On the occasion of a recent major birthday, my significant other, Bonnie, gave herself a "mid-life crisis" present—a beautifully restored, bright yellow Porsche 911. She'd spent the previous several weeks wading through reference books to figure out exactly which year and model she wanted, and each night we'd discuss the pros and cons of various models, options, and points in the 911's +30-year evolution. Bonnie explained to me that, throughout its production run, the 911 maintained the same basic design and a consistent set of engineering goals, but was continually updated and refined. In her mind, the 1973 Targa was the one to have, the last and fastest of the lightweight 2.4-liter models.

On the occasion of a recent major birthday, my significant other, Bonnie, gave herself a "mid-life crisis" present—a beautifully restored, bright yellow Porsche 911. She'd spent the previous several weeks wading through reference books to figure out exactly which year and model she wanted, and each night we'd discuss the pros and cons of various models, options, and points in the 911's +30-year evolution. Bonnie explained to me that, throughout its production run, the 911 maintained the same basic design and a consistent set of engineering goals, but was continually updated and refined. In her mind, the 1973 Targa was the one to have, the last and fastest of the lightweight 2.4-liter models.

On the occasion of a recent major birthday, my significant other, Bonnie, gave herself a "mid-life crisis" present—a beautifully restored, bright yellow Porsche 911. She'd spent the previous several weeks wading through reference books to figure out exactly which year and model she wanted, and each night we'd discuss the pros and cons of various models, options, and points in the 911's +30-year evolution. Bonnie explained to me that, throughout its production run, the 911 maintained the same basic design and a consistent set of engineering goals, but was continually updated and refined. In her mind, the 1973 Targa was the one to have, the last and fastest of the lightweight 2.4-liter models.

On the occasion of a recent major birthday, my significant other, Bonnie, gave herself a "mid-life crisis" present—a beautifully restored, bright yellow Porsche 911. She'd spent the previous several weeks wading through reference books to figure out exactly which year and model she wanted, and each night we'd discuss the pros and cons of various models, options, and points in the 911's +30-year evolution. Bonnie explained to me that, throughout its production run, the 911 maintained the same basic design and a consistent set of engineering goals, but was continually updated and refined. In her mind, the 1973 Targa was the one to have, the last and fastest of the lightweight 2.4-liter models.

On the occasion of a recent major birthday, my significant other, Bonnie, gave herself a "mid-life crisis" present—a beautifully restored, bright yellow Porsche 911. She'd spent the previous several weeks wading through reference books to figure out exactly which year and model she wanted, and each night we'd discuss the pros and cons of various models, options, and points in the 911's +30-year evolution. Bonnie explained to me that, throughout its production run, the 911 maintained the same basic design and a consistent set of engineering goals, but was continually updated and refined. In her mind, the 1973 Targa was the one to have, the last and fastest of the lightweight 2.4-liter models.

The criticisms are out there. They're in the audio newsgroups on the Internet, even in this magazine's "Letters" section. For years, Cassandras have proclaimed that <I>Stereophile</I> has sold out, gone down the tubes, become a mere lapdog for the big-league manufacturers whose components almost never get panned.

The criticisms are out there. They're in the audio newsgroups on the Internet, even in this magazine's "Letters" section. For years, Cassandras have proclaimed that <I>Stereophile</I> has sold out, gone down the tubes, become a mere lapdog for the big-league manufacturers whose components almost never get panned.

J<B>anuary 9, 3pm</B><BR>Some fascinating prototypes were on display at the Madrigal breakfast at Bally's this morning---and we can't tell you about them. But when the Cone of Silence is lifted, you can bet we'll spill the beans, particularly in view of Madrigal's confidence that there will be a future market for very-high-quality surround-sound music reproduction. In the meantime, we <I>are</I> able to report that the new Proceed DVD transport has enough upgradeability options to allow for just about any future digital format: DVD-Audio, SACD, CD, DVD-Video, etc. The transport will also allow for easy upgrading to future interface schemes such as IEEE 1394. And, unlike many other DVD-Video transports, the Proceed should be able to play CD-R discs. For two-channel fans, the Mark Levinson No.32 Reference preamplifier is in production and will be available next month. Price of the two-chassis, dual-mono unit, without phono stage, will be in the region of $15,000. Madrigal is already back-ordered.

Ah, it's good to be home again. We have finally arrived at the Alexis Park complex, the enclave of specialty audio. It's a much more civilized venue than the Convention Center, but, here as there, new products prevail. Only drawback this year: Someone has apparently rerouted the airplane take-offs from nearby McCarran airport to directly overhead, making it tough to continue a conversation or demo for more than 5 minutes.

Friday, we'll venture into the Alexis Park complex and the adjoining exhibits from T.H.E. Show, where most of the specialty audio manufacturers have set up shop. But so far, at the Las Vegas Convention Center and adjoining Hilton (which we are currently touring), live 24/96 digital audio is conspicuous by its absence.