I have a hundred copies of this theme to giveaway. We tried to do it on Twitter which was a little awkward, so we’ll go back to comments. This theme rocks in pink and is true love all the way, as one of the top themes in the BlackBerry App World. What’s the catch? Read on…
According to the description is the BlackBerry App World, this is what the theme is all about:
You’re reading a story which originated at BlackBerrySync.com, Where you find BlackBerry News You Can Sync With…
This story is sponsored by the new BlackBerry Sync Mobile App Store. Grab your free copy today at www.GetAppStore.com from your BlackBerry.
Giveaway: Show Your Love With The Tru Luv Premium Theme By Motek Americas Inc
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Hotmail, the leading web email provider, has coasted along for years with barely a feature update. But Microsoft is finally planning a major release for later this summer and on Monday provided reporters with a preview. The modernized Hotmail will include new features include better email filtering, rich media viewing, and document editing.
First of all, Microsoft is bringing Hotmail up to speed with the competition — namely, Google’s Gmail — and offering increased storage, spam detection, conversation threading (but not by default), integrated chat, and a better mobile experience on platforms such as BlackBerry and Nokia.
The new Hotmail has no notable social features, unless you count photo-sharing. That’s a pretty strange omission. Yahoo Mail, which acquired Xoopit and has integrated a social news feed into the inbox, is far ahead in this department. And Google’s recent foray into innovation around email was Buzz, which after privacy issues at launch still hasn’t made itself that useful. Meanwhile, Xobni provides great context and social information around Outlook, and up-and-comer Etacts does similar things around Gmail (see our story from a couple days ago on Etacts’ first round of funding).
I’m of the thought that the next big thing in email is to make the inbox an app platform, where we can interact dynamically with our messages without opening another window. The new Hotmail has some inklings of this — for instance, through an “Active View” feature a USPS tracking code turns into a widget with delivery information displayed in the body of a message. Hotmail will also offer support for viewing and basic editing of Word, Excel and PowerPoint documents (though somewhat oddly, this functionality does not overlap with the recent launch of online document editing site Docs.com in partnership with Facebook, which came from a separate team).
Here are some of Microsoft’s more interesting and unique feature additions to Hotmail:
rich slideshow tools for photos attached to messages and links to albums on Flickr and SmugMug
embedded videos from YouTube, Hulu and Justin.tv
a Bing sidebar to easily add photos, maps and info such as movie times from the web. (This seems like it could be useful but is also totally weird — the demo example was to include clip art from the web in an email… is that really necessary?)
a “Sweep” tool blocks newsletters by deleting all messages from that sender and blocking all future messages
click on any name to view all from sender (one of my most-wanted Gmail tweaks, personally)
Exchange ActiveSync for push email on mobile
The one implementation that seems a bit awkward for me is photo-sharing. While nice slideshow tools and increased attachment limits sound nice, the way this works in the new Hotmail is not something I’d use. The limit for total size of photos in a single message is now an astonishing 10 gigabytes. How does Microsoft go so high? It doesn’t actually transfer the pictures. Rather, it hosts them in the cloud on SkyDrive.
Here’s how it works: Recipients click through on the URL for the photos (even if they’re not on Hotmail). They must have Silverlight installed to view photos online; if not, they can download the attachments directly. The only people who get access to the picture URL are the recipients of the email. Invited users can tag people in the photos and add their own to the album if they have a Windows Live ID. Then, SkyDrive deletes the album three months after you post it (you’re allowed to extend this period indefinitely if you choose to).
Microsoft says this makes sense because many people email each other pictures, and most recipients only view them soon after they’re sent. In today’s Hotmail, 95 percent of storage is attachments, and 55 percent of attachments are photos. But personally I’d rather keep that nearing unlimited storage in my inbox, where attachments live for as long as I want them to. If I want to put pictures in the cloud, I’ll put them on Facebook or Flickr, where they can live within a connected context. But maybe that’s just me. If they removed the default three-month expiration I’d probably have less of an issue.
Related content from other GigaOM sites:
– Email: The Reports of My Death Are Greatly Exaggerrated (sub req’d)
– Open Thread: Could a Better Hotmail Tempt You Away from Gmail?
Mazda has named Hiroyuki Matsumoto as the new head of its European research and development center. The 47-year-old engineer replaces Norihiro Tomita, who has headed the unit since May 2007 and will now be at Mazda’s headquarters in Japan for a management post in its vehicle development center.
It was in 1985 that Matsumoto, an engineer graduate of Kyoto University in Japan, entered Mazda’s product development division. Before this new post, Mitsumoto had served as the general manager for chassis development. He will be stationed at Mazda Motor Europe in Oberursel, near Frankfurt, and will play a key role in adapting the automaker’s cars to European tastes and regulations. He also works closely with Mazda’s European design studio that’s also in Oberursel.
[via autonews – sub. required]
Source: Car news, Car reviews, Spy shots
By Joe Wilcox, Betanews
It seems like anyone who wants to be anybody is whacking Facebook over its loose — or rather loosening — privacy policies. Earlier this month, with disregard to the grammer momma taught me, I asked: “Which is Eviler? Apple, Facebook or Google?” Even I whacked CEO Mark Zuckerberg aside the head about Facebook privacy. As bad as pundits make out Facebook privacy to be, people can, and do, reveal plenty of information on the Web, too. Which place do they reveal more? I set out to find out in a non-scientific experiment, looking for publicly available information about one of my sisters.
I got to rethinking Facebook privacy over the weekend, after reading New York Times post “World’s Largest Social Network: The Open Web” by Randall Stross. “The links on the trillion Web addresses found by Google, and within the billions of Tweets that have followed, form an incomparably vast, truly worldwide, web of recommendations, supplied by fellow humans,” Stross writes. “In this sense, the open Web has a strong claim to being more ‘social’ than does Facebook.”
I’ll go further: Because of search engines’ effectiveness and how many sites allow Bing-, Google- or rival-bot crawling, many people already expose lots of information — and often without knowing. So I decided to compare Facebook to the Web. Just how much information is exposed?
Information Exposed by the Web
One of my sisters is a missionary in Central America. She is an experienced computer user — actually works parttime for an IT support company — keeps a blog and uses Facebook. My quest: Could I easily and quickly find as much information about her on the Web as she reveals on Facebook? I chose this sister because missionary work takes her out of the mainstream.
I Googled her name, which pulled up as top hit: the results from a New York state bike race from the early 2000s — and a walking race from a few years earlier later on the first page. Additional race information from other years suggested that she participates in an annual event. So there is one day of the year, where I know where she will be. I then searched for her name and missionary country, finding a blog revealing her full name, confirming her husband’s name (from the earlier search) and providing additional personal information and photos, which helped to identify her and her husband as the searches continued. The initial search also led to a Facebook athletic group.
Bing did better with her name, by pulling up as first hit a service called “My Life.” Without registering for “My Life,” I got her age, middle name and permanent US address. Another service, “ZoomInfo,” revealed where she works (as corroborated by information revealed by other searches). Other race results confirmed the US address as being valid. But Bing fumbled her name and missionary country search, leading to no usable results in the first five pages.
I circled back to my sister’s blog, and clicked through links to three Christian ministries — one of them in Central America. That missionary group page had a pastor’s blog that included photos of my sister (matching the likeness on her blog) and identifying her role working for the ministry as recently as 2008. Another link revealed that she is affiliated with all three ministries, provided an e-mail address and exposed her telephone number, as contained in a recent newsletter.
So, without ever using Facebook, and following the trail of search breadcrumbs, I got her full name, name of her husband, permanent US address, current location (but not physical address) in Central America, past (or possibly current) employer, names of three ministries she currently works with in Central America, e-mail address and phone number. I also identified several annual races she participates in, one which later in the search turned out to be affiliated with one of ministries, and a Facebook group she belongs to. All of this took about 45 minutes using Bing and Google.
Even More From Facebook
What does my sister reveal on Facebook? OMG! Privacy? What is privacy? I set up a fake Facebook account (which should cancel out as I didn’t verify the e-mail) and immediately searched for my sister. Since the fake account had no friends, I observed just how much personal information she exposes. Available to any Facebook account holder is a treasure trove of personal information. “[Sister’s name] only shares some of her profile information with everyone,” according to her profile page. Some?
Publicly available on her profile page: Name, two of her children’s names, mother’s name, sisters’ names, her location in Central America, list of nearly 250 friends and Wall post galore. A fan page confirmes her place of parttime employment and the previously identified athletic group fan page. Wall posts reveal that she is attending a conference and where and identifies where her husband will be next month. So on and so on. My Facebook data mining took about 5 minutes. My sister has some control over what information is disclosed on Facebook. Most of the information I found in Web searches came from someone else. She really has no control over that at all.
What Facebook didn’t expose, the Web searches provided. My sister’s Facebook profile picture is a childhood photo, but her blog and the pastor’s blog have current pics. The missionary site disclosed my sister’s e-mail address and phone number. My sister tends to be guarded about her personal data, or so she thinks. For someone less guarded, I should have easily gotten more personally identifiable information — even from just a Web search. I presume that like many Facebook users, my sister extends privileges to friends of friends. I could have gotten even more information had I friended one of her friends (Oh I was tempted!).
I’ll have to ring my sister and explain that all her Wall posts are public. Perhaps because of something in my settings (I should check), I am not listed with my other siblings as being related to her. Then, again, maybe I’m disowned — or will be after she reads this post. Perhaps my sister will forgive me, because I respected her privacy enough not to disclose her name. Perhaps. My public Facebook profile is pretty barebones right now, and nowhere do I see any public Wall posts that would reveal my sister’s identity. Facebook friends probably could ferret out her name, though.
So my question for you: Does Facebook reveal too much information? Hell, do Bing and Google? One way to answer: Conduct an exercise similar to mine and see how much information you can find out fast about a relative — or even yourself — through Web search and Facebook. Please answer the questions in comments.
Copyright Betanews, Inc. 2010
Facebook – Google – Mark Zuckerberg – Central America – New York
Article Tags: Front Page News, Headline Story, Met Office, Volcanic Ash Advisory Centre
The airport chaos that hit tens of thousands of travellers yesterday was based on a faulty ash cloud prediction.
Officials closed south-eastern airspace for ten hours following a Met Office alert about dangerous levels of ‘black’ ash.
Yet when the forecasters took fresh soundings, and sent up a plane to check, they found their assessment was flawed: there was no such ash.
So how did they get it so wrong? By DAVID DERBYSHIRE
The decision to close the airspace over southern England was based on the word of an inaccurate Met Office computer.
It led again to angry complaints that airspace bans are based on theoretical models – rather than real-time.
The final word on whether to close UK airspace is made by officials at the Civil Aviation Authority. In turn, they rely on forecasts of the size, density and location of the Icelandic ash cloud provided by the Met Office’s volcanic ash advisory centre in Exeter.
There, a team of ten – including only one forecaster – work around the clock to monitor the movement of the ash cloud and run a computer model called NAME III.
Source: dailymail.co.uk
Battle “Royal”
Brian Armstead, Canadian Auto Press
There’s a war going on within the confines of the British borders. Not quite a Civil War, but close. It seems that two of Great Britain’s premium luxury car brands, Bentley and Rolls-Royce, are locked in a pitched battle for supremacy. These once cousins are in a feud, and are settling the score by producing some of the world’s finest motorcars. Phantom, Flying Spur, Ghost and Supersports are the names of the field generals. It’s a gentlemanly war, though. One with soft leather hides and polished veneers as the “weapons” of choice. And let’s not forget about power. Eight and twelve cylinder motors propel the war machines.
2011 Bentley Mulsanne
It was on the outskirts of Edinburgh, Scotland that international media assembled to see the latest weapon of the battle, the 2011 Bentley Mulsanne. As we approached historic Archerfield House, which served as our base of operations, a squadron of beautiful Mulsannes stood at the ready, flanked by the inspiration for the new design, the 1930 8 Litre car, once owned and driven by W.O. Bentley himself.
The mission of the new Mulsanne is to pay homage to past Bentley greats like the 8 Litre, yet create a new standard for the Crewe, England-based company. And though the German brand Volkswagen now owns Bentley, the Mulsanne represents a vehicle that was designed and engineered at Crewe from the ground up, reaffirming the marque’s intent with the Mulsanne to create a motorcar with refined performance, unparalleled levels of interior luxury and a continuation of the legendary coach-built craftsmanship that makes Bentleys, Bentleys.
It would be easy to think such a complex automobile was completely assembled by robots on a production line, as the engineering for the new Mulsanne is state of the art and very complex. We traveled to Crewe to see firsthand how the Mulsanne is built, and came away very impressed.
First off, the Mulsanne is a huge car. It is 5,562 millimeters (18 feet, 3 inches) in length, and 2,210 mm (7 feet, 3 inches) from side mirror to side mirror. The car weighs in at a mind boggling 3,090 kilos (6,812 pounds), a figure that defies belief when you flex the Mulsanne’s agile chassis on roadways. Seeing the “body in white,” or the bare shell on the assembly floor, a lesson in premium metalworking is the first tutorial of the day. The Mulsanne’s high strength steel and aluminum body/chassis is hand brazed. The front “wings” or fenders are aluminum (as are the doors and hood), are a very complex design, and one impossible to achieve with normal metal pressing techniques. Bentley uses “superforming” technology, which uses high heat (500 degrees Celsius) and high air pressure to custom form the aluminum fenders.
Mulsanne design is breathtaking. The front incorporates huge, round headlights just like the 8 Litre car (Mulsanne headlights feature HID/LED technology), with cool circular LED daytime running lamps on the lower flanks. Move to the front of the hood, and the iconic “Flying B” mascot is available as an option in standing, retractable form. The long hood, short front overhang and long rear overhang convey power, while the wheel haunches and strong character lines define Mulsanne muscularity. Choosing an exterior colour for your new Mulsanne can be an exercise in itself, as 144 colours are standard, with Mulliner bespoke customization rendering your optional colour choices almost infinitely, from mild to wild.
Total production time for Mulsanne is nine weeks from start to finish. We witnessed hundreds of craftsmen and women utilizing many of the same coach-building techniques that W.O. implemented in the early days of the company. For example the wood finishing is an art to behold. The entire cabin is encased in wood (unless you choose mostly leather like my test car), with a solid wood waistrail leading into the Mulsanne wood dash. We saw stacks of oak, cherry and walnut, ready to be formed into the dash, drawer panels, glove box, rear picnic tables, shift lever, steering wheel (optional) and waistrail, and then adorned with the customer’s choice of veneers; including Burr Walnut, Vavona, Sapelli Pomelle, Bird’s Eye Maple, Olive Ash, and other exotic choices. And if “ordinary” veneers are not up to your standard, the “Mulliner” bespoke program allows you to choose custom marquetry to personalize your wood trim. It takes about five weeks of finishing to complete the highly polished lacquered veneers standard in the Mulsanne.
But the hand-built work doesn’t stop there. Consider the leather steering wheel, which takes 15 hours to hand stitch, or the interior brightwork, which takes ten hours to finish. And the leather components of the interior, which include the seats of course, but also the dash, door panels pillars, sun visors and headliner, all hand finished in your choice of 24 standard colours or an unlimited palette of custom colours. We saw leathers of every shade, including pink, during our tour. And this is no ordinary leather. Each hide is inspected by hand, and matched with other hides for interior continuity. The leather sections are then laser-cut and machine stitched by workers before being custom fitted to door panels, seat shells, and other interior surfaces.
Your feet touch pure wool carpets, and you can opt for Wilton weave floor mats to add protection and additional luxury.
And I learned something on this factory tour as well. Each “Bull’s Eye” dash vent, “Organ Stop” airflow control, coat hook, or other brightware is chrome finished stainless steel, not plated plastic, as I always believed it was. Perish the thought! As you see the assembly process, you understand that only the finest materials are used in Mulsanne assembly, quickly adding to the prodigious 3,090-kilo weight.
2011 Bentley Mulsanne
Other interior luxury accoutrements include 60-GB satellite navigation with eight-inch multimedia screen, Bluetooth, six-CD changer, keyless start and keyless entry, among other features. More on the keyless entry – the system can be programmed to set your preferred seat and steering wheel position, as well as your favourite radio stations, telephone books, seatbelt height, window blind settings, and even seat massage settings.
The Mulsanne’s base audio system features 14 speakers powered by a six-channel amplifier with digital signal processing. The base unit also features satellite radio and iPod/MP3 player compatibility. But if you are looking for a system that I think is unmatched in the industry, you must opt for the Naim for Bentley premium system with 20 channels and 2,200 watts, 20 custom made speakers, and eight digital signal processing modes. The system is concert hall quality and will totally blow you away with its clarity and deep bass. Whether your musical style favours Mozart or Marley, this is the system you want in the Mulsanne.
Overall, the interior takes about 170 hours to complete. Every single stitch on the ten test cars we had at our disposal was perfect, and the varied interiors colours and trims all had one common theme — perfection.
After the tour of Crewe, it was time to get on the road. This was my first experience driving on the “wrong” side of the road, as the UK is set up for right hand driving. The Mulsanne, as mentioned, is wide, with over seven feet between mirror tips. This, combined with the UK’s narrow roads, made for a bit of nervousness as I first set out. The “lorries” or large trucks that ply these narrow roads take up every inch on the oncoming lane, and passing on country roadways was an adventure. My test car had the optional “Flying B” standing mascot, which served as a useful visual reminder of where the front hood began in tight quarters. Once I overcame my fear of scraping nearly $300,000 of automobile against one of the beautiful stone walls that grace this part of the world, I was fine, and so was the Mulsanne.
At the heart of the Mulsanne powertrain is the venerable 6.75-litre pushrod V8. The engine has been in use by Bentley for decades, but has been totally reengineered for Mulsanne. According to Bentley, three objectives were set for the revised V8: 1) To produce the effortless torque from low revs that customers expect from a flagship Bentley; 2) To maintain the highest levels of refinement; and 3) To satisfy environmental standards through improved engine efficiency.
The twin turbocharged Mulsanne V8 features 505 horsepower and a whopping 752 pound-feet of torque. Extensive lightweighting is employed, with special lightweight pistons, connecting rods and crankshaft used. The lightweight camshaft features variable timing to enhance engine breathing and improve efficiency and lower emissions. Variable displacement means the Mulsanne runs on four cylinders when unstressed, and all eight when you need to move out. The system is seamless and I could not detect when the engine was in four- or eight-cylinder mode. Overall, emissions and fuel consumption are reduced by 15-percent over previous 6.75-litre units.
My previous drives of big Bentleys like the Arnage, Azure and Brooklands were described as “locomotive.” These cars felt heavy, and their forceful accelerative abilities felt like you were moving a locomotive’s mass in the process. The Mulsanne is like a heavyweight prizefighter – a hard puncher, but with swift, graceful feet. In fact, the Mulsanne feels like the much lighter Continental Flying Spur in terms of agility. This car is amazingly quick, with a 0-100 km/h time of just 5.3 seconds. Top speed is 296 km/h (184 mph). You can monitor your speed through a speedometer with a needle that operates inversely, just like the unit on the 8 Litre car.
Mulsanne stops are equally impressive, with large, multi-piston calipers slowing the big Bentley to a smooth halt. Optional ceramic brakes are a good investment if you enjoy triple digit motoring. As expected, a full complement of safety gear is standard, from multiple airbags, to electronic stability and hill hold control.
Our road course through Scotland, back into England, and into Scotland again featured undulations, coarse road surfaces, and open carriageways. If not for the ubiquitous speed cameras, there would have been ten wide-open Mulsannes charging through the lush, green countryside. The Mulsanne flat out flies, with powerful acceleration that belies its mass. Shifting is controlled automatically through the ZF eight-speed automatic, and for the first time ever on a big Bentley, you can control those shifts through steering wheel-mounted paddles.
A new Drive Dynamics Control system complements the all-new chassis, unique to the Mulsanne. Through a rotary knob by the gearshift lever, you can choose from three standard modes – Bentley, Sport and Comfort. Sport and Comfort are pretty self-explanatory; “Bentley” is a combination of the best of the two, and is the setting Crewe engineers think is best for all-around operation that combines luxury and sporting handling. A fourth mode, “Custom,” allows the driver to select bespoke settings via the multimedia system to “tune” your Mulsanne to your preferred driving style. In total, over 80 electronic control units assist the Mulsanne driving experience.
I drove the Mulsanne with optional 21” sport wheels (20s are standard) over a 400-km (250-mile) course that included stops at the historic Baumburgh and Floors Castles. Driving the Mulsanne was a superb treat. Seeing hundreds of years of history while doing it made the experience even more special.
About 800 lucky folks worldwide will get to enjoy the Mulsanne, as that is the current capacity Crewe can handle. At $285,000 USD base, and about $315,000 USD loaded, the Mulsanne is not within reach of the masses, and that is just fine with the folks at Bentley. When W.O. developed the 8 Litre car, his marketing slogan was “good car, fast car, best in class.” Well W.O., it appears history has repeated itself. The Mulsanne has fired a salvo across the bow of British luxury. I can’t wait to see how the folks at Goodwood respond.
We’ve seen concept videos for apps that let us try on watches, but now we’ve finally got something we can actually play with. Now we can try on watches without ever having to put on pants and leave the house. More »
Augmented reality – Watches – Shopping – Jewelry – Consumer Goods and Services
Carborundum offers Good, Better, and Best product tiers of Type 27 and Type 28 depressed center wheels designed specifically for grinding using right angle grinders
Gold MaXX Zirconia Alumina/Aluminum Oxide Abrasive Blend depressed center wheels for grinding grind efficiently on a variety of ferrous metals: from carbon steel to stainless steels and some exotic metals. This product is part of the Carborundum BETTER product tier group.
The inexpensive EDGE generation of controls from SIGMATEK has grown. Thanks to the new processor technology, which combines high performance with extremely low power loss and minimal size, the CCP 521 and 531 impress with their slim packaging in the C-DIAS series design (25 x 104 x 129 mm W x H x D).
Both compact controls are equipped with 1 Gbyte Flash and 64Mbyte DDR RAM. For remnant data, 512 kbytes of memory is provided. The CCP 531 is the cost-optimized variant and has a USB 2.0 host interface for program updates or a keyboard. In addition, a USB device is available as a programming interface, CAN as well as an Ethernet online interface for connection to higher-level systems. Additionally, the CCP 521 also offers a VARAN interface for applications, in which hard real-time communication is required.
The operating system, application software as well as user-specific data are stored on an SD memory card. The compatibility of the application software is guaranteed for the entire product family.There are no components or batteries in use that are subject to mechanical wear. The user is therefore provided with a maintenance-free, energy efficient control, whereby the total Cost-of-Ownership is reduced.
Our most economical ductless solution for the containment of fumes and vapors. Workstations include many features found in our larger fume hoods.
Features:
* AirSafe™ Automatic Safety Controller monitors airflow and filter life.
* Excellent for low volume applications
* Integral base with deep spill lip
* 360° visibility
* Carbon and HEPA filtration available
Options:
* Custom cart available in 34″ height; storage shelf may be added.
* Built-in polypropylene cup sink and drain
* Chemical disposal pump
Major job order for DITEC from an European large distributor.
Its strategic location near the border with Hungary makes the city of Oradea one of the main links to Western Europe, and is traditionally one of the most prosperous Rumanian cities.
For the last few years, after joining the European Union, the tertiary industry has seen a massive increase and major national and international companies have invested heavily in the city.
Four years ago, the Mall Tiago chain launched the largest investment plan in the large distribution field: 700 million Euros have been invested to build 10 shopping centres in the main Rumanian cities.
The largest shopping centre built for this project is the Tiago shopping centre in Oradea, which covers an area of 46,000 msq. It features over 150 shops, a multi-screen cinema and international coffee shops and restaurants, which offer the consumers a pleasant shopping experience, as well as a large range of professional services.
The five main pedestrian entrances of this large structure have been fitted with DITEC automatic entrances. Thanks to the reliability of its products, DITEC has been trusted by one of the top European large distribution chain.
To welcome the customers in the shopping centre, ten Onda doors have been selected, with each door configured as a two semicircles shape. Onda are the curved automatic doors designed to meet the most diverse architectural requirements, and combine practicality with smart look.
DITEC Onda doors offer high performance and, thanks to their last generation components, ensure a continuous operation, able to meet the requirements of a commercial structure of this size.
Safe and reliable, easy and quick to install, Onda is supplied complete with high performance accessories such as the new ultrasound safety sensors on the transit opening, and features PAM 35 aluminium frames, a very popular choice in European shopping centres, for their ease of installation and the opportunity to smartly and cleverly set in the entrance, particularly in the crystal wing version.
Furthermore, Onda is perfectly suited for the most diverse installation conditions, ensured by the availability of an array of configurations.
All DITEC products carry the CE marking, and are designed in compliance with the most stringent current safety requirements. Onda is also TÜV certified.
The NEW Unistat® 905w is the latest addition to the Unistat® range of high performance circulators from Huber. With 6 kW heating power, cooling powers from 4,5 kW @ 0°C and 0,7 kW @ -80°C and a temperature range of -90 to 250°C the new 905w brings a tailored cryogenic solution to lower volume reactors.
Designed to give the highest possible flow rates, the new Unistat® 905w features an efficient variable-speed pump with soft start. This enables the safest and fastest ramp rates resulting in tighter control of process temperature while protecting your reactor and maximising process efficiencies. The pressure of the thermal fluid is closely controlled and monitored by an adaptive controller that brings a new level of precision to thermal control that can be delivered to a wide variety of applications.
A hydraulically sealed circulation thermostat, the Unistat® 905w allows fluids to be used safely above flash points without the fear of ignition and associated greasy residue that comes from oil vapours. In addition, because the fluids are not exposed to the atmosphere whilst being heated and cooled, they do not degrade dramatically extending their lifetime by years.
Consistent with the entire Unistat® range, the Unistat® 905w features the Unistat® Pilot. An easy to use touch screen controller, with simple to access menus displaying all the key parameters, including, process temperature, jacket temperature, fluid pressure and safety settings. The Unistat® Pilot allows users to view dynamic data in a real-time graphic format.
All units are CFC and H-CFC free and have the option for 100% natural refrigerants. Manufactured from stainless steel each model in the Unistat® range is built to operate trouble-free for many years.
Kawasaki Precision Machinery UK (KPM) is saving marine companies time and money with a new development for its Staffa motors.
The new symmetrical valve housing integrated into Staffa motors has been re-designed to allow for easier assembly. This is the result of continuing innovation by the engineering team in the UK.
Ian Scott, Engineering Manager at KPM said: “This new design is revolutionalizing the installation of Staffa motors.
“Kawasaki discovered that, in the past, people had assembled the product wrongly, causing companies several day delays in some cases, losing them money whilst everything was reassembled.
“We have realigned the valve housing ports symmetrically which avoids incorrect installation and allows for equal pipe lengths. It also uses standardized manifold blocks.
“We’re certain winch and other marine companies will be delighted with this improvement, which is a more simple and cost effective solution”.
In addition, the new SM3 valve housing enables manifolds to be bolted from the bottom, instead of the usual way of bolting through the top, which allows the designer more space to work with.
Originally released in China, this has already generated great success with its customers who are experiencing greater accuracy and efficiency for their applications.
KPM worked in close association with a valve supplier to create this product at a more cost effective price.
Eco factor: Eco-friendly cellphone equipped with a solar panel.
The LG Eco Solar is a concept phone by industrial designer Aaron Martinez that adds sustainability to your chatter with renewable energy. The phone features an onboard solar panel that can be recharged in sunlight or by incandescent and fluorescent lights when indoors.
The concept is compatible with Windows Mobile and features a brilliant display with advanced touchscreen technology, LED backlight, LED illuminated magnifier, Microsoft Silverlight Browser. Moreover, you’ll also find an 8MP camera with a resolution of 1920 X 1080 pixels and an option for 200X digital zoom.
Filed under: Hybrid, Sedan, Technology, Chevrolet, GM
Back in January, General Motors announced that OnStar would release a smartphone app to be used in conjunction with the 2011 Chevrolet Volt. The app allows owners to keep track of charge status, remotely lock and unlock the vehicle, along with providing diagnostic reports and a host of other features.
Last week, reports surfaced that Google and GM were in talks about implementing the search giant’s Android mobile operating system into its vehicles, and while that may still come to fruition, GM’s announcement tonight is far less dramatic.
The app that GM demonstrated on Android-powered headsets earlier this year will now be available with a “navigation” tab that ingrates with OnStar to provide turn-by-turn, voice-guided directions, along with vehicle location (think: finding your Volt in a parking lot) and allowing users to perform voice searches through their Droid, Incredible or other Android smartphone.
While tapping Google’s massive location-aware search is an important inclusion, it’s less than revolutionary, particularly when Audi is already beginning to include Google Earth navigation in the 2011 A8. Furthermore, GM says that the new functionality won’t be available on the Volt app at launch, but will be rolled out in the 2.0 version of the software. So if you’re keeping track, we’re talking about a yet-to-be-released feature for a yet-to-be-released car. Make the jump for the full details.
Continue reading OnStar taps Google Maps for Chevy Volt navigation
OnStar taps Google Maps for Chevy Volt navigation originally appeared on Autoblog on Tue, 18 May 2010 00:50:00 EST. Please see our terms for use of feeds.
She Won’t Letcha I Betcha!
A FINE TIME TO HORN IN! WHAT DO YOU KNOW THAT I DON’T, JUNIOR?
I KNOW HOW SIS FEELS ABOUT BAD BREATH! HONEST, JOE, YOU WANT TO SEE YOUR DENTIST BEFORE YOU TRY THAT KISS ROUTINE ON JANE!
TO COMBAT BAD BREATH, I RECOMMEND COLGATE DENTAL CREAM! FOR SCIENTIFIC TESTS PROVE THAT IN 7 OUT OF 10 CASES COLGATE’S INSTANTLY STOPS BAD BREATH THAT ORIGINATES IN THE MOUTH!
COLGATE’S ACTIVE PENETRATING FOAM GETS INTO HIDDEN CREVICES BETWEEN TEETH- HELPS CLEAN OUT DECAYING FOOD PARTICLES -STOP STAGNANT SALIVA ODORS-REMOVE THE CAUSE OF MUCH BAD BREATH.
NO OTHER TOOTHPASTE CLEANS TEETH BETTER THAN COLGATE DENTAL CREAM!
AND HOW I GO FOR COLGATE’S GRAND WAKE-UP FLAVOR!
NOW THAT I AM IN THE KNOW THERE’S NO NEED FOR MISTLETOE!
Cleans Your Breath While It Cleans Your Teeth!
COLGATE RIBBON DENTAL CREAM
Fan Builds Stovepipe Telescope
USING a section of stovepipe for a tube, Arnold Oswald, Los Angeles amateur astronomer, has constructed a remarkably efficient reflecting telescope at a surprisingly low construction cost.
The total expense of constructing the stovepipe instrument, including the pipe, lens, reflector, tripod, counterbalance and other accessories, was slightly more than ten dollars, according to its builder.
Autos Main Cause of Accidents
THE automobile continues to be the most dangerous article in America. Inside the home, bathtubs and loose rugs on floors vie with each other for the doubtful distinction of being most dangerous to human life and limb. More people are injured inside homes themselves than in gardens, farmyards or otherwise around the home. More than twice as many people are injured when riding in automobiles than as pedestrians.
In seriousness of injuries as measured by the money value of claims for accident insurance, automobile injuries again are far in the lead, being more than twice as costly on the average as injuries at home or to pedestrians and about one – fourth more costly than injuries to travelers. Among the causes of injuries by automobiles, collisions with other automobiles holds first place, accounting for 1572 injuries in 1929.
Radio-Powered Sky Station
A loft on microwave power, sky station will provide better communications, better missile-age defense.
THE controlled transmission of energy through space is no longer a dream of scientists or the exclusive tool of fiction writers—it is reality.
Raytheon’s Airborne Microwave Platform (RAMP) is a sky station, not an orbiting satellite, that is powered and supported aloft by microwave energy generated at a ground station and beamed to the platform by antennas grouped in a 400-foot-square antenna array. Like a battery of searchlights all operating as one, these beams converge and are focused on a circular spot under-
neath the sky station, which is about 50 feet in diameter.
Why a sky station? The projected military and commercial capabilities are tremendous. RAMP is designed to raise itself 65,000 feet above the earth and become a highly stable “stationary” platform far above the weather. The curvature of the earth will not matter at that height.
To the average man, this would mean that he could watch the Folies Bergere from Paris, the Olympics from Europe, and other world events on his TV set as they happen. It would also mean that business and personal telephone calls and telegrams to distant points could be made at a fraction of the present rate.
A system of such platforms would act as a long-range missile alarm, guide defense vehicles (such as Bomarc anti-missile missiles), and reliably relay broadband communications and weather surveillance data to stations on the ground. The entire North Atlantic can be covered with only four such platforms. This amounts to an extension of
the DEW Line all the way to Europe.
Until recently, tubes with high enough power to keep a sky station aloft were available only at relatively low microwave frequencies. Low frequencies meant antenna arrays covering many acres would be needed to focus the microwaves on a high altitude sky station. The new Amplitron tubes now can provide power at much higher frequencies and they have the stability required to ensure an efficient, highly directional antenna pattern. This means that antennas can be brought down to reasonable size.
The Amplitron is the key to the entire project. A high-efficiency microwave amplifier tube developed by Raytheon, it can increase the microwave energy generated by the older magnetron many times. Under security wraps for many months the Amplitron’s effectiveness has been proved in the “Flight-Tracker” air traffic control system and other long-range radar systems. The heat dissipation problem has always placed severe limitations on the design of high-power
tubes, but the improved Amplitron can now handle many kilowatts thanks to new forced water cooling technology. Three-thousand megacycle tubes of 20 horsepower output are in production and units of 100 horsepower will be available shortly. Five hundred horsepower tubes are expected to be available in the foreseeable future.
The RAMP sky station has a projected 50-foot diameter (dictated by the antenna size on the underside), with a rotary wing 170 feet from tip to tip.
The circular collection antenna array on the underside is designed to pick up the microwave energy beamed from the ground and conduct it through waveguides to “lossy” elements, which convert microwaves to heat in much the same manner that a stove element converts electricity to heat. Compressed air or gas heated by the lossy elements will drive a heat engine while turbines operate the rotor blades keeping the platform aloft and supplying the power
for the electronic detection and transmitting units on board.
The received microwave energy can be efficiently converted to heat by any one of several high temperature heat exchange metals that are placed in a pipe-like waveguide, which is fed from the antenna. This is a key element of the propulsion system. When the platform is operating on microwave power, this heat exchanger performs the same function as the combustor section of a conventional gas turbine engine, which increases the work potential of the engine fluid by raising its temperature. In the combustor this is done by mixing fuel with air and burning the mixture. In the microwave heat exchanger, the same result is achieved by attenuating microwave energy, changing its form from electrical energy to thermal energy, and dissipating this heat directly to the working fluid which ultimately spins the turbine. A new Raytheon government-funded study (details still classified) is said to have conclusively licked the heat exchange problem.
The logical means to get take-off and climb power for the platform’s rotor blades is to install a chemical engine in the propulsion system. The supplementary chemical engine would amount only to a fuel tank, burner and heat exchanger in parallel with the microwave heat exchanger.
Even in high winds capped by gusts up to 20 to 30 knots the chemical system could lift the platform. At low altitudes the greater air density provides a power advantage despite the fact that the rotors are geared to work best at high altitudes. The RAMP would climb to altitude in a spiral path.
The science fiction writers are hard-pressed to keep ahead of present-day scientists. Perhaps in the not too distant future we will have high efficiency Amplitron-type tubes mounted in sky stations all the while beaming power through space at the earth, providing electricity for cars, houses and factories without local wiring.
