Thứ Ba, 31 tháng 1, 2012

Porsche Cayenne Hybrid - Hybrid SUV



Probably not the greenest car on the planet, but Porsche is making an attempt to produce a fuel efficient version of it's extremely thirsty 4 wheel drive behemoth.

Features include: Porsche Traction Management (PTM): permanent all-wheel drive with self-locking center differential, aut. limited-slip differential (ABD) and traction-slip control (ASR), variable rear torque split
manual gear shift or Automatic 8-speed Tiptronic S with Auto start/stop function and gearshift controls on steering wheel


Stats:
 
279 kW (380 hp) at 5,500 rpm
0-100 km/h (62 mph) in 6.5 s
Top speed: 242 km/h (150 mph)
Combined: 8.2 l/100 km (34.4 mpg)*
CO2 emissions: 193 g/km*
£60,506 (GBP)

Ferrari 599 Hybrid - Kers Hybrid



Ferrari's are normally red, but when they're not they always seems to get themselves plastered in some hideous Look-at-me paint scheme and this 599 hybrid is not one to break that rule.

One of the stars of the 2010 Geneva Motor show and a token effort to address their environmental impact.
Called HY-KERS, the hybrid two-seater uses Ferrari's Formula One Kinetic Energy Recovery System (KERS) to recover the braking and decelerating energy in a state-of-the-art lithium-ion battery.
That electrical energy is converted into about 650 volts, which gives an additional 100 horsepower that is used to supplement the acceleration of the six-litre V12 petrol engine and also run the engine's air conditioning and power-steering pumps.

The HY-KERS remains strictly an experimental vehicle currently, Favaretto Fabrizio, a Ferrari engineer says that it is capable of improving the 15.8mpg fuel consumption and reducing the 415g/km carbon dioxide emissions by up to a third in each case.

It would also monumentally expensive (with the emphasis on mentally!), almost doubling the £207,075 list price of the 205mph 599 GTB Fiorano, and adding 220lb of unsprung weight. Ferrari wants to have the system in production within five years at a far more affordable price and a lighter weight.

Thứ Hai, 30 tháng 1, 2012

What we carry in our PFDs

Our last post about PFDs resulted in a number of queries via Facebook and email: "So what do you carry in your PFDs?

What's inside each of our pockets: Sharon (left) and Alec (right).
As we mentioned, this is a topic we recently researched through interviews with a number of notable sea kayak coaches and expeditioners. We had begun paring down on our kit, and we wondered what other paddlers were doing.

You can read about what they told us in the Summer/Fall 2011 issue of Adventure Kayak Magazine. What we carry depends considerably on where we are going and what we are doing. But here's what we nearly always carry in and on our PFDs. (We might add items in certain situations.)
  • VHF radio
  • waterproof camera
  • whistle
  • compass
  • white light
  • strobe
  • knife
  • snack
  • sunscreen
  • lip balm
  • grease pencil
  • very small first aid kit
  • very small boat repair kit
  • watch
And some personal things:
Alec: back-up reading glasses, hair ties.
Sharon: nose clips.

View number two, with everything spread out.
Some people carry a hydration pack, which is a convenience but adds considerable weight and bulk. That can put strain on your back and shoulders.

We were curious what our kit weighed, so we put it on a scale.

Alec's kit weighs two pounds (32 oz.), without the plate.
Our philosophy for whether something belongs in/on our PFDs or in a day hatch is this: If we are likely to need it while we're on the water, and if it isn't a burden, it's in our PFDs. But if we can reasonably expect to stop and get something from a day hatch, it can stay there.

Carrying more kit does make a PFD heavier and bulkier, which is hard on your body, diminishes flexibility, weighs you down and makes it harder to self-rescue. Those are safety considerations. But needing something you can't access is also problematic.

Like everything else, there aren't any cut-and-dried answers. It's a judgment call. But it's a good idea to reconsider what you're carrying each time you go out and adjust it for the expected situation.

So what do you carry in and on your PFD?

A Legend Passes On

One of Canada's most famous, most determined, and possibly most crazy, paddlers died of cancer this weekend. Don Starkell of Winnipeg was famous for several paddling achievements in his lifetime.  He was a marathon paddler at a time when racing canoes was a big deal and you could even make a living at it.  He paddled across Canada in 1967 as a member of Manitoba's team in the Centennial Canoe Pageant and features prominently in the book Journals of the New Voyageurs.  In 1980-82 he paddled with his son Dana (initially paddling with both sons in their custom-made canoe) from Winnipeg to the mouth of the Amazon, an incredible journey documented in his captivating book, Paddle to the Amazon.  A decade later he undertook another mammoth expedition, this time sea kayaking the Northwest Passage.  Again the journey was documented in his book Paddle to the Arctic, as well as in the book Kabloona in a Yellow Kayak written by the late Victoria Jason who joined him for much of the journey.

Each of the books mentioned are among the most interesting and captivating paddling-related books that I own.  If you read Paddle to the Arctic, you really need to read Jason's account (a rebuttal of sorts) as well.

Had I ever met Don in person, I am not sure that we would have gotten along.  However, despite his quirks and foibles (or more likely, because of them), it cannot be denied that Don was an amazing man.  His determination and ambition meant that he accomplished in his lifetime what very few would ever be able to undertake let alone complete.  He made the paddling world a more interesting and exciting place, and I thank him for allowing me to experience his adventures vicariously through his books.

Here is the link to the Winnipeg Free Press article about Don's death.

Edit: Here is a link to an article from Canoe & Kayak Magazine, it's a good one. 

Volvo XC60 - Plug-in Hybrid Petrol/Electric


Volvo the Swedish car maker famous for it's safety features has been keen to emphasize – surprise – the safety of its plug-in vehicles at recent auto shows. At the Detroit Auto Show, Volvo has shown off the XC60 Plug-In Gasoline Hybrid Concept.

 Because this concept is headed to the U.S. and Chinese markets – in a different guise and with a lot of changes – within "a couple of years." Likely to mean something like 2014-2015. Volvo's first PHEV here could be an XC60 model, or perhaps an S60, said Volvo CEO and President Stefan Jacoby.

Here are the numbers: a 35-mile all-electric range, a recharging time of just 3.5 hours from a 220V outlet (7.5 hours from a more common 110V). Volvo estimates U.S. fuel economy of 105 MPGe  and 50 mpg when the battery runs dry. 0-60 is reached in 5.8 seconds on the way to a 130-mph top speed. Oh, and there is an eight speed auto transmission.

Gasoline is burned in a 2.0-liter four-cylinder engine that is turbocharged and direct-injected and has stop-start technology. This 280-horsepower powerplant moves the front wheels, and a 70-hp electric motor propels the back wheels (this is known as a through-the-road hybrid). The XC60 PHEV has a 12-kWh lithium-ion battery, but just 66 percent of that (8 kWh) is used. The driver can select three modes – Pure, Hybrid and Power – depending on which type of fuel economy and performance is desired. Details of this technology can be found after the jump, and images of the XC60 test bed are available in our galleries.

Chủ Nhật, 29 tháng 1, 2012

iOS 的 photos app....

今天遇到這鳥狀況真的不得不抱怨一下0rz

竟然無法全選.........

超級登登登登愣............

由於我用ipod抓了一堆桌布

copy到電腦就想刪除~~~~我是用ifunbox複製~~~再刪除

誰知道ipod裡面的圖竟然還在.......

但是是cache起來的縮圖

0rz

重點是我要刪除的時候竟然沒有select all的選項

超想哭XD

222張圖真的要我一個一個點才可以刪除......

Photobucket

點沒20個就快瘋了XD


我覺得iOS沒有Android的menu鍵真的輸蠻大的

用過比較起來~~~~真的差很多

像Android的QuickPic menu鍵一按就一堆功能可以用~~

超方便

Photobucket


最後我刪除的方法是~~~

進我的電腦點ipod進去刪除圖片

竟然還要透過電腦......燈愣


reference
http://appotography.com/2011/05/02/delete-photos-iphone/

Method 3: Windows 7 – Connect your iPhone to your computer, and access the photos directly

Simply put, use your iPhone like an external HDD.

On Windows 7 (should work also on Vista):

1. Connect the iPhone to your computer.
2. Go to My Computer, and you should see the iPhone device icon.
3. Double click on the icon, and you should see your photos directory.
4. You can now delete or do whatever you want with the photos, as if they were on your computer HDD.

Lexus LF-FC - Hybrid Concept Car

Hybrid Heaven - Japanese Style!

Lexus is desperate for an image boost, their cars need to be more desirable, have that 'Drool' factor, the kind of thing that makes young boys want to put pictures on their bedroom walls (prior to scantily clad women adorning their walls!) 

So shown for the first time at the 2012 Detroit Auto show is this fabulous, not yet scheduled for production — but lets hope it is —  Lexus LF-FC roadster concept. A 2+2 coupe ready to see off  the BMW 650i and even Mercedes’ SL. The LF-FC is a bold step into a brave new world for Lexus, sharp lines and an aggressive stance combine with features such as the triple LED headlights and dramatic oversized air intakes, huge grille, targa style roof and enormous 21 inch alloy wheels to make this, designed by Lexus' Calty studio in California, stunning piece of automotive art. 

 The LF is a hybrid, although Lexus will not detail the powertrain, it's known that parent company Toyota are producing a replacement for the Supra featuring a 400 BHP 3.5 Litre V6 Hybrid, and it would make sense for this car to share that powertrain.

 Inside, there’s an iPad-like tablet built into the Lexus’s centre console, and along with the Tech, comes a large dollop of  luxury, flowing lines formed from quilted leather, wood veneer and metal. leather trimmed instrument binnacle completes the luxury feel along with sporty leather seats.

Buy 2000 Litre Rectangle Poly Water Tank - RT2000PWTV by Poly Water

2000 Litre Rectangle Poly Water Tank

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Click to enlarge

This tank is ideal for Under decks and underneath houses

- Width 1200mm
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- Weight 110kg
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Underground Rainwater Tanks | Concrete Tanks

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$3500

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Wastewater SEPTIC

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Thứ Bảy, 28 tháng 1, 2012

On mass and aerodynamics

Is there a trade off between mass and aerodynamics? A streamlined velomobile may reach a higher speed at the same power input because of the decreased aerodynamic drag but the fairing adds extra mass to the vehicle. Is there a speed penalty in adding mass? The rolling resistance of the wheels will increases but also the time and energy needed to accelerate the vehicle. While setting a new hour record only the first minutes are used for increasing the speed. But in normal every day traffic we may have to stop every km...
I calculated the total trip time for a 5 km trip and varied the number of starts. In the next diagram you find the total trip time and the maximum speed for different vehicles. The coefficient of rolling resistance was held constant at 0.005. The QuestSL is a Quest with the mass of an MTB. For the calculation of the plywood velomobile I estimated the effective area to be equal to that of the Versatile. The mass of the Plywood Velomobile was very optimistic chosen to be 18 kg (The current proto is 23 kg).
.

I assumed a cyclist that delivers 75 W power. At that level the MTB would reach ~20 km/h which is more that the most of us do... We can conclude that at 7 starts in 5 km the Quest and the Plywood Velomobile perform equal. The mass reduction compensates for the compromised aerodynamic quality. At an increased cyclist power the break even point moves to the right. 7 starts in a 5 km trip is quite high but not unrealistic for an urban trip. 
All in all we can conclude the most apparent difference exists between the MTB and the other vehicles. The differences between the velomobiles are small. It would be interesting to see what happens when a small slope is taken into account. Another interesting thing is recuperative breaking and start assist.

On second thougth: After a 5 km trip in a Quest with one start only the total work done is 48.2 kJ. The Quest reaches a maximal speed of ~42 km/h after 3.5 minutes. The kinetic energy of the vehicle and rider at 42 km/h is ~7 kJ. Now it becomes very clear what happens when we have to stop and accelerate again: we loose the kinetic energy of 7 kJ which is 7/48=15 % of the energy needed with one start only. Would we have to stop 7 times our energy usage more than doubles ! The MTB uses 104 kJ for the 5 km trip with one start only.  His kinetic energy reaches 2 kJ only (2/104= ~ 2%). An extra stop doesn't bother him to much... 
Depending on the number of starts in our trip, recuperative breaking and start assist would give a significant increase in performance of the Quest...

Remark: decreasing the mass of the velomobile is not helping much as it is dominated by de rider.

In a slightly different universe, for motorcycle journalists...

Farmer smacked the side of his scratched crash helmet, and his cellphone earbuds cut back in. He talked as he rode, on a freeway clogged with motorcycles of all sizes and shapes. Every now and the bikes would filter around a slow-moving car, and the thought occurred to him that even though his commute to work would take longer in such a vehicle, it’d be warm and cozy, and it would turn his commute into a bit of rolling office time.
Although he had a day job at Marketer Mike’s, a hip grocery store, he thought of himself as a screenwriter. In the narrow niche of movie fans, he was actually pretty well known for it, and once, while he was working the cash register at Marketer Mike’s, a couple of customers came through his checkout line in movie club jackets and, recognizing him, had asked him for an autograph.
The whole movie business had been going away for years though, decimated by the Internet. That’s why he’d taken the grocery store job in the first place. 
Farmer wanted to keep working as a writer, and in desperation tried pitching a feature story to one of the last places you could still make really good money at the keyboard: motorcycle magazines. He had a good story angle, that leveraged his film knowledge. 
The problem, he soon learned, was that just having a great feature idea and solid writing chops was no guarantee that a motorcycle magazine editor would ever even see your story. Oh sure, if you could get a high-powered agent, that guy could maybe get one of the top handful of test-riders to look at your story. If a major motorcycle star agreed to appear in your story, then the chickenshit magazine editors all wanted a piece of you. But as Farmer had learned, in Orange County if someone said, “I’ll read it,” what they really meant was, I’ll toss it on the huge pile of stories my intern will flip through.
He’d pretty much given up actually. That explained the grocery store job. But now that there seemed to be a real chance he'd become the next writer-du-jour, editors weren't just calling back, they seemed eager to bend his ear. Mudlen, in particular, was a real talker.
He drove and listened as Mudlen described the ongoing negotiations with Cycle Pages magazine for his breakout motorcycle feature. Actually, they weren't even negotiating for the feature yet; Mudlen and two other independent editors were still negotiating their respective roles and shares of the fees the story would generate, through a bunch of high-priced Orange County lawyers.
"I'm more than just an agent," Mudlen complained. "All I want is the same Associate Editor status on the story that Henfartt will get. I mean, you and I worked together on the query, and all Henfartt did was make one phone call."
Mudlen wanted to talk about two or three other features that Farmer had shown him, but the truth was that Farmer was desperate to close his first feature-story deal before committing to subsequent stories. He wanted to shout, For fuck's sake, you guys get your shit together and agree on your own contracts before Cycle Pages loses interest! But he couldn't. After all, without Mudlen none of this would be happening.
His own lawyer had agreed to negotiate the story deal for a 5% contingency fee. The total amount of money involved would, inevitably, depend on the final word count, but his lawyer was going to try to negotiate a deal with floor price for the feature of about $150k. "To get that floor price," his lawyer had said, "We'll have to be willing to let them also put in a ceiling. I'll try to get that set at half a million."
Half a million bucks would do Farmer a world of good, and really he didn't begrudge the three layers of editors between him and publication their share of money. He didn't even mind that all of them, even if they'd only made a single phone call to pitch the feature, would make more money than he would on the deal.
"Look, I've got to get off the phone, I'm getting to work," said Farmer, as he stopped in the far corner of the parking lot, at the grocery store where he was a $12/hour clerk.
“Yeah, sure,” said Mudlen in a tone of voice that made Farmer think, really he thinks I’m just trying to get off the phone. That just came from the time Mudlen had spent working with editors and publishers, who were always looking over your shoulder to see if there was someone more powerful they should be paying attention to, or checking their Rimberries to check newsstand sales.
As he walked across the parking lot, Farmer mused for the nth time about his career's timing. He'd been a successful ad agency Creative Director, and come up through the ranks as an amateur film-maker, before pitching it in to devote himself to his real passion, writing for the screen. When he'd made that choice, he knew that he'd basically be taking a '0' off his income. But his timing had sucked; as the internet had thrown the movie business into a tailspin, it became harder and harder to make a decent living writing screenplays. The years he'd spent building up his screenwriting career were years in which screenwriter's fees had dropped; if you weren't totally established in one of the few remaining studios, a salary was out of the question. And increasingly, the big movie websites had embraced the 'Movie 2.0' model in which users provided content for free.
Farmer had managed to make a living as a freelancer but in the last couple of years, even the studios that used to pay reasonable freelance rates had cut them in half or worse. Filmist Studios had gone bankrupt and emerged from it, but Farmer had heard they'd cut writers' rates in half. And Movie World, which had been an old boys club for years had been sold and moved to lower-rent digs. After being asked to write for movie tickets and popcorn, he realized that he needed to take desperate action if he was to make a living at all.
He'd always had an interest in motorcycles, and being an expert in movies and film history, he'd written a spec story for motorcycle magazines, about the influence of movies on the sport of motorcycling. It had been turned down by every magazine he'd shown it to, but when Mudlen discovered it online, he thought it had potential as a feature story.
Mudlen had an acquaintance who'd edited one major feature story, and he arranged for the three of them to meet out in L.A. The editor, a cat named Clint Marqwardt, had initially been skeptical about Farmer's idea for a feature, but he'd agreed that if Farmer rewrote the idea, he'd pitch it. Marqwardt made it clear that all Farmer was really writing was the query for the story.
"If they want to produce it as a major feature story, they'll hire an 'A' list motorcycle journalist to write it," he said.
That was fine as far as Farmer was concerned. Just getting a deal for a story like that could open a whole new career door in motorcycle journalism. That was a field that would add two zeros to his salary as a screenwriter. Maybe, for once, his timing was right.
By the time that thought had crossed his mind, he'd crossed into the grocery store. As day jobs went, it was a pretty good one. They knew and even seemed to respect the successes he'd had as a film-maker and liked the idea that he was a successful screenwriter. They nicknamed him 'Movie Mark'.
As he was clocking in, Christina, one of the other clerks, came up and asked him if there was any news on his deal. He hadn’t told most of the employees that he was that close to negotiating a deal that would make him a real motojournalist. He was sorry that he’d let it slip at all, really. He didn’t want the store management to find out, as they’d obviously know that if the deal came through, he’d be quitting. Until then, he needed all the hours he could get.
During his lunch break, Farmer walked up to Starbucks and called his lawyer, Nate Aaron, to ask whether Mudlen, Marqwardt and Rand Creditt (the third independent editor they’d enlisted to pitch the feature) had finally worked out their own differences.
“They’ve all agreed to the contract,” Aaron told him. “But, Marqwardt wants his lawyer to look it over, and his lawyer won’t get back from Wheeldance until tomorrow.” 
Wheeldance was a huge independent motojournalism festival held out in Tooele, Utah. It had been organized decades ago by Peter Egan, one of the grand old men of motojournalism, as a forum for independent motojournalists to show their work and market it to major motorcycle magazines. Gradually, it had become a huge deal itself, and now most truly indy writers couldn’t even hope to get their work on program there.
“I hate that these guys couldn’t get their shit together so we could actually  start negotiating with the magazine,” Farmer complained. “I mean, what if Cycle Pages sees something they like more at Wheeldance? We’ll be fucked.”
Aaron was also representing Mudlen in the editors’ deal, and he told Farmer that the independent editors’ contract was basically hammered out; each one would negotiate his up front placement fee with the magazine on his own, but they’d agree to identical ‘back end’ payments; if the feature was really successful that was where the money was. They’d thrown in a bunch of clauses like, if one of them got interviewed by Orange County Reporter, the gossip magazine about the motojournalism business, the other two had to be present.
“If I lose this deal because guys were fighting over who’ll get quoted in a gossip magazine...” Farmer started to say, but  the lawyer told him that he’d heard Cycle Pages was still interested in negotiating.
“They’re calling me every day,” said Nate, “asking when we’ll be ready to come to the table.”
Farmer had to get back to work. He got off the phone and checked his email quickly. He still had a couple of regular screenwriting gigs, providing a couple of screenplays a month to the last few clients he had that paid reliably. There wasn’t much time left over for those gigs, but he had to keep them going. Those two monthly deals and the fees he made from people who streamed his own film on Netflix paid about the same amount of money every month as he made at the grocery store. All together, it was just enough to live on. 

To be continued...

Thứ Sáu, 27 tháng 1, 2012

Product review: Kokatat MsFit Tour and Ronin Pro PFDs

Eventually, even the best gear wears out. After six years of heavy use and exposure to the elements, the fabric on Alec's Kokatat MsFit Tour PFD was deteriorating, the retroreflective tape wasn't retroreflecting, and the zipper tabs were gone from the pockets. Sadly, it was time to replace it.

Nothing lasts forever, not even a well-made PFD.
We think pretty differently about some aspects of sea kayaking than we did six years ago, so this was an opportunity to consider whether a different PFD might be better. We no longer try to stash in them everything we could possibly need if we were separated from our boats and far from shore. In fact, we try to carry as little as possible for the conditions in which we're paddling. No more flares, signal mirrors, hefty first aid kits, and excessive food and water. Like many of the coaches and expeditioners we interviewed for a Summer/Fall 2011 article in Adventure Kayak Magazine, we now consider it a hazard to be overburdened with gear, so we try to carry only the essentials and ensure that many items serve multiple purposes. If we need more than that, we've really screwed up.

But some things haven't changed. Kokatat still offers terrific gear that's made in the US and backed by excellent customer service. And the MsFit Tour is still the gold standard among PFDs--another observation we made while researching our article, "The Right Stuff." So we decided to try out the Ronin Pro, an attractive vest with only one big pocket because it is designed for whitewater paddlers, and the new MsFit Tour.

The new Ronin Pro (left) and MsFit Tour (right).
Alec was the only one of us in the market for a new PFD, so we got a small/medium Ronin Pro (the smallest size for that model) and a medium MsFit Tour. Both fit Alec, who is 5'4" and 140 pounds; neither was small enough for Sharon, who is 5'1" and 110 pounds and was therefore relegated to documenting the product testing.

The new MsFit Tour features a clever pouch above the lash tab so a knife can be tucked in.
The new MsFit Tour boasts some improvements over the old one. The Gaia PVC-free foam feels comfy and broken in when it's brand new, and the zipper tabs are larger and sturdier. The two side pockets are slightly larger and have an extra zippered pouch on them. The lash tab has been moved up and the fabric pouch on the shoulder extended down to provide an ingenious spot to tuck a knife. No more intimidating students or losing $60 knives!

The Ronin Pro features exceptionally large cut-outs around the arms.
The Ronin Pro is also impressive. Like the MsFit, it is comfortable, solidly built and very adjustable. The cut-outs around the arms are larger, providing more freedom of movement, and there's foam underneath the side straps, offering additional protection from side impacts.

Alec in the Ronin Pro. A paddler with a short torso fill find it especially bulky over the stomach.
But the Ronin Pro has some down sides, at least for a paddler of Alec's size. There's a lot of additional foam on the chest because US Coast Guard regulations require Type III PFDs to have 15.5 pounds of buoyancy, and if you remove some foam from around the arms, you have to put it somewhere else. For a paddler with a short torso, this means extra foam on the stomach, where it gets in the way during self-rescues. In addition, it was impossible for him to wear a tow belt beneath it in the front.

A single pocket sounded like an attractive feature now that we carry less kit, but Alec discovered that he was always rooting around in it to find what he needed. Having three pockets, even if they aren't full, is better for staying organized. And there was no place on the Ronin to carry a VHF radio.

The MsFit has ample room in the two side pockets for more than enough gear, a designated radio pocket, and a knife pouch. (No, that's not the knife we'd actually carry.)
The MsFit, by contrast, offered plenty of external pockets, that snazzy new knife pouch, and an internal pocket for a grease pencil and glasses. Even though that pocket can only be accessed by opening the zipper, internal buckles keep the PFD safely secured. The slimmer profile was better for rescues, too.

In the end, Alec chose to stick with the MsFit Tour. It's simply better suited to sea kayakers, and especially for guides and instructors, who need to carry a certain amount of kit in an organized manner on their bodies.

Some day, we hope someone will figure out a way to add buoyancy without bulk. Or perhaps over time we'll discover that we need to carry even less kit, or that PFDs need less foam. Until then, the MsFit seems to offers an excellent combination of  fit, adjustability, workmanship, pocket configuration and other features for sea kayakers. Sometimes, like Dorothy, you go out looking for your heart's desire only to find that you had it in your own back yard.

Thứ Năm, 26 tháng 1, 2012

What actual rocket scientists think about e-moto racing

My friend Lennon Rodgers - who was an actual rocket scientist before he returned to MIT to lead a team that fielded a bike in last year's TT Zero race - just sent me a draft version of a paper that he co-authored with Radu Gogoana and Thomas German. Their paper, entitled, Designing an electric motorcycle for the Isle of Man TT Zero race, and how electric vehicle racing could be used to spur innovation will be presented in Los Angeles in May. 

Since I'm always on the lookout for an interesting story - especially one that I can just cut-and-paste into this blog - I immediately asked him if I could excerpt it. He said that I could, and in the next few weeks, I'll get into a more detailed look at the MIT team's simulations and data captured during the event. Lennon tells me that some of the material they're presenting will put numbers to and provide explanations for the things that I've felt while actually riding electric motorcycles.

In the meantime, though, I wanted to preview this part of their paper which was primarily written by Tom German, who worked at Penske on both NASCAR and IndyCar projects. German, who is now a fellow at MIT's Sloan School of Management, looks at the role racing might play in the development of EV technology as a whole. 

The cliche is, 'Racing improves the breed.' I was interested to get the authors' take on a role for racing that is not just about improving individual bikes or selling a brand, but is about driving pure research improving consumer confidence in whole categories of vehicle.

Electric Racing

The Isle of Man TT Zero is an example of a new breed of “zero emission” races. The aim of these races is to spur innovation that will reduce the environmental impact of consumer vehicles. Racing has historically been a catalyst for innovation, particularly in the early years of motorcycles and automobiles [8]. New concepts were tested on the track, and the desire to win drove companies to produce superior technology. Consumer demand for better performance motivated companies to transfer the technology from the race track to the mass market.

The fundamental question is whether or not zero emission racing will yield the desired outcome. With the goal of contributing to the success of zero emission racing, this section outlines a set of guidelines for designing zero emission races that will yield relevant innovation. In this paper innovation is defined as the act of generating a product or service that (1) reduces the environmental impact of vehicles and (2) consumers want to purchase.

Drive technology

Many diverse participants, including inventors, academia, and corporate research labs, contribute to generating and developing innovative ideas. Consumer-focused companies choose relevant developments, refine them, and promote them to the consumer market. Identifying which ideas will succeed is a challenge facing all vehicle companies. Resources are often not available to invest in multiple emerging technologies. For example, it is costly for an automobile company to invest in batteries, fuel cells, and super capacitors simultaneously. Racing competitions should be structured to accelerate the transition from ideas to mass production and simultaneously facilitate the development of multiple technologies.

Provide valued entertainment

Any repeated event that the public finds entertaining will draw a large number of spectators both in person and through the media (e.g. internet, TV, etc.). Spectators and media drive advertising, which creates an influx of funds through team, rider and event sponsorship. These funds help finance the teams, who in turn develop the technology. Thus, valued entertainment is drawing in extra research and development funds that would otherwise not be available for that purpose (Figure 24). For example, an energy drink manufacturer might be indirectly funding battery research. This could translate into millions of dollars spent on zero emission innovation [9].

The influx of available sponsorship also reduces the risk that the team with the most personal wealth will win. In other words, sponsorships are typically chosen based on which team is likely to win; if the teams generating the most innovative vehicles are more likely to win, these teams would be rewarded through sponsorship funds to develop even better technology. 

Figure 24: Valued entertainment can produce millions of dollars in research and development funds. 
Consider the historical context

Gasoline vehicle racing has evolved dramatically over the last 100 years. Because of this, caution should be used when copying a modern gasoline race with a zero emission equivalent. Zero emission racing might require a different approach, and lessons may be learned from looking back into the beginnings of gasoline racing.

Patience will also be required when directly comparing modern gasoline and zero emission racing. It is easy to forget that it took decades for gasoline engines to make dramatic improvements. For example, it took 50 years for the first gasoline motorcycle to reach a 100 mph average lap at the TT. The electric motorcycles will likely reach the same milestone within 5 years.

Utilize the power of regulation

Regulations should be used as the fundamental tool to engineer a race for a desired outcome. For example, assume that consumers want to refuel their vehicle quickly; if winning a zero emission race is dependent on fast refueling, then the regulations are successfully guiding development. A successful racing innovation platform must focus on technology relevant to the consumer market.

Inspire consumer demand

It is critical that the races inspire consumers to purchase the technology that is found superior on the race track. Otherwise, true innovation will not be achieved through racing, and the objective of reducing the environmental impact of vehicles will not be achieved. One way this can be accomplished is through styling, and ensuring that the race vehicle has brand identity. For example, a motorcycle company should use styling that is distinct and that connects their race vehicle to their commercially available vehicles.

Secondly, inspiration can be found through education. The race should strive to inform the consumer of the environmental affects and implications of the various technologies.

Finally, races can inspire consumer demand by building confidence in new technologies. For example, racing could prove that rapid charging is feasible, which might convince the skeptical consumer that the technology will satisfy their needs.

It's clear that the organization and evolution of EV racing is, like EV technology itself, still in flux. Right now, there's a little too much posturing and rock-pissing going on, and not quite enough effort to actually create a racing series (or series, plural) that provide a rational forum for both competition and R&D. 

What we need are rational rules and a comprehensible 'ladder' from local series through a World Championship. Small-scale innovators need a place to prove concepts, and major sponsors need a potential return on investment. To the extent that proving the merits of EV motorcycles as practical road machines are one racing goal, the TT course remains a very relevant test - but it will never be recognized as such by the FIM or other international organizers. 

That said, what Lennon et al learned on the TT course was more relevant than anything that they could have learned on some short circuit. I'll delve into that in more detail in coming weeks.

Call for R&D Projects - format


If you want to add your R&D project to this blog, whether you are just getting started, the project is ongoing, or it is already completed, please send us an e-mail with a short presentation of your project, following the requirements below:

Word document with maximum 400 words, plus maximum one picture in jpg format of minimum 500 Kbytes and maximum 3 Mbytes, outlining the following elements of your project:

Partners
Goal and specific goals
R&D process / methodology
Expected outcome
Timing
Estimated cost

Before publication on the blog, your R&D project will be screened by the IFRC SRU team to see whether it complies to the following criteria:


- it is about steel or any other metal material
- the quality of the text and picture is good
- the content is in coherence with the themes of the conference
- the source is reliable
- it contains sufficient new content

Please send your proposals to: kaat.boon@croix-rouge.lu or valbona.gorani@croix-rouge.lu.

To BIM or Not to BIM?

This is an extract from Architects Journal from the 15/12/11, this article looked at trends in design & construction for the UK going into 2012…hopefully AJ won’t mind me highlighting the comment about Revit. :-)

BIM

Dude! Where’s my Nodes?

Spotted this one yesterday. In Vasari, if you divide a surface & select the divided surface with a view to changing the Surface Representation, there is no arrow to the Surface Representation options dialogue.This is Vasari…. see..no arrow? No dialogue…no Nodes… :-(

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This is the same thing in Revit 2012….arrow to access the Surface Representation options.

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I thought I was going mad! Fortunately Zach K. put my mind at rest & confirmed it as an interface bug. The arrow is there, see the image below, but its hidden at the end!

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The Tango T600 - Electric Commuter Supercar!

Tango Supercar

The Tango from Commuter Cars Corporation is an astonishing little vehicle, extremely narrow so that 2 can fit side-by-side in a normal road lane, but with immense performance.

The Tango is fitted with two powerful electric motors, giving 805 hp and over 1,000 lbs/ft of torque. 

Tango Stats:                      39 inches        Wide
                                         60 inches        Tall
                                         8' 5"                Long
                                         3,150 lbs        Weight
                                         4 Seconds       0-60 MPH
                                         135 MPH       Top Speed
                                         Available in other colours!

This amazing little supercar is narrower than a Honda Goldwing motorcycle, comes fitted with a Prodrive designed full roll cage  and four-point harnesses for safety. The two seats are in tandem and despite it's compact outer proportions it's claimed the Tango can seat two 6'6" adults in comfort!

A full charge can last anywhere between 40 and 200 miles depending on the battery pack options you have chosen for your Tango, with a re-charge taking 3 hours to get to 80% of full charge.  

                                         

Thứ Tư, 25 tháng 1, 2012

Your Home Technical Manual - 4.1 Passive Design

Your Home Technical Manual - 4.1 Passive Design

2012 Chevrolet Camaro ZL1

The Camaro ZL1's 6.2-liter supercharged V8, which shares its basic spec sheet with the Cadillac CTS-V and Chevy Corvette ZR1, puts out 580 horsepower at 6,000 rpm and 556 pound-feet of torque at 4,200 rpm. The official 0-60 time is 3.9 seconds and the quarter mile is dispatched in 12 seconds flat. Top speed is listed as 184 miles per hour.


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http://www.autoblog.com/2012/01/24/2012-chevrolet-camaro-zl1-first-drive-review/

STAIRS Download technical data sheets for Arden's stair and balustrade design elements

BrochuresDownload technical data sheets for Arden's stair and balustrade design elements

Stair safety -rise and going

In the BCA, riser and going dimensions in buildings are given as:


Riser (R)Going (G)Quantity (2R+G)
MinMaxMinMaxMinMax
Public115190250355550700
Private*115190240355550700

Bugatti Veyron Grand Sport - Qatar Motor Show

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http://www.autoblog.com/2012/01/24/bugatti-showcases-the-bumblebee-of-veyrons-in-qatar/

Dezeen � Blog Archive � Wind-dyed House by Kazuhiko Kishimoto/acaa

Wind-dyed House by Kazuhiko Kishimoto:acaaWind-dyed House by Kazuhiko Kishimoto:acaaWind-dyed House by Kazuhiko Kishimoto:acaaDezeen � Blog Archive � Wind-dyed House by Kazuhiko Kishimoto/acaa