In the passage, the narrator make8 which of the follow- ing distinctions? school is a place of facts and reality, teur musician. being a writer made him miserable. ing music Tequires great skill. GO ON TO THE NEXT PAGE. The ONLY Official Prep Guide from the Makers of the ACT 73 OVIACT loviact The Offlcial ACT Prep Guide Passage 11 steering wheel, where most caÈs have a,horn. And they fiddled with the front end: Where other cars had hori- 50 zolltal chrome.grilles, the Edsel would have 4 vertical chroroe oval in its gr,illF. It,was ncw I It was different! Unfortunately, it did'n't work. It couldn't suck in enough air to cool the engine. "They .had. to keep open- ing up that oval to get more air.in there," says Jim 55 Arnold, wbo was a traillec in Edsel's design sbop. "And it di(In't look as good." .Edscl didn't have its own ass¢inbly lines. so the caT8 were produced in Ford and Mercury plants, which caused probl¢ms. Every once .jn a while, .an Edsel 60 would roll past workers who were used to Mercurys or other Fords. Confused, they sometimes failed to install all the p'arts b.efore the Edsel moved on down the line. Cars without parts can be a problem, of course, but other aspects of the Edsel jugge'rnaut worked per- 65 fectly-the hype, for instance. The Edsel PR team touted the glories of the cars, but ivouldn't let anybody see them. When they finally released'a photo, it turned out to bè a picture, of ', the Edsel's hood ornament. And huntheds of publitations actually printed it I SOCIAL SCIENCE: Passage A is adapted from the, book Seabiscuit.. An Amèrican Legend by Laura Hillenbrand {Q2001 by Laura Hlllenbrand). Passage B is adapted from the article "The Flop Heard Round the Workl. by PetEr'Carlson (Q2007 by Th8 Washington Postj. Passage A by Laura Hillenbrand The horseless carriage was just arriving in San Francisco, and its debut was lurning into one of those colorfully unmitigated disasters that bring misery to ¢veryone but historians., Consumer$ were staying away 5 from th¢ "devilish contraptions" in droves. In San Fran- cisco in 1903, the horse and buggy was not going the way of the horse and buggy. For good reason. The automobile, so sleekly effi- cient on paper. was in practice a civic iiLenace, belching 10 out exhaust, kicking up stoms of dust, becoming hope- lessly mired in the most innocuous-looking puddles, and tying llp horse traffic. Incensed local lawmakers responded with monuments to legislativa,creativity. The laws of at least one town required automobile driveis to 15 stop, get out, and fire off Roman candles every time horse-drawn vehicles came into view. Massachusetts tried and, foTtun2tely. failed to mandate that cars be equipped with bells that would ring with each revolu- tion of the wheels. In some towns police were autho- 20 rized to diiable passin s with ropes, chains, and wires. San Francisco didn't escape the legislative wave. Bitter local officials pushed through an ordinance ban- ning automobiles from all tourist aIeas, effeclively exil- ing them from. the city. Nor were these the only obst'acles. The asking Tic¢ for..¢ho cheapest autgmobile awounted to twice the 1500 anllual. salary of the av¢rag¢ citizen-some cost thre¢ times that much-and all that bought you was four wheels, a body, and an engine. "Accessories" like 30 bumpers, carburetors, and headlights had to be pur- chased separately. Navigation was a nightmare. The first of San Francisco's road signs,'were only just being erected. hammered up by an enterprising insurance . underwriter who hoped, to win clients by posting direc- 35 tions into the countyside, wh¢re 'drivers retreated for automobile "picnic. parties" held out of the view of angry townsfolk. The first automobiles imported to San Francisco had so little.power that 'they rarely made it up the hills. 40 The grade of Nineteenth .A!enue was so daunting for the engines of the day that watching automobiles strain- ing for the top became a local pastime. Passage B by Peter Carlson In the mid-1950s, Ford Motor Company was build- ing not one, not two, but 18 varieties of Edsel. includ- 45 ing a conveitible and a station wagon. The designers came up with some interesting ideas. They created a push-button transmission and put it in the middle of the 70 On September 4, '1957, proclaimed by Ford as E-Day,' nearly 3 million Americans flocked to show- rooms to see,the Edsel. Unfortunately, very few of them bought the Edsel. "We couldn't even get people to drive it, says C. Gayle WaTnock-, Edsel,. s public, relations -7>dIrecto]ey-ju6t-did-t-I4kth¢ caT. They just didn't like the front end." But styling was hardly the WOTSt problem. Oil pans fell off, trunks, stuck. paint peeled. doors failed to close and the muth-byped "Teletouch" push-button transmis- 80 sion had a distressing tendency to freeze ilp. People joked, that Edsel stood for "Every day something else leaks." Another major problem was cadsed by bad luck: The Edsel ivas an ups'cale car launched a couple months 85 after a stock market plunge caused a recession. Sales of all premium cars plumm¢ted. B'efore 'E-Day, Edsel's hyperneisters promised to sell 200,000 cars the first y¢ar. Actually. they sold - 63,110. Sales ttroppèd below 45,000 the second year. 90 And only 2.846 of the, 1960 models sold before Ford pulled the plug. 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