One of the major benefits of the Apple iPod is that it’s highly portable. Barely larger than a deck of cards, the iPod can easily store thousands of songs or audio books, and thanks to its relatively stout rechargeable battery, it’ll play for hours and hours. But the portability can present a dilemma – now that you’ve become addicted to the iPod’s convenience, how do you take your tunes along when you’re, say, driving in your car?

Well, if you have a BMW, you can “iPod your BMW,” thanks to a joint-effort between BMW and Apple. But for those of us not fortunate enough to own a late-model BMW, our options are somewhat limited. There’s the “cassette converter” option, but it’s rather messy, as it requires a wired connection between the iPod and the cassette deck. And, if you’re an aftermarket audio guru, you may not have a cassette deck in your car.

For those who don’t want to go with the cassette converter option, there’s always the aftermarket, integrated iPod controller, but they are often pricey, invasive and not exactly “portable.” When it comes time to sell your car, you’ll probably sell the iPod controller with it.

So what’s left? FM transmitters! But, how do they work? Are they big and clunky? Is the sound quality acceptable? Are they easy to use? How portable are they? We’ll take a look at a few of the more popular options and share our opinions and experiences with three of the most popular FM Transmitters for the iPod: The Belkin TuneCast II FM Mobile Transmitter, the Exonic EXF2030 FM Transmitter, and the Griffin Technology iTrip.

Belkin TuneCast II FM Transmitter
Suggested Retail Price: $39.99

We believe the Belkin TuneCast II FM Transmitter is the most versatile of the bunch because it utilizes a standard headphone plug to communicate with your iPod. When not in use, the compact cord wraps around the unit to store neatly out of the way. And the beauty of this system is that if you have multi-generation iPods (say a 2nd Generation iPod and a 4th Generation iPod), or if you have portable CD- or DVD-Players, the TuneCast II will accommodate them all. In our opinion, this is a major benefit, one that’s exclusive to the Belkin TuneCast II.

Another benefit of the Belkin TuneCast II is that it operates from its own power source. The TuneCast II ships with a pair of AAA batteries, which should provide many hours of use before requiring replacement. If you don’t want to use the batteries, you can purchase an optional 12-volt adapter cord.

Once plugged-in and powered-up, the Belkin TuneCast II is a breeze to use. It doesn’t require any software, and operation is simple and straight forward. There are three buttons on the device – one for shuffling through memory slots, and two for selecting the broadcast frequency. Press and hold both tuning buttons and you’ll power-on or -off the unit (the unit will automatically shut off after detecting 60-seconds of “dead air”).

The Belkin transmits on FM channels from 88.1 to 107.9MHz and can memorize up to four FM frequencies. This feature allows for simple frequency changes – handy if you travel through areas where certain frequencies grow weaker or stronger. Simply press the “MEM” button and you can shuffle through your any of your four presets.

Now for the bad news. Sound quality is acceptable at best, but we found the quality to be similar to most other FM transmitters. With a frequency range of 50Hz to 15KHz, certain key musical details are often lacking. Bass drums and low bass notes are often weak and or muddy sounding. Cymbals and screaming guitar riffs can sound muffled. Signal strength was good, but in busy metropolitan areas we did have to change frequencies to avoid fade-out (interference) from competing FM stations. Traveling through Washington DC rendered the TuneCast II useless as there simply weren’t enough empty frequencies for us to receive our iPod signal on. In rural areas, the TuneCast II was great as we rarely had to change stations to correct interference.

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Hardcore audiophiles won’t appreciate the sound quality, but for the majority of us, the Belkin TuneCast II FM Transmitter should fit the bill for portability, convenience and sound quality.

Exonic EXF 2030 FM Transmitter
Suggested Retail Price: $49.95

We found the Exonic EXF 2030 FM transmitter while at a local mobile audio store, and the installers and salesmen swore by it. They told us it would “Beat the pants off any other transmitter in a similar price range.” We assume they were referring to the sound quality, because the Exonic unit requires a significant amount of installation time, and isn’t portable.

The unit itself is quite small, measuring in at just larger than the Belkin TuneCast II unit. The Exonic EXF 2030 requires a 12-volt power source, and has a pair of RCA-style inputs on it (for receiving audio signals). A row of dip-switches allows the user to select the frequency on which the unit will broadcast to.

It took us about an hour to install the Exonic EXF 2030, as it required an appropriate mounting location with access to both 12-volt power and ground (all of which were located behind the dashboard). And, like idiots, we didn’t photograph it prior to installation… We then had to route a six-foot Monster Cable audio cable from the unit to our iPod. The cable carried a price tag of $19.95.

The Exonic has a limited set of FM frequencies (10) to which it can broadcast, and unfortunately, in Washington DC there aren’t many open frequencies available. We chose 87.9 MHz as our frequency, as it seemed to have the least amount of FM content. Changing the broadcast frequency requires the user to set the dip-switches into a specific array… a task not easily accomplished while driving.

The good news is that the Exonic EXF 2030 sounds wonderful. The sound quality is far beyond that of the TuneCast II or the iTrip. High notes and cymbal crashes were crystal clear. Bass drums and low notes came through with a resounding thump. Signal strength was great, and we experienced minimal interference while using the unit, even in busy metropolitan areas like Washington DC. Our guess is that the Exonic is able to send a stronger signal that probably overpowers the competing radio station.

If portability isn’t a priority, and you place a high premium on sound quality, the Exonic EXF 2030 FM Transmitter is for you. Expect to spend around $125 to have it professionally installed.

Griffin Technology iTrip FM Transmitter
Suggested Retail Price: $39.95

The Griffin iTrip is without question, the most compact and most portable option we’ve seen. It also looks the coolest, but unfortunately, we didn’t find it to be as versatile as the Belkin TuneCast II. The audio connector is specific to the iPod, and while Griffin claims that one iTrip transmitter should work with all iPods, we had difficulty in getting our iTrip to work with our 2nd Generation iPod (the iTrip we tested was designed for a 3rd Generation iPod).

The iTrip allows you to broadcast on different frequencies, but only after you install the supplied software. Available FM frequencies (from 87.7 to 107.9 MHz) become part of a playlist. Changing broadcast frequencies isn’t difficult, but it does require significant navigation through your playlists.

The iTrip draws power from your iPod, and while it’s efficient, we did notice a dip in battery life when compared to using the iPod sans iTrip. This may be of concern to some folks, but it didn’t bother us.

Sound quality is similar to the Belkin TuneCast II, as the iTrip also broadcasts on a rather narrow range of audio frequencies – just 50Hz to 15KHz. Again, audiophiles will probably need to look elsewhere for high quality sound. Not unlike the Belkin TuneCast II, the Griffin iTrip had trouble broadcasting a clean signal in busy metropolitan areas. In rural areas, the iTrip performed well and was very similar to the TuneCast II in terms of audio quality and broadcast clarity.

If maximum portability and having the smallest, coolest looking form-factor is important to you, the Griffin Technology iTrip should be just the ticket.

FINAL CUT

So, while FM transmitters are handy, they’re not quite perfect – yet. Their ease of use, portability and clean installation make them seem like a good idea, but overall sound quality and the tendency to fade or tune out while in busy metropolitan areas makes them a bit of a pain to use. If you’re looking for a FM transmitter, we suggest you buy the one that’s easiest for you to use. Make sure you can quickly and easily change broadcast stations, and make sure it will work with all of your audio devices. From what we experienced during our little comparison, it’s difficult to choose a clear winner, so we’ll let you draw your own conclusions.

Added during publication: We’ve just revceived a Dension Ice-Link system, and will be installing it soon. We’ll provide a report in a future issue and will compare it to the results found in this review. Stay tuned…

In preparation for his first track day, Bob has done all of his homework – he spent hours researching tire choices and ordered the best set of rubber possible. He spent hours studying suspension settings, spring rates and shocks. Bob selected the best safety harness money could buy and spent hours installing it. it wasn’t until the night before his first event that it hit him – he needed a helmet!

With just hours to spare before his big event, Bob signed-on to the internet, frantically posted a question, read 2-3 replies and raced to the store to buy a helmet. While at the store, he was shocked by the prices – helmets are expensive! He looked at Bell Helmets, Arai Helmets and others. Bob reluctantly shelled out his money and drove home. While loading the helmet into his gear bag, it slipped from his hands and dropped to the ground. “Well, it’s broken in,” he mumbled as he scooped it up and stashed it away next to his $200 driving gloves and $150 driving shoes.

Luckily Bob’s track day went off without a hitch, and he returned home happy and excited about the day. He tossed his gear bag in the corner and began tending to the car, preparing it for the next event. In reality he should be tending to his helmet, researching a replacement and trying various helmets for proper fit.

MISTAKES AND MISCONCEPTIONS

Looking back at our example, it would appear as though Bob did everything to ensure a fun, safe and good track experience. Unfortunately, he put so little effort into choosing a helmet (and later dropped it, rendering it effectively useless) that a fun day could have turned tragic had any serious incident taken place.

As the old saying goes, “If you have a $10 head, buy a $10 helmet.” I’d like to think that your head is worth more than $10 (mine might be a wash), yet so many folks don’t take helmet buying seriously. The helmet is there for an important reason – the least you can do is spend some time buying one that fits well, while making certain it meets or exceeds various safety standards.

The primary cause of serious injury or fatality in an accident where a helmet has failed is improper fit and/or equipment failure. We’ll examine how to buy a helmet, including what to look for and how to make sure it will protect you when needed. We’ll also examine the various certification process and explain a little about the test procedures.

While there are many different types of helmets on the marketplace, we’ll focus on the type of helmets that are intended for motorsports use, specifically referred to as “Special Application” or “Motorsports” helmets. These types of helmets offer protection from impact, flying debris and (limited) flame or fire. While often similar in appearance to a motorcycle helmet, they’re quite different (motorcycle helmets tend to have a larger field of vision, no fire/flame retardant and different ventilation systems).

Although helmets look similar, it’s often very difficult to tell a good helmet from a bad one, and that’s where certifications can help. The Federal Department of Transportation (DOT) offers a certification standard, but the DOT standards are somewhat dated (many are based on 1972 ANSI standards), and the certification is voluntary. In other words, the onus is on the manufacturer to ensure their helmets meet DOT standards – the DOT does not conduct tests of helmets.

The Snell Memorial Foundation provides a rigorous set of test criteria, and is generally regarded as “the standard” in helmet safety technology. Unlike the DOT, Snell offers its testing and certification services to manufacturers in exchange for a testing fee and a licensing fee.

Snell, a not-for-profit organization, was founded in 1957 after William “Pete” Snell died during a racing event when his helmet failed to protect him. The foundation released its first set of standards in 1959, and has been working to improve helmet quality and safety ever since.

Before any helmet can earn a Snell certification, the manufacturer must pay a testing fee of about $1200 and submit five samples to Snell for testing. Snell destroys four of the helmets during its tests and saves the fifth for future reference. After a helmet receives its Snell certification, Snell randomly purchases samples from retailers to ensure quality and integrity of the certification.

The first helmet sample is destroyed as technicians cut the helmet open to inspect material thickness and quality, design and manufacturing quality, and inner lining inspection.

Snell uses the next three helmets in tests for impact resistance, positional stability, dynamic retention, shell penetration, and if applicable, flame resistance testing, chin bar testing and face shield penetration.

Impact resistance testing involves a guided fall on to various test anvils, while a head form (fitted with various accelerometers) reports the peak G force during impact. Snell expects the load to remain under a 300 G limit – if 300 G’s are exceeded, the helmet is rejected. For comparison, the DOT suggests that the number of G’s not exceed 400.

Positional stability and dynamic retention testing is a fancy way of saying, “The helmet has to stay on during an impact.” These tests make sure the helmet can’t roll off during a crash, and also test the chin strap to make sure that it doesn’t break or loosen during an impact. Again, Snell uses test equipment designed specifically to measure performance, per their specifications.

Shell penetration testing involves dropping a weighted, pointed striker in a guided fall onto the helmet from a prescribed height. If the striker penetrates the helmet, the helmet is rejected. Face shield penetration testing involves an air rifle and a soft lead pellet. Snell fires three shots at the face shield and inspects for signs of penetration.

Snell uses the next three helmets in tests for impact resistance, positional stability, dynamic retention, shell penetration, and if applicable, flame resistance testing, chin bar testing and face shield penetration.

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Impact resistance testing involves a guided fall on to various test anvils, while a head form (fitted with various accelerometers) reports the peak G force during impact. Snell expects the load to remain under a 300 G limit – if 300 G’s are exceeded, the helmet is rejected. For comparison, the DOT suggests that the number of G’s not exceed 400.

Positional stability and dynamic retention testing is a fancy way of saying, “The helmet has to stay on during an impact.” These tests make sure the helmet can’t roll off during a crash, and also test the chin strap to make sure that it doesn’t break or loosen during an impact. Again, Snell uses test equipment designed specifically to measure performance, per their specifications.

Shell penetration testing involves dropping a weighted, pointed striker in a guided fall onto the helmet from a prescribed height. If the striker penetrates the helmet, the helmet is rejected. Face shield penetration testing involves an air rifle and a soft lead pellet. Snell fires three shots at the face shield and inspects for signs of penetration.

Chin bar testing only applies to full-faced helmets, and involves dropping a 5kg weight onto the chin bar from a prescribed height. Snell observes the amount of deflection and inspects for signs of breakage or excessive deflection.

Flame resistance testing involves a 790-degree centigrade flame. The helmet is subjected to the flame and is then expected to self extinguish within a specified amount of time after the flame is removed. Snell expects that the interior of the helmet must not exceed 70 degrees centigrade at any time during the test.

The tests, despite having their descriptions simplified for the sake of this article are complex and thorough, and easily exceed DOT specifications. Snell standards are typically updated every five years, with the newest set of standards expected to arrive some time in 2005. Helmets that meet the Snell standards are identified by either an adhesive sticker (usually placed inside the helmet) or by a cloth tag that’s sewn to the chin strap. Manufacturers pay Snell about $1 per sticker, in addtition to the initial testing fee.

Finally, any helmet that’s been involved in an impact should be returned for inspection by the manufacturer, as even the most thorough self-inspection can’t detect signs of damage. Snell further recommends that all helmets be replaced after five years.

While certifications are important, a proper fit is critical – if the helmet doesn’t stay in place during an impact, it can’t properly do its job. A helmet should never be uncomfortable – it should fit snugly, but shouldn’t cause headaches or uncomfortable pressure at any one place. The old saying used to go, “You should be able to sleep with your helmet on.”

When trying on a helmet, you’ll want to make sure that the helmet fits your head properly – the helmet should “ride” on your brow/forehead area, with an even, uniform pressure. Pressure should not be excessive or concentrated in any one area. The top of your head should make contact with the helmet as well.

Tighten the chin strap so that it rests snugly under your jaw, at the point where your jaw meets with your neck – just above the throat. Never wear your chin strap “on your chin” (like a football helmet). With the chinstrap secured, try to roll the helmet forward or backward – try your hardest to slide the helmet off your head. The helmet should not rotate forward or backward enough to impede your vision or expose your forehead. If it does, the helmet doesn’t fit properly.

Finally, stand in front of a mirror and “twist” (or rotate) the helmet left to right and front to back. The skin on your forehead should move as you move the helmet. If it doesn’t, the helmet is too loose.

A quality shop will have plenty of helmets for you to try, and each brand of helmet has a somewhat unique fit. If an Arai doesn’t suit your head style, try a Bell. If the Bell doesn’t fit properly, try a Bieffe, and so on. Keep trying helmets until you find one that fits properly and carries Snell certification.

Your head is the single most important asset to yourself and your vehicle. Rather than making a hasty, last-minute decision about buying the one device than can literally save your life, take some time to research your next helmet purchase and be sure to try the helmet on for proper fit. And finally, before you place an order for your helmet online, make sure that the manufacturer supports online purchases. Arai, for instance will not extend its warranty to helmets that are purchased online or through mail or phone methods – the fit is critical, and Arai would like you to visit an authorized dealer to make certain your helmet fits properly.

Official Web sites:
Snell Web Site
Arai Americas
Bell Racing

“Here, taste this,” says Tamie Cook, Research Coordinator and Culinary Producer for Chef Alton Brown of “Good Eats”, as she presents him with a small cup of a ice cream. It’s just after 9:30 AM and the test kitchen at Brown’s Be Squared Productions office in Atlanta is abuzz – there’s a loaf of bread in the oven and spring rolls in various stages of completion, while an ice cream maker is churning away an eggnog-flavored treat.

Alton studies the creamy mixture, prodding at it with his spoon. He takes a taste and works the ice cream across his palette as a wine-taster would with a new vintage of wine. As he digs at the mixture with his spoon he asks, “What do you think?” Tamie replies, “I think it tastes pretty good,” with emphasis on the good. Alton detects a crystalline texture and asks about the alcohol, water and fat content of the recipe. In a quick back-and-forth exchange with one word questions and answers, Alton and Tamie have poured over every molecular detail of the fat-to-water ratio. After another taste, he proclaims, “It’s good. Let’s call it good.”

And with that, he exchanges the ice cream cup for his Shoei motorcycle helmet, turns to us, and with a smile on his face says, “Let’s ride, shall we?”

Alton Brown isn’t your typical celebrity chef. In fact, he makes jokes about his celebrity status, never taking it to heart. Now in its fifth year of production, Good Eats is one of the highest rated, most recognizable shows on the Food Network. His first book, I’m Just Here For The Food, has won a prestigious James Beard award. Most recently, he was named Bon Appetit magazine’s Cooking Teacher of the Year – a highly-coveted distinction, and one that Brown takes pride in.

When you speak with the 42-year-old, “food hacker” (a term first coined by Wired magazine), it’s his sincere, enthusiastic passion for knowledge that leaves a lasting impression. He lights up while explaining how his new line of Kershaw knives take advantage of a slight angle in the handle to improve the action of the knife. He becomes effusive when talking about his work with General Electric and their new TrivectionTM oven.

But Alton really takes off when it comes to motorcycles. “I love to ride. I’ve come to the conclusion that you’re either a car guy, or a bike guy,” he says while sitting atop his BMW R1100RT. “I’m a bike guy.”

Alton Brown has been interested in motorcycles for as long as he can remember. “My mother, like most moms, was deathly afraid of me getting on any motorcycle, so I never bought one,” he says. Instead, he studied magazines, books and videos, attended races and motorcycle shows, but always watching from the sidelines. Then about two years ago, his wife DeAnna told him that he needed to get a motorcycle but she placed one stipulation on the purchase – it had to be a new bike… That’s right – she insisted that he buy a new motorcycle, and in doing so, nearly upset the space/time continuum. When was the last time anyone’s significant other made such a request?

Alton went out and bought a new, Suzuki SV650, a naked sports bike with stunning looks, razor-sharp handling and impressive performance. True to his Zen-like nature, Brown took to trying to master the art of riding a motorcycle.

“One of the great things about riding a motorcycle is that it’s a constant exercise in skill management,” he says. “When I go for a ride up north, I want to ride. I really like to work on the motorcycle – when I find a challenging section of road, I’ll ride it – and then ride it again, and again, and again. I’m always trying to learn something new and I’m always looking to improve my skill level.”

He’s also a proponent of rider safety, and regularly attends Motorcycle Safety Foundation classes. He says he never hoists a leg over the saddle unless he’s in full protective gear, which includes: Shoei full-faced helmet, BMW Motorsports ballistic jacket, pants and boots, and heavy-duty riding gloves. “I can’t imagine riding a bike without the gear. I don’t feel right if I’m on the bike and not wearing my gear – it just feels — well, wrong.’”

After about a year with the Suzuki, Alton’s love for German engineering got the best of him, and he traded the SV650 for a lightly used BMW R1100RT. “I’m a year-round rider,” Brown says. “I don’t believe in storing my bike for the winter, and while it doesn’t get real cold in Atlanta, riding 70 miles in 20-degree weather on a naked bike can make you question why you’re riding.”

As he reaches down to wipe at a smudge on the ocean blue fairing, he continues, “The BMW has such great engineering, and it’s reliable, and so enjoyable to ride. The center of gravity is low, so it handles great. The throttle is extremely responsive and the ABS-controlled brakes are among the best I’ve experienced. It stops when you want it to and without any surprises.”

When asked about his preference for riding destinations, Brown says, “Because I’m so busy with work, I can’t really ride as much as I’d like to. I can get up at six o’clock on a Sunday morning and ride in the mountains, but in reality a lot of my riding time is spent commuting. I’ve got a 16-mile commute that I can turn into a 50-mile ride, and have been known to do that from time to time.” He says that he uses the bike as much as possible, taking it on shoot scouting runs and to speaking engagements.

Another benefit of the R1100RT is that it offers decent storage, thanks in part to the large, hard-shell luggage that Brown has fitted to the RT. He can stuff his 15″ Apple G4 PowerBook, one of his four iPods (did we mention he’s a technology junkie), and just about everything else he needs for work into the Beemer and ride.

“They [the side cases] also make great crash bars,” he says with a smile. “When you drop your bike, which I did last week while taking an advanced rider course, the highway pegs and the cases kept this [massaging the front fairing] from hitting this [tapping at the ground with his toes].”

Noting our surprise at this confession, he explained, “Oh yeah – dropping my bike was traumatic, but not for me. I was doing something I shouldn’t have been – going extremely slow while trying to navigate some very tight areas. After I dropped it, everyone came up to console me, and I was like, ‘Why are you consoling me? Have you dropped your bike?’ I was happy it happened, in a controlled environment like that. I’ve gotten that problem out of my system.”

“The only embarrassing part was asking for help picking it back up,” he says with a chuckle. “The thing weighs 600-pounds dry, so it took a few of us to get it upright again.”

Alton says that despite the weight, the BMW is nimble and controllable, but it isn’t exactly “flickable,” and that’s a trait he misses. “I’ve decided to add another bike – something that’s more sporty, like the SV was. The naked bikes really are attractive and they’re so ‘real.’ You’re just out there – no fairings, no windshields. It’s just you and the bike.”

Brown said that he’s also a fan of Triumphs, and that a second bike is definitely in the works. We pressed him to identify his next bike, but he couldn’t put his finger on what he wanted. “It’ll definitely happen before the end of the year – I’ll have a second bike – there’s already room in the garage for it. I just have to decide what it will be.”

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Despite the fun that we were having talking bikes, we had to ask Alton some questions about his role at the Food Network, and about his new book, I’m Just Here For More Food, which covers the art and science of baking. We joined Alton for lunch at a fabulous little restaurant near his production offices.

“My first book, I’m Just Here For The Food, was a bear to write. I literally locked myself in a 28-foot Airstream trailer for 3 months, and day after day, I forced myself to write for four hours and then sleep for two. I remember not knowing if it was day or night – I had no idea,” he says. “When I was done, I thought the book was horrible. I was so ashamed of it.”

I’m Just Here For The Food went on to receive a James Beard award, which is the culinary equivalent of a Pulitzer prize. Now in its eleventh printing (and still selling nearly 1000 copies per week), Brown is finally OK with the book. “It’s funny – when I showed up for my first book signing at Barnes & Noble, I got there and the place was empty. I turned to the manager and said, ‘Hey, I’m really sorry that no one showed up,’ and he points to the mezzanine level above us where there were 770 people and goes, ‘They’re all here to see you.’ I was floored. I turned to my wife and said, ‘You know, maybe the book doesn’t suck so bad after all.’”

His latest book, I’m Just Here For More Food was released in October and addresses baking, but does so in the typical Brown method. While traditional cookbooks include recipes that demonstrate to the reader the “what” of baking, Brown’s book goes much farther. It begins with “the molecular pantry” and continues on to explore and explain the science behind all sorts of treats and goodies. Brown says the book is full of illustrations and ideas, and incorporates a neat new feature.

“When I started writing I’m Just Here For More Food, I realized that with baking, you’re really only using the same seven or eight ingredients – not a lot changes with each recipe. Rather, it’s the mixing technique that leads to variations in the final product, so the book focuses on mixing methods, and with each section, there’s a cool ‘master flap’ that describes the processes. So instead of repeating information over and over within a section, the flap serves as a quick point of reference, and should make it easier to read and follow. I’m hopeful that it will have a positive influence on folks.”

As we continued our conversation over lunch, we asked Brown about his role in the popular Iron Chef America show and whether the Food Network had future episodes planned. Alton indicated that he was leaving for New York in just a few days to tape ten new episodes of the Iron Chef America series.

We grilled him for more info, but he couldn’t share much, saying, “To be honest, I don’t know who the competitors will be. When taping the episodes, I know what the secret ingredient is going to be ahead of time, but that’s about it. But even that information is highly privileged. It’s like they send me this encrypted message that says, ‘Go to the phone booth near the corner and await further instructions. This message will self destruct in five seconds…’ It’s very secretive, but it’s a really fun show to do.”

Though time was running scarce, Brown let us in on his work with GE and Kershaw Knives. “I was approached by GE to help them with a new oven,” he says. “They wanted me to teach the engineers about the cooking process – about what makes food taste good. With this new oven, GE realized that most people appreciate cooking speed, but speed often sacrifices food quality. It was my job to educate the engineers about the cooking process, and I worked with them to develop the cooking algorithms.”

Brown said the typical hour-and-a-half lasagna recipe can be cooked in as little as 15 minutes with the GE TrivectionTM oven. He explained how the TrivectionTM asks you what it is you’re cooking, the time and temperature you’d normally cook it at, and then computes the new settings. The oven utilizes three cooking methods to super cook your food to perfection: Thermal, convection and microwaves.

Knives are another passion of Browns, and he explained how he enjoys his relationship with Kershaw Knives. “It’s so cool because they have all of this awesome technology available to them. I can go, ‘You know, it would be really cool if a knife could do this,’ and they do it! It’s like no big deal to them.”

Brown has his own line of Kershaw Knives called “Alton’s Angles” that take advantage of a slight angular change and allow for better knuckle-to-counter clearance. The angle also improves the ergonomics of the knife.

So what’s next for a guy like Alton Brown? How about space travel? That’s right – don’t be surprised if someday you see an episode of Good Eats coming to you from zero gravity. Alton indicated that he’s a bit of an aerospace junkie, adding, “We have a lot of fans that are in the aerospace industry.” And while we wouldn’t put it past him to become the first chef to brine a turkey in outer space, you’re more likely to see his BMW R1100RT featured in upcoming episodes. Regardless of what or where he’s cooking, one thing’s for sure – Alton Brown is always one step ahead of the curve, devising new ways to demonstrate that food can be fun, easy and educational.