The Porsche 959 was a sports car manufactured by Porsche from 1986 to 1989, first as a Group B rally car and later as a legal production car designed to satisfy FIA homologation regulations requiring that a minimum number of 200 street legal units be built. During its production run, it was hailed as being the most technologically advanced road-going sports car ever built and the harbinger of the future of sports cars: it was one of the first high-performance vehicles to use an all-wheel drive system; it provided the basis for Porsche's first all-wheel drive Carrera 4 model; and it convinced Porsche executives of the system's viability so well that they chose to make all-wheel drive standard on all versions of the 911 Turbo starting with the 993 variant. During its lifetime, the vehicle had no other street legal peer. The 959's short production run and performance have kept values high. In 2004, Sports Car International named this car number one on the list of Top Sports Cars of the 1980s. Development of the 959 (originally called the Gruppe B) started in 1981, shortly after the company's then-new Managing Director, Peter Schutz, took his office. Porsche's head engineer at the time, Helmuth Bott, approached Schutz with some ideas about the Porsche 911, or more aptly, a new one. Bott knew that the company needed a sports car that they could continue to rely on for years to come and that could be developed as time went on. Curious as to how much they could do with the rear-engined 911, Bott convinced Schutz that development tests should take place, and even proposed researching a new all wheel drive system. Schutz agreed, and gave the project green light. Bott also knew through experience that a racing program usually helped to accelerate the development of new models. Seeing Group B rally racing as the perfect arena to test the new mule and its all wheel drive system, Bott again went to Schutz and got the go ahead to develop a car, based on his development mule, for competition in Group B. Porsche began with an engine they already had, and moved on with development from there. The powerplant, a twin-turbocharged boxer six-cylinder engine with an air-cooled block and water-cooled heads, displaced 2.85 liters, about half a liter less than a contemporary 911 engine. The motor had originally been developed for the "Moby Dick" race car and then been redeveloped slightly for the short-lived Porsche Indy Car and several other projects before being "tweaked" a last time for use in the 961, the 959's racing counterpart. The water-cooled cylinder heads combined with the air-cooled block, 4-valve heads and sequential turbochargers allowed Porsche to extract 331 kW (444 hp) from the compact, efficient and rugged power unit.[3] The use of sequential twin turbochargers rather than the more usual identical turbochargers for each of the two cylinder banks allowed for smooth seamless delivery of power across the engine RPM band, in contrast to the abrupt on-off power characteristic that distinguished Porsche's other turbocharged engines of the period. The engine was used, virtually unchanged, in the 959 road car as well. In an attempt to create a rugged, lightweight shell, Porsche adopted an aluminium and Aramid (Kevlar or Twaron) composite for body use along with a Nomex floor, instead of the steel normally used on their production cars[4]. The vehicle's weight of 3,190 pounds (1,450 kg) helped to achieve its high performance level. Porsche also developed the car's aerodynamics, which were designed to increase stability, as was the automatic ride-height adjustment that became available on the street car (961 race cars had fixed suspensions). Its "zero lift" aerodynamics were a big part of keeping it drivable.[citation needed] The 959 also featured Porsche-Steuer Kupplung (PSK) which was at the time the most advanced all-wheel-drive system in a production car.[citation needed] Capable of dynamically changing the torque distribution between the rear and front wheels in both normal and slip conditions, the PSK system gave the 959 the adaptability it needed both as a race car and as a "super" street car. Under hard acceleration, PSK could send as much as 80% of available power to the rear wheels, helping make the most of the rear-traction bias that occurs at such times[5] It could also vary the power bias depending on road surface and grip changes, helping maintain traction at all times. The magnesium alloy wheels were unique, being hollow inside to form a sealed chamber contiguous with the tire and equipped with a built-in tire pressure monitoring system. The 1983 Frankfurt Motor Show was chosen for the unveiling of the Porsche Group B prototype. Even in the closing hours of October 9, finishing touches were being applied to the car to go on display the next morning. After the first two prototypes, the bodywork was modified to include air vents in the front and rear wheel housings, as

The Climax mine, located in Climax, Colorado, United States, was a major molybdenum mine in Lake and Summit counties, Colorado. In its heyday, the Climax mine was the largest molybdenum mine in the world, and for many years it supplied three-fourths of the world's supply of molbdenum. The prospector Charles Senter discovered and claimed the outcropping of molybdenite (molybdenum sulfide) veins in 1879, during the Leadville, Colorado, Silver Boom, but he had no idea what the mineral he found was. Senter quickly determined that the rock contained no gold or silver, but he kept the claims anyway. The following year he settled down to live with his Ute Indian wife in a cabin a few miles north, and he made a living working a nearby gold placer. Each year he faithfully did the assessment work required to keep his lode claims, convinced that his mystery mineral must be worth something but he died penniless, before any real value could be placed on either the mineral or the property.[2] Although Senter finally found a chemist who identified the gray mineral as containing molybdenum in 1895, at the time there was virtually no market for the metal. When steelmakers found the usefulness of molybdenum as an alloy in producing very hard steel, the first ore shipments from the deposit began in 1915, and the Climax mine began full production in 1914. The main ore bearing area was Bartlett Mountain, which was mined out during the early mining. But the demand for molybdenum fell drastically at the end of World War I, and the Climax mine shut down in 1919.[3] Molybdenum later found use in the metal alloys for the turbines of jet engines. The Climax Molybdenum Company re-opened the mine in 1924, and it operated the mine nearly continuously until the 1980s. The mine has been shut down since 1995, awaiting higher molybdenum prices. The mine's current owner, Freeport-McMoRan Copper & Gold, continues to work on environmental cleanup of past operations while holding the mine ready in the event of market changes. In December 2007 Freeport-McMoRan reported that it planned to reopen the Climax mine and that production should start in 2010. An initial $500-million project involves the restart of open-pit mining and construction of state-of-the-art milling facilities.[4] The company stated that the Climax mine has "... the largest, highest-grade and lowest-cost molybdenum ore body in the world.".[5] The remaining ore reserves are estimated to contain about 500 million pounds of molybdenum, contained in ore at an average molybdenum percentage of 0.165%. Production was expected to be about 30 million pounds per year, starting in 2010