Cognex Corporation (NASDAQ: CGNX) today introduced two new 1D barcode readers to its DataMan® line of industrial ID readers. The DataMan 100 QL and DataMan 200 QL fixed-mount readers offer best-in-class 1D barcode reading performance. The new readers offer the additional benefit of being easily field-upgraded to add 2D Data Matrix and QR code reading capability if application needs change at a future date.
“For roughly the same price as a laser scanner, users can get much more reliable code reading performance,” said Carl Gerst, Director of ID Products at Cognex. “The DataMan QL Series easily reads codes that laser barcode scanners fail to read, such as marks that are low contrast, damaged, or distorted by severe perspective. And even more important, the DataMan QL is future proof. A simple software upgrade enables users to read 2D Data Matrix codes as well as 1D barcodes.”
The DataMan QL Series features Cognex 1DMax™, a totally new 1D code reading algorithm which sets a new standard for 1D code reading performance. In addition to reading blurred or damaged codes, 1DMax successfully handles quiet zone violations that can occur when codes are printed close to the edge of a label. DataMan QL readers are very easy to deploy in any environment using the system’s Setup Tool. The Setup Tool also includes an image archiving feature which enables users to store images of read failures and download them to a PC in order to diagnose the root cause of a problem.
New DataMan 3.5 Software Release
Cognex has also released a new version of its DataMan Software. The new DataMan 3.5 Software adds 1DMax for best-in-class 1D barcode reading, leverages a new industrial USB driver for indestructible USB connections, and adds Ethernet/IP with Add-On-Profile support for DataMan 200 models. Cognex has also improved the IDQuick™ Data Matrix reading algorithm for consistent high speed reading of well printed codes, simple DPM codes and codes with smaller defects.
GAUSSIN SA (Marché Libre – FR0010342329) announces the official commercial launch of its motorised AMTS (Automotive Multi Trailer System) vehicle in France on 23 March. This vehicle strengthens the TT (Terminal Trailer) and ATT (Automotive Terminal Trailer) range. New patents have been registered for this vehicle, which introduce innovative disruptive technologies. In total, with this complete range of three port vehicles, the Gaussin Group has given itself the objective of taking 20% of the motorised port vehicle market by 2014.
25 new functionalities unique to the market
The AMTS completes the ATT concept with the option of linking up vehicles in trains. It is a revolutionary series of vehicles with a capacity of 120 tonnes in trains of two, which significantly reduces the operating costs of port operators: 45% to 70% reduction in fuel costs and 70% reduction in maintenance costs, while introducing a major innovation in terms of reducing greenhouse gases.
In total, 25 major functionalities never before seen on the market are offered to port operators. The vehicle, which conforms to EC Regulations, has given rise to the granting of certificates issued by independent bodies (TUV, Bureau Veritas, Apave).
An innovation perfectly suited to the new economic constraints of port operators.
With a unique availability rate of close to 100%, the AMTS offers port operators an avant-garde tool to meet their productivity objectives. For example, the exceptional manoeuvrability of the vehicle frees up more cranes to unload cargo vessels, thus reducing stopover times and enabling port operators to lay claim to a greater market share.
Studies of the return on investment show that annual operating savings in the order of US$ 120,000 can be expected at a port like Dubai with the acquisition of a single AMTS vehicle.
Production of the TT, ATT and AMTS range under licence with EPD
The contract signed in December 2009 with EPD in Singapore for the manufacture of ATT vehicles under licence has entered its implementation phase. Fifteen vehicles are currently in production. These vehicles will be reserved for demonstrations scheduled in Europe, the Middle East and Asia.
Information on performance, the first eye-witness accounts and the technology on the Internet sites www.amtsbygaussin.com and www.powerpackbygaussin.com as of 23 March next.
About GAUSSIN
GAUSSIN MANUGISTIQUE® specialises in auditing handling procedures and the production of wheeled systems for implementing and transporting heavy, cumbersome or fragile loads. With more than 100 years’ experience, GAUSSIN, with more than 50,000 handling vehicles throughout the world, enjoys an excellent reputation in the four markets currently undergoing considerable expansion which are Energy, Transport, the Environment and Raw Materials. GAUSSIN MANUGISTIQUE® has been listed in the Marché Libre at Euronext Paris since July 2006.
ROLLFLEX series couplings MB/J, have been designed and manufactured to connect the output shaft of a gearbox with the rope drum of hoisting equipments.
Roller couplings series MB/J comprise only a small number of components in order to guarantee easy assembly and maintenance.
Hardened steel barrel rollers are in the coupling to compensate misalignement between hub and sleeve. Roller seats are precision machined and hardened, in order to minimize wear.
These features are designed to achieve a high torsional stiffness, high torque and radial load ratings and to compensate for substantial misalignement between gearbox and rope drum.
Ford Sync makes friends with an Apple iPad – Click above to watch video after the jump
Sure, you can install an iPad in your instrument panel if that’s your thing, but what if you want to keep it mobile and use the system you already paid to have in your car? In that case, Ford‘s SYNC won’t let you down, a fact that is anything other than surprising. Pairing an iPad through SYNC with Bluetooth audio, you can get your Pandora on behind the wheel. You can’t do voice commands yet, but that’s coming, as you’ll hear repeatedly in the video after the jump. Now about that mobile WiFi…
It’s no secret that in recent years Land Rover has been itching to reduce the mass of its products. Even before Ford sold the brand to Tata it had been working on a variety of lighter weight concepts. It looks like the next generation Range Rover will be the first benefactor of those efforts when it debuts in 2012.
The new flagship SUV is expected to cast a similar shadow to the current model, but the roof won’t be nearly as tall. This should significantly reduce the frontal area and create less overall aerodynamic drag. Mass will be reduced by using a riveted aluminum chassis with the same type of construction as the JaguarXJ. Land Rover is apparently targeting a cut of 450 kilograms (992 pounds), with composite materials in the body panels helping to achieve that goal.
The 3.0-liter turbodiesel V6 now available in the Jaguar XF and XJ should bring CO2 emissions down from the the current 300+ grams / kilometer to under 200 g/km along with fuel economy of 33 mpg (U.S.) A diesel-hybrid is also expected in the lineup a couple of years after launch.
Gliding over the Niagara Falls whirlpool since 1916
Visitors to Niagara Falls have the unusual opportunity to travel over the treacherous depths in a vintage 1913 “Aerocar” which, despite looking slightly terrifying, claims a perfect safety record.
The Aerocar was designed by Spanish engineer and inventor Leonardo Torres y Quevedo, who, in addition to other cable trams, also developed the first form of radio control unit, a famous chess playing automaton, non-rigid airships that were used by the French in WWI, and what may be the first mechanical computer (now on display at the Technical University of Madrid). He was also a vigorous supporter and user of the Esperanto. The son of a railway engineer, he built his first cable tram in Spain in 1887, the log seat was pulled by cows over a span of some 200 feet.
The Niagara Aerocar is a somewhat more sophisticated design. Suspended on six interlocking steel cables for safety, and powered by a small motor, the Aerocar holds 35 passengers for a 10 round-minute trip over the Niagara whirlpool. The whirlpool itself is a basin 1700 feet by 1200 feet, where the rushing waters create a counterclockwise vortex around the pool.
The tramway crossing over the whirlpool was the idea of J. Enoch Thompson (for whom the tram departure spot “Thompson Point” is named), a Niagara local, and it was designed and built by the all-Spanish team of the The Niagara Spanish Aerocar Co. Limited. The tram opened for service in 1916, spanning 1800 feet and riding at a height of 250 feet over the water at each end of the cables, with a low of 150 feet in the center.
Niagara Falls has long been associated with daredevil stunts of varying levels of bravery of lunacy. In the summer of 1975, a French high wire artist named Henri Rechatin arrived in the predawn hours with his wife, a specially modified motorcycle, and a moto-cross driver with no previous high-wire experience. At 6:30 am they set out across the Aerocar cable, Henri balanced above, his wife Janyck hanging below by her feet. When the wind picked up, Henri walked the final 15 feet to the northern terminal, pulled the motorcycle in, and waited in the Aerocar for the operator to arrive. The three were arrested, but never charged. Rechatin returned for other nearby high wire stunts in 1976, but stayed over land instead of the falls. His repeated requests for and encore performance were refused by the Niagara Commission.
That the separate 4 passenger rescue car has only ever been used in training is a testament to the remarkable safety record of the Aerocar, and the integrity of the turn of the century design. It has been in continuous operation since the opening in 1916 (except for occasional maintenance periods) and is the only tram like it in the world.
It would appear that Verizon CEO Ivan Seidenberg is in a bit of denial. While it’s true that there are many different ways to rank broadband by country — and pretty much all of them are flawed — in general the US tends to rank about 15th on a variety of different studies. But Seidenberg is hearing none of that. When asked about it, he insists that the US is clearly number one in broadband and that it’s “not even close.” Though, as you read the details, he sort of switches back and forth between wireless and wireline — and in wireless, it’s at least a little trickier. But, no matter what, the “not even close” statement is not even close to reality.
But when we now go after the very, very high users, the ones who camp on the network all day long every day doing things that — who knows what they’re doing — those are the —
MURRAY: It’s video, right? I mean, it’s video.
SEIDENBERG: But those are the people we will throttle and we will find them and we will charge them something else.
Now that’s a pretty questionable statement. Just as the government is having a big showdown over net neutrality, to have the CEO of one of the main telcos saying he’s planning to throttle video users — something that Verizon lobbyists have been saying would never happen — seems like a potentially damaging slip up.
The 2011 Hyundai Equus will arrive on American shores later this summer and Hyundai Motor America is preparing to pamper its owners. Besides the car itself, which will feature rear-seat footrest, rain-repellent window glass, power sun shades, and massage systems built into the driver’s seat and rear seat, Hyundai will offer customers door-to-door service.
Hyundai dealers will provide owners with free at-home pickup of the car for servicing and a free loaner Equus for their convenience.
Interested buyers can have the Equus brought to their house to inspect along with a dealer salesperson. The salesperson will provide an on-site walkaround of the car while discussing features. If the customer wants to buy the Equus, the dealer will return to the buyer’s home to discuss pricing and delivery.
Refresher: The 2011 Hyundai Equus is powered by a 4.6L Tau V8 making 385-hp / 333 lb-ft of torque (378-hp / 324 lb-ft using regular fuel). Mated to a ZF 6-speed automatic, 0-60 mph will come in less than 6.4 seconds. Prices will start around $55,000.
Hubinette’s Charger an Comrie-Picard’s Viper during drift testing – Click above to watch video after the jump
Sam Hubinette has started his own racing team, Samuel Hubinette Racing, given his title-winning Dodge Viper to team driver Andrew Comrie-Picard and picked up a shiny Dodge Challenger for himself. The team went out to Adam’s Motorsports Park in Riverside, California to shake everything down, and the result is a couple of orange blurs and a lot of smoke.
High-res pics are below, with video of the Viper and the 885-horsepower Challenger eating up a set of low-profile BFGoodrich tires after the jump, along with a presser on BFG’s kickoff to the Formula D season.
Daimler and Chrysler’s divorce back in day is one that made headlines in the automotive industry. Chrysler, which was originally sold by Daimler to investment company Cerberus Capital Management, is now under the management control of Fiat SpA after undergoing a government-scripted Chapter 11 bankruptcy.
Comparing its new alliance with Renault-Nissan, Daimler CEO Dieter Zetsche said that his company’s relationship with Carlos Ghosn’s companies is much better than the one it had with Chrysler.
“After nine years of working together with Detroit we had less on our hands than we do today. That is our main learning” from the Chrysler experience, said Zetsche.
BMW and SGL Group will invest $100 million to produce a carbon fiber manufacturing plant in Washington that will build parts for a new BMW electric-vehicle under its MegaCity vehicle project. The plant will begin ultra-lightweight carbon fiber reinforced plastics and will kick off production in the third-quarter of 2011.
The plant will employ about 80 workers.
The carbon fiber will be build exclusively for BMW’s first EV under a new sub-brand, whose name has yet to be revealed. BMW didn’t reveal any details about the electric-vehicle other than that it will arrive before 2015.
The new BMW MegaCity vehicle will be build under the company’s Project i unit.
Local governments are saddled with huge debts, and are desperate for the real estate bubble to continue feeding the beast.
As such, we’re not surprised to see stories like this, from ShanghaiDaily.com:
THE mayor of a southeast China city committed suicide yesterday by jumping from a government building.
Officials in Fujian Province confirmed Zhang Guosheng’s early-morning death.
Zhang, the mayor of Putian, jumped about 8:30am after he scrambled out of a toilet window on the fifth floor, according to a statement released by the information office of the city yesterday afternoon.
He died later in hospital.
Here’s what makes this story remarkable. ShanghaiDaily describes this as a trend:
More than 20 suicides have been reported among China’s officials since 2009.Their deaths have fueled speculation they were “sacrifices” to prevent investigations of other corrupt officials.
Zhen Lifu, 51, a senior political adviser in Jiangmen City, of south China’s Guangdong Province, was found dead after hanging himself near his home on March 20.
Around 6 million General Motors light pickup trucks and SUVs are under federal investigation for possible brake-line failure that can be caused by corrosion. The National Highway Traffic Safety Administration said its first stage of formal investigation covers Chevrolet Silverados, Avalanches, Suburbans and GMC Sierras, Tahoes and Yukons from the 1999 to 2003 model years.
NHTSA said that it received 110 owner complaints of “loss of breaking effectiveness,” 37 of which were confirmed by dealers. Three of the complaints allege that corroded brake line failure led to crashes.
In addition to the light pickup trucks, the NHTSA is also investigating 189,000 heavy-duty pickups for the same problem.
There’s been a bit of a kerfuffle going on between the news aggregator Newser and entertainment news site TheWrap. Newser summarizes news that it aggregates, and apparently, TheWrap was not happy with this practice. TheWrap’s Sharon Waxman posted a biting criticism of Newser, to which Newser’s Michael Wolff replied with his own volley filled with barbed snark. This then kicked off a vicious fight over Twitter, which was joined by folks from all over the media industry. Finally, TheWrap took it up a notch and sent Newser a formal Cease & Desist, requesting that Newser stop using TheWrap as a source (via Mediagazer).
The C&D letter claims:
Newser’s conduct violates The Wrap’s rights because: (1) The Wrap generates and
gathers time-sensitive information at a cost, including, without limitation, original stories
ferreted out and reported by The Wrap’s full-time employees and paid contributors; (2) Newser
free-rides on The Wrap’s sweat of the brow by publishing summaries of these stories without
affording The Wrap appropriate credit and a prominent link; and (3) Newser is in direct
competition with The Wrap. Thus, Newser’s conduct, in addition to amounting to garden variety
plagiarism, constitutes unfair competition and violates certain deceptive trade practices statutes.
There are a few major problems with this — in that of the three rights that TheWrap claims Newser violates, it’s not clear that any are actually rights that TheWrap has! The first one is basically an attempt to bring back the hot news doctrine, which is hotly contested these days — but would be a huge mistake for news publications. Right now, it’s still a pretty big question though as to whether or not hot news actually can be applied in this way. Just because TheWrap generates time-sensitive info, it doesn’t mean that others can’t do anything with it. And that’s because the second “right” has been totally rejected by the courts. The claim that this is free riding on The Wrap’s “sweat of the brow” is meaningless, because as the courts decided in the Feist case, there is no protection for “sweat of the brow” works. Bringing it up makes no sense, and suggests someone’s making a legal argument that has long since been debunked. Finally, the fact that the two sites are in competition is meaningless. Competition is allowed. It’s called capitalism. And TheWrap is exaggerating and wrong to call this plagiarism. Rewriting something may be obnoxious, but it’s not plagiarism, nor is it a deceptive trade practice.
So, while Newser might be doing something that many consider slimy or tacky, it’s not technically doing anything illegal. That said, the fact that TheWrap thought it was necessary to draft a formal C&D seems a tad excessive, although I’m sure the lawyers involved were more than happy to help — even if the legal arguments appear weak. However, if Newser were to comply (and it doesn’t have to), TheWrap really hurts itself more than anything. Sure, Waxman claims that in the 14 months that TheWrap has been around, Newser has sent it only 1,600 users. But, that’s 1,600 more users than it would have sent had it not used TheWrap as a source. And yes, while it’s true that Newser does not seem to add its own spin to the articles it summarizes, perhaps that is all that the Newser user wants. After all, the experience on Newser is very different from the one on TheWrap, so each site most likely appeals to a different type of audience. If anything, Newser exposes TheWrap content to a user segment that would not have seen TheWrap otherwise.
That said, I personally find the Newser user experience annoying and obnoxious — the site design and link practices don’t make for a good news consuming experience — and certainly don’t make for a very friendly neighbor online. Despite Newser’s claims that it links to its sources, it does so in a very unfriendly way (hard to find, forcing you to visit ads to leave the page). This sort of practice, even if legal, may lead to two results, neither of which are good for Newser: (1) Annoying its readers, leaving them to go elsewhere and (2) Annoying everyone else online, keeping them out of wider social media circles. They might not think this is a big deal, but if no one else is ever linking to Newser, it’s not likely that Newser stays in business. Rather than complaining, perhaps TheWrap should have just watched as Newser crumbled.
Either way, we’re likely to see more fights like this one, as newspaper publishers who overvalue their own work continue with their misguided clamoring for the “hot news” doctrine, which would treat “hot news” as protected property. Not only is this a bad idea for all of society, this would ultimately spell doom for the publishers themselves, who would undoubtedly be mired in trying to figure out who owned what news rather than focusing on reporting and analyzing and figuring out how to give their customers a true reason to buy.
On that note, it’s worth noting (with amusement) that the news story that kicked off this whole brouhaha was the story about how Beyonce’s Label was blocking her YouTube channel. Which, of course, we here at Techdirt had written about two days before either Waxman or Newser posted on it.
But you don’t see us complaining… even as we wipe the sweat off our brow.
NEW BEDFORD — The chief of law enforcement for the National Oceanic and Atmospheric Administration has been removed from his job after allegations of document shredding during an investigation by the Commerce Department’s inspector general, according to an aide to U.S. Rep. Barney Frank, D-Mass.
The NOAA official, Dale Jones, has been under fire since the shredding revelations surfaced in mid-winter during sworn testimony in Gloucester over the handling of law enforcement cases in the Northeast regional fishery.
According to the aide, Jones is being replaced for now by Alan Risenhoover, director of the NOAA Office of Sustainable Fisheries.
“While this not a cause for celebration, it is clearly an improvement,” said Frank in a prepared statement. “I express my gratitude to Dr. Lubchenco for this positive step, and I expect NOAA to undertake a careful and thorough selection process as they select a new director of law enforcement.”
The Atlantic Meridional Overturning Circulation (AMOC), also known as the “Ocean Conveyor Belt,” has been the subject of much study since its discovery. The AMOC is primarily responsible for Europe’s temperate climate and some scientists have warned that global warming could cause the ocean’s flow to slow down or even stop. This rather counter intuitive result of a warming climate would result in a much colder Europe—perhaps even a new mini-ice age. A new analysis of data from satellites and drifting sensors finds no evidence that the conveyor belt is slowing. In fact, a NASA backed study indicates that the conveyor is far less susceptible to throttling by climate change than some climate change alarmists feared.
The heat transported by the AMOC makes a substantial contribution to the moderate climate of maritime and continental Europe. Scientists have long feared that any significant slowdown in the overturning circulation would have profound implications for climate change. In a 2005 Nature paper, “Slowing of the Atlantic meridional overturning circulation at 25°N,” Harry L. Bryden, Hannah R. Longworth and Stuart A. Cunningham analyzed temperature and salinity measurements made during five brief ship surveys between 1957 and 2004. These data seemed to indicate that the northward flow of the Atlantic conveyor suffered a 30% decline in volume around the turn of the century. These findings led to warnings that a scenario similar to the disaster film The Day After Tomorrow could be just around the corner.
It probably could have been foreseen that an erupting volcano in Iceland would be an irresistible lure for Top Gear. The smell of lava in the gave James May, Jeremy Clarkson, and Richard Hammond the urge to outfit a vehicle and drive from Reykjavik to the top of the caldera. Specifically, rather, it gave them the urge to get a vehicle outfitted by Arctic Trucks to make the attempt.
The Google oneline translating team has left us a bit in the dark on this one, but aside from installing a cold water system to keep the tires cool, it doesn’t appear much else was done to the truck. Any of you Icelanders out there, feel free to fill us in. And for the rest of you – and us! – at least we have one segment to look forward to in the coming season. Hat tip to Baldur!
Audi has taken the covers off of the 2011 TT Coupe and Roadster, which are now apparently a little more attractive than the current models. Audi says that the design of the lightweight bodies are now made primarily of aluminum and the interior has also been revised with new technologies.
New for 2011 is the highly-efficient 2.0 TFSI 4-cylinder making 211-hp, helping the TT return an average fuel-economy of 35.64 mpg. When mated to a manual transmission, the engine allows the 2011 Audi TT Coupe to go from 0-62 mph in 6.1 seconds – when mated to the 6-speed S tronic the TT Coupe goes from 0-62 mph in 5.6 seconds.
The 2011 Audi TT RS Coupe and Roadster, which still won’t come to the U.S., are powered by the 2.5L 5-cylinder turbo making 340-hp and 332 lb-ft of torque. 0-62 mph comes in 4.6 seconds when mated to a manual and 4.4 seconds when mated to a S tronic.
Hit the jump for the press release and the high-res image gallery.
2011 Audi TT:
Press Release:
The Audi TT: dynamic, lightweight and highly efficient
Note: This release contains European information, some information may not apply for the US
Dynamic design, enthralling performance and exemplary efficiency – the Audi TT Coupe and the TT Roadster are now more attractive than ever. The design of the lightweight bodies made primarily of aluminum and the interior have been revised with great attention to detail, while new technologies lower the fuel consumption of the compact sports car. New to the lineup is a powerful and highly efficient four cylinder: The 2.0 TFSI develops 155 kW (211 hp), but is content with an average fuel consumption of just 6.6 liters per 100 kilometers (35.64 US mpg).
Exterior design
The second generation TT Coupe and the TT Roadster have made a name for themselves as design icons, similar to their predecessors. Awards such as the 2007 “World Car Design of the Year” document this status. A brawny, broad foundation, powerful shoulders and a flat roofline – the two compact sports cars have fascinatingly masculine lines. Their dynamic appearance is now even more expressive than ever.
The most obvious feature at the front of the car is the powerful bumper, which frames the larger air inlets with three-dimensional, sharply drawn out edges. The fog lights are set in chrome rings. Also sporting a new look are the lattice of the single-frame grille in high-gloss black and the optional xenon plus headlights. Twelve white LEDs arranged in a straight line at the lower edge of the headlights serve as the daytime running lights. These together with the wings in the headlight body are classic Audi design features.
The tubular, apparently floating reflectors of the tail lights add visual depth to the rear end of the car. The large tailpipes of the exhaust system – the 2.0 TFSI features a dual exhaust – and the larger, flat black diffuser set additional accents. A spoiler that extends at 120 km/h (74.56 mph) improves downforce.
The upgrades to the TT Coupe and the TT Roadster have added two centimeters (0.79 in) to both cars, which now measure 4,187 millimeters (13.74 ft) in length. The width of 1,842 millimeters (6.04 ft) and the height of 1,352 millimeters (4.44 ft) and 1,357 millimeters (4.45 ft) for the Coupe and Roadster, respectively, remain unchanged. The wheelbase measures 2,468 millimeters (8.10 ft). Four new metallic colors have been added to the TT color range: Scuba Blue, Oolong Gray, Volcano Red and Dakota Gray. Daytona Gray, pearl effect is also available with the S line package.
Body
A key factor for the groundbreaking efficiency and excellent driving dynamics of the TT is the body, which features hybrid Audi Space Frame technology (ASF). Lightweight aluminum is used at the front of the car back to the B-pillar, with steel panels used at the rear. This mix enabled the development engineers to balance the axial loads perfectly and keep the total weight extremely low – prime parameters for dynamic performance.
The TT 1.8 TFSI weighs a mere 1,240 kg (2,733.73 lb), a good 100 kilograms (220.46 lbs) less than its closest competitor. The body of the Coupés weighs only 206 kilograms (454.15 lb), which breaks down to 140 kilograms (308.65 lb) of aluminum (68 percent) and 66 kilograms (145.51 lb) of steel (32 percent). The specific reinforcements in the TT Roadster – steel bulkhead, strongly ribbed sills, A-pillar and windshield frame – result in a 58 to 42 percent split of the two materials.
The ASF bodies of the TT are not only extremely lightweight, they are also very strong and low-vibration, providing the foundation for sporty and precise handling, the quiet ride and the high passive safety. A package of finely tuned retention systems protects the passengers in the event of a crash. The classic cloth top of the TT Roadster is a perfect complement to Audi’s lightweight construction principle. It contributes to a low center of gravity, fits ideally into the design line and takes up little space when folded.
Audi offers the soft top in two variants. The manual version features a central latch for opening and closing the top. An electrohydraulic drive opens the optional fully-automatic top in just 12 seconds, even while driving at speeds up to 50 km/h (31.07 mph). An additional acoustic mat further improves the already excellent acoustics and thermal insulation.
Interior
The interior of the TT features a sporty design, dynamic elegance and generous amounts of space. The standard sport seats are mounted low and offer a high level of lateral support. The steering wheel is flattened at the bottom. The five round air vents and the arched cowl over the round-dial instruments exude the spirit characteristic of the TT. The ergonomics are logical and the fit and finish is uncompromisingly precise – just like always with Audi. When the ignition is turned, the dials of the speedometer and tachometer briefly run up to the limit before returning to zero.
The designers have added additional gloss to the fine interior. New aluminum-look applications shine on the steering wheel, the center console and in the door liner. Elegant accents are provided by rings, frames and strips in high-gloss black. The aluminum strip above the glove box door is now brushed gray. There are three new interior colors from which to choose – nougat brown, titanium gray and garnet red. The leather seat covers are specially treated to reduce thermal heating by as much as 20 degrees Celsius (68° F) when the TT is parked in the sun.
The TT Coupe and the TT Roadster are sports cars with a high degree of everyday utility. The backs of both rear seats fold down in the 2+2-seater Coupé, expanding the trunk space beneath the long lid from 292 to 700 liters (10.31 – 24.72 cubic ft). The Roadster, which offers 250 liters (8.83 cubic ft) of storage space whether the top is up or down, can also be supplied with the option of a load-through facility.
Drivetrain
Three four-cylinder engines with turbocharging and direct fuel injection are available for both the TT Coupe and the TT Roadster. The two TFSI gasoline engines and the TDI combine sporty performance with groundbreaking efficiency – their fuel consumption figures have been reduced by up to 14 percent. All three engines are coupled with a recuperation system that recovers energy during braking and coasting phases.
New to the lineup is the 2.0 TFSI with 155 kW (211 hp), which replaces the 2.0 TFSI with 147 kW (200 hp) and the 3.2 FSI. With a manual transmission, the two-liter engine accelerates the Coupe from zero to 100 km/h (62.14 mph) in 6.1 seconds on its way to a top speed of 245 km/h (152.24 mph). Audi also offers the 2.0 TFSI with an optional drivetrain featuring the six-speed S tronic and quattro permanent all-wheel drive. The spring from zero to 100 km/h (62.14 mph) takes only 5.6 s in this configuration.
The Audi valvelift system AVS in the new 2.0 TFSI increases power, torque and efficiency. Equipped with a manual transmission, the TT 2.0 TFSI consumes only 6.6 liters of fuel per 100 km (35.64 US mpg) in the European test cycle. CO2 emissions are an exemplary 154 grams/km (247.84 g/mile). The best value posted by a competitor is 199 g/km (320.26 g/mile). Fuel consumption has improved by 1.1 liters/100 km over the previous model.
The 2.0 TFSI is a winner par excellence, having been named “Engine of the Year” five years in a row by an international jury. Its technology package combines high output with impressive pulling power. A constant 350 Nm (258.15 lb-ft) of torque are available between 1,600 and 4,200 rpm. The long-stroke engine, which is extremely cultivated thanks to two balance shafts, has been painstakingly optimized for minimal friction.
The Audi valvelift system adjusts the lift of the exhaust valves in two stages depending on need. This reduces flushing losses in the combustion chamber and also ensures that the optimal flow of the exhaust gas is directed to the turbocharger, which in turn ensures that torque is developed quickly.
The combination of turbocharging and direct fuel injection also reduces the combustion chamber temperatures and the resulting tendency to knock. This allows a high compression ratio of 9.6:1, which improves efficiency.
The TT engine lineup includes two other four-cylinder engines besides the new 2.0 TFSI. The 1.8 TFSI, available with a six-speed manual transmission and front-wheel drive, delivers 118 kW (160 hp) and 250 Nm of torque (184.39 lb-ft), the latter between 1,500 and 4,500 rpm. It launches the Coupe from a standing start to 100 km/h in 7.2 seconds, with a top speed of 226 km/h (140.43 mph). It consumes just 6.4 liters of fuel per 100 km (36.75 US mpg) on average, which corresponds to only 149 grams of CO2/km (239.79 g/mile). The TT 2.0 TDI remains the only sports car with a diesel engine in its segment, and its efficiency clearly sets the standard. The TT Coupe consumes just 5.3 liters of fuel per 100 km (44.38 US mpg), which corresponds to only 139 grams of CO2/km (223.70 g/mile). With 125 kW (170 hp) and 350 Nm (258.15 lb-ft) of torque – the latter available between 1,750 and 2,500 rpm – the standard sprint takes 7.5 seconds and acceleration continues until a top speed of 226 km/h (140.43 mph) is reached. The two-liter TDI is mated to a manual transmission and quattro all-wheel drive.
A precisely shifting six-speed manual transmission transfers power to the wheels regardless of the engine. Audi also offers the S tronic dual clutch transmission as an option for the new 2.0 TFSI. This transmission switches between its six gears with virtually no interruption to the supply of power. The high-tech gearbox shifts extremely quickly and comfortably, either fully automatically or manually as the driver desires. Manual shifts can be made using the optional paddles on the steering wheel.
The quattro permanent all-wheel drive system is available as an option for the 2.0 TFSI with the S tronic; it comes standard with the 2.0 TDI. The hydraulic multi-plate clutch, which is mounted on the rear axle in the interest of weight distribution, is electronically controlled. During normal driving, it sends most of the engine’s power to the front wheels, but can quickly transfer up to 100 percent to the rear wheels, if necessary.
The quattro drive provides substantially greater stability, traction and driving enjoyment, and is another unique selling point of the Audi TT in its class.
Chassis
The front suspension features McPherson struts, with aluminum components used to keep the weight of the unsprung masses low. The power steering is direct, sensitive and thanks to its electromechanical drive, highly efficient. The trailing arms of the four-link rear suspension are relatively soft in the interest of comfort. The connections to the three transverse links per wheel, on the other hand, are rigid in order to direct lateral forces into the body with precision.
Available as an option with all variants of the TT is the electronically controlled Audi magnetic ride shock absorber system, another high-tech feature that underscores the unique character of the compact sports car. A fluid containing tiny magnetic particles circulates through the dampers. When a voltage is applied to the magnetic field, the behavior of the particles changes and thus the damping behavior of the fluid changes. A computer fed with input from a bundle of sensors controls the adaptive damping.
The driver can choose between two base characteristics, which are now even more clearly differentiated. In “Normal” mode, the movements of the TT Coupe and the TT Roadster are balanced – equally agile and comfortable. In “Sport” mode, high damping forces largely suppress body roll. The TT is tautly connected to the road, and its setup is highly dynamic.
Another option is available in addition to Audi magnetic ride – the Sport button. The driver can use it to adjust the characteristic of the gas pedal (with manual transmissions), the amount of servo boost for the steering and the engine sound in two stages.
The range of wheels has also been reworked, and now features 14 variants. The TT 1.8 TFSI, the 2.0 TDI and the 2.0 TFSI roll off the assembly line on 17-inch aluminum wheels with size 245/55 tires.
Winter wheels are available in three sizes; the range of summer wheels extends all the way up to 9 J x 19 with size 255/35 tires. Mounted behind the large wheels are powerful brakes with large-diameter discs. The front discs are internally ventilated.
Equipment and trim
All versions of the TT Coupe and TT Roadster come with a rich array of standard equipment. Among the highlights are the “chorus” audio system, a driver information system and – in the TT Coupe– an automatic climate control system. Two navigation systems, a universal cellular phone preparation and the sonorous Bose Surround Sound system are available as options. The optional xenon plus headlights can be combined with a cornering light function.
The onboard computer with efficiency program comes standard in the TT. It displays all of the consumption-relevant data on the central display, and gives the driver tips for efficient driving. The gear-change indicator indicates the proper gear. Another function provides information on which vehicle systems, such as the climate control system, are consuming energy and how that effects fuel consumption.
Customizing fans will find a rich selection available in Color & Trim. It begins with the optional leather upholstery and includes four leather packages, an application package and two S line packages. The S line exterior package focuses on design modifications in the area of the bumpers, the air inlets and the diffuser. The S line sport package features a black interior with many fine details in such places as the steering wheel, the seat covers and the applications. 18-inch wheels and body lowered by 10 millimeters (0.39 in) make the handling even more dynamic.
The updated TT Coupe and the TT Roadster will debut on the German market this summer with only minimal changes in price. The 1.8 TFSI will be available from €30,200.
The Audi TTS and the Audi TT RS
The Audi TTS, both in Coupe and Roadster body styles, combine enthralling sportiness with cultivated comfort. Its two-liter TFSI with the large turbocharger and many additional modifications pumps out 200 kW (272 hp) and 350 Nm (258.15 lb-ft) of torque, the latter from 2,500 to 5,000 rpm. It accelerates the TTS Coupe with the optional S tronic from zero to 100 km/h (62.14 mph) in 5.2 seconds, up to a governed top speed of 250 km/h (155.34 mph). With the S tronic, the Coupé consumes an average of only 7.7 liters of fuel per 100 km (30.55 US mpg).
The TTS comes standard with the Audi magnetic ride adaptive shock absorber technology, the Sport button and a high-performance brake system. Visual cues to its identity are provided by the 18-inch wheels with size 245/40 tires and a new grille combined with chrome air inlets. A new color combination – spectral silver/black – is available for the interior.
The dynamic spearhead of the TT model series is the TT RS, which is likewise available as a Coupe or a Roadster. Its turbocharged, inline 5-cylinder engine draws 250 kW (340 hp) of power from 2.5 liters of displacement. 450 Nm (331.90 lb-ft) of torque are available between 1,600 and 5,300 rpm. It nevertheless averages just 9.2 liters of fuel per 100 km (25.57 US mpg).
The TT RS Coupe rockets from 0 to 100 km/h (0 to 62.14 mph) in 4.6 seconds; quattro GmbH will raise the top speed from 250 to 280 km/h (155.34 to 173.98 mph) upon request. A sound flap in the exhaust system further intensifies the distinctive five-cylinder sound. A manual six-speed transmission with a sportily narrow gearing currently delivers the power to the quattro permanent all-wheel drive. Starting this fall, Audi will also offer the option of the TT RS with a newly developed version of the S tronic that can handle the tremendous torque of the powerful five-cylinder engine. The compact layout of the seven-speed, dual-clutch transmission makes it suitable for transverse mounting in combination with the quattro all-wheel drive system.
The TT RS Coupe with the S tronic launches itself from zero to 100 km/h (62.14 mph) in 4.4 seconds. The TT RS Roadster requires 0.1 seconds more for this discipline – a bat of an eye less than with the manual transmission. Distinctive design details, 18-inch wheels and an extremely powerful brake system are standard with the TT RS.
We recently covered how a recently created outfit going by the name US Copyright Group, had launched tens of thousands of lawsuits (some of which appear to be quite questionable from a legal standpoint), as part of what appeared to be an attempt at copying the efforts of companies like DigiProtect and ACS:Law in Europe (where such practices have been widely condemned). The lawsuits appear to be a smokescreen to get contact information for people to whom this “company” can send “pre-settlement” letters, in which they’re told to pay up to avoid the lawsuit.
Considering that this pseudo-shakedown is apparently lucrative in Europe, perhaps others are preparing to do the same in the US as well. A reader who prefers to remain anonymous, but who works for a small ISP, passed along an email he recently received from what appears to be a newish operation called the Copyright Enforcement Group, whose website has a mock law enforcement shield on it. Like US Copyright Group, it doesn’t hide behind any claims of stopping infringing content. It focuses solely on how this is a way to “monetize” infringements. The email also points to a separate site called CopyrightSettlements.com, which makes some interesting claims. This is the website where folks can “pay up,” and it promises “you will receive a full release of liability” but also that “Your personal information and settlement terms will be kept confidential.” Makes you wonder how the two can go together. If your info is kept secret, what’s to keep copyright holders from suing again? And does the company make sure it covers all copyright holders for a piece of content? Will it indemnify users if they’re threatened or sued again?
As for the letter to the ISP, it was an “introduction,” in an attempt to ask for the ISP’s cooperation in identifying its users. As we’ve seen with US Copyright Group, many ISPs refuse to just hand over names, though some will. Hopefully, most ISPs receiving the following letter know better than to just hand over info without a court order. Here’s the relevant part of the email:
CEG provides intellectual property management services to a consortium of studios in the entertainment industry. Our clients have entrusted us with their valuable property and authorized us to bring legal action against those individuals who illegally download and/or distribute their copyrighted materials over the Internet.
CEG’s proprietary technology detects infringements which occur over the Internet and gathers sufficient evidence to support a claim of copyright infringement against the infringing party. Once infringement is detected, we follow strict multi-step validation procedures to ensure that all information is accurate before we forward the DMCA notice to you. The infringing party is then afforded with an opportunity to settle the matter for substantially less than what will be offered if a lawsuit is filed or compared to the judgment amount a court may enter against the infringer.
We understand and respect the important role that you play in securing the privacy of your subscriber base. However, we, too, are deeply committed to our clients and will vigorously enforce their intellectual property rights against infringement. We sincerely hope that you will join us in our effort to fight Internet piracy.
Looks like this new form of “monetizing” content is spreading. And not in a good way.
FoMoCo announced today that the F-150 SVT Raptor with the new 411-hp 6.2L engine is now available at dealers. The first 6.2L F-150 SVT Raptor was purchased by NASCAR driver and truck enthusiast Greg Biffle.
“Enthusiasts looking for some extra power from their F-150 SVT Raptor won’t have to wait any longer – 6.2L Raptors are now available for sale at Ford dealers nationwide,” Ford said in a statement. “In fact, nearly 3,000 customers have already placed orders for the 6.2L version. The optional 6.2-liter V8 engine produces 411-hp and 434 lb-ft of torque – making Raptor the most powerful half-ton pickup on the market.”
“There are a lot of customers patiently waiting to get their 6.2-liter F-150 SVT Raptors, and they won’t be disappointed,” said Mark Grueber, Ford F-150 marketing manager. “The 6.2’s performance perfectly complements the Raptor’s unique off-road capability, and will blow our customers away. We’re working hard to get the trucks to our customers as soon as we can.”
Yes, we can not wait to get one in our garage for a review.
