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HP CloudSystem: What precisely is it? | killexams.com actual Questions and Pass4sure dumps

HP claims to fill achieve deepest cloud, hybrid cloud and might subsist public cloud in its pocket to promote to firms and service providers. however CloudSystem, as it is usual, isn't so a total lot a platform as a set of intersecting HP products and roadmaps to bag cloud capabilities -- elastic, self-provider provisioning, storage and metered spend -- into your statistics center.

At heart, or not it's the Cloud carrier Automation application that makes or breaks the HP cloud.

there is CloudSystem Matrix, CloudSystem business, CloudStart solution, Cloud provider Automation, Cloud carrier start, CloudMaps, Cloud Matrix working atmosphere, CloudSystem security, CloudAgile, and on and on. HP suddenly has a lot of stuff stamped "cloud." What's more, there's no shrink-wrap; you settle upon bits birthright here and there, and HP helps you set up and tune it. fortunately, there's at the least one instance in the wild to behold what in reality constitutes an "HP cloud."

"yes, they accomplish fill a lot to behold at," stated Christian Teeft, VP of engineering for information core operator and features provider Latisys. Teeft said Latisys may additionally well fill the primary reside CloudSystem environment at an HP customer. Latisys is the usage of the system to promote cloud infrastructure services, which arrive in "deepest" and "semi-private" alternatives; dedicated clouds for valued clientele, as it had been.

Teeft referred to Latisys intentionally leaned far from startups and smaller cloud platform providers, speakme to enterprise companies and different provider suppliers like NewScale, Joyent, BMC and others about automation, but HP had the nation membership marquee consumers and Teeft favored the integration with HP's hardware.

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

business medium Server expertise Communications (ISS technology communications) is HP's routine of distributing expertise publications and ideas to clients, just a petite like Microsoft's TechNet.

Teeft pointed out cloud computing for commercial enterprise purchasers became fitting a fairly mainstream request, besides the fact that children exact utilization might subsist exploratory or limited to unavoidable workloads, every solitary modern valued clientele desired to behold the capacity accessible.

"it subsist a checkmark on a lot of RFPs and RFIs at the moment," he talked about.

HP additionally touts the means of CloudSystem to configuration spend of exterior public cloud services. Teeft mentioned he turned into privy to the means to accomplish hybrid clouds however that wasn't imperative to him. Latisys' cloud is unequivocally staying immoderate and parch from melding with other functions.

"Our workload goes to live within their four partitions for now," he said.

Teeft stated CloudSystem had two other key advantages for a provider issuer. it is hypervisor agnostic, which means they can serve greater than simply VMware users, and unlike cloud-in-a-box options like the vBlock or Oracle's Exalogic or Cisco's UCS, it could possibly dash off a little hardware allotment originally.

"It allowed us to accomplish a special scale… they did not should sink a brace of million dollars into a vBlock or some thing," he noted.

So what precisely is CloudSystem?The central ingredient of CloudSystem is the Cloud carrier Automation application, which is in line with Opsware. HP is selling three core accessories: HP Converged Infrastructure (working some thing referred to as the Matrix operating ambiance), Cloud carrier Automation (CSA) and HP's own assist capabilities to maintain it running.

The Matrix OE is HP perception, actually, and handles low-stage provisioning, monitoring and administration for actual and virtual elements. It additionally helps with community administration by pass of hooking into HP virtual relate enterprise supervisor (VCEM). Cloud provider Automation is in the main Opsware, which HP received in 2007. That offers every petite thing else necessary to turn your infrastructure into a cloud -- the consumer interfaces (and user management), provisioning tools, configuration and workflow equipment, and administration/monitoring shows -- a entrance-conclusion aid supervisor and orchestration tool. it will probably tap into HP's personal Infrastructure as a provider choices when these arrive on-line and with other public cloud features like Amazon web services, in response to the literature.

HP says that HP blades and 3PAR storage are the hardware component for CloudSystem, but yell most x86-based mostly servers and SAN storage can travail with the Cloud provider Automation software.

"They also promote that separately, so you can just purchase the software reply and achieve it in your hardware," mentioned Forrester analyst Lauren Nelson, who has spoken to a handful of CloudSystem early adopters.

Nelson said that the CSA cloud platform offers every solitary the censorious accessories to demonstrate a bunch of servers into anything similar to Amazon internet capabilities or Rackspace Cloud. The user interface isn't polished, in response to Nelson, but the functionality is there; it's on par with products like Eucalyptus, Abiquo and Cloud.com.

"With Abiquo, that you may trade the color of the interface historical past, I consider," observed Nelson.

The purpose HP is promoting the utility separately in its position of an unique hardware/software bundle is that it wishes to delight either side: providers like Latisys, and also the valued clientele who are on the fence about working their own infrastructure or outsourcing. there's a tenacious impulse in organisations to accomplish whatever within the manner of inner most cloud this year, spoke of Nelson, however users want to genesis little if they possibly can.

HP unexpectedly has loads of stuff stamped "cloud."

"if your infrastructure is really in the back of, you are going to subsist a hardware/utility reply or hosted inner most cloud," she said. "if you are not reasonably as involved about the hardware, you might subsist just the software this year."

HP has a brace of further application enhancements for the bottom platform, like Tipping aspect, which offers some community protection, intrusion detection and traffic management features. CloudMaps are templates for the platform in line with benchmark commercial enterprise utility stacks, HP ArcSight will also subsist used for compliance, HP Storage necessities and so forth. Aggregation Platform for SaaS (AP4SaaS) has billing and templates for utility as a carrier suppliers baked in. every solitary of these are sideshows to the Cloud carrier Automation utility.

IT giants compete for cloud dominanceNelson preeminent that, birthright now, handiest HP and IBM fill a complete rig to tender organisations round deepest cloud, which means fully built-in hardware and software to dash and back it. Dell's partnerships with Joyent and Microsoft (Hyper-V quickly track) and its own virtual Infrastructure gadget (VIS) weren't at the equal level, and the pure-play cloud structures require loads of travail to tune for various types of infrastructure. they are also a riskier guess, because the companies fill an uncertain future.

HP has achieve up a huge tent for its inner most cloud items and piled it filled with bric-a-brac. At coronary heart, besides the fact that children, it subsist the Cloud carrier Automation application that makes or breaks the HP cloud. Experimenting with and adopting cloud products in condominium is birthright now fitting a fact for a lot of companies, and the huge providers are evidently making an attempt to step as much as the plate. but when nothing else, here is yet yet another strategy to demonstrate that cloud computing isn't just extra of the equal historic information middle operations.

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


HP Inc. Unveils trade's best Label Press for Converters and brands | killexams.com actual Questions and Pass4sure dumps

PALO ALTO, CA--(Marketwired - Mar 29, 2016) -  HP (NYSE: HPQ) these days introduced the HP Indigo 8000 Digital Press, the business's most efficient digital narrow internet press,(1) providing conclusion-to-end label construction at double the pace up to now available.(2)

HP also introduced enhancements for the HP Indigo 20000 and 30000 Digital Presses in addition to modern ink and substrate options, offering converters and brands unmatched utility possibilities at quicker speeds.

"main brands are increasingly leveraging HP Indigo labels and packaging options to engage with buyers in focused, meaningful and measurable ways," said Alon Bar Shany, conventional manager, Indigo division, HP. "With modern-day announcement, converters are uniquely located to redefine labels and packaging specifications with better productiveness, versatility and turnaround instances for a huge compass of purposes."

high-cost, exquisite label purposes now enabled at sooner speeds setting a modern productiveness benchmark in digital slim net printing, the HP Indigo 8000 Digital Press presents high-extent converters end-to-end label construction at doubled hurries up to 80 meters per minute or 262 toes per minute.(2) Working in-line or off-line with an ABG expeditious tune semi-rotary die reduce unit, the clicking provides a much all-digital workflow as well as true-time first-class assurance, the usage of AVT inspection expertise.

The HP Indigo 8000, WS6800 and 20000 Digital Presses steer HP Indigo ElectroInk premium White, a versatile modern ink that helps converters convey a much broader compass of opacity tiers. additionally, the HP Indigo 8000, WS6800 and 20000 Digital Presses function a brand modern colour automation rig that perfects color accuracy, consistency and repeatability, enabling converters to reach any manufacturer color in minutes.

next-level bendy packaging options open modern enterprise alternatives The HP Indigo 20000 Digital Press now points an upgrade package that makes it practicable for:

  • Compatibility with modern substrates, comparable to polyethylene and stretchable substances, for a much wider compass of excessive-volume bendy packaging, dwindle sleeve, and in-mold and power-delicate label functions, together with lids and laminated tubes.
  • New colour capabilities, permitting superior color matching and color consistency across jobs, presses and sites.
  • quicker turnarounds than in the past practicable with HP Indigo Pack in a position Lamination, which eliminates treatment time, enabling instant time to market.
  • aid for the modern HP Indigo ElectroInk top rate White in high-awareness 20-kilogram ink pails for industrial-scale productivity.
  • moreover, optimized changing solutions from Comexi, AB pix, Karville and other companions deliver sooner near-line and in-line finishing in addition to decreased blow and shorter setup times.

    bigger productiveness and modern substrates bring extremely much folding carton chances  The HP Indigo 30000 Digital Press help rig raises productiveness as much as 30 p.c and allows for dozens of folding carton jobs per day.(3) the clicking allows for modern high-margin alternatives with synthetic media as well as metallized boards, polyvinyl chloride, polypropylene and polyethylene terephthalate substances. The HP Indigo 30000 Digital Press also provides modern and enhanced protection facets, corresponding to micro textual content and barcodes.

    Designed above every solitary for in-line finishing with the HP Indigo 30000 Digital Press, the TRESU iCoat 30000 now presents defensive and spot varnish in a solitary saunter as well as modern embellishment capabilities with gold, silver and other high-viscosity flexo inks. The HP Indigo 30000 Digital Press is also compatible with HP associate changing solutions for inspection, creasing, folding and gluing. Integration with AVT's inline inspection device ensures error-free construction, immediately ejecting faulty sheets.

    Availability The HP Indigo 8000 Digital Press and the HP Indigo WS6800, 20000 and 30000 Digital Press improvements will subsist commercially obtainable in 2016. every solitary HP Indigo digital presses tender HP PrintOS connectivity, enabling customers to computer screen print status remotely as well as song and help production performance over time. HP PrintOS is anticipated to subsist purchasable for purchasers on may additionally 31, 2016.

    HP at drupa 2016 HP will display the brand modern solutions may 31 - June 10 in corridor 17 at drupa 2016 in Düsseldorf, Germany. HP is also showcasing these options at Dscoop Tel Aviv and Dscoop San Antonio in April.

    due to the fact drupa 2012, HP shoppers fill greater than doubled HP Indigo WS6000 sequence Digital Press installations to 1,000+ gadgets and fill installed more than eighty HP Indigo 20000 and 30000 Digital Presses.

    This yr guarantees to subsist probably the most sociable drupa yet, with attendees, reporters, trade specialists and types becoming a member of within the #drupa2016 conversation. Add your voice to the discussion, and participate your analysis of modern HP Indigo labels and packaging solutions and their erudition for purchasers through including the #ReinventPossibilities hashtag.

    greater counsel in regards to the newest HP Indigo labels and packaging solutions is accessible at www.hp.com/go/labelsandpackaging. Product videos and updates are available on facebook, Twitter, YouTube and LinkedIn. 

    About HP Inc. HP Inc. creates technology that makes life greater for every solitary and sundry, in every solitary place. via their portfolio of printers, PCs, cellular gadgets, options, and features, they engineer experiences that amaze. more information about HP is purchasable at http://www.hp.com.

    (1) The HP Indigo 8000 Digital Press is the best digital slim web press available in the market in accordance HP inner and unbiased market information.

    (2) in comparison to the HP Indigo WS6800 Digital Press.

    (3) in line with HP interior analysis in addition to client validations.

    © 2016 HP Inc. The counsel contained herein is field to alternate with out note. The most efficacious warranties for HP items and services are set forth in the express warranty statements accompanying such products and capabilities. Nothing herein may soundless subsist construed as constituting an further guarantee. HP shall no longer subsist answerable for technical or editorial blunders or omissions contained herein.


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    Top Fuel monsters achieve on notice: 5,000-hp electric dragster has 8 world records in its sights | killexams.com actual 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 cognizant of the monstrous performance potential of electric drivetrains. The first time you stomp the gas on a humble Nissan Leaf commuter is a actual eye-opener – let alone the sheer coerce of a Zero SR, or Tesla Model S.

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

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

    The Ultimate Challenge

    The quarter-mile drag divest is one of the purest tests of vehicle performance, and it's soundless 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 thrust 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 position that soundless lets them dash that far. The repose 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 need to subsist defeated if electric is to truly recall over in the simple 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 expeditious 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 recall 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 recall on the Top Fuel challenge – and shatter an armful of drag racing, land quicken 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 bear and wield 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 final seven years working on the custom powertrain engineering.

    If this car lives up to its potential, it will subsist 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 spend its muscle in a far more controllable pass than the combustion cars.

    The team believes it won't recall 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 every solitary goes to routine and they beat the best of the combustion world, things could bag really interesting. Freed from the constraints of Top Fuel regulations, the Top EV team wants to start running a host of other modern technologies that could configuration the car significantly faster and safer.

    And while acceleration times are the lucid focus here, the team is also aiming at tarmac-based land quicken records as well, with a stated target of half the quicken of sound, or about 612 km/h (380 mph), down an airplane runway. These are wildly unsafe 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 like birthright now?

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

    So we're going to subsist edifice 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 edifice the entire driveline, you can't buy this stuff off a shelf, and that's much allotment of what's taking time. In top fuel and like most motorsport racing, you can buy every solitary of the engine and driveline parts from suppliers around the world and achieve it together. But for us it's modern technologies, it's modern development.

    We are also working towards commercializing these technologies. The components are scalable and can subsist used in other forms of motorsport including drag racing, but they are also 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 saunter fairly fast. But then it wouldn't subsist repeatable. This is every solitary about edifice a industry so they can back the car, recall 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 modern technologies, to subsist able to create and draw on the power that they need to achieve such.

    What kind of power are they talking about there?

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

    It will probably recall us 6 to 12 months from hitting the track to applying that complete power because they want to subsist safe and repeatable, and withhold 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 pass and implement those.

    We wear two hats really; we're racing competitively and going out there to achieve on an exciting exhibition. Really huge burnouts and really demonstrate the bevy some exciting passes. But we're also 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 also land speed. On the drag strip, they want the Elapsed Time and Top quicken 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 quicken elapsed time and top quicken records as well.

    We'd like to accomplish land quicken not only on the quarter mile, but also on asphalt. We're not really looking to hit the salt. The car is designed for an terrible lot of launch energy. They really want the traction, so they would like to wait 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 every solitary down it. We're able to apply energy and bag that launch. When they saunter to an aircraft runway, even though it's asphalt, it doesn't fill that sticky preparation on it. So we're not going to subsist able to achieve the selfsame launch forces on a long runway, we'll instead fill a more consistent acceleration off the line, and hold it for a lot longer over the measured mile.

    Our top quicken goal is half the quicken 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 skim apart after that from the centrifugal coerce and dynamic loads. But we'll cross that bridge when they arrive to it.

    What kinds of tech are you developing to bag there?

    Batteries, inverters, motors. There's also data acquisition, safety intervention, and energetic aerodynamics systems.

    How about traction control, will you subsist using anything like that?

    I'll fill the feature to subsist able to completely "manual-ise" the car and it's every solitary just up to me as a driver. Or I can turn 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 accomplish what they want, within safety regulations. But they accomplish what to subsist able to compete fairly against the Top Fuel cars in time. We're trying to withhold everything as Top Fuel sanctioned as practicable so it's apples for apples, apart from the obvious driveline differences.

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

    We want to subsist able to accomplish that, bag as expeditious as they can under every solitary 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 demonstrate we're safe and consistent. The ultimate goal over the next two or three years is to reach 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 saunter 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 fill very different aerodynamics and not worrying about minimum weights, and hopefully we'll saunter a objective 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 saunter down a drag divest side by side with a Top Fuel car, where will your advantages be?

    We feel we're going to fill an astounding edge every solitary the pass to half track. That's for a brace of very obvious reasons; electric motors configuration every solitary their torque from zero RPM, so we've got more launch force. In Top Fuel drag racing, these guys are slipping their clutches every solitary the pass to half track or more, so they're not using anywhere near the complete power their engines are able to configuration until about half track.

    Our limiting factor is tires and grip, just like 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 matter to clutch deportment changes. And the air pressure, humidity and temperature change, which affects the power of the motor, and the ignition timing is censorious as those variables change and the applied load varies. They fill a lot of factors changing dynamically that are very difficult to master.

    We believe they can subsist a lot more precise and measured, with a lot more control. They hope to achieve more launch coerce and recall edge of their launch coerce more linearly up to half track.

    Now, electric motors accomplish roll off torque with higher RPM, and that's something we'll fill 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 reflect we're going to hit the track and accomplish 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 development to date, specifically on this project. I've been an electro-tech my entire career, working on electro-magnetic drives, switch-mode inverters and every solitary 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 note what sponsors want out of the project, and incorporate their insight.

    We fill many much companies on-board, and with their back their team and program is growing exponentially. Their debut naming-rights partnership is currently open to subsist established. If any of your readers here fill an interest in getting on-board, tickle saunter to their website, fill a behold through their dedicated sponsorship partners, and tickle drop us a line.

    So developing the birthright professional networks and the birthright sponsors over time is a great chunk of the admin side of the business, aside from every solitary the time they spend on developing the engineering and components. They don't want to subsist 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 plane that they can use. It seems the longer they recall to bag to the racetrack is good, because we'll fill newer tech and improved safety margins in devices that they can utilize.

    Are you cognizant of anyone else trying to accomplish something like this?

    There doesn't appear to subsist anyone doing this at such an advanced and scientific level. There's a brace of electric drag racers with expeditious cars, that fill almost hit 200 mph. And they're very nearby 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 modern 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 every solitary the energy in the power pack, you're dealing with 18 kilos of TNT essentially, plus tall quicken and stability at those tall quicken you're pressing the border of.

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

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

    To bag that going, you'll need staid competition.

    And we'd cherish to note other cars preparing to compete. They imagine over the next few years you'll start to note a complete field. Wouldn't that subsist 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 saunter 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 subsist quite unsatisfying not to fill someone next to you that you're really edging to beat. That need of competition.

    The selfsame thing will befall in this sport. If it's just us out there setting quicken records and whatnot, well, that'll subsist awesome for the first year or two. But as much as they reflect we're addressing every solitary the challenges and every solitary the hurdles and going fast, there's other people with different minds that can accomplish things differently.

    Certainly, they hope to dominate the field once there is a field, but it'd subsist much to fill 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 trail for that.

    I just can't wait to subsist strapped in and achieve my foot down. It'll subsist a much reward for all, with the time and exertion inputted and with the much people involved.

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

    Exactly right. They fill 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 pass they can engage their audience, both locally and globally.

    You mentioned energetic aerodynamics; what are you planning to accomplish with that?

    Front and rear energetic 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 subsist apples for apples when they race against other classes, they won't spend it. We'll set things up manually. But once we're free to spend their own systems and controls that are not sanctioned … Look, energetic aero's nothing new, you note 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 subsist 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 also gives us the talent to brake the car aerodynamically if they fill an issue. So I'm able to hit my abort button that'll intervene in many systems and bring every solitary the wings up at a tall angle of attack and leisurely the car down.

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

    What sort of battery accomplish you need for this kind of work?

    It's centered around very tall discharge ability. One advantageous consequence of that is expeditious charging talent too, but that's not a huge practical consideration for us, because they fill about two hours to turn the car around between competition runs, and we'll only need a few minutes to imbue up if they need to thrust it. We'll fill plenty of time to maintain and check over the repose of the car as they essentially trickle imbue the thing back up.

    But yes, very tall electrical discharge. It's drag racing, so 4-5 seconds of complete throttle, and we're dissipating a hell of a lot of energy throughout those 5 seconds. So the internals are designed for very tall current discharge, very tall 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 note a lot of potential uses in other tall energy discharge situations as well. These driveline technologies can saunter into aircraft, or flying cars, boats, hyperloops, and similar.

    We're set for killer power, but this can subsist 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 modern race car spectacle, and we'll accomplish much burnouts, we'll set much elapsed times and speeds, we'll achieve their performance goals, and they fill a lot to demonstrate and a lot to prove.

    When was the final time there was a actual technological revolution in drag racing, a modern class, something like what you're doing now?

    That's a really much question. Before electric? I'll try not to offend 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 little 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 soundless the selfsame basic technology.

    We're using the latest cutting-edge aerospace materials on the car, and adopting additive manufacture. unavoidable parts are 3D printed. They don't know of any drag racing teams that fill used any configuration 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 recall another behold at their designs, because they were every solitary ready for CNC machining. But now they can configuration shapes that aren't limited by CNC machining appliance paths, and we're using a material as tenacious as Titanium yet as light as aluminum, so they can really reduce their wall thicknesses and configuration components that are much lighter but just as strong. That's taking edge of the simple material science and additive manufacturing advances.

    Hopefully when they hit the track and debut with every solitary this stuff, they can subsist the first to accomplish it. And that'll subsist 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 behold forward to following Top EV Racing's journey going forward.

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