Insurmountable Badger lead suddenly surmounted
What a difference two weeks can make.
Three weeks ago, Wisconsin swept Colorado College in a series at Colorado Springs, and as the Badgers returned to Madison, coach Mike Eaves stopped off in St. Paul for a Sunday night National Hockey League game at Xcel Energy Center, because Patrick Eaves, the son of Mike and Beth Eaves, was playing for Ottawa against the Minnesota Wild that Sunday night.
As the proud parents beamed, Patrick Eaves scored a first-period goal to tie the game 1-1, set up a goal to put the Senators ahead 3-1 in the second period, and scored again to make it 5-1 on the way to a 6-1 Ottawa victory. PatrickÂ’s big game was just sort of frosting on the cake of a perfect weekend, a perfect season. Things couldnÂ’t get much better than that for Mike Eaves, and the Wisconsin Badgers, both of whom were on top of the world.
At that point, the Badgers had amazingly lost only one game out of 16 played in the WCHA, and their 13-1-2 record seemed to have secured the No. 1 ranking in the nation, and the MacNaughton Cup long ahead of schedule, because no other team in the WCHA had fewer than five losses. Not only did the Badgers lead the field by eight points, they had swept contenders Minnesota, North Dakota and Colorado College – all on the road. So returning to Kohl Center would be easy.
Everybody knows about the home-ice advantage in the rugged WCHA, right?
On his way through the concourse after the Ottawa-Wild game, Mike Eaves was congratulated for the big weekend. He smiled, but Mike Eaves is nothing if not pragmatic to a fault, so it was no surprise he also cautioned that nothing was settled yet in the WCHA. There was still a long way to go, he insisted. Sounded a lot like coach-speak, because how could things be better for the Badgers?
Turns out, things couldn’t get better – but they could take a stunning and dramatic turn for the worse, and Eaves knows how delicate the balance can be in determining good luck, and winning. The caution Eaves displayed, the reluctance to count anything as solid, proved prophetic a couple days later, when star goaltender Brian Elliott injured his knee in practice. Word was, he’d be out a month, minimum.
Elliott’s loss could have been a staggering blow, since he was leading the WCHA and among the elite goaltenders in the nation, but his replacement, untried freshman Shane Connelly. played very well. It just seemed that Elliott’s injury seemed to instill the first shred of negativity experienced by the Badgers since their only previous WCHA loss – an upset at home by Michigan Tech, which was immediately overturned in a 7-0 rematch rout.
But with Connelly in and Elliott out, Denver came to Madison and won 1-0, then swept the series two weeks ago. A shred of negativity or not, it initiated a remarkable turn of fortune for Wisconsin, and for the WCHA race, which continued this past weekend.
Consider that the four hottest teams in the WCHA all went on the road last weekend, and all four of them swept two-game sets to make enormous upward moves with those road sweeps.
Denver, which rode a rocky up-and-down first half of the season, swept Wisconsin and then swept Alaska-Anchorage – both on the road – and the Pioneers now have a five-game winning streak in their march to the top.
Minnesota is the hottest of all, avenging two humiliating losses to Wisconsin at home by going into Madison for the sweep, and the Gophers now take a week off with an 11-1 record since those double losses to Wisconsin at Mariucci Arena.
In addition, St. Cloud State and Minnesota State-Mankato both have risen on the wings of hot streaks to threaten the upper division. St. Cloud State stunned North Dakota twice in Grand Forks, and the Huskies now have gone 8-1-1 in their last 10 to move into contention for a top-five finish and home-ice for the first round of playoffs. Minnesota State-Mankato swept two games from UMD in Duluth, and if the Mavericks’ 7-10-3 record doesn’t look that impressive, consider they are 8-3-1 in their last 12. To make the situation embarrassing for UMD, which has lost five in a row to teeter near the cellar, was Saturday’s 7-1 debacle in the DECC issued by Mankato.
But the spotlight clearly was on Madison, where the enormous buildup was that Madison’s Phil Kessel, who spurned Wisconsin to become the first Wisconsin-born player to ever play for Minnesota, was making his first trip back home as a rival Gopher. All the attention was an effective smoke screen when the Gophers jumped to a 5-1 lead through two periods because of Danny IrmenÂ’s hat trick, four assists from Ryan Potulny, and a goal and three assists from freshman Ryan Stoa. But Wisconsin battled back furiously, scoring three times in less than three minutes, only to see their final, six-attacker push fall short. Robbie Earl dashed through the Minnesota defense at the finish, with Connelly pulled for an extra skater, but just when it looked like Earl might be home free for a 2-on-0 with five seconds left, he was knocked off balance and the puck slid harmlessly past the net.
The 5-4 loss left encouragement in the Badger camp for the rematch, but before another 15,000-plus sellout at Kohl Center, Minnesota won again, 3-1, for the sweep. The Gopher victory was blunted only slightly when it was learned that Irmen may have suffered a shoulder injury that could knock him out for a couple of weeks. Fortunately for the Gophers, they are idle this weekend so Irmen might have time to heal a bit. Kessel, incidentally, scored a clinching goal in the second game at Wisconsin, then circled the Kohl Center rink, taunting the fans by holding his gloved hand to his ear to see if the fans were still booing him. The Badger fans, however, were stunned to silence.
In the last two weekends, Wisconsin dropped from 13-1-2 to 13-5-2, and the insurmountable Badger lead has been surmounted, as not only Minnesota, but Denver pulled into a three-way tie at the top with Wisconsin at 13-5-2. Good games, exciting games, but a Badger team that lost only once in league play in over two months had dropped four in a row, all at home.
Two weeks earlier, the WCHA race had become an interesting tangle, with Wisconsin alone at the top, CC, North Dakota, Minnesota and Denver all battling for second place, and, in the lower division, an extremely bunched group that consisted of Minnesota-Duluth, St. Cloud State, Minnesota State-Mankato, Alaska-Anchorage and Michigan Tech.
Now, the one-horse race for first is a three-way tie at 28 points, while eight points behind comes a four-team cluster that shows North Dakota, Colorado College, St. Cloud State and Mankato within three points of each other, then four points behind them, Michigan Tech, UMD, and Anchorage all within two points of each other in a battle to avoid last place.
With four series remaining in the regular season, WisconsinÂ’s schedule still appears the most favorable, although the Badgers must go to UMD, to Michigan Tech, to Mankato, and finish at home against St. Cloud State. Minnesota hopes the week off doesnÂ’t cool the sizzling streak, then goes to Tech, returns home for a huge set with Denver, then goes to Anchorage before finishing at home against arch-rival UMD. Denver has Mankato before going to Minnesota, then goes home to finish against North Dakota and the home-and-home rivalry with Colorado College.
Stay tuned.
Honda Civic, Ridgeline sweep car, truck honors
DETROIT, MICH.—The thoroughly redesigned Honda Civic won Car of the Year and the innovative new Honda Ridgeline pickup won Truck of the Year Sunday, as Honda became the first auto manufacturer to sweep both car and truck awards in the 16-year history of the awards, which are presented annually at the North American International Auto Show.
The Civic outpointed Ford’s Fusion sedan in a close battle for the top new car available in North America, as judged by a jury of 49 automotive journalists. The Civic, which comes in three different models – the usual sedan, an upgraded Hybrid model, and a sporty Si coupe – and accumulated 214 points on the system of total voting points, with the Ford Fusion a close second with 204. The Pontiac Solstice was a distant third at 134.
In truck competition, the Nissan Xterra and Ford Explorer joined the Ridgeline as finalists, but the Ridgeline, riding a stream of innovations that includes a trunk under the all-composite bed, and a full four-door interior, with revised V6 power running front-wheel drive that switches to all-wheel drive whenever more balanced power is required, made it no contest. Ridgeline accumulated 296 points from the same 49 journalists, with Xterra nosing out Explorer 120 to 119 in the battle for second.
The awards are a highlight of the opening day of the two-week show, which begins with three media days of previews and introductions of new vehicles, ranging from concept cars to new productions cars.
While various manufacturers jumped at the opportunity to introduce new vehicles on the first press day, the star of the day might have been the Dodge Challenger, which has a stylish silhouette, an aggressive grille, and diffused neon taillights to set off a chopped-off rear. The car is named after the Dodge sporty coupe that raced in the Trans-Am series against Mustang, Camaro, Barracuda, Firebird and Javelin back in the heyday of U.S. ponycar factory competition. To begin with, the new Challenger will house a 6.1-liter, 425-horsepower Hemi V8, and a six-speed manual transmission.
Among the top attractions of the introductions were, in chronological order, the Ford Edge crossover utility vehicle, the Mustang-based Shelby GT500, both intended for production as 2007 models, and a pair of impressive concept vehicles – the Ford Reflex sporty coupe with a diesel hybrid powerplant, and a Ford F250-based Super Chief, a massive, supercharged V10-powered truck styled with a retro-locomotive motif.
Lexus introduced the 2007 LS460, the newest upgrade of its top luxury model, which now will have a 380-horsepower 4.6-liter V8 and a hybrid version coming.
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Infiniti unveiled a new coupe concept that looked like a production vehicle that could be the new G35 coupe, as well as a resurfaced crossover SUV, and Buick introduced the Enclave SUV, escorted on stage by five women in flowing, filmy gowns, as General Motors returned to the days of a decade past, with liberal use of female models that only Ferrari, Lamborghini and Maserati seem to employ nowadays. The cars looked good, too.
Chrysler, generally the most clever of companies when it comes to auto show introductions, didn’t disappoint. The same platform was used to build two distinctly different new cars with familiar names from the recent past – an all-new Chrysler Imperial, a massive luxury sedan with an innovative interior, and a Dodge Challenger, a poorly kept “secret†that has appeared on at least three national magazines in the last couple of weeks – a dazzling throwback that strongly resembles the ponycar competitor for the Mustang from the late 1960s and early ‘70s.
Mercedes introduced its new G-Class, a crossover SUV that bears faint resemblance to the DaimlerChrysler Pacifica, as well as unveiling technology for Bluetec, its new clean Diesel engines.
Honda introduced its new Fit, a $13,000 subcompact that fits in under the Civic for 2007 and is aimed at selling 33,000 this calendar year. It is a sporty but flexible small wagon, similar to new small vehicles such as have already been introduced by Mazda, Toyota and Nissan. Mazda also showed a new concept sports coupe that seems likely to become reality.
And Mazda unveiled the CX-7, another new crossover SUV which springs to life from last year’s concept vehicle. It will have Sport, Touring and Grand Touring models, with 244-horsepower turbo four-cylinder power, and pricing that starts at $23,750.
Chrysler Group snowjob blows away auto show news
DETROIT, MICH. – The third and final media day at the North American International Auto Show resembled the first two — a spectacular stage show by the Chrysler Group, historic and maybe surprising news from an Asian automaker, and a lot of talk revolving around finances from a storied U.S. manufacturer.
The chronology of the morning displays inside Cobo Hall started with ChryslerÂ’s introduction of the Dodge Caliber and Chrysler Aspen, both SUVs, coming from opposite ends of the size and price spectrum.
Next up came the Asian surprise. Not a new twist from the numerous Japanese companies, nor another improved vehicle from a Korean company. This one was from Geely – a Chinese company that intends to sell a new and quite competently outfitted 7151 CK compact sedan in the U.S. The car appears to be a fairly basic subcompact, but the detail that will stop the presses is that it has a starting price under $10,000.
Every manufacturer in the world is competing to build cars to sell to the suddenly burgeoning Chinese market, which is a large jump beyond finding that virtually every trinket and article of clothing sold in the U.S. these days seems to be outsourced or made in China.You can even buy a General Motors vehicle made in Canada with a 3.4-liter V6 made in China by something called “GMS” — for General Motors Shanghai.”
But to have China come to the U.S. with intentions of selling 100,000 extremely inexpensive compact sedans in its first year takes the whole world-market concept to sobering projections, particularly in the face of financial struggles by U.S. car-makers.
That news was amplified even more when General Motors assembled the media in its area to announce, not a new car, but that it was cutting prices “across the board,†on all of its models. The all-new and totally redone Tahoe will list at $33,990, for example, which is $2,000 less than the current Tahoe.
Discounted pricing will hit every model car, truck and SUV. It will reduce the Cobalt LS Coupe, for example, from a fairly competitive $14,490 base price to $12,990, which, GM hastily pointed out, will make it less than a Honda Civic, Toyota Corolla, or Ford Focus.
That was it. GM had introduced its newest vehicles Sunday and Monday, including the Tahoe, the Cadillac Escalade, and the stunning Camaro concept car. The risk is that consumers were so stunned by gasoline prices skyrocketing to $3 a gallon a few months ago, that even while prices have subsided to the $2.20 range, consumers have backed away from the large SUVs.
Other auto manufacturers are stressing compact crossover SUVs, in fact, Ford is trying to force the pooularity of the term “CUV†for crossover utility vehicle because it’s newest SUVs are compact and on car-based platforms, such as the Ford Edge, the newly redone Lincoln Aviator, and a couple of new concept vehicles.
Honda similarly is stressing the new RDX, which has moved from concept to prototype and is destined for production as a hot little compact SUV with sporty overtones. Mazda also has a concept compact SUV, and everyone from Koreans to Japanese to Europeans, to Ford and Chrysler seem to be stressing the downsized SUVs.
That leaves General Motors with its new and very impressive Tahoe – clearly improved in every facet – but introduced at a time when the only people buying large SUVs are those who have an absolute need for the extra room. Chevrolet is stressing fuel-efficiency of nearly 20 miles per gallon highway for the Tahoe.
Meanwhile, back at the Chrysler stand, the promotion-oriented gem came after the Dodge Caliber was introduced. It appears to be a compact SUV itself, but it is actually more like a compromise sporty wagon. Indeed, it will replace the discontinued Neon in manufacturing facilities. It will have three different four-cylinder engines, ranging from 148 to 158 to 172 horsepower,with dual variable valve timing and a continuously variable transmission, plus electromagnetic all-wheel drive. It has youth-oriented fold down speaker panels to blast your decibels out the tailgate, and the glove compartment has a cooler tray for cans of pop or bottles of water.
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The astounding part of the introduction came when it was announced that the vehicle would start in SE form at $13,985 – which makes it less expensive than a Neon.
After the Caliber was driven off the stage, the clowns –literally – Chrysler had employed from New York shows and international television for the press days, stayed around. One of them stood center stage and pulled a small sheet of paper out, appeared to read it, then folded it carefully over and ripped it in half, then in half again, then again. Finally he tossed it up in the air, and the pieces fluttered back down on him like falling snow. As it fell, it was noticeable that more snowflakes, tiny ones, also were falling from the ceiling, descending clownward. Then the “snowflakes†became bigger, and more noticeable.
Just when it looked like the effect had run its course, suddenly there was an explosion of sound and an enormous instant blizzard – enough snow to fill a Madison Avenue parade. The entire stage was engulfed in white, as the light slivers of confetti covered the hundreds of assembled media types as far away from the stage as 100 feet. When the eye-popping airborne avalanche was at its peak whiteout, a vehicle burst out from backstage right in the midst of it.
It was the Chrysler Aspen. Amazingly, Chrysler resurrected the name of a less-than-noteworthy, short-term Dodge from its past, and has given the name to Chrysler’s new luxury SUV. The Dodge sedan never came close to living up to the name of the trendy Rocky Mountain ski resort town, and Chrysler is gambling that the new Aspen – complete with a 5.7-liter Hemi V8 – will do just that.
When the presentation was over, everybody within range was left laughing and shaking their heads, and all had a few snowflakes on or imbedded in clothing. Attempts to walk up to the stage for a closer look at the vehicle or an interview meant walking through a foot-deep pile of fake snow.
While General Motors and Ford are struggling to right themselves financially, considerably smaller Chrysler Group is riding high with its impressive recent flock of 300, Magnum, Charger and Jeep products, its still-ubiquitous minivans, and the strong performance of its Hemi-based engines. To say nothing of its optimistic attitude.
Regardless of which company sells the most vehicles, and makes the most money, there is no doubt which one has – and creates — the most fun at auto shows. From the media viewpoint, scurrying from one news conference to the next about every half-hour can be tedious, even if skipping a couple means sitting in carefully controlled audience settings while sipping a cappuccino or mineral water, and nibbling appetizers or pastries. Media members are well aware that they face as many marketing con-jobs as meaningful information sessions. When it comes to those clowns from Chrysler, however, even a snowjob can be eminently appealing.
Mercedes raises luxury car bar with S-Class for 2007
PHOENIX, ARIZ. — A fellow escorting an attractive woman was behind me in line at the Phoenix airport Thursday and said he noticed the tag on my suitcase, which identified me as having attended the Mercedes S-Class introduction. He was aware I wrote and talked on the radio about cars, and wanted to know what I thought of the car, because he was awaiting delivery of the first 2007 S550 coming to Minnesota.
That puts him on a particular plateau among millions of new-car buyers, because only about 25,000 people in the United States this year will buy a 2007 S-Class– the crème de la crème of Mercedes automobiles, and possibly the finest car available under $100,000 – and only one of them will obtain the first of them to reach his home state. Or, at least, his home state for that half of the time he’s not at his OTHER home state, Arizona.
He said he got a chance to drive a preview S at a dealership in Scottsdale, a Phoenix suburb, and it just whetted his appetite for the car he had already ordered from Maplewood Imports in suburban St. Paul. “I always buy an S-Class when a new model comes out, and as soon as I see the first picture in a magazine, with tape all over it to disguise it, I put in my order.Ââ€
Having spent all that day driving a new S550, I told him I didnÂ’t think heÂ’d be disappointed. Yes, there is the BMW 7, the Audi A8, and the just unveiled Lexus LS460, but when Mercedes comes out with a new S about every seven years, it is an event worthy of notice by the entire world auto industry. The 2007 model will be the ninth generation. Product manager Bernhard Glaser says: “For more than 50 years, each new S-Class has defined the benchmarks of safety, design, technology, and luxury.Ââ€
Not just for Mercedes, but for appreciative buyers who demand the best, from Minnesota to Arizona, and all points east, west, north and south. And, oh yes, they also must be ready to plunk down $86,175 for their uncompromising choice. That is actually a reduction from the price of a comparably equipped 2006 S500, and it is less than the upcoming S600, which will be $140,675, or for a corporate hot-rod S65AMG, which will follow this summer, or a 4Matic all-wheel-drive version, which will be out just in time for next fallÂ’s first snowfall.
The great thing about a Mercedes introduction is that there are always as large a fleet of engineers as cars, readily available to answer most questions before they can be asked, and to handle any follow-up questions promptly, and in their clipped, German accents. For example, Glaser rode in the back seat in one of the first S550s I was in, and showed me how to adjust the COMAND control knob on the console, and how it is better than BMW’s “i-Drive†because it has redundant hard-button controls, and can be voice-controlled at the touch of a button on the steering wheel.
“It’s like you’re having a conversation with the navigation lady,†Glaser said, referring to the pleasant voice that prompts you for upcoming maneuvers if you choose voice control for any operation, including a destination on the nav system.
The 14-way adjustable bucket seats have 15 pneumatic chambers, some of which automatically firm up the edge of your seat to hold you in place as you turn the opposite direction. Driving through a slalom course provokes an interesting sequence of hip-support, and Glaser got me to connect to one of four available pulse modes – I chose the slow but vigorous full-back massage, and the irregular undulations are stimulating, not drowsiness-inducing. The 600-watt,14-speaker Harmon Kardon audio system with its DVD player will even play your plugged-in card with a couple thousand of your own MP3 songs, and hear them through the system.
Dr. Peter Hille, the manager of the “short-range radar†development for Mercedes, took us out in waves after dinner the night before, to a darkened street where two S550s faced each other with the headlights on for what looked like a possible high-tech and high-buck game of chicken. Instead, it was a demonstration of the Night View system that is available as part of a $6,500 package for those who want to add every imaginable goody, and a few that are beyond imagination.
The night-vision device on Cadillacs and some other vehicles is very good at detecting objects far beyond the reach of the headlights by thermal imaging, so warm bodies, and things like hot engines and exhausts, appear with an eerie glow. Mercedes says the problem with thermal imaging is that things of similar temperature to the surroundings donÂ’t show up. Mercedes has gone far beyond, to infrared radar, which detects all objects. To prove it, three people next to the car shining its lights at us, as if possibly changing a tire on a roadway, were invisible to a driverÂ’s eye, but on the Night Vision screen, which takes the place of the large speedometer and immediately converts the analog speedometer to a thin bar graph at the bottom of the screen, you could see the people clearly and sharply.
A more astounding use of short-range radar is in Distronic Plus, the Star-Wars-ish Mercedes adaptive cruise control. Numerous high-level cars have adaptive cruise, which slows you automatically if the car ahead slows. Distronic Plus holds the same interval, up and down, and to a complete stop. At Firebird Raceway in Phoenix, we ran some drills to prove it. We also ran a drill on Brake Assist, proving that you could run an S500 right up ‘way too close to an object, brake gently, and too late, and then stop with a surprisingly safe margin because the car’s short-range radar read the fact that you were too close to the object, that your brake pedal force was insufficient, and it simply intensified the brake pressure that you should have summoned to stop.
Those devices also worked well in real-world highway driving, where I followed cars at a distance preset by a stalk on the steering column, and it even worked as we went around corners. It could be discontinued at the touch of the brakes. I suggested to Glaser that if you were paying more attention to following the car ahead than to your route, you could be fascinated enough to follow the car home safely – but to their home, not yours.
The backup camera that used to be ultrasonic now uses short-range radar to map out gridlines on the dash navigation screen, with the blue grid showing the carÂ’s trajectory, the red line simulating the rear bumper, and yellow gridlines to indicate the proper trajectory for backing into a parallel parking spot. You could look at the screen, get the blue grid to line up with the yellow grid, and park perfectly without ever looking out the rear window.
But enough of the fabulous features. The ordinary stuff is extraordinary on the S550 as well. On the exterior, the S is less zoomy than the mid-range E-Class, and some may even prefer the simpler C-Class. But the S has a more traditional stance, with a very sleek roofline, and it looks lower than its spacious interior might imply. ItÂ’s not mandatory that you own homes in both Minnesota and Arizona to afford one, but it might help.
The interior surrounds occupants with a prominent strip of real walnut and real leather. A thin row of fiber-optic ambient lighting welcomes occupants. The keyless entry has been refined so that you use a push-button starter without the key, and when you get out, touch the door handle anywhere and you lock all four doors. But driving remains the most magnificent part of the S-Class.
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Mercedes had earlier changed over its V6 engine design from three valves to four, and it unveils a new 5.5-liter V8 in the S550 that has chain-driven dual overhead cams running four valves per cylinder, and variable valve-timing. Those who still maintain that pushrod engines are the way to go must consider that this sophisticated powerplant actually converts to 333 cubic inches, and turns out 382 horsepower at 6,000 RPMs, with 391 foot-pounds of torque steadily peaking from 2,800-4,000 RPMs.
A seven-speed automatic transmission is simply engaged by pushing the steering-column shift lever down into “D,†and all is well. But if you want more performance, fingertip paddles on either backside of the steering wheel let you upshift or downshift any time. A switch on the console engages either C or S, for comfort, or sport, and the sport setting not only adapts to higher shifting rev points, it stiffens the suspension commensurately too.
While enlarged from its predecessor to 205 inches of length and a 124.6 inch wheelbase, and 4,270 pounds, the S has a 19.8 cubic foot trunk, but will turn, lock to lock, with 2.8 turns of the steering wheel, and will turn in a 40-foot radius.
Mercedes designed a holistic approach to safety, with Brake Assist, Distolic Plus. and Night Vision new upgrades in active accident avoidance; computer detection of an imminent and unavoidable crash that raises seat bolsters, closes windows and sunroof and tensions seatbelts as pre-safety; eight airbags surrounding all in the high-strength steel body as passive safety; and post-crash features that autodial emergency responders if the airbags deploy, while also shutting off fuel supply, turning on emergency blinkers, and even displaying markers on the windshield that indicate to safety crews where itÂ’s easiest to cut off the roof to quickly extricate occupants.
The S550 is fast, powerful, and yet poised in all conditions. On a rural two-lane, you want to pass a slow-moving pickup ahead, and you hit the gas, swerve out and back in, and you learn a new definition of “triple digit inflation,†even though the independent air suspension’s adaptive damping and level control keep the car low and flat throughout the sudden maneuver. Speed is governed at 130 miles per hour (no autobahns here, after all), and 0-60 sprints take only 5.4 seconds.
If you want more, wait for the costlier S600, which has a twin-turbocharged V12, with 510 horsepower, or the S65AMG rocket, with 604 horses. Me? IÂ’d gladly join the guy in the airport line and settle for the S550. Not only is it plenty fast, but if itÂ’s less swift than its coming brothers, it also gives you more of a comfortable margin for having a conversation with the lady from the navigation department.
Conner goal helps Tech’s eye-opening sweep at UMD
Sometimes when a league race is over prematurely, it can make the second half somewhat boring. But not so in the WCHA. Wisconsin may have definitively prevented a race for the title by sweeping two games at Colorado College, and isolating itself from the pack far enough to render the only drama a battle for second place, but keep your eye on the lower half of the race – where the REAL race is unfolding.
Denver, Minnesota, Colorado College and North Dakota are clustered within four points in the fight for second through fifth, but they are eight points back in the BadgersÂ’ rear view mirror. Meanwhile, Minnesota-Duluth, Minnesota State-Mankato, St. Cloud State, Michigan Tech and Alaska-Anchorage are all in a tussle in the lower half, with last weekÂ’s results leaving the Bulldogs, Mavericks, and both sets of Huskies all within two points of each other.
Michigan Tech’s Huskies became one of the league’s surprises, although it’s taken a while to escape last place. Acting as though never-too-late could become their motto, the Huskies racked up a 4-2, 3-1 sweep at the most surprising point of what had looked like a gloomy season – and possibly the most critical time for UMD to absorb two losses.
Chris Conner, one of five seniors in TechÂ’s lineup, acknowledged that the frustration of spending most of four years in the rebuilding mode might all prove worthwhile if that light at the end of the tunnel proves to be a glimmer of hope.
“We seem to come close, but weÂ’ve got to learn how to finish teams off,†said Conner, after his highlight-film goal provided the game-winning finishing touch in Michigan TechÂ’s 4-2 series opener at Minnesota-Duluth. “If we had it figured out, weÂ’d do it all the time.Ââ€
In a way, it seemed analogous that the 5-foot-7 Conner had absorbed so many disappointments and witnessed so many letdowns that he couldn’t bear to watch even as his own third-period goal find the netting – but more on that later.
Tech was mired in last place, with only three victories and a tie in their first 14 WCHA games. The tie had come along with an opening loss to UMD, another fact that could end up being pivotal, and their first two victories came with harsh follow-ups. A 3-2 overtime triumph at home against St. Cloud State led to the second game, in which St. Cloud roared back to win 7-0. TechÂ’s second victory shocked the whole WCHA, because they arose from a 1-8 slate to hand high-flying Wisconsin its only setback of the season, 4-2 in Madison. Again, however, the Huskies were blitzed 7-0 by the Badgers in the second game.
Their third triumph came the next weekend, in the second game at home against Minnesota State-Mankato, when Tech responded to a 5-4 loss with a 3-2 victory just before Christmas. After two weeks off, Tech lost 3-2 in overtime to Michigan State and 5-3 to Michigan at the Great Lakes tournament. Close, but still losses.
Two more weeks off brought the Huskies to Duluth, where Minnesota-Duluth was intending to climb above .500 and take a run at fifth place. Not exactly the scenario for TechÂ’s uprising. But it happened when Tech got stellar goaltending both nights from freshman Michael-Lee Teslak, particularly in the 3-1 second game.
The first game saw Conner come through with his team-high 13th goal of the season, and the 65th of his career, making him third highest among career scorers still playing NCAA Division I. It was a classic goal for several reasons. Tech had jumped ahead of UMD on a goal by sophomore Jimmy Kerr and another by senior Nick Anderson for a 2-0 first period. Nick Kemp cut it to 2-1 with UMDÂ’s first goal, late in the second period, and the Bulldogs seemed finally to have come alive.
But at 11:14 of the third, center Taggart Desmet spotted Conner speeding ahead in the neutral zone and fed him the puck. Conner veered into the UMD zone, but had two defenders ahead. Skating hard up to the top of the left circle, Conner stopped abruptly, and weathered a bodycheck as he pivoted to the outside, protecting the puck. At the same instant, he spotted Desmet, trailing on the outside, so he left him a virtual handoff.
As Desmet, another of the senior Huskies, raced by and scooped up the puck, a transition caused the defense that was tying up the shifty Conner to suddenly became tied up BY Conner, allowing Desmet to carry deep, past the goal on the left. Desmet then slid a perfect pass back toward the circle. As if by radar, Conner extricated himself from the checker, spun around him, and one-timed a perfect shot past goaltender Isaac Reichmuth.
A video replay might have picked up just the final pass and shot, which would have been impressive enough. But the entire play deserved replay. Asked if he spotted an opening, Conner shrugged. Where did the puck go in? Conner shrugged again.
“Actually,†he said, “I kinda closed my eyes and just shot. But Taggart said it went in on the short side.Ââ€
So on this one, Desmet was the seeing-eye tracer while Conner fired the heat-seeking missile. Conner admitted that he tends to get shots lined up, then closes his eyes and blasts away. Obviously it works more than what sounds feasible.
“We know all it takes is a couple of goals to get us going,†added Conner, who is from Westland, Mich. “Maybe one of the things weÂ’ve finally learned is that weÂ’ve got to get it in deep and get in on them, and itÂ’s extra important to do it in the third period.Ââ€
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The victory wasnÂ’t in hand at 3-1, but freshman Justin St. Louis scored into an empty net with 41 seconds to play, which rendered meaningless a goal by UMDÂ’s Matt Greer with 32 seconds remaining.
“I feel we outworked ‘em, and beat ‘em to loose pucks,†said Conner, but he knew the second game was still remaining.
In the rematch, TechÂ’s Ryan Angelow, another of the six freshmen, offset a goal by UMDÂ’s Matt McKnight for a 1-1 standoff. That remained until the third period, when Brandon Schwartz and St. Louis scored goals 22 seconds apart. Schwartz and St. Louis, a senior and a freshman, put the lead in good hands. With giant 6-foot-7 John Scott the only senior on defense, and freshman Teslak in goal, the Huskies held on for the 3-1 victory.
Teslak, who made 26 stops in the first game, when the aroused Huskies outshot UMD 36-28, had to be at his best in the second game when UMD outshot the Huskies 31-25. Teslak not only stopped 30 shots, he and his defense stymied UMD to an 0-for-7 night on the power play.
With the race at the top virtually ended by WisconsinÂ’s sweep at second-place Colorado College last weekend, the Badgers stand 13-1-2, with no other team having more than nine victories, and no fewer than five losses, so the race in the lower half of the standings is far more exciting with 10 games left.
Because of the sweep, and the sweep Minnesota State-Mankato inflicted on Alaska-Anchorage, Michigan Tech has climbed out of last place at 5-10-1 to Anchorage’s 4-13-1, and those two teams meet in Houghton this weekend for their only engagements of the season. But in the larger picture, Tech now has the same number of victories as St. Cloud (5-8-1), Mankato (5-8-3), and UMD (5-8-3) – meaning the Huskies are only two points out of sixth place.
Conner was still deflecting praise for his Friday game-winner, deferring to linemate Taggart Desmet. “Taggart took it deep and drew the defense, so I only had to shoot,†Conner said. But what does he know? His eyes were shut.
Regardless of how both ends of the standings wind up, nobody finishing in the upper half will be facing anybody from the lower half – except with their eyes wide open.
About the Author
John Gilbert is a lifetime Minnesotan and career journalist, specializing in cars and sports during and since spending 30 years at the Minneapolis Tribune, now the Star Tribune. More recently, he has continued translating the high-tech world of autos and sharing his passionate insights as a freelance writer/photographer/broadcaster. A member of the prestigious North American Car and Truck of the Year jury since 1993. John can be heard Monday-Friday from 9-11am on 610 KDAL(www.kdal610.com) on the "John Gilbert Show," and writes a column in the Duluth Reader.
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