Details are limited, but Infiniti has said that the Q50 Eau Rouge ‘draws inspiration for aerodynamic design from the technical collaboration between Infiniti and four-time Formula One World Champions Infiniti Red Bull Racing.’
To that end, although the Eau Rouge looks similar to the regular Q50 saloon, all of the major bodywork components have been redesigned with aerodynamics in mind. In fact, Infiniti has announced that only the roof and door profiles remain unchanged from the production Q50.
What’s more, the new bodywork is manufactured from carbon fibre, further reinforcing the link between the concept and F1 technology.
At the front, the Q50 Eau Rouge has a deep, sculpted carbon fibre front bumper with huge air intakes and integrated daytime running lights. Although there’s no word as to what powers the car, the bonnet now features a pair of sleek air vents.
At the side, there are carbon fibre side sill skirts, plus a carbon blade behind the front wheels to help smooth the flow of air down the side of the car.
The roof and door mirror casings are also made from carbon fibre, while the concept also features some intricate 21-inch lightweight forged alloy wheels that hide some pretty hefty looking Brembo brakes.
Infiniti has also confirmed the car has a dual-exit sports exhaust and an integrated rear spoiler and diffuser.
The Q50 concept was styled by Infiniti’s design team, led by Executive Design Director Alfonso Albaisa, who said: “From our shared passion for performance with Infiniti Red Bull Racing grew a collective desire to produce a vision of what a high-performance Infiniti Q50 could look like.”
“The design has a number of distinctive Formula One inspired touches. In particular, the sculpted front wing assembly and the rear aerodynamic packaging take their cues from the RB9 race car,” added Albaisa.
The car’s public debut will be at the Detroit Motor Show. However, Infiniti has created a special online microsite at unveil.infiniti.com, where the car will debut earlier.
This is the new Peugeot 308 SW, which boasts 610 litres of boot space – that’s bigger than the Golf and SEAT Leon estates – and one particularly frugal engine that emits just 85g/km of CO2.
The 308 SW is based on the same platform as the 308 hatchback, which has allowed Peugeot to shed 140kg from the kerbweight of the outgoing SW. Its dimensions are about 30cm longer than the hatch but the design doesn’t stray too far from the formula laid out by that car, including the claw-design wraparound taillights, and a bold, rising crease down each side.
As well as its outright spaciousness, Peugeot has fitted the 308 SW with seats that fold flat with a single pull of a lever in the boot, as well as a completely flat boot floor. That’ll help you slide in big, heavy items.
The engine range includes a 1.6-litre BlueHDi diesel, whose CO2 emissions of 85g/km are a match for the hybrid Toyota Auris Touring Sports. Other engines will include the 2.0-litre BlueHDi, boasting 148bhp, and a turbocharged three-cylinder 1.2-litre engine, available with up to 128bhp.
The interior benefits from Peugeot’s new i-Cockpit approach, which sees most models getting a large 9.7-inch colour touchscreen in the centre console, through which most of the major functions are controlled. And this new Peugeot 308 SW is more spacious trunk on back.
The 308 SW will debut at the Geneva Motor Show in March, before a spring 2014 release date. A starting price hasn't been announced but expect the 308 SW to kick off at around £16,000.
That’ll buy you an entry-level Access model but Active, Allure and Feline trims are also on the cards. Even the most basic models will come pretty well equipped, though, with LED rear lights, LED running lamps, cruise control, air-con and Bluetooth.
Apa yang anda ketahui tentang Jalan Sabang? Yup it’s culinary tasting in One Place! Berdekatan dengan Jalan Thamrin, Jakarta Pusat, Jalan Sabang terkenal sebagai salah satu pusat kuliner di Jakarta Pusat. Di sepanjang jalan ini terdapat restoran, dan cafe yang selalu dipenuhi para penikmat kuliner terutama pada saat jam makan tiba.
Bila malam tiba, Jalan Sabang menjadi tempat kuliner yang bukan lagi hanya milik restoran dan cafe namun juga warung makan kaki lima yang membuka tenda-tenda mereka. Dengan begitu, suasana malam hari di Jalan Sabang ini yang merupakan kawasan perkantoran menjadi begitu hidup.
Warung-warung tenda berdiri memenuhi sisi-sisi jalan. Belum lagi bila saat weekend tiba, sudah tidak aneh kalau sering terjadi kemacetan di Jalan Sabang ini. Keberadaan warung tenda ini begitu menggoda untuk didatangi saat perut terasa lapar atau untuk sekedar kongkow-kongkow. Cruising di Jalan Sabang dengan ditemani All New Ford Ecosport pasti jadi pusat perhatian.
Mungkin beberapa warung tenda yang ada menawarkan menu yang sama. Misalnya nasi goreng, mie ayam, sate, bakso, dan makanan seafood. Tetapi dengan cita rasa yang berbeda tentunya.
Nasi goreng gila di Jalan Sabang, Jakpus.
Salah satu yang mencuri perhatian adalah tenda warung makan bernama “Nasi Goreng Gila”. Dari kejauhan, terlihat kursi-kursi warung tenda diisi oleh beberapa orang yang sedang bersantap.
Begitu menyantap ada sedikit efek pedas yang meletup di mulut. Mungkin siapa pun yang pernah mencicipi di dalam hatinya akan bergumam, “gila!” Makanya disebut nasi goreng gila.
Kopitiam Oey Jalan Sabang, Jakpus.
Kopitiam alias “warung kopi” yang tidak sekedar menyajikan kopi enak, tapi juga makanan berat yang benar2 menggugah selera. Seperti mie kepiting, spaghety tuna, sate, gado gado merupakan menu2 favorit yang dipilih tamu di restoran ini.
Masih banyak lagi bermacam-macam kuliner yang terdapat di Jalan Sabang yang tidak cukup untuk diceritakan panjang lebar disini. Bantu saya dengan Cara Vote dengan klik LIKE di link ini https://ecosportdiscoveries.co.id/discovery/jalan-sabang/ LIKE dengan akun Facebook atau Sign Up di website tersebut. Sekian dan terima kasih sebelumnya for Lovely Votenya..See u on the street!
The standard 2015 GT-R is slightly toned down, but it’s not as though the automaker chiseled off the supercoupe’s hard edges. Think of them instead as sanded down by microns, an ever-so-slight reversal of course enabled by the fact that there now exists the baddest-ass Godzilla the world has ever seen: the new GT-R NISMO.
As for that “softening,” it isn’t necessarily a bad idea to tame the all-wheel-drive supercoupe a bit. Remember that current GT-R customers are advised they needn’t take their car to the dealer because of the uncouth noises it makes.
Here’s what’s different for the non-NISMO car: The suspension gets new spring rates, revalved shocks, a softer, hollow 34-mm front anti-roll bar, and bushings that are softer in the vertical plane. New tires—measuring 255/40-20 up front and 285/35-20 at the rear, and still branded as Dunlop SP Sport Maxx GT 600 DSST CTTs—have stiffer sidewalls and are said to be not so much softer as more compliant.
In fact, “compliance” might be the overarching theme of the 2015 GT-R. Nissan engineers admit they found many circumstances in which a slightly squishier suspension could be just as effective, and possibly more so, on pavement that’s less than dead smooth; as they put it, “a more compliant suspension means more traction on a wider selection of roads.”
For reference, the bogies in this regard were the Porsche 911 and various Mercedes AMG models. Nissan added more sound-deadening material as well as a Bose noise-canceling program for the sound system, all the better to quiet the cabin. It hasn’t been turned into anything close to an anechoic chamber or anything, but it will be a little more livable for long hauls and should improve the quality of those mechanical sounds that still filter through to occupants’ ears. For all the chassis changes in the 2015 GT-R, there are few visual differences, mainly, new headlamps lit via LEDs and some minor materials changes inside. (Read more about the 2015 GT-R.)
And Now for Something Completely NISMO
Of course, the GT-R NISMO heads in the opposite direction. The aim was to set a Nürburgring Nordschleife lap record for what Nissan calls “volume production cars,” the word “volume” allowing the maker to disavow the production-car crown recently grabbed by Porsche’s limited-run 918 spyder at 6 minutes 57 seconds. That is not to take anything away from this wicked GT-R, however, which ran around the Ring in 7 minutes 8.679 seconds when fitted with special track options the company will sell to whoever ponies up enough cash. (Nissan promises you’ll be able to own a GT-R like the lap car for less than $200,000.)
The NISMO receives more power—595 horsepower and 481 lb-ft, up from 545 and 463—thanks to better breathing and larger turbos lifted from the GT-R GT3 race car. Bilstein DampTronic shocks with new Track, Race, and Race Plus modes are used all around, as are stiffer springs. New front links increase caster trail and both straight-line and cornering stability. Dunlop supplies stickier 255/40-20 front and 285/35-20 rear tires, and beefier bolts have been employed in the wheel-hub attachment area to stiffen the assembly. Out back is a hollow, 17.3-mm anti-roll bar, and the entire structure of the NISMO version is stiffened by a claimed eight percent using more adhesive bonding to complement additional seam welds.
Outside, the NISMO’s front end and side sills receive red trim, and there are wider six-spoke wheels. More aesthetic wattage comes courtesy of the car’s aggressive aero package that includes a reshaped front fascia, a new rear fascia, and a burly rear wing—all of which conspire to increase downforce by, it’s said, more than 220 pounds at 186 mph. Nissan’s stated coefficient of drag, however, remains the same as that of the base GT-R, at 0.26.
Like the original Sport Quattro, the concept weighed just 1300kg, thanks to its aluminium spaceframe and carbon construction. Like the Sport Quattro, it was a shortened version of an existing car – in this case the RS5 coupe. And like the original Quattro, the 2010 concept ran a five-pot turbo, sending 402bhp and 354lb ft to all four wheels. Sadly, that concept never got green-lighted.
Now the Sport Quattro is back, but this yellow coupe is a very different beast, the longest, heaviest yet. Measuring 4602mm, it’s 322mm longer than 2010’s concept, and 550kg heavier at 1850kg too. The reason? It’s based on an RS7, whose rigidity and strength were deemed more suitable than an RS5’s.
The powertrain is another stark break from the five-cylinder past: this Sport Quattro is a plug-in hybrid. The concept takes the RS7’s twin-turbo 4.0-litre V8, complete with cylinder shutdown and the stock 552bhp and 516lb ft, but integrates an electric motor. It develops 148bhp and 295lb ft and sits between engine and eight-speed automatic. Together, the two powerplants generate a healthy 690bhp and a whopping 590lb ft of torque.
Fed by a compact lithium-ion battery that stores 14.1kWh, the e-motor is good for up to 30 emission-free miles, driving all four wheels at all times. Charging the plug-in hybrid through a bespoke wallbox is said to take less than two hours.
There are three driving modes to choose from: Electric, Hybrid and Sport. In Electric mode, the performance is modest, but as soon as you depress the accelerator past a deterrent, the V8 fires up. The Hybrid programme taps the GPS for real-time data like traffic, topography and route selection, and it’s possible to drive certain pre-selected sections in zero-emissions mode, and to charge the batteries on the move to save enough electric range to silently glide the final stretch home.
All well and good, but as the name says, surely this car is all about sport? Well, you’ll be glad to hear that Sport mode does unlock maximum performance, with the V8 and the batteries teaming up to devastating effect. With the energy pack fully charged and the throttle nailed to the firewall, the reincarnated Quattro nukes the 0-62mph sprint in 3.7sec. Top speed is an equally impressive 189mph. Fuel economy is a highly theoretical 112.9mpg, with 59g/km of CO2, though these calculations do not include the energy consumed in home-charging the batteries. In truth, you’ll do well to see a quarter of that stratospheric mpg figure.
Although the Sport Quattro concept is loosely based on the RS7’s architecture, the passenger cell is made of a bespoke, cast-alloy structure reinforced with high-strength steel panels. The doors, wings and roof are aluminium, the bonnet and tailgate are baked from thinwall carbonfibre. It’s a proper four-seater too, rather than a cramped 2+2 like the original. Don’t bank on packing for four, though: the boot holds only 300 litres, since it also houses the battery pack.
The chassis is pure RS7: MacPherson strut front axle, multi-link rear, Dynamic Steering, Sport differential, carbon-ceramic brakes, rear-biased four-wheel drive. Ensuring maximum traction, the magnesium wheels are shod with 285/30 ZR21 tyres all-round.
Once more designed by the team under Wolfgang Egger, this Sport Quattro is not as crisp and minimalistic as the 2010 concept. But it has more muscle than Pumping Iron: low roof, 2784mm wheelbase, 1964mm width, very short overhangs… The nose is dominated by the single-frame grille and two sizeable vents – the future face of Audi sports cars – bookended by large headlamp clusters peppered with LEDs. Capable of casting a 500 metre-long light cone, the fully adaptive lights automatically adjust to traffic, weather, type of road, speed and driving environment. The rear pillar is trademark Quattro, slanting almost all the way to the rear lamps, as is the retro black panel between the taillights.
Advanced aerodynamics have shaped the design. There’s a prominent composite front splitter, a DTM racer-style rear apron, and a motorised spoiler that rises from the tailgate above 50mph. Louvres in the bonnet speed up the engine cooling, air breathers in the wings ventilate the wheel arches.
The dash is said to mimic a glider’s wing. Above it runs a contrasting wraparound band that picks up the window switches and door latches. The cabin consists of a carbonfibre cradle that extends like a double-tub from the transmission tunnel to the sills. The front seats are wildly contoured race buckets with folding backrests and integrated head restraints. Behind the fixed rear seats, there’s a reinforcing crossbrace.
The button-festooned steering wheel is said to set the pattern for future Audi sports cars. Another innovative element is the digital instrument panel complemented by a large head-up display. At the push of a button, the driver can choose between different 3D graphics. Race mode shows a large rev counter, a stopwatch and, if required, a variety of track-related real-time data. The air-conditioning controls are integrated directly in the vents where you can individually adjust temperature, intensity and distribution.
Now for the €200,000 question – will Audi build the Sport Quattro? That’s the price ceiling for the car, if it goes into low-volume production. There’s talk of 2000 to 3000 cars being assembled over a couple of years, starting in late 2016. With the USA, China and Germany being the key markets, don’t expect right-hand drive. Audi is yet to start on the business case, but if it does get the nod, the halo coupe would almost certainly be built at the Böllinger Höfe facility of Quattro GmbH, home of the DTM racers and the Le Mans cars. Other ways to make the numbers add up would be to add 1500 or 2000 Sport Quattro roadster versions, and perhaps a pricier GT model which would double the electric motor’s output to 300bhp.
So, that’s Sport Quattro take three. Or should that be, take four. As late as summer 2013, the Sport Quattro was a different beast. Faster overall, quicker off the mark, almost 300kg lighter, in short a simpler, go-faster RS7. But when Ulrich Hackenberg took over as Audi R&D chief, he feared it could look a dinosaur, facing down the BMW i8 and Porsche 918 Spyder in the Frankfurt show halls. So the plug-in hybrid element was added.
New Ford Fiesta RS promises agressive bodykit and 230bhp
According to Ford insiders, our favourite hot hatch could be about to get hotter. Auto Express has been told that an extreme Ford Fiesta RS is still in the product plan, along with a Focus RS, but Ford is busy researching the business case before it commits to production.
With all the praise heaped upon the Fiesta ST, an even more extreme version is an exciting prospect – and our image reveals how it could look. The pumped-up wheelarches and aggressive bodykit mark out the newcomer, while the RS would most likely be powered by the 1.6-litre turbo from the ST – albeit with power upped from 179bhp to around 230bhp.
Using this engine will also ensure a link between the road model and the RS-badged Fiesta WRC car. Expect to see suspension upgrades, bigger brakes and additions such as a front axle limited-slip diff.
The RS models tend to arrive at the end of a car’s lifecycle, and with the Fiesta only recently facelifted and still selling well, Ford’s in no rush to replace it.
If the company can make the business case work for a Fiesta RS, expect to see it on the road in around 2015, carrying a price tag in the region of £23,000.
The first Fiesta RS was previewed at the 2004 Geneva Motor Show as a concept, but never made it to production. It was canned when Ford bosses couldn’t make it financially viable in Europe - RS sales are always high in the UK, but take-up on the continent is much smaller.
Thanks to the success of the Fiesta it now seems that the super hot hatch is a possibility again. It will have a stripped-out cabin featuring racing-style seats, lightweight materials throughout and lots of RS detailing.
It could even be quite economical for a performance car, thanks to low weight and a small-capacity turbo engine.
Get used to hearing the Motorola name though as it's come out from the shadows with all guns blazing. The Moto G is a 4.5-inch smart phone with a 720p resolution, a 1.2GHz quad-core processor, Android 4.3 Jelly Bean, a 5-megapixel camera and -- prepare yourself for this one -- a mind-blowingly cheap price of £135 SIM-free. Motorola's Moto G is excellent value for money, with a great screen and loads of power.
Motorola reckons that the phone is water resistant too. Moto says you can take a call in the rain without fearing for the phone's life, which is pretty helpful here in grey Britain. It's not submersible though, so don't take it in the shower and definitely don't take it swimming.
As well as the buttons, the edges of the phone are home to the 3.5mm headphone jack and a micro-USB port charging the phone and for transferring data between it and a computer.
There's no SD-card slot either so you're not able to expand it. If you download lots of big games like Real Racing 3 or store lots of music locally then you'll blow through 8GB of space pretty quickly, so I highly advise opting for the 16GB model.
If you only really use a smart phone for calls, texts, tweeting and checking Facebook, then even 8GB of space will be sufficient. While it's a shame not to see more storage available, its super low price means I have to forgive it a little.
As a sweetener though, the Moto G snags you can extra 50GB of Google Drive cloud storage, on top of the 15GB you'll already have for free. That's a great amount of storage, but you will need to have an Internet connection to use it and it won't help you in installing large apps to your phone.
The Moto G's 4.5-inch screen has a 1,280x720-pixel resolution, which is a very impressive amount of pixels for such a cheap phone. It gives it a pixel density of 326 pixels per inch, which is the same as the iPhone 5S's retina display -- but the Moto G costs £414 less. It's the same resolution too as last year's Nexus 4, but the Moto G is marginally sharper as it packs the same number of pixels into a tighter space.
Sure, it doesn't have the Full HD bragging rights of phones like the Samsung Galaxy S4, HTC One or Sony Xperia Z1, but for most people, that resolution -- not to mention the sheer size of the screens -- is probably just overkill. Side by side, I doubt you'd notice a huge difference between those phones and the Moto G, at least not for everyday tasks. Icon edges are crisp, high-resolution photos and videos look sharp and small text in Web pages is easily readable.
Resolution aside, the screen is very impressive. It's bright, and its colours are enjoyably rich and bold, without looking oversaturated. It's more than good enough to handle high-definition games and movies on Netflix.
GENERAL 2G Network GSM 850 / 900 / 1800 / 1900 CDMA 800 / 1900 - CDMA version 3G Network HSDPA 850 / 900 / 1900 / 2100 CDMA2000 1xEV-DO - CDMA version SIM Micro-SIM Announced 2013, November Status Available. Released 2013, November
BODY Dimensions 129.9 x 65.9 x 11.6 mm (5.11 x 2.59 x 0.46 in) Weight 143 g (5.04 oz)
DISPLAY Type IPS LCD capacitive touchscreen, 16M colors Size 720 x 1280 pixels, 4.5 inches (~326 ppi pixel density) Multitouch Yes Protection Corning Gorilla Glass 3
DATA GPRS Yes EDGE Yes Speed HSDPA, 21 Mbps; HSUPA WLAN Wi-Fi 802.11 b/g/n, Wi-Fi hotspot Bluetooth Yes, v4.0 with A2DP, LE USB Yes, microUSB v2.0, USB Host
CAMERA Primary 5 MP, 2592Ñ…1944 pixels, autofocus, LED flash, check quality Features Geo-tagging, touch focus, face detection, HDR, panorama Video Yes, 720p@30fps, stereo sound rec., HDR, check quality Secondary Yes, 1.3 MP
FEATURES OS Android OS, v4.3 (Jelly Bean), upgradable to v4.4.2 (KitKat) Chipset Qualcomm Snapdragon 400 CPU Quad-core 1.2 GHz Cortex-A7 GPU Adreno 305 Sensors Accelerometer, proximity, compass Messaging SMS(threaded view), MMS, Email, Push Email, IM Browser HTML5 Radio FM radio GPS Yes, with A-GPS support and GLONASS Java Yes, via Java MIDP emulator Colors Black (front panel), 7 color options (back panel) - SNS integration - Google Drive (50 GB storage) - Active noise cancellation with dedicated mic - MP3/AAC+/WAV/Flac player - MP4/H.263/H.264 player - Organizer - Photo viewer/editor - Document viewer - Google Search, Maps, Gmail - YouTube, Google Talk, Picasa - Voice memo/dial - Predictive text input
BATTERY Non-removable Li-Ion 2070 mAh battery Stand-by Talk time Up to 24 h
MISC SAR US 1.17 W/kg (head) 1.06 W/kg (body) SAR EU 0.79 W/kg (head)
The Ace 3 packs a 4-inch display with an 800x480-pixel resolution, a 1.2GHz dual-core processor, Android 4.2.2 software, 4G connectivity and a 5-megapixel camera.
Its 4.5-inch screen is sharper and looks better than the Ace 3's, its quad-core processor provides a smoother operation and at £135 SIM-free, it's two-thirds the price of the Ace, too. The Moto G outperforms every other budget phone available right now.
The Ace 3 does have a trick up its sleeve though. It has 4G connectivity, allowing for super-fast data downloads -- the Moto G is 3G only. If data speeds are important then the Ace 3 is worth looking at, otherwise, you'd be much better off checking out the Moto G.
It has 8GB of built-in storage, of which 5GB is available to use -- the rest is taken up by the operating system and large amount of bundled Samsung software. There's a microSD card slot though, letting you expand the storage to make room for all your music, videos and apps.
The 4-inch display has an 800x480-pixel resolution which is very much at the lower end of what I'd expect to see, even on a budget phone. It's here in particular that the Ace really falls behind the Moto G. The G's 4.5-inch display has a 1,280x720-pixel resolution, which makes icons and small text look crisp and clear.
The Ace 3's display isn't anywhere near as crisp. For Facebook and Twitter it'll cope fine, but small icons in games like Asphalt 8 looked fuzzy and unpleasant. It's reasonably bright and its colours aren't awful, although they do have a slightly cold colour cast. The G's colours are much more impressive however, as are its viewing angles.
Also known as:
Samsung Galaxy Ace 3 3G GT-S7270
Samsung Galaxy Ace 3 LTE GT-S7275
Samsung Galaxy Ace 3 GT-S7272 with dual sim card support
GENERAL
2G Network
GSM 850 / 900 / 1800 / 1900 - all versions
3G Network
HSDPA 900 / 2100 - GT-S7270, GT-S7272
HSDPA 850 / 900 / 2100 - GT-S7275
4G Network
LTE 800 / 900 / 1800 / 2600 - GT-S7275
SIM
Optional Dual SIM (Micro-SIM)
Announced
2013, June
Status
Available. Released 2013, July
BODY
Dimensions
121.2 x 62.7 x 9.8 mm (3G) / 121.2 x 62.7 x 10 mm (LTE)
Weight
115 g (3G) / 119.5 g (LTE) (4.06 oz)
DISPLAY
Type
TFT capacitive touchscreen, 16M colors
Size
480 x 800 pixels, 4.0 inches (~233 ppi pixel density)
Accelerate your entire workflow
The NVIDIA® Quadro® 6000 professional graphics solution is a true technological breakthrough, delivering up to 5x faster performance across a broad range of design, animation and video applications¹. Built on the innovative NVIDIA Fermi architecture, the Quadro 6000 is the first professional-class GPU to integrate high performance computing capabilities with advanced visualization techniques, transforming modern workflows.
Featuring new Scalable Geometry Engine™ technology, Quadro can deliver an unheard of 1.3 billion triangles per second, shattering previous 3D graphics limitations². With Quadro solutions, your work flows -- you can design, iterate and deliver higher quality projects in less time.
The revolutionary Quadro GPU architecture
Modern applications harness the latest NVIDIA® CUDA™ parallel processing architecture of the Quadro 6000 solution to deliver performance gains up to 8x faster when running computationally intensive applications such as ray tracing, video processing and computational fluid dynamics. For high-precision, data-sensitive applications, Quadro 6000 is the only professional graphics solution with ECC memory and fast double precision capabilities to ensure the accuracy and fidelity of your results. From medical imaging to structural analysis applications, data integrity and precision is assured, without sacrificing performance.
Visual Supercomputing Platform
Quadro 6000 is not only a graphics processor; it drives an entire visual supercomputing platform, incorporating hardware and software that enables advanced capabilities such as stereoscopic 3D, scalable visualization and 3D high-definition broadcasting.
Supercharged professional applications
NVIDIA professional software technologies, from CUDA software to application acceleration engines, combined with Quadro, accelerate applications from companies such as Adobe, Autodesk, Real-time technology TT, Dassault Systemes, Bunkspeed and many more.
GPU Features
Next-Generation NVIDIA® CUDA™ Architecture
Breakthrough NVIDIA CUDA parallel computing architecture, code named Fermi, tightly integrates advanced visualization and compute features delivering performance that greatly accelerates professional workflows.
NVIDIA® Scalable Geometry Engine™
Dramatically improves geometry performance across a broad range of CAD, DCC and medical applications, enabling you to work interactively with models and scenes that are an order of magnitude more complex than ever before.
Fast 64-Bit Floating Point Precision
Industry’s fastest double precision floating point performance enabling accurate results on mission-critical applications, including computer-aided-design, finite element analysis to computational fluid dynamics.
Framebuffers up to 6 GB of GDDR5 Memory with Ultra-Fast Bandwidth
Industry’s first GPU with 6 GB of memory and memory bandwidth of 144 GB/sec for display of large models and complex scenes, as well as computation of massive datasets.
Error Correcting Code (ECC) Memory
Meets strict requirements for mission critical applications with uncompromised computing accuracy and reliability for workstations. Offers protection of data in memory to enhance application data integrity.
NVIDIA® Parallel DataCache™
Supports a true cache hierarchy combined with on-chip shared memory. L1 and L2 caches drive exceptional throughput, accelerating features such as real-time ray tracing, physics and texture filtering.
NVIDIA GigaThread™ Engine
Provides up to 10x faster context switching compared to previous generation architectures, concurrent kernel execution, and improved thread block scheduling.
Dual Copy Engines
Enables the highest rates of parallel data processing and concurrent throughput between the GPU and host, accelerating techniques such as ray tracing, color grading and physical simulation.
Fast 3D Texture Transfer
Fast transfer and manipulation of 3D textures resulting in more interactive visualization of large volumetric datasets.
Hardware 3D Window Clipping
Hardware accelerated clip regions (data transfer mechanism between a window and the frame buffer) improve overall graphics performance by increasing transfer speed between color buffer and frame buffer.
Unified Driver Architecture (UDA)
The NVIDIA UDA guarantees forward and backward compatibility with software drivers. Simplifies upgrading to a new solution because all Quadro products work with the same driver software.
¹ Performance increase measured running ViewPerf 11 on a Quadro 6000 v. Quadro FX 5800 equipped workstation.
² Raw throughput number calculated by graphics processing clusters, GPU clock rate, and triangle throughput.
Image Quality
Full-Scene Antialiasing (FSAA)
Up to 64x FSAA (128x with SLI) dramatically reduces visual aliasing artifacts or “jaggies,” resulting in unparalleled image quality and highly realistic scenes.
GPU Tessellation with Shader Model 5.0
Quadro Tessellation Engines automatically generate finely detailed geometry, for cinematic quality environments and scenes, without sacrificing performance.
16K Texture and Render Processing
The ability to texture from and render to 16K x 16K surfaces. Beneficial for applications that demand the highest resolution and quality image processing.
NVIDIA High Precision High Dynamic Range (HDR) Technology
Sets new standards for image clarity and quality through floating point capabilities in shading, filtering, texturing, and blending. Enables unprecedented rendered image quality for visual effects processing.
Display Features
High-Quality Display Connectors
Attaches to ultra-high-resolution panels producing phenomenal photorealistic image quality from a range of display connectors. Through the GPU support for two active connectors including, dual-link DVI-I with up to 3840 x 2400 @ 24Hz, DisplayPort with up to up to 2560 x 1600 @ 60Hz, or HDMI from a cable.
30-Bit Color Fidelity
30-bit color fidelity (10-bits per color) enables billions rather than millions of color variations for rich, vivid image quality with the broadest dynamic range.
NVIDIA® Quadro® Digital Video Pipeline
Quadro Digital Video Pipeline is the industry’s only GPU-accelerated solution for real-time acquisition, processing, and delivery of high-resolution SDI video, across traditional and now 3D video broadcast environments. Supports uncompressed 8-, 10-, 12-bit SDI via optional Quadro SDI Capture and Quadro SDI Output cards.
NVIDIA® Quadro® G-Sync Solution
The Quadro G-Sync option card is an advanced solution that ensures frame synchronization between GPUs and provides a way to synchronize to an external source (also known as house sync). G-Sync allows advanced visualization systems to utilize many projectors or displays in unison delivering unprecedented levels of realism and betters ways to collaborate.
NVIDIA® 3D Vision Pro™
3D Vision Pro includes advanced active shutter glasses delivering crystal-clear stereoscopic 3D visualization for the most immersive experience. RF technology enables a range of environments ranging from collaborative work spaces to theaters. 3D Vision Pro solution sold separately.
OpenGL Quad Buffered Stereo Support
OpenGL Quad Buffered Stereo offers professional applications the capability of smooth and immersive 3D Stereo experience.
Professional 3D Stereo Synchronization
Enables robust control of stereo effect through a dedicated 3-pin mini-din connection between the graphics card and 3D stereo hardware.
Software Support
Programming the CUDA Parallel Computing Architecture
General purpose GPU computing using standard programming languages like C/C++ and Fortran, and emerging APIs such as OpenCL and Direct Compute. This broad adoption of CUDA is accelerating techniques like ray tracing, video and image processing, and computation fluid dynamics.
Cg Programming
Programmable GPU leverages Cg high-level, open-standard shading language to enable the creation and integration of real-time photorealistic effects into 3D models, scenes and designs.
Microsoft® Windows® 7 Support
Take advantage of all the new and compelling features included with Windows 7, delivering unprecedented application performance, advanced visual realism, and premium reliability with superior application compatibility on mobile and desktop workstations.
Shader Model 5.0 Programmability
Infinite length vertex programs and dynamic flow control remove the previous limits on OpenGL and DirectX shader programs, delivering sophisticated effects never before imagined.
NVIDIA Graphics API Extensions
NVIDIA provides a set of extensions to standard graphics APIs for Linux and Windows, enabling applications to take maximum advantage of state-of-the-art GPU capabilities.
NVIDIA Application Acceleration Engines Support
Supercharge application performance and capabilities with highly optimized software modules, including SceniX™, OptiX™, and CompleX™, for advanced creative and investigative possibilities.
Industry Standard
Compatible with Industry Standard Architectures
Compatible with Microsoft and Linux operating systems, as well as Intel and AMD x86 32- and 64-bit microprocessor architectures.
Ultra-Quiet Design
Acoustics lower than 28db for an ultra-quiet desktop environment.
NVIDIA® SLI® Multi-GPU Technology
NVIDIA® SLI® Technology
NVIDIA SLI technology leverages multiple GPUs to dynamically scale graphics performance, enhance image quality, expand display real estate and assemble a fully virtualized system. Available on Quadro SLI certified platforms only.
NVIDIA® SLI® Multi-OS
NVIDIA SLI Multi OS allows a user to run multiple Windows or Linux workstation applications from a single system, with each Operating System directly assigned to a Quadro graphics solution. Only available on SLI Multi-OS certified platforms.
NVIDIA® SLI® Mosaic Technology
NVIDIA SLI Mosaic Technology enables transparent scaling of any application, tear-free across up to four display channels, including support for 4K projection, while delivering full performance from a single SLI certified workstation. Available on Quadro SLI certified platforms only.
NVIDIA Quadro 6000
GPU Spec
NVIDIA Quadro GPU Quadro 6000
CUDA Cores 448
Form Factor 4.376” H x 9.75” L / Dual Slot
Display Support
Dual Link DVI-I 1
DisplayPort 2
# of Digital Outputs 2
# of Analog Outputs 1
Stereo (3-pin Mini-DIN) Yes
Maximum Display Resolution Digital @ 60Hz 2560x1600
Active Display Channels 2
3D Vision/3D Vision Pro V
Feature Support
Shader Model 5.0
OpenGL 4.0
Microsoft DirectX 11
SLI Multi-OS Technology V
SLI Mosaic Technology V
NVIDIA CUDA Architecture V
SDI Option V
G-Sync Option V
SLI Frame Rendering Support V
NVIEW Display Management Software V
FSAA (maximum) 64x (128x with SLI)
Number of Slots 2
Thermal and Power Specs
EnergyStar Enabling Yes
Maximum Power Consumption 225 W
The Polo competes with the Suzuki Swift, Honda Jazz and Hyundai i20 majorly. Initially powered by 1.2-litre petrol and diesel engines, the Polo couldn’t give out sufficient performance to match its capable chassis and left the buyers wanting for more. Volkswagen then launched the Polo GT TSI and GT TDI recently and the GT TSI is powered by a 1.2-litre turbocharged petrol engine and the GT TDI is powered by a 1.6-litre diesel engine which is the same as the one in the Vento TDI.
Prototypes for the Polo facelift were spotted in Spain last year and now a sighting has also taken place in China. According to auto.ifeng.com, this car will enter enter production in China in the first half of 2014 and will feature new EA211 series engines. While replacing the old EA111 engines with new ones does make sense, the same report goes on to say these new engines will be 1.4-liter and 1.6-liter ones with 5-speed and 6-speed manual gearboxes. A quick check of the Chinese website reveals the Polo is sold there with a 105 hp 1.6L and 90 hp 1.4L, not the 1.2 TSI engines used to offer the same output over in Europe.
European buyers should get brand new engines as well, especially since the Polo's claimed fuel consumption is lagging behind its competitors, partly because if doesn't come with auto Stop/Start. Cosmetic changes for the 2014 Polo are very limited and include new front and rear bumper. The headlights and taillights are the cheaper versions for emerging markets, so we can't really tell you what to expect there.
It has been four years since the Polo was launched in our market and Volkswagen gave it a minor update in 2012 and that included few cosmetic changes like the addition of a couple of new colours, new alloy wheels and blacked-out headlights. Maruti is soon going to provide a minor update to the Swift and Volkswagen needs to keep up and hence the Polo would be given another update in mid-2014 since there is some time before the next generation Polo comes out.
Going by the pictures, it is obvious that the update is very minor. The front loses out the chrome grille which is replaced by a black grille. The radiator grille has also been re-designed. No other visible changes on the front. The side loses out the fender mounted turn-indicators and they would be integrated into the ORVMs.
The rear will remain unchanged. The design of the alloy wheels will also be the same but Volkswagen might choose to offer them in black colour and this would make the Polo look sportier than it already is. There would be no mechanical changes to the petrol model. The Polo GT TSI comes with a 7-speed DSG transmission (DQ200) which is known to be problematic and it is also found on the Vento TSI, Skoda Superb 1.8 TSI and Skoda Octavia 1.8 TSI. The Polo GT TDI comes with an manual gearbox.
However Volkswagen will launch a new 1.5-litre diesel engine replacing the 1.2-litre and 1.6-litre diesel engines. This engine in the Polo will help Volkswagen get excise duty benefits which the 1.6-litre TDI motor doesn’t enable.
Volkswagen had also launched the Cross Polo but that was an instant dud. Since there are very few changes in the 2014 facelift Polo, the price would remain largely unchanged and if it all the prices are hiked, it would be very marginal. However we can expect a price decrease on the Polo GT TDI due to the excise duty savings.
Based on VW's production cycle, the Polo facelift should stay in production at least until 2016, at least in emerging markets. However, rumors suggest a new Polo will be ready for 2015.
The competition in 150-250cc segment is getting tougher day by day. Recent reports says,Suzuki is planning to unveil the Suzuki GSX 150R soon in the market. It will have similar look with the front end super bike GSX-R1000.
A full-faired bike with 4-valves, liquid-cooling, fuel-injection and a 6-speed transmission is what the GSX150R will be. Suzuki has been known for making lively engines and crafting immaculate ergonomics for rider comfort.
Unconfirmed reports also suggest that the GS150R’s faired version is also on its way to rival the Yamaha FZ/Fazer siblings. A Suzuki that would take shape of a mini GSR1000R will be welcomed wholeheartedly which is already seen with other Japanese rivals of Suzuki.
In fact, Suzuki will finally be praised by the enthusiasts who are looking for something even more extraordinary than the current options.
Sport bike 250 cc single cylinder Kawasaki 's latest has dimensions slightly smaller than his brother Ninja 250 two cylinders.
Sport bike that carries new Kawasaki 250 cc single-cylinder engine ready to pave . Not just one , but two versions prepared Kawasaki for new kid on the street. There are also fairing version and naked version.
Yes like a Ninja 150 2 stroke which also has two versions. Old Kawasaki 2 stroke 150SS for the naked ninja 150RR and a more sporty with a full fairing.
Likewise with sport 250 cc single cylinder 4 stroke that rumor is projected to be a substitute for the Ninja 150 2 stroke. Fairing version obviously will carry the name Ninja.
In photos leaked to the public and is taken from the warehouse PT Kawasaki Motor Indonesia ( KMI ) is clearly look slimmer. Headlamp is only one and a sharp angle to make it look thinner.
At the tail design is not much different from the Ninja 250 two -cylinder that has been circulating on the streets. Stacking models and tapered seat in the back.
Casting wheel also has a design that is not much different. Similar forms of the crossbar, but the width of the rim and tire size may be smaller.
Crosswind Stabilisation is one in the long list of safety features found in the Mercedes Benz S-Class. Its an addition to the Active Body Control (ABC) and the stability control systems. As its name suggests this feature keeps your vehicle on it's intended path during crosswinds which is known to cause your vehicle to unintentionally drift.
Whenever a gust of wind hits your vehicle while travelling at certain speeds (usually highway speeds) the wind applies more force or weight to the suspension of one side of your vehicle This inequality of force on one side pushes your vehicle in the direction the wind is travelling and this push can send the vehicle in another lane or off the road.
There are sensors in the S-Class that detects the crosswind in mere milliseconds and utilizes systems such as the yaw rate and stability control to provide counter measures and keeps the S-Class on its intended path. The sensors are constantly operating but only apply the crosswind stabilisation at speeds of 50mph and above.
The sensors for crosswind stabilisation detects the inequality of force on the air suspension of the S-Class on the left or right side of the vehicle during certain circumstances when crosswinds affects cars the most. High speed cornering also creates an inequality of weight on the suspension as explained in the anti roll bar webpage but the sensors will not act on this.
Crosswind Stabilisation is a new feature that was introduced on the 2006 (W221) S-Class and so far has remained exclusive to the Mercedes Benz marque. Crosswind stabilisation is standard on the S-600 and is an option on the rest of the S-Class line up.
