Gravy Train

They're not that good. All we gotta do is run the ball and eat clock. How is it mensa can't see this?

Good run by Ingram, quick to hit the hole and shifty. Need more of that.

HOLD

I'm trying to roulette-pick the way OU manages to convert here.

It worked there. I like that.

I don't mind the kill shot if they actually make contact

I want to say this isn't difficult, but where's the spy on Hurts? He's slow and panics to run after his first read isn't there. We can shut this shit down.

Hell, take 12 minutes to do it by gashing them with Ingram, RoJo and Sam for 4 yards a play.

Safety had the edge on Hurts earlier but CeeDee was right in front of him and he followed the receiver to cover the dump off but didn't realize Hurts had already crossed the LOS.

I'm trying to tell myself we can drop this game and still see these assholes in Arlington again.

Gut the entire B12 office, there's nothing productive these wastes of resources do to promote talent. HEY OFFICIAL SHITBIRDS, YOU'RE COOL WITH NO-CALL PLAYER SAFETY PENALTIES? FUCK YOU!

We engineer types can see where design lends to reliability, but I want to think the average appliance commuter views the 'reliability' metric as TCO and anticipated maintenance + repair costs out-of-warranty. I'd far recommend the Fusion Titanium 2.0 Ecoboost or Passat SEL over a Camry to anyone competent enough to schedule regular oil change visits, and both are far nicer to live in as well. Yes, design has a lot to do with it as well and we just spent a page shitting on Toyota for their stale design and lack of innovation. If I wanted a vehicle with port injection and a 4-speed auto, I'd own a LSx C5 with a 4L80E behind a loose converter, not a 2018 Corolla. Toyota has a LOT of work to do on their infotainment systems as well.

Ironically, that same issue plagued Saban and Hurts' in their few losses. Just showing up, looking big and mean and taking the scoreboard lead on the first few possessions was enough for some of their competition.

What's the electrical issue in your case? Unless it was an ignition coil or computer leading to catastrophic detonation, I can't think of an electrical component capable of killing a car. Well, there was once a terrible design Ford employed to integrate an always-energized cruise control switch to the brake booster of their trucks, vans and SUVs that resulted in seemingly spontaneous combustion, fueled by brake fluid. Then there was the GM ignition switch debacle...

Tokyo is too risk-averse these days and keyed on a consumer that we don't relate to. Toyota once spent millions developing the LF-A, a brand halo car that saw three concept iterations, years of delays, a bespoke V10 (in partnership with Yamaha) and in-house carbon fiber looms. As lauded as the car was in the press, it was punched in the dick by the Aventador, MP4-12C and GT-R for performance/dollar, 458 for styling/desire and Veyron for an engineering showcase. The LF-A might have been more successful (and credible) if it were released on schedule by 2009, but 2011 was too late for what the competition was working on. Now everything is contracted out and their attention seems to be focused on hydrogen, micro urban commuters and connected infrastructure services. They perfected lead-acid hybrids and worked CAFE averages to their advantage while slow-playing diesels, gasoline direct injection and small-displacement turbocharging in North America until their competition forced their hand. I'm convinced the GR Supra is just a brand marketing tool.

The reliability claims are oversold and built upon an aging impression just as SEC preseason polls are over-inflated. The precision, supply chain and consumer exposure behind mass-produced cars has transformed the product into a practical appliance, and many consumers view cars as such with little understanding of what's going on under the hood. Most of the volume leaders from TMNA are fairly simple in design and utilize cross-platform component sharing. In these segments, are any of the completing brands truly maintenance nightmares? My brow is raised toward Nissan for adopting the CVT across their fleet and Ford's DCT in the Focus but these aren't exotic vehicles with maintenance schedules calling for anything more than regular fluid changes and consumables, brake linings, batteries, filters and tires. Hell, most cars are delivered with transmissions filled for life and timing chain sets that no longer call for services at 90k miles. As mentioned, impressions have focused to dash molesting, infotainment tech, brand loyalty and fuel mileage claims.

Nobody pushed the bleeding edge of the 2JZ’s stock sequential units because they didn’t flow for shit. The N54 is forged up and arguably offers the same potential as the 2JZ with supporting turbo and fuel mods. Reliability is an oversold claim these days. Toyota’s shit is boring and it’s possible to build a reliable car with engineering dollars... look at Porsche. Want an appliance with a low TCO? Buy a Tesla. Too expensive? Wait for the VW ID.3.

Fuck appliance cars.

There are plenty of reliable, capable and competitive alternatives out there that don't look like a failed Pikachu model. $52K for a new 4Runner, built on a 12-year old V6 and 5-speed auto? No thanks.

The whole car is contracted out to Magna Steyr in Austria but the sheetmetal is Toyota's design. Some say the suspension tuning and powertrain calibration is Toyota's also, but everything underneath has BMW's part numbers stamped on them, the turbocharger system is BMW Mahle and the DME is BMW Bosch Motronic. I'm probably the most prominent TMNA-basher here but I just don't see why they should be awarded with sales and a decades-old reputation of reliability when most of their lineup is produced with yesteryear's tech. They're price-competitive and reliable for a reason-- they've had the better half of a decade to perfect a product. Their kitchy techno-art design language coming out of Aichi seems to be lost on the U.S. consumer and is the only barrier from completely associating the brand with the olds.

It's so cute of Toyota to try to be competitive in the luxury performance segments. In a world of small-displacement, turbocharged Germans, I suppose it's nice to still be able to purchase a high-strung, Yamaha-designed, 5-liter NA V8. But that motor is going on 10 years of age.

I looked it up. Doesn't make a shit because the correlation is only common to Mack Brown's teams.

You'd be surprised to see how much headroom all the German turbocharged motors have left in them. 2.5L RS3s and TT-RSs making over 500HP with a tune and a couple bolt-ons, the new X3M just cracked 10.80s tune-only, RS7s making 800 HP on pump with a turbo cartridge swap and 991 turbos putting close to 1000HP to the wheels with a turbo swap on E85. Direct Injection, advancements in turbocharger design and target-based tuning kicked off this new horsepower war no more than five years ago. The Germans were already sandbagging on stock power estimates, building their performance-oriented engines with forged rotating assemblies and fuel systems capable of 150-200% flow beyond stock duty. Behind all that are the BMW M-DCT, Audi DSG and Porsche PDK 7-speed dual-clutch gearboxes and ZF 8HP90 rated to or capable of taking 1000Nm without wincing.

I didn't see the game but read later that Hurts threw some bad balls, to the potential of 3 INTs and one pick-six, had KU's DBs been able to catch them.