get an App, Get Paid to Train a Humanoid - Robotaxis Popping Up Everywhere

A steering spindle installed wrong. Shock reservoirs that can detach. A rear spoiler that can fall off at speed. We start with the kind of recall roundup that makes you double-check your own VIN, then we swing hard into pure car-nerd fun: guessing what vehicles actually sold for on Hemmings online auctions and arguing about whether the prices make any sense in today's market. The auction game takes us from a 1969 Chevy Camaro pace car replica to a clean 1965 Mustang convertible, then into a surprising low-mile 1999 Mustang GT 35th Anniversary convertible that sells for way less than you'd think. We also hit big nostalgia with a 1973 Cadillac Eldorado Indy pace car replica, debate value on a 1965 Pontiac Le Mans convertible with tri-power, and react to eyebrow-raising results on an 81 Toyota Land Cruiser convertible, a 1969 Mercury Cougar, and a 2002 Mercedes-Benz G-Class with 151,000 miles that sells for “wait, really?” money. Then Mike brings the practical detail with his 2026 Range Rover Sport Dynamic SE plug-in hybrid review, including 454 horsepower, towing capability, luxury features, and the big question: can an all-screen interior with no knobs or buttons actually be livable every day? We wrap with Jeff's cruise-in and events calendar plus automotive news on Mitsubishi confirming the Pajero's return, Hyundai's truck ambitions, EV emergency door handle recalls, and a dealership experimenting with drone delivery for auto parts. If you like smart car talk, real prices, and useful buyer perspective, subscribe, share the show with a friend, and leave us a review. What was the most surprising sale price or recall detail to you?Be sure to subscribe for more In Wheel Time Car Talk!The Lupe' Tortilla RestaurantsLupe Tortilla in Katy, Texas Gulf Coast Auto ShieldPaint protection, tint, and more!Disclaimer: This post contains affiliate links. If you make a purchase, I may receive a commission at no extra cost to you.----  ----- Want more In Wheel Time car talk any time?     In Wheel Time is now available on Audacy!  Just go to Audacy.com/InWheelTime where ever you are.-----   -----Be sure to subscribe on your favorite podcast provider for the next episode of In Wheel Time Podcast and check out our live multiplatform broadcast every Saturday, 10a - 12nCT simulcasting on Audacy, YouTube, Facebook, Twitter, Twitch and InWheelTime.com.In Wheel Time Podcast can be heard on you mobile device from providers such as:Apple Podcasts, Amazon Music Podcast, Spotify, SiriusXM Podcast, iHeartRadio podcast, TuneIn + Alexa, Podcast Addict, Castro, Castbox, YouTube Podcast and more on your mobile device.Follow InWheelTime.com for the latest updates!Twitter: https://twitter.com/InWheelTimeInstagram: https://www.instagram.com/inwheeltime/https://www.youtube.com/inwheeltimehttps://www.Facebook.com/InWheelTimeFor more information about In Wheel Time Podcast, email us at info@inwheeltime.com

Catch the big stories from factory to forecourt with Curtis and Philip on this week's Motor Trade Radio podcast, powered by Cazoo. The much-mooted ZEV mandate consultation has been launched: Vertu boss Robert Forrester shares his views

Real Monterey Car WeekIn this Mercedes People carrier Episode 447, Chrissy's dislocated pinky is Citroen better, Chris drives on some rocks, Mental is drowning in ACVW parts and Tim gets real itchy. Actually we bring on Neal Losey on to talk about Concourse d'Lemons, and why you should go check it out!Forget million-dollar hypercars. The best part of Monterey Car Week might be the cars nobody else would let onto the lawn.Five-time National Effing Champion Neal Losey joins Everyone Racers to take us inside the 2026 Concours d'Lemons, the gloriously disreputable counterpoint to the Pebble Beach Concours d'Elegance—and possibly the purest celebration of weird car culture anywhere.While Pebble Beach is polishing priceless classics, Concours d'Lemons fills the Seaside City Hall lawn with forgotten marques, questionable engineering, tiny cars, enormous drivers, former demolition-derby survivors and automotive decisions that seemed like a good idea at the time.In other words: our people.Neal tells us what it's actually like inside Concours d'Lemons during Monterey Car Week, including the packed crowds, bizarre awards, Lemons racers, rally cars, kids painting race cars, Buttercup the horse-car becoming a slide, and the Red Fang Chevy wagon arriving the most Lemons way possible: being pushed across the grass because it stopped running.That wagon has an even better ending. After winning an Index of Effluency, becoming a Red Fang tribute car and appearing at Concours, it was sold to a group of excited 22-year-old dairy farmers from Visalia preparing to become brand-new Lemons racers.That right there is why we love this community.But this is Everyone Racers, so before we reach Monterey, things get appropriately weird.We recap the Hell on Wheels Lemons Rally, including a Mitsubishi camper, a 1959 Edsel, an International Harvester, a V8-swapped RX-7, a purple Smart car and two rescue puppies. Chris and Chrissy take an old Range Rover through Colorado, where Chrissy dislocates a pinky mountain biking, Chris performs a field-expedient repair, and they continue hiking because apparently pain is merely advisory.Tim talks Pebble Beach, PGA HOPE, moving to Maine, his '59 El Camino and the rapidly expanding definition of “garage project.” Mental works on the land-speed VW and Porsche 912. Neal shares the incredible story of his mother's 1966 Mustang, bought new with six-tenths of a mile and later V8-swapped by her personally.We also hit automotive news, cheap race cars, Honda selling pieces of racing history, a spectacularly expensive Ferrari, terrible car names and the latest opportunity to make financially irresponsible racing decisions.Above all, this episode is about what Neal calls the world around Lemons: weird cars, rallies, racing, ridiculous ideas and people genuinely excited about the things they love.If you're into 24 Hours of Lemons, amateur endurance racing, low-budget motorsports, DIY race cars, classic cars, Monterey Car Week, weird automotive history or garage-built insanity, you've found your people.Because expensive cars are nice.But pure dumb joy is better.Check out Neal's Radio Shows, Morning Cup & Night Train on Demand here;https://www.kcbx.org/programs-ondemandUber Rich Guy pays too much for a stupid Ferrari (Matt Hardigee @ the Autopian)https://www.theautopian.com/someone-just-spent-40000000-on-the-first-ferrari-luce-ev-because-the-world-makes-no-sense/ Honda Will Sell And Restore Its Iconic Race Cars Through New Heritage Racing Program (Andy Kalmowitz @ Jalopnik)https://www.jalopnik.com/2235518/honda-restore-iconic-race-cars/Naming a New Vehicle Is Way Harder Than You Think (Dan Roth @ The Drive) https://www.thedrive.com/news/naming-a-new-vehicle-is-way-harder-than-you-think-and-experts-still-arent-sure-ford-got-it-rightPGA Reach Foundationhttps://www.pgareach.org/Any VW Rabbit in Stillwater MN for $3k on Racing Junk https://www.racingjunk.com/volkswagen/184812654

I've known Jon Weece for a long time, and every time I get around him, I walk away with something I need to think about.   Jon and I sat down and talked about a little bit of everything, from what 26 years of ministry has taught him, to staying humble and kind, dealing with criticism without becoming bitter, and remembering that our identity is rooted in who we are, not what we do.   We also talked about something I think a lot of men struggle with: friendship. How do you make good friends as an adult? How do you find people who will encourage you, challenge you, and help you become more like Jesus?   Jon has a ton of wisdom, but what I loved most about this conversation is how honest and practical it was. This one is full of things I think all of us can take with us into whatever season of life we're in.   boonebrothers.org   Thanks to our amazing partners on this episode:    First Interstate Bank has a mission to help people and their money work better together. They do this by ensuring clients can manage their money conveniently wherever they are while also providing the friendly service. They have over 300 locations throughout 14 states! For more information and to find a location near you, visit https://www.firstinterstatebank.com/   Vern Eide Motorcars is a growing employee-owned company that offers sales, service, and financing of automotive, motorcycle, and power sports lines, including Acura, Ford, Chevy, GMC, Honda, Hyundai and Mitsubishi brands. Whether you live locally or across the country, visit https://www.verneide.com/   Subscribe to Life Between Sundays on YouTube and watch the full episode: youtube.com/@adamaweber  Sign up for The Crew: https://www.adamweber.com/thecrew

- Another Incentive War Coming? - Detroit 3 Losing Market Share - Chrysler Pacifica Sales Up 81% - Used Prices Up $9K Since 2019 - Ford to Stop China Imports - EREV Sales Drying Up in China - Mitsubishi Gets Foxconn EV from Taiwan - Honda Auctions Off Old Race Cars - Ford Revives the Ford Times, Now Electronically

- Another Incentive War Coming? - Detroit 3 Losing Market Share - Chrysler Pacifica Sales Up 81% - Used Prices Up $9K Since 2019 - Ford to Stop China Imports - EREV Sales Drying Up in China - Mitsubishi Gets Foxconn EV from Taiwan - Honda Auctions Off Old Race Cars - Ford Revives the Ford Times, Now Electronically

This week's show features stories from Radio Deutsche-Welle, NHK World Radio Japan, and Radio Havana Cuba. http://youthspeaksout.net/swr260807.mp3 (29:00) From GERMANY- In Gaza there was a funeral for 112 members of 2 clans that were buried under the rubble of a building Israel had flattened. Israel continues to bomb daily in Gaza despite a ceasefire- 150 Gazans were killed in July alone. Dr. Moustapha Barghouti, Secretary-General of the Palestinian National Initiative is interviewed about the significance of the funeral, and the agreement with Hamas put forward by Trump's so-called Board of Peace. He also of 2 Gaza families.speaks about the collective punishment, Israel blocking all foreign journalists from entry into Gaza, and the fallacy of a ceasefire. He brings up settler attacks in the West Bank. Netanyahu announced that even if there is disarmament he will never withdraw from Gaza. Dr. Barghouti says Palestinians have little influence on the Board of Peace, but that there will be democratic elections for a new parliament. From JAPAN- The Japanese Defense Ministry presented its annual report with a focus on drones, AI, and exporting some weapons. Hiroshima held its annual Peace Ceremony with leaders talking about the importance of immediately abolishing nuclear weapons. Mitsubishi is racing to develop next generation small modular nuclear reactors as is Canada and the US. From CUBA- Cuban Foreign Minister Rodriguez denounced the power outages made much worse by the US sanctions and blockade of fuel to the island. RHC was down for 3 days this week. Trump is interfering in the Brazil presidential election in October as he has in recent polls in Argentina, Honduras, and Colombia. Oil company profits are soaring because of the US Israel war on Iran. The heatwave in Europe continued, with wildfires and drought in many areas. Iran and Oman appear to be nearing a deal on opening the Strait of Hormuz. Available in 3 forms- (new) HIGHEST QUALITY (160kb)(33MB), broadcast quality (13MB), and quickdownload or streaming form (6MB) (28:59) Links at outfarpress.com/shortwave.shtml PODCAST!!!- https://feed.podbean.com/outFarpress/feed.xml (160kb Highest Quality) Website Page- < http://www.outfarpress.com/shortwave.shtml ¡FurthuR! Dan Roberts "We are asleep with compasses in our hands." --W.S. Merwin Dan Roberts Shortwave Report- www.outfarpress.com YouthSpeaksOut!- www.youthspeaksout.net

Ashley Weece has a way of saying the thing you're thinking, but maybe haven't had the courage to admit.   In this conversation, we talk about what it really means to live with integrity, how to know if God is calling you into ministry, and why faithfulness in the small things matters more than chasing the big moments.    Ashley shares her story from growing up in Kansas and learning from her faithful grandparents to planting Iron Coast Church in Maine with her husband - and opens up about balancing ministry, motherhood, and the pressure to perform.   We also have an honest conversation about women in ministry, how churches can better encourage and develop leaders, and why your calling is never about building your platform. It's about glorifying Jesus.   Whether you're wrestling with your purpose, leading where you are, or simply trying to stay faithful in this season, I think this conversation will encourage you.   Remember: consistency and faithfulness win the day.   Thanks to our amazing partners on this episode:  International Justice Mission is a global nonprofit working to end slavery and violence around the world, taking special care of survivors from the moment they're rescued all the way through their healing and restoration. To learn more and support their mission, visit ijm.org    Vern Eide Motorcars is a growing employee-owned company that offers sales, service, and financing of automotive, motorcycle, and power sports lines, including Acura, Ford, Chevy, GMC, Honda, Hyundai and Mitsubishi brands. Whether you live locally or across the country, visit https://www.verneide.com/   Subscribe to Life Between Sundays on YouTube and watch the full episode: youtube.com/@adamaweber   Sign up for The Crew: https://www.adamweber.com/thecrew

Tom Appel, Publisher of Consumer Guide Automotive and host of the Consumer Guide Car Stuff podcast, joins Wendy Snyder, in for Jon Hansen, on Your Money Matters to discuss GM shifting their software to a subscription-based model and the efforts Mitsubishi is making to sell cars in America.

- Nissan Turns Corner, Posts Net Profit - Mitsubishi Improves Finances - Yen Crisis Helps Japanese OEMs - CATL Now 3rd Largest Global Auto Supplier - American Rheinmetall Gets U.S. Army AV Contract - Jetta Brand Moves Away from VW's Styling - Hybrids Power Honda, Hyundai and Kia Sales - Mahle Turns to Sheep for Cabin Filters

- Nissan Turns Corner, Posts Net Profit - Mitsubishi Improves Finances - Yen Crisis Helps Japanese OEMs - CATL Now 3rd Largest Global Auto Supplier - American Rheinmetall Gets U.S. Army AV Contract - Jetta Brand Moves Away from VW's Styling - Hybrids Power Honda, Hyundai and Kia Sales - Mahle Turns to Sheep for Cabin Filters

¡Alarma roja en el Garaje Hermético! Hoy venimos decididos a pisar charcos de los grandes y a criticar sin piedad a diez marcas legendarias que, ya sea por errores en los despachos, por regulaciones poco acertadas o por modas absurdas, han traicionado su alma. Hoy hablamos claro y, como siempre, con cero filtros. Comenzamos con Alfa Romeo. De ser la referencia absoluta del "Cuore Sportivo" y la marca que enseñó al mismísimo Enzo Ferrari, ha pasado a lanzar el Junior: un coche fabricado en Polonia que, en esencia, es un Peugeot 2008 o un Opel Mokka con una parrilla triangular. La marca ha diluido su herencia técnica compartiendo plataformas generalistas y enterrando sus gloriosos motores históricos bajo montañas de SUVs. BMW también nos duele en el corazón. Durante décadas, su eslogan "¿Te gusta conducir?" era un objetivo sagrado para sus ingenieros, regalándonos joyas como el M3 E46. Hoy, la junta directiva parece obsesionada con los excesos visuales para el mercado asiático. El ejemplo perfecto es el BMW XM, un mastodonte SUV híbrido enchufable de 2.710 kilos con parrilas gigantescas retroiluminadas. Han abandonado la ligereza y la pureza en favor de una ostentación tecnológica desmedida. Llegamos a Maranello. Ferrari juró que jamás haría un SUV. Se lo perdonamos a regañadientes con el Purosangue porque mantuvieron un V12 atmosférico, pero el anuncio del Ferrari Luce, un SUV cien por cien eléctrico de cinco plazas, rompe los cimientos de la marca. Han sustituido el sonido inconfundible de sus escapes por altavoces que emiten ruido artificial para simular una emoción que ya no existe. El caso de Jaguar es directamente un suicidio comercial. Dinamitaron su prestigio de elegancia británica eliminando el histórico emblema del felino saltando por unas letras geométricas sin alma. Paralizaron sus ventas en Europa para prepararse para una etapa eléctrica y ultracara, persiguiendo a un público que ni quiere ni puede pagar lo que piden, renegando de sus clientes tradicionales. Lancia sufrió un lento asesinato corporativo. Tras dominar el Mundial de Rallyes con el Stratos, el 037 y el Delta Integrale, los gestores le cortaron el presupuesto, le pegaron el escudo a pesados modelos de Chrysler y hoy su anunciada resurrección se limita al nuevo Ypsilon, un utilitario que mecánicamente es un Peugeot 208 o un Opel Corsa. Land Rover pasó de crear herramientas de trabajo indestructibles, capaces de cruzar desiertos y arreglarse con un martillo, a producir SUVs hipertecnológicos para el lujo extremo. Hoy se han convertido en sinónimo de problemas de fiabilidad y fallos de seguridad tan graves en sus llaves inteligentes que incluso algunas aseguradoras británicas se niegan a darles cobertura. La traición definitiva a Colin Chapman la firma Lotus. Su mantra era restar peso para ser rápido en todas partes, dando vida a maravillas minimalistas de setecientos kilos. Tras ser adquirida por el gigante asiático Geely, nació el Lotus Eletre: un enorme SUV eléctrico fabricado en China que sobrepasa los 2.600 kilos y representa todo lo que su fundador detestaba. Mercedes-Benz, a través de su división AMG, ha decidido matar el V8. La receta clásica de meter un motor descomunal y brutal en una berlina sobria ha sido sustituida en el actual C63 AMG por un motor de cuatro cilindros y dos litros acoplado a un pesadísimo sistema híbrido enchufable. El coche pesa una barbaridad, tiene un tacto sintético y suena a electrodoméstico. Mitsubishi, el coloso japonés que dominaba el Dakar con el Montero y los rallyes con el Lancer Evolution, cayó tras escándalos corporativos y fue absorbida por la alianza Renault-Nissan. Los contables tomaron el mando, mataron sus mitos y hoy, si vas a comprar un Colt o un ASX, te entregan un Renault Clio o un Captur a los que solo les han cambiado el logo. Cerramos con Porsche. Salvaron los muebles con el Cayenne, pero hoy es fundamentalmente una fábrica de SUVs y grandes berlinas que usa sus enormes beneficios para mantener vivo al 911. Sin embargo, el rumbo purista se agota: han convertido al Macan en un coche exclusivamente eléctrico y la nueva generación del 911 ya incorpora un sistema híbrido que añade peso y complejidad electrónica al icono de Stuttgart. En conclusión, el pragmatismo despiadado, las absurdas regulaciones impuestas desde los despachos y la obsesión por el beneficio económico han desfigurado los valores de estas marcas. El alma de un coche se mide en lo que te hace sentir al encender el motor en una mañana fría, y tristemente, parece que se han olvidado de ello.

¡Alarma roja en el Garaje Hermético! Hoy venimos decididos a pisar charcos de los grandes y a criticar sin piedad a diez marcas legendarias que, ya sea por errores en los despachos, por regulaciones poco acertadas o por modas absurdas, han traicionado su alma. Hoy hablamos claro y, como siempre, con cero filtros. Comenzamos con Alfa Romeo. De ser la referencia absoluta del "Cuore Sportivo" y la marca que enseñó al mismísimo Enzo Ferrari, ha pasado a lanzar el Junior: un coche fabricado en Polonia que, en esencia, es un Peugeot 2008 o un Opel Mokka con una parrilla triangular. La marca ha diluido su herencia técnica compartiendo plataformas generalistas y enterrando sus gloriosos motores históricos bajo montañas de SUVs. BMW también nos duele en el corazón. Durante décadas, su eslogan "¿Te gusta conducir?" era un objetivo sagrado para sus ingenieros, regalándonos joyas como el M3 E46. Hoy, la junta directiva parece obsesionada con los excesos visuales para el mercado asiático. El ejemplo perfecto es el BMW XM, un mastodonte SUV híbrido enchufable de 2.710 kilos con parrilas gigantescas retroiluminadas. Han abandonado la ligereza y la pureza en favor de una ostentación tecnológica desmedida. Llegamos a Maranello. Ferrari juró que jamás haría un SUV. Se lo perdonamos a regañadientes con el Purosangue porque mantuvieron un V12 atmosférico, pero el anuncio del Ferrari Luce, un SUV cien por cien eléctrico de cinco plazas, rompe los cimientos de la marca. Han sustituido el sonido inconfundible de sus escapes por altavoces que emiten ruido artificial para simular una emoción que ya no existe. El caso de Jaguar es directamente un suicidio comercial. Dinamitaron su prestigio de elegancia británica eliminando el histórico emblema del felino saltando por unas letras geométricas sin alma. Paralizaron sus ventas en Europa para prepararse para una etapa eléctrica y ultracara, persiguiendo a un público que ni quiere ni puede pagar lo que piden, renegando de sus clientes tradicionales. Lancia sufrió un lento asesinato corporativo. Tras dominar el Mundial de Rallyes con el Stratos, el 037 y el Delta Integrale, los gestores le cortaron el presupuesto, le pegaron el escudo a pesados modelos de Chrysler y hoy su anunciada resurrección se limita al nuevo Ypsilon, un utilitario que mecánicamente es un Peugeot 208 o un Opel Corsa. Land Rover pasó de crear herramientas de trabajo indestructibles, capaces de cruzar desiertos y arreglarse con un martillo, a producir SUVs hipertecnológicos para el lujo extremo. Hoy se han convertido en sinónimo de problemas de fiabilidad y fallos de seguridad tan graves en sus llaves inteligentes que incluso algunas aseguradoras británicas se niegan a darles cobertura. La traición definitiva a Colin Chapman la firma Lotus. Su mantra era restar peso para ser rápido en todas partes, dando vida a maravillas minimalistas de setecientos kilos. Tras ser adquirida por el gigante asiático Geely, nació el Lotus Eletre: un enorme SUV eléctrico fabricado en China que sobrepasa los 2.600 kilos y representa todo lo que su fundador detestaba. Mercedes-Benz, a través de su división AMG, ha decidido matar el V8. La receta clásica de meter un motor descomunal y brutal en una berlina sobria ha sido sustituida en el actual C63 AMG por un motor de cuatro cilindros y dos litros acoplado a un pesadísimo sistema híbrido enchufable. El coche pesa una barbaridad, tiene un tacto sintético y suena a electrodoméstico. Mitsubishi, el coloso japonés que dominaba el Dakar con el Montero y los rallyes con el Lancer Evolution, cayó tras escándalos corporativos y fue absorbida por la alianza Renault-Nissan. Los contables tomaron el mando, mataron sus mitos y hoy, si vas a comprar un Colt o un ASX, te entregan un Renault Clio o un Captur a los que solo les han cambiado el logo. Cerramos con Porsche. Salvaron los muebles con el Cayenne, pero hoy es fundamentalmente una fábrica de SUVs y grandes berlinas que usa sus enormes beneficios para mantener vivo al 911. Sin embargo, el rumbo purista se agota: han convertido al Macan en un coche exclusivamente eléctrico y la nueva generación del 911 ya incorpora un sistema híbrido que añade peso y complejidad electrónica al icono de Stuttgart. En conclusión, el pragmatismo despiadado, las absurdas regulaciones impuestas desde los despachos y la obsesión por el beneficio económico han desfigurado los valores de estas marcas. El alma de un coche se mide en lo que te hace sentir al encender el motor en una mañana fría, y tristemente, parece que se han olvidado de ello.

This week I'm answering your questions! We dive into everything from calling, ambition, and leadership to the Holy Spirit, mentors, self-awareness, and how to know where God is leading you. Along the way, there are a few laughs, a couple football stories, and some honest reflections on the lessons I wish I would've learned much earlier in life. Thanks for sending in such meaningful questions. I always love these conversations because they're the same things many of us are wrestling with every day. Thanks to our amazing partners on this episode:  Mission Haiti is a nonprofit organization whose mission is to love Jesus, love others, and make disciples in the country of Haiti. They live out that mission by training and coming alongside current and future leaders for the cause of Christ. To learn more, visit Mission-Haiti.org Vern Eide Motorcars is a growing employee-owned company that offers sales, service, and financing of automotive, motorcycle, and power sports lines, including Acura, Ford, Chevy, GMC, Honda, Hyundai and Mitsubishi brands. Whether you live locally or across the country, visit https://www.verneide.com/ Subscribe to Life Between Sundays on YouTube and watch the full episode: youtube.com/@adamaweber  Sign up for The Crew: https://www.adamweber.com/thecrew  

Jill and Tom open the show reviewing news from the city of Toledo where three members of a family perished in a crossover last week as a result of carbon monoxide poisoning. Little is known at this point regarding the tragedy, except that the vehicle was running with the air conditioning in use. The hosts also discussed recent news that potential EV shoppers no long worry about vehicle range as much as they do home charging. Listen in for why this might be the case. Tom notes that, five years into its run, the Ford F-150 PowerBoost (hybrid) does not seem to be generating as much consumer interest as might have been initially expected. Price may be an issue, or just a general lack of interest in hybrids by large-Pickup buyers. Still in the first segment, Jill reviews the redesigned Mazda CX-5 compact crossover. Has the CX-5 lost some of its "Mazdaness?" Listen in for details. in the second segment, the hosts welcome Jeremy Barnes of Mitsubishi to the show. Jeremy talks about the the maker's updated Outlander compact crossover, as well as its Mitsubishi Motors Momentum 2030 business plan. Mitsubishi plans to roll out a new model every year until 2030 in the U.S. market. Listen in for details. In the last segment, Jill is subjected to Tom's "Is it a VW Trim Level?" Quiz. Listen in to see how she scored.       Hosted by Simplecast, an AdsWizz company. See pcm.adswizz.com for information about our collection and use of personal data for advertising.

Rosemary previews Pardalote’s new hands-on blade repair course. EverWind’s Ocean Lake, Canada’s largest wind project, will feed a green hydrogen and ammonia plant in Nova Scotia rather than the grid. Plus BP’s exit from an offshore project in Japan, and the wake-effect lawsuit pitting SSE, Equinor, and Vårgrønn against RWE’s Dogger Bank South. Sign up now for Uptime Tech News, our weekly newsletter on all things wind technology. This episode is sponsored by Weather Guard Lightning Tech. Learn more about Weather Guard’s StrikeTape Wind Turbine LPS retrofit. Follow the show on YouTube, Linkedin and visit Weather Guard on the web. And subscribe to Rosemary’s “Engineering with Rosie” YouTube channel here. Have a question we can answer on the show? Email us! The Uptime Wind Energy podcast, brought to you by StrikeTape. Protecting thousands of wind turbines from lightning damage worldwide. Visit striketape.com. And now your hosts Allen Hall 2025: Welcome to the Uptime Wind Energy podcast. I’m your host, Allen Hall. I’m here with Matthew Stead, Yolanda Padron, and Rosemary Barnes is back this week.  Rosemary, you’ve been to a number of training courses over the last couple of weeks. The first off was GWO. What was your experience at GWO training?  Rosemary1: It was the fourth or maybe even fifth time that I’ve done it. Um, I did it a few times in Denmark and then, uh, this is the second time doing it in Australia. also, this was my first time doing first aid in Australia. Last time they did GWO here, but my first aid was still valid from Europe, so I, I didn’t redo it. And it’s like so much about [00:01:00] snakes and spiders and jellyfish But a good, good rule of thumb, not 100% accurate, but good rule of thumb, if it is something from the ocean that stung you, then you put something warm on it, and if it’s something from the land that stung or bit you, then something cold on it, Allen Hall 2025: well, how often do you usually take GWO training? Rosemary1: You gotta do it every two years to be valid. I don’t do it every two years because, um, if you do it every two years, like within two years, then you can do the refresher course. So that’s three days instead of four However, um, because I don’t climb constantly, like often it will be six months or more in between climbs, I’ll just do it before I know that I’ve got a climb. all the other people except for one were technicians who, you know, have been working for a while. So they’re also doing the full course, not the refresher. So they get a little bit more practice than I do. But, um, it’s just not often enough. Y-you know, like every time I go it’s like I, I really feel the need to have the refresher, um, because I’m just not fully on top of it. ‘Cause it’s [00:02:00] not just that you need to know what to do. You need to be able to… Like if you need to use it, you’re gonna be freaking out, you know? This is the worst thing that’s probably ever happened in your life, and now you’ve gotta remember all your training. It’s like you want it to be actually second nature to some extent. So yeah, first day is manual handling, which is v- you know, very– That one’s very easy and I would be happy to never do that again. Like I will always remember that. Um, then you got fire, um, fire safety awareness, and that one’s just fun ’cause you just get to, um, light fires and put stuff out then first aid, which I definitely always want a refresher on. The CPR dummies at this place, they had lights, um, and it lit up green if you were doing it right, and I haven’t used a dummy that was so advanced before, so that was quite good. I realized I wasn’t pressing hard enough. and then yeah, last two days is working at heights training, which is the most intense ’cause you got your harness on all day and, um, you know, climbing up and down and rescuing people. this was Rite Training in Goulburn, and, um, the [00:03:00] instructor’s name was Claire. highly recommend doing that one. Allen Hall 2025: Is that a general requirement in Australia that you have GWO before you can climb? Rosemary1: Like, yeah, they will sometimes, um, let you climb if you are babysat by people. I would not recommend other engineers, like if you’ve never climbed a wind turbine before, like I would really not recommend that you just go up with a team and haven’t done the training because you do need to be able to use a ladder safely and, um, you can, y- you can easily, like even inside the nacelle, you could easily hurt yourself really badly if you’re used to working in an office, uh, you’re upping your danger level by, you know, like many, many, many times by going up a turbine and it’s just something that you gotta take seriously. Allen Hall 2025: How busy are the courses in Australia? Are a lot of technicians trying to get in and get trained?  Rosemary1: No, it’s people that have a job that are getting trained. But there were heaps of techs in this course. There were maybe eight or so, which is also part of the reason why it took a really long time. Allen Hall 2025: So [00:04:00] this week, as we record, y- you’re presenting a blade repair course for engineers and technicians. a completely new area that you’re, uh, going into in terms of offering advice and expertise that it’s really hard to find on the planet. It’s probably a, a, a busy or, or requested course, I would imagine, in Australia, where you just don’t have access to a lot of the manufacturers. Rosemary2: it’s a, it’s a course for just for engineers or technical type people, um, but including hands-on stuff. So the way that I I forced this to come into being was just the last five years. I, um, you know, I started working a lot on wind turbine blade repairs and, um, people would ask me, you know, “Have these repairs been done right?” And the thing is that the only repairs that I had anything to do with when I was working at LM were weirdo ones, right? [00:05:00] Where the normal, like a technician couldn’t, couldn’t handle it. It was outside of, um, yeah, their, their standard, uh, kind of repairs that they can do for whatever reason. and now in the work that we do at Part Load, it’s primarily normal repairs, and I just didn’t know exactly what technicians know. You know, how do they, how do they know whether they can repair it or not? What do they know before they go up there? When are they calling the engineer? Um, all that sort of stuff, like the normal stuff. eventually it became less about me learning, ’cause like I said, I kind of picked up most of it. Um, but now I’ve got staff that I’m training up to be, uh, you know, composites engineers and to work with these kinds of issues. There’s a lot of repetitive tasks involved in what we do when we, like, assess the condition of a wind farm. A lot of what we do is look main- manually looking through photos and thing- if things are classified right or not. I [00:06:00] Found this guy from Direct Wind Services, Jurij Eska. He’s a blade engineer. He’s worked in Europe and then come back to Australia, so a little bit like me. And, um, I just worked with him on a few projects and I’m like, “Oh, okay. Well, this guy, uh, he really gets it.” And I asked him, “How do you, how do you train your technicians? What course do they do? Maybe I can do that course.” And he said, “Oh, we train them ourselves.” And so then I asked him to put this course together. So where we started off the course yesterday, that was, um, uh, an indoor session where I was talking through how are blades designed, uh, certified, tested, manufactured, um, what kinds of manufacturing defects can you see and what do they do about them in the factory? ‘Cause you know that they’re doing a lot of repairs in the factory already before you ever see a, a brand new blade. and then the next three days we’re going to be working on, um, yeah, grinding and [00:07:00] infusions and a bit of a, a bit of theory about, um, composite repairs.  Allen Hall 2025: What do you feel like are those key skill sets that engineers should know how to do, maybe not as well as a, a professional technician that does it a lot, but at least at a beginner’s level should be able to complete them before they start repairing blades on their own and giving advice about how to repair blades? What, what are those key items? Rosemary2: part of it is that I want them to be able to understand what is a bad damage and what’s not a bad damage cause you look a lot at images from the outside, but it’s really about what’s on the inside and how deep it goes is the real thing. So, um, it’ll be about learning, you know, developing some judgment about, um, how bad it can be and how bad it can look on the outside. We’re not gonna be looking at so many real damages ’cause like obviously we’re just dealing with pieces that are in the, um, in the, uh, workshop and Yuri has [00:08:00] made some samples for us, um, purposely made them badly so that we’ve got some, you know, damage to find. Allen Hall 2025: Are you addressing carbon fiber at all? Rosemary2: Uh, I actually haven’t asked about that. I don’t think so. Carbon fiber is, um, is a real pain to work with because it’s conductive. Like, even grinding it makes a bit of a hazardous work environment. We did talk a little bit about the different materials yesterday and, um, about pultrusions. And actually, it turns out Yuri used to work somewhere where they, uh, manufactured pultrusions, and I had always, I was always under the impression that a pultrusion is, you know, like, perfectly s- perfectly straight. That’s the point. And he’s like, “No way.” No way. There’s waviness in the pultrusions  Allen Hall 2025: And on March 3rd through 5th at WOMA 2027, Rosie, you’re gonna give part of this course as part of WOMA, right? Rosemary2: Little, little mini course. We’ll have to decide what, what makes sense to include, ’cause it was… Yeah, I went through really a, a fair [00:09:00]bit about blades yesterday, you know, like why they are shaped the way that they are. So we had to talk about aerodynamics and, um, why they’re made of composite. So we had to talk about, you know, like composite materials, like how, how they, how they work So I don’t know if, uh, people wanna write in comments that m- we should, we should do some sort of, um, poll beforehand to see what are the topics that are most interesting to people, ’cause I think we’ll have a half day, right? So we’ll need to be, we’ll need to be focused. Allen Hall 2025: the description of repairs and what repairs should look like could be tremendously valuable. Everybody who has seen a repair always wonders, “Was that repair done right?” And s- and if you can have some general tools to know, like, “Uh, maybe there’s something not quite right here,” or, “That looks like a solid repair,” that would be a tremendous help to the industry, p- particularly for asset managers Rosemary2: Yeah. And you know what I think is even more useful than being able to pick out when it’s wrong is to be able to know when it’s right. You can– Y-you know, like it is so– [00:10:00] It’s such a relief. Like it takes such a mental load off you when you’re just like, “Yeah, that’s all, that’s all good. That’s normal. Okay, I know that that– I knew that that would happen, so this is not a surprise.” ‘ know, once you know you can make that judgment, you can do it very quickly and focus your attention where it should be, so you don’t need to stress for an hour over every repair. You’re just like, “Yeah. Good, good, good, good, good.” And then, “Mm, please explain why you have chosen to not, not repair this, but just put a Band-Aid over it.” that’s the goal of this training is to get everybody, y-you know, technical people, not people who wanna ever be a blade repair technician. They’ve got their own training that covers what they need to know. But this one is just, yeah, getting people like asset managers or my employees to learn what they need to know about composites, given that they have already got a strong engineering education. So, um, you know, they know a lot of the stuff, but just need to know the composite-specific stuff and wind turbine blade-specific stuff I will run this course again, by the [00:11:00] way, ’cause there was a lot of people who wanted to do it I couldn’t fit in. So it’ll happen at least once. I’ll keep on running it until everybody that wants to do it has, has done it. But, um, yeah, feel free to get in touch  Allen Hall 2025: So if you wanna attend Rosie’s short blade course at WOMA 2027, just visit woma2027.com and register today ​ Allen Hall 2025: [00:12:00] Well, over in Canada, they just approved a, really a wind farm big enough to power a small city, and almost none of the electricity is going to the grid, which is a very interesting aspect to some of the things that are happening in Canada at the minute. So up in Nova Scotia, uh, they’ve conditionally approved the Ocean Lake Wind Project. This’d be the largest wind farm in the province’s history. Up to 158 turbines will rise, uh, generating as much as 1.2 gigawatts of power. But this power is not headed to households in Canada. Nearly all of it will be feeding Everwind Fuels’ green hydrogen and ammonia plant at Point Tupper, where clean electrons will become a fuel that can be shipped across the ocean to Europe. And Matthew, there’s been a lot of [00:13:00] projects like this in Europe that have stopped more recently, particularly in northern Europe and up in Scandinavia, uh, on the hydrogen side. Or at least they’ve slowed them down. Canada seems to be going into that breach maybe to fill that void. And is there a marketplace for this to occur up in Canada?  Matthew Stead: Yeah, I think it’s very interesting. Um, you know, like you say, a number of canceled projects, and in Australia there’s been numerous canceled projects. So I like, um, the analogy or use of the term hopium rather than hydrogen, um, where, um, everyone’s hoping hydrogen will be the answer. Um, although, you know, what I, what I’ve read and understood is that, um, you know, the commercials just don’t really stack up and, um, yeah. So in terms of South Australia anyway, um, there was some major, um, hydrogen, uh, development planned with, um, you know, it, it never stacked up. So, you know, it sounds like a great [00:14:00] idea, um, but I’m not sure that the commercials will ever stack up unless you’ve got that guaranteed offtake for the, for the ammonium Allen Hall 2025: Yolanda, what kind of uphill battle is this to get this wind farm up and running knowing that it’s one customer and that commercial market is a little shaky at the minute? Yolanda Padron: what we saw, they have a lot of ca- caveats, right? So they’ve, they need to secure the customers before they start building and before they do anything, um, behind the meter. But it’s, I mean, it’s, it’s a pretty big wind farm, and it’s pretty far up north. But I mean, we, we talked to someone in, in northern US today who was having icing issues. So I mean, of course we know Canada is no, no stranger to that, if they do make it work, I think it’d be really, really exciting to, to have sort of one technology power another, um, instead of just what we’ve been hearing a lot of the potential data centers and, and just wind po- [00:15:00] powering data centers. Matthew Stead: Why not data centers? You know, seriously, like you said, Yolanda. why not go something that does have commercial demand? Yolanda Padron: we’ve talked a lot about the potential of da- data centers, right? And we’ve talked a lot about people wanting to do them. Um, but there’s also a lot of talk of potentially doing data centers up in space and a lot of talk of maybe what if we do it offshore or, you know. And so I think there’s a lot of what ifs with data centers. Of course, there’s a lot of what if with this, but just from a technology standpoint, I think this is really intriguing to have something that’s, that’s a little bit even more out there than what we’ve heard so far Allen Hall 2025: Is it a build it and they will come type of s- situation here that hydrogen and ammonia may be the, the first offtake, but realistically, if that doesn’t work out, they can still connect to the grid and feed Canada, feed the Northeast of the United States or something else Matthew Stead: Also, um, like Japan has [00:16:00] also expressed strong demand for, um, ammonia, and so, you know, they- they’re on the East Coast, aren’t they? So, you know, shipping it from East Coast to Japan is not gonna be so, so easy. I stick by what I said before. It’s hopium. it’s not a plan Allen Hall 2025: I just saw an article today talking about Airbus continuing on with a hydrogen aircraft, and I think they were gonna work with a Japanese firm to work on that together. Six months ago I thought that died, but maybe it’s still in the offering. Maybe there’s an offtake for hydrogen. B- besides the, you know, replacement for some of the, uh, more unpleasant gases that are used in steel production and in some other industry things, maybe part of this is airplane fuel. Which ammonia is one of those offerings also, right? The, there’s been a number of efforts to turn ammonia fuel into essentially jet fuel. They configure the engines to burn ammonia, which is a possibility. It does seem remote though, [00:17:00] honestly. There doesn’t seem to be a huge pull for hydrogen, and there’s not a, a major market for ammonia at at least at the moment. So I don’t know. It, it’s… When you’re talking about gigawatts of capacity you’re gonna build, you, you hopefully have an offtake  for it  Yolanda Padron: if they designed it for it being not connected to the grid, right, it just is kind of like a behind the meter thing, and then could they later retrofit it into there? Like, how would all that permitting and everything  Allen Hall 2025: I–  well, that’s a great question. I– There are a number of, uh, connections between the United States and Canada at the moment. guess is that when they place this wind farm, they have that alternate route lined up, just like any wind farm in here in the States, that you’ll find them real close to high-voltage transmission lines. Generally, those are the easy ones because transmission lines cost money and take time for permitting. I’m not sure Canada has those kind of restrictions, right? But Nova Scotia is not the easiest place in the world to do heavy construction work, just the [00:18:00] nature of Nova Scotia. It will be fascinating to see how they progress with this, but it’s something to keep an eye on because a lot of other projects like this have slowed down Matthew Stead: Do you remember when some of the OEMs were talking about, um, putting electrolyzers on their offshore wind turbines? So the, the theory, the theory was you’ve got offshore wind turbine, you don’t connect it to the grid standalone, um, and you generate hydrogen or, uh, possibly ammonia on the actual wind turbine. And then every now and then you just decant it, you know, drive up with a boat, you know, plug in the hose, and then suck out the hydrogen or ammonia. So, um, yeah, once again, all of those have gone quiet, haven’t  they?  Allen Hall 2025: speaking of Japan, a global oil giant is walking away from the Japanese offshore wind project, uh, but the project’s not dying. BP has told its Japanese partners it intends to withdraw from a wind farm planned off Yamagata Prefecture, uh, apparently worried about [00:19:00] profitability. The 450-megawatt project sits, uh, just off the coast, and it is led by trading house Marubeni, which says it will press ahead without BP. Kansai Electric and Tokyo Gas remain on board also. So BP’s exit follows really a, a brutal year for Japan, where Mitsubishi has, and some others, have pulled out of, uh, at least three projects so far, uh, over rising construction costs, and I think a lot of that’s tied to inflation. Uh, the ambition’s still there for, uh, for a number of companies, but it’s just getting harder and harder to do projects in Japan. Is this just the nature of the economy in Japan at the moment, or is this more about Japanese policy on the offtake,  Matthew Stead: I, I’m not really deep into the details but, you know, it just appears to me like a blip. I mean, there, I think there’s a lot of commitment in Japan to, you know, carry [00:20:00] out their offshore developments and I, I think this is probably more just a blip, um, and a little, you know, internal corporate, you know, argument rather than a sustained issue on offtake agreements and so forth Allen Hall 2025: Well, Yolanda, how hard is it to keep partners on a wind development in general? Are there a lot of moving pieces there until the turbines hit the water or hit the  earth?  there’s  Yolanda Padron: I think a lot of moving pieces, but not, uh, I haven’t seen a lot of changes once it’s been publicly announced and everything’s, you know, everything’s been signed and everything. Um, I do think this is really interesting. I know we’ve talked a lot about, about having, about the idea of like sometimes people think wind’s really expensive, and the way that we’re gonna make wind work is just making it cheaper for everybody and just optimizing it as much as possible, um, and, and just being, having the turbines be as resilient as possible, right? And I think such a strong player just backing out maybe [00:21:00] will incentivize some of the people in Japan to sort of try to see how they can optimize it a little bit more. I’m really excited to see it. I don’t know. It’d be… I think it’d be a nice it  Allen Hall 2025: Isn’t the bonus to offshore wind the price stability? Although the price may be higher today than you may be happy to pay, the stability of that price is a huge leverage point when you compare it to things like oil and gas or natural gas, um, in particular, which are highly volatile, that for electricity, at least you have this fairly steady source at a fixed price that you can plan out 10 years, 20 years, 25 years, maybe even 30 years. And as batteries become more prevalent on the grid, that the math even gets better over the years. Isn’t that the bonus? And, and if [00:22:00] everybody can focus on the long-term effects to the economy is where all the action will be? Matthew Stead: Yeah, I mean, when I first, um, started looking into wind, you know, 10 plus years ago, I, I won- wondered why. Why would you build offshore with all that expense? And then, you know, it became clear to me just around the, um, you know, the diversity, you know, the, the fact that you might get more wind at times that you don’t get onshore wind, and the fact that it’s more consistent. Um, yeah, and, you know, so those… I- it’s really a trade-off, isn’t it? Between the capital costs and the, um, more reliable, more consistent, um, offshore wind. So I think, you know, I, I was convinced at the start, I thought it was crazy, but then obviously it’s, it’s a, it’s a… it makes sense Yolanda Padron: Yeah, I agree. And I think, uh, depending on where you’re having your offshore wind farm, you run into things that you maybe haven’t run into before, right? I know onshore we run into a lot of things in the [00:23:00]US and Australia that we, you know, the, the turbines just maybe weren’t designed for, or there wasn’t a lot of research being done because it was being done in Europe and, and the conditions are really different. Um, and just the same way, you know, the sea is different in different places. There’s different depths. There are diff- different things that you need to worry about. but yeah, I, I completely agree that there’s a lot more generation, um, offshore. It’s, it’s bigger turbines. Um, there can be bigger, larger costs. You know, if you need to do a blade replacement or something, it, it can get, again, really expensive really quickly. But, but it’s, it’s a trade-off for sure. Allen Hall 2025: We’re gonna take a quick break, but when we come back, we wanna talk about a place where wind is being fought over versus projects slowing down ​ [00:24:00] over in the UK, there’s a big fight about offshore wind, and not just about where wind turbines will be planted, but more about how they will affect other wind turbines. So RWE is defending the UK government’s approval of its three-gigawatt Dogger Bank South project, which won its consent order, uh, basically a month and a half ago. Uh, but the developers next door are taking that approval to court. Equinor, SSE, Vårgrön own the neighboring 3.6-gigawatt Dogger Bank wind farm, and they have filed for j-judicial review. Their argument is technical, but the price tag is not. They say wake effects, where one wind farm steals the wind from another due to turbulence, could cut their output and cost them between €500 million and [00:25:00] €669 million over the life of their project. That’s a lot of money, Matthew. A half a million euros is not something to ignore. It looks like this is headed to some judicial court or maybe arbitration. Wake effects, which are actually not that well understood from what I can tell at the moment, there’s a lot of discussion and argument about, uh, how real are they or, or what effect they can have on power output. Uh, there’s a lot of money at stake, and the location of some of these wind farms is pretty close to one  another  Matthew Stead: you know, we always, always talk about, you know, AEP loss and, you know, the, the challenge is actually measuring it. And, um, you know, I’ve heard different numbers, but, you know, plus or minus half a percent of AEP loss, um, appears to me from what– in discussions, you know, the, the limit of what you can actually ever measure on a good day. Um, I just wonder, I mean, while those numbers, you know, €500, um, [00:26:00] million is a, is a big number, um, but what is that as a percentage of the overall output of that, of that facility? Um, I, I don’t know the answer, but, you know, if, if it’s, you know, half a percent, I think you’d be struggling to, um, struggling to justify that, that wake effect loss. I mean, you know, going back to what you said, Allen, you know, there are wake effects of some sort, but it’s a question of how much. I mean, that-that’s why aircraft don’t take off, um, too closely, isn’t it? Because there’s wake effects. Um, so it’s definitely a given, definitely a given. Um, but, you know, how much of an impact it truly is. Um, and I mean, there’s always other variables, you know, variables in the weather, you know, wind patterns, da, da, da, da, da, da, da, and how much do this– does this actually compare to those other, other variables?  Allen Hall 2025: Yolanda, how would you even mitigate wake turbulence on an adjacent wind farm? Are there ways to do that today?  Yolanda Padron: I think the, the aerodynamics, Allen, would [00:27:00] be a lot more in your court than, than in mine. Matthew does have a really good point. I mean, what are we… With the UK wanting to ramp up offshore as much as they want to ramp up, right? They’re not going to just cancel a large project, and they need to… I mean, it’s not, uh, there’s a finite amount of space, right? So what, I mean, what, what are you, what are you gonna do? It’s like, it’s what, like, what happens in onshore where you, you really hope maybe that you don’t get a wind farm that’s really, really close by. Um, but you might also want to plan for it. I mean, I know of sites that have le- that lease a little bit of extra land so that way no one else can lease it, or that they can, they can use that to, to travel between turbines. Um, and it’s, I mean, it’s, it’s kind of… Isn’t it kind of just part of it, part of the trade? Allen Hall 2025: it has to be, right, at some point. [00:28:00] The question in my mind about all this is how much wake is there? Is it directly impacting the adjacent wind farm? Is there– are there things that can be done to minimize that wake turbulence? I think the answer is yes, but as wind turbine blade designers, I haven’t seen the same level of wake reduction that we have seen more recently in aerospace. It’s complicated to do some of these things on a wind turbine blade. You’re mass-producing. You’re making a blade a day or a blade in a day-and-a-half timeframe. Are you gonna design this really aerodynamic tip to go on to reduce the wake on a particular wind farm? Probably not, right? So it’s, it’s– is it worth doing that versus the, the cost it would be? So it’s gonna cost 500 million euros in loss to an adjacent wind farm. Do you put that 500 million into the design effort and the molds and [00:29:00]everything else to make these blades different? Uh, it’s a tight trade-off, right? It– from the engineering side. It may be better settled in the courts, honestly. Just it may be cheaper to do it that way. Matthew Stead: Uh, I, I was gonna go down a different avenue. I mean, obviously there’s always curtailment. There’s always curtailment due to grid congestion, et cetera, et cetera, et cetera, maintenance. I mean, if they, if they just– when wind is coming from a certain direction, they could just de-rate and, uh, just not absorb as much energy, um, out of the wind when the wind is coming from that sector. And so that would be a way of, um, not modifying the turbine, just de-rating it under a certain wind condition. I mean, the same thing occurs with noise curtailment all the time. Um, so there’s, there’s noise modes. There could be a, a wake loss mode. We should trademark that Allen Hall 2025: Well, you know who’s gonna make money out of this no matter what? The  lawyers.  ​ Allen Hall 2025: [00:30:00] Well, in this quarter’s PES Wind magazine, there are a number of great articles, and you can download the entire magazine and all those great articles at peswind.com. There’s a nice little article from Enerpac Tool Group, and if you’re not familiar with them, they make a, a number of tools that are handy in the wind industry. Uh, and, you know, routine torque checks is kind of a pain, right? And the problem with a lot of those checks is that you have to haul around a heavy hydraulic pump to do it. And so if you’ve ever been to a trade show and seen some of these [00:31:00] pumps, it is a pain. And if you h- have to move around, especially on a w- wind site a lot, you really don’t wanna have a heavy pump that maybe is made for something, uh, more robust. Uh, and you need something that’s portable. That’s what you really need, right? So the Enerpac Tool Group has really created this, uh, LU series they call. Which is a lightweight, portable, hydraulic pump, which is for intermittent work, which is what happens on most wind sites. It’s intermittent. Uh, so the product line director, Angie Wallace, uh, talks about this and says technician feedback has shaped this new tool, uh, from multiple carrying handles and an upward-facing gauge. And that is a big thumbs up from me. When you put the gauge on the side of the tool where you can’t see it, such a problem. It’s like they’ve never used it. Well, obviously, the Enerpac has been talking to technicians, and they put the gauge where the technician can actually see it. Uh, and it’s designed to go through towers and, and tight [00:32:00] spaces. Uh, so this is made specifically for offshore conditions. It’s ruggedized, and it’s a great tool. And a lot of times, Matthew, when you s- see the technicians about and some of the tools they carry, you’re like, man, that is not a good tool for this. That is, that is too much to be hauling around, particularly uptower. It’s nice that we can see some tools that are designed job Matthew Stead: I, I’m completely convinced. I, I don’t have much to say. Um, I mean, my, my day job is, um, you know, designing products and working out what products we’re going to, to work on, and, you know, the customer is the main voice you should listen to, um, at least in the first step. So always listen to the customer first, and I think from what you’ve described, customer first, and then develop the product to suit the application. Yeah, so yeah, I’m convinced  Allen Hall 2025: Yolanda, you’ve seen Interpack on sites, haven’t you? It does seem like I run across them once in a while at some of the US sites  Yolanda Padron: Every once [00:33:00] in a while. I do gotta say I love the idea of when, like, actual, like, boots on the ground people’s feedback is taken into consideration for, for anything really. And so this is, this just makes me really happy because I think a lot of times, like, as engineers, like, we love the idea of just, oh, I’m gonna do this really cool fancy thing, and then it’s just it- no one can use it, or a very specialized person has to be able to use it. And so actually doing, you know, modifying a product so that it, it makes sense for the people using it, and I know we’ve, we’ve all talked about it a lot internally and, and we continue to work towards making it easier and easier on, on the people actually installing the product. Like, this is, this is really exciting. Allen Hall 2025: So if you need a lightweight pump for tightening some bolts uptower, particularly if you’re offshore, take a look at this Enerpac line of LU lightweight series tools. It’s well worth it. And at that same time, you should check out PES Wind magazine. Just go to [00:34:00] peswind.com That wraps up another episode of the Uptime Wind Energy podcast. If today’s discussion sparked any questions or ideas, we’d love to hear from you. Reach out directly to Rosemary, and don’t forget to subscribe so you never miss an episode. for yolonda, Matthew, and Rosemary, I’m Allen Hall, and we’ll see you here next week on the Uptime Wind Energy podcast.  ​

On today's episode of The Smashi Business Show, Abdul Majid Awan breaks down the biggest stories shaping the UAE and the region. Abu Dhabi's oil production hits a record 4.1 million barrels per day following its OPEC exit, while telecom giant e& sends its shares soaring after offloading its $5.95 billion Vodafone stake. The US eases export restrictions, unlocking access to advanced AI chips for Emirati firms, cementing the UAE's AI ambitions. Plus, Dubai billionaire Khalaf Al Habtoor rewards Egypt's national football team with Mitsubishi cars after their historic World Cup run. Business, tech, energy, and sport — all in one show.

Some of the best conversations start with honest questions. In this Ask a Pastor episode, I'm joined by my friend Travis Waltner as we tackle some of the toughest questions you've been sending in - from dinosaurs and the age of the earth to prayer, Revelation, the Old Testament, and how to read the Bible wisely. We talk about why not every question has a simple answer, why faith and science don't have to be enemies, and why Jesus is the foundation of our faith. Along the way, we share a few laughs, admit where there's mystery, and hopefully encourage you to keep asking good questions. Whether you've been following Jesus for years or you're just trying to make sense of what you believe, I hope this conversation reminds you that God isn't afraid of your questions, and neither are we. Thanks to our amazing partners on this episode:  First Interstate Bank has a mission to help people and their money work better together. They do this by ensuring clients can manage their money conveniently wherever they are while also providing the friendly service. They have over 300 locations throughout 14 states! For more information and to find a location near you, visit https://www.firstinterstatebank.com/ Vern Eide Motorcars is a growing employee-owned company that offers sales, service, and financing of automotive, motorcycle, and power sports lines, including Acura, Ford, Chevy, GMC, Honda, Hyundai and Mitsubishi brands. Whether you live locally or across the country, visit https://www.verneide.com/ Subscribe to Life Between Sundays on YouTube and watch the full episode: youtube.com/@adamaweber  Sign up for The Crew: https://www.adamweber.com/thecrew  

Send us Fan MailIn this episode, Paul, Steve and Eddie introduce the new Residential Lossnay, Mitsubishi's ERV unit.Thanks for listening!  Please visit www.mitsubishicomfort.comContact us at metustechshow@hvac.mea.com

Japan and the UK sign a $12 billion floating wind deal for 5.9 GW, Muehlhan buys Coverwind Solutions in Spain, and US grid reform stalls as MISO, PJM, and SPP fast-track fossil resources over wind. Sign up now for Uptime Tech News, our weekly newsletter on all things wind technology. This episode is sponsored by Weather Guard Lightning Tech. Learn more about Weather Guard’s StrikeTape Wind Turbine LPS retrofit. Follow the show on YouTube, Linkedin and visit Weather Guard on the web. And subscribe to Rosemary’s “Engineering with Rosie” YouTube channel here. Have a question we can answer on the show? Email us! The Uptime Wind Energy podcast, brought to you by StrikeTape. Protecting thousands of wind turbines from lightning damage worldwide. Visit striketape.com. And now your hosts Allen Hall: Welcome to the Uptime Wind Energy podcast. I’m your host, Allen Hall. I’m here with Rosemary Barnes, just back from Japan, in Matthew’s stead. Yolanda Padron is on special assignment. Well, Rosemary, what happened in Japan? You, you spent a, a week touring the country and looking at, uh, some energy projects. What did you learn?  Rosemary Barnes: I was there for just five, five nights. I went over for an, um, an, a systems engineering conference by INCOSE. I was doing a keynote presentation there, and also spoke to some of their… They’ve got this program, an international programming for, like, upcoming leaders. Um, and yeah, it was funny, the topic that I chose for [00:01:00] that was how you can combine an online presence with a serious professional career. Uh, ’cause, you know, like, a lot of the advice that you see about building an online presence is, like, totally compat- incompatible with being taken seriously in a, uh, you know, in a, a job like engineering. So that was pretty fun. And then on the last day, I was able to arrange a tour of a community. Like, we went to this village near Fukushima, and they, a- after the Fukushima, uh, or the earthquake that led to the Fukushima, uh, shutdown, that town, some power lines came down, and that, that village was without power for three months. So in response to that, they’re like, “Community power for the win.” At this place, like, there was literally steam coming out of the ground just, you know, randomly. It’s an onsen town, so you know, like, it’s, um, it’s built around tourism for these hot baths. And so they put in a couple of geothermal power plants, small ones, and, um, also some hydropower. But the reason why I wanted to go there was ’cause, you know, ge- [00:02:00]geothermal is such an obvious solution for Japan, for the energy, but they only have… .3% of their electricity is generated by geothermal currently. And, um, the main reason is that the onsen community in Japan is really opposed to it. They’ve lobbied against it because they’re worried that, um, you know, the onsen community needs heat to come out, hot water to come out of the ground, and geothermal takes hot water out of the ground, so they’re just worried that they’re incompatible. Um, now I think the science says that that’s not really true, that the, there isn’t, they’re not the same resource and that one doesn’t affect the other. The wastewater from the geothermal is not really wastewater. It’s just water that is not as hot as it was when it came up. Um, that goes down then into the onsen because it’s a good temperature. And then some of the even cooler water, about 21, 23 degrees, they’re using that to raise shrimp.  Allen Hall: Well, just speaking of Japan, uh, the Japanese Prime Minister was just in the UK and a [00:03:00] big deal was signed between Japan and United Kingdom, £9 billion worth, which is about 12 billion US dollars, uh, to work together on 5.9 gigawatts of floating wind capacity in the UK, uh, across three different projects. W- And the goal is to get some Japanese partners working with, uh, the UK companies involved with it to suss out how to do offshore wind. And as we all know, Japan is gonna, is headed there right now and is going to need a little bit of a primer on how to do it. And, and, well, they should because, uh, there’s been some really successful efforts in the UK and up north, Northern Europe. Uh, so the, the goal of this is to, to get these projects underway and, and Japan’s committing all this money, which, uh, sure, it’s a nice boost to the UK at the moment. It gets a little turbulent over there if you’ve been watching the news. Rosemary [00:04:00] Tying back to your experience in Japan recently, is there a big push internally? Do you see that internally in Japan for offshore wind and even offshore floating wind in Japan, or are they really prepping for it in country?  Rosemary Barnes: Yeah, I’d say I went over there thinking that Japan was, like, oddly not bothered about wind energy of any flavor. Um, ’cause, you know, like onshore wind, they’ve got problems because the good ri- wind resource is right on the ridges, and they’re getting just hammered by lightning, and they’ve got some, like, really interesting responses to how they think that they should manage that, that in my opinion are just gonna kill… Like, you would never bother to have an onshore wind farm if these, um, regulations go ahead. So offshore they have got, um, a bit of a, an, a fixed bottom resource, and they’ve had several auction rounds geared towards that, but they’re, um, they haven’t gone well. I think that, like, people have promised… It, it’s a similar story to elsewhere in the world. Uh, people have, like, bid, like, [00:05:00] bid down to quite low prices and then not been able to deliver and pulled out. Mitsubishi just recently paid some, uh, some huge penalty for not going ahead with a, a project. There isn’t actually that much fixed bottom potential, um, for Japan. So, um, if they wanna have a significant amount of wind energy in their grid, which they should, because they’re, like, honestly it is probably the best or one of the couple of best options to provide big chunks of their electricity supply, then it needs to be floating. Um, and the government is actually pushing on that. I thought they weren’t doing too much, but I did talk to someone from this group, Flora. It is a group that is, um, that, that is trying to form partnerships with other countries, but also with manufacturers to try and set the framework up so that it can, like, l- lay the groundwork for commercialization to happen without being prescriptive. Flora is in there [00:06:00] to try and, you know, get the pieces in place to be able to allow, um, you know, uh, innovation and competition to happen much, much faster.  Allen Hall: What’s the most complicated piece technically that needs to be solved before Japan can really move forward? Is it the money piece? I mean, um, um, I said technically, but I feel like there’s always this money aspect to it, which is important, but on the technology side, i- is it, is there any technology that remains to be solved or is it just the will to do it? Rosemary Barnes: Basically in any engineering question, the answer is money, like, when you come down to it. So, like, it’s almost boring to say, yeah, it’s, it’s money. Floating offshore wind- Too hard, too niche for most people to consider it a mainstream thing, but it’s the legitimate, like, good contender for Japan. And you know what? That presents opportunity. It can actually be good to have to do something hard. Um, and Japan has the opportunity to be the [00:07:00] country where, you know, it’s the country where floating wind makes the most sense, so they can be the ones, if they’re smart about it, they can be the ones where the smart technologies evolve. There will at least be little niche things that they develop that will go on to succeed, and Japan really needs some new big manufacturing industry to… Like, their car industry is obviously, um, has been so important, the automotive manufacturing, and it’s declining now relative to China. Um, so I am also hopeful that they can, you know, build that up a bit more, but I don’t think that they’re going to, you know, topple China, so they are looking for new industries that will be the new… Yeah, do for them what the auto industry did from, yeah, from the ’70s onwards. Actually, you know, like, you can tie it back in a nice loop back to the oil crisis in the ’70s because that’s when the world was like, “Oh, actually small, efficient cars are, are quite a smart idea.” And Japan had those because it was so [00:08:00] constrained in terms of, you know, the oil that it could bring in was expensive. Not having their own fossil resources, they learned to conserve it, and then that turned out to be, you know, a big advantage for them.  Allen Hall: Using the 1970s gas price crisis and the movement towards Japanese cars in the United States, I mean, timing is everything. And Japan was in, uh, Honda in particular, was in the United States. I think Toyota was too, if I remember correctly. And when gas prices went through the roof, uh, yeah, they were very efficient cars, and not the most reliable at the moment, but obviously they’ve changed quite a bit and s- they are, particularly Honda and Toyota, are probably two of the more reliable blan- brands you can buy in the States today. So things change, right? You’re just getting your foot in the door. But that, that break point is, is coming pretty soon, I would say, in, in terms of timing. I- is it the right time for Japan to move into floating offshore? It’s gonna be within the next couple of years, don’t you think, Rosie?  Rosemary Barnes: Yeah, yeah, def- [00:09:00] definitely. Um, and yeah, I mean, I, it, it, it does frustrate me that any money is being spent on, um, hydrogen and ammonia imports. I, I would just rather that they just, just, just do the LNG until you figure out alternatives.  Allen Hall: That makes more sense.  Rosemary Barnes: Gas is better than… You know, like ammonia, for example, they’re locking in these coal power plants for additional years, making investments, um, you know, thinking that this is gonna be part of their future. They’re gonna end up burning coal, y- you know? At least gas is flexible enough to support renewables, and so it can, you know, like speed the rollout of, of wind. And they do have a fair bit of solar too in Japan. Floating solar, actually. They invented that there, and have actually got quite, quite a lot of it. Allen Hall: Gas is gonna be the answer short term. I think in the relationship between the United States and Japan has always been pretty solid since after World War II, that the United States would be willing partners to help Japan stand up any [00:10:00] technology, probably except for wind, which is just bizarre.  Rosemary Barnes: One of your maybe, um, unexpected legacies in Japan was, I say you, I mean the USA, they’ve got, um, not just the, like, silly American power plug design where you’ve got, like, the parallel pins that just fall out, so they’ve got that. But they also have 110 volts. Like, where else in the world is, is, thinks that’s a good idea? I had, um, my little travel steamer I’d taken over there, hairdryer, useless. Absolutely useless.  Allen Hall: That’s all you  Matthew Stead: need.  Rosemary Barnes: I blame you personally, Allen. I hold you personally responsible for my wrinkled clothing. Allen Hall: Delamination and bondline failures in blades are difficult problems to detect early. These hidden issues can cost you millions in repairs and lost energy production. CIC NDT are specialists to detect these critical flaws before they become expensive burdens. Their nondestructive [00:11:00] test technology penetrates deep into blade materials to find voids and cracks traditional inspections completely miss. CIC NDT maps every critical defect, delivers actionable reports, and provides support to get your blades back in service. So visit cicndt.com because catching blade problems early will save you millions Well, the wind service sector is consolidating as we’ve all watched over the last year or two, and Mjolner Wind Service is one of the most aggressive buyers in the field. Uh, the Danish company has signed to acquire Cover Wind Solutions of Spain, including Cover Sun Solutions and Cover Renewable, with the deal expected to close by the end of June. This is Mjolner’s 11th acquisition since 2023. Now, Cover Wind fills a geographic gap for Mjolner. Uh, they are [00:12:00] involved in Spain and France and, uh, already involved in covering the Nordics a little bit and Central Europe. So there’s a, a big play here, and, and decommissioning is really the, the story underneath of th- all this is on the decommissioning side. Uh, Mjolner views turbine end-of-life services as an important future growth area, and obviously it is. Particularly in Spain, there’s been a lot of turbines that will be, uh, brought down and new turbines put up in the next 10 years, and Cover Wind gives Mjolner that ability. And as we all know, Mjolner just recently acquired our Canadian friends, AC883. So yeah, they have been on quite the spin recently, and that’s not even Yeah, sl- a sliver of what’s happening on the consolidation effort, uh, we didn’t talk about last week, but we, we should have, which was Fairwind acquiring Rope Partner in the States. And Rope Partner is a [00:13:00] longtime blade repair company and has been seen for years, as long as I can remember honestly, as the go-to blade experts on complex repairs. The, the, the most trained up, most, uh, technicians. On the technician side, they’re, they, they, they always had the highest trained people to what I remember, and also they would ta- tackle some of the most complex blade problems, and now they’re part of Fairwind. So there is movement, Matthew. A, a lot more than I thought there would be, because after COVID, a lot of companies just disappeared, but now it does seem like they’re being acquired, which is a, a good result, I guess. Matthew Stead: Yeah, I think there’s a strong opportunity, and, uh, and maybe the first point is that actually doing an M&A successfully is actually really hard. Um, I, I’ve personally been through two, uh, two M&As, um, and it is, it is really hard to get an M&A right. And so I think, you know, [00:14:00] these companies are showing that, um, you learn, you can do better, and, you know, it, it, it is hard. So congratulations for them for achieving that. Um, but the second part I think is also, you know, the industry maturing, uh, gaining scale is also, you know, necessary and, you know, driving, you know, but– and these people should be able to drive their, you know, better margins and so forth through, through scale. So, you know, I, I think, um, I think we had a bit of quick chat about it previously, but, um, this is, you know, a really good thing.  Allen Hall: Does it change the way we think about, uh, independent service providers?  Matthew Stead: Yeah, I think it’s gonna continue. I mean, this is not the end of it. Um, you know, in– even in what we do, there’s been various, you know, mergers and acquisitions in, in our space or, and investments, you know, cross-investments. So I, I just see this continuing. You know, like SkySpecs, um, you know, growing their, their CMS, um, business and their financial arm. Um, this is just gonna continue.  Allen Hall: [00:15:00] Is it more activity, uh, related to the availability of AI? It’s– It does seem like that’s playing into some of the decisions that are being made on the mergers and acquisition in renewables, is you start to see more discussion of, hey, we’re going to, uh, apply new techniques, machine learning. A lot of times you’ll see that, particularly in Europe, and then here in the States it’s almost all AI, where they’re- In order to have a, a very successful AI venture, you need to bring in the brainpower to feed that AI. And it does seem like there’s a lot of, of senior companies getting grabbed that could be part of a larger artificial intelligence play. Matthew Stead: You remind me of the, um, the dotcom boom and bust. I don’t know. I’m, I’m a little bit more skeptical, um, on the value actions on the, on the AI side of things.  Allen Hall: Really?  Matthew Stead: It certainly… It’s a massive, um, massive, um, transformation for the industry, and you know, I mean, what I, what, what we can all do is, is massive. [00:16:00] But, um, my former employer, a consulting business, bought a AI company for a billion dollars, and I, I, I just can’t see the value. So, um, anyway, I’m, I’m a bit skeptical about valuations and AI, and, um, I’m not as bullish as many people are.  Allen Hall: Really? Uh, because it does seem like more recently, the shift has been from the number of engineers you have in your company times a million dollars a head, that’s the way it was, uh, not that long ago. And now it does turn into how many senior people you have, that’s the multiplier. Because they’re trying to take that knowledge and all that data resource that you have, like at a, a rope partner where they’ve prepared really complex problems for years. That data set is amazing if you could get your fingers on it. Matthew Stead: Uh, yeah, yeah. And I, you know, I completely agree with you, but I just think it’s being oversold and overcooked and overbaked.  Allen Hall: I see it as growing instead of it declining. I don’t think it’s cooling off. I think we’re just at the precipice of [00:17:00] it. As we get better at using some of these AI tools, if we’re gonna build data centers in space, ’cause that’s gonna be the, the linchpin to all this, is if it gets to data centers in space, then we can leverage massive data sets and learn something from them and get better. Matthew Stead: I love change, but, um, I, I think that’s ri- ridiculous, to be honest. Um, I know we’ve spoken about it a number of times, but data centers in space just seems stupid to me. But, but yeah, going back to your original point, Alan, um, yeah, we, we can definitely do better with you know, more insights around our data and getting more out of our data. I mean, data is the new oil. You know, we’ve been saying that for the last 10 years. Um, yeah, I’m, I’m full, I’m fully on board with that, but I’m just a little bit of a, a little bit of a negative Nancy on, um, some of these overhype  Allen Hall: The line to connect a new wind project to the U.S. grid has been one of the industry’s most stubborn bottlenecks. And a new report from Advanced Energy [00:18:00] United drafted by Grid Strategies and the Brattle Group finds that seven major U.S. grid operators have made progress, at least some, on generator interconnection reform since FERC Order 2023 took effect. So that was the order that said we need to fix this interconnect queue problem. There are just too many people in line and we need to give some ranking to them. But progress on paper has not yet translated into projects moving through the queue faster. And a newer problem is emerging. Fast track interconnection policies at MISO, PJM, and SPP are directing limited system headroom towards, drum roll, utility-affiliated and fossil-heavy resources at the expense of independent clean energy developers. So the game is being rigged a little bit at the moment where they want to push forward [00:19:00] gas and other fossil fuel type generation in front of solar and wind, which are less costly and quicker to get up and running. This can’t last long, right? E- eventually the people living in, uh, MISO, PJM, and SPP are gonna have a little bit of a revolt on how power prices are gonna bump up accordingly. Matthew Stead: There’s been numerous other attempts to stifle wind, um, and those numerous other attempts, uh, tend to be overwritten and, uh, ruled out and thrown out in courts. And, um, it, it just seems like this is, well, if that didn’t work, we’ll, we’ll try something else.  Allen Hall: It’s a delay tactic.  Matthew Stead: Yeah, exactly. Then becomes another one. Well, you know, just wait for that one to be thrown out.  Allen Hall: I don’t know who said the famous saying, time is money, but time is money, and if you can [00:20:00] delay a project from happening, it costs money to sit on the sidelines and you’re, you’re paying interest on a loan or your investors are getting upset because they’re not seeing the returns. So the easy game in most situations like this is just to drive the schedule to the right, even if it’s by a couple of months. It’s expensive.  Matthew Stead: Yeah. If there’s two things I wish I didn’t know about, the first one is telecommunications and how rubbish it is. I just wish I didn’t, wish I didn’t know about telecommunications and the need for cellular and satellite and blah, blah, blah. I wish I didn’t know about that. The other one I wish I didn’t know about, because I wish it wasn’t a problem, was just grid connections and grid and networks.  Allen Hall: How bad it is.  Matthew Stead: Yeah. Rosie, if you can jump in, but you know, the New South Wales-South Australian Interconnector Grid, um, is just being energized now. I don’t know if it’s one or two years late. Um- And they’re trying to recover a billion dollars from the general [00:21:00] public  Rosemary Barnes: Is it only a billion? I thought it, when I looked at the stats, um, it was like near tripling of the, of the project cost  Matthew Stead: My understanding is the government screwed it up or the, uh, the, the operator screwed it up in terms of the transmission lines, and then want, wants to claim it back from the general public ’cause they, they screwed up. Rosemary Barnes: Yeah. It’s a weird thing ’cause you, you know, it’s like, I think it’s like this everywhere in the world that the, yeah, transmission companies or network companies, they get a regulated rate of return on their, on their project, so they invest. But then it’s like what’s that rate of return for? It’s not money for nothing, right? It’s for them, you know, like taking on some risk and y- you know, some sorts of things are, are built into that. Um, but it’s kind of like if you, you get that amount approved and then you stuff up your project management so it drags out and takes a lot of money, then you’re also gonna be compensated additionally for having done a bad job with your project [00:22:00] management. The kinds of delays are not unforeseeable. You know, like I’ve been a project manager in my past. You don’t just make your best case scenario and then kind of just assume that that’s, um, how much it will cost and not, y- you know, not come up with, um, contingency plans for if, uh, if predictable things happen. It’s not, there’s no like black swan events in here. It’s just, um, you know, things that happen every now and then. And it is one of those like key principles of like delivering on big projects, um, that Ben Slibbert, you know, in that, that book, um, How Big Things Get Done, he goes over and over and over again that you need to keep your project as short as possible ’cause the longer it is, the more like surprises you’ll have along the way and it will cost more. And I just don’t think that they, like they need to go read that book and then do a better job with their project planning and scenarios.  Allen Hall: You know who’s read that book clearly is, I, I’ll bring up the name, I know it’s gonna cause controversy, [00:23:00] Elon.  Rosemary Barnes: I knew you were gonna say that.  Allen Hall: Well, you know why I say that? Because there was an interview with him and I was skimming through some nonsense and then this little interview popped up, and he was talking about how quickly they need to get things rolling. And it’s like one year you’re getting s- first year you’re getting started, second year you’re just growing like crazy, and third year is infinity. And the only way that makes sense is that you’re just pouring every resource on this problem to shorten the schedule That’s it  Rosemary Barnes: You, you do. You have, you have to do the, the, you know, the parts of your project where surprises are gonna happen. Like you can… There are surprises and you know, don’t know what they, they are gonna be. However, you can guarantee that there will be surprises. Like you, you know going into a years-long project that several things are gonna happen that are, you know, gonna surprise you. And so you can plan for that. And the best planning that you can do is to make sure that once you start actually, you, you know, you’re gonna spend time in planning to, um, get it right, but once you actually start [00:24:00] the phase of your project where delays cost money, then you, you just plan as, do everything you can to keep that as short as possible, and it will be, it’ll be cheaper. Even if it sounds more expensive, oh, we’ve gotta, you know, pay crews overtime to, you know, do a night shift or something like that, um, you know, you need to consider, consider that because the, there will be delays and they cost. And it’s just, like at this point, maybe 100 years ago you could get away with being surprised by that, but y- you know, like project management has come far enough now that we know, we know this. It’s just basics.  Allen Hall: But infrastructure projects are tough because they don’t see the revenue on the backside that much sooner. It’s sort of a very flat 3% growth industry Unlike a lot of other things  Rosemary Barnes: But that’s it, like just to contain costs, you have to have a small project.  Allen Hall: They will, but they’ve always historically gotten paid for those overruns and continue to make their 3%. If there was some sort… Back to Matthew’s point, if there was some sort of, uh, [00:25:00] disincentive to be late, they would hurry, maybe even spend a little bit of their own money, but there would have to be some massive upside, which is the problem, right? They can’t have a massive upside.  Rosemary Barnes: But that’s why I’m s- I’m saying that the situation where costs blow out and they still get… Like, they get… They make more money by having done a bad job because it costs more. You know, like that is not, it’s not okay.  Allen Hall: Is it more money or just paying the bills that they had when they were building the thing?  Rosemary Barnes: It depends how much we let them get away with, but their preference is to make, just be, “Oh, we could never have known that there would be a flood.” It’s like, okay, yeah, like, was it like a 1 in 50 years flood or something? So yeah, on average, that particular event wasn’t gonna happen, but there’s probably, you know, like 20 different categories of 1 in 50 year things that could have happened, and if your project lasts for five years, you’re gonna have a few of those. You just are. You know? It’s not, it’s not bad luck. It’s just like, just normal statistical variation [00:26:00] that y- Yeah, so I, I, I really think it’s important to, um, to not just say, “Oh. Oh, poor you,” ’cause it’s, it always sounds like a sob story. “Oh, a flood. Who could have known?”  Allen Hall: Who could have known it rains?  Rosemary Barnes: Yeah, I mean, I, I don’t know. Like, I often talk about how people don’t know what, um, engineers do, and we don’t get enough res- respect for, for what we do, and people don’t get it. But I think project managers is, if anything, worse. People don’t respect project management as a, um, a, I don’t know, is it a profession? But, you know, as an ex- ex- field of expertise and don’t, don’t know how much of a difference it makes to have a good one, and also that it is not that hard to be a good project manager. You just have to actually do it.  Matthew Stead: Can I make a suggestion that actually is the reverse of Darwin theory? We’ve got to come up with a name, but you know, the dumber you are, the more money you make. Also, for the record, um, Elon does have a lot of, um, philosophies and approaches which I do support. The efficiency, automating things after you’ve done them manually, only [00:27:00] doing the bare minimum, you know, all those sorts of things, doing things fast. Rosemary Barnes: Yeah, there’s a lot, a lot of good product development and engineering that you can learn from Elon, and you do not have to take the, like, weird personal stuff along with it. You are able to pick and choose which aspects you, you learn from.  Allen Hall: But it does take a specific kind of person to weather that storm. If you wanna play in that sandbox, y- you better be ready because it’ll be hard and fast and not very forgiving. So you just have to know that going in, which can be great, and it can be a great experience, uh, for a lot of engineers, but it isn’t for everyone. As wind energy professionals, staying informed is crucial, and let’s face it, difficult. That’s why the Uptime Podcast recommends PES Wind Magazine. PES Wind offers a diverse range of in-depth articles and expert insights that dive into the most pressing issues facing our energy future. Whether you’re an [00:28:00]industry veteran or new to wind, PES Wind has the high-quality content you need. Don’t miss out. Visit peswind.com today. In this quarter’s PES Wind magazine, which you can download at peswind.com, there’s an article from TGS 4C about vessel traffic around offshore wind farms. And this is kind of interesting bec- because they looked at some major wind farms off the coast of the UK, Dogger Bank B, Dogger Bank C, and Sofia. Uh, and obviously there’s a lot of marine traffic around those, but you don’t really realize the scale and how, uh, it affects the, the traffic on the water. The– When they had looked at these three wind farms, they realized, uh, they had about 860, uh, transits in 2021 around that area, and that went to more than 20,000 by [00:29:00] 2025. So the amount of economic and commercial activity that was happening around those wind farms exploded. And when you have that many ships in the water, it does change the nature of that area and also how other ships transit through the area, around that area. Uh, it’s an interesting piece because if you look at where those wind farms are, Matthew, th- that’s kind of a narrow stretch in there where there is a lot of ship traffic already. So y- you create this, uh, artificial barrier for some of the ship traffic, and you’re trying to understand how that is affecting the flow in and out. But I think the, the bigger piece is you can tell how well a development is progressing on offshore wind by looking at the ships and who’s where and when. Matthew Stead: I think this is interesting topic. Um, I, I– To be honest, I don’t completely get it. Can you explain it to me?  Allen Hall: If I’m an investor in these projects, if I’m the government, if [00:30:00] I’m the, uh, the power company that’s gonna handle the power coming off these sites, I really need to know how it’s going. And the way that I look at it in the States when I look at offshore projects here, ’cause we could do something very similar, who’s out on, on the ocean? Where are they? What tower are they at? How many towers are running? You can kinda tell that. Are they, are they just doing surveys or are they laying cable? Or is there something more active happening? And where are the ships from? Are they installation vessels? Are they driving monopiles? What’s going on out in the water? It does give you a really good sense where they are in the project. Kind of back to Rosemary’s point on, on managing big projects, you– schedule is everything You can tell. You can really tell.  Matthew Stead: Thinking about it a different way. So it’s a bit more like shadow monitoring. So it’s just a way of, it’s a way of independently monitoring and checking progress, making sure that there’s transparency as to what’s going on. Allen Hall: I think there’s a lot of [00:31:00] value in that data set. And as, uh, more operators start to use that data set and more companies start to use that data set globally, uh, they’re gonna be doing offshore projects, I think, differently in, in terms of efficiency. They- they’re learning as they go.  Matthew Stead: Yeah. Isn’t that one of the classical, um, sort of mathematical problems about how to optimize, uh, courier deliveries? We’ve gotta talk about quantum computing at some point too, so.  Allen Hall: We probably should. But for right now, I need everybody to go to peswind.com and download this quarter’s magazine. A lot of good articles in there, and it’s a great free download. Tons to learn. Go to peswind.com. That wraps up another episode of the Uptime Wind Energy Podcast. If today’s discussion sparked any questions or ideas, we’d love to hear from you. Reach out to us on LinkedIn. And if you found value in today’s conversation, please leave us a review. It really helps other wind energy professionals discover this [00:32:00] show. For Matthew and Rosemary, I am Allen Hall, and we’ll see you here next week on the Uptime Wind Energy Podcast.

This week on Oil & Whiskey, we're joined by Gary Ragle of Ragle Design. Gary brings a unique perspective to the custom car world, with a background that started in OEM design at Mitsubishi and Ford before moving full-time into hot rods, customs, and some of the highest-level builds in the industry.In this episode, we get into Gary's path from concept cars to custom builds, what it's like designing cars that actually get built, the balance between wild ideas and real-world execution, and how his eye for proportion, restraint, and detail has shaped projects with shops like Ringbrothers.We also talk about ENYO, Octavia, the evolution of interiors, traditional hot rods, ugly duckling cars, OEM design trends, Goodguys Columbus, and where the custom car world might be headed next.

Staying isn't always strength, and walking away isn't always failure. Sally J. Clarke, co-author of Walk Away: Step Out to Step Up, joins Lori Adams-Brown to unpack why high-performing leaders so often wait for a crisis before giving themselves permission to leave. Why a role can look right on paper, title, compensation, trajectory, while quietly stopping to fit, and how to tell a structural misalignment from a personal failure The story behind the research: 40+ interviews with women across finance, technology, and the arts, including a founder underestimated in the boardroom who went on to build her own global company culture Why walking away is rarely emotional and almost always strategic, and what that reframe offers women taught that leaving means failing How culture, from Singapore to Germany to the United States, shapes whether leaving feels like a free choice or a forced one What recent comments from prominent tech leaders reveal about shifting corporate culture, and one question every leader can ask themselves this week Sally J. Clarke is an award-winning author and global business leader based in Singapore. She spent over a decade leading global marketing and communications at FIS and Markit, has advised organisations including Mitsubishi, Accenture, and the Singapore Stock Exchange, and is the co-author of Walk Away: Step Out to Step Up and author of the bestselling novel Ringside Gamble, winner of the 2025 Ink Prize for Best Debut Novel. 00:00 — Welcome and introduction to Sally J. Clarke 00:38 — The origin story: questioning whether “staying the course” is always right 02:01 — Why Walk Away exists: the conversation in Singapore that started it 03:35 — Beyond Lean In: how the conversation around women and ambition has shifted 04:35 — When a role looks right on paper but has stopped fitting 06:52 — Dr. Meena Kaushik: underestimated in the boardroom, she built her own company culture 09:12 — Embracing fear and the “learning and earning” mindset 11:44 — Permission, structural misalignment, and the personal-failure trap 12:37 — Alice Chen: a near-death wake-up call and leading with empathy 15:29 — Maternity leave, human limits, and humane leadership 17:15 — The scorecard method and a mentor's advice on vision 19:16 — Why career growth isn't a straight line 21:34 — How culture shapes the choice to leave 23:26 — The zebra and the lion: knowing who you're trying to be 24:51 — Integrity as the cross-cultural constant 25:55 — Recent comments from tech leaders and the “choiceless choice” some women face 32:54 — One question to ask yourself this week 34:56 — The artist's check-in: knowing what you want to say to the world 36:43 — Where to find Sally and her book Join us for an exclusive bonus with Sally on Patreon Website: https://sjclarkeauthor.com LinkedIn Book: Walk Away: Step Out to Step Up Novel: Ringside Gamble Subscribe, leave a review, and share this episode. Visit https://www.aworldofdifferencepodcast.com for more resources. Learn more about your ad choices. Visit megaphone.fm/adchoices

The Unnamed Automotive Podcast goes full EV this week, starting with Benjamin's review of the 2026 Honda Accord Hybrid. He says it's not dull, or bland, but NORMCORE, whatever that means. Well, let him explain! It seems to do everything it needs to and can maybe even out-do its crossover cousins across the Honda showroom in a few things, like, say fuel economy. It's an interesting review of a sedan when there's so few to choose from in the first place. Then Sami revisits the 2026 Mitsubishi Outlander Plug-in Hybrid. Following Benjamin's positive impression of the Japanese crossover, Sami took it upon himself to compare it to the 2026 Kia Sportage PHEV, to find out if the Mitsubishi is actually good, or just good in a vacuum. Lots of surprises here! Then the show ends on a kind note from a listener. Thanks for listening!

Off Course is back this week with a fantastic show and this is episode 300. Hosted by Dan Edwards, each Friday we give you a deep look into the world of golf and equipment in a way unlike any other podcast has done before. Today, Jason from Mitsubishi Golf joins the show to discuss fitting Pros from the various tours. It wouldn't be Off Course without some tangents, but Dan and Jason dive into many topics including the benefits and challenges of data based fitting what it is like fitting Tour Pros. This show has a lot going on and is one you will not want to miss as Mitsubishi Golf goes Off Course. Episode 300 is here and Dan and Jason from Mitsubishi Golf discuss the following topics and a whole lot more. Fitting Pros from Various ToursBenefits and Challenges of Data Based FittingChallenges of Fine Tuning a Popular ShaftWhat is MLABOne Shaft Everybody Should TryAnd so much more You can listen to the show right here, Apple Podcasts or anywhere you do your listening and downloading from, including Spotify and more. Search for the Hackers Paradise and make sure to subscribe so you never miss an episode. After listening, come back over here and drop us a note below on what you agree and/or disagree with from the episode you just heard. If you get a chance, drop us a review wherever you listen from and let others know what you think of the show and/or channel. Off course is now available in video form as well. Tune into the THPGolf YouTube Channel, jump into the latest episode's video and watch the interaction between Dan and his guests each week rather than just listen. THPGolf · Off Course – Mitsubishi on Tour Go to discussion... document.write("Loading Custom Ratings..."); The post Off Course – Mitsubishi on Tour appeared first on The Hackers Paradise.

The connections between Hong Kong and Japan began far earlier than many realise. Yet only recently has Hong Kong's historic Japanese community received the attention it deserves through Meiji Graves in Happy Valley: Stories of Early Japanese Residents in Hong Kong (Hong Kong UP, 2024). In this compelling book, Dr Yoshiko Nakano and Georgina Challen guide readers into the Meiji era, reconstructing history through the lives of ordinary people whose stories have long been overlooked. During our interview, Yoshio explained her desire to place this research within a broader East-West framework, a cross-cultural perspective reflected in her own collaboration and long-term friendship with Georgina. Perhaps the book's most moving aspect is the authors' compassion for Kiya Saki, a karayuki-san (sex worker) from Nagasaki who migrated to Hong Kong and later died by suicide. Yoshiko and Georgina spoke movingly about discovering her story. Like Saki, both have experienced life far from home and understand the challenges of building a life as a sojourner. Her tragic fate inspired them to investigate the lives of early Japanese residents through the meticulous study of 470 graves in Happy Valley. Beyond individual tragedies, the book reveals a diaspora divided by deep social tensions. While the Meiji state sought to project the image of a modern, civilised nation, the Japanese community in Hong Kong was effectively a ‘community of two halves'. Elite business figures, including Mitsubishi managers, existed alongside marginalised karayuki-san and boarding-house operators. Yet from this division emerged a remarkable story of solidarity. Through institutions, wealthier members of the community funded healthcare, financial assistance, and dignified burials for those in need. Driven by the necessity of mutual support in a foreign colonial port, they transformed a fragmented group of migrants into a resilient and organised community. This dynamic resonates with Michel Foucault's concept of heterotopia, which views the cemetery as a counter-site where distinctions of class, gender, and status dissolve. The Meiji graves vividly illustrate this reality. In death, social divisions that shaped everyday life become impossible to conceal: the graves of marginalised karayuki-san lie alongside those of the community's elite. Together, they offer a unique window into a history shaped by colonialism, human trafficking, global trade, and Japan's transformation into a world power. Richly narrated and grounded in extensive archival research, Meiji Graves in Happy Valley fills an important gap in the histories of both Hong Kong and Japan. By recovering the experiences of ordinary migrants, merchants, workers and sojourners, it reveals the human stories behind larger processes of migration, empire, and modernisation, offering a fresh perspective on the intertwined histories of Hong Kong and Japan. Yoshiko Nakano is a professor in the Department of International Design Management at Tokyo University of Science. She previously taught Japanese studies at the University of Hong Kong. Georgina Challen holds an MA in literary and cultural studies from the University of Hong Kong. Born in England, she grew up in Switzerland and has called Hong Kong home since 1990. Bing Wang receives her PhD at the University of Leeds in 2020. Her research interests include the exploration of overseas Chinese cultural identity and critical heritage studies. She is also a freelance translator. Learn more about your ad choices. Visit megaphone.fm/adchoices Support our show by becoming a premium member! https://newbooksnetwork.supportingcast.fm/history

AI-generated content is flooding the internet, making it harder for audiences to distinguish real from fake (deepfakes, AI-written articles, synthetic video/audio). People were already becoming skeptical of what they read on Google, websites, and social media, and now AI-content has driven consumer trust in online content to historic lows. For marketers, this means driving online leads and standing out as credible is much more difficult. In this episode, Katie and I talk about ways brand journalism and human-centered storytelling can help cut through the "AI Slop" by using things AI can't develop - real interviews, quotes, stats, anecdotes, and case studies. We also talk about how to approach this journalistic style of content creation in a way that facilitates meaningful connection. *About Katie Wagner: * Katie Wagner spent 15 years as a television and radio journalist, working for news outlets all over the world, including ABC, CBS, Fox, CNN & National Public Radio. As a professional storyteller, Katie knows how to engage an audience and build credibility, and she believes those skills are just as valuable for business owners as they are for journalists. Today, Katie owns a full-service digital marketing agency made up of journalists like herself. The agency, KWSM, was founded in 2010, and specializes in lead generation, content creation, social media management, digital advertising, website design, and SEO. They work with clients like Mitsubishi, Anthem Blue Cross, F45 Fitness Studios, Rakuten, Caesar's Entertainment, Lorna Jane Active Wear, and small to mid-sized companies across the country. KWSM has offices in Orange County, CA, San Diego, CA, Atlanta, GA and Las Vegas, NV. Katie also works as a consultant, helping businesses integrate digital marketing into their traditional marketing plans. She is a popular speaker, and regularly gives keynote presentations and leads workshops and breakout sessions for both corporate and small business audiences. Katie lives in San Diego, CA with her husband and their 6 rescue dogs. Links: Website: https://kwsmdigital.com/ LinkedIn: https://www.linkedin.com/in/katiewagnerkwsm/

Automate 2026 lands in Chicago next week, and Dave and Vlad break down how to work the show floor, where to network, and what to expect from their live booth demos.Automate is the largest automation trade show in North America, and a four day event rewards preparation. Dave and Vlad share tactics refined over five years of attending together. The floor opens at 10:00 AM on Monday, and registration lines have swung from a five minute wait to nearly two hours, so arriving early matters. Monday morning and Thursday are the quietest days to reach specific vendors, while Tuesday and Wednesday draw the heaviest crowds. The hosts also favor the official show app over a paper map for finding booths and session rooms across multiple halls.The real value of a show like Automate often lives in the networking. Dave points to the A3 networking event on Monday, a ticket of roughly 45 dollars, and the Manufacturing Champions happy hour on Tuesday organized by Chris Luckey and Jake Hall. Vlad's advice is structural: build a checklist before you arrive. He researches each company, finds the booth number, and tracks every connection in a spreadsheet so the week becomes a series of deliberate meetings instead of aimless wandering. For anyone with ten or more booths on their list, setting up meetings in advance is the highest leverage move you can make.The centerpiece of the conversation is the live demo Vlad built for the Teguar booth. It pairs a Rockwell CompactLogix PLC with an Ignition gateway running on a Teguar industrial PC, and it simulates a food and beverage packaging line with five assets: filler, capper, labeler, case packer, and palletizer. The line overview screen shows real machine states including faulted, starved, backed up, and running, and the whole point is to make the bottleneck visible. When the case packer needs six bottles from the labeler but the labeler cannot keep pace, you watch the downstream asset flip between starved and running in real time. It is a practical illustration of why line balancing and constraint analysis drive real ROI on a production floor.Under the hood the stack is modern. The Teguar IPC runs Ubuntu with Portainer managing containers for Ignition 8.3, Ignition 8.1, and a MariaDB database for alarm history. Ignition 8.3 ships new drivers for Rockwell, Siemens, Mitsubishi, and Omron controllers along with OPC and MQTT, and each asset carries ten randomized faults written in both Ignition and PLC logic. Vlad built it for everyone from engineers to the decision makers running SCADA and MES projects. Dave and Vlad will also shoot content at the Siemens booth on Tuesday and the Horner Automation booth on Wednesday, and Dave is moderating a Wednesday session on software defined automation and the factory of the future.Timestamps0:00 Welcome and Automate 2026 preview1:50 First timer tips and arriving early for registration3:10 Networking events worth attending: A3 and Manufacturing Champions4:40 Building a trade show checklist to maximize your time7:00 Manufacturing Hub at the Siemens and Horner booths9:50 Vlad's live production line demo at the Teguar booth15:40 The line overview screen and five packaging assets17:30 Fault handling and finding the bottleneck20:10 Inside the stack: Ubuntu, Portainer, Ignition, MariaDB23:50 Random fault simulation and PLC driver options27:00 Who should come see the demo29:40 Vendors Vlad is tracking and closing thoughtsReferencesAutomate 2026: https://www.automate.orgIgnition by Inductive Automation: https://inductiveautomation.comHorner Automation: https://hornerautomation.comAbout Your HostsVladimir Romanov is a co-host of The Manufacturing Hub Podcast and the founder of Joltek, an independent manufacturing and industrial automation consulting firm specializing in modernization strategy, digital transformation, and workforce development. Joltek works with manufacturers and investors to de-risk modernization and build the internal capability to sustain results.Connect with Vlad: https://www.linkedin.com/in/vladromanov/Want to go deeper? Vlad and the team at Joltek have covered related topics here:Connecting an Allen Bradley PLC to Ignition: https://www.joltek.com/blog/connecting-allen-bradley-plc-ignitionManufacturing Line Speed Optimization: https://www.joltek.com/case-study/manufacturing-line-speed-optimizationDave Griffith is a co-host of The Manufacturing Hub Podcast and founder of Capelin Solutions, an industrial automation firm helping manufacturers adopt smart manufacturing technology. He brings 15 years of experience in industrial automation and digital transformation.Connect with Dave: https://www.linkedin.com/in/davegriffith23/Subscribe to Manufacturing Hub: https://www.manufacturinghub.liveLinkedIn: https://www.linkedin.com/company/manufacturing-hub-networkYouTube: https://www.youtube.com/@ManufacturingHub

In this episode, I sit down with J.R. Briggs to talk about something that can change the way we follow Jesus, lead others, and build relationships: asking better questions. We discuss why Jesus asked so many questions, how curiosity keeps our hearts soft, and the simple questions that can lead to deeper conversations, greater wisdom, and a more meaningful life. Whether you're a leader, a parent, or just trying to grow in your faith, this conversation is full of practical takeaways for life between Sundays. References:  The Loneliness of Leadership with Carey Nieuwhof https://open.spotify.com/episode/0GdBYgryOnYWckjaCnbC4V?si=0cff7d629d82403d   Mission Haiti is a nonprofit organization whose mission is to love Jesus, love others, and make disciples in the country of Haiti. They live out that mission by training and coming alongside current and future leaders for the cause of Christ. To learn more, visit Mission-Haiti.org Vern Eide Motorcars is a growing employee-owned company that offers sales, service, and financing of automotive, motorcycle, and power sports lines, including Acura, Ford, Chevy, GMC, Honda, Hyundai and Mitsubishi brands. Whether you live locally or across the country, visit https://www.verneide.com/   Subscribe to Life Between Sundays on YouTube and watch the full episode: youtube.com/@adamaweber Sign up for The Crew:https://www.adamweber.com/thecrew

The connections between Hong Kong and Japan began far earlier than many realise. Yet only recently has Hong Kong's historic Japanese community received the attention it deserves through Meiji Graves in Happy Valley: Stories of Early Japanese Residents in Hong Kong (Hong Kong UP, 2024). In this compelling book, Dr Yoshiko Nakano and Georgina Challen guide readers into the Meiji era, reconstructing history through the lives of ordinary people whose stories have long been overlooked. During our interview, Yoshio explained her desire to place this research within a broader East-West framework, a cross-cultural perspective reflected in her own collaboration and long-term friendship with Georgina. Perhaps the book's most moving aspect is the authors' compassion for Kiya Saki, a karayuki-san (sex worker) from Nagasaki who migrated to Hong Kong and later died by suicide. Yoshiko and Georgina spoke movingly about discovering her story. Like Saki, both have experienced life far from home and understand the challenges of building a life as a sojourner. Her tragic fate inspired them to investigate the lives of early Japanese residents through the meticulous study of 470 graves in Happy Valley. Beyond individual tragedies, the book reveals a diaspora divided by deep social tensions. While the Meiji state sought to project the image of a modern, civilised nation, the Japanese community in Hong Kong was effectively a ‘community of two halves'. Elite business figures, including Mitsubishi managers, existed alongside marginalised karayuki-san and boarding-house operators. Yet from this division emerged a remarkable story of solidarity. Through institutions, wealthier members of the community funded healthcare, financial assistance, and dignified burials for those in need. Driven by the necessity of mutual support in a foreign colonial port, they transformed a fragmented group of migrants into a resilient and organised community. This dynamic resonates with Michel Foucault's concept of heterotopia, which views the cemetery as a counter-site where distinctions of class, gender, and status dissolve. The Meiji graves vividly illustrate this reality. In death, social divisions that shaped everyday life become impossible to conceal: the graves of marginalised karayuki-san lie alongside those of the community's elite. Together, they offer a unique window into a history shaped by colonialism, human trafficking, global trade, and Japan's transformation into a world power. Richly narrated and grounded in extensive archival research, Meiji Graves in Happy Valley fills an important gap in the histories of both Hong Kong and Japan. By recovering the experiences of ordinary migrants, merchants, workers and sojourners, it reveals the human stories behind larger processes of migration, empire, and modernisation, offering a fresh perspective on the intertwined histories of Hong Kong and Japan. Yoshiko Nakano is a professor in the Department of International Design Management at Tokyo University of Science. She previously taught Japanese studies at the University of Hong Kong. Georgina Challen holds an MA in literary and cultural studies from the University of Hong Kong. Born in England, she grew up in Switzerland and has called Hong Kong home since 1990. Bing Wang receives her PhD at the University of Leeds in 2020. Her research interests include the exploration of overseas Chinese cultural identity and critical heritage studies. She is also a freelance translator. Learn more about your ad choices. Visit megaphone.fm/adchoices Support our show by becoming a premium member! https://newbooksnetwork.supportingcast.fm/new-books-network

The connections between Hong Kong and Japan began far earlier than many realise. Yet only recently has Hong Kong's historic Japanese community received the attention it deserves through Meiji Graves in Happy Valley: Stories of Early Japanese Residents in Hong Kong (Hong Kong UP, 2024). In this compelling book, Dr Yoshiko Nakano and Georgina Challen guide readers into the Meiji era, reconstructing history through the lives of ordinary people whose stories have long been overlooked. During our interview, Yoshio explained her desire to place this research within a broader East-West framework, a cross-cultural perspective reflected in her own collaboration and long-term friendship with Georgina. Perhaps the book's most moving aspect is the authors' compassion for Kiya Saki, a karayuki-san (sex worker) from Nagasaki who migrated to Hong Kong and later died by suicide. Yoshiko and Georgina spoke movingly about discovering her story. Like Saki, both have experienced life far from home and understand the challenges of building a life as a sojourner. Her tragic fate inspired them to investigate the lives of early Japanese residents through the meticulous study of 470 graves in Happy Valley. Beyond individual tragedies, the book reveals a diaspora divided by deep social tensions. While the Meiji state sought to project the image of a modern, civilised nation, the Japanese community in Hong Kong was effectively a ‘community of two halves'. Elite business figures, including Mitsubishi managers, existed alongside marginalised karayuki-san and boarding-house operators. Yet from this division emerged a remarkable story of solidarity. Through institutions, wealthier members of the community funded healthcare, financial assistance, and dignified burials for those in need. Driven by the necessity of mutual support in a foreign colonial port, they transformed a fragmented group of migrants into a resilient and organised community. This dynamic resonates with Michel Foucault's concept of heterotopia, which views the cemetery as a counter-site where distinctions of class, gender, and status dissolve. The Meiji graves vividly illustrate this reality. In death, social divisions that shaped everyday life become impossible to conceal: the graves of marginalised karayuki-san lie alongside those of the community's elite. Together, they offer a unique window into a history shaped by colonialism, human trafficking, global trade, and Japan's transformation into a world power. Richly narrated and grounded in extensive archival research, Meiji Graves in Happy Valley fills an important gap in the histories of both Hong Kong and Japan. By recovering the experiences of ordinary migrants, merchants, workers and sojourners, it reveals the human stories behind larger processes of migration, empire, and modernisation, offering a fresh perspective on the intertwined histories of Hong Kong and Japan. Yoshiko Nakano is a professor in the Department of International Design Management at Tokyo University of Science. She previously taught Japanese studies at the University of Hong Kong. Georgina Challen holds an MA in literary and cultural studies from the University of Hong Kong. Born in England, she grew up in Switzerland and has called Hong Kong home since 1990. Bing Wang receives her PhD at the University of Leeds in 2020. Her research interests include the exploration of overseas Chinese cultural identity and critical heritage studies. She is also a freelance translator. Learn more about your ad choices. Visit megaphone.fm/adchoices Support our show by becoming a premium member! https://newbooksnetwork.supportingcast.fm/east-asian-studies

Jill and Tom open the show sharing news of a massive Jeep recall. Jeep has issued a "park-outside" warning for owners of many late-model Jeep Wranglers and Gladiators. Listen in for details. The hosts discuss Mitsubishi's new electric crossover, the Eclipse Sportback EV. Mitsubishi's first U.S.-market electric vehicle shares its basic architecture with the Nissan Leaf. Jill reviews the Mercedes-Benz E 53 Hybrid wagon. One of a waning number of true station wagons still offered in the U.S., the E 53 serves up power and tech, though exclusive pricing will keep the car a rare sight on U.S. roads. In the second segment, Jill and Tom welcome Automotive News' Larry Vellequette to the show. Larry talks about Toyota quality issues, the Gordie Howe Bridge, and surprisingly robust U.S. auto sales. Listen in for some great insights. In the last segment, Jill is subjected to Tom's "Who is that Guy?" quiz. The hosts wrap up the show with a quick take on Ferrari's first-ever electric vehicle, the controversial Luce. Check out the Car Stuff Podcast Facebook page for a picture of the Luce, and listen in for the price.   Hosted by Simplecast, an AdsWizz company. See pcm.adswizz.com for information about our collection and use of personal data for advertising.

Tesla introduces its fourth new currently available blue paint option, the Model 3 crushes a popular consumer website's range test, Lucid introduces a major new software update, Mitsubishi announces a new EV for the North American market, and more! If you enjoy the podcast and would like to support my efforts, please check out my Patreon at https://www.patreon.com/teslapodcast and consider a monthly or (10% discounted!) annual pledge. Every little bit helps, and you can support for just $5 per month. And there are stacking bonuses in it for you at each pledge level, like early access to each episode at the $5 tier and the weekly Lightning Round bonus mini-episode (AND the early access!) at the $10 tier! And NO ADS at every Patreon tier! WIN AN EV WHILE GIVING TO A GREAT CAUSE: For your chance to win your dream EV (or $50k cash!) in the 2026 ChesedChicago raffle, head to https://ccraffle.com/?utm_source=ridethelightning&utm_medium=podcast&utm_campaign=06.14.26 -- Hurry, tickets are limited and only 9,999 tickets will be sold, get your tickets today and use code RTL for $25 off 2 tickets or $500 off 15 tickets. Whether you win or not, you're helping a great organization help families in need. Also, don't forget to leave a message on the Ride the Lightning hotline anytime with a question, comment, or discussion topic for next week's show! The toll-free number to call is 1-888-989-8752. INTERESTED IN A FLEXIBLE EXTENDED WARRANTY FOR YOUR TESLA? Be a part of the future of transportation with XCare, the first extended warranty designed & built exclusively for EV owners, by EV owners. Use the code Lightning to get $100 off their "One-time Payment" option! Go to www.xcelerateauto.com/xcare to find the extended warranty policy that's right for you and your Tesla. P.S. Get 15% off your first order of awesome aftermarket Tesla accessories at AbstractOcean.com by using the code RTLpodcast at checkout. Grab the SnapPlate front license plate bracket for any Tesla at https://everyamp.com/RTL/ (don't forget the coupon code RTL too!). Enhance your car with cool carbon-fiber upgrades from RPMTesla.com. And make your garage door foolproof with the Infinity Shield – get yours at https://www.infinity-shield.com and use the promo code RTL at checkout for a $25 discount.

What's this? The 2026 Mitsubishi Outlander Plug-in Electric Vehicle has zoomed onto the Unnamed Automotive Podcast for its review? Benjamin has plenty to talk about with this seriously refreshed compact crossover. Loaded with more range, a new interior and that same controversial third row, does this one of a kind PHEV make sense for today's buyers? And what is going on at Mitsubishi these days anyways? Then Sami talks quickly about the 2026 Genesis Electrified GV70, before quickly going on a tangent about weird car features that haven't been perfected and what that means for a mature market like the automotive industry. Thanks for listening everyone!

Andrew got the Volvo to move under its own power and it's another week of it being painfully close to being done enough to drive. Meanwhile Andrew is continuing to chase the Coolant temp issue in the Galant, classic Mitsubishi issue. Brad has the Merkur listed on Cars and Bids. We talk some R/C with Scale Auto Cast and then discuss a little NASCAR.  Please Rate, review and subscribe to the podcast on your favorite listening platform. Comments, Questions, complaints; email us at autoofftopic@gmail.com Join the Discord, message us on the socials for a link. Keep your cars analog and Aim for the Roses!

Dirty Vegas were shot out of a cannon in 2002 when their song "Days Go By" was selected by Mitsubishi to soundtrack their new ad campaign. The song was everywhere and suddenly there was a culture shift with artists and their music as it relates to advertising. This gave Steve Smith from the band a career that's taken some unexpected turns, but has never let up. Dirty Vegas released a couple albums, then he went solo, and for the last several years he's been a member of Squeeze and is featured on their new album, Trixies, and on their current world tour. Dirty Vegas is still at it too, releasing new music in 2024. Steve lays out this journey for us this week. Enjoy!  www.stevesmithmusic.com www.patreon.com/c/thehustlepod

Ford Bronco x Filson, Hummer X Concepts, return of Mitsubishi trucks in America, Ford admits something about battery electric full-size trucks, Honda Ridgeline pause, quick hits, and recalls from Jeep and Ram. The Truck Show Podcast is brought to you in partnership with AMSOIL, Kershaw Knives, and OVR Mag. Don't forget to check out truckshowpodcast.com for special offers from our friends and sponsors.

What does it actually mean to be a man in today's world? In this episode, I sit down with pastor, author, and leader Joby Martin for a conversation about biblical manhood, faith, leadership, parenting, and the challenges facing men today. Joby shares why so many men feel stuck between passivity and aggression, and how God's design offers a better path. We talk about what it means to lead your family well, stay engaged in your faith, find the right people to walk alongside you, and avoid letting success at work come at the expense of what matters most. We also tackle a topic many parents are wrestling with: youth sports. How do you balance competitive athletics, church, family, and faith without losing sight of what matters most? Joby offers practical wisdom for parents trying to navigate those tensions. Whether you're a husband, father, leader, or simply someone wanting to follow Jesus more faithfully in everyday life, this conversation is packed with encouragement, challenge, and practical wisdom for life between Sundays. Preorder Joby's Newest Book: https://a.co/d/09j5BM31  International Justice Mission is a global nonprofit working to end slavery and violence around the world, taking special care of survivors from the moment they're rescued all the way through their healing and restoration. To learn more and support their mission, visit ijm.org  Vern Eide Motorcars is a growing employee-owned company that offers sales, service, and financing of automotive, motorcycle, and power sports lines, including Acura, Ford, Chevy, GMC, Honda, Hyundai and Mitsubishi brands. Whether you live locally or across the country, visit https://www.verneide.com/ Subscribe to Life Between Sundays on YouTube and watch the full episode: youtube.com/@adamaweber  Sign up for The Crew: https://www.adamweber.com/thecrew

In this short podcast, Roman Baugh takes over with his new series, "The Deep End," where he shares tech support conversations. This time, Roman is on the other end of a live tech support call about a grounded compressor with an existing Mitsubishi mini-split (Mr. Slim heat pump). The unit in this case had an unclear service history due to the homeowner moving in recently. In this issue, the compressor kicked on and kicked off immediately. After the technician in this scenario told tech support that he had no continuity from the compressor to ground, tech support asked him to check the resistance (which was 43 ohms from black to ground and 43 from white to ground). Tech support concluded that the compressor was grounded, and it needed to be replaced (along with the PCB). However, the resistance disappeared mid-call, and intermittent resistance readings don't always indicate a failed winding; it's worth noting that cool ambient temperatures that enable liquid refrigerant to migrate into the compressor could potentially skew electrical readings. Roman recommended shutting the system down and trying to get the system to run. His rationale was that if the unit ran and didn't keep stopping, the system may have been overcharged or lacking a crankcase heater. However, that did not show any improvement in operation; the compressor rattled for about a second and shut off. A resistance test confirmed that the compressor was grounded, pointing to a mechanical issue with the compressor and not just a one-off instance of refrigerant migration. This type of failure can happen when there are repeated instances of liquid refrigerant in the crankcase over time.   Have a question that you want us to answer on the podcast? Submit your questions at https://www.speakpipe.com/hvacschool. Purchase your tickets or learn more about the 7th Annual HVACR Training Symposium at https://hvacrschool.com/symposium. Subscribe to our podcast on your iPhone or Android. Subscribe to our YouTube channel. Check out our handy calculators here or on the HVAC School Mobile App for Apple and Android.

In this episode of Life Between Sundays, I'm sitting down and answering some really honest questions about faith, grief, parenting, baptism, purpose, and how we actually follow Jesus in everyday life. I share the unexpected story of how I became a pastor, talk through what it looks like to trust God while still pursuing goals, and unpack a few topics Christians have wrestled with for a long time - including infant baptism vs. dedication. References: Wild at Heart by John Eldredge https://a.co/d/03EL50cB Emotionally Healthy Spirituality by Pete Scazzaro https://a.co/d/09BvfCRp The Intentional Father by John Tyson https://a.co/d/0ahBp6xY Thanks to our amazing partners on this episode:  First Interstate Bank has a mission to help people and their money work better together. They do this by ensuring clients can manage their money conveniently wherever they are while also providing the friendly service. They have over 300 locations throughout 14 states! For more information and to find a location near you, visit https://www.firstinterstatebank.com/ Vern Eide Motorcars is a growing employee-owned company that offers sales, service, and financing of automotive, motorcycle, and power sports lines, including Acura, Ford, Chevy, GMC, Honda, Hyundai and Mitsubishi brands. Whether you live locally or across the country, visit https://www.verneide.com/ Subscribe to Life Between Sundays on YouTube and watch the full episode: youtube.com/@adamaweber  Sign up for The Crew: https://www.adamweber.com/thecrew  

In the early months of World War II, one aircraft seemed almost unstoppable.  Fast, agile, and capable of outmaneuvering almost anything in the sky, the Mitsubishi A6M Zero became the symbol of Japanese air power across the Pacific.  Allied pilots feared it, military planners studied it, and its strengths and weaknesses would shape the future of aerial combat.  Learn more about the rise and fall of the Mitsubishi A6M Zero on this episode of Everything Everywhere Daily. Sponsors Newspapers.com Honor the past by uncovering its stories at Newspapers.com  Promo Code EVERYTHINGEVERWHERE Samsara Don't wait for the next accident to take action. Head to Samsara.com/EVERYTHING ButcherBox Get your choice between chicken breast or top sirloin for a year OR ground beef for life, PLUS $20 off when you go to ButcherBox.com/everything Quince Go to quince.com/daily for 365-day returns, plus free shipping on your order! Mint Mobile Save 50% on Unlimited premium wireless plans starting at $15/month at MintMobile.com/EED Audible Listen to Project Hail Mary Audible.com/hailmary Fast Growing Trees Get 20% off your first purchase when using the code DAILY at checkout at fastgrowingtrees.com/daily Subscribe to the podcast!  https://everything-everywhere.com/everything-everywhere-daily-podcast/ -------------------------------- Executive Producer: Charles Daniel Associate Producers: Austin Oetken & Cameron Kieffer   Become a supporter on Patreon: https://www.patreon.com/everythingeverywhere Discord Server: https://discord.gg/Ds7Rx7jvPJ Instagram: https://www.instagram.com/everythingeverywhere/ Facebook Group: https://www.facebook.com/groups/everythingeverywheredaily Twitter: https://twitter.com/everywheretrip Website: https://everything-everywhere.com/  Disce aliquid novi cotidie Learn more about your ad choices. Visit megaphone.fm/adchoices

For decades, the world saw Japanese cars as just efficient, economical daily commuters. Then the 1990s hit, and Japan unleashed a lineup of obsessively engineered racing monsters that completely stunned the established European and American giants. Backed by the limitless budgets of the nation's economic "bubble era," Japanese engineers were given the ultimate green light to overbuild their machines without worrying about the cost.From Subaru and Mitsubishi conquering unforgiving rally dirt, to Mazda's unbreakable rotary engine surviving Le Mans, and Nissan's R32 "Godzilla" destroying the Australian touring circuit—Japan didn't just show up to compete. They took over.Discover how these manufacturers stopped being seen as the "optimistic little brother," rewrote the racing rulebooks, and became the ultimate global benchmark.This episode is brought to you by QUO. Try QUO for free PLUS get 20% off your first 6 months when you go to https://www.Quo.com/PastGasThis episode is also brought to you by Shopify. Sign up for your one-dollar-per-month trial today at https://www.Shopify.com/GasAlso thanks to BlueChew for sponsoring this podcast. Right now, when you buy two months of BlueChew Gold, you get the third for FREE with promo code PASTGAS.