GTE Corporation, formerly General Telephone & Electronics Corporation was the largest independent telephone company in the United States during the days of the Bell System.Originally founded in 1926 as Associated Telephone Utilities, it went bankrupt in 1933 during the Great Depression, and reorganized as General Telephone in 1934. In 1991, it acquired the third largest independent, Continental Telephone . They also owned Automatic Electric, a telephone equipment supplier similar in many ways to Western Electric, and Sylvania Lighting, the only non-communications-oriented company under GTE ownership. GTE provided local telephone service to a large number of areas of the U.S. through operating companies, much as American Telephone & Telegraph provided local telephone service through its 22 Bell Operating Companies.The company also acquired BBN Planet, one of the earliest Internet service providers, in 1997. That division became known as GTE Internetworking, and was later spun off into the independent company Genuity to satisfy Federal Communications Commission requirements regarding the GTE-Bell Atlantic merger that created Verizon.GTE operated in Canada via large interests in subsidiary companies such as BC TEL and Quebec-Téléphone. When foreign ownership restrictions on telecommunications companies were introduced, GTE's ownership was grandfathered. When BC Tel merged with Telus ) to create BCT.Telus, GTE's Canadian subsidiaries were merged into the new parent, making it the second-largest telecommunications carrier in Canada. As such, GTE's successor, Verizon Communications, was the only foreign telecommunications company with a greater than 20% interest in a Canadian carrier, until Verizon completely divested itself of its shares in 2004.In the Caribbean, CONTEL purchased several major stakes in the newly independent countries of the British West Indies .Prior to GTE's merger with Bell Atlantic, GTE also maintained an interactive television service joint-venture called GTE mainStreet as well as an interactive entertainment and video game publishing operation, GTE Interactive Media. Wikipedia.
News Article | May 25, 2017
« Volkswagen apprentices unveil 48V hybrid Golf GTI, enhanced Golf GTE PHEV at at Wörthersee meeting | Main | Platinum-yttrium nanoalloys 10x as effective as platinum nanoparticles in fuel cells » Groupe Renault signed a final agreement for the acquisition of Intel’s French embedded software R&D activity based in Toulouse and Sophia-Antipolis, France. With this acquisition, Groupe Renault will be bringing in a full spectrum of skills to reinforce developments in next-generation embedded vehicle software. This brings valuable experience in areas such as personalized services and remote, autonomous, realtime updates with no outside intervention. This acquisition is right in line with Groupe Renault’s strategy of offering new connected services and improving the experience of its customers. The Intel employees joining Renault hold highly relevant skills in what is a strong competitive technical field, where the Alliance is one of the world leaders. Groupe Renault thereby continues to support French innovation and economic development in France. Intel’s French R&D teams hold established software development expertise complementary to Renault’s. They’ll be bringing Renault expertise, advanced methods and tools, plus access to a sound network of suppliers, laboratories and partner companies. Some teams already have automotive-specific skills in multimedia and connectivity. The acquisition operation will proceed by Groupe Renault purchasing a company formed by Intel to take in the embedded software R&D activity at the Toulouse and Sophia Antipolis sites in France. The new company will be attached to the Groupe Renault Alliance Systems Engineering Department. Finalization of the acquisition is pending on the conditions normally applicable to this kind of operation, and should be completed by the second half of 2017.
News Article | May 26, 2017
Establishment Labs, a global medical device company focused on aesthetic technologies with a strong emphasis on product development and innovation, announced today the expansion of its leadership team with the addition of Alberto Quesada as Vice President of Quality Assurance & Regulatory Affairs. “We are pleased to add a senior executive with Alberto’s deep expertise during this exciting stage of our growth. His background and track record of achievement within high-profile healthcare companies, such as Boston Scientific and Allergan, will add great value as we expand,” said Juan José Chacón-Quirós, CEO and founder of Establishment Labs. “Alberto’s drive for organizational excellence and standard of quality aligns perfectly with our goal of becoming a global leader in aesthetic and reconstructive devices technology, while improving patient safety through product innovation." Alberto Quesada brings more than two decades of experience in quality assurance, quality control, and regulatory affairs to Establishment Labs. He will lead all activities related to the design, manufacture and distribution of quality products with the highest industry standard, as well as compliance with the company’s Quality Management System and applicable regulations. In addition, Mr. Quesada will lead all regulatory aspects of the business to support appropriate and timely introduction of products as well as a continuous state of compliance with markets’ regulatory requirements. "The current regulatory framework requires not only a best-in-class product but a methodical approach to continuously improve quality at all levels,” stated Mr. Quesada. “Our plan is to deepen our competitive advantages by building a stronger set of capabilities in our Quality Management System." Prior to joining Establishment Labs, Mr. Quesada served as a Quality Director and later as a Management Representative at Boston Scientific in Costa Rica. Previously, he spent nearly a decade with Allergan Corporation, where he served in senior quality management roles. He also held roles at Baxter Healthcare Corporation, Kativo Chemical Industries and GTE Sylvania. Mr. Quesada received his MBA from Universidad Estatal a Distancia (UNED), Costa Rica and his undergraduate degree in Industrial Engineering from the University of Costa Rica. About Establishment Labs Establishment Labs is a global, privately held, medical technology company with a strong emphasis on innovation that designs, develops, manufactures and markets an innovative product portfolio. Its CE-marked Motiva Implants® line of silicone breast implants (http://www.motivaimplants.com) utilizes ultra-high purity medical-grade silicone and is subject to the strictest quality assurance testing throughout the manufacturing process. Motiva Implants® are sold in more than 60 countries worldwide. Puregraft®'s FDA cleared and CE-Marked technology provides plastic surgeons with purified fat for reinjection on the sterile field and is used in hospitals and clinics around the world. Divina® is a proprietary 3D imaging technology for full integration in consultation and surgical planning of unique solutions for breast aesthetics and reconstruction. All manufacturing facilities are fully compliant with both FDA and ISO applicable standards.
News Article | May 25, 2017
At Volkswagen’s Wörthersee meeting this week, 13 apprentices from Volkswagen Wolfsburg and Sitech are presenting the first GTI that also features electric propulsion: the Golf GTI First Decade. A different team of 14 apprentices from Volkswagen Sachsen are also unveiling a Wörthersee show car, the Golf GTE Variant impulsE—a show version of the production plug-in hybrid featuring enhanced all-electric range. The Golf GTI First Decade combines a 410 PS (300 kW) gasoline engine driving the front wheels with a 48-volt electric motor that drives the rear wheels with a maximum output of 12 kW. The two drive systems can be used separately but also work hand-in-hand when required. The car can be operated conventionally (front-wheel drive), in purely electric mode (rear-wheel drive) and in combined mode (all-wheel drive. The mild electric propulsion system offers the benefits of zero-emission, silent driving during parking maneuvers and for short distances in residential areas or in stop-and-go traffic (electric mode). Through the recovery of braking energy (regenerative braking), two batteries in the rear of the vehicle are charged. This energy allows further carbon-neutral driving in electric mode. On more demanding surfaces, the combination of front and rear-wheel drive for starting assistance (electric all-wheel mode) comes into its own. The modes can be selected and controlled from a tablet PC using an app or from the infotainment display via Mirror Link. During the creation of their dream GTI, our apprentices learn about the complexity and future challenges of automobile production. They gain further experience in the use of digital technologies, the application of system technology and electro-mobility. This is why we choose our strongest talents and offer them the opportunity to learn from experienced instructors and experts from the entire company at an early stage. This year, the departments concerned included Design, Group Research Drive Systems, Technical Development, the pilot hall, the seat center, plastic parts production and the paint shop. Instead of rear seats and a luggage compartment, the rear of the vehicle accommodates a high-end sound system with 1,690 watts from 11 loudspeakers and a subwoofer as well as a special rear HIFI installation with LED lighting on a carbon-covered base plate. The batteries and control electronics for the electric rear-axle drive system are installed under the base plate. The Golf GTE Variant impulsE show car was assembled by 14 apprentices from the Zwickau vehicle plant, the Chemnitz engine plant and the Transparent Factory in Dresden focused on e-mobility together with their mentors. For them, it was important to combine dynamism, sporting character and skilled craftsmanship with hybrid vehicle technology. A highlight of the show car is the prototype battery with a capacity increased from 8.8 to 16.8 kWh. This doubles the car’s range in electric operation.
News Article | May 25, 2017
« DOE awarding $72M in 73 Phase II SBIR/STTR grants | Main | Volkswagen apprentices unveil 48V hybrid Golf GTI, enhanced Golf GTE PHEV at at Wörthersee meeting » Ricardo demonstrated its new real-world driving emissions measurement service (earlier post), and discussed the first results from its road side vehicle monitoring research, at the Air Quality & Emissions Show (AQE) in the UK earlier this week. Ricardo launched its vehicle emission measurement service in April 2017. The system uses absorption spectroscopy to monitor and record emissions from a vehicle’s exhaust as it passes by a road-side sensor. It then matches these data to vehicle characteristics such as engine type and age. The system can measure emission from thousands of vehicles in a short space of time, without interfering with the vehicle being tested. This data promises to play an important role in providing cities and local authorities with the insight they need to develop Clean Air Zones and other air pollution mitigation measures. Ricardo has measured emissions from more than 20,000 vehicles during its preliminary measurement phase, a volume that far outweighs what can be achieved with laboratory based or portable emissions measurement systems (PEMS) in the same space of time. Experts from Ricardo’s air quality team will be on hand throughout the AQE show to discuss the initial outcomes of this research and what it means for air pollution mitigation planning. Early results include a direct comparison between Euro 5 and Euro 6 engines under real-world driving conditions, and the impact that cold-starts have on gasoline and diesel engine emissions in urban environments.
News Article | May 29, 2017
Just days after whipping the covers off a concept previewing the upcoming 8 Series, BMW has confirmed its new flagship will be getting the M treatment. Details are hard to come by at the moment, but the M8 promises to blend all the grand touring goodness of the standard car with a proper fire-breathing drive for when the mood strikes you. The BMW range is full of long-serving nameplates, but 8 Series isn't one of them. The 3, 5 and 7 Series are now into their sixth, seventh and sixth generations respectively, but the 8 was only around for one generation and ten years. In that time, it served as the two-door flagship for BMW – with a lineup consisting exclusively of V8 and V12 engines. Although a prototype was built, there was never an M8. This time around, the flagship sports BMW will be available in full-on M Division tune. It will run with bigger air intakes, pumped-up brakes and a sports exhaust – just like the rest of the M cars running around at the moment. Although no powertrain details have been released yet, we're betting it will run with a similar four-wheel drive and turbo V8 to the upcoming M5. "The conception and development of the standard BMW 8 Series and the M model run in parallel," says Frank van Meel, President of BMW M. "The future BMW M8 will build on the genes of the 8 Series and augment its DNA with added track ability and generous extra portions of dynamic sharpness, precision and agility." Along with the road going M8, the team in M Division will also be using the 8 Series as the base for its new GTE racer. The M8 GTE will make its public debut later this year, before it hits the track for the first time at Daytona in January 2018. The real goal, though, is to take out GTE class at Le Mans next year. We'll be sure to keep you posted on all the latest as BMW unveils its full 8 Series range. The M8 made its first (heavily camouflaged) appearance at the Nurburgring 24 Hours.
News Article | May 29, 2017
The BMW M Festival is currently underway at Nurburgring motorsports complex in Germany and the carmaker unveiled the brand new concept of BMW M8 at the event. The reveal comes just days after the company also launched the BMW Concept 8 Series at the Concorso d'Eleganza Villa d'Este in Italy. The BMW M8 looks to be the second entrant in the company's 8 Series' vehicle lineup, after the 8 Series Coupe. "The future BMW M8 will build on the genes of the 8 Series and augment its DNA with added track ability and generous extra portions of dynamic sharpness, precision and agility," the company's M Division's President Frank van Meel explained. The prototype vehicle shown off at Nurburgring was covered with camouflage wraps, which prevented one from getting to know the complete design of the vehicle. However, some features were nonetheless quite evident after seeing the concept in action. Big aerodynamic addenda, fat tires, standard M-spec mirrors, four exhaust tailpipes — vis-à-vis two refined and hexagonal ones — and large air intakes were some of the features, which could be spotted just by looking at the upcoming BMW vehicle. The BMW M8 was taken on a trial run around the race course prior to the day-long Nurburgring event. Unfortunately, the company officials did not reveal the specs of the BMW M8, which is expected to be released alongside the BMW M5. So, it is not yet known what kind of engine the racing vehicle will be equipped with. However, some experts pointed out that the BMW M8 is most likely to house either the S63 4.4 liter Twin Turbo V8, or the 6.8-liter twin-turbo charged V12. The former is also present in the F90 BMW M5, while the latter engine powers the BMW 850CSi. Both these engines can generate over 600 horsepower and appear perfect for the BMW M8. Other specs that can be gleaned from the prototype suggest that the BMW M8 would be at least 200 pounds lighter than its predecessor — the BMW M6. The German company also claimed that it will simultaneously create a BMW M8 for the consumer market, while this particular concept teased the racing variant. The BMW M8 will replace the BMW M6 from the racing circuit. "Developing a new racing car is always exciting, and in the case of the BMW M8 GTE the anticipation is that much greater still," BMW's Motorsport Director Jens Marquardt shared. The race car will be developed to both GTLM and GTE specifications. This means that the BMW M8 will compete against cars based on the Chevrolet Corvette, Aston Martin Vantage, Ferrari 488, Porsche, and Ford GT. Marquardt revealed that the initial rollout was planned for H1 2017 and the BMW M8 would make its race debut in end January 2018, at the Daytona 24 Hours. © 2017 Tech Times, All rights reserved. Do not reproduce without permission.
News Article | May 11, 2017
On Wednesday, shares in Houston, Texas headquartered EP Energy Corp. ended the session 2.29% higher at $4.47 with a total volume of 776,557 shares traded. The stock is trading 2.33% below its 50-day moving average and 5.69% below its 200-day moving average. Moreover, shares of the Company, which engages in the exploration for and the acquisition, development, and production of oil, natural gas, and natural gas liquids in the US, have a Relative Strength Index (RSI) of 46.30. On May 09th, 2017, research firm Citigroup upgraded the Company's stock rating from 'Sell' to 'Neutral'. Sign up and read the free research report on EPE at: On Wednesday, shares in Irving, Texas headquartered Pioneer Natural Resources Co. recorded a trading volume of 1.54 million shares. The stock ended the day 1.06% higher at $171.27. Pioneer Natural Resources' stock has advanced 6.23% in the past one year. The Company's shares are trading below its 50-day and 200-day moving averages by 5.94% and 5.56%, respectively. Furthermore, shares of Pioneer Natural Resources, which operates as an independent oil and gas exploration and production company in the US, have an RSI of 41.89. On April 13th, 2017, research firm Stifel resumed its 'Buy' rating on the Company's stock, with a target price of $267 per share. The complimentary research report on PXD can be downloaded at: Calgary, Canada headquartered Gran Tierra Energy Inc.'s stock finished Wednesday's session 2.01% higher at $2.54 with a total volume of 1.15 million shares traded. Over the last one month and the previous one year, Gran Tierra Energy's shares have advanced 2.83% in the past three months. The Company's shares are trading below its 50-day and 200-day moving averages by 0.87% and 8.76%, respectively. Shares of Gran Tierra Energy, which engages in the acquisition, exploration, development, and production of oil and gas properties in Colombia, Peru, and Brazil, has an RSI of 50.47. Register for free on Stock-Callers.com and access the latest report on GTE at: Los Angeles headquartered California Resources Corp.'s stock advanced 5.43%, to close the day at $13.79. The stock recorded a trading volume of 1.97 million shares, which was above its three months average volume of 1.94 million shares. The Company's shares are trading 2.40% and 6.03% below its 50-day and 200-day moving averages, respectively. Shares of the Company, which operates as an oil and natural gas exploration and production company in the State of California, are trading at a PE ratio of 2.13. Additionally, the stock has an RSI of 55.58. 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News Article | May 12, 2017
Last year, Ford Performance chief Dave Pericak found himself standing next to Edsel Ford II at the edge of a certain pastoral French racing circuit that has witnessed 84 years of glory, gore, grudges, and relentless grit. “You know,” mused Ford, according to Pericak’s recollection, “I was here 50 years ago with my father, when we won it. Now I’m here with my son.” When you work at FoMoCo, you work for a family. Pericak, who, with a small group of volunteers, took over a padlocked basement room in Dearborn, Michigan, and labored on his own time and after hours for months on “Project Phoenix” before it was even approved, tells me with a faraway look: “To bring that trophy back and hand it to that family, to return the most coveted prize in family history, that’s what it was about.” Le Mans veterans will tell you that if you bring a new team, you should keep your expectations in check. And the GT’s attempt last year to celebrate Ford’s 1966 24 Hours of Le Mans victory with a class win started ominously. In sheeting rain, one of the four GTs, already saddled with last-minute weight and boost penalties, suffered a stuck gearbox right before the green flag. Wanting to be near the action, Pericak’s boss, Ford executive VP and chief technical officer Raj Nair, leaped a rain-slicked pit wall, slipped, and broke his elbow. Amid the tension, nobody even noticed. Almost a year later, we’re standing beside another circuit, a 2.2-mile slice of the Utah Motorsports Campus west of windy Salt Lake City, next to the roadgoing version of the Ford GT that will trickle into buyers’ hands at the rate of 250 annually over the next four years. Finally, after the surprise January 2015 reveal at the Detroit auto show, after countless magazine covers and breathless coverage, a few lucky members of the fourth estate will at long last get to drive Project Phoenix. I am in that group, about to pilot the first cousin to an honest-to-Ronnie-Bucknum Le Mans car! The GT is pure Ford history and enthusiasm condensed against all odds and business sense into a drivable carbon-fiber Hot Wheels toy that forever will remain rare enough to drop jaws wherever it goes. And I get to drive it. On a circuit. Nobody is luckier than me, I think, as I stride up to the GT, doors levitated to a spread eagle, and thrust my right leg in, twist sideways, and . . . ah, no, that didn’t quite work. Let’s try sitting down on the wide sill, swinging a leg in, and—ow!—just bashed my head on the FIA-spec roll cage hidden behind the low-hanging headliner. Okay, stand up again, right leg in, twist while bending the left knee a bit, and—pop!—I feel a tendon go. There’s a white-hot flash of shooting pain in my knee, and as my left leg collapses like the bridge on the River Kwai, I tumble backward into the GT and voilà! I’m in! Because the GT’s narrow, vertical buckets don’t move (the pedals and steering column do, with wide latitude for different body types), most of the car’s buttons cluster on the rectangular wheel so you don’t have to reach to the architecturally sculpted dash of carbon-fiber bridges and buttresses. This car is not at all retro like its 2005–06 predecessor with its comparatively giant cabin; all data comes via digital screens, the one in front of the driver flashing the speed, revs, and plebeian messages such as “Driver Door Ajar.” A big anodized button in the slim center console lights the twin-turbo 3.5-liter V-6, and the nearby rotary shifter seems a little out of place, like something from a Ford Fusion. A CGI image of the car appears in the dash screen when you change driving modes. Put the GT into Track mode via the thumbwheel on the steering wheel, hit the “OK” button to confirm, and the car suddenly falls a couple of inches with a startling lurch while hydraulic actuators compress the coil springs, as if the pit crew has dropped you off the jacks. Take it out of Track mode and it jumps up again with equal haste. This thing means business. Back at Le Mans last year, luck continued not to favor Ford as it diced with Ferrari for the LM GTE Pro class lead. Loose wires caused the lead GT’s mandatory position lights to wink out, and Sébastien Bourdais, one of the team’s most seasoned vets, had to find his way through the darkness with a fritzing electrical system. In the wee hours, Nair, determined to stand with his colleagues for the entire race, approached Pericak. “I can’t hold a cup of coffee,” he said. In Utah, Billy Johnson, just 29 when he drove the #66 car that finished fourth in class in 2016, slides in next to me. For a vehicle that is more than 15 feet long, putting two people into the GT is like stuffing a couple of bedspreads into a Maytag. As in a Lotus Elise, the seats are squeezed together, inboard of the Ford’s carbon-fiber tub’s thick structural side boxes. You will want to shower beforehand and wear only the mildest cologne, as you and your passenger are about to enjoy an intimacy Tinder users only dream about. The affable Johnson waves me forward and we burble menacingly onto the track. A big V-6, especially one all stuffed up with turbos, doesn’t always sound fabulous, but this 647-hp unit does. It makes a proper wail, the rising, ragged tones of its exhaust sealing the car’s racing connection. You can hear the turbos whoosh a bit, but you can’t hear any of that crass pish, pish, pish, which would make it sound like just a jumped-up Mitsubishi Evo. As I warm the big Michelins and learn the track, the GT feels light and ready to play. Co-developed simultaneously alongside the competition car over a couple of short, intense years, the roadgoing GT, made up of approximately 250 carbon-fiber pieces, is not an all-or-nothing racing scull. It’s happy to motor at moderate speed with a gently progressive throttle and brakes that are easy to modulate. Considering how quickly the car was engineered and that its primary purpose was a class victory at Le Mans, it feels surprisingly refined and cohesive. The seven-speed dual-clutch automatic shifts quickly, and I can’t even detect any serious turbo lag, although the engine does get a little more urgent above 3000 rpm as it beelines for the 7000-rev redline. We start picking up the pace, Johnson reminding me of the track layout on the intensely flat, sometimes confounding course. Third and fourth gears are fine here; you can press deeper into the throttle and flood the turbines with exhaust gas without lighting up the tires. The grip is obviously tremendous and the ride not quite the body slam I was expecting. The GT swallows curbs and camber changes with sang-froid, the roll and body motions minimized but not choppy. The morning sun well up at Le Mans, the Grand Marnier crêpe booth was doing a brisk business and the big Ferris wheel was running at its roughly 0.5-rpm redline (with stops) when the #68 Ford GT passed the Risi Competizione Ferrari 488 for the lead. The stands erupted. Pushing myself now, I detect a bit of understeer in the tighter corners, and I’m also able to provoke the GT sideways on the exit just a little too easily. Is it loose? Johnson, next to me, starts coaching. You don’t drive the GT as you do lesser-powered cars such as—at the risk of hilarious overstatement—my old Spec Miata racer, which likes to corner under acceleration that settles and stabilizes the car. The GT has so much power and such a relatively light curb weight of about 3250 pounds, ideally distributed, that it easily overdrives its front tires. In clumsy hands it behaves clumsily. Johnson advises me to do my hard braking in the traditional straight line, then trail-brake or coast as needed all the way to the apex. The GT, thus decelerating, now wants nothing more than to rotate around its axis like a gate swinging on a post. You can also feel this effect if you lift suddenly in an overcooked corner. Even in a scrubbing understeer flail, the GT’s helm will snap to and answer. On the exits, you have to be patient; mat the throttle too soon and the 325/30R-20 rear tires will break loose as the boost builds. To be fast you must learn to be smooth with this car, just like the pros. If you’re not, it’ll still play along, the breakaway terrifically gentle and the various stability-control modes letting you get more and more sideways without risking any damage. At Le Mans, with the #68 Ford GT leading its class, the prize almost at hand, Nair and a superstitious Pericak had been doing their best to “keep the jubilation under control,” Pericak recalls. Then the lead LMP1 Toyota quit in front of the pits with one lap to go. “After that you could hear a pin drop in our garage.” The Utah highways beckon, and the GT loves an undulating road as much as a track. The driver feels plugged into the Ford through the quick steering and the wide pedals, and placement of the nose is easy as it flows contentedly from bend to hairpin to sweeper. Ferrari drivers, spoiled by perfect steering, will not complain. Without helmets to muffle the noise, however, the GT’s cabin is downright loud, the exhaust in certain gears at certain throttle positions turning painfully boomy. The seats with their weirdly tufted cloth inserts barely recline, and the passenger well has a big footrest across it that is just a bit too close to the seat for a comfortable leg stretch. The “trunk” is a joke, filled to capacity by two rolled-up windbreakers. The new GT is gorgeous garage candy for a lucky few, but unlike the last GT, it won’t be much fun on a long club rally. Landing in Detroit after the race and the all-night parties, Pericak had to help Nair pull his suitcase down from the plane’s overhead bin. Nair looked at him and asked: “Did we just win Le Mans?” For Pericak, the victory effort and the spectacular if somewhat uncomfortable road car that it produced are “bittersweet—there were a lot of casualties,” from Nair’s arm, which eventually went into a cast, to the families who didn’t see their moms and dads much for two years. This is a car built on sentimentality. Sure, there were other reasons for the GT, such as creating a technology test bed and taking Ford’s brand onto the international racing circuit to be enhanced by its reflected glitz. But ultimately, a family with serious resources just thought a class win at Le Mans on the 50th anniversary of Ferrari’s famous drubbing would be cool. And with a lot of sweat, a few tears, and a dash of luck, their people made it possible. All of that is embedded in this car. The experience is singular. ENGINE TYPE: twin-turbocharged and intercooled DOHC 24-valve V-6, aluminum block and heads, port and direct fuel injection
Applied Thermal Engineering | Year: 2014
This work is intended to improve the operation of on-board radar systems contained in the disk of an inclined air-filled hemispherical cavity. When the device is switched on, its thermal behaviour is driven by the transient convection heat transfer that precedes the steady state. The heat flux density imposed on the device, the radius of the disk and its inclination with respect to the horizontal are the most influential parameters on this phenomenon. Nusselt-Rayleigh-Fourier correlations are proposed to calculate the transient convective heat exchanges. These relationships cover a wide range of Rayleigh numbers varying between 104 and 3.2 × 1011 and inclination angles comprised between 0° (horizontal cavity) and 90°(vertical cavity) in steps of 15°. These results are obtained by numerical approach based on the finite volume method and supplement steady state correlations presented in previous works validated experimentally. The large Rayleigh number and inclinations ranges considered in this work allow application of the proposed correlations in several other engineering fields such as solar energy, security of persons, domotics or installation safety. © 2014 Elsevier Ltd. All rights reserved.
Agency: European Commission | Branch: FP7 | Program: BSG-SME-AG | Phase: SME-2013-2 | Award Amount: 2.78M | Year: 2014
The production and installation of resilient flooring in public and private buildings is a major business in Europe involving various sectors including material and coating production, designers, architects, installers, cleaners as well as the end-users. The main requirements are: durability, ease of installation, optical appearance, ease of cleaning and low cost maintenance. On the other hand slip accidents are a major source of injury in Europe. The floorings industry is therefore challenged to develop flooring with improved slip behaviour under varying environmental conditions (humidity caused by rain or cleaning can reduce friction dramatically). Besides there is often a conflict of interest between decreasing slipperiness and maintaining ease of cleaning because conventional approaches to reduce slipperiness imply the macroscopic roughening of the surface resulting in the collection of dirt (problem in hospitals). With new standards and testing methods harmonised in Europe this problem becomes more prominent, requiring substantially new and innovative approaches to address the problem by the flooring industry, like material suppliers, coating technology manufacturers, flooring installers, cleaners and companies developing testing methods. SlipSafe involves the key players in the industry in an integrated bottom-up approach. Based on fundamental studies of the tribological phenomena of slip under varying environmental conditions, SlipSafe will develop new intelligent material formulations and processes to gain control of the interface between flooring and shoe. New technologies will allow the use of these new materials in flooring manufacturing as well as in an after-treatment process to renew existing or worn out floorings with anti-slip properties. A key aim is to at least double service life and to allow easy cleaning. An important factor will be development of a new testing method, allowing monitoring of slipperiness as a function of the wear of installed flooring material.