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By admin, September 24, 2013 9:33 am

Versus和APM做的手版Koenig Testarossa Spyder各領風騷，過去式當然這已經是過去式。

原來香港也有少量Versus的收藏家，以下是其中的一位 (Actros)。

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By admin, September 23, 2013 10:39 am

Just read the following in the latest Veeam Community Forums Digest and it’s quite interesting.

In fact, I use a much simpler method in Windows environment, I simply set the particular services to restart by itself should there be any failure, it worked perfectly so far, no hassle at all.

You may remember after sorting through all of the vSphere 5.5 features a few weeks ago; I was most excited for the vSphere AppHA (Application High Availability). Well, I have to admit it turned into my biggest disappointment based on some hands-on experience.

The theory behind this feature sounded excellent: in addition to vSphere HA (high availability) that VMware provided for a few years now (VM monitoring, with automatic VM restart after VM or host failure), the same will now be possible at the application level (application monitoring, with automatic restart of services and/or VM in case of application failure). And because this will be built right into the platform, it’s going to be transparent and easy to use… or so I thought, based on years watching VMware dishing out incredible functionality that was always integrated, intuitive and “just worked”.

I assumed VMware will simply “enlighten” VMware Tools with the ability to detect known applications and monitor key metrics, and also make this framework extensible for custom applications (similar to pre-freeze / post-thaw scripts for application-specific snapshot logic). In case of application failure detected, VMware Tools would throw events into vCenter and first attempt “local” recovery by restarting services, and if that does not help, message vCenter to restart the VM. This architecture would make AppHA work out of box for every VM (including newly added), with zero hassle for admins: huge value that EVERY user would immediately benefit from.

Well, it appears that I assumed too much. In reality, the feature comes with incredible complexity, and is based on legacy architecture I would not expect leading virtualization vendor to release in 2013. First, this feature is not something built into the platform, but rather completely “glued” on top of it. Before you can even start using this feature, you will need to deploy two separate appliances… yes, one was not enough! The first appliance is Hyperic appliance (recent VMware acquisition), which is Microsoft SCOM like tool with ugly web interface (carrying maybe 10% of SCOM functionality), and sporting identical architecture (thus bringing 100% of SCOM complexity along). Second appliance is actual VMware AppHA appliance, which seems to orchestrate “stuff” between Hyperic server and vCenter Server.

And the “best” part? AppHA requires that you deploy special monitoring agents in every VM, so welcome back to the agent management fun we’ve made great strides to avoid (having to remember to install, upgrade, and babysit yet another agent in your VMs). And even worse, you will also need to ensure that every VM is accessible to Hyperic server over the network! Direct network connectivity to a VM from core infrastructure servers? What’s up with that, I thought cloud was all about complete isolation? In other words, just think about all the things you like about agent-free Veeam solutions, remember how you struggled with agent-based solutions before, and apply all that to vSphere AppHA. I totally expected they would simply reuse VMware Tools, because it is the necessary evil we have to live with… but unfortunately, this is not the case.

This is probably the first time ever that VMware delivers the feature that sounds good on paper, but has horrible implementation in reality. It feels very much like a “buy and glue on top” approach, rather than “innovate and build” acquisition. Are we seeing the change of VMware approach to R&D? I honestly hope this was more of an exception, rather than a rule, but this is still worrying and very annoying for me, hardened VMware fan. I will definitely be looking for VMware folks behind AppHA at VMworld Europe next month to discuss this, and understand what’s going on with this feature.

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By admin, September 23, 2013 9:33 am

想不到2009年發生黑馬偉業騙人事件大概4年后依然會遇上這樣的事情，當然心情已經沒之前那次差，因為這次賣家騙得實在太儿戲了。

哎，我有時候真想不明白為什么大陸就是有一小批害群之馬為這點芝麻小錢做這樣違背良心的事情，小心有報應，是真的!!!

前主席江澤民曾經訓話香港記者”Too Simple, Sometimes Naive”

要讓人不知，除非己莫為!!!

如果要用廣東話來講，這句最貼切不過: “若要人不知,唔好咁低B!”

=========================================
订单编号：410840997432134 成交时间：2013-08-31 13:01 keyida
查看宝贝详情
UT mclaren 迈凯轮F1 麦克拉伦F1 1:18反光镜和雨刮

我的淘宝账号 (2013-09-05 18:58:15):
你没寄吧？呵呵。

keyida(2013-09-06 20:47:24):
怎么没发，有必要骗你吗，我发都发出来了，好歹也是上海发出，至少也得三天

我的淘宝账号 (2013-09-07 18:56:30):
ok.

keyida(2013-09-08 20:03:46):
东西收到了吗

我的淘宝账号 (2013-09-09 19:45:21):
没有啊，怎么会这么久？

我的淘宝账号 (2013-09-09 19:46:12):
9/3到现在6天了，这下看来没戏了。

我的淘宝账号 (2013-09-09 19:47:42):
你自己的快递，如何追踪物件？最后没了等于你倒霉，哎，为什么不要那些专业的
快递公司呢？这点小钱也省。

keyida(2013-09-09 19:48:19):
这是我公司的快递，我发了好多年了

我的淘宝账号 (2013-09-09 19:48:19):
你在线

keyida(2013-09-09 19:48:55):
我现在在西藏出差，18号晚上才能回去，我的快递底单在公司里

我的淘宝账号 (2013-09-09 19:49:38):
惨了，惨得是你。

我的淘宝账号 (2013-09-09 19:49:44):
/:*&*

我的淘宝账号 (2013-09-16 13:37:46):
都16天了，我现在可以肯定你从来都没寄出过，连$50都骗，你真令我汗颜，我想问，
真的值得么？

keyida(2013-09-16 23:07:22):
我也很纳闷，我就是按照你淘宝上的地址发的，你凭哪点说我肯定没给你发出来过
呢？是不是我不回去把单号找出来给你，你就不死心呢？说我骗你50元，我才汗颜
呢，我也可以怀疑你东西收到说没收到，也可以说你骗我50元，目前我的东西发出
来了，快递费也是我这边出的，到底谁吃亏啊，你这样说，你觉得有必要么？

keyida(2013-09-16 23:10:30):
你好坏也看看我的信用评价，我为了骗你这50元，还包快递费，我吃饱了撑着了

keyida(2013-09-21 17:07:32):

keyida(2013-09-21 17:07:39):
这张是啥东西呢

我的淘宝账号 (2013-09-22 08:20:58):
我到现在为止也没收到，可以帮忙跟进一下吗？到底派去那里了？
谢谢。

keyida(2013-09-22 11:28:56):
钱都被退给你了，还有啥必要去跟进呢，你还说我骗钱呢！

keyida(2013-09-22 11:28:56):
钱都被退给你了，还有啥必要去跟进呢，你还说我骗钱呢！

我的淘宝账号 (2013-09-23 09:08:47):
现在过了近3个星期了，是个正常人也不会上你当的。

但如果你真的心中无愧的话，我当时已经讲得很明白要求你用顺风到付，我给全部
运费。但为什么最后你还是选了你自己的方法，然后说追踪不到，请问你用得着给
我省钱吗？

我的淘宝账号 (2013-09-23 09:08:52):
原来到最后你还是骗钱，朋友，这骗人的方法实在太幼稚了，10年前可能还行，现
在哪还有人不用追踪号码发货的啊？

哎，我有时候真想不明白为什么大陆就是有一小批害群之马为这点芝麻小钱做这样

违背良心的事情，小心有报应，是真的!!!

==========================================
淘宝客服
2013-09-17 11:49

您好，关于退款编号：15891128913421的交易退款小二已处理完毕。处理结果为：
退款成功，退款给买家，退款金额为50.0元
自己
2013-09-16 11:35

淘宝小二2013-09-100到现在已经超过4个工作日了，退款情况如何？
自己
2013-09-13 11:19

凭证一片空白，搞什么东东？
自己
2013-09-10 17:48

Thanks淘宝小二!
淘宝客服
2013-09-10 09:17

淘宝已介入处理，请耐心等待
淘宝客服
2013-09-09 19:58

淘宝已经受理退款纠纷，等待淘宝小二处理
自己
2013-09-07 18:31

买家要求淘宝介入处理。
卖家
keyida
2013-09-06 20:54

卖家（keyida）已经拒绝了退款申请，拒绝理由为：早已发货，还在途中，我在外
出差，凭证在公司
请双方友好协议

===========================
退款编号：         15891128913421
申请时间：         2013-09-05 06:30
退款成功时间：         2013-09-17 11:49
退款类型：         卖家已发货，买家未收到货，全额退款
退款状态：         退款成功
退款金额：         50.00 元
退款原因：

其他
退款说明：
物流编号：LP00014643273540发货方式：自己联系物流公司：顺民运单号码：20044092013-
09-0311:04:32卖家已发货该物流公司不支持跟踪信息查询 我的淘宝账号(2013-09-0313:37:23)
:上海顺民快递？电话是什么？网站是什么？eyida(2013-09-0314:31:05):这个快递
使我们公司自己的，是按照你网上的收货地址发的

退款成功。审核支持您，交易金额退给您50.00元，支付给卖家0.00元。

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By admin, September 21, 2013 11:23 am

我前幾天拜讀完MC論壇Lee兄關於CMC W196R的美文後，才對這個50年代F1的系列有了個大概的了解。另外就是原來最值得收藏的號碼是Fangio的#2、#18，還有就是隊友Moss第一次在本土英國奪冠的#12號。

以下是CMC出過所有的W196車款:

W196 這部車和歷史大家都很了解了，這里更多的是想分享些自己的理解。其中有些觀點和之前的帖子有些出入，希望和大家切磋討論。

1.  首先聊聊車名，我們都習慣于CMC的命名方式。流線型（streamlined）的16,18號叫W196R。其他輪子露在外面（open-wheel）的叫W196。我認為這是不恰當的。我查到主流的兩种說法是：

A. 維基百科：以上兩种車型都叫W196，只是用streamlined和open-wheel加以區分。
B. 奔馳官方和權威書籍：兩种車型都叫W196R，而是用streamlined和monoposto來區分。

我個人認為奔馳官方說法更准确。因此推斷CMC早年將monoposto錯誤的命名為W196，在后來出streamlined的時候注意到了這個問題，于是在W196后面加上了R改正了這個錯誤。因此，根据奔馳官方命名方式，以下我統稱W196R（包括streamlined和monoposto）。

關于W196R的和W196定義的界定，今天終于在《Silver Arrows in Camera 1951-55》得到了准确的答案：1954年Mercedes-Benz Grand Prix賽車的工厂命名是196R（其中R代表Renne），而運動型的版本（常被稱為300SLR）的工厂命名是W196S（其中S代表Sport）。同時，工厂稱流線型、輪子外漏的W196R為monoposto，用以區分首次亮相的W196R的流線型。

2. 接著我們了解一下這兩种車型參加的比賽。我看到不少帖子里說streamlined只參加了55年最后一站的Monza。這個說法是不正确的。事實恰恰相反：streamlined才是W196R最初的設計，并且在54年法國大獎賽的Reims-Gueux高速賽道中第一次露面就拿到了冠亞軍（Fangio 和 Karl Kling）。但同樣的車型在隨后的Silverstone賽道卻大失水准。其原因就是那樣的外形不夠靈活不适合彎道太多的賽道。因此在接下來的Nurburgring，W196R被改造成傳統的open-wheel(monoposto)樣式，Fangio駕駛著它拿到了冠軍。從此奔馳更多是使用monoposto車型參加接下來的比賽，只有54和55年意大利的高速賽道Monza才會用到streamlined（當然monoposto也同場競技）。

3. 以下我們來談談CMC出過的所有W196R的車型及其歷史：

M-019 W196R monoposto #2: 55年阿根廷站Fangio的冠軍車。這場比賽雖然只有一輛W196R拿到了前三。但是其過程及其艱辛，下面會有詳細講解。

M-020 W196R monoposto #6: 55年阿根廷站Moss的車。看到壇子里有朋友有這部車。但很可惜的是它并沒有拿到名次，中途因供油系統故障而退賽。

M-021 W196R monoposto #8: 55年阿根廷站Hans Herrmann的車，在Moss和Karl Kling相繼退賽后，三人共同駕駛拿到了第四名，積分三人平分各得到一分。

M-041 W196R monoposto #10: 55年英國站Fangio的亞軍車。這一場比賽是W196R最輝煌的一場比賽，拿到1－2－3－4。

M-042 W196R monoposto #12: 55年英國站Moss的冠軍車。這是Moss的個人第一個冠軍，也是英國車手第一次在自家門口奪冠。但Moss賽后曾表示，最后和自己几乎同時沖線的Fangio完全是有机會超過他的，Fangio沒有這么做應該是想把這個冠軍讓給他的年輕隊友，不僅因為這站的冠軍對Moss的意義重大，更想因此激勵和鼓舞這個年輕而有天賦的隊友。

M-049 W196R streamlined #18: 大家對這部車都很熟悉了。55年最后一站Monza賽道Fangio駕駛的冠軍車。此后銀箭离開了F1 56年。值得注意的是這輛18號是54年法國站的18號的改進型，外形有所變化。

M-057 W196R streamlined #16: 55年Monza賽道Moss駕駛的車。很遺憾，它也沒能完成比賽，因發動机故障而退賽。

Juan Manuel Fangio Formula 1′s first legend

3 July, 2011

Jul.3 (Mercedes) Juan Manuel Fangio would have turned 100 years old on 24 June 2011. Mercedes pay tribute to one of the greatest Formula 1 race drivers of all time on the advent of this anniversary occasion.

Racing driver Juan Manuel Fan­gio was the leading figure in Mer­ce­des-Benz’s campaign to win the Formula 1 World Championship in the 1954 and 1955 seasons. Fan­gio formed an almost symbiotic partnership with the W 196 R racing car: “It’s the perfect car. The machine which every driver dreams about their whole life long,” he once said of the Silver Arrow.

Fan­gio drove to a total of five For­mula 1 world titles in vehicles from four different manufacturers. There was something very special about his relationship with Mer­ce­des-Benz though. He had already been working as a dealer for the Stuttgart-based brand in Argen­ti­na since 1951. And following the end of his racing career, he became President of Mer­ce­des-Benz Argentina S.A. in 1974.
He died in Bue­nos Aires on 17 July 1995.

It was at the French Grand Prix on 4 July 1954 that Mer­ce­des-Benz made its first ever appearance with the new Silver Arrows from the W 196 R series. The victor at the Reims circuit was Juan Manuel Fan­gio, who had been world champion in 1951 and finished second in 1950 and 1953. The Argentinean was already aged 43 at the time, making him older than many of the other drivers in the field. He had furthermore suffered a serious accident in the 1952 season.

Yet far from being a fabulous finale to his career, Fangio’s win for Mer­ce­des-Benz at the wheel of the W 196 R marked the start of an extraordinary success story. During 1954 and 1955, Fan­gio lined up on the starting grid for the Mercedes-Benz team for a total of 19 Formula 1 and touring car races, recording ten wins and a number of other impressive results.

Fan­gio was born to Italian immigrants on 24 June 1911 in the small country town of Balcarce in Argen­ti­na – seemingly a very far cry from a future career as a five-time Formula 1 world champion. But the youngster, who did an apprenticeship as a mechanic, was inspired by his fellow countrymen’s passion for motor racing.

He came into contact with the local racing driver scene at an early age, gained some experience at the wheel himself and learned how to rebuild vehicles for racing. In 1932, he opened his own car workshop, and four years later Fan­gio competed in his first race in a converted Ford ta­xi.

After the end of World War II, Fan­gio made the switch from rebuilt standard passenger cars to thoroughbred racing cars, and entered the international racing arena. In 1950, he came second in the World Championship driving for Alfa Romeo, before going on to win his first world title for the Ita­lia­n car maker in 1951. 1951 also marked the start of Fangio’s close ties with Mer­ce­des-Benz, however, as it was the year he opened a sales outlet for the Stuttgart brand’s cars in Bue­nos Aires.

And it was not long before he was sitting behind the wheel of a Silver Arrow for the first time; in Feb­ruary 1951, Mer­ce­des-Benz came over to Argentina, bringing with it three overhauled pre-war W 154 racing cars for a guest race appearance. Fan­gio was on the starting grid for the “Premio Pre­si­dente de la Nación Juan D. Perón”, along with Karl Kling and Her­mann Lang. However, the Silver Arrows were unable to reach their top speed on the modern circuit with its many chicanes, and Fan­gio only managed to finish third.

During the 1952 season, when the World Championship was switched to Formula 2, Fan­gio suffered a serious accident in Monza. He spent the remainder of the year convalescing from his injuries, most notably from one he sustained to his spine. He was already back in the racing seat in 1953 though, when he finished second in the World Championship with Mase­rati.

International motor racing was made all the more spectacular in 1954 by the return of Mer­ce­des-Benz to the grand prix arena. Racing director Alf­red Neu­bauer signed the Argentinean driving ace as the captain of the racing team.

The Stutt­gart­-based outfit had been developing the W 196 R racing car for the new Formula 1 season since 1953. It was powered by a 257 hp (189 kW) inline eight-cylinder engine with a displacement of 2.5 litres, desmodromic valves and direct petrol injection.

Apart from the Streamliner version, a clas­sic For­mula racing car with exposed wheels was also created. The new Silver Arrows were not ready for the start of the season, so Fan­gio still competed in a Mase­ra­ti in the first three races. At that time, the Formula 1 World Championship consisted of just a drivers’ title. The constructors’ championship was only contested from the 1958 season onwards.
On 4 July 1954, Fan­gio lined up for his first ever grand prix in a Mer­ce­des-Benz: exactly 40 years after Mer­ce­des driver Chris­tian Lau­ten­schla­ger drove to victory in Lyon, the Stutt­gar­t team returned to the fray at the French Grand Prix in Reims. Fan­gio took the chequered flag ahead of teammate Karl Kling.

The apparently effortless switch from Mase­rati to the W 196 R once again underlined Fangio’s immense ability to adapt: ever since taking part in the tough endurance races in his home country, he seemed to be able to extract the very best from every vehicle. It was this vir­tu­oso impro­vi­sational skill that led to victory for the Argentinean time and time again.

The 1954 season turned into a great tri­umph for Mer­ce­des-Benz and Fan­gio: he followed up his victory in France with further wins in Germany (Nür­burg­ring), Switzerland (Bremgarten) and Ita­ly (Monza). Fan­gio was crowned Formula 1 world champion for the second time, with almost double the points of his nearest rival.

The Argen­ti­nean dominated the 1955 season in similar fashion, winning the grand prix races in Argen­ti­na, Bel­gi­um, the Netherlands and Ita­ly, and finishing second behind teammate Stirling Moss at the British Grand Prix.

Other exceptional performances by Fan­gio during this season included second spot at the Mille Mig­lia, driving solo in a Mer­ce­des-Benz 300 SLR (W 196 S). Winner Stirling Moss, on the other hand, was accompanied by a co-driver, Denis Jenkinson, as was most of the field.

Following Mer­ce­des-Benz’s withdrawal from motor racing at the end of the 1955 season, Fan­gio went on to win two more world championship titles with Fer­rari (1956) and Mase­rati (1957). The following year, the Argentinean called an end to his racing career at the age of 47.

In 1974, he assumed the post of Pre­si­dent of Mer­ce­des-Benz Argen­tina S.A. His five Formula 1 world championship titles remained a record until his death in 1995, which was not surpassed until Michael Schu­ma­cher achieved the feat in 2003.
Today, tributes to Juan Manuel Fan­gio include five identical life-size bronze sculptures depicting the exceptional racing driver together with the W 196 R. They can be found in front of the Mer­ce­des-Benz Museum in Stutt­gart, outside the Mer­ce­des-Benz headquarters in Bue­nos Aires, as well as at the Nür­burg­ring, Monza and Mona­co circuits.

There is also a Fangio Museum in Balcarce that is run by a local association. Featuring numerous vehicles and other exhibits, it is dedicated to the racing driver’s whole life story.

Juan Manuel Fan­gio’s races for Mer­ce­des-Benz

Comments (0)

By admin, September 21, 2013 9:25 am

球星自傳的第一章，通常寫事業光輝一刻的心情，然後以倒序法回顧一生；或者直接一點，順序講從小時候如何發現自己天賦、遇上名師指點平步青雲等等。但阿加斯的《Open》，第一章叫人驚心動魄，因為描寫的是痛：他如何和傷患搏鬥多年，每晚睡到半夜，因為背痛要爬下床，躺在地上，起身一刻亦是煎熬，但為了延續網球生涯，要打類固醇針入脊髓減輕痛楚……因為，全書的主題，圍繞阿加斯如何痛恨網球。

嚴父地獄式催谷　壓力下成長

痛恨的主因，是自小受嚴父地獄式催谷。阿加斯父親是伊朗移民，有點運動細胞，曾是國家拳擊代表，移居美國後，輾轉落腳拉斯維加斯當賭場荷官。他同時是網球拍穿線專家，球星干納斯、波格等到賭城比賽時，必會幫襯他。他早已決定，一家人的出路，是把幾個孩子訓練成職業網球手。為了實現這夢想，他悉心安排，在偏僻的沙漠地方買下房子，為的是後園夠空間建私人網球場，他也改裝了一部網球發球機，孩子們從幾歲開始，每日幾小時對着這「惡龍」練習（阿加斯的成名接發球絕技，大概就是如此練成）。他會叫孩子逃學打波，甚至曾要阿加斯兩兄弟出賽前，服用可疑藥物。

幾個孩子中，阿加斯顯露的天份最高，於是受父親特別「關照」，完全沒有機會做個正常孩子。「用力點！不可落網！反手！練窩利！」阿加斯童年，就是在這幾句訓令中渡過。而且，父親從一開始，就劍指世界第一，贏冠軍是理所當然，輸波就大發雷霆；多年後他贏了溫布頓，父親也沒半句祝賀，劈頭便鬧：「不應該輸掉那第四局！」自小在壓力下成長，面對只有罰沒有賞的教育，阿加斯痛恨網球不難理解。許勝不許敗的負擔，亦漸轉化為怕輸的心理，成為他日後發展重大障礙。

阿加斯13歲那年，《六十分鐘時事雜誌》播出了一間佛羅里達州網球學堂的故事，將之描繪為「網球童工血汗工廠」。父親卻認定，這是阿加斯成材之路的下一站，把他送往寄宿練波，這就是後來鼎鼎大名，訓練出古利亞、莎莉絲、威廉絲姊妹、希姬絲和舒拉寶娃等球星的Bollettieri Academy。主持人Nick Bollettieri也很快看中阿加斯的過人天份，從此他踏上不歸路，16歲便成為職業球手。

我們普通人往往忽視，職業網球員面對的枯燥和孤獨，大概冠絕運動界。隊際運動員主場和作客出賽各佔一半，就算坐飛機多過坐車，起碼有一半時間是在「家」，而且出外都是在本洲以內、幾小時的航程；網球員則一年到晚，不停穿梭七大洲參加大小比賽，回家的時間絕無僅有。況且，隊際項目無論在場內場外，都有隊友互相支援，但網球員只有自己和隨員。女友和太太或可隨行，但有小朋友後就幾乎不可能。阿加斯和波姬小絲（本身也常為演戲飛來飛去）拍拖和結婚的幾年間，聚少離多，甚至要靠傳真談情（這是未有電郵的年代）。

傷患困擾　排名曾插至141位

痛恨網球，兼要過着這種非人生活，阿加斯何以成為史上其中最傑出（少數贏盡四大滿貫加奧運金牌球手）和最長壽（33歲成為史上年紀最大的世界第一）球手，比同輩頂級球手都「襟捱」？
據他自己說，幾次想過放棄，但整個童年都花在打波，身無其他技能，讀書不成（中三輟學），不打波又可以做甚麼？而更大的驅動力，來自他的好勝性格。他在自傳提及，小時候在一次少年組比賽決賽，遇上杜蘭高（Jeff Tarango，後來成為職業球手但成就平平，最出名鬧球證），決勝分被對手「出術」擊敗。他感到憤怒——不是恨對手，而是怪自己不早早把對手解決，留給他出術機會。他發現已不需父親從旁鞭策，自己的好勝和完美主義，足以驅使自己拼搏。

轉戰職業賽後，阿加斯立刻聲名鵲起，短短兩年便攀上世界第三，並兩度晉身大滿貫四強，前途似是一片光明之際，卻撞上「玻璃天花板」，三次打入大滿貫決賽落敗，包括敗於同期出道、但阿加斯從來看不起的森柏斯和古利亞，張德培也比他早贏大滿貫。他除了在被看淡下勝出1992年溫布頓，成績乏善足陳，後來甚至承認多次在沉重壓力下，萌生「不如輸掉」念頭。

阿加斯和經理人決定換教練以求突破，看上的人選，是球手事業進入暮年、亦沒有教練經驗的基爾拔（Brad Gilbert）。作為球手，基爾拔沒有甚麼殺手鐧，大滿貫最佳成績只是八強，但特色卻是穩定，和擅長打心理戰。他寫過一本分享打網球心得的書，叫《Winning Ugly》，言下之意是只要贏，打得漂亮與否並不重要，正是這本書吸引了阿加斯和經理人。初次見面，基爾拔老實不客氣指出：假如我有你的技術，早就橫掃球壇了！你的弱點是完美主義，每球都想成為精華片段，但博得太盡卻容易犯錯失分；要贏比賽，最重要反而是穩陣，只要減少犯錯，長遠來說必然是技高者勝。正如我在本欄寫過，網球比賽是純技術較量，運氣影響有限，只要每球有52%機會得分，取勝率便高達75%。有基爾拔協助消除心魔，阿加斯果然擺脫水準不穩和逢大賽腳軟毛病，登上世界第一寶座。

但成為一哥後，阿加斯的事業仍不是一帆風順。1997年他受傷患困擾成績下滑，意志消沉、吸毒（事後承認當時有自毀傾向），排名直插至141位，與波姬小絲的婚姻亦亮紅燈。就在全世界都認定他已完蛋之際，他卻突然醒悟重新振作，得到「第二春」，99年拿下法國公開賽冠軍，完成大滿貫，也重登世界第一。

表面不可一世　實際大情大性

阿加斯自傳好看，正是因為他是個有血有肉、大情大性的人，人生充滿矛盾和大起大落。他初出道時形像反叛，常向球證球迷講粗口，也最怕讀書，但之後卻為成立慈善學校，造福清貧家庭深感自豪。他年輕時比賽衣着標奇立異，但原來為了掩飾脫髮，多年戴假髮參賽，更自言為怕假髮走位而分心輸掉人生首個大滿貫決賽。他表面是個不可一世的「串友」，但全書大量篇幅都強調哥哥、健身教練、牧師朋友和太太嘉芙的愛護和支持。阿加斯多次在書中嘲笑宿敵森柏斯，生命中只有網球，是個機械人；的確，阿加斯在球壇成就稍不及森柏斯，但他的自傳《Open》，在阿瑪遜銷售榜排名，比森柏斯的高四萬幾位，更曾被不少雜誌和網站，選為最佳自傳類書籍之一，絕對值得推薦。

- 姚崢嶸

Comments (0)

By admin, September 19, 2013 8:30 am

91年中秋夜晚，大家難得一齊聚首在College柔軟的草地上。
模糊記得當時好像有Alex, Ben, Harry, Johnny, Keith, Kelvin, Wing…
一杯香片、一小塊蓮蓉月餅加上婆婆送給我的星加坡美珍香烤肉。
印象中那晚外國的月亮的確大得多，也亮得很。
朋友們在月光下暢談人生，依稀記得看到的都是大家歡樂的笑容。
難忘卻是原來當年快樂就是這麼簡單。

祝大家中秋快樂!

Comments (0)

By admin, September 16, 2013 9:45 pm

昨天在加拿大找到了這兩台絕版的道奇Charger，一問之下加拿大寄到香港的郵費比車還要貴上不少，相對鄰國的USPS，簡直就是大巫見小巫。再問如果用UPS會不會反而便宜一些呢？答案500大元，是加幣，NND!!! 連賣家自己都嚇了一跳!

靈机一動，那就轉去溫哥華老爸那里吧，兩台運費才加幣23，而且后天就能到，感激涕零。

最近拍了這台68年紅色的Charger(ERTL Authentics 39503)几次都輸了，而69年的黑色白頂(ERTL Authentics 39500CH)是Supercar Collectibles限量416台的版本，好久都沒在國際拍賣网站上出現過了，3年前一個偶然的机會見過一個紐約收藏家放售，最后的成交价是USD350。

相比下，這次大白菜的收獲還是不錯的。

Comments (0)

By admin, September 14, 2013 10:35 pm

人生一定會經歷各種不同的高高低低，回顧前半生其實大起大落了很多次，當然也試過差點放棄。正所謂高處未算高、低處未算低，完全體驗過當中之酸甜苦辣的滋味。

回頭看來其實那些都不算得上是什麼大事，就當是人生旅途中另一番不同的風景吧。困難發生了，與其怨天尤人，不如積極尋找解決方法，反正一切都安排好了，避也避不了的。

要是當真是一直上都路途愉快的話，我反而會覺得人生變得枯燥乏味，所以我寧願看多些沿途的風景和走跟常人不一樣的路。

當然有困難的時候身邊有個人聆聽總比一個人捱好得多。因為一個人的時候很大機會會鑽牛角尖，後果可怕得可以連你自己都相像不到。

如果妻子可以做到這個角色最好，慶幸10年前上天就已經賜給了我這麼一位，我知道朋友中的確有些甚少跟身邊那位分享自己遇到的困難，當然大家解決問題的方法不止一種，但是我是相信跟親人好友分享是最可以減輕負擔的。

加上如果有一班真正的好朋友分享，那困難自然會迎刃而解，我指特別是心理上。其實這些問題很多時都是我們自己的心魔在作怪，只要看開點，沒什麼不能解決的問題。

人生苦短，我偏向相信我們今生只活這麼一次，什麼時候離開我們並不能掌握，所以我2003年就決定一定要把握時間，儘量不再計較，做自己想做的事 and Do it Passionately!

至少Be Proud of What I Have Done when I close my eyes，享受以後每一天。

共勉之!

Comments (0)

By admin, September 13, 2013 10:02 pm

今天在本地收到了這個尋找已久的老牛，編號為08313LR (LR=淺紅色)，細看之下原來這個顏色更接近橙紅，也就是BBR ENZO邁克爾私家戰馬的那台顏色。

在清洁的過程中，仔細觀摩了內外各個部位，感嘆這台已經七年車齡的老京商做工竟然如此的精致，相比之下近2年的那批法拉利高端質量簡直不堪入眼，更別說售價要比當年的還要貴多3-4倍。

這台除了顏色跟08313略有不同外，就是沒有了側轉向燈和博通的那個b標志。

所以說酒還是老的醇，的确有那么點儿意思。

Comments (1)

By admin, September 6, 2013 7:10 am

其實這是一個惡性循環的問題，當成本逐漸轉移至消費者而到達一個警戒線的時候，市場自然會作出應有的反應 (就是市場效應)，這使得很多資深的收藏家開始心灰意冷，減少了這方面的固定開支，有些更是不再購買新的產品。

而這種持續性的購買力對車模零售商/上游批發商是最重要的收入來源之一，沒了這股熱情，導致銷售量一年比一年暴跌，所以我們看到了不止是個人收藏家的退出，而是根本的裙帶關係就連很多經營了十幾二十年的車模店也已經出現了倒閉潮，從而令最上游的車模開發商不得不再次狠狠地加價，然後這個現象不停地惡性循環，最後在自己都倒閉前大家能賺多少就多少。

這並非個別的案例，而是一個全球性的現象，君不見車模店關門潮由香港、去到澳洲，再看歐洲，最慘的是北美，幾乎無一幸免。剩下的無不都是在苟延殘喘，短短的幾年，轉眼之間，車模銷售已經成了夕陽工業。

AA只是最突出的一個，其它的車模廠均有受到很大程度的影響，有些加得不多但質量就強差人意﹔有些則採取加倍，但質量比以前更加差的也大有人在。

我在這股車模工業改變潮裡看到了一個聰明的領先者，它就是Exoto，從2年前起，它就從中國撤退了(應該是第一個)，把工廠搬回中東老家，再而大幅度地提高製作精密度，把對手(指的是CMC，AA根本不入流)遠遠拋離了好幾條街，再而大幅度地加價，完全集中消費者金字塔頂端的那群。因為佔盡先機，所以竟然給Exoto殺出條血路，找到了自己獨特的生存方式和跟別人截然不同的市場策略。

最近我的看法也開始有些轉變，與其付2千港幣大洋給AA這樣的中低端產品，我不如省下3部的錢去買一台質量上物有所值的Exoto，當然這個完全是我個人的看法，不代表大眾。