The practice of opening the hood at every fuel stop used to be routine. With an oil-soaked rag in hand, the worker reached over and pulled out the hot metal dipstick, and after a quick cleaning swipe, the dipstick was plunged back into its tube and pushed down into the sump of scalding oil. Withdrawn again, a tell-tale black film in the middle of the scored lines marked the oil level very accurately.
Today, many late model vehicles are running sans oil dipstick. Electronic oil level senders have replaced the metal rod – to the bafflement and frustration of the few remaining hands-on enthusiasts everywhere.
In an effort to find out who exactly is responsible for the dipstick-abolishing movement, Autoblog contacted Audi, BMW and Porsche – three respected German automakers who have embraced the technology for several years. All three gave us the same answer. Contrary to Internet rumors, the elimination of an inexpensive metal rod is not a cost-cutting measure, nor is it an environmental issue (word on the web said each check of a dipstick introduced ounces of polluting dirty oil into the ecosystem).
Quite frankly, the automakers point out that we simply don’t need dipsticks anymore. Why? Because owners don’t use them. While they don’t specifically say it, those who engineer and assemble our new cars (and guarantee new vehicle warranties) are much more comfortable knowing that a silicon chip is monitoring the oil level – not a consumer who hasn’t checked tire pressures (or even opened the hood) since the last time the Vikings won the Super Bowl.
Today’s comatose driver expects everything to be automated – and it is. Look no further than the myriad of digitized warning lights on the dashboard when the key is turned (um… make that the start button). Don’t blame the automakers for the disappearance of the dipstick – blame the public at large.
Photo by Michael Harley / Copyright (C)2010 Weblogs, Inc.
Some good thoughts from Morgan Stanley analyst Sophia Drossos on the tight link between Asian and US economies, and implicitly why you should be freaked out if Mr. and Mrs. American consumer ever tire of spending..
The main message from the BoC and other central banks seems to be that the external environment is becoming more positive as the drivers of the global recovery broaden out. Increasing strength in the US economy is augmenting the strong growth observed in EM, suggesting more durable prospects for the global economy. The influence of improved US growth can be seen indirectly in some of its trading partners. Indeed, the rebound in Canada, Mexico and AXJ economies hints that the US economy may have more forward momentum than many currently believe. Decoupling was disproved during the financial market crisis as EM economies succumbed to the growth slowdown in the developed world. If decoupling didn’t hold on the way down, why should it hold on the way back up?
Though it is true that Asian growth has led the global economy out of the recent recession, historically, AXJ growth is very tied to US growth too. As Exhibit 1 shows, AXJ growth has a strong relationship with US growth. Strong trade ties between the two regions help to explain a significant portion of this, as US consumption fuels the Asian production cycle. This point is underscored by the strong relationship between AXJ exports and US GDP. It is notable that industrial production (YoY basis) in some of the US’ main trading partners has rebounded to pre-recession levels. Given this production is typically bound for developed markets, and the US comprises the largest part of that, circumstantial evidence of the improvement in the US economy continues to mount (Exhibit 2).
Our US economics team projects US GDP at 3.25% this year, strong enough to trigger Fed rate hikes in Q3. While many market participants continue to doubt the sustainability of the US recovery, the circumstantial evidence is building. In that vein a repricing of US growth and interest rate differentials is likely. Long USD/JPY (target 109 by end-2010) and short EUR/USD (target 1.24 by end-2010) offer good ways to position for an upside surprise in US growth prospects. In addition, we suggest going long currencies with strong trade ties to the US, such as MXN and CAD. We still favor long CAD vs short AUD given that the global growth engine is likely to be increasingly powered by the US economy rather than Asia this year. With a lot of good news priced into AUD, it is likely to cede ground to CAD.
Si frecuentas mucho las redes sociales tal vez te interesaría saber que tan popular eres en facebook, twitter o si tenes un blog, fotolog ver que tal le va y como esta posicionado.
Medir popularidad en Twitter
La mayoría de estos sitios miden la popularidad de tu cuenta en twitter teniendo en cuenta varios factores, la cantidad de seguidos y seguidores, tweets, cuantos te listan, menciones “@tucuenta” y tambien tienes dos buscadores de tweets para ver individualmente cuantos votos o retweets tienes..
Al igual que twitter, en facebook el tener miles de seguidores no te asegura ser popular en esa red. Lo que importa es que tanto interactuan tus seguidores contigo y el nivel de repercusiones que tienen tus acciones dentro de Facebook. Estas herramientas te ayudaran a descubrir eso:
Medir la popularidad de una web ya es algo mucho mas amplio, aquí entran a jugar un poco mas de factores, cantidad de visitas, posicionamiento en buscadores, cantidad de comentarios, paginas vistas, tiempo de los usuarios en tu sitio web, enlaces a tu web, cantidad de seguidores en todas las redes sociales, etc…
Estas son algunas aplicaciones que te lo resumirán todo en una pagina para no tener que recorrer cada servicio de internet para ver tu posición (como es el caso de alexa, pagerank, alianzo, Del.icio.us, digg, Quantcast, etc).
Six bank regulation policies. Four reform themes. Three rhetorical hedges. Two “failure of responsibility” scolds. One “false choice” rejected. What do you get when you add it all up? An important, if predictable, financial regulation address.
President Obama’s banking reform speech in New York City today was a bit like an opening lecture for Financial Reform 101: low on fiery rhetoric, high on professorial platitudes, and more wide-ranging than deep. (Read it here.)
For those counting at home, the president named six major policies: resolution authority to wind down failed banks; a bank tax; the “Volcker Rule” to shrink large banks; derivatives reform; a consumer protection agency; and new shareholder powers. He grouped these policies under four large themes: protecting banks from themselves; protecting consumers from banks; shining light into the shadow banking industry; and giving investors say on executives’ pay.
But it’s noteworthy that not all of the policies he mentioned are actually in the bill. For example, he calls for a bank tax to cover the losses from TARP (even thought the losses in TARP aren’t from Wall Street banks). Sen. Chuck Schumer is running around Washington trying to drum up support for such a tax, but it is not in the bills. Ditto for the details of the Volcker Rule, which would attempt to limit banks’ risk-taking. Bank regulators are instructed in the bill to determine how to implement the Volcker Rule, says Doug Elliott of the Brookings Institution, but we don’t know what those rules will look like.
The president stayed true to his rhetorical roots by hedging his criticisms of Wall Street with vague praise for banks. “I believe in the power of the free market,” he assured his audience. “There is a legitimate role for these financial instruments in our economy,” he said of complex derivatives. The public might not have a lot of sympathy for the suits in the Financial District. But the president just isn’t comfortable serving a plate of vegetables without a little comfort food, even if Americans consider his audience of bankers to be quasi-demonic.
Two more notes on rhetoric: the “failure of responsibility” theme at the beginning of the speech is classic Obama, and it recalls his inaugural address, “A New Era of Responsibility.” I want to point to this in particular: “We do not have to choose between markets unfettered by even modest
protections against crisis, and markets stymied by onerous rules that
suppress enterprise and innovation. That’s a false choice.” Obama does this all the time: he presents two caricatures of each side’s argument, and rejects them both. It’s clever, but sometimes unsophisticated. This is like telling somebody considering a diet, “You don’t have to choose between starving yourself by gluing your mouth shut and eating like a French goose on the morning of its slaughter.” Well of course not. Those are horrible choices! Everybody would agree that a sensible diet is somewhere between starvation and binging. Too often, the options in Obama’s false choices are, well, false.
At the end of the speech, Obama’s conciliatory instincts get in the way of reality. Obama said: “Ultimately, there is no dividing line between Main Street and Wall Street. We rise or we fall together as one nation.” But there is a dividing line between Main Street and Wall Street. You could name that line “exponentially growing profitability.” Over the last two decades, financial sector profits have dramatically outpaced non-financial sector profits. Wall Street’s spectacular success did not translate into Main Street’s spectacular success. Instead, financial companies gobbled up 40 percent of total US profits. But when Wall Street falls, America falls. That’s the hazard — moral and economic — at the heart of financial reform.
2011 Maybach 62 – Click either image for high-res image gallery
Reports of Maybach‘s demise may have been slightly exaggerated – for the time being, anyway. The ultra-premium Daimler brand has released updated versions of its range, which is essentially the same vehicle with different configurations.
For MY2011, the Maybach 57, 57S, 62 and 62S feature a handful of cosmetic, mechanical and interior equipment upgrades. The exterior benefits from a new grille (now different between the standard and S models), hood, tail lights and door mirrors, which – in addition to refreshing the limo’s looks – also reduces wind noise for a quieter ride. Underneath the new hood, meanwhile, Daimler has optimized the V12 engine for marginally reduced emissions and fuel consumption, and while the standard engine stays pegged at 542 horsepower, the S version gets an 18-horse boost to 630.
Inside there’s a partition to separate passengers from chauffeur, and the reclining seats previously available only on the longer 62 model can now be fitted on the passenger side in the rear of the 57 as well. The 62 can be fitted with an electro-chromatic tinting glass roof panel, and customers can also specify a 19-inch rear screen instead of the individual 9.5-inch monitors, on which they can view camera feeds from around the vehicle. The perfume atomizer from the Zeppelin model can also be ordered on the rest of the range now as well, and there’s available wireless internet and seat piping either braided or embedded with Swarovski crystals.
The revised Maybach range debuts this Friday at the Beijing Motor Show, where Bentley is also presenting a pair of special editions, Volkswagen its new Phaeton and Audi the long-wheelbase A8 L. If we didn’t know better, we’d think the Chinese had a thing for limos. Make the jump for a promo video.
A lot of you may have upgraded to the latest firmware by now, and I bet a big slice of those who did didn’t even bother with the mass of text that came with it. While most
EA has now lifted the curtain on who’s going to be the next coverboy for their highly-successful Madden NFL franchise. It’s gonna be Drew Brees, MVP of Super Bowl XLIV and now at risk from the wrath
On this 40th Earth Day, many activists are reaching out to their constituents, urging them to make life changes, to reduce energy consumption, rethink paper use, install better light bulbs, donate to climate causes.
Earth (Photo: NASA)
But mostly they want the American public to snap to attention and call the U.S. Senate.
Among those wanting to rattling the cages in D.C. is former Vice President and green evangelist Al Gore.
If the Senate “steps up and passes strong legislation, success will be within reach,” he told supporters of Repower America in an Earth Day email.
“But the forces of opposition are very powerful. And if we did nothing, we would fail – by falling prey to the cynicism of corporate lobbyists and the misinformation of self-serving politicians and pundits whose blatant disregard for scientific fact endangers us all,” he writes.
“So this Earth Day, I ask all of you to join together to take action to address climate change. Call your Senator at the number below and tell him or her to support comprehensive clean energy and climate legislation.
“Just call our toll-free Repower America hotline at 1-877-55-REPOWER (1-877-557-3769), and enter your zip code. You’ll be connected to one of your Senators….”
Once Earth Day did a great job of rallying the public around ways to clean the environment, he notes “But today, our task is even greater. Beyond careful stewardship of our natural resources, we must act to prevent a potential global catastrophe of unprecedented magnitude. We must aggressively respond to the threat of global climate change.”
The League of Conservation Voters wants people to sign the Earth Day Declaration calling for a clean energy revolution
The League of Conservation Voters also is asking supporters to lob in a call for action by signing the group’s Earth Day Declaration, which asks the Congress to act swiftly to enable a “clean energy revolution.”
When the Declaration campaign launched last month, The League of Conservation Voters’ president Gene Karpinski called for “Patriots” to act:
“For too long Big Oil and their special interest allies have stood in the way of a clean energy revolution. It’s time for lawmakers to listen to the millions of citizens who will recognize this Earth Day by demanding the Senate gets working to pass comprehensive clean energy and climate legislation. We need more Clean Energy Patriots this year. We need an Earth Day Revolution, not just another celebration.”
In a 40 day campaign leading up to the 40th Anniversary of Earth Day, being observed today, the LCV issued a list of 40 Reasons for the U.S. to have Clean Energy/Climate legislation.
While groups like the League and Repower are poking holes in the arguments against climate action — that it will cost too much; that it will disrupt the economic recovery — that may be only half the battle.
The pending legislation, known as the Lieberman-Kerry-Graham climate and energy bill (drafted by said Senators) is reputed to be so stuffed with concessions to fossil fuel industries that even environmentalists may be loath to support it. Progressive think tanks and groups are wary. (See The Lieberman-Kerrry-Graham Climate Bill Could Make Matters Worse at the DC Progressive website.)
The bill, set for unveiling next week, reportedly sets a low bar for emissions targets and even undercuts federal regulatory powers, taking control from the EPA to assure dirty industries meet standards.
Environmental leaders are not unaware of the pitfalls with this particular legislative solution. Note that Gore is calling for strong legislation; the League of Conservation Voters makes reference to the meaningful legislation it hopes to support.
Should the bill on the table turn out to not be so strong or meaningful, it’s anyone’s guess where matters go from here.
Bentley Continental Flying Spur Speed China (above) and Continental GT Design Series China (below right)
Click either image for high-res image galleries
It’s been barely eight years since Bentley entered the Chinese market, and they haven’t looked back. Since arriving on the scene in 2002, Bentley’s sales have grown ten-fold, to the point that today China is the company’s third largest market. So it’s little wonder that the crew from Crewe is launching a pair of special editions specifically for the world’s largest populace.
Both special editions are based on the Continental line-up. The first, as if the model’s name weren’t long enough already, is the Continental Flying Spur Speed China. For the Chinese market, Bentley has actually toned down what it calls “the world’s fastest luxury four-door saloon” with a softer suspension and a quieter exhaust note.
The second, called the Design Series China, starts with the Continental GT coupe and centers its uniqueness around the interior, with three-tone leather trim and vibrant accents throughout. Bentley’s even added two new colors to the palette – Orange Flame and Magenta Metallic – with the launch of the Chinese special.
The pair will be unveiled at the Beijing Motor Show, which opens its doors on Friday. Details on both are available in the press release after the jump.
The Wall Street Journal decided to try an interesting experiment with its iPad app. It is charging about $4 per week for access. That’s a lot. To view the publication on Apple’s newest gadget, you must pay more than you would to read the WSJ by any other means — you pay $1.50 per week for iPhone/other mobile device, $2 for online access, $2.29 for print, and $2.69 for print plus online. Yet in the first two weeks of sales, the WSJ has 3,200 new subscribers for its iPad app. Is its strategy working?
The WSJ’s pricing breakdown above might seem a little bit crazy. It expects iPad subscribers to pay more than anyone else. Why would they? The Wall Street Journal may realize that iPad owners aren’t just any segment of the population — they’re a specific group of people who enjoy consuming information and can afford to buy a luxurious technology to do so. Those are the precise characteristics of consumers who might be willing to pay more for the WSJ’s app.
In the first two weeks, the Journal’s got 3,200 bites. That might not sound like a lot, especially given that 500,000 iPads reportedly sold in the first week. But according to one estimate, that would likely put it in the top-3 most paid-for apps.
Those 3,200 are also in addition to 30,000 current subscribers who are enjoying a free iPad trial. Once that ends, you can be sure that a fair number will grudgingly pay to continue enjoying the publication on their new iPads. How high a rate of retention the Journal’s app will have at that time is probably the biggest test. But 10% new subscribers growth isn’t too shabby.
At the end of April, the 3G iPad will also be released. It’s certainly possible that additional avid WSJ readers are waiting to purchase this version of the device. After all, business travelers are much better off buying this upcoming version of the iPad, and they make up the target audience for the WSJ app.
Anyone interested in seeing whether the iPad transforms the profitability of media should keep an eye on the success of the Journal’s app. If the publication can manage to sell a hefty number of iPad subscriptions at its lofty price point, there’s definitely hope for boosting media companies’ profitability through subscriber revenue based on this new technology. If iPad WSJ app subscriptions struggle, however, then that’s probably bad news for the industry.
Originally set for release in Japan on February 25th, Harvest Moon: Twin’s Village got a bump in the harrowed dirt and was rescheduled for a Spring 2010 release. We now know when that is.
Just as we jumped out of the 2010 Cadillac Escalade ESV Platinum, we were ready to get right behind the wheel of another GM full-size SUV, the 2010 Chevrolet Tahoe. However, instead of burning gas and averaging something like 2 mpg, we were given the chance to be a bit greener, albeit a very light shade of green with the 2010 Tahoe Hybrid. This car is primarily for those who need plenty of passenger space and tow heavy loads, while at the same time achieving better fuel-economy than they otherwise would with other full-size SUV’s currently on the market.
Despite the greener mechanics, the Tahoe Hybrid remains mostly unchanged from its gasoline-only counterpart in key areas of functionality. The seating capacity is exactly the same, and the towing and payload capacities are highly competitive even when compared to non-hybrid SUV’s in the segment. There are some subtle key enhancements however, specifically in those areas that contribute to fuel-economy. Read on to find out just what they are.
Hit the jump to read more and to view our high-res image gallery (at the bottom of the post).
2010 Chevrolet Tahoe Hybrid Specifications:
Base Price: $50,720 (AWD Tahoe Hybrid starts at $53,525) Price as Tested: $54,977. Engine: 6.0L V8 – 332-hp /367 lb-ft of torque mated to GM’s Two-Mode Hybrid. Curb Weight: 6,200 lbs (6,000 lbs for AWD). 0 to 60 mph: 7.5 seconds. Fuel-Economy (city/highway): 21/22 mpg (20/20 mpg for AWD).
Generally speaking, the body of the Tahoe Hybrid conserves the design of the standard Tahoe, save for a few changes that while they appear to be for the sake of aesthetics, are actually quite functional as they serve to improve fuel-economy.
The fog lamps and tow hooks have been removed from the front fascia, and the lower air-dam helps redirect air flow beneath the truck to reduce turbulence and drag. The wheel openings have also been re-sized, allowing for an impressively low drag coefficient of .34. The front grille opening has also been increased in size so as to allow increased airflow to the radiator and engine compartment. The back of the vehicle sees the addition of an extended rear-spoiler and aerodynamically designed LED brake lamps (the LED technology uses less energy). Tapered running boards and lack of side-rails on the roof-rack also contribute to this improvement in turbulence and drag.
Another key fuel-economy feature is the use of aluminum for the hood and lift-gate; they reduce weight considerably, but that also mean you won’t get the power lift-gate since all the electronics add weight. The use of lighter-weight aluminum is also carried down through the wheels, which are low-mass, aero-efficient 18-inch cast aluminum.
Review: 2010 Chevrolet Tahoe Hybrid
Interior:
Design cues inside the cabin also suggest the hybrid nature of this vehicle. There is a special hybrid gauge cluster that includes a special tachometer incorporating an Auto Stop position just above the 0 rpm mark which indicates when the gasoline engine is in shut-down mode. Also included in this cluster is an analog economy gauge that helps the driver operate the vehicle in a manner that is more efficient. To help the driver further gauge his driving, the main center console also features a standard 6.5-inch full-color VGA navigation display that doubles as a monitor which shows a graphic representation of the hybrid drivetrain’s power flow.
There is a long list of features that come standard in the Tahoe Hybrid; automatic dual-zone climate control, rear climate control, heated leather front seats, pass-through 60/40 split rear seats, entertainment system with DVD player and 7-inch center mount screen for rear passengers, Bluetooth connectivity, adjustable pedals, and a rearview camera which is fed into the navigation screen.
All in all we were pleased with the interior, except for GM’s use of hard plastic around the front console and the lack of space around the third-row of seats. We sincerely hope that GM opts for soft-touch materials in lieu of the hard plastic in future revamp of this full-size SUVs, which is due sometime in 2013.
Review: 2010 Chevrolet Tahoe Hybrid
Performance:
The ‘10 Tahoe Hybrid derives its power from two sources; a Vortec 6.0L V8, and GM’s Two-Mode Hybrid System which consists of two 60 kw electric motors that derive their power from a 300-volt nickel-metal hydride battery. The 6.0L produces 332 horsepower and 367 lb-ft of torque, and only requires regular gasoline. The engine also features Active Fuel Management, which allows four of the 8 cylinders to shut down when not needed. With the assistance of electric boost, the engine is able to operate on 4 cylinders for extended periods.
The engine also features something called Auto Stop Mode, which essentially shuts the engine down when the car falls to 0 mph. This has a tremendous effect on fuel-economy in stop-and-go driving scenarios. Considering all of the economy features of the engine and the fact that the Tahoe Hybrid also features regenerative breaking, which recharges the battery by reclaiming energy created from the depressed break, one would expect the ‘10 Chevy Tahoe Hybrid to post some outstanding fuel-economy figures.
That is however, not the case. The EPA estimates the AWD model at 20/20 mpg (city/highway), while the 2WD is estimated at 21/22 mpg. During our test, we drove as we would in a regular SUV, and we were not at all impressed with the average fuel-economy of 16 mpg that we managed.
On a more positive note, the Tahoe Hybrid is capable of towing up to 6,200 lbs in 2WD configuration and up to 6,000 lbs in AWD configuration; figures that should serve as more than sufficient for 90% of the buyers requiring towing capabilities.
Review: 2010 Chevrolet Tahoe Hybrid
Overall:
We have serious doubts as to whether paying the premium price for the Hybrid version is justified by the minor gains in fuel-economy one would see over the gas model – and that goes for any hybrid.
The ‘10 Tahoe comes with a starting MSRP of $37,280, while the Hybrid variant carries a starting tag of $50,720; a premium of $13,440. Weigh that differential in price with the EPA estimated 15/21 mpg. If a 5 or 6 mpg increase in fuel-economy fits your life style to the extent that it is worth over $13,000, then by all means go ahead and make the purchase, just prepared to keep the car for a very long time to recoup that extra price premium.
Chevrolet Volt MPV5 concept – Click above for high-res image gallery
The rumored extended range electric crossover we saw revealed in General Motors’ design patent drawings is now a reality. The Chevrolet Volt MPV5 concept will make its debut tomorrow at the Beijing Motor Show, and just as we suspected from seeing Volt design chief Bob Boniface’s name on the patent, this five-passenger crossover rides on the same Voltec architecture as the Volt.
The new Chevrolet concept integrates design elements from the Volt, including the headlight, taillamps and grille, with a five-door hatch body style very similar to the larger Orlando and a length about four inches longer than the current HHR.
Propulsion comes from the same 150 horsepower engine and 16 kilowatt-hour battery used in the Volt. However, its larger frontal area and increased drag mean that this one only has a 32-mile electric range as opposed to the Volt’s 40 miles. The Crossover has full seating for five and 30.5 cubic feet of cargo space behind the seats. The dashboard appears to be lifted directly from the Volt, including the dual LCD displays. We wouldn’t be at all surprised to see this as the second Voltec product in the GM North American lineup. If built, this would likely be classed as a light truck and do wonders for GM’s CAFE numbers on that side of the business.
brian williams alerts us to the news that the punk band The Vandals was recently sued by publishing giant Reed Elsevier because back in 2004, the band put out an album that used the font used by Hollywood trade publication Daily Variety for its own name on the album cover:
After the album was released, the band and its record label were sent a cease-and-desist over the logo. Rather than fight it (and they had a strong parody case), the band and the label complied with the C&D and stopped using the logo, replacing it with the one you see at the bottom of the image above. The Vandals seems quite confused over the nature of the lawsuit, seeing as they complied with the C&D more than five years ago:
The Daily Variety claims that our old logo for Hollywood Potato Chip, which is a parody of the Daily Variety logo commenting on the materialistic culture of Hollywood, is still on the Internet and they are suing us for this. We agreed not to use this logo anymore and we have no product for sale with this logo so their claims that we are intentionally using it and harming the Daily Variety are ludicrous.
We do not have this logo, or any other of their logos on any of our sites under our control. They are telling us that it is still on the Internet but they wont tell us where it is. Instead, they have demanded a HUGE sum of money. I mean HUGE, OUTRAGEOUS, and IMPOSSIBLE TO RAISE; and $25,000 for their attorneys to cover all the damages they have suffered from what they call a breach of our settlement agreement.
We have breached nothing. We are just a punk band and a small insolvent record label trying to keep stuff on the shelves and pay royalties to other artists.
Website The Wrap asked Reed Elsevier for comment and got the following message, which doesn’t address any of the actual issues:
“The stylized VARIETY mark is a very well known and valuable trademark which the Vandals misused,” Henry Horbaczewski, counsel for Reed Elsevier, wrote in an e-mail message to TheWrap. “We sued them, and they accepted a settlement agreement in which they promised to stop misusing our mark, because we wanted to stop the misuse, not their money. They then ignored their agreement.”
Horbaczewski added: “[Vandals drummer Joe] Escalante is a lawyer. He should have known the consequences of his actions.”
It’s difficult to see how they have much of a case unless there’s a lot more going on here. First of all, the use of the logo here is almost certainly protected as a parody use — and it’s difficult to believe that anyone (moron in a hurry or not) would face a likelihood of confusion and believe somehow that the album was endorsed or supported by Daily Variety. Even so, if it’s true that The Vandals are not selling anything with this logo, then it’s difficult to see how Reed Elsevier can claim that this is “use in commerce.” This whole thing seems like a pointless lawsuit for no reason whatsoever. Perhaps Reed Elsevier’s lawyers would be better served making sure that the company isn’t publishing fake, ghost-written journals at the behest of industry interests, rather than suing a random punk band for a parody…
2011 Volkswagen Phaeton – Click above for high-res image gallery
If at first you don’t succeed, try, try again. And then again. That could very well sum up Volkswagen‘s strategy with its quizzical Phaeton. The flagship sedan – which took “the people’s car” up-market into Mercedes S-Class territory – was introduced in 2003, then underwent a facelift in 2009 and has now undergone yet another.
The most immediately evident change is the new front end, bearing LED running lights and the brand’s ubiquitous new grille. But that’s not the end of the changes to the Phaeton for MY2011. As befits a car in this category, the Phaeton comes packed with tech, including Google Maps-enabled sat-nav, variable headlights, road sign recognition and a four-zone climate control system, all interconnected by some two miles worth of cable.
Buyers can choose from standard wheelbase or long, four (adjustable) seats or five, four engines (diesel six and gasoline six, eight or twelve)… the list goes on, but they’re all driven through VW’s 4Motion all-wheel drive system. Most pertinently, the new Phaeton is anticipated to mark the model’s return to the North American market to take on another humble-badged full-size luxury sedan in the Hyundai Equus, never mind the Mercedes S-Class, BMW 7 Series, Audi A8, Jaguar XJ, Lexus LS…well, you get the point. Read all about it in the press release after the jump and check out the images in the gallery below.
Meet the 2011 Volkswagen Phaeton – but wait, it doesn’t look so much like a redesign – well, that’s because it’s not. For 2011, Volkswagen focused its attention on giving the Phaeton a much needed facelift and with that in mind, the German automaker won’t bring this model to the United States.
Volkswagen probably won’t attempt to re-introduce the Phaeton to the U.S., which it had a lot of trouble selling here, until after it gets a full redesign in 2013 or 2014.
Overall, the 2011 Volkswagen Phaeton gets some minor exterior restyling touches to the front that give it a more luxurious feel. There are also a lot of new technical features including Dynamic Light Assist (camera-based dynamic main beam regulation) and a navigation system that can integrate online data from Google into the map display. There is also an optional front camera can ‘read’ road signs, with speed limit signs displayed on the instrument panel and center console’s touchscreen. The system can recognize ‘no overtaking’ signs – the first in the world to do so.
The 2011 Volkswagen Phaeton comes standard with a 3.0L FSI V6 making 276-hp and offers all the way up to a 6.0L W12 making 444-hp.
Hit the jump for the press release and high-res image gallery.
2011 Volkswagen Phaeton:
Press Release:
Initial Facts: World Premiere at Auto China 2010:
– Phaeton debuts with new design and new technologies
– Flagship of the Volkswagen brand with fundamentally new front design
– Online services and dynamic main beam control arrive in the Phaeton
Wolfsburg / Beijing, 22 April 2010 – At the Transparent Factory in Dresden Volkswagen produces one of the finest automobiles in the world: the Phaeton. The limousine’s quality and comfort (four-wheel drive and air suspension as standard) set a unique benchmark. Volkswagen, the most successful carmaker in Europe and China, has now made the Phaeton even more perfect. The company’s new flagship is being unveiled for the first time at Auto China 2010 (27th April to 2nd May) in Beijing.
Its contours are defined by the Volkswagen design DNA developed by Walter de Silva, the group’s Italian chief designer. Around the completely new front section in particular the design team has further refined the model’s very own stylistic aplomb. In the process the timelessly elegant Phaeton has gained a broader and more powerful appearance. The new model is also characterised by modifications to its rear section and silhouette.
At the same time, new technical features have been added. These include Dynamic Light Assist (camera-based dynamic main beam regulation) and a navigation system that, if desired, can integrate online data from Google into the map display. In addition to this, the Phaeton’s optional front camera enables it to ‘see’ road signs, with speed limit signs visualised on the instrument panel and centre console’s touchscreen. The system will also be able to recognise and depict ‘no overtaking’ signs – the first in the world to do so!
The Phaeton will be available with a choice of two wheelbase options, two back seat versions (three seats / two individual seats) and four engines (a turbo diesel and three petrol engines). The six, eight and twelve-cylinder engines range in capacity from 176 kW / 240 PS to 331 kW / 450 PS. The standard drive unit used in the Phaeton is a V6 petrol engine producing 206 kW / 280 PS. At the capacities above the V6 FSI the choices available are a V8 and a W12 petrol engine, delivering 246 kW / 335 PS and 331 kW / 450 PS respectively. On the diesel front Volkswagen is offering an extremely frugal and smooth-running V6 TDI. In Europe it is the most frequently selected engine for this car. The turbocharged common rail direct injection engine delivers 176 kW / 240 PS and accelerates the Phaeton V6 (top speed in this case 237 km/h) from 0 to 100 km/h in just 8.6 seconds. This is accompanied by average fuel consumption that has now been reduced still further to just 8.5 litres per 100 km (equating to 224 g/km CO2).
Phaeton exterior
Depending on wheelbase, the 2011 model Phaeton is between 5.06 and 5.18 metres long. As mentioned above, a completely new front section has been developed for this flagship of the Volkswagen brand. In keeping with the current Volkswagen design DNA, its form is dominated by horizontal lines. Unlike all other Volkswagens created to date on the basis of this new DNA, the Phaeton does not have a shiny black radiator grille cover, but instead a completely new chrome element. Along with the likewise restyled headlights, this radiator trim is a major influence in the new Phaeton’s design and underlines its uncompromisingly independent character. In detail the new grille is more upright, while its stricter lines and impressive alternation of materials between polished and matt chrome make it even more striking. The horizontal linking of grille and headlights follows the Volkswagen design criteria and impressively emphasises the vehicle’s width. As a sign of its class specific to this model the Phaeton also features three-dimensional moulding of the grille and bonnet, with precise edges that carry the grille’s heightened expression of quality on into the sculptured contours of the vehicle body. Once again in the centre of the grille is the classic VW badge, which now – despite integrating the ACC (automatic distance control) system’s radar sensors – has a new-look surface design.
To the left and right of the grille are new Bi-Xenon headlamps, which are standard across the range. Integrated within them are cornering and adaptive lights. Not just in visual terms, but from a technical perspective too, this is a whole new generation of headlamps. Firstly, the indicator and adaptive cornering lights are highly visible and stylistically striking LEDs. Secondly, as with the new Touareg, the Phaeton will also be available with optional Dynamic Light Assist. Using a camera integrated into the rear-view mirror, this complex technology ‘detects’ other road users and regulates illumination of the carriageway accordingly (see separate section on Dynamic Light Assist).
The bumper has also been redesigned in keeping with the radiator grille and headlamps. Here too horizontal lines form the guiding principles of the new design. Even the fog lamps have been designed as narrow, horizontal LED strips. Last but not least, the bottom final section of the bumper is now also colour-coordinated with the car body. Compared to the previous model the new generation Phaeton thus looks even sportier and more imposing on the road.
Also modified, the back of the car underlines this impression. The design team decided here not to change the classic, clear and powerful basic style that this area has always had, but instead to develop new LED rear light clusters. Each cluster features dotted lights and an M-shaped LED strip. The result is an unmistakable, elegant look both in daylight and at night. Also new is the VW badge – now likewise in 3D format – on the boot lid.
As at the front, the rear bumper has also been redesigned. It now has a new, three-piece chrome bar and the section of the bumper trim near the road is now also colour-coordinated with the car body. The same goes for the bottom section of the side skirts. Also noticeable in silhouette view are modified side trim strips, narrower LED indicators in the wing mirrors and new 18-inch (‘Experience’) alloy wheels.
Phaeton interior
The Phaeton’s interior ranks as one of the most elegant, high quality and comfortable in the entire premium class. The 4-zone air-conditioning system, for example, that works totally free of any draughts, and the award-winning ergonomic 18-way seats are unsurpassed. All of the Phaeton interior’s functions are also intuitive to use. In addition to the version with three rear seats (5-seater), the limousine can be optionally ordered with two electrically adjustable individual seats (4-seater). Furthermore a version of the Phaeton is also available that is twelve centimetres longer. Meanwhile, the limousine can be almost infinitely personalised with a wide range of leather, alcantara and wood trim, plus optional equipment such as a fridge or multimedia systems from Volkswagen Exclusive. This also applies to the completely redesigned multifunction steering wheel. It can be ordered either in leather or in a wood/leather combination matching the relevant wood trim features.
Information and entertainment systems
The intuitive nature of the Phaeton’s controls has been fully transferred to the new generation of radio and navigation systems (RCD 810 and RNS 810). Equipped with an 8-inch touchscreen, the systems form a functional unit with the air-conditioning and multimedia controls.
Use of online services: Volkswagen is for the first time offering an Internet-based Google function in the new Phaeton as a map display add-on for the RNS 810 radio navigation system with 30-gigabyte hard drive. The relevant data gets loaded onto the system over the Internet via mobile telephone and a proxy server specially set up for the purpose. The visualisation on the touchscreen’s display is the same as the Google Maps ‘Satellite’ view familiar from the conventional Internet and equivalent to the iPhone’s ‘Hybrid’ view. In the Phaeton the satellite images naturally get supplemented by the navigation system’s appropriately highlighted route recommendation.
Particularly interesting in this feature are the POIs (points of interest) that can be accessed. Addresses, tourist sights, businesses, sports venues, doctors’ surgeries and restaurants integrated within Google can be selected in seconds and transferred directly into the route navigation. In perfect conditions the system loads the data via UMTS connection. The telephone itself gets completely integrated into the system via remote SIM access profiles (rSAP). Alternatively, anyone who wants to use a mobile phone with hands-free profiles (HFPs) can also do this linked up with the new Phaeton (in this case Google is disabled). In HFP mode phones that are ‘Phaeton compatible’ include, for example, Apple’s iPhone.
Road sign recognition: However the latest generation Phaeton’s information and entertainment system can do even more! By virtue of the camera integrated in the rear-view mirror the Phaeton now detects road signs and shows the relevant information on the system’s touchscreen and/or the multifunction display (between speedometer and rev counter). It displays not only the maximum permitted speed but also any important additional information (e.g. ‘10pm – 6am’ or ‘When wet’). The system will also be able to alert drivers to overtaking restrictions – the first vehicle in the world to do so!
For the RNS 810 radio/navigation system further add-on options are also available. These include a rear-seat multimedia entertainment system (the High End) and a 1,000-watt sound system with digital 12-channel amplifier from hi-fi specialists Dynaudio.
Electronic assistance systems
The Phaeton’s electronic assistance systems include Dynamic Light Assist (dynamic main beam control), ACC (automatic distance regulation), Front Assist (surroundings monitoring) and Side Assist (lane change assistance). A tyre pressure control system also provides standards of safety.
Dynamic Light Assist in detail: Volkswagen is introducing for the Phaeton a new optional camera-based main beam control system called Dynamic Light Assist, which represents a major technical innovation in passive safety. Linked in with a camera integrated behind the windscreen the system keeps the main beam modules of the standard Bi-Xenon headlamps permanently on. It merely masks the areas of each beam that it calculates could potentially disturb other road users. For the driver this means appreciably more light, clearly enhanced safety and a more relaxing drive. The function is achieved by an additional aperture between the reflector holding the Xenon bulb and the lens. Combined with an intelligent, lateral tilting of the complete module (via the cornering light function) and individual control of the left and right headlights, this additional aperture arrangement enables the light source to be masked only in those areas that could otherwise cause other motorists to be dazzled.
Thanks to the front camera the cornering light control system detects the exact position of the vehicle in front and at speeds of 60 km/h or more ‘pushes’ the cone of light up to the rear of the vehicle or even to its side and on past it – without dazzling the driver. The increase in safety and driver convenience provided by Dynamic Light Assist is considerable and can be ranked on a par with that achieved at the time by the introduction of Xenon technology.
ACC and Front Assist in detail: Automatic distance regulation (ACC) relieves the driver of the burden of active braking and acceleration. ACC significantly improves driving comfort and passive safety, especially on longer motorway journeys. At the same time the system (when activated) ensures adherence to the legally prescribed minimum distance from the vehicle in front.
An integral component of ACC is Front Assist. This ACC extension is designed to help prevent rear-end collisions. Using a radar sensor, the system monitors the distance to the vehicles in front of the Phaeton. If this is becoming too short, the system alerts the driver in two stages. At the same time the vehicle is prepared for possible emergency braking by the driver. Even before certain situations arise, Front Assist takes preventative action by putting the brakes into a preconditioned status that otherwise only gets activated when the brake pedal is pushed. The system thus acts as a means of reducing the car’s stopping distance.
Automatic distance regulation is operated via relevant buttons on the redesigned multifunction steering wheel. It is operated in many aspects in the same way as the cruise control system. With ACC enabled the car automatically slows down (if necessary to a stop) and speeds up within a speed range set in advance by the driver. ACC can be switched on at speeds of between 30 and 200 km/h. The system then uses radar to detect any traffic within an angle of 12 degrees travelling up to 200 metres in front of the Phaeton. ACC is enabled and disabled via an ON/OFF button on the left of the multifunction steering wheel. All of the driver assistance systems, including ACC, can also be switched on or off simultaneously by pressing a button in the centre of the indicator stalk for more than a second. The ACC also gets disabled as soon as the driver pushes the brake pedal. The system can be switched back on via the ‘Resume’ button on the steering wheel. It then continues to use the desired speed set prior to it being disabled.
The key information about the automatic distance regulation system can be seen quickly and clearly laid out on the multifunction display.
Side Assist in detail: Another assistance system in the Phaeton is the lane change assistant (Side Assist). At speeds of 60 km/h or more this system monitors the area behind and to the side of the Phaeton via radar sensors in the rear bumper (one sensor each for the area to left and right) and indicates via a warning light in the wing mirror frame any risk of potential collision. The area monitored by the sensors covers a distance of around 50 metres to the rear and 3.6 metres to the side of the car.
If Side Assist detects a critical situation to the left or right of the Phaeton and the driver has not switched on the blinker to indicate a change of lane, the warning light in the wing mirror frame comes on to draw attention to the special traffic situation. If, however, the driver turns on the indicator while there is traffic in the adjacent lane, the light flashes four times to warn of the potential danger. The brightness of the warning lights can be adjusted to one of five levels via the multifunction display. In an interesting interlinking of the car’s systems the ambient brightness detected at any given time by the rain and light detection sensor gets automatically taken into account in determining the brightness level.
Zipper Interactive has set a date for the next MAG DLC pack, so get your calendars and draw a big fat circle on April 29th. That’s when the “Fast Attack” Gear Pack will hit the Store.
For one thing, Europe is nearing supper time, which means that all of the Greek and Spanish and Portugal worries can be put off for another day. And when they’re not worrying about Greece, there’s no reason we need to be.
(Actually, the US market has never worried much about Greece.)
Meanwhile, headline risk for regulatory reform seems to be gone. Obama’s speech was a real softball, and didn’t suggest that anything violent would be done in terms of reforming the banking sector. This is a relief.
In the end, we think there might only be one headline that would seriously spook the market. It has the word “tightening” in it.
Investors who bought the security the SEC is suing Goldman Sachs over might not have been much better off even if hedge fund manager John Paulson hadn’t influenced the collateral pool he hoped to short. This statement sounds insane, but it’s supported by a new report from CNBC. According to experts that contacted CNBC, collateral manager ACA independently chose mortgage securities to make up the deal’s pool of assets that performed horribly. This doesn’t help the SEC’s case.
ACA actually threw out 68 of the 123 securities suggested by Paulson. Those 68 securities had higher delinquency rates than the remaining ones, according to documents reviewed by CNBC. However, those documents show that ACA added 14 securities with lower credit ratings than the overall portfolio.
Documents also show that ACA added other securities with a higher percentage of mortgages from California and interest-only loans–two favorites of the shorts because they were perceived as having a higher chance of failure.
The apparent reason for adding these securities was that they had lower delinquency percentages overall. But they also has the very characteristics that Paulson and other shorts at the time believed would lead to higher delinquencies in the future.
This is a striking point. It implies that, even if ACA had chosen the entire pool with no input whatsoever from Paulson, the deal wouldn’t necessarily have performed better. The SEC’s case assumes that Paulson’s involvement had an adverse effect on the performance of the deal. After all, if the deal had made investors a lot of money, no one would be angry about his influence.
But this report suggests that ACA may have quite effectively created an equally awful deal all by itself, even without any “help” from Paulson. The reality is that, in early 2007, nearly all subprime mortgage-backed securities were trading at prices higher than they would be a few years later. ACA suffered from holding the prevailing view that the housing market would be just fine. Paulson and some others bears were in a small minority, even then. Given that fact, the hedge fund manager’s involvement seems less significant. This realization could cast further doubt on whether his involvement in selecting collateral was material after all.
Ford Start Concept – Click above for high-res image gallery
Ford has jumped into the burgeoning urban car segment with both feet at the Beijing Motor Show with the Start concept. The design study was developed to look at ways of building a smaller, more affordable car using fewer raw materials. The structure is a combination of aluminum and high strength steels to keep weight down without sacrificing safety, while the body panels are made from recyclable composites that already have the color molded in, eliminating the need to paint.
The Start’s styling is clean and simple, but not as interesting as the “Kinetic” design of cars like the all-new 2011 Focus. The simpler shape is surely less expensive to manufacture than Ford’s current crop of vehicles and that simplification strategy extends to the interior where the Start introduces MyFord Mobile. This MyFord iteration relies on smartphones to provide much of the functionality provided by MyFord Touch without having to install all the extra hardware.
Ford emphasizes that, with one exception, the Start is purely a design study with no production plans for the time being. However, the Start’s powertrain – Ford’s newest EcoBoost engine – is sure to see production. In the past, Ford officials have hinted at a smaller three-cylinder Ecoboost, and this 1.0-liter turbocharged and direct-injected engine in the Start is what will be power future small Fords. The automaker isn’t giving specific numbers yet but says that the 1.0-liter will have output similar to a normally aspirated 1.6-liter inline-four. That should put it at approximately 105-110 horsepower. A small car with this engine should be able to get CO2 emissions under 100 grams per kilometer something reserved for diesel and hybrid vehicles up to now. All the details, including a thorough breakdown of the styling and new drivetrain, is available in the press release after the jump.
