MeGooDo Luxury Bluetooth Smart Watch WristWatch UWatch Touch Screen U8 with G-sensor Fit for Smartphones IOS Android Apple iphone 4/4S/5/5C/5S Android Samsung S2/S3/S4/Note 2/Note 3 HTC Sony Blackberry (White)

Features:
1.Time / Date / Week / Battery state display
2.Ringing reminder when you receive a call
3.Ringing reminder once your mobile phone disconnected
4.Display the number or name of incoming calls
5.Answer or Dial calls from your wrist
6.Stopwatch function
7.Support hands-free calls
8.Play the music in your phone (after Bluetooth paring)
9.Sync phone book/SMS/call history(only for android phone)
10.Ring reminder when your Android 2.3 or above smart phone receive a message (including Wechat, Facebook, Twitter,WhatsApp, Skype,and so on)
11.Anti-lost alarm function: When cellphone left watch alarm automatically, after a certain distance to avoid lose the phones
12.Remote taking photo function:You can control your cellphone to take photo from your wrist
*Altitude Meter,Passometer,,Photograph,Barometer,Vibration

Technicnal Specification:
1.Material: Steel + Silicon
2.Bluetooth Version: Bluetooth V3.0+EDR
3.Bluetooth Protocol: A2DP + HFP 1.5 + HS P 1.2
4.Range of Frequency: 2.4GHz spectrum
5.Ambient Noise: ≤75dB
6.Transmitting Range: ≥10m
7.Charging Time: about 1 hour
8.Language:English,Chinese
9.Talk Time: about 3 hours
10.Music Play Time: about 6 hours
11.Standby Time: about 160 hours
12.Power Supply: Built-in 230mAh rechargeable battery
13.Dial Size: 4.6 x 4.2 x 1cm / 1.81 x 1.65 x 0.39inch

Package includes:
2.U8 Bluetooth Watch x 1
1.User Manual x 1

Product Features

• Display the number or name of incoming calls. Answer or Dial calls from your wrist.


• Time / Date / Week / Battery state display


• 1.48″ Capacitive Touch Screen TFT LCD + Bluetooth V3.0+EDR


• Play the music in your phone (after Bluetooth paring)


• Android System can support all function in the description; BUT IOS only support: Passometer, Calendar, Call Sync,Calculator,Clock,Stopwatch;apps just available for Android

Click Here For More Information

MeGooDo Luxury Bluetooth Smart Watch WristWatch UWatch Touch Screen U8 with G-sensor Fit for Smartphones IOS Android Apple iphone 4/4S/5/5C/5S Android Samsung S2/S3/S4/Note 2/Note 3 HTC Sony Blackberry (White)

John Fairchild, Editor-In-Chief Of Women's Wear Daily, Dead At 87

John B. Fairchild, who presided over Fairchild Publications for more than 30 years until 1997 with publications that included Jane, Details and fashion industry bible Women’s Wear Daily, died Friday at his home in Manhattan. He was 87.

Fairchild was the longstanding editor-in-chief of WWD, which Conde Nast sold to Penske Media Corp, Deadline’s parent company, last year. Fairchild also founded W magazine, and his company comprised daily and weekly trade newspapers and magazines in industries ranging from fashion to electronics to metals. In the pages of WWD since 1960, Fairchild turned anonymous designers into international legends including Bill Blass, Oscar de la Renta and Yves Saint Laurent. WWD wrote in Fairchild’s obituary that he was “Fawned over and feared by an audience desperate for his approval but terrified and often resentful of his authority.”

John Fairchild also understood the important connection between the fashion industry and the larger New York City culture, pushing WWD to become a force in the arts. Broadway critics who began their careers at WWD included Howard Kissel, the late drama critic of the Daily News, and and former WWD Paris bureau chief  Ben Brantley, the chief drama critic of the New York Times.

Fairchild was born on March 6, 1927, in Newark, the son of Louis W. Fairchild and Margaret Day. Though his parents divorced, Fairchild always remained connected to the business that was launched by his grandfather, E.W. Fairchild, and his great-uncle, L.E. Fairchild. He attended the Kent School in Connecticut and during summers worked for WWD. At first he dropped out of Princeton, but later graduated after a stint in the army in 1950. In 1951, Fairchild became a WWD reporter in New York, and was ultimately assigned to the Paris office four years later and put in charge of all European coverage for all of the Fairchild publications.  In 1960 Fairchild, then 33, was called to return to the U.S. by his father, Louis W. Fairchild, then president of the company, who was also retiring. Fairchild was made publisher of WWD and Daily News Record, which covered men’s fashion. In 1964, Fairchild became editor-in-chief executive of corporate publishing.

In 1968, the Fairchild family sold to radio and TV firm Capital Cities Broadcasting Corp. for $10.5M in cash and 600,000 shares of new stock then valued at $26.7M, making the deal worth about $37.2M, per WWD. In 1986, Capital Cities bought American Broadcasting Co. (ABC) for $3.4B. By 1996, Fairchild publications was folded into the Walt Disney empire when it acquired Cap Cities/ABC. A year after that, on his 70th birthday, Fairchild retired, becoming the final Fairchild to head the company founded by his family. Two years after his retirement, WWD was sold again to Advance Publications, a privately held company owned by the Newhouse family, which had a reputation in the fashion world with its Condé Nast titles Vogue, Glamour, GQ, Allure and Modern Bride. WWD reports that Fairchild publications sold to Advance for $650 million in 1997. After WWD sold to Penske Media, Fairchild remained a contributing editor.

John Fairchild, Editor-In-Chief Of Women"s Wear Daily, Dead At 87

Hyundai Recalling North American Vehicles Because of Power-Steering Issue, Covers 263000 Cars

By John Nassivera | Feb 28, 2015 04:01 PM EST

Hyundai Motor Co. announced Saturday that it will recall vehicles in North America because of an issue it is experiencing with these cars’ sensors. (Photo : Michael Gil (Flickr))

Hyundai Motor Co. announced Saturday that it will recall vehicles in North America because of an issue it is experiencing with these cars’ sensors.

The recall covers about 263,000 vehicles, with 205,000 cars in the U.S. and about another 58,000 in Canada, according to DailyFinance.

The National Highway Traffic Safety Administration said sensors in these cars could find an issue in the steering input, which would force the sensors to turn off power-assisted steering.

The Korean automaker says this will force the driver to put more effort into steering the car at low speeds, thus resulting in a greater risk of a crash, The Detroit News reported.

Vehicles covered in the recall include 2008-2010 Elantras made between June 1, 2008 and April 30, 2010 and 2009-2010 Elantra Tourings made between Nov. 1, 2008 and April 30.

Hyundai said it will notify owners of the affected cars and that dealers will fix the control unit of the electronic power steering, free of charge.

Hyundai Recalling North American Vehicles Because of Power-Steering Issue, Covers 263000 Cars

Gay and bisexual men urged to take part in HSE survey on sexual health

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Gay and bisexual men urged to take part in HSE survey on sexual health

Star Wars Lightsaber Flashlight - Anakin Skywalker - 10" with Working Lightsaber Sound Effects

Star Wars Lightsaber Flashlight – Anakin Skywalker – Working Lightsaber Sound Effects – Take home this cool Luke Skywalker SFX Light saber Flashlight and you’ll never lose your way in the dark side again! Anakin Skywalker made his own light saber, modeled after Obi-Wan only to lose it to him in their epic duel, which completed Anakin’s transformation into Darth Vader. Obi-Wan gave Luke his father’s saber in the hopes Luke would become a Jedi. The plastic Luke Skywalker Light saber Flashlight measures 9 3/4-inches long x 1 1/4-inches in circumference and features bright-blue LEDs. May the flashlight be with you!

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• Bright Blue LED’s

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Star Wars Lightsaber Flashlight - Anakin Skywalker - 10" with Working Lightsaber Sound Effects

Alison Gordon was a trailblazer in 'man's world' of baseball

A door opened to Alison Gordon in 1979, and she walked through it, armed with her passion for baseball.

She became the first full-time female beat writer in Major League Baseball when the Toronto Star hired her to cover the Blue Jays in the team’s third year of existence. She also became the first woman welcomed into the Baseball Writers’ Association of America, awarded a membership card that read “Mr. Alison Gordon.”

Ms. Gordon, who died on Feb. 12 at the age of 72, was described as a pioneer by colleagues. She entered major league clubhouses during the first season the doors were open to women and overcame the sexism she sometimes found there, helping to pave the way for later generations of female sports journalists.

She was born in New York in 1943, to John King Gordon and his wife, Ruth (née Anderson). The family, along with her older brother, Charles, moved a lot as her Canadian father was a diplomat working for the United Nations. They lived in Tokyo, Cairo and Rome, before returning to the United States in her late high school years.

“After living overseas, Alison had some culture shock when we returned to the U.S, and she began to go to Yankee games with a group of friends, so baseball became really important to her,” said her brother, Charles Gordon. “It helped give her an identity.”

She came to Canada to attend Queen’s University, worked as a freelance magazine writer before working as a producer for CBC’s As It Happens and eventually gained Canadian citizenship. The Star hired her in 1979 to take on the Jays beat. It was not only her first job in sports – it was her first time working at a newspaper.

Until that time, female sports reporters had been barred from entering most locker rooms in pro sports, left to wait in the hallway and interview players exiting after they finished with the male press. Sports Illustrated writer Melissa Ludtke was covering some New York Yankees and Mets games in New York that season after she sued Major League Baseball and won, earning clubhouse access for women reporters.

“When The Star decided to put Alison on the beat in ’79, it was a very hot topic,” said Howard Starkman, former Jays director of public relations. “Everywhere she went, she became a bit of the story, but she was emotionally tough. Her saving graces were that she could definitely write and had good knowledge of baseball.”

Mr. Starkman says many inside the clubhouses were uneasy with Ms. Gordon’s presence, including the team’s manager, Roy Hartsfield. Some players complained it was against their religion, including outfielder Barry Bonnell, a devout Mormon who objected very vocally.

A few players would flagrantly walk out of the shower without a towel and go right up to the locker of the player she was interviewing. There were instances where players would snicker and dare one another to ask her out.

“I remember the feeling of enormous delight to see Alison – seeing another woman there at that point in history was something special,” said Ms. Ludtke, reached by phone at her home in Cambridge, Mass. “That season, in particular, some places would send women just for the point of sending women, but then there was Alison, a real bona fide print reporter who was no-nonsense. We just wanted to do our jobs – it was simple in our minds and a whole lot more difficult in the minds of others. Alison had a great kindness about her as well as a steely determination to do her job.”

Ms. Ludtke recalls that Ms. Gordon had the ease of a veteran sportswriter, even though she was constantly being followed by news cameras and scrutinized by players and managers.

“1979 was a year of transition and Alison was a very transitional figure,” Ms. Ludtke said. “The judge had ruled and the legal shift had happened, but the cultural and attitudinal shifts were still in the early stages. At the time, many men found it hard to believe that all we wanted was to do our jobs.”

Ms. Gordon herself recounted in a 2001 Star article, “Reaction as I set the first female foot into the press boxes and clubhouses around the American League ranged from acceptance to hostility.” The laughable 53-109 Jays were more respectful than most, many of them true gentlemen, she said. It was a sharp contrast to the Texas Rangers, who shut out all reporters for a stint when they knew she was about to make the trip to Arlington.

Change was slow in Toronto as well, though, recalled Jays broadcaster Buck Martinez, who was a catcher for the team from 1981 to ’86.

“By the time I got to Toronto in ’81, there were still some guys who weren’t comfortable with Alison being in the clubhouse, because they felt it was a man’s world and the clubhouse was a very private atmosphere,” Mr. Martinez said. “Some players would put clothes racks in front of their lockers when she was in there so they could hide behind them and dress in private. But she was very professional and without question, she soon won people over.”

She learned to use her own mini-celebrity as an advantage. Players and managers across the American League remembered her – even if only for her gender – and she created some strong working relationships. She won over Baltimore Orioles manager Earl Weaver, who once said of Ms. Gordon “she ain’t no pecker checker,” discounting a macho view back then that some female reporters were more interested in the nudity inside the clubhouse than the stories.

“Toronto was a safe harbor because of her,” wrote ESPN baseball news editor Claire Smith, who began her career as an MLB newspaper reporter in 1982. “It was a place to decompress because she had done all the heavy lifting.”

Ms. Gordon stayed in the beat for five years, then wrote a funny memoir called Foul Ball!: Five Years in the American League (1984). She then went on to author a series of five baseball-themed mystery novels between 1988 and 1997, her main character a sports reporter-turned amateur sleuth named Kate Henry.

Some wondered why a seasoned sportswriter and self-described lover of baseball would leave the gig so soon, when the profession has so many long-tenured veterans.

Ms. Gordon married lawyer Paul Bennett in the early 1980s but divorced in 1996. Even after leaving the beat, she remained at The Star for a few years, writing features and occasionally attending Jays games. It was her view from the seats in 1990 that led to the comical eye witness account of a couple having sex behind the wide-open windows of the SkyDome Hotel, overlooking the Jays’ outfield during a game.

“He was corpulent, hairy and nude,” she famously recounted in The Star. “She was blonde, buxom and wrapped none too securely in a towel.”

She became very active in fighting for free expression with PEN Canada. It was under her stewardship as vice-president in 1992 that PEN hosted Salman Rushdie, a few years removed from the controversy surrounding his book The Satanic Verses. She had a strong network of close writer friends – including Canadian novelist Margaret Atwood.

“Alison was a dear friend for many years and a travelling companion on several escapades,” Ms. Atwood said by e-mail, noting their destinations included the Northwest Territories, one of the settings in Ms. Atwood’s novel MaddAddam. “She was a bright light, a generous soul, always a joy to be with, and very smart and funny.”

Ms. Gordon was no longer writing books in recent years, but was doing some speech writing for friends in politics. She had become an avid bird watcher and played tambourine in a band full of writers – a rollicking bunch who jammed rock songs from the 50s and 60s in the basement of her Toronto home and shared laughs over glasses of wine.

Ms. Gordon died at Toronto East General Hospital a few days after she had surgery for a lung condition that had been causing her respiratory problems. Her brother said the death was unexpected and the family is still awaiting tests on the exact cause.

She particularly cherished her time with her six-year-old great-nephew Desmond Chan-Gordon, a talented young baseball player. Ms. Gordon leaves her brother, Charles Gordon; nephew, John Gordon; niece, Mary Gordon; great-nephew, Charley; and great-niece, Catherine Rands.

A celebration of Ms. Gordon’s life was held on Feb. 20 at the Arts and Letters Club of Toronto.

“Alison specified in her will … that she wanted it to be a joyous event,” her brother said.

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Alison Gordon was a trailblazer in "man"s world" of baseball

Police to crack down on bikes without no plates

KOLHAPUR: Taking a lesson from the recent attack on veteran communist leader Govind Pansare, the city have decided to take action against the motorists riding their two-wheelers without number plates. According to police officials, the assailants who shot at Pansare were riding on a motorcycle that did not have a number plate.

Reetesh Kumar, inspector general (Kolhapur range), said that instructions will be given to all the police stations in the district to take action against such motorists. The drive will also help in curbing the chain snatching menace in the district.

“Unidentified men who shot at Pansare on February 16 were riding on a motorcycle without a number plate. The eyewitnesses who saw them have provided us their description and the colour of the motorcycle, but they did not find any number plate on the bike. Information about the number plate would have given us some clues about the assailants,” Kumar said.

“We have received information that there are many motorists, especially college going youths, who are riding motorcycles without number plates or fancy number plates. We have decided to take strict action against such motorists and will a launch drive in the district to find these vehicles plying on the road and take action against them,” he said.

“Two cops from every police station will be assigned the special task to keep a watch on the motorcycles along with the city traffic department. The drive will include surprise checking at colleges in the city to find youths using bikes without number plates or having fancy plates and fine them. We will also take action against the number plate makers if they take orders of making fancy number plates. The makers will be given a prescribed format about the norms of standard number plates; we will ask them to follow these norms strictly,” Kumar said.

“This will also help in keeping a check on the chain snatchers who most of the times use bikes without number plates while committing the crime,” he added.

Unidentified men who shot at Pansare on February 16 were riding on a motorcycle without a number plate. The eyewitnesses who saw them have provided us their description and the colour of the motorcycle, but they did not find any number plate on the bike

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Police to crack down on bikes without no plates

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2015 Chinese Motorcycle Industry Report

It is universally known that the Chinese motorcycle industry had experienced rapid progress since China’s “reform and opening up” in the 1980s, but that development had begun to slow down after the global recession hit in 2008.

The decline became ever more obvious after the implementation of National III emission standards in China in 2011. Other problems still compound the progress of the industry; problems like the banning or limiting of the use of motorcycles in Chinese cities has seriously affected motorcycle sales in urban Chinese areas, the (still) all too homogeneous products, the growing influence of Indian motorcycles on traditional Chinese markets, unitary marketing methods and the slow reform and transformation of the industry all added to the stagnation of the industry in 2014.

The Chinese government was cautious when describing the sales performance of the motorcycle industry in 2014 as “encouraging but frustrating.” The 2014 year’s predicted sales statistics suggest that the domestic market continues to decrease in light of the on-going ban on motorcycle in urban centers and the availability of cheaper cars combined with higher spending power. The prediction also indicates that although export figures may be slightly down, profits are up due to increases in western markets and the increased quality of Chinese P2W.

During the first eleven months of 2014 the accumulated exports of motorcycles reached 7,791,700 units, down 7% from the previous year with the export of two-wheelers reaching 7,524,400 units, down 8.3% year on year. The export of three-wheeled vehicles was 267,300 units, up 60.8% year on year.

The Ban & Restrictions on the Use of Motorcycles

The prohibiting and limiting of the use of motorcycles in Chinese metropolises is an old topic but one that needs to be re-visited in light of the yearly report as it is the key factor that impedes the development of the Chinese motorcycle industry.

There was no sign of a lift of the ban in 2014; conversely, the Chinese government expanded the ban to more cities and urban centers. An issue that further complicates the problem is the fact that more and more rural areas are urbanizing and consequently falling under the authority of urban governments causing bigger areas and more consumers to be hit by the motorcycle ban.

In many cities motorcycle retail is becoming rare. This decrease of motorcycle retail trade greatly reduces distributors’ benefits and many secondary level distributors have found it hard to survive and have shifted in to the developing auto and EV industries. As purchasing power in rural areas is generally weaker, manufacturers have paid less attention to quality and more to reducing prices in an effort to maximize profits, thus hindering progressive research and development and creating a negative knock-on effect for the export industry.

The Impact of Conventional Family Cars and 2-wheeled Electric Vehicles Significant for Downturn

Multi-industry competition (car, EV and motorcycle competition) as well as improved public transport services continued to affect the Chinese motorcycle industry in 2014. The infamous ‘battery crisis’ which disturbed the EV industry was resolved in 2012 increasing its progress and naturally many Chinese electric vehicle manufacturers further strengthened their urban and rural sales networks and developed new markets that posed a significant threat to the profits of the Chinese motorcycle industry.

In the urban centers where motorcycle riding is still permitted many consumers who had originally intended to buy conventionally powered 2-wheelers have chosen to buy electric bikes and scooters which the consumers consider to be more light, manageable, environmentally friendly and economical.

Government forecasts project a demand for around 80 million motor-tricycles on the provision that 1 in 3 farming families (out of an estimated 900 million farmers) will eventually purchase one. It will take 20 to 25 years for Chinese motorcycle manufacturers to meet projected market demands. The current annual motor-tricycle output capacity is around 4 million units so it is very likely that we will see more of the major motorcycle factories taking advantage of this growing market.

The output and domestic sales of motor-tricycles has enjoyed a steady increase in 2014. Motor-tricycles are used as both transport and production tools in China as there are designs suitable for both passenger and freight transports. Their practicality is greatly favored by Chinese farmers and private small business owners in towns.

Along with the fast development of the motor-tricycle industry, its status has been gradually improving. More and more major motorcycle enterprises have begun to pay attention to the development of motor-tricycles and Lifan, Zongshen, Dayun, Dayang, Yinxiang and others have increased their financial investments into motor-tricycle production in 2014 to augment their product lineup and improve existing technologies. The potential of the motor-tricycle market is growing mainly due to the employment of government subsidies and the increasing incomes of Chinese farmers.

Larger Motorcycle Factories also Impacted by Negative Factors

Well-known Chinese motorcycle enterprises are also beginning to struggle to turn a profit. CAAM predicts that of the top 20 motorcycle manufacturers, only seven companies will enjoy a sales increase. The remaining 13 companies will suffer various drops, some as much as 45% year on year with top tier motorcycle manufacturing giants suffering the most.

Chinese motorcycle manufacturing companies faced varied difficulties in 2014 including factors such as increasing raw material prices and rising labour and operation costs all of which further affect the profits of motorcycle manufacturing projects. The stagnant economic climate has also greatly affected import/export market purchasing power and caused significant motorcycle sales decline.

This has greatly slowed down the expansion of numerous motorcycle companies and many have been forced to reduce spending in sporting/ racing activities, product R & D, and marketing. Some of the smaller motorcycle manufacturers were forced into liquidation. All of these factors are actively delaying the further expansion of the Chinese motorcycle industry and need to be addressed in 2015: watch this space!

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2015 Chinese Motorcycle Industry Report

Black is back as Milan fashion week revs up

A model presents a creation part of the Prada collection show during the Fall/Winter 2015 Men’s Fashion Week on January 18, 2015 in Milan. AFP PHOTO/Tiziana Fabi

MILAN – Forget rainbow knits and ruby galoshes. All the signs are that black is back in a big way as Milan fashion week kicks off on Wednesday.

After Gothic trends dominated catwalk shows in New York and London, all eyes now turn to Italy to see if the likes of Prada, Gucci and Armani embrace the vampiric garlic-and-stake look for next winter’s must-haves.

Fashionistas, models, buyers and their chauffeurs are descending on the northern Italian city for a fast-paced week of catwalk shows, stellar swag bags and champagne-fuelled parties in the streets around the Gothic cathedral.

The New York and London Fall-Winter 2015 shows left Brooklyn hipsters and Shoreditch hepcats rushing to get their hands on black frocks, studded coats and some serious eyeliner.

Trend-spotters will be looking to see if the cities’ penchant for brocade, fur and shearling will be given a stiletto twist by Italy’s masters of chic—while renegade unisex normcores will ignore all of the above and stick to strictly casual with comfy shoes.

In the pink

Whether black turns out to be the new black or not, Milan is decidedly in the pink after a long economic downturn which hit the luxury industry hard.

“The fashion economy is back on track. It’s going to be an excellent fashion week shaped by the sort of economic situation we’ve not seen for years,” said Mario Boselli, head of the Italian Fashion Chamber.

After a 3.7 percent rise in turnover in 2014, the chamber has forecast just a 1.6 percent increase for 2015.

But “favorable economic circumstances mean that figure is destined to grow,” said the fashion force who is stepping down in April after 15 years in which he has boosted ties with emerging markets and Chinese talent in particular.

A longstanding row over timetables has been resolved—at least for this season—so that Gucci and Armani will bookend the shows before the fashion extravaganza decamps to Paris.

The Gucci expo is the most hotly awaited of the season as new creative director and former accessory designer Alessandro Michele unveils his first women’s wear collection after taking over from the formidable Frida Giannini.

New stars in town

The rest of the week’s line-up is packed: 68 catwalk shows, 80 presentations and 151 collections unveiled in total, along with numerous exhibitions and projects linked to Milan’s Expo 2015 world fair, which kicks off in May.

Beyond the shining lights of the city’s luxury stores in the renowned “golden triangle”, workshops, showrooms and art galleries will also be opening their doors for the “5Vie” (“5 Streets”) festival in the historic centre.

Those looking for upcoming talent will be sure to catch the presentation by Vienna-born Arthur Arbesser, who studied at Central Saint Martins and did seven years at Armani before striking out on his own, and has been shortlisted for the prestigious LVMH prize.

And of course no one will miss Italian-Haitian designer Stella Jean, a 35-year-old whose bold artisan prints have already been spotted on R&B superstar Rihanna. — AFP

Black is back as Milan fashion week revs up

Meet the fast-charging, affordable 'future' car that Elon Musk hates

Toyota workers assemble the Mirai, which runs off hydrogen, at the automaker’s Motomachi plant in Japan on Tuesday. (Tomohiro Ohsumi/Bloomberg)

Toyota this week officially rolled out what it’s betting will mark “a turning point” in automotive history — a sleek, affordable, eco-friendly “future” car that can drive for 300 miles, takes less than five minutes to charge and comes with three years of free fuel.

It’s everything haters of gas-guzzling car culture could love. And the biggest name in electric cars hates it.

Toyota’s Mirai (meaning “future” in Japanese) will be one of the first mass-market cars to run on hydrogen fuel cells, which convert compressed hydrogen gas to electricity, leaving water vapor as the only exhaust. As opposed to getting plugged in overnight, the sedan will need only about three minutes to get back to full charge, a huge boon for convincing the world’s drivers to convert to a cleaner ride.

But the green technology has found a surprisingly forceful critic in Elon Musk, the electric-car pioneer and founder of Tesla Motors, maker of battery-powered cars like the Model S. Musk has called hydrogen fuel cells “extremely silly” and “fool cells,” with his main critique being that hydrogen is too difficult to produce, store and turn efficiently to fuel, diverting attention from even better sources of clean energy.

“If you’re going to pick an energy source mechanism, hydrogen is an incredibly dumb one to pick,” Musk said last month in Detroit. “The best-case hydrogen fuel cell doesn’t win against the current-case batteries. It doesn’t make sense, and that will become apparent in the next few years.”

But Toyota, one of Big Auto’s few pioneers of fuel-efficient cars like the Prius hybrid, has not been content to let Musk’s aggression stand. Bob Carter, a Toyota senior vice president, slapped back at Musk last month by criticizing his sole focus on battery-powered cars: “If I was in a position where I had all my eggs in one basket, I would perhaps be making those same comments.”

The electric-car infighting has opened up a huge division over the future of zero-emission cars. Although they make little sense anywhere else now but California, home of the nation’s few hydrogen refueling stations, Toyota and its home country of Japan are investing heavily into ushering in what Prime Minister Shinzo Abe has called the world’s “hydrogen era.”

The Mirai is an absolute oddity even in the world’s still-small green car market. A dozen workers in blue hard hats will hand-craft the cars without help of conveyor belt, turning out only three a day, Toyota said. The small-batch operation will roll out 700 this year for the U.S., Japan, Europe, and crank up to 2,000 starting next year.

Toyota plans to sell the Mirai for about $45,000 in the U.S., including about $13,000 in federal and California incentives, starting next year. It will sell to the public in Japan next month.

At 300 miles, the four-seat Mirai offers the longest range of any electric vehicle on the market (and more than Tesla’s $80,000 Model S, which gets 265 miles). A full tank of hydrogen, Toyota adds, has enough energy to power the average American home for a week.

But hydrogen fuel cells carry their own challenges. To sell successfully in America, the cars will need a nationwide infrastructure for recharging (a problem Musk has sought to get around through Tesla’s national network of “superchargers.”) Though its emissions are greener, hydrogen is now mostly sourced from natural gas, which carries its own environmental impacts.

But Toyota has been strong in its defense of hydrogen, saying it will give drivers far quicker refueling times and farther range than the typical battery-powered electric car.

Toyota is not the only automaker pushing hard on fuel cells: The hydrogen-powered Hyundai Tucson is now available in California, and Honda’s fuel-cell car is expected to roll out next year.

But Toyota has been one of its biggest boosters, opening its more than 5,000 fuel-cell related patents up for free and saying it wants to build and fund new fueling stations, first in California and then stretching to the east coast. California is investing tens of millions of dollars to build 28 new hydrogen recharging stations, on top of the 10 it was home to as of last year.

Japan has proven to be far more embracing of the “hydrogen society,” investing in self-service hydrogen stations, easing fuel-cell regulations and offering about 3 million yen (about $25,200) in incentives to early Mirai buyers. Prime Minister Abe, one of the first to receive a Mirai, said he wants all of Japan’s agencies to have one, too.

Although Mirai production began in December, Toyota’s president, Akio Toyoda, marked Tuesday as the official roll-out date. Five years ago to the day, a congressional panel grilled Toyoda about the automaker’s recalls for unintended acceleration programs, a long embarrassment for the major Japanese brand.

“For us, that date marks a new start,” Toyoda said. “This is not to reflect on the past, but rather to celebrate Toyota’s new start, where we take a fresh step towards the future.”

More from The Washington Post:
The hidden dangers of Lincoln Town Cars, America’s favorite taxi cab

Worse than salt, brine sprayed on roads will munch your car to pieces

Have a question about the auto industry or need purchasing advice? Join columnist Warren Brown in a live chat Feb. 27 at 11 a.m.

Drew Harwell is a national business reporter at The Washington Post.

Meet the fast-charging, affordable "future" car that Elon Musk hates

The Big Small Penis Party: tackling a male body-image taboo

‘There’s been little information on how penis size impacts on men, on their mental health’ Photo: Alamy

Antony Smith is a poet. He is also, by his own admission, a man with a small penis.

Last year, he wrote a poem about his predicament, which attracted a surprising amount of attention online. “I have a tiny cock,” it begins, “like a little crooked finger. Everybody else’s dick is inevitably bigger.”

Smith, 48, is also the founder of the Small Penis Support Group and the group’s first public event, The Big Small Penis Party, will take place in London on Saturday March 7. Smith describes it as “the first ever conference for the celebration and acceptance of small penises everywhere”.

While much has been written about female body image anxiety, it is generally presumed that men don’t suffer from such hang-ups. However, even though the Smith’s event is billed as a “comedy cabaret extravaganza”, there is a serious message behind it: men, like women, should not feel body shame because of the way they were born. The party is a much-needed platform to tackle the issue of male body anxiety; a way to connect our two genders and unify men and women in the fight against shame, uncertainty, and embarrassment.

Earlier this week, Smith spoke to Telegraph Men about his campaign.

Why is all of this so important to you?

The story of how this came about is a very personal one. I spent years suffering from anxiety because of my penis. I always worried about size and that’s an unhealthy thing to deal with. We live in a world with billboards full of photoshopped penises. There’s the internet; porn. I think it’s difficult to fully realise what’s real. So much of what we see these days is fantasy.

You talk about how your feelings were transposed into your relationships/marriage. Did that spur you to take the issue on?

I’ve been with my wife for 17 years and we’ve always had a healthy relationship — she never said anything that indicated there was a problem with the size of my penis. She’s always told me that she loves me. But I felt there was an emotional brick wall. She was loving a part of me that I didn’t. And in a sense that wasn’t right. It was something I had to confront.

And you’re channeling that, now, through The Big Small Penis Party?

Yes, I’ve had a marvellous response and it promises to be a great event. After the poem, which in itself was a big step, I wanted to move things forward. I think it’s a topic that’s underreported and not considered enough. I think penis size is something that every man wonders about and deals with. At least most do. There’ll be performances, poetry, activities, and it’s all to help bring men — and women — together to say that penis worries are not a physical issue, but a mental one. It’ll all be done with good humour, I often think comedy is the best medicine — but there’s a really serious aspect at its foundation.

How big a problem do you think this is? How much does it affect men?

I think it’s huge and to me it’s quite scary. There’s been little information on penis size impacting men, their mental health. I contacted the Kinsey Institute and they didn’t have any research on it, really. I really don’t think we’re dealing with this enough. After performing the poem last year and getting media coverage, I’ve had thousands of men contact me, many thanking me for talking about it. It’s truly wonderful. And it shows how important this is, spreading a positive message. I’ve read about a 17-year-old boy who committed suicide because of worries over his penis size — and that’s awful. I wonder how many others have been led to such extreme, drastic measures but not told people why.

You say this is something for men and women to work on together?

Definitely. Obviously, body shaming is a an issue for men and women. Although, often women are the target — it’s definitely more of a talking point. I believe this can unite men and women; it can show men what women have to deal with all the time. It levels the playing field and provides a springboard for a greater understanding between genders.

What do you want to change with the Big Small Penis Party?

Penises will always be a talking point, particularly for men. And there’ll always be jokes. I think there are good and bad penis jokes — and I think it’s good to know the difference. A lot of men say, ‘he must have a small dick because he’s driving a Ferrari or whatever,’ which is fine, but I don’t think penises should define men as good or bad people. I’ve seen jokes comparing penises to guns, or terrorists, and I don’t think penises should be used to paint a horrible picture. People also associate angry men with small penises. There are so many myths, fallacies, that need to change.

Quick question, do you drive? If so, what car?

I can’t stand driving. I don’t have a car.

OK, back to the serious stuff…

This is all about honesty — men don’t need to add that extra inch when talking about it at the pub. We all know everyone does it. And people don’t need to use penises to attack others. I suppose human obsession over penis size is perpetual, but it doesn’t have to be so negative all the time.

So, our penises shouldn’t be used as weapons…

No.

And after the event, what’s next? After all, ’from small acorns, mighty oaks grow’?

I’m starting off small, one step at a time — but I have thought recently about the possibility of “The Bigger Small Penis Party.” Nothing’s cemented at this stage, but I think there’s definitely room to continue this. I’m not a campaigner, but in the future there’s room for more here. There are stories, narratives to tell. Lots of people want to be involved.

The Big Small Penis Party: tackling a male body-image taboo

Man dies in motorcycle crash

The Georgia State Patrol said one person was killed in a motorcycle accident Saturday night on Hamilton Pleasant Grove Road in Harris County.

According to the GSP, Al Lashon Parks, 35, of Raleigh, North Carolina, was riding a motorcycle when he apparently lost control on a curve, was thrown from his bike and his head struck a tree. Troopers said he died instantly.

GSP said friends of Parks also were traveling on motorcycles when the suddenly lost sight of him. They called police after they couldn’t reach him on his phone.

Troopers found the wreckage and Parks early Sunday morning.

Reach Melanie Ruberti at 706-884-7311, ext. 2156.

Man dies in motorcycle crash

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2015 brings new Michelin motorcycle Tyres

2015 looks to be an exciting year for motorcycles. Michelin make some of the best supersport tyres on the market, and in the coming months will be releasing 6 new products for the road and track.

While we’ve not ridden on any of these tyres yet, we’re confident they’ll progress the already excellent Michelin range even futher. We’ll report back once we have some miles under our belt.

PRESS RELEASE

Michelin to launch six new hypersport and track tyres in 2015

Michelin will be revamping its range of hypersport and track motorcycle tyres in 2015, with the introduction of six new products. Designed to meet the needs of all riders, from the professional racer to the track-day enthusiast, the range incorporates the latest cutting edge technologies tested on the track in order to provide maximum safety, performance and riding enjoyment.

Developed in collaboration with the best riders, this range turned in a winning performance at the 2014 FIM SuperMoto World Championship. It features a new 16-inch version and innovative rubber compounds that significantly and simultaneously improve feedback from the front tyre, handling, grip and longevity. 

Designed for experienced racers looking for quick lap times, this range is directly derived from the latest technological advances tested on the circuit. 

This tyre is the road legal treaded version of the MICHELIN Power Slick Ultimate. 

The MICHELIN Power Slick Evo is intended for the track and is ideal for weekend racer. Easy to handle, it features MICHELIN Adaptive Casing Technology (ACT) and a new highly versatile rubber compound that avoids having to make difficult tyre choices related to weather and circuit conditions. 

This tire is the road legal treaded version of the MICHELIN Power Slick Evo. 

The MICHELIN Power SuperSport Evo is designed for both road and track use. It delivers excellent longevity combined with wet and dry performance due to a combination of new rubber compounds and MICHELIN Adaptive Casing Technology (ACT).

The rollout of these six new tyres in 2015 bears testimony to Michelin’s passion for motorsport, a passion dedicated to all motorcyclists. Racing means a lot more to Michelin however. As a longstanding component of the company’s DNA and philosophy, racing is an ideal laboratory for testing new technologies in the most extreme conditions of use. The synergy between racing and hypersport tyre development is particularly relevant today.

Having officially announced its return to MotoGP in 2016, Michelin is gearing up for a new challenge in this premier motorcycle racing championship where bikes deliver up to 250 hp. A continuously evolving showcase of advanced technology, MotoGP is set to adopt the 17-inch wheel size which is the market standard for sports and road motorcycles.

Boasting its 112th world championship across all disciplines, as well as an extraordinary 2014 season marked by two stunning victories at the Spanish and Italian Speed Championships, Michelin has established an impressive record of wins in motorcycle racing. An important showcase of Michelin knowhow, racing has long been a laboratory for technological excellence that has richly contributed to the six new tyre ranges.

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2015 brings new Michelin motorcycle Tyres

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Toronto Men's Fashion Week back for season two

• zoom

Men’s fashion has long nursed a little brother complex towards its female counterpart.

The big global fashion weeks — London, Milan, Paris, New York — are all about women.

Globally, the menswear industry is worth about $400 billion a year. Women’s fashion reaps closer to $620 billion. And while Gisele Bündchen has an estimated annual income of $47 million, top male models are lucky to pull in mid-six figures.

But the power balance in international style is starting to tilt towards equilibrium. As TOM, Toronto Men’s Fashion Week begins on Monday for the second straight year, the event’s executive director Jeff Rustia says men are embracing sartorial flare, and dragging the hidebound fashion world with them.

“There has been an incredible global cultural shift,” he said. “The millennial man, the modern-day man, is entirely unashamed about loving fashion.”

Nowadays, being masculine is perfectly compatible with “putting on a pink suit and painting the town red.”

That goes for alpha male bankers, too, Rustia said.

“We’ve captured the imagination of the Canadian businessman,” he boasted.

In fact, fashion week will launch Monday when Rustia rings the opening bell at the Toronto Stock Exchange, accompanied by a phalanx of male models and corporate sponsors.

Runway shows begin Wednesday and run until Friday, closing with Toronto fashion icon Christopher Bates. The catwalk will be set up at College Park (444 Yonge St.) for all three nights. Admission is $20 per show or $65 for a day pass. To buy tickets, visit www.tomfw.com.

Now, big clothing brands are starting to cater to men, spurred by increasing connoisseurship amongst their clientele.

Rustia said retailers are starting to see grown men coming into their stores with pages ripped out from magazines, asking for the latest fashions.

The all-seeing eye of social media has put pressure on men to dress for the runway, as the Internet turns everyone’s wardrobe into an online portfolio. That scrutiny can be unforgiving.

“I’ve personally been called out — from Facebook or Instagram,” said Rustia. “‘You’ve worn the same blazer, the same outfit, the same suit.’”

The men’s fashion blitz is an outgrowth of a larger trend towards artisanal self-care, from retro barber shops to skin products to high-grade whiskey, Rustia said.

Toronto has been a locus for these developments. Local designers including Joao Paulo Guedes and Garrison Bespoke will be on display this week at what is one of the world’s eight men’s fashion weeks (New York will become the ninth in July).

But most importantly, the city has nurtured a rich male consumer culture emanating out from the financial district.

“Bay Street couldn’t be more fashionable,” Rustia said. “I would say definitely in Toronto alone, there’s this huge consumer movement that’s all about men.”

Toronto Men"s Fashion Week back for season two

Test Drive: The classy Indian Chief Vintage

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By Amit Chhangani |Posted 22-Feb-2015

Indian Motorcycles, for the uninitiated, is a glittering jewel in the history of the two-wheeled world. It is the oldest surviving American motorcycle maker in the world, and was at the very pinnacle of motorcycle technology during its formative years. Founded by George Hendee and Carl Oscar Hedström in 1901, Indian Motorcycles’ models held several records for being the fastest things on two wheels in their heydays.

Price: Rs 28.5 lakh (ex-showroom)

The First World War, and the need to meet the military demand from the US government in 1917, however, dried up the company’s dealerships. Harley-Davidson, in the meantime snatched the top spot in 1920. The Second World War sounded the death knell for the company and it was finally liquidated in 1953.

Those saddlebags have been made with the finest, most expensive leather. And those tassels make the Chief Vintage look like a real rockstar. Pics/Amit Chhangani

After several failed attempts to revive the legendary brand, Polaris, the global leader in off-roaders, bought Indian Motorcycles in 2011 and turned it around splendidly. Polaris loaded Indian Motorcycles with a newly-developed 111-cubic inch Thunder Stroke engine and gave it the resource and attention it needed. Today, Indian Motorcycles has managed to resurrect itself as a venerable brand, which has the substance and heritage to sell as one of the most premium brands across the world. Let’s get astride the Indian Chief Vintage then, the saddled version of the Indian Chief series.

Indian branding is omnipresent. Thanks to the quality of materials and great workmanship, it doesn’t look awry anywhere

Design and styling
Indian Chief Vintage preserves its traditional design elements and stands out as an original among similar premium products. Among other details that the Chief Vintage borrows from its ancestors is the massive fenders and the original Indian Motorcycle red hue that it was sold in during the yesteryears. There are other colours to choose from too.

Another design detail is the War Bonnet, the classic Indian emblem. Housed in a chrome frame, the emblem represents a native Indian face and takes pride of place on the enormous front fender. The 3D Vintage brand logo can be spotted on either side of the fender.

The simple tan-mounted odometre also has a digital display which serves up dollops of useful information

The trinity of round headlamps lends the face of this Indian both style and function with their luminosity. The central headlamp is always on — a button behind the front assembly controls the sub-headlights. The entire assembly is followed by chrome smacked handlebar, rear-view mirrors, clutch, front brake lever and switchgear.

The massive fuel tank has a capacity of 20.8 litres. Running through its length is a leather strip merging into the comfy tangerine-coloured seats. At the back, the pillion seat is flanked by a pair of saddles with the lower portion featuring leather tassels to give it its rockstar look.

The Thunder Stroke 111 engine has been newly built by Polaris. It looks as good as it performs

The motorcycle has the ‘Chief Vintage’ branding all over it — and it’s done in an utterly classy, likeable way. You will find the Indian branding on the handlebar grip, bar ends, footboard and the exhaust in various materials including chrome, leather, rubber and paint. The build quality is immaculate and the Indian Chief Vintage comes across as a motorcycle that’s been built to last a lifetime.

Features and details
The tradition and heritage of the Indian brand has been garnished generously with modernity, thanks to Polaris’ technological prowess. The motorcycle comes with a keyless ignition system as a standard fitment. The motorcycle also comes with a cruise control system, so you can see the beautiful scenery blur past with minimum throttle input.

The quality switchgear covers all the necessary functions. Over the tank, you see a chrome-splattered, raised console featuring a rather simplistic looking, big speedo with a small fuel gauge and ignition button sitting atop. The speedo dial also houses a digital display which has an odometre, tachometre, two trip metres, gear indicator, fuel economy, distance to dry range, ambient temperature and a digital clock.

The 18-inch windscreen works well to prevent the rider from the wind blast at speed. It works well during the day, but the visibility is hampered at night. The seat and saddlebags feature sealed, high-quality desert tan leather which has been treated and designed to withstand the elements.

Engine and performance
The Thunder Stroke 111 engine powering the Indian Chief Vintage is a brand new, modern engine, built from the ground-up by Polaris, though it’s still architecturally based on the V-twins found on classic Indian Motorcycles to keep the character in-tact. Drenched in chrome, bouncing ever photon of light that falls over it, the resplendent engine looks like a jewel on the motorcycle when viewed side-on. And it’s a gem in terms of performance, too.

The 1811-cc engine delivers a massive 139 Nm of torque which pulls the heavy motorcycle with a wet weight of 380 kg with utmost ease. The low revving engine has bundles of torque at the lower end of the rev spectrum, and the bike just wafts at slow speeds even in higher gears. Once on the move, the intimidating looking thing is incredibly easy to ride and very manageable, as long as you don’t make any U-turns, or push it backwards with your legs that is. May we request a reverse gear, please?

As mentioned before, the torque kicks in from the lowest revs, and the bike builds speed at rapid pace. Naught to hundred is disposed in a matter of seconds, and you can let the bike settle into the effortless cruising mode thereon. The engine is mated to a six-speed transmission, which is smooth to operate, though we did manage to witness a couple of false neutrals through our day-long ride. Our test motorcycle came loaded with an aftermarket slip-on free flow exhaust which adds a bit more thunder to sound and increases the power output too.

The anchoring duties on the motorcycle are taken care of by 300 mm dual floating rotor four piston caliper discs at the front and single floating rotor two piston caliper 300 mm discs at the rear which come standard with anti-lock brakes. The Indian Chief Vintage does a splendid job of bringing its speed down for its mass.

The Chief Vintage’s suspension has been tuned for comfort. The ride quality, thanks to the suspension setup and the well-padded saddle, lets the motorcycle gobble up the broken pieces of tars without a burp. It’s perfectly at handling the intermittently appearing broken patches on Indian roads. Don’t subject it to harsh treatment though — the soft compound tyres are prone to punctures. The pillion seat, just like the driver’s saddle, is extremely comfortable.

Our verdict
The Indian Chief Vintage, or any Indian Motorcycle for that matter, is not for the value seekers. It’s obscenely expensive! It’s a grand piece of the American motoring history which has been carefully and lovingly reconstituted by Polaris. In its modern avatar, the Indian Chief Vintage remains true to its roots, and embraces modernity wherever it can while avoiding conflict with its heritage. The quality and attention to detail that has gone into the making of this motorcycle reflects in each one of its parts. You really have to take a closer look to witness the pain taken to make it the desirable product it is. So, if you are someone with a taste in tradition, and loads of money — no other motorcycle replaces this masterpiece. Go ahead, invest!

Technical specs
Indian chief vintage
Engine Displacement: 1,811 CC
Transmission: 6-speed manual
Peak torque: 138.9 NM@3,000 RPM

Rivals

Harley-Davidson Heritage
Softail Classic
This is a vintage-looking Harley with modern accessories. Motive power comes from a twin-cam 103B V-Twin engine, displacing 1,690cc, and producing 130 Nm of peak torque right from 3,000 rpm. The Softail Classic is about relaxed cruising, with its detachable windshield, stepped pillion seat, and tall handlebars. You can customise this behemoth with studded leather saddlebags to custom fenders and whitewall tyres.
Price: Rs 16,92,335 (ex-showroom)

Triumph Rocket III
The Triumph Rocket III is powered by a monstrous 2,294cc inline-triple (hence the name) producing 148PS of max power and a whopping 221 Nm of peak torque right from 2,750rpm, mated to a five-speed transmission, sadly. Named after the illustrious BSA Rocket 3 from the 1960’s, the Rocket III rides on 150 and 240-section tyres at the front and rear respectively. It’s twin-headlamps, beefy upside-down forks, wide handlebars, and massive exhausts on either side are not for the faint-hearted.
Price: Rs 20.6 lakh (ex-showroom)

Honda Goldwing
Ever since its launch in 1974, Honda has thrown everything but the kitchen sink at the Goldwing, and the result shows. The current Goldwing comes with three hard panniers, airbags, CBS, ABS, cruise control, electronic reverse gear, and an 80-watt stereo system. With such accouterments, the specs themselves almost take a backseat, but the Goldwing doesn’t disappoint there either. Moving the 363 kg bulk along is an 1,832cc engine, churning out 120PS of peak power and 167 Nm of max torque. The Honda Goldwing is available in two variants:
Price: Audio Comfort (Rs 28.50 lakh) and Airbag (Rs 31.50 lakh) (both ex-showroom)

Test Drive: The classy Indian Chief Vintage