I know everyone is different, but I’m curious to know if I’m “on-track” with my pregnancy symptoms?

by NVJ

Question by doris m: I know everyone is different, but I’m curious to know if I’m “on-track” with my pregnancy symptoms?

I found out I was pregnant 2 weeks ago (so I guess I’m about 3 – 4 weeks pregnant by my own estimation). I have naseau, breasts are tender on and off and I get stomach cramps off and on that feel somewhat like menstrual cramps as well. I am feeling more tired and do crave foods it seems more than before.

Being that this is my first pregnancy, I’m curious about what other women have felt or are feeling at this stage. Thanks

Best answer:

Answer by amosunknown
Sounds about right. I had everything that was a PMS symptom, only amplified. The cramps might get a little worse, but then generally go away at about 2-3 months.

you can take 25ml of b6 vitamin three times a day for the nausia, it really will help, but you have to do it every day. You can check with your doctor to feel better about it, but its perscribed by all for morning sickness.

You’re right on.

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Over-the-tire track for skid steer from McLarenUSA.com

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Accurate Wheel Alignment Extends Tire Tread Life

Michigan and Ohio drivers experience five different seasons: summer, fall, winter, spring and pothole season. Sometimes called kettles or chuckholes, potholes appear after water freezes in cracks or crevices of the road surface. Periodic freezing and thawing causes them to widen and surrounding surface area to flake away. The hole then further expands as vehicles bump their way through it, loosening even more of the already fragile pavement around it.

An unexpected encounter with a monster pothole can cause thousands of dollars of damage to your tires, wheels, steering system and suspension components. Even a chance encounter with a medium-size pothole can inflict damage you might not notice by throwing your wheel alignment out of whack. If that happens, you might notice that your vehicle pulls to the left or right when the steering wheel is in a straight ahead position or notice excessive vibration at high speeds.

You might also notice unusual or excessive tire wear. That’s because, instead of running straight and true, your tires are now skidding or scrubbing across the road, almost as it they were constantly cornering. Fortunately, there are some tire discount stores that have state-of-the-art computerized wheel alignment equipment to quickly, accurately and affordably adjust any alignment problems that could cause your vehicle to pull or vibrate and ultimately shorten the life of your tires.

Balancing versus Alignment
Don’t be confused by tire retailers who say tire-wheel balancing and wheel alignment is the same thing or that balancing is good enough. Tires generate enormous centrifugal forces at high speeds. Balancing evens out weight irregularities in each tire and wheel combination. It helps ensure the tire maintains constant surface contact without skipping, jumping or bumping over the road. A wheel alignment ensures all four wheels and tires track straight and true. It centers them with your steering system, maximizes suspensions system performance and helps prevent uneven tire wear.

Alignment Geometry
Accurate wheel alignment is a matter of geometry. To ensure safe everyday driving with good directional stability and extended tire tread life, four critical suspension angles must be precisely aligned and adjusted to the vehicle’s factory specifications.

Camber angle measures how far the tire slants away from vertical when viewed from the front of the vehicle. Camber is negative when the top of the tire leans inward and positive when it leans outward. Caster angle measures how far the tire slopes forward or backward of a line drawn through the upper and lower pivot points of the steering system when viewed directly from the side. Caster is negative if the line slopes forward and positive if it slopes backward toward the rear of the vehicle. Toe angle measures the direction the tires are pointed compared to a line drawn through the center of the vehicle when viewed from above. Tires are toe-in if they intersect the centerline and toe-out if they do not. Thrust angle compares the direction the rear axle is aimed compared to a line drawn down the center of the vehicle.  Thrust angle is on-center if the rear axle is parallel to the front axle and off-center if it is not.

Ask a Professional
If your vehicle pulls to the left or right when the steering wheel is in a straight ahead position, if experience excessive vibration at high speeds or if you notice uneven tire wear, it might be time for an alignment check. But, precisely adjusting the critical geometry angles engineered into today’s sophisticated suspension systems isn’t a job for an amateur.

ASE Certified Technicians at most tire discount stores have the training, tools and state-of-the-art computerized equipment to do it quickly, accurately and affordably. Even if you don’t have an unexpected meeting with a pothole, it’s a good idea to have your wheel alignment inspected every twelve months or 12,000 miles.

So, enjoy every Michigan and Ohio driving season. Have your wheel alignment checked by a professional after any pothole mishap or every twelve months or 12,000 miles. Many tire discounters offer free alignment checks that will tell you if you’re in need of an alignment.  You’ll not only maximize your suspension system and tire performance, you’ll also save money down the road because you won’t have to replace your tires as often.

Brakes Demand on NASCAR Super Speedways

Michigan and Ohio drivers experience five different seasons: summer, fall, winter, spring and pothole season. Sometimes called kettles or chuckholes, potholes appear after water freezes in cracks or crevices of the road surface. Periodic freezing and thawing causes them to widen and surrounding surface area to flake away. The hole then further expands as vehicles bump their way through it, loosening even more of the already fragile pavement around it.

An unexpected encounter with a monster pothole can cause thousands of dollars of damage to your tires, wheels, steering system and suspension components. Even a chance encounter with a medium-size pothole can inflict damage you might not notice by throwing your wheel alignment out of whack. If that happens, you might notice that your vehicle pulls to the left or right when the steering wheel is in a straight ahead position or notice excessive vibration at high speeds.

You might also notice unusual or excessive tire wear. That’s because, instead of running straight and true, your tires are now skidding or scrubbing across the road, almost as it they were constantly cornering. Fortunately, there are some tire discount stores that have state-of-the-art computerized wheel alignment equipment to quickly, accurately and affordably adjust any alignment problems that could cause your vehicle to pull or vibrate and ultimately shorten the life of your tires.

Balancing versus Alignment
Don’t be confused by tire retailers who say tire-wheel balancing and wheel alignment is the same thing or that balancing is good enough. Tires generate enormous centrifugal forces at high speeds. Balancing evens out weight irregularities in each tire and wheel combination. It helps ensure the tire maintains constant surface contact without skipping, jumping or bumping over the road. A wheel alignment ensures all four wheels and tires track straight and true. It centers them with your steering system, maximizes suspensions system performance and helps prevent uneven tire wear.

Alignment Geometry
Accurate wheel alignment is a matter of geometry. To ensure safe everyday driving with good directional stability and extended tire tread life, four critical suspension angles must be precisely aligned and adjusted to the vehicle’s factory specifications.

Camber angle measures how far the tire slants away from vertical when viewed from the front of the vehicle. Camber is negative when the top of the tire leans inward and positive when it leans outward. Caster angle measures how far the tire slopes forward or backward of a line drawn through the upper and lower pivot points of the steering system when viewed directly from the side. Caster is negative if the line slopes forward and positive if it slopes backward toward the rear of the vehicle. Toe angle measures the direction the tires are pointed compared to a line drawn through the center of the vehicle when viewed from above. Tires are toe-in if they intersect the centerline and toe-out if they do not. Thrust angle compares the direction the rear axle is aimed compared to a line drawn down the center of the vehicle.  Thrust angle is on-center if the rear axle is parallel to the front axle and off-center if it is not.

Ask a Professional
If your vehicle pulls to the left or right when the steering wheel is in a straight ahead position, if experience excessive vibration at high speeds or if you notice uneven tire wear, it might be time for an alignment check. But, precisely adjusting the critical geometry angles engineered into today’s sophisticated suspension systems isn’t a job for an amateur.

ASE Certified Technicians at most tire discount stores have the training, tools and state-of-the-art computerized equipment to do it quickly, accurately and affordably. Even if you don’t have an unexpected meeting with a pothole, it’s a good idea to have your wheel alignment inspected every twelve months or 12,000 miles.

So, enjoy every Michigan and Ohio driving season. Have your wheel alignment checked by a professional after any pothole mishap or every twelve months or 12,000 miles. Many tire discounters offer free alignment checks that will tell you if you’re in need of an alignment.  You’ll not only maximize your suspension system and tire performance, you’ll also save money down the road because you won’t have to replace your tires as often.

It might seem counter-intuitive but there are so many details that these NASCAR teams take into account when it comes to choose the proper brake package to run at Daytona and Talladega. The brake demand is of course less as opposed as Intermediates and Short Tracks in terms of pressure and temperature but there are other variables and parameters that come into play and every team must be aware of.
The main target for a speedway car is the aerodynamics, they even clear coat the decals, every little thing counts.
As far as the brakes are concerned, the brake package that includes the caliper/rotor combination must be as light as possible but still strong enough to come down pitroad and slow those 3600lbs cars from 195 to speed in pit road safely and in the shortest amount of time. Over the past years the brake makers have made huge efforts to come up with a proper engineered brake package and the state-of-the-art has come a long way. As mentioned, the weight is crucial for every component that is on a race car, especially for the COT where the teams have been left in a little box to work within, the weight of the brakes and unsprung weight can give them an edge to be more competitive than the next car. Some pads prototypes had been developped, with full thickness but party made out of carbon and few mm of real friction material to reduce the pad weight.
Second important requirement is to reduce the drag of the brake pads “rubbing” on the rotor faces. Of course turning left only, the pads facing inward the race track inevitably rub the inner rotor faces due to lateral G, we see this especially at Daytona rather than Talladega that has got higher bankings. To overcome this dragging issue the calipers and pads are usually equipped with a sort of pad retraction device such as springs to keep the pad off the rotors.
Plus, still related to reducing the brake drag, is the instantenous release, that is the capability of the seals to pull the pistons back everytime the driver gets on the brakes and releases them. It’s just a split second but it makes the difference between win the race and finish mid-pack at Talladega. The release can be measured at the dyno or by performing speed coast down test sessions at the proving grounds – it is of course crucial for this type of test to quantify the influence of external factor such us wind, temperature, tires, track conditions, ecc… To improve the release the calipers come with special seals called High Roll Back. The other thing they can do is to run brake pad materials which are softer than std for better release.
In actuality, the driver gets on the brakes on speedways in the following instances:
1. Heavy, to come down pitroad for a greenflag pitstop. It’s important the pedal is there. Most times the spotter comes on the radio to remind the driver to pump the brakes.
2. Heavy, to avoid the wrecks “the Big One”. At the time I am writing this article, todays race at Talladega had to 2 big ones one involved R Newman, the other one M Martin and Talladega is statistically known to have at least one
3. At Daytona, the car handling comes into play. The tires get old or the car gets tightened up so the driver might just tap the brakes to help the handling.
4. The leader might tap on the brakes a little bit to cause the chasers to step on the brakes. Absolutely never lift off the throttle on speedways, not to kill that momentum, with NASCAR mandating the carburator restrictor plates, it takes too long to the engines to gain RPMs back.
5. Drafting and avoing to get bumper to bumper. With the new rule NASCAR established, they want to see day light between bumpers over the corners, so again the might just get on the brakes a little bit but never lift the throttle.
Getting back to point #1, it takes a lot of clamping force to slow down these cars so the caliper piston size is bigger than std. This is because of 3 reasons mainly: a. The brakes are cold so the pads are not within their operating temperature, as a result the grip is mechanical only not thermo-chemical. b. The pad materials for speedways are usually less grippy than those ones for Short Tracks and Road Courses. c. The rotors are usually of smaller diameter – and as a result the brake effective radius is smaller – to save weight and reduce the inertia due to rotating mass.
The Master Cylinder size is also bigger than a std size. This is because of 3 reasons: a. To run with a bigger caliper but at the same time keeping same BIAS, pedal ratio, etcc.. b. To compensate the volume of fluid due to the rotor runout and vibrations pushing the pads back, this happens running at big tracks for many laps without never hitting the brakes then suddently on the brakes, the pedal feels now longer. c. To get more modulation coming down in the pits and reduce the possibility of locking up the front wheels and get past the pitstall – the speedway brake package is typified by a brake BIAS towards the fronts as opposed as Short Tracks.      
Brakes problems can happen on speedways most times due to rotor thermal shock coming down pitroad with cold brakes.
The hardest part is to get the brake package to work in harmony with the whole car. 
  
 
   

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