2020 Porsche Taycan First ride in Stuttgarts worldconquering EV

Tag: 上海水磨是不是都关门了

first_img Porsche The closer we get to launch, the clearer it becomes how important the Taycan, Porsche’s first full-production, all-electric car, will be to the future of the company. Since that first Mission E concept was unveiled at the 2015 Frankfurt Motor Show, you could tell that Porsche was taking this foray into battery electrics very seriously. The billions and billions the company has invested in the intervening years serve as financial testament to that commitment. And now, here it is: a real, functional Taycan. No, the cars you see here are not final production units, as they’re still lacking many final features and details — minor stuff like air vents and rear seats. And, as you can tell by the camouflage, Porsche isn’t quite ready to let us see exactly what it looks like, either.  Porsche Taycan on ice in Sweden Now playing: Watch this: Share your voice Comments Getting the power down Putting more than 600 horses’ worth of power to the surface of a frozen lake is no small feat. Tires are of course a major part of what Porsche is testing in Sweden, tire engineer Benjamin Gehring spending hour after hour behind the wheel finding the right mix of size and compound. For Taycan, rolling resistance was a critical factor in tire selection. The cars I rode in were on either on unstudded Goodyear Ultra Grip or unmarked Pirelli snow tires. The final brand and fitment for the production car has not been finalized. Then there’s the hardware that gets the power to the wheels, and in that regard Taycan is unlike any Porsche that has come before. The car has front and rear motors, and on this “top-notch” spec of the car at least the rear motor has some interesting, performance-oriented attributes. First, it’s connected to a proper limited-slip differential. Second, it has two speeds. Yes, a two-speed transmission at the rear, which I could clearly hear switching ratios as the car gained speed during hard acceleration. Indeed, the car seems to rely almost entirely on the rear motor under normal driving conditions. One of the many displays that can be toggled on the dramatic, curved digital gauge cluster showed the torque split, and if the car wasn’t accelerating hard or sliding across the ice, all the power came from the rear. 2020 Porsche Taycan First RideRWD most of the time, the Taycan is quick to send power forward when needed.  Porsche But, being an EV with two motors, the car can almost instantaneously demand power from either axle, without having to work around the limitations of some clumsy center differential or transfer case. For Christian Wolfsried, differential engineer on the Taycan, this presents some new challenges — and opportunities. “In the [Taycan’s] AWD system,” he told me, “there are no restrictions at all. You are absolutely free to put the power to the front or the rear. This is not possible with a regular combustion system, or a mechanical AWD system.” Wolfsried took me through the car’s various drive modes on the snow. As you go into Sport and Sport Plus, the car becomes more aggressive and the throttle response sharper, as you’d expect. It also lowers itself, something also done at highway speeds to optimize aerodynamics. However, in the Taycan you can also toggle between different settings for Porsche Stability Management, a system that got a bit of a workout on the ice. There are no restrictions at all. You are absolutely free to put the power to the front or the rear. This is not possible with a regular combustion system. Christian Wolfsried, engineer for Vehicle Dynamics 2020 Kia Telluride review: Kia’s new SUV has big style and bigger value 42 Photos 2020 Hyundai Palisade review: Posh enough to make Genesis jealous Ice drifting in Porsche’s all-electric Taycan 2020 BMW M340i review: A dash of M makes everything better Tags What it is In 2018, I was fortunate enough to drive an early precursor to Taycan, the Mission E Cross Turismo concept. Though I was able to get behind the wheel of that hand-built curiosity and take it for a quick spin in the hills around Malibu, California, that car was a very early prototype, of the sort where you had to be careful where you prodded the interior lest your finger poke right through. The cars you see here are very different things. Though still not final production units, they are largely using final production hardware. Major components like chassis, suspension, batteries and drivetrain are all there and reasonably finalized. What the engineers are focusing on now is the specific tuning of those components, a process that is increasingly handled with laptops and a tangle of adapters, not a bundle of wrenches and tools. However, given how much of a car’s behavior is dictated by software, any impressions I was able to glean from the right-hand seat must be taken with a rather large grain of salt. And, since the interiors of the three cars I rode in were in various states of finish, and often covered by camouflaging fabric, I can’t really give any impressions there — except to say that I had plenty of headroom in the front seats but not quite enough in the rear. All the cars I rode in were of the “top-notch” trim of the eventual Taycan, confirmed by the engineers but also evidenced by the big wheels and meaty brakes lurking behind them. Porsche engineers demurred on my questions regarding specific performance figures, instead quoting the company’s most recent published estimates. That is to say, more than 600 horsepower down to all four wheels, the 0-to-100 kilometers-per-hour (62 mph) sprint accomplished in less than 3.5 seconds and, crucially, the ability to do that at least 10 times in a row. Porsche also promises an 80 percent charge in just 20 minutes from one of its 800-volt chargers and a range on the European NEDC cycle of 500 kilometers. That equates to about 310 miles, but given the EPA test is an altogether different beast, expect a lower rating here. My test ride included a morning of sliding around on a massive frozen lake in Sweden before heading out on an approximately 100-kilometer loop of public roads, most covered in snow, giving me visions of stages of WRC’s Rally Sweden. Temperatures were hovering around 20 to 30 degrees Fahrenheit for most of the day. 80 percent charge takes just 20 minutes. Tim Stevens/Roadshow On cold and range Sweden has long been a development locale for manufacturers looking to ensure their vehicles can go in the snow and the ice. With the advent of these newfangled electric cars, what with their temperature-sensitive batteries and their relative absence of waste heat, testing in a place like Lapland takes on even more importance. Many of my first questions about the Taycan were just how that cold, which was 35 below just a week before my visit, impacted the range of the car. Still no formal figures were given, but I learned a lot about the Taycan’s thermal management system, designed to keep the battery in its optimum temperature envelope for maximum range — and, crucially, to keep the car’s motors at the right temperature for maximum sustained performance. Performance is a crucial component. “We didn’t change the requirements for the car,” Bernd Propfe, director of the Taycan’s platform product line, told me in Sweden. “We are aiming to build a Porsche.” That means the Taycan, like any other Porsche, has to complete a set number of laps around the company’s test track in Weissach without overheating. How many laps? That, Propfe wouldn’t say. Interestingly, the Taycan can prioritize engine and battery cooling, and that prioritization will be based on the car’s drive mode. Put the car in its standard mode and dial up 69 degrees F on the HVAC system and you can bet your driving loafers that you’ll get 69 degrees. However, Propfe told me, throw the car in Sport Plus and head out for a lap of the Nurburgring and you might have to live with 71 or 72. But, he said, the thermal system in the car is “very, very powerful,” so you should never stray more than a few degrees from ideal. In Sweden, of course, the main concern is on the other end of the thermometer. Propfe explained that the Taycan not only has the ability to scavenge waste heat from the electric motors to warm the battery, but that it can precondition both the cabin and the battery temperature in the morning before the car moves anywhere. Ideally this is done using electricity sourced from a wall outlet — like the outdoor plugs for block heaters that are near-ubiquitous in this part of the world. 2020 Porsche Taycan First RideThe Taycan’s AWD system makes short work of snowy Swedish roads.  Porsche Regen and rolling Lift off the throttle in many a modern EV and you’ll experience a rather dramatic deceleration effect, a conversion of the car’s momentum into electricity by engaging the electric motor or motors. Most EVs allow you to tune this effect to some degree, with Nissan’s latest Leaf and its E-Pedal offering the most dramatic regen, able to bring the car to a complete stop and hold it there. After a little practice in a Leaf, you can almost entirely forgo the brake pedal. For Taycan, Porsche went a different way. In the default mode, when you lift off the throttle the car doesn’t drag you to a halt. Instead, it just coasts along. “Coasting is the most energy-efficient way to do it, because braking always goes along with a loss of energy, because no engine has a 100 percent ratio,” Propfe said. “We strongly believe that the customer, if he wants to brake, he should hit the brake.” So, what happens when you do hit the brake? Then and only then does the car begin the dance of regeneration, harvesting speed in exchange for battery juice. Dip into the brake gently and you won’t engage the physical brakes. But, tuck in a little deeper and then the hydraulic system is engaged. I asked Propfe about the feel of this system, as I’ve driven many an electrified machine with clumsy stoppers. Propfe assured me that, thanks to the brake-by-wire system employed here (similar to that on the Acura NSX), it’s impossible to feel that transition. “They have done a perfect job,” he said of the car’s engineers. We strongly believe that the customer, if he wants to brake, he should hit the brake. Bernd Propfe, director of Taycan Platform Product Line More From Roadshow 17 These cars were, however, in good enough shape to open the door and let me in for the shotgun ride of a lifetime: sideways on ice in an all-wheel-drive, four-door, electric sports car with somewhere north of 600 horsepower. In other words, you’re looking at the most serious threat the Tesla Model S has yet faced, and what could easily be the most compelling choice on the market for would-be EV owners who want both performance and practicality. That is, of course, if it’s any good. 5:27 Electric Cars Performance Cars Out on the handling circuit, Wolfsried showed that with PSM enabled, the car doesn’t allow much sliding at all. As the car starts to lose grip it aggressively cuts power and applies brakes automatically to keep the car in-line. However, step up to PSM Sport mode and you can start to have some fun — to a point. Get the car too sideways, and PSM kicks in to bring you back inline. Crucially, you can turn the stability control completely off, and off means off. In this setting, the Taycan morphed into an ice drift monster, happily sliding around the skidpad and getting way out of shape on the handling course. Despite the wild antics, the car felt poised and balanced from the passenger seat, distributing power where it was needed most and always coming back in line with just the right amount of counter-steer and throttle. Cycling through the drive modes was incredibly telling, but there was one big surprise I hadn’t expected when the car slotted into Sport Plus: It got louder. 2020-porsche-taycan-first-ride-106Sadly, we’re not allowed to show a picture of the interior. So, enjoy this lovely wide shot. Porsche Sound and other interior impressions As I noted above, all the Taycan examples I rode in were in some way incomplete, and all were missing some portion of their interiors. What was present was largely covered in black fabric, but I couldn’t miss the lovely, sweeping, curved digital gauge cluster that sits behind the wheel. No analog tachometer here. Situated next to it is a version of the same silly little shifter that stands erect in the center of the new 911. I am not a fan of either the look nor the placement of the thing in Porsche’s iconic coupe. Up on the Taycan’s dashboard, however, it makes a lot more sense. In that now-empty space between the seats, the Taycan offers a second touch interface between, not unlike that found in the Audi E-Tron and other new Audis like the Q8. But again it was the sound that caught me off guard. In the most finished of the three cars, the one with a nearly full interior, there was a distinct, and distinctly digital, sort of engine noise piped into the cabin. It sounded quite similar to the tune the Jaguar I-Pace sings, but more subtle and perhaps a bit more traditional. Propfe, the platform engineer, was coy when I pressed for more details on the sound, saying only that this “E-Sound” is digitally created and that it will change based on the mode of the car. But, that’s all still very much under development. 2020 Porsche Taycan First RideDon’t be fooled by those fake tailpipes. There’s an EV under that camouflage.  Tim Stevens/Roadshow Wrap-up While riding shotgun is never as much fun as actually driving, I learned a huge amount about the Porsche Taycan this week. Sliding sideways on the ice, the thing felt poised and capable. Out on the road, on a rare patch of dry asphalt, a few launches left me with little doubt about the car’s sheer grunt — and a bit of whiplash. Ludicrous? Not quite, but I don’t doubt Porsche’s claims that this thing will prove a more consistent performer than a Model S. But to tell for sure we’re just going to have to bring these two together, and that should make for a very fine day indeed.  Editors’ note: Travel costs related to this feature were covered by the manufacturer. This is common in the auto industry, as it’s far more economical to ship journalists to cars than to ship cars to journalists. While Roadshow accepts multiday vehicle loans from manufacturers in order to provide scored editorial reviews, all scored vehicle reviews are completed on our turf and on our terms. The judgments and opinions of Roadshow’s editorial team are our own and we do not accept paid editorial content. Porsche Teslalast_img read more


Tag: 上海水磨是不是都关门了

first_imgAnil Ambani-led Reliance Communications (RCom) on Monday announced that the fair trade regulator Competition Commission of India (CCI) the company’s acquisition of Russia-based Sistema’s Indian telecom unit, Sistema Shyam Teleservices Ltd (SSTL).In November 2015, RCom had announced its plans to acquire Sistema’s Indian telecom unit in an all-stock deal, which would then create an operator with over 118 million subscribers, Press Trust of India reported. SSTL, which operates under the MTS brand, is expected to hold 10 percent stake in RCom and will pay off its debt before the completion of the deal.”We wish to inform you that the CCI has approved transfer of telecommunications undertaking of Sistema Shyam Teleservices Ltd to the company,” RCom said in a regulatory filing with the Bombay Stock Exchange.This deal will give RCom access to the airwaves in the 850 MHz band, which will be used for fourth generation (4G) services and will start in the second half of 2016.RCom has assumed responsibility of the liability to pay instalments for SSTL’s spectrum to the Indian government. This is expected to amount to Rs 392 crore by 2026, the PTI report added.This merger would help RCom to “consolidate its position” ahead of the launch of Mukesh Ambani’s Reliance Jio 4G services in the second half of 2016.Shares of RCom closed at Rs 50.80 on Monday on the BSE, up 0.69 percent from its previous close.[1 lakh = 100,000 | 1 crore = 10 million | 100 crore = 1 billion]last_img read more


Tag: 上海水磨是不是都关门了

first_imgPakistani prime minister Imran Khan. Photo: ReutersPakistani prime minister Imran Khan vowed Tuesday to challenge at the UN security council India’s decision to strip Kashmir of its special autonomy, and demanded action from the international community as tensions soared between the nuclear-armed rivals.Khan gave a forceful rebuke of prime minister Narenda Modi’s decision Monday to scrap the special status granted to the Indian-ruled part of Kashmir from India’s constitution in front of a joint-session of parliament in Islamabad.“I want to make it clear that we will fight this issue on every forum, (including) at the UN security council,” said Khan, who also promised to also raise the issue with heads of state and take the matter to the International Criminal Court.Khan demanded action from the global community as he accused Modi of blatantly violating international law in pursuit of an anti-Muslim agenda in India.“If the world does not act today… (if) the developed world does not uphold its own laws, then things will go to a place that we will not be responsible for,” Khan added.The prime minister’s remarks came shortly after Pakistan’s military announced it “firmly stands” by Kashmiris following a meeting by the army’s top commanders in the garrison city of Rawalpindi to discuss the move by India, which is also set to exacerbate the long-running bloody rebellion in Kashmir.“Pakistan Army firmly stands by the Kashmiris in their just struggle to the very end. We are prepared and shall go to any extent to fulfil our obligations in this regard,” General Qamar Javed Bajwa said, in a tweet sent by a military spokesman after the meeting.Spokesman major general Asif Ghafoor said commanders “fully supported” the civilian government’s rejection of India’s move.“Pakistan never recognised the sham Indian efforts to legalise its occupation” of the disputed mountainous region, he added.On Tuesday, an estimated 500 people demonstrated in Muzaffarabad, the largest city in Pakistani-held Kashmir, with more protests expected in major cities across the country.Pakistani lawmakers also began a session of parliament to discuss a possible response to Delhi’s move.The breathtaking Himalayan region of Kashmir has been disputed by India and Pakistan since independence in 1947. They have fought two of their three wars over the former principality.Earlier this year they came close to war yet again, after a militant attack in Indian-held Kashmir in February was claimed by a group based in Pakistan, igniting tit-for-tat air strikes.For three decades the Indian-administered part has been in the grip of an insurgency that has left tens of thousands dead.Armed Kashmiri rebels and many residents have fought for the Muslim majority region’s independence or to join neighbour Pakistan.Ahead of the announcements, tens of thousands of extra Indian troops were deployed in the territory, and a security lockdown was imposed overnight Sunday. All telecommunications have been cut there since.Editorials and social media in Pakistan were buzzing Tuesday over Modi’s decision, with the English daily Dawn running a large headline on its front page reading: “New Delhi sheds fig leaf, robs held Kashmir of special status”.last_img read more


Tag: 上海水磨是不是都关门了

first_img Age of earliest human burial in Britain pinpointed Explore further (PhysOrg.com) — A new archaeological study in Britain has shown that its multi-cultural nature is not a new phenomenon, but that even in Roman times there was a strong African influence, with North Africans moving in high social circles. © 2010 PhysOrg.com A computerised reconstruction of how the Ivory Bangle Lady could have looked. Image credit: Dr Hella Eckardt/University of Reading The analysis of the Lady and other skeletons and artifacts contradicts the popular assumption about Britain in Roman times that African immigrants were usually males, of low status, and most were slaves, and shows that high status women from Africa were also present in the society. Dr Eckardt said the research on the Lady and other skeletons suggest the society was as diverse, and possibly more diverse than it is today.The Roman Empire extended into the Near and Middle East, North Africa, and included Europe, and there were great movements of people throughout the Empire, both voluntary and involuntary. York (or Eboracum, as it was then known) was an important city of the period and eventually was named capital of “Britannia Inferior.” Emperor Septimius Severus, who was born in North Africa, was one of two Roman Emperors who visited Eboracum, and died there.The paper is published in this month’s edition of the journal Antiquity. The skeleton and artifacts will be displayed in August as part of the Yorkshire Museum’s exhibition: Roman York — Meet the People of the Empire.center_img More information: A Lady of York: migration, ethnicity and identity in Roman Britain, Antiquity, Volume: 84 Number: 323 Page: 131-145. antiquity.ac.uk/ant/084/ant0840131.htm The study, led by Dr Hella Eckardt of the Department of Archaeology at Reading University, used pioneering forensic techniques to study fourth century artifacts and bones in the Yorkshire Museum’s collections in York. The researchers used isotope analysis and forensic ancestry assessment to analyze the items, which included the “Ivory Bangle Lady” skeleton and goods buried with her. The Ivory Bangle Lady remains were found in August 1901 in a stone coffin unearthed in Bootham, where a group of graves were found. The grave has been dated to the latter half of the fourth century. Items buried with the Lady included expensive luxury items such African elephant ivory bracelets, beads, pendants and other jewelry, a blue glass jug, a glass mirror, and Yorkshire jet. A rectangular bone mount, possibly for a wooden coffin, was also found in the grave. An inscription on the bone, “Hail sister, may you live in God,” suggests the woman held religious beliefs and may have been Christian. She is believed to have been one of the richest inhabitants of the city.The researchers analyzed and measured the Lady’s skull and facial features, and looked at the chemical signatures of her diet. They also examined the burial site to build a picture of her social status and ancestry.Dr Eckardt said the results showed the Ivory Bangle Lady was of mixed ancestry, and the isotope analysis suggested she may have migrated to Britain from a warmer climate. This evidence, along with the goods found in the ground, and the fact the burial rite was unusual, all point to the her having been of North African descent, arriving in Britain possibly via the Mediterranean, and she was of high social status. Citation: Roman era York may have been more diverse than today (2010, March 1) retrieved 18 August 2019 from https://phys.org/news/2010-03-roman-era-york-diverse-today.html This document is subject to copyright. Apart from any fair dealing for the purpose of private study or research, no part may be reproduced without the written permission. The content is provided for information purposes only.last_img read more


Tag: 上海水磨是不是都关门了

first_imgCurrently, free and open source software means anyone can modify and repurpose it for their needs. This also means that companies can take advantage of such open source software and use it for their commercial advantage. The ‘commons’ clause aims to change that and forbids monetization that mostly entails commercial use. The case in favor of the commons clause Companies that commercialize open source projects don’t give much back and this is an abuse of open source projects. The projects are open source for the idea to promote sharing and learning, not necessarily for tech giants to use it commercially make money from projects that were available freely. This is not illegal but can be just viewed as an abuse of open source projects where it is being used to make money without the creators/community getting anything back. What is the commons clause? The Commons Clause website states contributed by FOSSA, the founder and CEO is Kevin Wang. The task of drafting the commons clause was handed over to open source lawyer Heather Meeker. It is not a license itself but an additional clause that can be added to open source project licenses. It adds a narrow commercial restriction on top of the existing open-source license. The additional clause restricts the ability to ‘sell’ the software while keeping all the original license permissions unchanged. This is in the interest of preserving open source projects and helping them thrive. To avoid any confusion, when commons clause is added to a project, it is no longer ‘open source’ by the formal definition. Adding commons clause means the project still has many elements aligning to an open source project like free access, freedom to modify and redistribute but not sell. Basically, when commons clause is added to a project, the project can no longer be monetized. The Commons Clause FAQ states: “The Commons Clause was intended, in practice, to have virtually no effect other than force a negotiation with those who take predatory commercial advantage of open source development. In practice, those are some of the biggest technology businesses in the world, some of whom use open source software but don’t give back to the community. Freedom for others to commercialize your software comes with starting an open source project, and while that freedom is important to uphold, growth and commercial pressures will inevitably force some projects to close. The Commons Clause provides an alternative.” The case against the commons clause There are discussions on various forums regarding this clause with conflicting views. So, I will try to give my views on this. Opposers of the clause believe a software becomes propriety on applying commons clause. This means that any service created from the original software remains the intellectual property of the original company to sell. The fear is that this would discourage the community from contributing to open-source projects with a commons clause attached since the new products made will remain with the company. Only they will be able to monetize it if they choose to do so. On the one hand, companies that make millions of dollars from open source software and giving anything back is not in line with the ethos of open source software. But on the other hand, smaller startups and individual contributors get penalized by this clause too. What if small companies contribute to a large open source project and want to use the derived product for their growth? They can’t anymore if the commons clause is applied to the project they contributed to. It is also not right to think that a contributor deserves 50% of the profits if a company makes millions of dollars using their open source project. What can be done then? The commons clause doesn’t really help the open source community, it only prevents bigger companies from monetizing it unfairly. I think major tech companies can license open source software strictly for commercial use separately. Perhaps a financial profit benchmark (say $100,000) can be made for paid licensing. That is, if you make x money from the open source software, pay for a license for further use. This will help small companies from running out of money and force closing their source. The commons clause currently is at 1.0, and there will be future revisions. It was recently adopted by Redis after Amazon using their open source project commercially. For more information, you can visit the Commons Clause website. Read next Storj Labs’ new Open Source Partner Program: to generate revenue opportunities for open source companies Home Assistant: an open source Python home automation hub to rule all things smart NVIDIA open sources its material definition language, MDL SDKlast_img read more