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Test Code : HP2-Z37
Test title : Fast Track - Applying HP FlexNetwork Fundamentals
Vendor title : HP
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HP Inc. Unveils industry's most efficient Label Press for Converters and types | killexams.com real Questions and Pass4sure dumps

PALO ALTO, CA--(Marketwired - Mar 29, 2016) -  HP (NYSE: HPQ) nowadays introduced the HP Indigo 8000 Digital Press, the industry's most efficient digital narrow web press,(1) offering end-to-conclusion label production at double the pace up to now purchasable.(2)

HP additionally introduced enhancements for the HP Indigo 20000 and 30000 Digital Presses in addition to novel ink and substrate alternate options, providing converters and brands unmatched software chances at faster speeds.

"leading manufacturers are more and more leveraging HP Indigo labels and packaging options to interact with buyers in targeted, significant and measurable techniques," observed Alon Bar Shany, conventional supervisor, Indigo division, HP. "With state-of-the-art announcement, converters are uniquely located to redefine labels and packaging necessities with more suitable productivity, versatility and turnaround times for a huge compass of applications."

excessive-value, top notch label functions now enabled at sooner speeds environment a novel productiveness benchmark in digital slender net printing, the HP Indigo 8000 Digital Press offers high-quantity converters end-to-end label production at doubled accelerates to eighty meters per minute or 262 ft per minute.(2) Working in-line or off-line with an ABG fleet music semi-rotary die reduce unit, the clicking offers an efficient all-digital workflow as well as real-time exceptional assurance, using AVT inspection technology.

The HP Indigo 8000, WS6800 and 20000 Digital Presses befriend HP Indigo ElectroInk top class White, a all-around novel ink that helps converters bring a wider compass of opacity ranges. moreover, the HP Indigo 8000, WS6800 and 20000 Digital Presses characteristic a novel colour automation tackle that perfects color accuracy, consistency and repeatability, enabling converters to attain any brand colour in minutes.

next-level bendy packaging alternate options open novel enterprise alternatives The HP Indigo 20000 Digital Press now aspects an better tackle that enables:

  • Compatibility with novel substrates, akin to polyethylene and stretchable substances, for a wider latitude of high-quantity springy packaging, reduce sleeve, and in-mould and force-delicate label applications, together with lids and laminated tubes.
  • New color capabilities, enabling advanced colour matching and color consistency across jobs, presses and sites.
  • sooner turnarounds than up to now possible with HP Indigo Pack in a position Lamination, which eliminates remedy time, enabling instant time to market.
  • aid for the brand novel HP Indigo ElectroInk top class White in high-attention 20-kilogram ink pails for industrial-scale productiveness.
  • additionally, optimized converting solutions from Comexi, AB images, Karville and different companions deliver faster near-line and in-line completing as well as decreased blow and shorter setup times.

    larger productivity and novel substrates carry first-rate folding carton percentages  The HP Indigo 30000 Digital Press upgrade tackle raises productivity up to 30 p.c and permits dozens of folding carton jobs per day.(three) the clicking enables novel high-margin alternatives with synthetic media as well as metallized boards, polyvinyl chloride, polypropylene and polyethylene terephthalate materials. The HP Indigo 30000 Digital Press additionally gives novel and more desirable safety points, akin to micro text and barcodes.

    Designed specifically for in-line completing with the HP Indigo 30000 Digital Press, the TRESU iCoat 30000 now offers protecting and spot varnish in one circulate as well as novel embellishment capabilities with gold, silver and other excessive-viscosity flexo inks. The HP Indigo 30000 Digital Press is likewise compatible with HP ally changing solutions for inspection, creasing, folding and gluing. Integration with AVT's inline inspection tackle ensures error-free production, automatically ejecting faulty sheets.

    Availability The HP Indigo 8000 Digital Press and the HP Indigo WS6800, 20000 and 30000 Digital Press improvements will live commercially accessible in 2016. complete HP Indigo digital presses present HP PrintOS connectivity, allowing shoppers to monitor print status remotely in addition to music and better production performance over time. HP PrintOS is expected to live accessible for clients on can likewise 31, 2016.

    HP at drupa 2016 HP will array the novel options may likewise 31 - June 10 in hall 17 at drupa 2016 in Düsseldorf, Germany. HP is additionally showcasing these options at Dscoop Tel Aviv and Dscoop San Antonio in April.

    given that drupa 2012, HP customers hold more than doubled HP Indigo WS6000 succession Digital Press installations to 1,000+ devices and hold set aside in greater than eighty HP Indigo 20000 and 30000 Digital Presses.

    This year promises to live essentially the most companionable drupa yet, with attendees, journalists, traffic experts and brands becoming a member of within the #drupa2016 dialog. Add your voice to the dialogue, and participate your evaluation of recent HP Indigo labels and packaging options and their talents for customers by using including the #ReinventPossibilities hashtag.

    more assistance about the latest HP Indigo labels and packaging solutions is accessible at www.hp.com/go/labelsandpackaging. Product movies and updates can live create on facebook, Twitter, YouTube and LinkedIn. 

    About HP Inc. HP Inc. creates expertise that makes being more suitable for everybody, complete over. via their portfolio of printers, PCs, mobile devices, options, and features, they engineer experiences that amaze. more suggestions about HP is available at http://www.hp.com.

    (1) The HP Indigo 8000 Digital Press is the most productive digital narrow internet press in the market in accordance HP interior and independent market information.

    (2) compared to the HP Indigo WS6800 Digital Press.

    (3) in accordance with HP internal analysis as well as customer validations.

    © 2016 HP Inc. The suggestions contained herein is discipline to exchange without observe. The most efficient warranties for HP products and functions are set forth within the categorical assurance statements accompanying such items and capabilities. Nothing herein may silent live construed as constituting an further assurance. HP shall not live accountable for technical or editorial oversight or omissions contained herein.


    HP CloudSystem: What exactly is it? | killexams.com real Questions and Pass4sure dumps

    HP claims to hold set aside inner most cloud, hybrid cloud and probably public cloud in its pocket to sell to organisations and service providers. but CloudSystem, because it is standard, is rarely so a total lot a platform as a group of intersecting HP items and roadmaps to score cloud capabilities -- elastic, self-carrier provisioning, storage and metered consume -- into your records center.

    At heart, it live the Cloud provider Automation application that makes or breaks the HP cloud.

    there is CloudSystem Matrix, CloudSystem business, CloudStart answer, Cloud service Automation, Cloud carrier start, CloudMaps, Cloud Matrix operating atmosphere, CloudSystem safety, CloudAgile, and on and on. HP complete of sudden has lots of stuff stamped "cloud." What's greater, there's no shrink-wrap; you pick bits right here and there, and HP helps you deploy and tune it. fortunately, there may live at least one instance within the wild to observe what in reality constitutes an "HP cloud."

    "yes, they carry out hold tons to study," pointed out Christian Teeft, VP of engineering for information core operator and capabilities issuer Latisys. Teeft famed Latisys may likewise smartly hold the primary reside CloudSystem environment at an HP customer. Latisys is using the tackle to sell cloud infrastructure functions, which compass in "deepest" and "semi-deepest" alternatives; dedicated clouds for purchasers, as it had been.

    Teeft stated Latisys deliberately leaned far from startups and smaller cloud platform companies, talking to enterprise providers and other service suppliers devotion NewScale, Joyent, BMC and others about automation, but HP had the nation membership marquee purchasers and Teeft appreciated the mixing with HP's hardware.

    "There are synergies with HP round hardware blade methods and ISS," he stated.

    trade regular Server technology Communications (ISS know-how communications) is HP's means of distributing expertise courses and suggestions to clients, not much devotion Microsoft's TechNet.

    Teeft pointed out cloud computing for traffic customers was fitting a fairly mainstream request, although actual utilization may live exploratory or restricted to part workloads, complete novel consumers desired to observe the aptitude purchasable.

    "it's a checkmark on lots of RFPs and RFIs this present day," he observed.

    HP additionally touts the capacity of CloudSystem to bow consume of exterior public cloud services. Teeft famed he changed into awake of the capacity to carry out hybrid clouds however that wasn't faultfinding to him. Latisys' cloud is unequivocally staying towering and desiccate from melding with other capabilities.

    "Our workload goes to dwell within their four walls for now," he referred to.

    Teeft stated CloudSystem had two other key merits for a carrier company. it's hypervisor agnostic, which means they could serve greater than simply VMware users, and unlike cloud-in-a-box solutions just devotion the vBlock or Oracle's Exalogic or Cisco's UCS, it will probably dash off a small hardware allotment at the beginning.

    "It allowed us to carry out a different scale… they didn't hold to sink a few million greenbacks right into a vBlock or some thing," he referred to.

    So what precisely is CloudSystem?The relevant component of CloudSystem is the Cloud service Automation utility, which is based on Opsware. HP is selling three core components: HP Converged Infrastructure (working some thing called the Matrix working environment), Cloud service Automation (CSA) and HP's own back functions to maintain it running.

    The Matrix OE is HP perception, in reality, and handles low-degree provisioning, monitoring and management for actual and virtual resources. It additionally helps with network management by means of hooking into HP virtual connect enterprise supervisor (VCEM). Cloud service Automation is mostly Opsware, which HP received in 2007. That provides every exiguous thing else essential to circle your infrastructure into a cloud -- the user interfaces (and person management), provisioning equipment, configuration and workflow equipment, and administration/monitoring shows -- a front-end useful resource manager and orchestration device. it can faucet into HP's personal Infrastructure as a carrier offerings when those compass on-line and with other public cloud functions devotion Amazon net services, in response to the literature.

    HP says that HP blades and 3PAR storage are the hardware component for CloudSystem, but assert most x86-primarily based servers and SAN storage can travail with the Cloud service Automation utility.

    "They likewise promote that one by one, so you can just purchase the software retort and set aside it in your hardware," spoke of Forrester analyst Lauren Nelson, who has spoken to a handful of CloudSystem early adopters.

    Nelson mentioned that the CSA cloud platform gives the entire crucial accessories to exhibit a bunch of servers into some thing similar to Amazon web services or Rackspace Cloud. The person interface isn't polished, in line with Nelson, however the performance is there; it's on par with products devotion Eucalyptus, Abiquo and Cloud.com.

    "With Abiquo, which you can exchange the color of the interface historical past, I think," spoke of Nelson.

    The intent HP is promoting the utility one by one as a substitute of an exclusive hardware/application bundle is that it needs to gladden either side: suppliers devotion Latisys, and additionally the clients who're on the fence about running their personal infrastructure or outsourcing. there's a powerful impulse in businesses to carry out something in the approach of inner most cloud this 12 months, pointed out Nelson, however users wish to birth small if they might live can.

    HP complete of sudden has a lot of stuff stamped "cloud."

    "if your infrastructure is definitely in the back of, you might live going to live taking a observe at a hardware/application retort or hosted inner most cloud," she noted. "if you are no longer not much as involved in regards to the hardware, you could live taking a observe at just the utility this 12 months."

    HP has a couple of further software enhancements for the bottom platform, devotion Tipping factor, which gives some network security, intrusion detection and site visitors management points. CloudMaps are templates for the platform in line with ordinary commercial enterprise software stacks, HP ArcSight can likewise live used for compliance, HP Storage necessities and the like. Aggregation Platform for SaaS (AP4SaaS) has billing and templates for application as a provider suppliers baked in. complete of these are sideshows to the Cloud service Automation utility.

    IT giants compete for cloud dominanceNelson spoke of that, at this time, handiest HP and IBM hold a complete kit to proffer organisations round deepest cloud, that means thoroughly integrated hardware and application to dash and aid it. Dell's partnerships with Joyent and Microsoft (Hyper-V fleet track) and its personal digital Infrastructure tackle (VIS) weren't at the identical degree, and the pure-play cloud systems require a lot of travail to tune for a considerable number of styles of infrastructure. they're likewise a riskier bet, as the agencies hold an doubtful future.

    HP has set aside up a huge tent for its inner most cloud products and piled it filled with bric-a-brac. At heart, however, or not it's the Cloud service Automation application that makes or breaks the HP cloud. Experimenting with and adopting cloud products in condominium is right away fitting a fact for many enterprises, and the big companies are naturally attempting to step as much as the plate. but when nothing else, this is yet an additional system to exhibit that cloud computing is not just greater of the identical ancient facts seat operations.

    Carl Brooks is the Senior technology creator for SearchCloudComputing.com. Contact him at cbrooks@techtarget.com.


    HP Brings medium IT requirements to Cloud Domains | killexams.com real Questions and Pass4sure dumps

    No consequence discovered, are attempting novel key phrase!because the quit clients of cloud features are seeking bendy infrastructure, IP voice, unified communications and score in palpate with core automation, cloud providers requisite a fast-tune ... is HP SiteScope, which allows you to ...

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    John Smallwood: McDermott, Eagles defense already under the gun | killexams.com real questions and Pass4sure dumps

    SO MANY THINGS to fix, but so exiguous time to score them complete corrected.

    To live honest, right now, you can apply that to complete phases of the Eagles - offense, defense and special teams.

    Still, while no unit has distinguished itself during the first two preseason losses, defensive coordinator Sean McDermott is being watched by Bird backers with a exiguous more scrutiny.

    He's the rookie coordinator charged with replacing the iconic Jim Johnson. He's the one with no track record. He's the one whose unit has been toasted for 38 points when, presumably, most of the starters were on the field against novel England and Indianapolis.

    Think what you want about head coach Andy Reid and vile coordinator Marty Mornhinweg, but past results hold shown that once they score complete the players they're counting on healthy, they'll motif a course to score this error working efficiently.

    And whether it's unprejudiced or not, if the late Johnson were silent the Eagles defensive coordinator, we'd mediate much the identical course about the defensive side of the game.

    But they don't know what McDermott is yet. They can believe that he has been properly prepared for this role, but they don't how he's going to perform.

    We don't hold enough empirical evidence to know if the Eagles' defensive lapses in the first two preseason games are easily correctable with proper adjustments and execution or a badge of something more troublesome.

    "I do," McDermott said yesterday when asked if he thought he is where he needs to live as a defensive coordinator at this stage. "I feel devotion I'm on schedule in terms of my development.

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    That complete may live true, but the problem is that whatever McDermott and his defense hold been doing, it hasn't been capable enough. And if it doesn't score better in the next few weeks, this defense is going to live in for a lot of Hurt compass Sept. 13 when the Eagles open the regular season at the Carolina Panthers.

    You can assert what you want about the insignificance of preseason games. You can even point out that the Eagles faced future Hall of Fame quarterbacks Tom Brady and Peyton Manning in those first two games.

    The facts, however, remain that the Eagles defense has not looked impressive, and that adds more accent on the notion that McDermott wants to observe his unit play significantly better in Thursday's game against Jacksonville at Lincoln pecuniary Field.

    Considering the primary goal of the eventual preseason game is to ensure your starters compass away robust for the season opener, the game against Jacksonville will live the final chance for the projected starters to antiseptic up the messes they hold left thus far.

    "On an individual basis and play-by-play basis, there were some outstanding efforts," McDermott said of the Indianapolis game where the starters surrendered two first-quarter touchdown passes to Manning. "Obviously as an overall defense, generally speaking, it wasn't where they needed to live from an execution and fundamental standpoint. They hold a long list of items where their focus is right now on areas where they can score better."

    I find it a bit discouraging that after a plenary training camp and two preseason games, McDermott's accent has to live on the execution of fundamentals.

    I don't await the Eagles running on complete cylinders right now, but I'd at least devotion to observe them live able to shift out of first gear.

    "You want to observe the ones compass out and start fast, No. 1," McDermott said of what he wants his defense to exhibit him against Jacksonville. "You want them to compass and establish an attitude and mentality of this defense and execute the defense from pre-snap until the whistle blows."

    McDermott sounded devotion a guy confident that the issues hold been identified and can live corrected.

    "We've gone back to the drawing board to bow sure that they understand what's going on there," McDermott said. "We hope [the problem hold been corrected].

    "That's what you carry out as a coach. You compass back and it provides a learning occasion and a teaching opportunity. So, we'll handle it as such."

    The thing is that this is a timed test, and the clock is rapidly winding down before a crucial pass or fail exam will live taken.

    "We hold a long course to ebb until they are where they requisite to be," McDermott said. "Even when they are where they requisite to be, they will silent hold a long course to go.

    "[The final preseason games better live enough time] because in 2 weeks from now we'll live kicking off against Carolina. That's a formidable antagonist down there. There won't live any time for it not to live enough time then."

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    Top Fuel monsters set aside on notice: 5,000-hp electric dragster has 8 world records in its sights | killexams.com real questions and Pass4sure dumps

    An Australian company is working from scratch to build the biggest, baddest electric powertrain ever hooked up to a set of wheels. Top EV Racing is aiming to violently quit the dominance of fire-breathing Top Fuel cars at the drag strip, and smash acceleration and landspeed world records to boot.

    By now, everyone's well awake of the monstrous performance potential of electric drivetrains. The first time you stomp the gas on a humble Nissan Leaf commuter is a real eye-opener – let alone the sheer obligate of a Zero SR, or Tesla Model S.

    Neither of those are really designed as towering performance machines, either. The Lightning LS-218 electric superbike is, and that thing accelerates fleet enough to scare the hairs off the stoutest scrotum.

    Electric is no joke. But there are silent heights to live scaled before the battery is crowned king over the combustion engine on the racetrack. When the flag drops, the bullshit stops and results discourse for themselves.

    The Ultimate Challenge

    The quarter-mile drag divest is one of the purest tests of vehicle performance, and it's silent ruled by the combustion engine; specifically, the Top Fuel class.

    These giant, mutant, 10,000-horsepower fire-breathers suck down more than 20 gallons of nitromethane fuel over the course of a pass. Their ear-splitting, 150-decibel, open exhaust headers are angled upward, and they push enough gas to give the car an extra 1,100 pounds worth of downforce to befriend with the almost-impossible job of sticking its giant rear tires to the drag strip.

    Fearsome doesn't cover these things. Within 0.8 seconds of launch, they're doing more than 100 mph, and they dash a quarter mile in 4.5 seconds, hitting up to 332 mph at the finish line. That's in Australia, which is the only residence that silent lets them dash that far. The leisure of the world decided years ago that top speeds were getting out of control, and only runs them about three quarters of that distance … keeping top speeds to a much safer 328.8 mph.

    These are among the most extreme machines on the planet, a hair's breadth from explosive destruction at any given second, and ultimately these are the Goliaths that will requisite to live defeated if electric is to truly remove over in the absolute performance stakes.

    Electric drag racing is progressing fairly well, but it's nowhere near what the Top Fuel guys are doing. According to the National Electric Drag Racing Association, the current quarter-mile record for an electric dragster is 7.274 seconds @ 185 mph, set by the Swamp Rat team in Florida three years ago. That's crazy fleet to you and me, but the 2.7 seconds between that and the Top Fuel record is an ocean of time in drag racing.

    In order to cover that distance and relegate combustion to the history books, electric drag racing has to remove a huge leap forward – a leap that will require the biggest, baddest, highest discharge, most powerful electric powertrain ever hooked up to a set of quivering tires.

    Meet Top EV Racing

    This Western Australian company believes it's nearly ready to remove on the Top Fuel challenge – and demolish an armful of drag racing, land hasten and Guinness world records along the way.

    Top EV Racing is the brainchild of electronic engineer Michael Fragomeni, a long time drag race enthusiast, who drove a 9-second altered race car at the tender age of 12.

    Fragomeni and his team haven't just had to build a car. Off-the-shelf electric motors, inverters and battery packs simply can't bow and maneuver the massive power and discharge rates this job requires. So, using cutting-edge aerospace alloys, additive manufacture and generative design, the team has spent the better allotment of the eventual seven years working on the custom powertrain engineering.

    If this car lives up to its potential, it will live a foundational revolution in the sport of drag racing. Its 1,000-volt, 5,000-odd horsepower motor might Fall short of the peak power figures of the Top Fuel cars, but it'll generate more than 17,000 pound-feet (23,049 Nm) of torque from zero RPM, has more "power strokes" per revolution, and should consume its muscle in a far more controllable course than the combustion cars.

    The team believes it won't remove long to beat the Top Fuel cars at their own game, under their own rules, and the Australian National Drag Racing Association (ANDRA) has agreed to let the Top EV car race alongside Top Fuel cars once it's sanctioned.

    If complete goes to aim and they beat the best of the combustion world, things could score really interesting. Freed from the constraints of Top Fuel regulations, the Top EV team wants to start running a host of other novel technologies that could bow the car significantly faster and safer.

    And while acceleration times are the limpid focus here, the team is likewise aiming at tarmac-based land hasten records as well, with a stated target of half the hasten of sound, or about 612 km/h (380 mph), down an airplane runway. These are wildly hazardous endeavors, accelerating terrifying amounts of electric energy to speeds that test the outer limits of control.

    We spoke with Top EV's director, electro-motive engineer and eventual driver Michael Fragomeni. A transcript follows:

    Loz: What's your timeline looking devotion right now?

    Fragomeni: They are about 12 months away from their debut run. When they debut the car they hold to license both the car and me as a driver. They will requisite to complete a burnout, exhibit they can launch the car and complete the quarter and half tracks.

    So we're going to live structure the car up slowly. But they hope they can set a world record on their first day out, and then we've got another several to achieve after that as they continue to step the car up and learn the car.

    We're custom structure the entire driveline, you can't buy this stuff off a shelf, and that's considerable allotment of what's taking time. In top fuel and devotion most motorsport racing, you can buy complete of the engine and driveline parts from suppliers around the world and set aside it together. But for us it's novel technologies, it's novel development.

    We are likewise working towards commercializing these technologies. The components are scalable and can live used in other forms of motorsport including drag racing, but they are likewise eagerly exploring other industries and applications.

    If it was just about a race car, they could've built this out in the back shed, from a personal budget, and they could ebb fairly fast. But then it wouldn't live repeatable. This is complete about structure a traffic so they can back the car, remove the race car around Australia and around the world in time, and grow to a multi-car team.

    So we've got to create a lot of novel technologies, to live able to create and draw on the power that they requisite to achieve such.

    What benign of power are they talking about there?

    We've just been able to step up their inverter design and undulate a bit more power to the motor. So they might quit up near to 5,000 horsepower now. Yet they won't unleash that power straight away.

    It will probably remove us 6 to 12 months from hitting the track to applying that plenary power because they want to live safe and repeatable, and back the car off the walls. We're talking about 4,000-plus amps of current, so it's a considerable amount of energy. You approach it carefully and learn the car as they go. We're bound to find improvements along the course and implement those.

    We wear two hats really; we're racing competitively and going out there to set aside on an exciting exhibition. Really huge burnouts and really exhibit the gang some exciting passes. But we're likewise developing the technologies and bettering that through constant research and development.

    Let's talk a bit about the records you're hoping to set.

    We're hoping to achieve drag racing records, and likewise land speed. On the drag strip, they want the Elapsed Time and Top hasten records for both the quarter and eighth mile. They want the Guinness World Records for fastest accelerating electric vehicle, and fastest accelerating wheel-driven vehicle outright. And they want land hasten elapsed time and top hasten records as well.

    We'd devotion to carry out land hasten not only on the quarter mile, but likewise on asphalt. We're not really looking to hit the salt. The car is designed for an Awful lot of launch energy. They really want the traction, so they would devotion to remain on asphalt.

    Zero to 200 km/h (124 mph) in 0.8 seconds over the first 20 meters, hitting over 7G's is the goal, and drag strips are prepared with sticky rubbery glue complete down it. We're able to apply energy and score that launch. When they ebb to an aircraft runway, even though it's asphalt, it doesn't hold that sticky preparation on it. So we're not going to live able to achieve the identical launch forces on a long runway, we'll instead hold a more consistent acceleration off the line, and hold it for a lot longer over the measured mile.

    Our top hasten goal is half the hasten of sound, 612 km/h (380 mph). That's more than enough for us now. The confine for rubber tires is about 800 km/h (497 mph). They just cruise apart after that from the centrifugal obligate and dynamic loads. But we'll cross that bridge when they compass to it.

    What kinds of tech are you developing to score there?

    Batteries, inverters, motors. There's likewise data acquisition, safety intervention, and lively aerodynamics systems.

    How about traction control, will you live using anything devotion that?

    I'll hold the feature to live able to completely "manual-ise" the car and it's complete just up to me as a driver. Or I can circle on their closed-loop control systems.

    The Australian National Drag Racing Association will class us in Exhibition class, and that means they can pretty much carry out what they want, within safety regulations. But they carry out what to live able to compete fairly against the Top Fuel cars in time. We're trying to back everything as Top Fuel sanctioned as possible so it's apples for apples, apart from the obvious driveline differences.

    So, the identical minimum weight, the identical chassis parameters, the identical aerodynamics, but you can't hold any closed loop controls, you can't hold any real-time performance intervention. It can live pre-set before the run, but you drive the car essentially manually.

    We want to live able to carry out that, score as fleet as they can under complete the Top Fuel regulations, and ANDRA has said they'll let us race side by side with Top Fuel cars once we've had a few meetings under their belt and they can exhibit we're safe and consistent. The ultimate goal over the next two or three years is to compass those cars' speeds and then beat them.

    Once we're at that point, they can start using higher technologies that aren't really allowed in drag racing, to ebb faster. So once they match them with their regulations, they can start doing some very different things to the car.

    That'll bring us to their version 2 car, and it'll hold very different aerodynamics and not worrying about minimum weights, and hopefully we'll ebb a unprejudiced bit faster in time. That's their long term goal. We're already planning version 2 and version 3, so they know where we're headed with things.

    So as you ebb down a drag divest side by side with a Top Fuel car, where will your advantages be?

    We feel we're going to hold an Amazing handicap complete the course to half track. That's for a couple of very obvious reasons; electric motors bow complete their torque from zero RPM, so we've got more launch force. In Top Fuel drag racing, these guys are slipping their clutches complete the course to half track or more, so they're not using anywhere near the plenary power their engines are able to bow until about half track.

    Our limiting factor is tires and grip, just devotion theirs is. But the difference, I believe, is that we're applying their power and torque much more precisely and more controllably. Those cars are theme to clutch conduct changes. And the air pressure, humidity and temperature change, which affects the power of the motor, and the ignition timing is faultfinding as those variables change and the applied load varies. They hold a lot of factors changing dynamically that are very difficult to master.

    We believe they can live a lot more precise and measured, with a lot more control. They hope to achieve more launch obligate and remove handicap of their launch obligate more linearly up to half track.

    Now, electric motors carry out roll off torque with higher RPM, and that's something we'll hold to monitor with data acquisition to travail out those characteristics and how to better them over time, yet it's not overly different to an internal combustion engine rolling off power and torque at high-RPM too.

    But they by no means mediate we're going to hit the track and carry out a 4-second pass. This is going to require development, and the evolution of the car, the technology, and us as a team.

    There's nothing off-the-shelf to dash these kinds of power, so it's been about seven years of specific evolution to date, specifically on this project. I've been an electro-tech my entire career, working on electro-magnetic drives, switch-mode inverters and complete sorts of things over my 30-odd years of practical career time, so a lot of the fundamentals are well-exercised.

    What are the biggest challenges for you guys at the moment?

    Our biggest challenge is developing motorsport sponsorship partners. This venture of ours is understandably not a cheap exercise by any means, what with engineering, materials, parts, exhibition assets, and a lot of time. We've been actively working with sponsors to build up this race team, which is the approach for many global motorsport categories. That takes a lot of time in itself, to generate those relationships and observe what sponsors want out of the project, and incorporate their insight.

    We hold many considerable companies on-board, and with their back their team and program is growing exponentially. Their debut naming-rights partnership is currently open to live established. If any of your readers here hold an interest in getting on-board, gladden ebb to their website, hold a observe through their dedicated sponsorship partners, and gladden drop us a line.

    So developing the right professional networks and the right sponsors over time is a big chunk of the admin side of the business, aside from complete the time they expend on developing the engineering and components. They don't want to live a one-hit wonder, and then park the car away. There's a lot to achieve, to learn, to address.

    Then there's the constant advances in component-level technologies. Battery management systems, data acquisition, nano-tech coatings, and the like. Battery cell chemistries are constantly evolving. Discrete components in electronics such as high-output transistors, everything's constantly evolving.

    It's a double-edged sword. They want to hit the track yesterday, yet some of the extra time we've spent is because there are different components becoming available at a rudimentary level that they can use. It seems the longer they remove to score to the racetrack is good, because we'll hold newer tech and improved safety margins in devices that they can utilize.

    Are you awake of anyone else trying to carry out something devotion this?

    There doesn't look to live anyone doing this at such an advanced and scientific level. There's a couple of electric drag racers with fleet cars, that hold almost hit 200 mph. And they're very near to doing just that. It's an exciting space, and a robust rivalry nevertheless. Top EV is a total other level, different driveline approaches and novel technologies, with their power levels a hell of a lot more difficult to achieve safely.

    We're talking about enough potential power, mounted within a foot behind my head, to dash a total suburb of houses with lights and appliances switched on. The electro-chemical energy density of the battery pack is equivalent to more than 18 kilos of TNT. If that's to short circuit and dissipate complete the energy in the power pack, you're dealing with 18 kilos of TNT essentially, plus towering hasten and stability at those towering hasten you're pressing the confine of.

    So you can start to travail out that safety systems are paramount in this benign of race car. Certainly for me as a driver. But not just that, for the team and track safety crew as well. They requisite to know that the car's safe if they requisite to extract me out, and that the car's chassis is not live for example. They can't consume their criterion fire extinguishers on things either. So there's a lot of electronic safety systems, technical considerations and personnel training for complete involved.

    We've spent a lot of time on this project, and we're in for the long haul, because they want to carry out this right, they want to carry out this safely and they want to promote the sport, so that in time, Top EV becomes the title of the class we'd devotion to observe compass about. You've got Top Fuel, Top Alcohol, Top Doorslammer, Top Bike, as class naming conventions, and now Top EV–Top Electric Vehicle.

    To score that going, you'll requisite serious competition.

    And we'd devotion to observe other cars preparing to compete. They imagine over the next few years you'll start to observe a complete field. Wouldn't that live exciting?

    I've worked a lot in high-end competition-level car audio for about 20 years of my life. I've set seven world and Australian records. Without sounding too arrogant, every competition we'd ebb to, we'd win. I got about 90 trophies in that time, plus those of my clients. It's a bit lonely at the top. It can live quite unsatisfying not to hold someone next to you that you're really edging to beat. That want of competition.

    The identical thing will betide in this sport. If it's just us out there setting hasten records and whatnot, well, that'll live awesome for the first year or two. But as much as they mediate we're addressing complete the challenges and complete the hurdles and going fast, there's other people with different minds that can carry out things differently.

    Certainly, they hope to dominate the field once there is a field, but it'd live considerable to hold that competition next to us doing their own things as well, and raising the bar with collective development. I guess we're looking at the 3, 4, 5 year stamp for that.

    I just can't wait to live strapped in and set aside my foot down. It'll live a considerable reward for all, with the time and effort inputted and with the considerable people involved.

    I understand you're working on being able to exhibit some telemetry visually on the car, and via an app to fans in the stands. Can you talk us through that?

    Exactly right. They hold the technology to monitor the vehicle in a number of ways and participate this with the audience. Fourteen inbuilt cameras will befriend us to monitor various components in the vehicle with four of these available for streaming to the public. It is an exciting novelty, and just another course they can engage their audience, both locally and globally.

    You mentioned lively aerodynamics; what are you planning to carry out with that?

    Front and rear lively aero. It's been designed and developed, and now we're starting to meet it to the race car, and that's going to give us a lot more control and stability down the course.

    Now, in order to live apples for apples when they race against other classes, they won't consume it. We'll set things up manually. But once we're free to consume their own systems and controls that are not sanctioned … Look, lively aero's nothing new, you observe it in many forms of motorsport and exotic cars. But not in drag racing, it's not used. We've never seen it used once. I hope when they hit the track with ours, it'll live the first time that's been seen in use, and always the most advanced.

    There's a lot to develop there, that'll give us a lot of efficiency down the run, and certainly stability control. It likewise gives us the aptitude to brake the car aerodynamically if they hold an issue. So I'm able to hit my abort button that'll intervene in many systems and bring complete the wings up at a towering angle of bombard and behind the car down.

    If you hold a static wing position, then your drag and downforce are generally proportional – they both expand with speed. You want downforce, you don't want drag. In the case of lively aero, you're able to launch with a lot of angle for increased downforce at low speed, and then as their hasten increases they can remove the angle of bombard out and thus drag away. So downforce becomes a consistent force, instead of one that linearly increases with speed. That'll befriend us to score faster in the second half of the track especially.

    What sort of battery carry out you requisite for this benign of work?

    It's centered around very towering discharge ability. One advantageous consequence of that is fleet charging aptitude too, but that's not a huge practical consideration for us, because they hold about two hours to circle the car around between competition runs, and we'll only requisite a few minutes to suffuse up if they requisite to push it. We'll hold plenty of time to maintain and check over the leisure of the car as they essentially trickle suffuse the thing back up.

    But yes, very towering electrical discharge. It's drag racing, so 4-5 seconds of plenary throttle, and we're dissipating a hell of a lot of energy throughout those 5 seconds. So the internals are designed for very towering current discharge, very towering thermal stability, high-voltage isolation, and safety in the case of internal explosion, and safety in the case of high-speed impact.

    Even though the specifications of their battery packs are designed for drag racing initially, they observe a lot of potential uses in other towering energy discharge situations as well. These driveline technologies can ebb into aircraft, or flying cars, boats, hyperloops, and similar.

    We're set for killer power, but this can live scaled down for other applications. The race car, for us, is effectively a dyno machine for their ongoing research and development. To the motorsport fans it's a novel race car spectacle, and we'll carry out considerable burnouts, we'll set considerable elapsed times and speeds, we'll achieve their performance goals, and they hold a lot to exhibit and a lot to prove.

    When was the eventual time there was a real technological revolution in drag racing, a novel class, something devotion what you're doing now?

    That's a really capable question. Before electric? I'll try not to affront the petrolheads out there, and I'm a revhead too! But what we've seen with the internal combustion engine, both in motorsport and in day-to-day transport is improvements in materials, improvements in the tolerances of machining by CNC essentially, and improvements in data acquisition and therefore tuneability.

    They're very small increments. So you've seen a lot of drag racing classes, and speedway, NASCAR and Formula 1 for example, slowly implementing electronic fuel injection, electronic ignition mapping, variable intake runners and variable cam timing from a better understanding of port flows and fluid dynamics inside ports … You've seen a lot of improvements over time, but it's silent the identical basic technology.

    We're using the latest cutting-edge aerospace materials on the car, and adopting additive manufacture. sure parts are 3D printed. They don't know of any drag racing teams that hold used any form of 3D metal printing for any allotment for their car, let alone made with the best aerospace alloys on the planet. We've partnered with Airbus on that and we're using its Scalmalloy.

    When they went to additive manufacture, they had to remove another observe at their designs, because they were complete ready for CNC machining. But now they can bow shapes that aren't limited by CNC machining appliance paths, and we're using a material as stalwart as Titanium yet as light as aluminum, so they can really reduce their wall thicknesses and bow components that are much lighter but just as strong. That's taking handicap of the absolute material science and additive manufacturing advances.

    Hopefully when they hit the track and debut with complete this stuff, they can live the first to carry out it. And that'll live a testament to their partners, their sponsors, their team, their forethought, and we're grateful for access to these technologies from around the world.

    We observe forward to following Top EV Racing's journey going forward.

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