To Make Future Cars Simple and Painless Nissan Interaction Design Team Suffers

– Unique interior-concept prototype developed from painstaking research –

TOKYO (February 27, 2009) – It is almost painful to watch Nissan designer Naoki Yamamoto get out of a test car. To understand the challenges aging drivers face, the 39-year-old interaction specialist is encased in a proprietary “aging suit” that gives him the mobility and faculties of a driver twice his age. “Sure, it’s uncomfortable,” Yamamoto says, “but to really understand a problem you have to feel it in your bones.”

At an “Interaction Design Workshop” today at the Nissan Design Center in Atsugi, Japan, Yamamoto demonstrated to reporters one of many methods Nissan’s Interaction Design team employs in a continuing effort to make future car interiors easier to understand and more comfortable to use.

Interaction design covers all aspects of the interface between people and cars. How do we understand which knob does what – and how it’s supposed to work? Where do we expect to find it? How can one design meet the diverse needs of people big and small, strong and weak all over the planet? And how does the experience make people feel?

Feelings – emotional responses to what people see, touch, hear and smell in a car – are absolutely critical to the success of any design. Feelings are also inherently and frustratingly subjective – which is why quantifying and analyzing them is among the paramount tasks of interaction design. For example, how much resistance feels right when turning a knob? What makes leather feel richer than a synthetic alternative?

Careful observation is vital, and Nissan’s interaction designers spend countless hours looking for signs of awkwardness as people interact with their vehicles. When not physically uncomfortable – as wearing the “aging suit” – the work can be mind-numbing. “Some days we watch hours and hours of video of different people doing the same thing,” says Associate Chief Designer Etsuhiro Watanabe says. “But the biggest challenge is figuring out what to look for.”

Sometimes the remedy can be ridiculously simple – like putting a small arrow by the fuel gauge so rental-car drivers don’t have to get out to see which side the tank is on.

But as on-board electronic functions proliferate, interiors become ever more complex and the need for interaction design becomes acute. So in 2005 Nissan created the Interaction Design Team to ensure logic and simplicity are not sacrificed. This move represents a key “Life on Board” initiative in Nissan’s four-fold technology strategy. (Safety, Environment and Dynamic Performance are the other three.)

“We’re a small team relative to the whole Nissan Design deparment,” Watanabe says. “But consistent with what we call ‘the Nissan Way’ we work cross-functionally with other teams in Design, Engineering, Product Planning, Marketing and Sales as well as Purchasing. It’s hard to know exactly what competitors are doing, but we suspect we’re among the leaders in our field. And our results are quickly incorporated in new products.”

Centerpiece of today’s workshop was BUI-2 – as in, “Best Usability Interior” – second-stage prototype of a unique interior concept incorporating leading-edge ergonomic features developed from the Interaction Design team’s research efforts.

Until you open the door, BUI-2 looks any other current-model Nissan Note. Even once behind the wheel, the interior layout feels so logical and familiar it takes a moment to feel surprised by what you find.

“That’s exactly the reaction we want,” Watanabe says. “What you see as you get behind the wheel should be instantly understandable and reassuring. You shouldn’t need a manual to know what to do next.”

The steering wheel itself is the first thing you notice: a compact oval that impedes neither knees nor sightlines to the instrument panel. With spokes linked to the steering column at 4:30 and 7:30 (as on a clock face) fingers find a comfortable grip at 3 and 9 o’clock (the Nissan-recommended posture). And yet palms find no resistance as they slide around the wheel when turning.

Hands need not leave the wheel at 3 and 9 o’clock as all controls on the steering-wheel hub – such as audio and cruise control – are within easy thumb’s reach. The left index finger can just as easily operate an electronic gearshift paddle at 10 o’clock. As the eye intuitively follows the finger, gear selections are sensibly displayed right next to the paddle.

Once the car begins to move, the eyes need never travel far. All drive-critical information is clearly displayed within the driver’s field of vision, between the top of the steering wheel and the road ahead. Video screens at left and right of the main cluster show what’s happening at the front bumper corners with sightlines so natural you might think they were windows. And glare is never an issue thanks to displays shaded by an arched dash.

Peripheral controls such as onboard navigation, climate control and mirror adjustment are laid out with equally intuitive logic: immediately visible, comprehensible and right where you would expect them.

Nowhere is the interaction challenge greater than with two functions that have frustrated generations of car designers: “ingress” and “egress.” Getting in and out of a car is physically awkward – especially for today’s older and larger users. But the Nissan team’s methodical approach is yielding results.

“Egress,” getting out of a car, is a complex, multi-step process that involves pulling a small handle, pushing a large and necessarily heavy door, sliding legs sideways, then using arms and legs in an effort to step out and down at the same time.

Nissan’s Interaction Design team has focused on the first steps in this process.

“Watch how different people grasp the same door handle,” Watanabe told workshop participants viewing a research video. “Men wrap fingers round the latch and push the door out with their elbows. Women use one hand for the latch and push with the other. People approach left and right side doors differently.”

“What we observed,” Watanabe continued, “is that since fingers approach the latch from several different angles, it has to be ergonomically efficient no matter how you grasp it.”

That insight led to the team’s simple but elegant oyster-shaped latch design used in BUI-2, and already incorporated in the new Fairlady Z and Nissan Cube.

Going a step further, the team realized users needed a better grip when swinging the unlatched door. That led to an easy-to-grip molded ridge running along the inside of each door parallel to the bottom of the window. Just below the latch is a sculpted knob that can be grasped to swing the door open or shut.

In the ongoing struggle for ease of egress, the Interaction team’s latch, ridge and knob comprise a significant advance that will quickly benefit customers.

“Sometimes our painstaking efforts may not be obvious to the customer,” says Watanabe. “But our work is very gratifying when we’re able to make life on board better for Nissan’s customers.”

Source: Nissan News

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To Fulfill Nissan’s Environmental Philosophy Nissan Launched Green Program 2010

Nissan Motor Co., Ltd.’s (NML) mid-term environmental action plan, Nissan Green Program 2010 (NGP 2010), is designed to fulfill Nissan’s environmental philosophy of “symbiosis of people, vehicles and nature” and contribute to a sustainable mobile society. NGP 2010 is specifically focused on reducing CO2 emissions both from Nissan products as well as from day-to-day corporate activities.

Nissan is focused on three core areas related to the environment: reducing CO2 emissions; reducing exhaust emissions; and accelerating recycling efforts.

Highlights of Nissan Green Program 2010 include:

• Incorporating CO2 reduction as one of the key management performance indicators.
• Launch a “three-liter car” with a target of 2010; a gasoline-fueled car that runs 100 kilometers on three liters of fuel.
• Expand availability of Flexible Fuel Vehicles (FFV) within the next three years.
• Launch a Nissan electric vehicle early in the next decade.
• Develop an original Nissan hybrid vehicle targeted for launch in FY2010.
• Accelerate development of plug-in hybrid technology.
• By 2010, reduce CO2 emissions from global manufacturing plants by 7% (per unit) compared to 2005.

“The Nissan Green Program 2010 provides a transparent view of Nissan’s future commitments to all aspects of environmental management,” said Toshiyuki Shiga, Chief Operating Officer, NML. “Nissan Green Program 2010 has been designed to address immediate challenges as well as creating the foundation towards a long-term sustainable business model.”

Source: Nissan Press Release

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Nissan Motor Co. Starts Vehicle Testing of New Fuel-Cell Technology

TOKYO (February 25, 2009) — Nissan Motor Co., Ltd. announced today that it has started testing a vehicle with a next-generation fuel-cell stack.

Announced in August, the new fuel cell unit is 25% smaller than the previous model and provides 1.4 times the power output, 130Kw against 90kw before. With half the amount of platinum in its electrodes and a more durable catalyzer, it will also last longer and be less expensive to build.

Working toward commercial introduction of the fuel-cell stack, Nissan began onboard testing in late 2008, and in February this year started cold-weather testing at its Hokkaido Proving Ground.

Nissan will show the technology at FC Expo 2009*, one of the world’s largest fuel-cell exhibitions, scheduled for Tokyo Big Sight February 25-27.

The next-generation fuel-cell stack is part of a range of eco-friendly technologies that Nissan is pursuing under Nissan Green Program 2010, a plan focused on developing new technologies, products and services leading to real-world reductions in CO2 emissions, cleaner emissions, and expanded recycling of resources.

Source: Nissan Press Release

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Audi R8 TDI Le Mans Concept : Powerful and Elegant

Audi is presenting a revolution in the top class at the Geneva Auto Show 2008 – the first 12-cylinder diesel engine in a high-performance roadgoing sports car. The V12 TDI with a displacement of six liters powers a concept car based on the Audi R8. This unit generates a huge 500 hp and 1,000 Newtonmeters of torque.

Powerful and elegant
The R8 TDI Le Mans bodywork is painted in “brillant red” and looks even wider and more resolute than the core model. It shows its potential through its muscular proportions, accentuated wheel arches and even larger air apertures. The rhombus-pattern cover on the air inlets and outlets is the hallmark of Audi’s sporty top models and a familiar feature of the current RS generation.

Large glass roof
One new aspect is the glass roof of the passenger compartment with two large transparent sections. These, together with the glazed engine compartment behind, create a radically new formal element. The unmistakable NACA duct in the middle of the roof is a functional detail that is normally reserved for racing cars. Its ingenious shape accelerates the air drawn in here for the two cylinder banks of the V12 TDI engine.
Innovative LED technology

The LED taillights of the Audi R8 TDI Le Mans have a three-dimensional look that can’t be missed. But the absolute highlight is the all-LED headlights of the study vehicle. With their lenses and reflectors, not only do these innovative light sources have a ground-breaking appearance, they also have an enormous functional advantage: LED light, with its color temperature of 6,000 Kelvin, resembles daylight much more closely than xenon or even halogen light.

Ergonomic and elegant
The interior’s design is as sporty and exclusive as the exterior: the characteristic element here is the monoposto – an expansive arc running around the steering wheel and instruments, connecting the driver to the car. The interior consequently picks up on the dynamism of the R8 TDI Le Mans and gives it tactile expression in a form that is accessible the moment you climb in.

Efficient Performance
The roadgoing version of the new V12 TDI is built at the Györ plant, in Hungary. And the Audi R8 TDI Le Mans still has a massive 500 hp on tap. The 83.0 mm bore and 91.4 mm stroke produce a total displacement of 5,934 cc. At only 684 mm long, this large diesel engine is very compact and just 166 mm longer than the V8 TDI. This compact length is key to accommodating the V12 in the mid-engined Audi R8.

Innovative injection technology
The two new dual-piston high-pressure pumps build up a pressure of up to 2,000 bar in the rails. The high pressure distributes the mixture optimally throughout the combustion chamber. The result is that the ignition process is faster, more homogeneous and more acoustically refined. The more efficient combustion process also increases power output, cuts consumption and reduces pollutant emissions.

Two turbochargers
The two turbochargers are located on the outside of the engine’s V and generate up to 2.6 bar of boost pressure. They play a crucial role in producing the huge torque of 1,000 Nm that the V12 TDI maintains from 1,750 rpm to 3,000 rpm. In developing 368 kW (500 hp), the diesel achieves a specific output of 62.0 kW (84.3 hp) per liter displacement.
Clean top athlete

The Audi R8 TDI Le Mans already fulfills the Euro 6 emissions standard. The heart of the system is a special catalytic converter downstream of the oxidizing catalyst and the particulate filter. The second component in the system is an additional tank containing an aqueous urea solution. Small quantities of the solution, known as “AdBlue,” are injected into the exhaust system. The hot exhaust gases break the solution down to form ammonia that splits the nitric oxides into nitrogen and water.

Source: Audi News

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Audi Sportback Concept: A New Trend in the Automobile Market

Audi is unveiling the Sportback concept show car at the 2009 North American International Automobile Show. With systematic refinements to the brand’s characteristic design elements, the five-door model offers a glimpse at the Audi’s future design vocabulary. With its pronounced coupé-like silhouette and large rear hatch, the 4.95 m long (16.24 ft), 1.93 m wide (6.33 ft) and only 1.40 m high (4.59 ft) vehicle is boldly progressive for the luxury class.

A new trend in the automobile market
Since its introduction in 2004, the concept of the Sportback has established itself in the compact class. The success of the A3 Sportback has exceeded even the expectations of its makers – far more customers choose the four-door model with the large rear hatch than its three-door sibling.

But it is far more than two additional doors that sets the A3 Sportback apart from the base model. It is characterized by the sporting elegance of a coupe, the versatility of a five-door model, sophisticated technology and pronounced sportiness – driving dynamics in a new guise.

It also offers even more space and variability thanks to a tail end that is a total of 54 millimeters (2.13 in) longer that of the three-door model.

The launch of the first production Sportback marked the second time that Audi started a new trend in the automobile market. The development of the first Avant models in the seventies laid the foundation for a new class of automobiles far beyond the matter-of-fact utility of the classic station wagon. The marked accentuation of a futuristic and dynamic design, high-quality equipment and extreme variability have been the distinguishing features of every Audi Avant from the very beginning.

The Audi Sportback concept show car is now rolling up to the starting line with a dual mission: As suggested by the name, it symbolizes the Sportback principle in its purest form in the combination of elegance, sportiness and variability.

And the show car also signals the company’s determination not to limit Sportback versions to the compact segment. As previously indicated by the Audi A1 Sportback concept – the star of the 2008 Paris Motor Show – the brand with the four rings is going to dramatically expand the number of Sportback models on the market.

Design: Monolithic clarity

The design of the Audi Sportback concept is characterized by an almost monolithic clarity and a vast reduction of the number of lines. The roof, shoulder and sill lines appear to have been drawn with a single stroke. The window strip of the coupé with its four frameless doors was kept pronouncedly flat. Viewed from the side, the softly contoured wheel wells over the 10-spoke, 21-inch wheels reinforce the impression of the precisely defined surfaces of the body.

The shoulder area

One feature familiar from the two-door Audi A5 coupé is even more boldly accentuated here: The markedly horizontal shoulder area emphasizes the orientation of the vehicle body to the road. This effect is further reinforced at the front and rear by the broad, flat LED light units. The shape of the almost fragile-looking side mirrors is inspired by the upturned tips – the “winglets” – of modern jet wings.

A new interpretation of the single-frame grille

The show car also offers a new interpretation of the single-frame grille. The decision not to use vertical struts and the low overall height emphasize the sporty basic proportions of the vehicle front. Also particularly striking is the modified outer contour of the single-frame grille as also featured on the A1 Sportback show car. The flattened top edges lower the visual center of gravity and provide a striking look for the front end.

The aerodynamically designed air intakes under the headlights function as air deflectors which guide the required cooling air precisely into an intake duct. They have the stylistic effect of accentuating the impression of width.

The tail of the show car is also evidently related to the A5 coupé. The high top edge of the rear hatch gives rise to a strikingly clear surface below the rear lights.

A sporty nature

The low separating edge and the horizontal lines – another characteristic feature – underscore the width and therefore the sporty nature of the Audi Sportback concept. The four tailpipes integrated into the body and an air deflector in the diffuser insert are cues borrowed from the sportscar sector.

Puristic interior

The interior design is tidy and downright purist yet elegant at the same time. The large glass roof underscores the width and feeling of spaciousness. In the driver-oriented cockpit, the air vents, instrument cluster and retracting MMI monitor are outlined by a filigree aluminum border.

As with the exterior, the interior is characterized by the emphasis on horizontal lines and large surfaces. Especially the wide center console – stretching from the dashboard to the back – seems to be a pure expression of function.

Retractable MMI system

The flat display of the MMI system is realized as a retractable system in the show car. When the ignition is activated, it extends horizontally from a slot above the central air register before moving in an elegant arc into a vertical, easy-to-read position.

The high quality of the materials and manufacturing-level fit and finish are obvious when looking around the interior of the Audi Sportback concept and when touching the surfaces. The interior trim is almost completely in leather: from the headlining, dashboard, doors and the entire seat upholstery all the way through to the trunk, with the leather stitching underscoring the vehicle’s design language. The large wood trim strips on the instrument panel, center console and doors are machined from oak blockboard and sport a delicate horizontal pattern of light and dark lines.

With its surfaces of piano lacquer and brushed aluminum, the MMI control unit also adds to the exceptional exclusivity of the interior. The attention to detail even extends to the door opener: Its shape is a nearly perfect reflection of the distinctive lines of the small rear side window – giving the interior and exterior formal unity.

A premium-class touring car

Four sporty seats await the driver and passengers. The diamond-shaped stitching of the leather surface is reminiscent of a classic GT tradition. Shoulder, head and leg room are reminiscent of a premium-class touring car. With a volume of 500 liters (17.66 cubic feet), the trunk is generously sized and is also appointed with high-quality materials.

Drivetrain: Significantly reduced emissions

The developers at Audi chose the world’s cleanest diesel technology as the unit best befitting the Audi Sportback concept show car. The six-cylinder 3.0 TDI clean diesel is equipped with a system for the effective reduction of nitrogen oxides. The diesel engine development engineers at Audi have combined an entire package of innovative measures for this latest TDI generation: The piezo common rail system with an injection pressure of 2,000 bar, highly efficient exhaust gas recirculation and optimized turbocharging result in significantly reduced raw engine emissions. One of the highlights are the combustion chamber sensors that enable even more precise regulation of the combustion processes in the engine – this is the first time that such sensors have been installed on any engine in the world, marking yet another Audi innovation.

Comprehensive emission control system

The status of the new-generation TDI as the definitive clean-running, high-tech diesel is sealed by the downstream exhaust emission control system, which reduces emissions by up to 90 percent. The system uses AdBlue, a biologically degradable, waterborne additive that is injected in small amounts upstream of the DeNOx catalytic converter. In addition to the catalytic converter, the exhaust emission control system comprises the metering module, the AdBlue tank and heated lines, as well as an extensive system of sensors. The additional oxidizing catalytic converter and the highly efficient, regulated diesel particulate filter round off the comprehensive emission control system.

Thanks to their extremely low emission levels, these modern direct-injection diesel engines can be put into service anywhere in the world, even in the U.S. state of California, which has the world’s most stringent emissions limits. Compared with the fleet average of the gasoline engines typically found in the U.S., the TDI boasts a fuel-efficiency advantage of up to 40 percent. The diesel technology thus makes a greater contribution than any other type of engine to reducing the consumption of fossil fuels. Audi will offer this engine in the U.S. and Europe beginning in 2009.

Powerful TDI

As in the U.S. version of the Audi Q7 3.0 TDI, the V6 also produces 165 kW (225 hp) and 550 Nm (405.66 lb-ft) of torque in the Audi Sportback concept. Power is transferred to the wheels via Audi’s most modern transmission: the new 7-speed tiptronic. The quattro permanent all-wheel-drive system ensures that the torque generated by the powerful TDI is also converted effectively into propulsion and dynamism under any conditions.

Weighing just 1,800 kilograms (3,968.32 lb) and with a drag coefficient of 0.30, the coupe will accelerate from 0 – 100 km/h (62.14 mph) in less than seven seconds and reach a top speed of 245 km/h (152.24 mph).

Extensive efficiency-optimizing measures

The Audi Sportback concept’s average fuel economy according to the European ECE standard is only 5.9 liters of diesel per 100 kilometers (39.87 US mpg), and its CO2 emissions no more than 156 g/km (251.06 g/mile). These sensationally low figures for a large model have been achieved by extensive efficiency-optimizing measures.

For example, this model’s electromechanical power steering only consumes energy when the steering is turned, not when driving in a straight line.

The TDI engine features an innovative temperature management system. When the engine is warming up, part of the coolant flow is diverted – another way to improve efficiency, since it helps the engine to warm up quicker. This means significant practical savings, because many journeys are fairly short. The fuel pump also runs only when there is a demand for fuel, and therefore uses less energy.

The 7-speed S tronic transmission is a very efficient unit with a wide spread of gear ratios. For the first time, it has been equipped with transmission oil heating, so that it reaches its intended operating temperature much earlier and therefore has a lower level of internal friction.

When coasting, the Audi Sportback concept – like the Audi A4 and Audi Q5 production models – recuperates energy. This boosts the output of the alternator and is used to charge the battery. This energy, which in effect costs nothing to recover, is fed back into the vehicle’s electrical system when needed. An automatic start-stop system shuts the TDI engine down to save energy, for instance when waiting at a traffic signal.

And when it is on the move, tires optimized for low roll resistance cut fuel consumption significantly without incurring any disadvantages in the performance area.

Driving Dynamics: A dynamic character

The Audi Sportback concept show car took the basic architecture and many components of its suspension from the brand’s latest and most successful model family: the very dynamic A4/A5 model series. The dynamic suspension sets standards here, as well, combining precision and dynamism with high stability and superior poise. The suspension mountings, steering, wheels and brakes have been developed for top performance and numerous aluminum components are used to keep unsprung masses to a minimum.

Optimal distribution of weight

The new five-link front suspension makes a major contribution to the car’s dynamic character. By moving the differential further forward and the clutch further back, the design engineers were able to reposition the front axle 154 millimeters (6.06 inches) further forward. The result is an optimal distribution of weight between the front and rear axles.

The front suspension is made up of five links per wheel – a support link and a control arm at the bottom and two control arms at the top. The fifth link – the track rod – connects the steering box and the pivot bearing. All these links are made of forged aluminum, ensuring low unsprung masses, ultra-precise wheel control and a high level of crash safety. The anti-roll bar fabricated from a high-strength tube saves additional weight. The backbone of the rear axle is a subframe with high flexural and torsional rigidity.

If sporty handling is to be combined with a high standard of ride comfort, the unsprung masses must be kept as low as possible. Audi has pursued this approach for all the rear-axle components. The upper control arms and the track rods are of forged aluminum. Their high rigidity ensures that toe and camber angles change very little when dynamic forces act on the wheels.

Adaptive damping

The CDC (continuous damping control) shock absorbers, similar to those that Audi already uses on the luxury Q7 SUV with air suspension, are twin-tube, gas-filled hydraulic units with an additional external valve and connecting pipe. Their operation can be continuously varied.

An electromagnetically energized, proportional-action valve regulates the flow of hydraulic fluid between the inner and outer damper tubes. A smaller flow cross-section makes the damping characteristic firmer, a larger one makes it softer.

The control unit applies adaptive operating characteristics within the mode the driver has chosen via Audi drive select. It adapts to match the driver’s driving style and the road conditions. Even from the comfort mode, the shock absorbers can be switched in an instant to a firm setting if desired, though not to the absolute limit. They are fitted in conjunction with sports suspension springs, which still provide a good level of ride comfort, even off-road.

The control unit selects the optimum damping force for the current driving situation, for instance firmer damping to prevent body roll and pitch when cornering fast or braking, or lower damping force where the surface under the wheels is hard and uneven.

Electromechanical steering

The show car marks the first time that Audi has used electromechanical steering in a car with a longitudinal engine. Its primary advantage is that, unlike conventional power steering systems, it only consumes energy when actually steering. On average, this means a fuel saving of 0.2 liters per 100 kilometers, depending on driving conditions.

The electromechanical steering of the Audi Sportback concept also enables the coupling with the parking steering assistant for fully automatic steering when parallel parking.

Ceramic brakes

The Audi Sportback concept is equipped with ceramic brakes on all four wheels for effective deceleration even under the most demanding conditions. Compared with conventional steel disks, ceramic brakes not only last four times longer, up to 300,000 kilometers (186,411 miles), but also offer high resistance to fading. The significant reduction in weight also leads to advantages in terms of comfort and handling, thanks to reduced unsprung masses.

On the front axle, 380-millimeter (14.96-inch) ceramic disks are fitted in combination with 21-inch wheels. The rear disks have a diameter of 356 millimeters (14.02 inches). The elaborate cooling duct geometry of the ventilated brake disks ensures optimal cooling of the brake disks. Firm grip on the brake disk is guaranteed at the front by 6-piston monobloc aluminum brake calipers, and at the rear by floating-caliper brakes.

Source: Audi News

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Top-Level Multimedia and Communication: The Next Generation MMI from Audi

• Introducing a new generation of the market’s best system
• Even higher performance and easier operation
• First appearance stateside in the all-new Audi Q5

HERNDON, Va., Jan 28, 2009 - Audi is increasing its lead in infotainment technology even further. A new generation of the MMI, the supreme solution for multimedia, communication and operation, has been announced. With a high-capacity hard disk, a DVD drive and an automotive grade NVIDIA™ chip for graphics processing, it is much more versatile and its performance is higher than ever before. The new MMI’s first appearance will be in the all-new Audi Q5.

New joystick control- The basic operating principle has been retained, but the innovative joystick makes it even more convenient. This joystick is located on the central knob and can be moved in eight directions within the navigation map screen – with high precision and the sense of quality that the Audi driver expects. For example, now you can easily navigate to a location on the screen and just point and click for directions.

New Display- For the new MMI, Audi has provided a large TFT display measuring seven inches from corner to corner. It is located in an ergonomically favorable position high up on the center console.

With the very high resolution of 800 x 480 pixels and LED backlighting, this monitor supplies an exceptionally sharp image with plenty of contrast. Even in poor light conditions, the colors are intense and the text is crisp.

3D map displays-The driver can choose between the conventional two-dimensional view and the new 3D images. These modes feature a birds-eye perspective of the map area, with plenty of carefully presented detail including real-time traffic information, and while in 3D orientation, the various topographies are shown throughout the entire US. Another new feature is that the outlines of buildings in many major cities are displayed to help with orientation while navigating. Additionally, the most important buildings in large cities appear in near-authentic-detail, as well as several branded point-of-interest icons.

Vocal Input- If the driver uses voice input to load a destination into the navigation system; this can now be done without spelling out the individual letters. The new MMI understands complete words in a number of languages.

The same applies to the new high-performance telephone directory, which can store up to 2,000 entries each with five numbers for each user. The telephone is even more convenient to use with the new MMI. Additionally a speech-to-text engine is used so you no longer have to create voice tags for every name in your directory. A digital voice processor ensures the best hands-free quality; while voice outputs are through the car’s sound system.

Music and Entertainment: the DVD drive-The new MMI has an integral drive for video DVDs; the new joystick function on the control knob is especially practical for this, as it enables you to quickly navigate title menus and screen selections. When played back with the optional sound systems, DVD soundtracks can be heard in Dolby Digital 5.1 multi-channel sound and other frequently used formats. For safety reasons, the picture is only displayed when the car is standing still. The system also plays music from CDs and SD cards, including those coded MP3, AAC and WMA.

Additional technical modules have made the MMI even more attractive. The optional Audi Music Interface makes a perfect connection with an mp3 player, for instance the customer’s iPod. The complete menu structures and contents appear on the MMI display, and control is at the MMI terminal or the multifunctional steering wheel.

The Sirius Radio display has also been updated on the new MMI. Without interrupting music, or changing stations, users are now able to preview the artist and track title on other Sirius stations.

MMI Tech- One of its key components is the hard disk; 10 GB of its 40 GB capacity can be used as a jukebox, to store up to 2,000 tracks, all sorted for easy access. The hard disk also contains navigation data and an electronic logbook for the car.

Two processors, an 800 MHz chip and a 500 MHz digital signal processor, allow all applications – navigation, voice input, telephone and audio functions – to operate simultaneously. Using the 3D graphics processor from Californian 3D chip manufacturer NVIDIA™ gives the MMI access to the third dimension. Audi has used this chip’s outstanding performance with graphics for the first time to provide a genuine 3D map display – a ‘digital topographical model’. With this processor, the screen display sets new standards with its attractive display layout, high resolution, and presentation quality, smooth animation and cross fading.

Source: Audi Press Release

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Audi R8 V10 - is the aftereffect of accumulative ability from Audi’s cord of Le Mans victories

Audi is ablution the next alternative of its top-of-the-line model. With the R8, the cast has accustomed itself at the beginning of high-end sports cars from the actual alpha – and now come the R8 V10. Its 5.2-liter, ten-cylinder engine churns out 386 kW (525 hp) and 530 Nm (390.91 lb-ft) of torque, which makes for amazing performance. With above Audi technologies such as Quattro all-wheel drive, the failing aluminum body, the avant-garde all-LED headlights, and its arresting design, the R8 V10 takes pole position adjoin the competition.

The R8 V10 is the aftereffect of accumulative ability from Audi’s cord of Le Mans victories. Its by itself aspirated engine combines antagonism technology such as dry sump lubrication with FSI gasoline absolute injection. The ten-cylinder architecture is the absolute amalgam for absorbing top performance, boss affairs power, and low weight. Starting in 2009, this engine will as well prove its abeyant on the world’s racetracks – in the new R8 antagonism car Audi is developing for chump teams in acclimation with the GT3 rules.

The V10 engine in the assembly sports car will be about identical in architecture to the one in the antagonism version. Its displacement is 5,204 cc, at 6,500 rpm it delivers 530 Nm (390.91 lb-ft) of torque, at 8,000 rpm its ability acme out at 386 kW (525 hp).

The specific ability achievement is 100.9 hp per liter of displacement – and anniversary hp has to actuate alone 3.09 kilograms (6.91 lb) of weight, because the Audi R8 V10 in the adaptation with the six-speed chiral gearshift weighs alone 1,620 kilograms (3571 lb). The engine accounts for 258 of these kilograms (569 lb) – that’s alone 31 kilos (68 lb) added than the V8. The Audi R8 5.2 FSI Quattro rockets from ought to 100 km/h (62.14 mph) in 3.9 seconds. In the adaptation with the sequentially alive R tronic it alcove 200 km/h (124.27 mph) in addition 8.1 seconds. Even again its active ability hardly lessens: it’s acceptable to ability a top dispatch of 316 km/h (196.35 mph). The immense force, the carelessness and the advance of the acceleration, additional the complete of the engine – all these impressions adhere into a amazing sports car experience. The V10 plays a concert with glottal bass tones and able top notes, which grows into a affected fortissimo as the engine revs up. This aureate dispatch doesn’t ability its absolute until 8,700 rpm.

The 5.2-liter power plant uses absolute bang according to the FSI assumption developed by Audi. An accepted abuse arrangement injects the ammunition into the agitation accommodation with up to 120 bar of pressure. Absolute bang reduces the susceptibility to animadversion and provides a assertive bulk of cooling through the dehydration of the fuel, which in about-face supports a top compression arrangement of 12.5:1. This in about-face contributes to above achievement and improves ammunition economy. The R8 V10 with R tronic gets by on an boilerplate of 13.7 liters per 100 km (17.17 US mpg).

The abstruse refinements of the long-stroke ten-cylinder engine cover dry sump lubrication, which allows the engine to be army low aural the chassis. The advanced butt bend of 90 degrees as well makes for a low centermost of gravity. The crankcase is a high-strength aluminum-alloy casting produced in a circuitous process. The abutting rods are fabricated of artificial steel, the pistons of aluminum. The four camshafts are chain-driven and anniversary is adjustable through 42 degrees. This provides abundant breadth in authoritative the valve timing. In aggregate with the straight, flow-optimized ducts of the assimilation manifold, this improves the allegation throughout the absolute acceleration range.

The R8 5.2 FSI Quattro has a six-speed transmission. A absolute and smooth-shifting chiral comes as accepted equipment. The consecutive R tronic is accessible as an option. The high-tech gearshift conveys an accurate antagonism feel – with the rocker switches at the council caster and the abbreviate alive times of usually beneath than one-tenth of a second. If the disciplinarian actuates the Launch Control affairs by acute a button, the R8 V10 takes off in a angry quick-start with electronically controlled annoy blooper – both with the R tronic and with the chiral transmission.

A accidental agency to the advanced advance in absorption and active assurance of the Audi R8 V10 over the antagonism is Quattro all-wheel drive – it’s the above technology abnormally for a high-performance sports car. Four-powered auto get added anchor than two. They accredit the disciplinarian to footfall on the gas eventually if advancing out of a curve. It’s not alone the absorption that benefits, but as well the axle dynamics and the stability.

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As web browser why should we upgrade internet explorer 6 or migrate to other web browsers

Internet Explorer 6 (IE6) is a pretty old fashioned and much slower than other web browsers like Firefox, Opera, Google Chrome etc. This includes going from web page to web page, starting up the web browser, and downloading files from the web to your computer or laptop. Speed is very important if you like being able to do many things in a short period of time. This could be checking the weather report before traveling. Whatever it is speed is a key factor.

We can’t use internet explorer 6 in a tabbed interface mode, where other browsers have this feature. Except internet explorer 6, other web browsers places newly opened Web sites in a separate tab within the same browser window. This feature hugely decreases clutter on Windows taskbar. But in Internet Explorer, we have to open a browser window; a new icon appears in your taskbar. If we open twelve browser windows, and our taskbar will quickly fill by these twelve browsers. You can invoke a windows XP feature to collect icons from the same program to cancel taskbar clutter.

If we want to see the source code of any webpage then internet explorer opened it on notepad which do not highlights the tags and properties in different colors and weights, where other web browsers open source code on separate window or tab with this highlighting feature.



Internet explorer 6 does not support many features of modern webpage design methodologies. As an example, a modern web designer design a web template with very exciting and nice features using latest techniques and methodologies and then tested the template with Firefox, Opera, Safari etc. and find everything works perfect and feel satisfied of his job. But it became nightmare when he tested the template in internet explorer 6, because many features are nor worked and also showed the template odd looking. This is why many web developers blocked visitors to visit his website contents, if the visitor use internet explorer 6.

I think these are the sufficient reasons for upgrade our default web browser from internet explorer 6 or migrate to other faster web browsers like Firefox.

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2010 Cadillac CTS Sports Wagon: Cadillac’s Renaissance Takes a New Form

Dramatically Designed Alternative to Larger Vehicles Makes Debut at Pebble Beach

PEBBLE BEACH, Calif. - Amidst the beauty and history of the Pebble Beach Concours d’Elegance, Cadillac treats car enthusiasts to a world premiere of its latest production-car design. The 2010 Cadillac CTS Sport Wagon makes its debut this weekend on the Monterey Peninsula, showcasing a dramatic design that elevates and updates the classic wagon body style.

Not unlike many historic Cadillac designs, the new CTS Sport Wagon is an unmistakable and dynamic presence. The car’s intricately cut rear profile injects fashion-forward design into the formerly utilitarian world of wagons. Cadillac’s upcoming wagon offers ample interior space and includes a range of six-cylinder engine choices, making it a compelling alternative to larger utility vehicles.

Based on the hot-selling CTS sport sedan, and a sister vehicle to the CTS Coupe Concept, the Sport Wagon extends the design-driven renaissance of Cadillac. Following this special premiere at Pebble Beach, the CTS Sport Wagon moves to the worldwide auto show circuit this fall - and into to Cadillac dealerships in spring 2009.

2010 Cadillac CTS Sports Wagon Image Gallery:


“The addition of this dramatically-designed Sport Wagon is well synchronized with today’s changing consumer tastes as a compelling alternative to SUVs or other larger vehicles,” says Jim Taylor, Cadillac general manager. “This is an important step in Cadillac’s ongoing global expansion, and of course in international markets like Europe, wagons have been and continue to be very significant.”

A striking profile is created with the CTS wagon, with a silhouette that suggests speed and aerodynamic efficiency. It rides on the same 113.4-inch (2,880-mm) wheelbase as the CTS sport sedan and is 0.3-inch (7 mm) shorter. However, it offers a generous cargo area of 25 cubic feet (720 liters) behind the rear seats. Design highlights include:

• Signature V-shaped deck and tailgate motif
• Large, vertical taillamps with light-pipe technology
• Power-opening liftgate (via key fob or in-vehicle button)
• CHMSL integrated in subtle roof spoiler
• Integrated roof load management system with cross bars for a seamless appearance
• Cargo management system with adjustable in-floor containment
• New 19-inch wheels
• Larger available panoramic rear sunroof

The CTS Sport Wagon, like its sedan predecessor, includes available features such as all-wheel drive, a 40-gigabyte internal hard drive, pop-up navigation screen and a hand-cut-and-sewn interior with Sapele wood accents.

“The CTS Sport Wagon is an important expansion to the Cadillac lineup worldwide,” said Taylor.
Design Details

Dramatic planes highlight the CTS wagon’s design, including a V-shaped motif carried throughout the vehicle and carefully integrated intersections of exterior surfaces. The elements coalesce in a dramatic fashion, creating tension that emphasizes the vehicle’s performance.

“It’s a taut design that not only suggests sleekness, but delivers it,” said Clay Dean, global design director for Cadillac. “Indeed, the drama of the sedan is amplified in the CTS Sport Wagon, as the centerline cue that is part of the exterior and interior is more prominent and plays a stronger role in defining the design at the rear of the vehicle.”

The emotion of the CTS Sport Wagon’s design is carried by a number of nuanced details. The liftgate area, for example, is a confluence of angles and planes that typifies the vehicle’s design tension. Cadillac’s “V” motif is most prominent here, culminating in a spine at the center of the liftgate that is accented with a subtle spoiler at the top of the backlight. The rear quarter panels extend slightly beyond the inward-angled planes of the V, creating a distinctive W shape at the rear of the vehicle. Large, prominent vertical taillamps - with Cadillac’s signature light pipe technology - are the final, dramatic touches to the rear-end styling.

“The more you study the rear of the CTS Sport Wagon, the more you see,” said Dean. “Functionality was certainly a guiding factor during development, but so was the idea to inject emotion into the normally sedate wagon category.”

One of the more interesting integrations of form and function is found in the seamless roof load management system. Rather than stylized stanchions, brackets and cross bars that protrude above the roof line, the CTS Sport Wagon’s system blends with the roofline, maintaining an uninterrupted appearance. The center section of the roof panel angles downward inside the roof edges, allowing an unobtrusive placement of the cross bars - and creating a subtle fin effect at the trailing edges of the rear panels.

“They’re not fins in the classic sense, but they work to help disguise the cargo load system and, yes, they acknowledge Cadillac’s design heritage,” said Dean.

The interior of the Sport Wagon is common with the much-acclaimed sport sedan, including streamlined instrumentation, LED lighting and hand-cut-and-sewn accents with French stitching.
Powertrains

Direct injection technology helps the CTS offer more power while maintaining fuel economy and lowering emissions. It delivers fuel more precisely to increase the efficiency of combustion. This means less fuel is consumed and lower emissions created.

With the CTS Sport Wagon’s 3.6L V-6, direct injection translates to 304 horsepower (227 kW)*, no loss of fuel efficiency and a 25-percent drop in cold-start hydrocarbon emissions. It also runs on less expensive regular unleaded gasoline. The Sport Wagon’s fuel economy is expected to be similar to the peak rating of the existing sport sedan’s 26 mpg highway rating. The standard 3.6L VVT engine that produces 263 horsepower (196 kW) and 253 lb.-ft. of torque (343 Nm) serves as the base engine in North America.

Just like the CTS sport sedan, the V-6 engines are matched with fuel-saving six-speed transmissions, including an Aisin six-speed manual or an electronically controlled Hydra-Matic 6L50 six-speed automatic. As is the case on the sport sedan, CTS Sport Wagon includes AWD as an option.

An efficient 2.9L turbo-diesel engine is being developed for CTS models primarily in European and Asian markets. It is a compact, dual overhead cam, four-valve V-6 engine from GM’s family of diesel engines that delivers optimal fuel economy as well as reduced emissions and noise. The engine is rated at 184 kW (250 hp).
Driving dynamics

The robust and dynamic CTS chassis infuses the new wagon with a great balance of performance and luxury. It uses an independent short/long arm (SLA) front suspension system and a multi-link rear suspension.

The multi-link rear suspension features a fully isolated subframe that helps deliver excellent suspension kinematics, contributing to a superior ride and excellent handling

Advanced chassis technology in the form of Cadillac’s StabiliTrak electronic chassis control system integrates the car’s standard four-channel ABS with the full-function traction control, hydraulic brake assist and engine drag control systems to deliver a safer, more confident driving experience. Additional chassis details include a structure-enhancing tower-to-tower brace under the hood; large, four-wheel disc brakes and premium steering.

THE 2010 CTS SPORT WAGON: PRELIMINARY SPECIFICATIONS

• Vehicle Type: Four-door, five-passenger rear-wheel-drive/available all-wheel-drive wagon
• Wheelbase (in/mm): 113.4/2880
• Length (in/mm): 191.3/4878
• Width (in/mm): 72.6/1842
• Height (in/mm): 59.1/1473
• Track (in/mm): 61.8/1576 front with 18? tires; 62/1586 rear with 18? tires
• Engines: Available 3.0L V6 VVT DI 3.6L V6 VVT DI (304 hp/227 kW)
• Transmissions: Six-speed automatic
• Suspension: Four-wheel independent: MacPherson strut front; multilink rear, progressive rate coil springs, monotube shock absorbers
• Steering: Power rack-and-pinion
• Brakes: Four-wheel anti-lock disc; dual-piston front calipers; single-piston rear calipers
• Wheels: 17-inch aluminum (3.0L V6 only), available 18-inch aluminum or available 19-inch aluminum (3.6L V6 only)
• EPA Luggage Capacity (cu ft/L): 25/720 (behind rear seats)
• EPA Passenger Volume (mm): 2732
• EPA Cargo Behind First Row (mm): 1644

Source: Cadillac Press Release

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