#time to shift into 322 mode | Explore Tumblr Posts and Blogs

misplacedgamer · 3 years

Text

BnHA Chapter 322 Theory-Reverse Kamino

Ok, so I know we’ve all had our fun this week with bi!Mineta and crying over Tenya and “I have so much I need to say to him”, but the next chapter will be here in 24 hours and it’s time to shift back into theorist mode while I still have the chance. So here it is, my big take on what’s going to happen in chapter 322, also known as the “Reverse Kamino” theory (under read more because I wrote a novel)

Starting simple, I don’t think Horikoshi is quite done with the angst just yet. Chapter 321 was a huge emotional catharsis chapter, that’s to be sure, but it ends on a weirdly somber and abrupt note. While we do see Tenya initially grab hold of Deku’s hand, we don’t actually see Deku gripping his hand back before the chapter ends, which would have been an easy thing to do if this was meant to be the last bit of angst before Deku goes home, ESPECIALLY since Horikoshi loves drawing hands. The other thing to notice is Deku’s face in the panel that closes the chapter.

If you wanted to go for the emotional gut punch, you’d end with the panel of Deku crying, because it's so good and cathartic and resonates so well with what happened in the Stain arc between Tenya and Deku. That’s the panel you end on if you want to close the chapter on an optimistic note. But instead, there’s an extra little panel of Deku that’s extremely foreboding. Deku himself is completely in shadow (contrasting the panel above), and the panel is zoomed out just enough that you can’t see his pupils at all. It’s the same face he was making in the crying panel, but now with his open mouth and his eyes whited out, it looks less cathartic and more like Deku’s frozen in terror.

Let’s also notice the ominous sound effect that takes up a third of the panel. Apparently it translates as a “fwip” sound. I’m not sure what that could be (unfortunately I don’t have every onomatopoeia memorized for this series just yet), but it indicates that something else is happening here. The blurb at the bottom also indicates that Deku’s next actions in the coming chapter are unclear. It could just be hype text, but I think if the angst was over ending the chapter with “Class 1-A has finally reached him!” would have been hype enough.

So what’s going on here?

Well, remember that this whole chapter (and really this whole fight in Kamino) have been paralleling two arcs: the Stain arc and the Kamino Ward Rescue arc. The Stain parallels really only became obvious in this chapter (which really should have been more obvious, Stain was even in a previous chapter watching Deku destroy himself), but I think the payoff for that parallel also happened in this chapter. Tenya finally got to repay the debt he owed Deku for saving his life after he tried to fight Stain; he got to at least try to bring him back from the brink before Deku completely lost himself to his goals. I wish I had noticed it sooner, but it's over and done with (probably, who even knows at this point).

What I’m more interested in are the parallels to the Bakugo Rescue at Kamino. Not only did we get the ice ramp making a return, but we also got a parallel between Bakugo and Deku when they made the plan for the rescue. Both had a lot of personal investment in making sure the other one was rescued, but both were also aware that they weren’t the right person to make the saving throw, and put their own personal feelings aside, choosing one of the other person’s closest friends to make the save instead. I don’t want to get too bogged down in all the parallels here though, because that’s not the point of this post. What I am saying is that there’s a couple of elements missing here:

The initial kidnapping, and AFO

AFO was a huge part of the Kamino rescue arc. It was the first time we really got to see what he can do, the kids had to rescue Bakugo to get him away from AFO (and Shigaraki), and this arc also featured the wiping out of All Might’s power completely. I find it highly unlikely that we would get references to Kamino Ward without seeing AFO at least once. We also did not get a kidnapping prior to this arc taking place. I know Deku leaving UA narratively serves the same purpose as Bakugo getting kidnapped, but I choose to think there’s something else going on. Which dovetails into...the Reverse Kamino Theory

It is very obvious that Horikoshi loves Star Wars, and one of the most memed on quotes from Star Wars is a quote from George Lucas saying that the prequels will be “like poetry”

So if we have not seen AFO yet, and there hasn’t been a kidnapping, I think Horikoshi is priming us for a kidnapping at the end of this arc. We know AFO has been toying with Deku this whole time, and it would be a perfect opportunity to swoop in and grab him after he’s completely exhausted himself trying to escape all his friends. Also remember that AFO has a teleportation quirk that can be targeted specifically to who he wants to teleport. The ominous sound effect could be the teleporting black goop that the LoV coughed up the last time we were at Kamino.

And then we could get another parallel of Bakugo trying to race and catch Deku before he gets stolen away and I’ll have to cry forever again. I could also see Bakugo actually reaching Deku this time, but I don’t think we’ll get the conclusion of the hand holding arc so close to Bakugo denying himself the opportunity. Besides, boy need to learn to say the things he means when he actually has the chance (he was right there Bakugo!).

So yeah, lock me in for Reverse Kamino next chapter. AFO is gonna show up and kidnap the boy, and I guess Bakugo or Shoto will have to be our protagonist until they get him back. All aboard the angst train everyone!

Btw, if anyone would like meta comparing the back half of the Villain Hunt arc to either the Stain arc or the Bakugo Rescue please let me know!

#bnha spoilers #bnha 322 #bnha meta #bnha analysis #bnha theory #katsuki bakugou #bakugo katsuki #izuku midoriya #midoriya izuku #deku midoriya #time to shift into 322 mode #ALL ABOARD THE HYPE TRAIN

48 notes · View notes

chemwhat · 2 years

Text

WITHAFERIN A CAS#: 5119-48-2

IdentificationPhysical DataSpectraRoute of Synthesis (ROS)Safety and HazardsOther Data Identification Product NameWITHAFERIN AIUPAC Name(1S,2R,6S,7R,9R,11S,12S,15R,16S)-6-hydroxy-15-ethyl]-2,16-dimethyl-8-oxapentacyclooctadec-4-en-3-oneMolecular StructureCAS Registry Number 5119-48-2EINECS Number207-322-2MDL NumberMFCD00006400Beilstein Registry Number105692Synonyms3-Pyridinamin;3-Pyridinamine;3-Pyridinamine;pyridin-3-amine;T6NJ CZ;3- Aminopyridine;3-Amino-pyridine;3-pyridylamine;Amino-3 pyridine;m-Aminopyridine;MS/MS-1064463;Pyridin-3-ylamine;Pyridine, 3-amino-;β-Aminopyridine462-08-8Molecular FormulaC28H38O6Molecular Weight470.60InChIInChI=1S/C28H38O6/c1-14-11-21(33-25(32)17(14)13-29)15(2)18-5-6-19-16-12-24-28(34-24)23(31)8-7-22(30)27(28,4)20(16)9-10-26(18,19)3/h7-8,15-16,18-21,23-24,29,31H,5-6,9-13H2,1-4H3/t15-,16-,18+,19-,20-,21+,23-,24+,26+,27-,28+/m0/s1InChI KeyDBRXOUCRJQVYJQ-CKNDUULBSA-NCanonical SMILESCC1=C(C(=O)O(C1)(C)2CC32(CC43C56(4(C(=O)C=C6O)C)O5)C)CO Patent InformationPatent IDTitlePublication DateWO2019/116071COMPOUNDS FOR TREATING NEURODEGENERATIVE DISORDERS2019US2019/315798WITHANOLIDES USEFUL FOR THE TREATMENT OF NEURODEGENERATIVE DISEASES2019 Physical Data AppearanceWhite to off white powderSolubilityNo data availableFlash PointNo data availableRefractive indexNo data availableSensitivityNo data available Melting Point, °C Solvent (Melting Point) Comment (Melting Point)253243 - 245CHCl3, ethyl acetateDecomposition248 - 249methanol Spectra Description (NMR Spectroscopy)Nucleus (NMR Spectroscopy)Solvents (NMR Spectroscopy)Temperature (NMR Spectroscopy), °C Frequency (NMR Spectroscopy), MHzChemical shifts, Spectrum13Cchloroform-d1100Chemical shifts1Hchloroform-d1400MAS (Magic-Angle Spinning), Chemical shifts, Spectrum1Hwater-d219.84DEPT (Distorsionless Enhancement by Polarisation Transfer), Chemical shifts, Spectrum13Cchloroform-d1125Spin-spin coupling constantsCDCl3 WITHAFERIN A CAS#: 5119-48-2 1H NMRWITHAFERIN A CAS#: 5119-48-2 13C NMR Description (IR Spectroscopy)Solvent (IR Spectroscopy)Comment (IR Spectroscopy)Bands, Spectrumpotassium bromideBandsfilmBandsnujol Description (Mass Spectrometry)liquid chromatography mass spectrometry (LCMS), electrospray ionisation (ESI), time-of-flight mass spectra (TOFMS), tandem mass spectrometry, spectrumelectrospray ionisation (ESI), liquid chromatography mass spectrometry (LCMS), spectrumliquid chromatography mass spectrometry (LCMS), tandem mass spectrometry, spectrumHRMS (High resolution mass spectrometry), ESI (Electrospray ionisation), IT (ion trap), CID (collision-induced dissociation), Tandem mass spectrometry, SpectrumESI (Electrospray ionisation), TOFMS (Time of flight mass spectrum), QIT (quadrupole ion trap), Spectrum Description (UV/VIS Spectroscopy)Solvent (UV/VIS Spectroscopy)Absorption Maxima (UV/VIS), nmSpectrumCHCl3213, 238 Route of Synthesis (ROS) Route of Synthesis (ROS) of WITHAFERIN A CAS 5119-48-2 ConditionsYieldWith 1H-imidazole; dmap In dichloromethane at 20℃; for 3h;94%With 4-PP In N,N-dimethyl-formamide at 60℃; for 3h;90%With 1H-imidazole; dmap In dichloromethane at 20℃; for 2.5h;89%With dmap; triethylamine In dichloromethane at 20℃; for 12h; Reagent/catalyst; Safety and Hazards GHS Hazard StatementsNot Classified Other Data TransportationNONH for all modes of transportUnder the room temperature and away from lightHS CodeNo data availableStorageUnder the room temperature and away from lightShelf Life2 yearsMarket PriceUSD DruglikenessLipinski rules componentMolecular Weight470.606logP3.987HBA6HBD2Matching Lipinski Rules4Veber rules componentPolar Surface Area (PSA)96.36Rotatable Bond (RotB)3Matching Veber Rules2 Use PatternPharmaceuticalsinducing depletion of tumor-induced bone marrow myeloid-derived suppressor cells of polymorphonuclear type (PMN-MDSCs)treating a cancer in combination with oncolytic virus and adjuvanttreating a cancer in combination with oncolytic virus and chimeric antigen receptor (CAR)-expressing T-cells (CAR T-cells)treating melanomaGeneral chemicalsquality control, consistency and accuracy of the PV formulationmitigating, alleviating or improving Alzheimer’s disease Read the full article

0 notes

hjgj968 · 3 years

Text

Automatic Cutting and Stripping Machines

Improved technology enables fast cutting, clean stripping and simple blade changeover for various size wires.

Without a sculptor, a piece of clay or marble can never reach its full artistic potential. Rotary, V and die blades in automatic cutting and stripping machines serve a similar role to help conductive wire and cable achieve its full electric potential as part of a harness.

Within one or two seconds, these blades precisely cut each wire or cable to a predetermined length and remove its insulation to expose one or more inner conductors. The wires or cables are then manually or automatically crimped by terminal crimping machine before being brought to the assembly workstation, where assemblers use boards to carefully build each harness.

At Gruber Communications, based in Phoenix, workers assemble lots of cable harnesses for use in data centers every day. The company’s priority since day one has been to produce high-quality cables—and make sure that no cable conductor, or high voltage cable machine is ever nicked or blemished during wire cutting and stripping machine's processing.

For more than a decade, Gruber workers used separate pneumatic machines to cut and strip each cable. Eventually, though, CEO Pete Gruber grew tired of the constant maintenance on the machines’ check valves and cylinders. This led him to purchase the all-electric EcoStrip 9300 cut and strip machine in 1998.

Made by Schleuniger AG of Switzerland, the machine’s reliability and infrequent need for parts has enabled Gruber to substantially increase its cable harness production over the past 18 years. In fact, this machine continues to precisely cut and strip cables after more than 6 million runs.

Being able to run reliably for nearly 20 years and cut and strip millions of cables or wires is quite common for today’s automatic machines. There are two reasons for this, say suppliers. First is stateof- the art blade technology, which enables fast cutting, clean stripping and simple blade changeover for various size wires. Equally important are operators who understand, implement and optimize each machine’s cutting and stripping capabilities.

FROM SIMPLE TO PROGRAMMABLE

More than 90 years ago, Haaken Olsen—an up-andcoming engineer at Artos Engineering Co.—noticed an increased usage of insulated copper wire in automobiles, appliances and radios. He also saw assembly workers manually measuring wire to predetermined lengths, cutting it and removing the insulation from both wire ends.

Believing manufacturers would be interested in buying an automated machine that could perform this work faster, better and more cost-effectively, Olsen went about developing one. In 1926, Artos introduced the CS-1, the first-ever automatic CAS machine. Olsen vowed to sell at least a dozen, but things went much better than planned. A new industry was born, and Artos alone has sold nearly 100,000 wire processing machines over the past nine decades.

“Cutting and wire stripping machine machines from the 1920s to the 1950s featured mechanical designs,” explains John Olsen II, president of Artos since 2005 and great-grandson of Haaken. “Typically, three pair of fixed-position blades were used to cut and strip the wire. All setup changes were done mechanically by adjusting cams and moving blade spacers.”

More-advanced electropneumatic CAS machines appeared in the 1960s and 1970s, allowing for push-button control of feeding lengths. Since then, according to Olsen, CAS machines have evolved in three areas to become much more efficient.

One is the improved operator interface, which increases the machine’s capability to process small batch sizes and provides full integration with a marking system (laser, inkjet, hotstamp) or slitting device. Another is the use of servomotors for all wire movements to increase processing precision and speed. The third is faster machine changeover by using quick-change guides and blades, and technology like the Artos Sencor system to automate wire setup.

Semi- and fully automatic CAS machines come in three sizes: benchtop, midsize and large. A benchtop model is best for low-volume and prototyping applications. It usually requires little setup, plugs into a standard 110- volt outlet, and is simple to operate (push buttons, small display, limited programming).

Despite being an entry-level machine, the benchtop EcoStrip 9380 from Schleuniger can process single wires from 30 to 8 AWG and two wires (up to 0.12-inch diameter) in parallel. It is operated via S. ON software on a 5.7- inch color touch screen, and features the company’s Bricks electronic platform for precise wire feeding by using automatic wire prefeeder. An optional belt feeding system can be set for normal, roller or short mode processing.

Midsize machines are designed for medium-volume applications, which suppliers define as processing up to a few thousand wires or cables per week. These machines may or may not be standalone, but they are bigger and offer more programming options than benchtop models.

One such unit is the CS-326 from Artos. The fully electric, servo-driven machine processes wire and cable from 30 to 4 AWG or 0.5 inch OD. It cuts wire to a length of 0.25 inch to 3,250 feet. Minimum and maximum stripping lengths are 0.01 inch and 39 inches, respectively.

The machine features the Sencor system that senses the conductor within the wire and automatically sets blades at the proper stripping diameter. This technology reduces wire waste, shortens setup time and monitors blade wear.

Separate accessories enable the unit to cut Kevlar-insulated wire and strip coaxial and ignition cables. An optional work table lets companies easily move the 400-pound machine to any workstation.

Schleuniger offers six versions of its MultiStrip 9480 machine to cover a wide range of applications (32 to 8 AWG wire) and budgets. Four models (MR, RS, RSX and RX) feature a fully programmable rotary incision unit capable of processing coaxial and multilayer cables. A multiposition indexing cutter head, standard on all models except the S, accepts blade cassettes that change out quickly and easily. The machine cuts and strips wire as short as 2.3 inches and as long as 3,281 feet. In short mode, wires as short as 0.375 inch, with a 0.125-inch strip length on each end, can be processed.

Large machines are for high-volume (up to several thousand pieces per shift) processing of singleconductor wire as large as 4/0 AWG, and multiconductor or shielded cable up to 1.5 inches OD. These standalone units feature large cutter heads, infeed and outfeed mechanisms, an HMI and multiple protocol interfaces. Users of these machines usually require one to two days of hands-on operations training by the supplier.

Most large machines can also be networked with other assembly machines via a plant’s ERP and MES software. Manufacturers especially like this capability because it provides full traceability for every job, and enables them to track how many cycles each machine has completed and when maintenance should be scheduled.

Artos’ CS-327 machine processes cables as large as 4/0 AWG or 1.37 inches in diameter, including battery and welding cables, power cables for appliances, and multiconductor cables for signal and power. The unit’s dualblade cutter head and belt infeed and outfeed systems are servo-driven. Minimum wire cut length is 10 inches in standard mode and less than 2 inches in short mode. Strip lengths are programmable to 40 inches.

Also standard are an integrated length encoder for accuracy and quality, an HMI for PC operator control and a removable wire scrap collection tray. Options include a three-blade cutter head for high-speed processing and special tooling for steel cables.

FEWER CHALLENGES THAN BEFORE

“In the 1950s, the average harness in an American car contained fewer than 50 wires,” notes Rob Boyd, senior product manager at Schleuniger. “Today’s car features many harnesses that have hundreds of wires of varying gauges and lengths. As a result, harness makers need versatile automatic cutting machine and stripping machines to meet this challenge.”

They also need to make sure that their machine operators are trained to understand the dynamics that exist between wire insulation (depending on wire supplier), nonsymmetrical wire, and blade design and performance limitations. Tim Crider, sales director at Komax Wire, cites as an example the lower margin of error when processing PVC-insulated wire as compared to Teflon-insulated wire. Because PVC is softer and less challenging to cut and strip, the operator doesn’t need to pay as close attention to process parameters, blade positioning and wear.

Komax’s Kappa 331 machine addresses these and many other challenging applications. It processes wire from 24 to 2 AWG and cable up to 0.63 inch OD in large and small batches. The unit also performs full and partial pull-off operations on single conductors and individual coax layers, and strips the outer jackets from cables with or without shielding.

A key feature is the Kappa Sensorik laser sensor, which automatically detects the wire conductor and uses inductive measuring to determine its diameter. The sensor and a chargecoupled device (CCD) line optically measure the outside cable diameter and then check that the cable is present during processing. This feature greatly shortens setup time and changeover, and reduces operating errors.

For the past 18 months, a large wire harness and cable manufacturer has been using the Kappa 322 machine to cut and strip three-conductor 14 AWG cable (40 inches long) at a rate of 600 pieces per hour (pph). This midsize unit processes wire from 30 to 4 AWG and enables easy setup and changeover without tools.

“Buying a midsize machine to constantly perform heavy-duty work is a common problem,” says Armando Zacarias, sales and service manager at Eubanks Engineering Co. “A machine that’s capable of processing 32 to 8 gauge wire is really not designed to process 8 gauge wire all day long. Using the machine that way will likely require it to often be refurbished or rebuilt. A better approach is to buy a machine that’s able to process wire as large as 4 gauge.”

Operators use a cassette to quickly insert and remove blades from Eubanks’ fully programmable AirStrip 7400 machine. Microprocessor-controlled and easy to operate, the machine handles stranded conductor wire from 32 to 8 AWG, and multiconductor cable up to 0.31 inch OD. It strips cable up to 20 inches long, and can be programmed to do step and center stripping.

A bit larger in size is the more powerful 2700-05. It cuts and strips wire from 32 to 8 AWG, as well as multiconductor and flat cable up to 0.31 inch wide. Operators input wire processing parameters on the built-in keypad. Zacarias says consumer electronics and automotive manufacturers use this machine in high-volume, low-mix environments because of its high production rate (up to 10,800 pph).

Another ongoing challenge is making the wire and cable as straight as possible before it enters the CAS machine. Suppliers often provide material on the smallest spool possible, which, unfortunately, results in bent wire and cable that may require a straightener.

To avoid this extra processing step, Boyd recommends thin wire be wrapped around spools at least 10 inches in diameter. Thicker wire and cable should be delivered on much wider barrels, so that it unwinds in a large loop that is easy to straighten.

0 notes

bisokubira1995 · 3 years

Text

The 2022 Cadillac CT5-V Blackwing Is The Most Powerful Cadillac Ever

The Cadillac CT5-V is a good car, but it isn't the proper CTS-V successor that we had hoped for. It's way down on power, with a mere 360 horsepower (269 kilowatts) compared to its predecessor's 640 (477 kW), and takes 4.8 seconds to hit 60 versus the CTS-V's sub-four-second time. But today the brand is debuting a car that feels like a proper follow-up to the CTS we all knew and loved: This the Cadillac CT5-V Blackwing.The company has been teasing the CT5-V Blackwing for quite some time – including yesterday at the Rolex 24 At Daytona alongside the smaller CT4-V Blackwing, smaller CT4-V Blackwing. But this is the first time we get to see the hotter CT5-V in detail, and with actual performance stats to boot. Borrowing the supercharged 6.2-liter V8 from the CTS-V – albeit with significant upgrades – the CT5-V Blackwing pumps out an absurd 668 horses (498 kW) and 659 pound-feet (893 newton-meters). That allows it to hit 60 in just 3.7 seconds and continue on to a top speed of around 200 miles per hour (322 kilometers per hour).Although the CT5-V Blackwing uses the same supercharged V8 as its predecessor, Maxisys Ultra price. the modifications are plentiful. The CT5 has a larger supercharger (1.7 liters, to be exact), new pulleys, aluminum cylinder heads, titanium intake valves, and 46-percent better airflow. And for the pursuits, there is a manual transmission. A Tremec six-speed manual comes standard on the CT5-V Blackwing (as well as the CT4-V Blackwing), with features like no-lift shift and rev-matching. The optional gearbox is a 10-speed automatic that Cadillac says shifts faster than competitors' dual-clutch transmissions. Notably, the 3.7-second sprint to 60 happens with the autobox, while the manual will be a touch slower off the line.Underneath, the CT5-V Blackwing adopts GM's fourth-generation Magnetic Ride Control system. Already one of our favorite setups, the latest version includes upgrades to the front and rear suspension systems (hollow stabilizer bars, higher-rate bushings, etc.), improving both track handling and on-road comfort. And in both models, power travels to the rear wheels exclusively.The CT5-V Blackwing gets standard Michelin Pilot Sport 4S tires designed exclusively for this model, measuring at 275/35R19 in the front and 305/30R19 in the rear. That super-sticky rubber wraps around Blackwing-exclusive forged 19-inch wheels, and those wheels hide a set of optional carbon-ceramic brakes pads that help shed an extra 53 pounds (24 kilograms) versus the standard steel brakes.But most of the changes to the Blackwing model are mechanical; the hotter CT5-V only gets a slightly different front bumper with larger air intakes and black accents, a few carbon fiber aero pieces for additional downforce, and a blacked-out grille. The rear end of the Blackwing model also dons matching carbon fiber accents like a new spoiler and diffuser. The interior of the CT5-V Blackwing adopts a similarly subtle makeover, with carbon fiber accents on the center console, steering wheel, and door panels and a nifty 3D-printed shifter at the driver's disposal.In terms of technology, the CT5-V Blackwing gets a 12.0-inch digital instrument cluster similar to what you'll find in the C8 Corvette. The large display offers basic readouts for things like tire pressure, G forces, and boost, with specific displays for the car's three drive modes – Tour, Sport, and Track. There's also a customizable launch control setting embedded within the display, as well as a Performance Traction Management system.All that performance will cost you $84,990 for the base Cadillac CT5-V Blackwing before options. Reports suggest that we could see Super Cruise on the CT5-V Blackwing – although, Cadillac has yet to confirm – and we know that the CT5-V will come in two trim-exclusive colors at launch, Blaze Orange Metallic and Electric Blue. Buyers interested in taking home a CT5-V Blackwing can put down a $1,000 pre-order starting today.

0 notes

adriansmithcarslove · 5 years

Text

2020 BMW M8 Competition Review: I’ve Been Waiting 20 Years for This

At the end of the ’90s, there was about a year when the then shockingly expensive first-gen BMW 8 Series and the ascendant E39-generation M5 overlapped. The long, sleek, sexy coupe with its pillarless greenhouse had a restrained elegance about it. That stunning coupe could be had with either a 282-hp V-8 (840Ci) or 322-hp V-12 (850Ci). However, its substantial weight relegated it to grand touring status rather than sport coupe.

At about the same time, BMW introduced its third-generation M5 sedan with its bespoke 394-hp V-8. Some say this was the most coherent and best M5 to date. Back then, it got me thinking: What would a 2000 BMW M8 be like with that potent powerplant? There were ludicrously expensive Alpina spin-offs, but an M8 might’ve breathed some life into the otherwise exiting 8 Series. We never found out because that M8 was never built for public consumption.

Flash forward two decades, and voila. Here it is: the 2020 BMW M8 Competition coupe/convertible, powered by the current-generation M5’s twin-turbo V-8 juiced up to 617 horsepower and a tarmac-torturing 553 lb-ft of torque. Like the M5, power goes through a quick-shifting eight-speed automatic and clever adjustable all-wheel-drive system with AWD, AWD Sport, and RWD modes. Is it everything I had hoped it would be? Nearly.

0–60

Pressing the starter button, the M8 convertible’s subdued rumble awakens my 20-year-old dream, but now with 200-plus more horses than I had originally hoped. I click the button to open the car’s sport exhaust system. “It’s gonna be a ferocious thing, right?” I ask myself. My driving partner and I take to the streets of Faro, Portugal, and putter through town in Comfort mode, the engine barely idling and yet supplying peak torque at just 1,800 rpm. Entering an “A” road (freeway), we pin the throttle and leap onto the motorway as if we were about to take flight. Sure, it’s the torque doing the work, but the top-end horsepower (peaking at 6,000 rpm) is what is so remarkable. The car’s acceleration feels never-ending. BMW reckons either the coupe or convertible will run 0–60 mph in about 3 seconds flat. We concur; we’ve already tested a mere 523-hp M850i xDrive, and it does the deed in 3.4–3.5 seconds.

Cork Soaker

Watching Portuguese cork trees whiz by, remembering an SNL skit where they could barely get the words out without laughing, the navigation system politely updates our progress: “You will arrive at your destination in 25 minutes,” and I joke, “24 minutes, 23 minutes, 22 minutes.” At about this time, we wonder if there are speed cameras and back ’er down a bit since we were heading to a racetrack where there are no speed limits, but track limits. Even at triple-digit (kph) speeds, it’s shockingly quiet under the fabric top, the only wind noise coming from the side mirrors. The rear “seat,” if you can call it that, is only slightly more useful than that of a Porsche 911. If you want rear seats, you’ll have to wait for the four-door M8 Gran Coupe, which would later be revealed to us (no cameras allowed), by invitation only, at the racetrack. The M8’s interior is typical, modern BMW fare, iDrive controller prominently placed but accompanied by a mode selector: Comfort, Sport, Sport+, and Track, the last being exclusive to the Competition models. There’s yet another version of a stubby BMW shifter that doesn’t operate the same as other BMWs.

Too Many Choices?

As we exit the highway, we select Sport, and the M8’s adjustable dampers firm up noticeably, but the ride remains exceptionally compliant and buttoned down. The steering weight gets heftier, too. Besides the two programmable M buttons on the steering wheel, there’s a menu where you can independently customize settings for the engine, dampers, steering, M-tuned xDrive, and braking systems. There’s also a toggle on the shifter to adjust the transmission’s logic and shift speeds. I’m no mathematician, but there must be hundreds of permutations available. That would seem to be about 100 too many.

Whoa!

We head for the hills, and on the narrow, twisting roads, the M8 starts to feel its size. Sure, the dynamic stability control and rear-biased AWD system links up with the BMW active M differential to tidy things up, but this is a big car capable of 189 mph. Occasionally getting stuck behind slow-moving farm equipment, we again ask the M8 to take a lungful of crisp morning air and pass with ease and revelry. Slowing for the tight turns, however, required some recalibration. The M8 uses a brake-by-wire system, meaning there’s no hydraulic connection to the pedal that’s more akin to an actuator. The pedal travels only a short distance and the “jump-in” is steep; too steep for my taste. There’s barely any ability to modulate the brakes with such a short pedal, and limo stops proved difficult, as well. Similarly, the electronic power steering does its job with precision and without fail, but it lacks an ability to connect the driver to the road mechanically.

Track at Last

We arrive at the track and immediately notice that the cars set aside for us to lap are wearing Pirelli P Zero tires, whereas our road cars wore Michelin Pilot Sport 4S of the same size (275/35R20 front; 285/35R20 rear). It turns out that when you order an M8, you get what you get and cannot specify which brand. Both are excellent, but our experience is that the Michelins are slightly more progressive when they begin to lose traction. When our session begins, we’re told the first two laps will be done with the M1 button pre-selections—engine: Sport+; dampers: Sport; steering: Comfort; brake: Sport; transmission: Drive III; stability control: on; M xDrive: AWD. The second set of two laps would be with the M2 pre-selections—engine: Sport+; dampers: Sport+; steering: Sport; brake: Sport; transmission: Sport III (manual shift); stability control: M-Dynamic; M xDrive: AWD Sport.

Follow the Leader

On a damp 3-mile track, we head out; two M8s following BMW Works driver Nick Catsburg in his. He’s doing his job of showing us the racing line on a track that has several blind brows followed by high-speed corners that go in different directions, and we’re glad for the tow. Without wasting any time, Catsburg has us up to speed, pushing the car’s limits. I can sense the tremendous grip begin to wane as the stability and traction control start to peek through their electronic curtains. The traction available on corner exits is what is so remarkable, and clearly the AWD system is seamless in clawing at the asphalt at all four corners with the throttle pinned to the floormat.

Do-Si-Do

As choreographed, we swap places on the long straight and double-tap the M2 button for the final two laps. And, an instant later, I hit the rev limiter for a moment. “Right, we have to shift now,” I say to myself. The car begins to move around a bit more within its invisible electronic limits. The rear-biased Sport setting for the AWD system allowed the rear to dance around a bit more under power—fun. The steering, as it was on the country road, was immensely precise and, with its quick 14.3:1 ratio, happy to catch an errant slide with little more than a flick. There was a dry line forming, so our leader picked up the pace considerably.

My original objection to the brake pedal was even more apparent on the track. With so little ability to feel where I am in terms of braking traction, I found myself in full ABS, often. On the last flier, I managed to glimpse my car’s speed at the end of the straight; it flashed 250 kph (155 mph) for a moment before I breathed on the brake pedal. Yet, even at that speed, the car was so quiet and composed, it felt like 55 mph. It’s shocking how well the M8 hides speed from the driver—but should it? Getting out of the car after four hot laps, I checked my hands: calm; not shaking from adrenaline. Hmm. Watching and listening to the previous and next groups on the track, the M8 didn’t even sound aggressive from the sidelines. I asked if the exhaust sounds were electronically enhanced in the cabin. They are, through the speakers. Our hosts were quick to point out that the U.S.-bound cars won’t have the newly introduced EU-spec particulate filters, and we’re assured they will be louder and prouder (and likely quicker) than these German test cars were.

Meeting Your Hero

Did I like the M8? Did my 20-year-old dream finally come true? Technically, yes on both counts. However, I just thought it would be something more than it is. On paper and to witness it, the M8 does all the things it should do. Like a grocery list, it ticks off all the boxes and then some. That said, it’s not as engaging as it could be. Something like the Mercedes-AMG GT 63 S is what I had in mind. That sport coupe has a rowdy rawness that complements its dynamic capabilities. It’s a bit of a rebel while also being an upstanding citizen. Certainly, a louder, more aggressive-sounding U.S.-spec M8 will help and be appreciated, but there’s something missing here. From a distance and a dynamic standpoint, the M8 isn’t a huge step away from the M-tuned M850i xDrive. They’re indistinguishable in many ways, and that’s not good. The M8 should look, sound, feel, and just be the alpha dog, but it doesn’t come off that way. I like it, but I wanted to love it.

The post 2020 BMW M8 Competition Review: I’ve Been Waiting 20 Years for This appeared first on MotorTrend.

via RSSMix.com Mix ID 8134279 https://ift.tt/2nz1KGr

#IFTTT #RSSMix.com Mix ID 8134279

0 notes

perksofwifi · 5 years

Text

2020 BMW M8 Competition Review: I’ve Been Waiting 20 Years for This

0–60

Cork Soaker

Too Many Choices?

Whoa!

Track at Last

Follow the Leader

Do-Si-Do

Meeting Your Hero

The post 2020 BMW M8 Competition Review: I’ve Been Waiting 20 Years for This appeared first on MotorTrend.

https://www.motortrend.com/cars/bmw/8-series/2020/2020-bmw-m8-competition-coupe-convertible-review/ visto antes em https://www.motortrend.com

0 notes

jesusvasser · 6 years

Text

First Drive: 2019 Hyundai Santa Fe

SEOUL, South Korea — The air is chilly and the sky is gray and cloudy, but from the look of the all-new 2019 Hyundai Santa Fe, things are bright and sunny in the automaker’s halls. This is the fourth generation of the SUV, first established as a brand staple back in 2000. For 2019, Hyundai attempts to invade the map of more upmarket shoppers, incorporating a heavily revised interior and sleeker exterior design.

With a new face and fresh interior comes a reworked naming convention as well. For the moment, the new Santa Fe will arrive in two-row configuration only, similar to the outgoing Santa Fe Sport. Hyundai admits the previous naming structure proved confusing for some customers, so now the regular five-passenger SUV will simply be called the Santa Fe. If you’re desperately in need of extra space for the kiddos, spec yours out with the new diesel engine (more on that later) and it arrives with an “occasional use” folding third row.

If you’re the office carpool hauler for full-sized adults, Hyundai will continue to build the older three-row Santa Fe, now labeled the Santa Fe XL, just for 2019 (in a vein similar to the 2017 GMC Acadia Limited.) The XL is a placeholder as Hyundai admits an all-new, full-size three-row SUV is on its way.

The outgoing Santa Fe was hardly an offensive design, but the new SUV cuts fat and presents clean, sleek bodylines aimed at purloining customers from higher price brackets. Hyundai’s new cascade grille, first seen last year on the refreshed 2018 Sonata, makes its SUV debut on the 2019 Santa Fe. According to the automaker, the trim piece is meant to evoke images of molten metal pouring from a foundry ladle. I’m not sure about that last part, but it sure sharpens up the schnoz. Aside from the new grille, there’s some trickery up front involving the dual headlamp setup. Those thin blades up top are the daytime running lights, while the large blocks recessed into the lower portion of the fascia are the full-power headlights.

While it appears leaner, the new Santa Fe is larger than the outgoing Santa Fe Sport. It’s 2.7 inches longer, 0.4 inch wider, and rides in a wheelbase that’s stretched by an additional 2.5 inches. This pays dividends inside, where headroom, legroom, shoulder room, and cargo capacity are all improved with 2.7-cubic feet of extra passenger volume. For stowage, the new dimensions added 1.2 cubic feet of cargo room behind the second row.

Inside is a redesigned cockpit that is one of Hyundai’s best. The materials, fit, finish, and ergonomics are better, incorporating little changes that add up for driver comfort. Some are subtle, including a slight tilt to the infotainment screen to reduce glare, repositioned window and door controls, and a sharper bi-level dash design than the Sport. Start ticking option boxes on the order form and the Santa Fe includes the requisite tech and frills found on the higher-end of the segment–head-up display, premium sound system, and “smart” heated seats that progressively turn off and on based on time and temperature. The new digital gauge cluster is particularly clean, joining the industry trend of virtual displays.

Underneath these new threads is a trio of powertrains, starting with the familiar 2.4-liter naturally aspirated four-cylinder pushing out 185 hp and 178 lb-ft of torque. The 2.0-liter turbocharged four-banger also returns, now packing five fewer ponies at 235 hp, and 260 lb-ft of torque. For those that are hoping to do some medium-duty towing, the fourth-gen Santa Fe offers a diesel option for the first time in the U.S. The 2.2-liter turbodiesel four-cylinder brings 197 hp and a hefty 322 lb-ft of torque. Stateside, all engines and drive configurations are managed by Hyundai’s new eight-speed automatic transmission.

Out on the runway-smooth coastal roads south of Seoul, the Santa Fe was as smooth, comfortable, and quiet as expected of the segment, with neutral, light steering and brakes. I only drove the RoW-spec 2.0-liter diesel engine, but that was more than torquey enough for regular driving. Our 2.2-liter arrives with more power and torque, so expect that to be one of the better engine options. The eight-speed was quick shifting, smooth and clever–when I dialed in sport mode, the transmission held the gears for longer than I anticipated.

It’s unsurprisingly safe as well, offering a suite of driver assistance tech that we’ve seen elsewhere in Hyundai’s lineup. Forward collision avoidance and assist, lane keep assist and lane departure warning, rear cross-traffic alert, and blind spot are all part of the Smart Sense package. There’s also a nifty Safe Exit Assist function that temporarily locks the rear passenger doors when it detects an oncoming car when the Santa Fe is parked, working in conjunction with the Rear Occupants Alert.

Both pricing and fuel efficiency numbers aren’t available quite yet, but look for the new Santa Fe to sticker somewhere just north of the outgoing Sport, which carried a $25,930 tag at the base level.

2019 Hyundai Sonata Specifications

ON SALE Summer 2018 PRICE $25,000 (base) ENGINE 2.4L DOHC 16-valve inline-four / 185 hp @ 6,000 rpm, 178 lb-ft @ 4,400 rpm; 2.0L DOHC 16-valve turbocharged inline-four / 235 hp @ 6,000 rpm, 260 lb-ft @ 1,450 – 3,500; 2.2L DOHC 16-valve turbocharged diesel inline-four / 190 hp @3,800 rpm, 322 lb-ft of torque @ 1,750 – 2,500 rpm TRANSMISSION 8-speed automatic LAYOUT 4-door, 5-passenger, front-engine, FWD/AWD SUV EPA MILEAGE N/A L x W x H 187.8 x 74.4 x 66.1 in WHEELBASE 108.9 in WEIGHT 3,591 lb 0-60 MPH N/A TOP SPEED N/A

IFTTT

#IFTTT #Performance Junk WP Feed 4

0 notes

jonathanbelloblog · 6 years

Text

First Drive: 2019 Hyundai Santa Fe

2019 Hyundai Sonata Specifications

IFTTT

#IFTTT #Performance Junk Blogger Feed 4

0 notes

eddiejpoplar · 6 years

Text

First Drive: 2019 Hyundai Santa Fe

2019 Hyundai Sonata Specifications

IFTTT

#IFTTT #Performance Junk Blogger 6

0 notes

chemwhat · 2 years

Text

WITHAFERIN A CAS#: 5119-48-2

IdentificationPhysical DataSpectraRoute of Synthesis (ROS)Safety and HazardsOther Data Identification Product Name3-AminopyridineIUPAC Namepyridin-3-amineMolecular StructureCAS Registry Number 462-08-8EINECS Number207-322-2MDL NumberMFCD00006400Beilstein Registry Number105692Synonyms3-Pyridinamin;3-Pyridinamine;3-Pyridinamine;pyridin-3-amine;T6NJ CZ;3- Aminopyridine;3-Amino-pyridine;3-pyridylamine;Amino-3 pyridine;m-Aminopyridine;MS/MS-1064463;Pyridin-3-ylamine;Pyridine, 3-amino-;β-Aminopyridine462-08-8Molecular FormulaC5H6N2Molecular Weight94.116InChIInChI=1S/C5H6N2/c6-5-2-1-3-7-4-5/h1-4H,6H2InChI KeyCUYKNJBYIJFRCU-UHFFFAOYSA-NCanonical SMILESC1=CC(=CN=C1)N Patent InformationPatent IDTitlePublication DateEP3498694NEW BENZAMIDE DERIVATIVES AS PPAR-GAMMA MODULATORS2019WO2019/126730CHROMENOPYRIDINE DERIVATIVES AS PHOSPHATIDYLINOSITOL PHOSPHATE KINASE INHIBITORS2019US2018/230157PYRROLOPYRIDAZINE DERIVATIVES2018WO2018/169373PYRROLOTRIAZINE DERIVATIVES AS KINASE INHIBITOR2018WO2018/203194DIAZABICYCLOOCTANE DERIVATIVES COMPRISING A QUATERNERY AMMONIUM GROUP FOR USE AS ANTIBACTERIAL AGENTS2018 Physical Data AppearanceLight yellow flaky solidSolubilityIt is soluble in water as well as soluble in alcohol, benzene.Flash Point88 ºCRefractive index1.5560 (estimate)SensitivityAir Sensitive & Hygroscopic Melting Point, °C Solvent (Melting Point) 64hexane55 - 57ethanol62 - 63aq. ethanol63 - 64benzene, petroleum ether Boiling Point, °C251250 - 252 Density, g·cm-3Reference Temperature, °CMeasurement Temperature, °C1.144251.24-1901.24 Description (Association (MCS))Solvent (Association (MCS))Temperature (Association (MCS)), °CPartner (Association (MCS))Stability constant of the complex with ...CCl424.94-FluorophenolStability constant of the complex with ... aq. HNO325AgNO3Enthalpy of associationacetonitrile25iodineNMR spectrum of the complexCDCl3Cu(2,4-dichloro-benzoate)2 Spectra Description (NMR Spectroscopy)Nucleus (NMR Spectroscopy)Solvents (NMR Spectroscopy)Temperature (NMR Spectroscopy), °C Frequency (NMR Spectroscopy), MHzChemical shifts, Spectrum13Cchloroform-d1100Chemical shifts1Hchloroform-d1400MAS (Magic-Angle Spinning), Chemical shifts, Spectrum1Hwater-d219.84DEPT (Distorsionless Enhancement by Polarisation Transfer), Chemical shifts, Spectrum13Cchloroform-d1125Spin-spin coupling constantsCDCl3 WITHAFERIN A CAS#: 5119-48-2 1H NMRWITHAFERIN A CAS#: 5119-48-2 13C NMR Description (IR Spectroscopy)Solvent (IR Spectroscopy)Comment (IR Spectroscopy)Bands, Spectrumpotassium bromideBandsfilmBandsnujol Description (Mass Spectrometry)liquid chromatography mass spectrometry (LCMS), electrospray ionisation (ESI), time-of-flight mass spectra (TOFMS), tandem mass spectrometry, spectrumelectrospray ionisation (ESI), liquid chromatography mass spectrometry (LCMS), spectrumliquid chromatography mass spectrometry (LCMS), tandem mass spectrometry, spectrumHRMS (High resolution mass spectrometry), ESI (Electrospray ionisation), IT (ion trap), CID (collision-induced dissociation), Tandem mass spectrometry, SpectrumESI (Electrospray ionisation), TOFMS (Time of flight mass spectrum), QIT (quadrupole ion trap), Spectrum Description (UV/VIS Spectroscopy)Solvent (UV/VIS Spectroscopy)Absorption Maxima (UV/VIS), nmSpectrumCHCl3213, 238 Route of Synthesis (ROS) Route of Synthesis (ROS) of WITHAFERIN A CAS 5119-48-2 ConditionsYieldWith 1H-imidazole; dmap In dichloromethane at 20℃; for 3h;94%With 4-PP In N,N-dimethyl-formamide at 60℃; for 3h;90%With 1H-imidazole; dmap In dichloromethane at 20℃; for 2.5h;89%With dmap; triethylamine In dichloromethane at 20℃; for 12h; Reagent/catalyst; Safety and Hazards GHS Hazard StatementsNot Classified Other Data TransportationNONH for all modes of transportUnder the room temperature and away from lightHS CodeNo data availableStorageUnder the room temperature and away from lightShelf Life2 yearsMarket PriceUSD DruglikenessLipinski rules componentMolecular Weight470.606logP3.987HBA6HBD2Matching Lipinski Rules4Veber rules componentPolar Surface Area (PSA)96.36Rotatable Bond (RotB)3Matching Veber Rules2 Use PatternPharmaceuticalsinducing depletion of tumor-induced bone marrow myeloid-derived suppressor cells of polymorphonuclear type (PMN-MDSCs)treating a cancer in combination with oncolytic virus and adjuvanttreating a cancer in combination with oncolytic virus and chimeric antigen receptor (CAR)-expressing T-cells (CAR T-cells)treating melanomaGeneral chemicalsquality control, consistency and accuracy of the PV formulationmitigating, alleviating or improving Alzheimer’s disease Read the full article

0 notes