Latest news with #Daytona
Daily Mirror
9 hours ago
- General
- Daily Mirror
Rolex thief who threatened to behead Aled Jones with machete seen for first time
Zacariah Boulares, 18, can be named and pictured for the first time after he was convicted of snatching a phone from Bridgerton star Genevieve Chenneour - he'd previously targeted Aled Jones This is the face of the machete criminal who threatened to behead singer Aled Jones during a terrifying Rolex robbery. Zacariah Boulares, 18, can finally be named and pictured nearly two years on from the attack, after being convicted of a further offence against Bridgerton star Genevieve Chenneour. He is a serial phone thief and one of the most dangerous young criminals in London. His full offending can be revealed for the first time today. Welsh baritone Jones, 54, was attacked in Chiswick, West London, in July 2023 by the feral youth, and threatened with a 20-inch blade. Jones was told: "Give me your f***king Rolex or I will cut your arm off." The terrified Walking in the Air icon, who presents Songs of Praise and a show on Classic FM, handed over his £17,000 Daytona. But when the singer followed his robber down the street, the youth taunted him: "Walk the other way or I will cut your head off." The teenager was repeatedly late to his court case at Ealing Magistrates' Court when he appeared in October that year. He had been due to stand trial for robbing Mr Jones at Wimbledon Youth Court, but pleaded guilty to robbery and possession of an offensive weapon. Chairman of the bench Rex Da Rocha told him his record was "appalling", adding: "Your actions are not acceptable. Pointing that machete at an innocent person is totally unacceptable." Boulares, who could not be named at the time due to his age, previously stole a gold Rolex watch worth £20,000 from a man in his 70s at Paddington station in west London, the court heard. He was handed a 24-month detention and training order. A DTO can be given to a youth aged between 12 and 17, and should mean they are in custody for the first half of the sentence, before being released to be supervised by the Youth Offending Team. But Boulares was freed just 14 months into the sentence and went on to commit a string of further offences. Boulares last week pleaded guilty to thieving from rising Bridgerton star Genevieve Chenneour, who says she was left concussed after fighting off the London phone snatcher while walking her dog. The Netflix actress - also a former Team GB artistic swimmer and model - was confronted while getting a coffee in Chelsea shortly before this year's Screen Actors Guild awards. She said: 'They didn't expect me to stand up for myself - but I did.' Miss Chenneour has appeared in five episodes of the Netflix hit's third series as rumourmonger Miss Clara Livingston. The robbery happened when Yorkshire-born Genevieve, 27, had stopped to grab a coffee at a branch of Joe & The Juice while out in West London with a friend on February 2. Boulares admitted assaulting another customer during the incident. Speaking last month, Miss Chenneour said: "I was left with a concussion just before the Screen Actors Guild Awards and since then, I've felt constantly on edge. Even my dog was traumatised - now, if anyone touches me, he panics and tries to protect me. Getting a coffee shouldn't be something you need your wits about you for. "I'm so grateful to the staff at Joe & The Juice - they were incredible during the incident and when I went back to see them after." Court documents show he also pleaded guilty to snatching a bag from a woman named Netta O'Carroll at a branch of Five Guys in Chelsea on February 18. The bag contained various goods, including cash and gift cards. It happened just three days before his 18th birthday. Boulares will appear back for sentencing next week at Isleworth crown court. London has been plagued by feral muggers stealing mobile phones, many of them on bikes. A source said: 'Boulares is one of the worst young criminals in London. He has terrorised the capital for years now. He's finally old enough to be properly identified. He is a disgrace. Hopefully he can finally be properly jailed and dealt with. London's streets are safer with him in prison.'
Time Business News
27-05-2025
- Automotive
- Time Business News
Best Daytona Helmets, Safety & Style Guide
Ever stopped thinking if all helmets really offer the same level of protection or if there's a smarter way to choose the right one for your ride? You are not the only one who is asking. According to the 'National Highway Traffic Safety Administration (NHTSA)', helmets reduce the risk of head injuries by 69% during motorcycle crashes. That's a big deal. But with so many styles and brands out there, how do you find the one that truly fits your needs? That's where Daytona helmets come in. Riders everywhere trust them for a reason, they combine dependable safety with timeless style. Whether you ride on weekends or rack up miles every day, this guide will break down the different helmet types and explain why Daytona continues to stand out in the crowd. A helmet is hands down the most essential piece of gear for any rider. Research shows it lowers the risk of head trauma by 69% and decreases the likelihood of a fatal accident by 37%. That's not something to ignore. Daytona helmets step up by delivering this life-saving protection while also offering sleek, rider-friendly designs. Daytona stands out by blending safety and style perfectly. These daytona helmets use high-quality materials like fiberglass for impact resistance. They meet strict DOT and ECE safety standards while offering comfortable, rider-friendly features. From moisture-wicking liners to sleek designs, Daytona delivers gear that performs as good as it looks. For riders who want complete coverage, Daytona's full-face helmets are the top choice. They protect your entire head, including the chin area most vulnerable in crashes. These models feature: Aerodynamic shapes to reduce wind noise Removable and washable inner liners Anti-fog visors for clear vision in all conditions The Daytona Full-Face X1 is a popular option, offering lightweight comfort without sacrificing safety. If you prefer an open, airy feel, Daytona half helmets deliver that iconic biker look. These ultra-lightweight options (some under 2.5 lbs) provide: Low-profile designs that don't look bulky Adjustable straps for a custom fit Enough coverage to meet safety standards The Daytona Half-Pro model is perfect for casual riders who value both protection and that traditional motorcycle aesthetic. Can't decide between full-face and open designs? Daytona's modular helmets solve that problem. Their flip-up chin bars let you: Switch between full protection and open-air riding Easily communicate at stops without removing your helmet Access built-in Bluetooth systems for calls and music The Daytona Modular M3 stands out with its comfortable interior and versatile functionality. Just like you wouldn't wear sneakers instead of proper motorcycle boots, you shouldn't use non-certified head protection. Daytona helmets are specifically engineered for: High-impact crashes at motorcycle speeds Weather protection during all-season riding Long-term comfort during hours on the road Unlike generic helmets, Daytona models undergo rigorous testing to ensure they'll perform when you need them most. Follow these tips to find your ideal match: Get the right fit: Your helmet should feel snug but not painful Check certifications: Always look for DOT or ECE labels Consider your riding style: Full-face for speed, half helmets for cruising Test the weight: Lighter models reduce neck strain Examine ventilation: Good airflow prevents fogging and overheating Proper care extends your helmet's life and effectiveness: Clean regularly with mild soap and water Always air dry – never use heat Store in a cool, dry place away from sunlight Replace every 5 years or after any impact Daytona helmets prove you don't need to choose between looking good and staying protected. With options ranging from the ultra-light Daytona half helmet to feature-packed full-face models, there's a perfect match for every rider. Remember – your helmet is your most important piece of safety equipment. Choose wisely, and enjoy the ride with confidence. Frequently Asked Questions Q1: How do I know if a Daytona helmet fits properly? A: It should feel snug all around with no pressure points. Your cheeks should lightly touch the padding without discomfort. Q2: Are Daytona helmets good for summer riding? A: Yes! Many models feature excellent ventilation systems to keep you cool in warm weather. Q3: What's the main difference between Daytona and cheaper helmet brands? A: Daytona uses higher quality materials, better impact absorption technology, and more comfortable interiors that last longer. Q4: Can I add Bluetooth to my Daytona helmet? A: Many modular models are Bluetooth-ready, and some full-face versions have speaker pockets for easy installation. By choosing Daytona, you're investing in gear that truly protects while expressing your personal riding style. Stay safe and enjoy the journey. TIME BUSINESS NEWS
NBC Sports
22-05-2025
- Automotive
- NBC Sports
Dr. Diandra: Season's longest race tests man more than machine
The nature of the Coca-Cola 600 has changed since its inaugural race in 1960. Back then, 600 miles was a test of mechanical endurance. Cars were set up so close to their failure points that DNFs – Did Not Finishes – were common. Why 600 miles? One reason manufacturers go racing is to prove that their cars are not only fast and sporty, but also reliable. The 600-mile Charlotte race started out as NASCAR's 24-hours of LeMans. So as we approach this year's marathon, let's examine the DNF rates and how they've changed over the years. The graph below shows DNF rates – the number of DNFs divided by the total number of cars – from 1960 to 2024. I've purposely not numbered the individual bars so you can better see the overall trends. I will, however, point out a few cases of interest. In the inaugural 1960 race, 70% of the 60 cars – that's 42 vehicles – didn't finish the race. Only 10 of those 42 DNFs (23.8%) were due to accidents. Six drivers (14.3% of all DNFs) were disqualified. That included Lee and Richard Petty, marking the only time and father and son were disqualified from the same race. The remaining 26 DNF drivers suffered equipment failure. Engine-related problems accounted for half of those failures. Only the winner – Joe Lee Johnson – finished on the lead lap, marking one of his two career Cup Series wins. He led just 48 of the 400 laps and took home $27,150. Second-place driver Johnny Beauchamp finished four laps down. While 70% is huge for a DNF rate, that first year didn't hold the record for long. In the 1966 race, 33 of the 44 cars (75%) failed to cross the finish line running. Only three (9.0%) of those DNFs were due to accidents. Engine-related failures accounted for 24 DNFs (72.7% of all DNFs) Only 11 drivers were on track for the race's final lap. Marvin Panch won, outpacing G. C. Spencer by two full laps. Taken as a whole, the Coca-Cola 600 rivals Daytona and Talladega for DNFs. Out of 66 races to date: Less than 50% of the field failed to finish in 15 races or 22.7%. Thirty-four races (51.5%) had a DNF rate of 30% or more. But the graph also shows that the DNF rate is overall decreasing over the years. If we consider only races from 1995 on: No race has had more than a 50% DNF rate. Only four races out of 30 (13.3%) have a 30% DNF rate or higher. In 24 of these races, more than 90% of the field finished the race running. There were even two years in which only one car failed to finish the race. In 2009, Mike Bliss' car retired with a vibration after just 42 laps. In 2021, Kurt Busch's car lost its engine after 139 laps. The highest DNF rate since 1992 is 45.9%, or 17 DNFs among 37 cars. That was the 2022 race – the first year of the Gen-7 car. Fifteen of the 17 DNFs were due to accidents, which includes drivers who failed to beat the Damaged Vehicle Policy clock. Two drivers (11.8% of the DNFs or 5.4% of the full field) had engine failures. Of the 20 drivers who finished the race, 17 finished on the lead lap. Denny Hamlin's margin of victory was 0.12 seconds, one of the closest finishes for the Coca-Cola 600. So while the DNF rate is comparable to some races from earlier times, the reasons for those DNFs have shifted significantly. For one, engine failures are much rarer these days, although Ryan Blaney has managed to have two of them this year already. One positive for drivers in this long of a race is that they have time to come back from penalties and mistakes if made early enough. In the 2022 race, Kyle Larson crew chief Cliff Daniels pointed out that they were not only the most penalized team (with three penalties), they also crashed and caught on fire. They finished in ninth place. On the other hand, the three drivers who combined to lead 143 out of 413 laps (34.6%) finished 15th, 25th, and 33rd. If there is one characteristic this marathon race has retained over the years, it is unpredictability. Consider, for example, recent margins of victory. Since 2001, the time difference between the leader and the second-place finisher has ranged from 0.027 seconds (Jimmie Johnson, 2005) to 10.2 seconds (Kasey Kahne, 2008). Margins of victory have been closer in the Gen-7 era: 0.119 seconds in 2022 and 0.663 seconds in 2023. Last year's race, of course, was cut short by rain and ended under the red flag. While we haven't seen any finishes as close as we've had with the previous two generations of car, we also haven't seen a driver run away with the race. So far. The race's unpredictability extends to the number of unplanned cautions. (Unplanned cautions exclude any caution known ahead of time, like stage break cautions and competition cautions.) The graph below shows how the number of cautions has varied over the last 24 years, from two in 2021 to 22 in 2005. That 2005 race was an exception, however. Before 2005, this race hadn't seen more than 14 cautions (in 1980.) That number includes all races that have numbers of cautions reported in Most races had between six to nine cautions. But Charlotte Motor Speedway 'levigated' (i.e. diamond ground) the track surface before the race. Drivers struggled just to keep their cars headed in the right direction. Multiple spins and accidents slowed the race – although the end provided an exciting, close finish. That makes the 2022 race, the first race with the Gen-7 car, the most cautions in a normal race. That race had 18 cautions for 90 laps, which means 21.7% of the race was run under caution. Three of those cautions were stage-end cautions. Of the 15 unplanned cautions, there were: Seven spins Seven accidents One debris caution It wasn't the longest race in terms of time, but it ran 619.5 miles, which makes it the longest NASCAR race in history by mileage. None of this data helps us predict what will happen this weekend. What I can say is that the Coca-Cola 600 has become more of a test of people than machines. Which pit crew can consistently pull off quick stops in a race that often has the most pitting of any in the season? Which driver can remain focused enough for four-plus hours to avoid making mistakes on pit road and dodge any on-track carnage? And how many fans will make it through the year's biggest day of racing without needing a nap at some point?
Motor 1
22-05-2025
- Automotive
- Motor 1
You'll Have To Wait Longer for the Dodge Charger Sixpack
Dodge is slowly filling out the Charger's lineup. The two-door electric Daytona began reaching dealers earlier this year, and the automaker just revealed the Daytona sedan that'll go on sale in a few weeks. However, those wanting a combustion-powered Charger will have to wait longer than expected. In January, Dodge told dealers that the Charger Sixpack would reach showrooms " by summer 2025 ," but that is no longer the case. Buried in the Daytona sedan's announcement was this tidbit: "Dodge Charger Sixpack-powered models will launch in the second half of 2025." Photo by: Dodge Summer begins on June 20, so maybe Dodge is planning for a brief delay that'll push Charger deliveries to early July, but the verbiage gives the brand the rest of the year to put the final touches on the Sixpack before it goes on sale, and it likely can't arrive soon enough. Demand for EVs isn't growing as fast as expected, and Dodge even postponed the Charger Daytona R/T , the 496-horsepower entry-level EV, as the automaker continues to assess "the effects of US tariff policies." There were rumors last year that demand for the gas-powered version had prompted the automaker to move up the model's launch from late 2025 to early summer 2025 . However, a lot has changed since then, and the threat of tariffs and political uncertainty has made it challenging for automakers. Motor1 reached out to Dodge about the Sixpack's tweaked launch timeline. Check Out More Dodge Charger News: The Dodge Charger EV Is Already Outselling the Supra in 2025 Dodge Already Has Huge Discounts On the Charger EV Get the best news, reviews, columns, and more delivered straight to your inbox, daily. back Sign up For more information, read our Privacy Policy and Terms of Use . Source: Dodge Share this Story Facebook X LinkedIn Flipboard Reddit WhatsApp E-Mail Got a tip for us? Email: tips@ Join the conversation ( )
Car and Driver
15-05-2025
- Automotive
- Car and Driver
1995 Dodge Avenger ES Test: Parts-Bin Enthusiasm
From the December 1994 issue of Car and Driver. Dodge dealers will soon be positioning the new Avenger into that prized slot on the showroom floor previously occupied by the last moderately priced four-seater sports coupe they had to sell, the Daytona. That car (along with its twin, the Chrysler Laser), you may recall, was Chrysler's nine-year version of a "pony car" to compete with the Ford Mustang and Chevy Camaro/Pontiac Firebird. The Avenger's appearance is brand-new, but it won't provoke gaping tares or dropping jaws. From the front—the view the kids with their noses pressed up again to the glass will most likely see—there is indeed a family resemblance to the Daytona of yore. But to Chrysler, where the word "Daytona" brings up unpleasant memories of torque steer, a time of financial crisis, and K-cars in drag, a remote resemblance to the Daytona is plenty. As for the pony-car market that the Daytona played in, Chrysler has said goodbye and good riddance. Joe Caddell, Chrysler's general manager for small-car platforms, says one of the lessons the company learned from its stint in the pony-car wars is that "in order to play in that market, you have to offer the real thing." View Photos Bill Delaney | Car and Driver The "real thing" is a romping, stomping V-8 connected to the rear wheels. The Daytona and Laser offered a romping, stomping turbocharged four-cylinder that sent power to the front wheels. The fact that some Daytonas could outrun their rear-wheel-drive rival was of no consequence. Between 1984 and 1993, Chrysler sold a total of about 580,000 Daytonas and Chrysler Lasers. In that same period, Chevy alone moved more than 1,220,000 Camaros. It's not like Chrysler could have met the challenge anyway: it simply hasn't had an inexpensive platform and powerful V-8 to merge into a proper pony car since the demise of the Challenger and Barracuda some 20 years ago. HIGHS: Cavernous interior, confident handling, reasonable price. Besides, in the inexpensive sporty-car market, Chrysler's research indicates that the action is elsewhere. Caddell likes colorful metaphors: "If you want to shoot a duck," he says, "you don't aim right at it. You aim at where it's going. For too long, we, and the rest of the domestic carmakers, aimed at the duck." The Avenger and this car's technical twin, the Chrysler Sebring, both represent where Chrysler thinks the market is headed. Not surprisingly, this two-door coupe doesn't slot neatly into any previously defined market category. The two-door Avenger is 187.2 inches long and 68.5 inches wide, dimensions that put it between the Acura Integra three-door and the Ford Thunderbird coupes. Inside are seats for five passengers. Those in the back share an astounding 41 cubic feet of passenger space—that's just 5 cubic feet less than the much larger Thunderbird has in back and a significant 13 cubic feet more than the Integra. View Photos Bill Delaney | Car and Driver While a convertible Avenger remains a possibility, for now Dodge's coupe will come in just two models. The base Highline is equipped with Chrysler's 140-horsepower DOHC 2.0-liter four-cylinder, mated to a five-speed manual or a four-speed automatic. The sportier Avenger ES comes with a stiffer suspension (including alloy wheels, larger tires, and a rear anti-roll bar), a rear spoiler, and mod upholstery fabric (leather is an option). Under the hood of the ES is a new Mitsubishi-built 155-horsepower SOHC 2.5-liter V-6, mated to a four-speed automatic transmission. The base car is expected to ring in around $15,500, and the ES around $18,500. The cheapest Acura Integra sells for $15,850, with the powerful GS-R checking in at $20,740. A Nissan 240SX runs $17,389 and up. The Avenger keeps costs down because it shares a number of major components with the Mitsubishi Galant-based Eagle Talon and Mitsubishi Eclipse coupes. Sharp eyes will note that the Avenger, Talon, and Eclipse share the same dashboard, instruments, and controls. The windshield and the doors are interchangeable. And the suspensions are similar: unequal-length control arms in front, and a control arm and lower link setup in the rear. Which would help explain how Mitsubishi can assemble the Avenger on the same line as the Mitsubishi Eclipse and Eagle Talon at its Diamond-Star plant in Normal, Illinois. Compared with the cozy cockpit of the Eclipse and Talon, the Avenger seems voluminous inside. The rear accommodations of the Talon—a penalty box for adults—have grown to comfortable proportions in the Avenger. Access to the back is easy, and footroom is ample. Most adult scalps will leave nary a Vitalis stain on the headliner. A three-hour trip in our ES test car drew no complaints from rear passengers. View Photos Bill Delaney | Car and Driver The front seats are higher in the Avenger, and there's more headroom than in the Talon. But with the higher seat position, the steering wheel can now obscure the tops of the speedo and tach for vertically unchallenged drivers. Otherwise, the friendly ergonomics of the Diamond-Star coupes come through unscathed in the new Dodge. LOWS: Unremarkable power, unrelenting understeer, needs a personality. A folding rear seat like the one in the Avenger can compromise body stiffness, but the Avenger's body does not feel very flexible. The higher-rate shocks and springs in the ES keep body motions in tight control. As in the Talon, the steering is quick and nearly viceless, although the ES's stiff anti-roll bars can make it lunge in and out of large pavement depressions. Push harder in corners and you'll find understeer, up to a limit of 0.80 g, from the Goodyear Eagle GT+4 tires. The ES's standard four-wheel disc brakes with anti-lock control (base models come with rear drums, anti-lock optional) managed stops from 70 mph in 190 feet, a middling performance. On initial application, the binders have the aggressive bite and good feel of the Talon and Eclipse's brakes. Despite the ES's sporting promise, the V-6 driveline lends a mellow air to the Avenger. The run to 60 mph takes 9.1 seconds from a standstill, and wheelspin is just not in the cards. Although the new driveline is wholly competent, with smooth shift and appropriate gear ratios, its temerity on downshifting and a paucity of low-end power make it seem more appropriate to the Galant sedan, in which it will be installed next spring. View Photos Bill Delaney | Car and Driver Unlike the Dodge's attractive shape, the driving experience left us mostly at a loss for words. "Yes, I drove it, and I can't seem to remember much about it," said one editor after a test drive. "It was very nice ... " said another, his voice trailing off, as if there was not much more to say. The Avenger ES has the elements of a pleasing touring coupe—quick steering, a competent suspension, an even-tempered, refined drivetrain, and slick looks. One fast drive, though, will convince you that this is a car that caters more to the performance needs of drivers with modest expectation than to hot-shoes. It rides quietly, for example. And surprisingly, most editors preferred driving the base model with the DOHC four and manual transmission, a combination that imparted more character to the car. This is deja vu. When the new, less potent 240SX was introduced last spring, Nissan explained that performance was no longer that car's No. 1 priority. The Nissan guys sounded like Chrysler's Caddell. A large number of buyers out there, they insisted, want a compact, sophisticated two-door, but without the "kids' stuff'"—the cramped interior, the rough and noisy ride, the tire-burner image, and the high insurance premiums. View Photos Bill Delaney | Car and Driver If there is indeed such a market, the Avenger has it squarely in its cross-hairs. Just don't look for a lot of enthusiasts in the crowd. VERDICT: A practical sports coupe for those more interested in coupe than sports. Counterpoints Sporty looks and mild performance are a growth market, I suppose, and Dodge is set to capitalize on it. But as with the well-intentioned but dull 240SX, I can't get boiling-hot with lust over the Avenger. Both are better choices than less-efficient Monte Carlos and Thunderbirds, but neither has the handling precision or outright thrust to make a dent in my memory. The Avenger at least has a smooth, no-fuss powertrain, ready-made for driver inertia. How odd that this car is essentially a Talon with a smoother engine and a bigger back seat, and it doesn't even raise a pulse. —Martin Padgett Jr. The new Dodge Avenger and Chrysler Sebring are supposed to replace the Daytona and LeBaron coupes. In spirit, they replace the 1978-83 Dodge Challenger/Plymouth Sapporo coupes, because both pairs were designed by Mitsubishi using existing parts under a sporty-looking new skin. The Avenger offers good value and decent refinement for 1995, as did the Challenger in its day. Unfortunately, the similarity continues in the personality department, where both generations come up short. The 2.0-liter five-speed Avenger is more fun to drive than the V-6 automatic, but neither variant is a must-have. —Frank Markus Every time C/D's editors discussed this car, the conversation concluded with the same two apologies: "Well, it's roomy. And it's inexpensive." The same could be said for my office. So I climbed out of the Avenger and into my sister's $18K Acura Integra. No rattles or subassemblies in motion. Then I climbed into a $19K Nissan 240SX. A supportive, flawlessly contoured front seat that does not direct my right-front knee into the center console. The highest praise I can heap on the Avenger is that it shares nothing with the Daytona it supplants. —John Phillips Specifications Specifications 1995 Dodge Avenger ES Vehicle Type: front-engine, front-wheel-drive, 5-passenger, 2-door coupe PRICE (EST) Base/As Tested: $$18,500/$20,800 //Base price of vehicle as described in specs hed// Options: Option 1, $XXXX; Option 2, $XXXX ENGINE SOHC 24-valve V-6, iron block and aluminum heads, port fuel injection Displacement: 152 in3, 2497 cm3 Power: 155 hp @ 6000 rpm Torque: 161 lb-ft @ 4800 rpm TRANSMISSION 4-speed automatic CHASSIS Suspension, F/R: control arms/multilink Brakes, F/R: 10.1-in vented disc/10.1-in disc Tires: Goodyear Eagle GT+4 205/55HR-16 DIMENSIONS Wheelbase: 103.7 in Length: 187.2 in Width: 68.5 in Height: 53.0 in Passenger Volume, F/R: 52/41 ft3 Trunk Volume: 13 ft3 Curb Weight: 3152 lb C/D TEST RESULTS 60 mph: 9.1 sec 1/4-Mile: 17.0 sec @ 83 mph 100 mph: 26.9 sec Rolling Start, 5–60 mph: 9.3 sec Top Gear, 30–50 mph: 5.1 sec Top Gear, 50–70 mph: 6.3 sec Top Speed (drag ltd): 120 mph Braking, 70–0 mph: 190 ft Roadholding, 300-ft Skidpad: 0.80 g C/D FUEL ECONOMY Observed: 23 mpg EPA FUEL ECONOMY City/Highway: 20/28 mpg C/D TESTING EXPLAINED
