Crude for October delivery was last down 1 cent at $70.60 a barrel in electronic trade. The contract tumbled to a more than two-month low on Monday and natural-gas futures lost almost 10% as traders moved to unwind the hurricane premium built up late last week on worry Ernesto would become a full-blown hurricane and hit Gulf facilities that were battered by last year's hurricanes.
The National Weather Service said early Tuesday that Ernesto had picked up some strength as it moved clear of Cuba, packing maximum sustained winds near 45 mph. The storm is likely to experience "some strengthening" in the next 24 hours, the NWS said.
A tropical storm warning and a hurricane watch are currently in effect for the area extending from New Smyrna Beach on Florida's Atlantic coast to Bonita Beach on the Gulf coast and including all points to the south. But traders are no longer worried about storm damage to oil operations. As a result, "levels near and below $70.0 are seen to offer good value in terms of geopolitical risk premium (with the recent storm premium having unwound) ahead of the UN's August 31 deadline for Iran to halt its nuclear program,' said economists at research firm Action Economics. Iranian President Mahmoud Ahmadinejad is expected to address the United Nations deadline at a news conference scheduled for Tuesday afternoon, according to the Associated Press.
Iran insists it will forge ahead with uranium enrichment, defying western demands that it halt the program. Ahmadinejad on Saturday inaugurated a heavy-water nuclear plant, defying international pressure on Tehran to halt nuclear activities.
On Sunday, Iran tested a new anti-ship missile fired by a submarine during war games, raising concerns it could disrupt oil tanker traffic in the Persian Gulf if tensions with western nations worsen. In company news, the U.S. government has begun criminal and civil investigations into whether BP Plc manipulated U.S. crude-oil and unleaded-gasoline markets, and the company's chief executive is being forced to testify under oath about safety problems, according to the Wall Street Journal. See Wall Street Journal story (subscription required). A London-based BP spokeswoman wouldn't elaborate on the report but said she didn't see any mistakes in the article. "We always assist regulators in trying to find out the facts and figures on how our business works," she said.
Disclosure of the investigations comes as BP has been summoned before the House Energy and Commerce Committee to explain the recently discovered pipeline leak at its Prudhoe Bay, Alaska, operation that has indefinitely taken some 200,000 barrels a day of crude output off the market. See full story.
Gasoline futures were up 1.19 cents at $1.7950 a gallon and heating oil was up 0.6 cent at $1.972 a gallon. Natural gas continued to sell off, trading last down 17.2 cents at $6.30 per million British thermal units, and earlier fell to as low as $6.165, its lowest level since July 21.
JAPANESE microchip maker NEC has begun shipping image detection chips for cars, with the first going into a new Lexus.
Chips control a growing bulk of car functions from power door locks to transmission controllers, and NEC Electronics hopes to grab 40 per cent of the emerging market for image detection chips in cars by 2015.
"Our share will be only a few per cent in 2010, but by increasing the number of images the processor recognises, we hope to become the de facto standard for carmakers worldwide by 2015," said Yoshirou Miyaji, NEC Electronics general manager of auto systems.
The new Lexus LS460 with the image processors will automatically slam on the brakes a split second before hitting a pedestrian or vehicle and prevent a collision or reduce impact.
NEC Electronics projects annual sales of the device will grow to ¥20 billion ($225 million) in 2015, which would be equivalent to 3 per cent of the chipmaker's total sales in fiscal 2005.
Monthly production is expected to be 10,000 units at the end of fiscal 2007. In 2010, NEC Electronics expects 4 million cars to have image detection chips in place, with the market growing to 8.6 million cars in 2012 and 18 million cars in 2015.
NEC Electronics, the world's eighth-largest chip maker, 70 per cent owned by NEC Corp., posted an operating loss of ¥5.76 billion in the quarter ended June on poor sales of mobile phone chips, and it sees the car industry as a long-term source of growing demand.
Image recognition technology is more widely known for enabling high-end surveillance cameras to pick out an individual in a crowd, but the market for them in cars is still small.
Game Consoles To Power Cancer, Alzheimer's Research
Researchers at Stanford University have a new use for the Sony Playstation: cancer, Alzheimer's Disease and other illnesses.
They plan to use the cell processor power of Playstation3 to perform calculations for the Folding@Home project, which simulates protein behavior to give scientists clues about the disease process. The molecular simulation project allows researchers to study Alzheimer's Disease, Huntington's Disease and some cancers.
Sony demonstrated their Folding@Home client for the PS3 in Germany last week. Researchers described the development as a major advance in capabilities that were once possible only with supercomputers. While the cell microprocessor helps perform calculations to simulate protein folding, the graphic chip of the Playstation 3 system will show the protein folding process in real-time, using new image technologies, according to researchers.
"With this new technology, as well as new advances with GPUs, we will likely be able to attain performance on the 100 gigaflop scale per computer," folding project team members announced on their Web site. "With about 10,000 such machines, we would be able to achieve performance on the petaflop scale."
Researchers said the PS3 client and GPU will help push calculations to the 10 petaflop scale, which would mean the project will outperform the fastest supercomputers. They said they are testing the ATI GPU client software and plan to announce an open beta by the end of September.
Videos of the simulation are also available for viewing on the project's Web site.
The Folding@Home project began in 2000 and is backed by several private and public groups. It is one of several projects that link extra computing power from hundreds of thousands of PCs to create networks as strong as supercomputers to perform scientific calculations. IBM's World Community Grid is currently powering AIDS research.
Christopher Maxwell, a 21-year-old California man, on Friday was sentenced to three years in prison for his part in a computer attack that victimized tens of thousands of machines, some of which belonged to the U.S. Defense Department, Seattle’s Northwest Hospital, and the Colton Unified School District in California, the Associated Press reports via the New York Post.
Maxwell, a resident of Vacaville, Calif., was also sentenced to three years of probation, according to the AP.
In May, Maxwell entered guilty pleas on federal charges of conspiracy to intentionally cause damage to a protected computer and conspiracy to commit computer fraud, the AP reports.
U.S. District Court Judge Marsha J. Pechman said Maxwell’s sentencing would serve as “deterrence for all those youths out there who are squirreled away in their basements hacking,” according to the AP.
Steve Bauer, Maxwell’s lawyer, attempted to get Maxwell off with no more than probation and community service because he said the man had no criminal record and had no intention to allow his attack to reach the scale that it did, the AP reports.
Two other juveniles were accused along with Maxwell of perpetrating the “botnet” attacks, in which networks of computers are overtaken by hackers for the purpose of aiding attacks, to put suspect Web advertising software on victims’ computers, according to the AP.
Maxwell and his cohorts are thought to have raked in some $100,000 as a result of the botnet attacks, the AP reports.
Computer peripheral maker Keyspan on Monday announced its new Cordless VoIP phone, compatible with both Macs and PCs. The telephone is designed to work in conjunction with Skype, the Voice over IP (VoIP) chat and messaging service. It costs $79 and ships this month.
The phone allows you to use Skype wirelessly as long as your computer is connected to the Internet and is within range of the phone (Keyspan lists the outdoor range as up to 300 feet, the indoor range up to 100 feet). It connects using a 2.4GHz radio receiver that plugs into the Mac or PC’s USB port.
A button on the phone can open and close Skype, and the built-in LCD display shows you who is online, Skype operational status, battery level and signal quality.
The phone uses three AAA batteries and charges using USB. Standby time is up to 1,200 hours. Talk time is up to 15 hours.
System requirements call for Mac OS X v10.3 or later, Skype and an Internet connection.
Jmaes Brady called the ban an "invasion of First Amendment rights" of manufacturers, retailers and end-user minors, and stated: "Depictions of violence are entitled to full constitutional protection."
The law suggested a ban the sales of video games to minors "if an 'average person' would conclude that they appeal to a 'morbid interest in violence'," as well as the "sale of games to minors if the average person would conclude they depict violence that is 'patently offensive' to an adult, and the games lack artistic, political or scientific value". Retailers faced $2,000 fines, a year in prison or both for selling such material to minors.
In response to the state's claim that "video games should be treated differently from other forms of media because their interactive format can encourage violence", Judge Brady wrote: "This argument has been rejected many times," citing other judges' rulings that "movies and television also have interactive elements".
Brady further rejected the state's argument that "video games depicting extreme violence can be 'psychologically harmful' to minors". He wrote: "The state may not restrict video game expression merely because it dislikes the way that expression shapes an individual's thoughts and attitudes."
Louisiana now joins California, Illinois, Michigan, and Minnesota in legally rejecting the ban. Reuters notes that an Illinois judge earlier this month ordered the state to pay legal costs totalling $510,000 to three business groups - including the Entertainment Software Association (ESA) - fighting the ban locally.
ESA president Douglas Lowenstein slammed Governor Kathleen Blanco and state lawmakers for "approving the law while struggling to recover from Hurricane Katrina".
He said in a statement: "In the post-Katrina era, voters should be outraged that the Legislature and governor wasted their tax dollars on this ill-fated attack on video games."
Blanco countered in a statement last Friday that she "believes violent video games harm children". She added: "I'm calling on all parents to diligently monitor the video games that their children are allowed to play. If the courts cannot protect our children, then we need to do it by rejecting the merchant of violence."
BEIJING, Aug. 29 (Xinhua) -- There is still no release date for "Chinese Heroes," a government-backed online game.
B egun in September 2005, the patriotic Internet game showcases100 national heroes in the hope of infusing young gamers with traditional Chinese values, such as altruism and patriotism. The heroes all have cute cartoon images.
T he game aims to wean young players from the grip of the dramatic, violent games with stunning graphic interfaces that are immensely popular with young people the world over.
B ut can members of the Communist Party of China (CPC) or ancient generals really become new game heroes and brush aside the challenge from Internet orcs?
& quot;Five heroes have been developed, but we have not yet decided the launch date," said Zhuge Hui, a spokesman for Shanda, a major Shanghai gaming company that the government has tasked with developing the new game.
T he first group of heroes includes Zheng Chenggong (1624-1662), a Qing Dynasty general who liberated Taiwan from the Dutch, and Lei Feng (1940-1962), a faithful CPC member and a national example of altruism.
S han Hui, chief designer of the game, said the heroes gather on "Hero Square," where gamers can click their statues to learn about their experiences and carry out tasks like moving bricks and catching raindrops on a building site. Gamers will be asked about the heroes' life stories to earn scores.
& quot;We hope the game will teach players about Chinese ethics," said Kou Xiaowei, an official with China's General Administration of Press and Publication (GAPP), main sponsor of the initiative.
H owever, gamers being treated in the Beijing Internet Addiction Treatment Center were skeptical about the games, which they said sounded "too simple" and even "comical."
& quot;The game sounds boring to me, it's a turn-off," said Wang Yuhang, a 14-year-old boy in the center. Eighty out of the 100 teenagers at the center are addicted to an American online game called the World of Warcraft (WoW), one of the most popular in China.
A ccording to the company's financial report, on a typical evening in China there may be anywhere up to 630,000 gamers playing WoW simultaneously online in the country. While the American game reaps huge profits, "Chinese Heroes" remains blocked at the drawing board stage.
& quot;Teenagers seek adventure and fulfillment in dramatic and skill-demanding games like WoW. If hero games do not focus on killing and domination, gamers will definitely not play them," said Tao Ran, director of the center.
A ccording to Tao, China has 15.4 million young netizens, two million of whom are Internet addicts, and the number is increasing rapidly.
& quot;Internet legislation is miles behind the development of the industry. Games need to be strictly classified and Internet bars that illegally solicit young gamers must be severely punished," he said.
T he online game industry, which will generate 2006 revenues of 1 billion U.S. dollars, is likely to grow by 35.5 percent annually from 2006 to 2010, according to statistics from China's General Administration of Press and Publications (GAPP). Enditem
A public demotion is rarely the best thing for one's bank account. But enough about Tom Cruise.
For Pluto, the object formerly known as a planet, bad news might be good for earthbound purveyors of products bearing its image or name. Its takedown last week could provide a heavenly boost to textbook publishers, celestial cartographers, astronomical groups and even an eponymous group of eateries.
Bay Area chain Pluto's has seen a 10% sales increase since Thursday, when the International Astronomical Union downgraded the ninth major orb from the sun to "dwarf planet."
"It's bringing more recognition to the name, which can never hurt," owner Gerry Bugas said. "In our mind, it will always be a planet."
Some in the scientific community tend to agree, saying that in reclassifying Pluto to planet-lite status, the astronomical union muddied rather than clarified the state of the solar system.
For now, the news about Pluto — which hasn't exactly been a marquee name much beyond its discovery in 1930 — is a boon for some organizations and businesses, and not just those hawking the inevitable "Save Pluto" T-shirts and bumper stickers on the Web.
The Adler Planetarium & Astronomy Museum in Chicago, founded the year Pluto was discovered, said sales of a solar system poster doubled over the weekend.
"People are not buying just one of them at a time," said gift shop manager Linda Stucky. "They are buying two or three." She speculated that enthusiasts were getting them as collectibles.
Other items that have drawn customers to the shop include a Pluto crystal paperweight for $99.99.
"Saturn and Jupiter get a lot of attention because they are so beautiful," Stucky said. "Pluto is so far away and so small, we don't even have a good picture of it."
This does not dissuade Louis Friedman, executive director of the Planetary Society, which promotes space exploration and education. For the last few years, the Pasadena-based nonprofit has offered a set of nine posters — each with a photograph of a planet — to new members as a premium.
"We have thousands of them here," said Friedman, whose group is considering an inventory-clearing "last chance to get Pluto as a planet" promotion.
The full set of nine posters costs $10. If it shrinks to eight, the price will not be reduced. Sorry.
"Just like the Hershey candy bar," Friedman said. "The bar gets smaller, but the price remains the same."
Rand McNally & Co., now in its 150th year, mostly sticks to terrestrial mapmaking, but two of its atlases contain depictions of the solar system. Changing the text would not be much of a problem, said travel division Vice President Kendra Ensor.
Modifying the illustration would be more problematic, but Pluto's position in the solar system helps.
"Because it's at the very end, near the edge of the page, it's easier to delete," Ensor said.
Physicist Steve McMillan of Drexel University in Philadelphia hopes Pluto's change in status will not only stick but spur sales of the college textbook he coauthored, titled "Astronomy Today."
The book, in its fifth edition and used at about 300 schools, is being revised for the 2007-08 academic year.
For the current edition, McMillan had considered demoting Pluto to reflect the view of many astronomers that the object lacked the size and other characteristics of a true planet.
"It would have been quite a coup," he said. "But I told my daughter, who was 10, and she said, 'You can't do that to Pluto!'
Laptop manufacturers have started selling the first notebooks powered by Intel's new Core 2 Duo processors formerly known by their 'Merom' codename.
Manufacturers including Dell, Gateway and Toshiba have launched more than 200 new laptop models featuring the dual-core 64-bit processor.
Intel is preparing its next mobile upgrade for early next year, when the chipmaker is planning to launch its Santa Rosa chipset.
The processor is the first mobile chip to use Intel's Core micro-architecture. The new architecture is largely identical to the Banias micro-architecture which formed the foundation of Intel's previous mobile processors. The new chips therefore offer only limited improvements.
Much larger gains can be achieved in the server and desktop segment, where the Core micro-architecture replaces the power hungry Netburst technology.
Intel released its Woodcrest Xeon processor in June, which on average offers 80 per cent better performance while consuming 40 per cent less power.
Launched in July, the Conroe desktop processor is designed to cut power consumption by 40 per cent while adding 40 per cent in performance.
A major battle between the Iraqi army and Shiite Muslim militiamen in the southern city of Diwaniya left more than 40 dead, including 25 soldiers, and more than 90 injured, U.S. and Iraqi military sources said.
Witnesses described a chaotic scene in which combatants fought through the streets using machine guns, mortars and rocket-propelled grenades. At one point during the battle, which began Sunday night and raged into Monday, militiamen executed a dozen Iraqi soldiers who had run out of ammunition, Maj. Gen. Othman Ghanimi said.
The Iraqi army's inability to deal a swift and decisive blow to the militia uprising in Diwaniya raised questions about the readiness of tens of thousands of recently trained troops who are taking on increased security responsibilities nationwide.
Half of Iraq's 10 army divisions either are in charge of their own territories or are in the process of taking over authority from the U.S.-led coalition. U.S. forces appear to have made progress recently in reducing the level of violence in Baghdad, but ultimately they are counting on having the Iraqi army take responsibility for security there as well.
Further evidence that Iraq's defense network remains divided by regional and sectarian loyalties came over the weekend when 100 Iraqi soldiers of a battalion of 550 refused to deploy to Baghdad from the southeastern province of Maysan, in part because of concern about confronting fellow Muslim sect members. The British military called the incident a mutiny.
The battle in Diwaniya ended only when reinforcements arrived from the city of Kut, 60 miles away. It was sparked after Iraqi soldiers in the predominantly Shiite town arrested a member of Shiite cleric Muqtada Sadr's Al Mahdi militia, saying the man was planning bombings there, authorities said.
Sadr, 33, whose militia was formed soon after the U.S.-led invasion of Iraq in 2003 and clashed with American forces in Najaf in 2004, is among Iraq's most powerful figures. After initially opposing Iraq's new government and constitution, Sadr's followers have become a major force in Prime Minister Nouri Maliki's administration, holding several Cabinet seats.
Members of Sadr's militia also have joined the Iraqi security forces in large numbers and allegedly have carried out sectarian killings under the color of law.
There was some dispute Monday over the U.S. role in the Diwaniya fighting. U.S. and Iraqi military officials said American helicopters provided cover for the Iraqi army but did not engage in the battle. Sadr leaders said American troops also fired on militiamen.
"The Iraqi army, accompanied by the U.S. Army, attacked areas inside Diwaniya that are known for their support for the Sadr movement," said a representative of the local Sadr office, on condition of anonymity. "They raided and bombed civilian homes and arrested residents. They killed four civilians, injured 50 and arrested more."
U.S. military officials cast the 12-hour battle as a hard-won victory by overwhelmed Iraqi police and troops.
"We had a situation that was beyond the … initial capability of the Iraqi police, so they called in the Iraqi army" to arrest the militia member, said U.S. Army Brig. Gen. Dana Pittard, commander of the Iraq Assistance Group in Baghdad. "The Iraqi army and the Iraqi police together, as a force, repelled the insurgents. I think that's a good-news story."
By Monday night, Iraqi authorities had imposed a curfew in Diwaniya and were negotiating with Sadr representatives. Sadr representative Sheik Abdel Razaq Nidawi demanded the withdrawal of military reinforcements and the release of the militia member.
The confrontation in Diwaniya, about 90 miles south of Baghdad, started on the same day that Al Mahdi fighters allegedly attacked a cafe in Khalis, a village north of Baghdad, and killed 22 people. The paramilitary fighters also are accused of carrying out a raid Sunday on the home of a Khalis judge, killing his brother.
The attacks, as well as the alleged mutiny, left U.S. officials defending their plans to transfer power to Iraqi forces.
Iraqi army officials said that the mostly Shiite force in Maysan was reluctant to operate in Baghdad, where they might have to face off against fellow Shiites.
"What's tough right now is the Iraqi army, for the most part, is a regionally based unit," Pittard said at a briefing with Pentagon reporters. "The majority of this particular unit was Shia, and they felt — the leadership of that unit and their soldiers felt — they were needed down there in Maysan province."
Instances of Iraqi units failing to fight or refusing to deploy to combat areas were relatively common early in the reconstruction period. Although mass mutinies have become rarer after U.S. leaders reorganized training and equipping programs two years ago, desertions continue to be a serious problem, particularly in remote deployments where living conditions are harsh and payment can be haphazard.
This year, Iraqi army leaders in Al Anbar province complained that desertion rates in some military units had climbed to as high as 40%.
Pittard portrayed the Maysan incident as isolated, although he acknowledged it was the second recent instance of Iraqi soldiers refusing to deploy. A number of soldiers from a northern-based unit, the 2nd Iraqi Army Division, objected to going to Ramadi, where U.S. Marines have mounted a major anti-insurgent offensive in recent months.
The army's retention problems highlight the difficult task of creating a national force that transcends Iraq's deep divisions.
"What it tells me is that, primarily, the Iraqi army has been a regionally recruited organization, which really means if you are from a particular area, that's where you're recruited from, and that's where your roots are," Pittard said. "Now as other units are asked to go to other places, it becomes more difficult because, for many of those soldiers, they just thought that they would be operating in their homeland areas."
British Maj. Charlie Burbridge said the Iraqi battalion in Maysan province would reassemble and deploy to Baghdad in two weeks. He said British trainers' optimism about the Iraqi army was undiminished.
"This organization was picked to be deployed to Baghdad because the commanding officer is the best commanding officer in the division and this battalion continues to be considered the best battalion in the division," he said.
Maysan has become a source of embarrassment for the Iraqi army and its Western backers. On Friday, hundreds of Iraqi soldiers and police officers looked on as thousands of looters ransacked a British military base in the provincial city of Amarah that had been handed over hastily to the Iraqi army.
Meanwhile, the U.S. military today announced the deaths of two soldiers who had been wounded, one while operating Sunday in Al Anbar province and the other when his vehicle rolled into a canal Aug. 21 near Balad. Neither was immediately named.
In Baghdad on Monday, a joint force of 3,000 Iraqi troops and 8,000 U.S. service members continued a military sweep aimed at curtailing sectarian violence between Sunni Arabs and Shiites.
Despite the heavy security presence, 31 violent deaths were reported Monday and today in the capital. Thirteen people died when a car bomb exploded at the gate of the Interior Ministry, two were killed by a bomb in the Dora neighborhood of southeast Baghdad, and one more died when a car bomb exploded near a gas station.
A bomb also was planted in the minivan of a Baghdad barber, killing him and injuring five other people.
Iraqi police discovered 14 bodies, all shot in the head execution-style, in southwest Baghdad.
In the southern port city of Basra, a motorcyclist detonated a bomb near a market, killing seven people and injuring 23.
In Kirkuk, a roadside bomb killed three bodyguards of an Iraqi army general.
The spare processing power of Sony's PlayStation 3 (PS3) will be harnessed by scientists trying to understand the cause of diseases like Alzheimer's.
Sony has teamed up with US biologists who already run the distributed computing project, folding@home (FAH).
The project harnesses the capacity of thousands of PCs to examine how the shape of proteins, critical to most biological functions, affect disease.
FAH say a network of PS3's will allow performance similar to supercomputers.
With 10,000 machines joined together the researchers calculate they should be able to do a thousand trillion calculations per second.
If that was achieved it would be nearly four times as fast as the world's most powerful supercomputer, IBM's BlueGene/L System, capable of 280.6 trillion calculations per second.
Complex problems
Distributed computing is a way of solving large complex problems by dividing them between many computers.
Volunteers download a piece of software that uses their PC or PS3's processing power when it is idle.
In this way small packets of data can be crunched by individual machines, before being automatically fed back over the internet to a central computer where all of the results can be viewed together.
The method is already used by scientists examining millions of simulations of how malaria spreads to look for ways to control the disease.
Other groups are searching through thousands of hours of radio telescope signals for signs of extra-terrestrial intelligence.
Biological processes
The FAH uses distributed computing to examine protein folding and how it maybe linked to diseases. The way in which proteins contort underpins almost every biological process.
When they do not fold correctly they can cause diseases such as Huntington's, Parkinson's disease, and many cancers.
Scientists still do not entirely understand how or why this process occurs.
To try to gain a better understanding, scientists need to simulate the complex folding process.
However, although a fold may take just ten millionths of a second (10 microseconds) in the body, it takes far longer to simulate on a computer.
An average PC would take all day just to simulate just one billionth of a second (one nanosecond) of protein folding, and 10,000 days to simulate a complete fold.
Dividing the problem up allows the researchers to speed through many more simulations.
Advanced gaming
The scientists hope the arrival of the PS3 will take this research up another level.
Sony has demonstrated a piece of protein-folding software that will run on its PS3 when it is launched in November.
The PS3 has a powerful processor known as a "cell", which will run up to 10 times faster than current PC chips.
A graphical interface, also being developed between Sony and FAH, will eventually allow users and the scientists to look at the protein from different angles as it folds in real-time.
The new interface takes advantage of the PS3's graphics chip, designed for advanced gaming.
The graphics application is currently undergoing tests and is expected to be finished by September.
When the program is released to PS3 owners, the scientists say they will be able to "address questions previously considered impossible to tackle computationally".
The European Central Bank is widely expected to hold its key interest rates steady at its regular monthly policy-setting meeting later this week, after raising them by a quarter-point at the beginning of August.
The bank last raised its benchmark "refi" refinancing rate by a quarter of a percentage point to 3.00 percent on August 3, the fourth such move since December.
Nevertheless, the bank said in its August monthly report that if its assumptions with regard to the economic outlook proved correct, "a progressive withdrawal of monetary accommodation will still be warranted."
Even though eurozone interest rates have been increased by one full percentage point since December and now stand at their highest level in more than three and a half years, they still "remain low in both real and nominal terms, money and credit growth remain strong and liquidity in the euro area is ample by all plausible measures," the ECB argued.
Indeed, money supply data published Monday showed that the eurozone's M3 money supply expanded by 7.8 percent in July, way above the 4.5 percent that the ECB sees as the basis for non-inflationary ecomomic growth.
The rate of money supply growth last month was lower than expected -- analysts had been pencilling in growth of 8.3 percent for July.
And the slowdown was seen as an indication that the ECB's rate hikes so far are beginning to take their effect, analysts said.
But the data would not persuade the ECB to hold off further rate hikes, analysts said.
"It looks unlikely that the ECB will change its general assessment regarding monetary developments," said Commerzbank economist Michael Schubert.
"Due to the very high level of excess liquidity, the bank will continue to warn against marked long-term upside risks to price stability. I still expect quarter-point rate hikes at each of meetings in October and December."
Most ECB watchers predict that the "refi" rate could stand at 3.50 percent by the end of this year.
Some question marks do appear, however, to be arising with regard to the sustainability of the current economic upturn.
In the case of the German economy, the biggest in the 12-nation eurozone, for example, some clouds are beginning to build up in the form of high oil prices, the strong euro, the planned increase in value-added tax (VAT) at the start of next year and rising interest rates.
Only last week, the economic expectations index calculated by the Mannheim-based think-tank ZEW fell to its lowest in five years.
In the wake of such developments, some observers argue that the ECB should not raise its rates too far so as not to accused of choking off recovery.
Nevertheless, while individual data did recently point to a moderation in the momentum of growth, the eurozone economy is still in a recovery phase, economists said.
"The latest dip in some leading indicators will hardly be a cause of concern, unless the downturn were to continue," said Commerzbank's Schubert.
"Given the strong growth rates currently being achieved, the indicators would have to fall sharply for the ECB to suspend rate hikes before the refi reaches 3.50 percent."
BBVA economist Elena Nieto agreed.
"Monetary policy continues to be accommodative ... so additional rate hikes should be expected," she said
And Rabobank economist Elwin de Groot said: "For the remainder of this year, we believe ECB policy will be mainly focused in getting interest rates closer to the levels its sees as being appropriate in an environment of strong growth and persistent inflation."
US trade envoy in China for talks on surplus, WTO negotiations
US Trade Representative Susan Schwab began her first full day of talks in China, urging her host to assume a more active role in reviving stalled global trade negotiations.
The Doha Development Round talks under the World Trade Organization (WTO) were suspended last month amid a bitter dispute between Europe and the United States over farm tariffs and subsidies.
"We both share faith in a successful, viable Doha Round and a strong multilateral trading system," Schwab told the BBC.
Warning that "the trade talks are still on life support," Schwab said she had been in talks with a number of countries that "realize we really need to stretch politically, intellectually, to find a way out of this impasse."
"It really is a matter of cold, hard, clear-eyed consultations to see is there some path that we haven't identified yet that can lead us to a success in this round," she said.
Her visit to China was the last leg of an Asian tour that last week brought her to Malaysia and a meeting with the 10-member Association of Southeast Asian Nations.
The Malaysia meeting resulted in a pledge "to continue their close cooperation on all WTO issues ... (and) to putting the Doha Development Round back on track before the end of 2006," an ASEAN-US joint statement said.
While seeking China's help to reinvigorate the Doha Round, Schwab, who arrived in China on Sunday, was also expected to raise bilateral Sino-US economic and trade issues.
Her spokesman said "very friendly, very respectful" talks had centered on issues such as the protection of intellectual property rights and auto parts.
She planned to "urge more progress by China on issues related to its World Trade Organization (WTO) accession commitments," the US Trade Representative's Office said in a statement issued prior to her visit.
Areas of concern included "strengthening enforcement of intellectual property rights and increasing access for American goods and services," the statement said.
Washington is seriously concerned at China's enormous trade surplus with the United States, which hit a record 201 billion dollars last year according to US statistics.
There have also been doubts raised about Beijing's commitment to economic reform.
A top US trade official warned last month that China was running the risk of moving backwards on trade and investment liberalization as signs were emerging of a dulling of the sense of urgency to reform.
US Undersecretary of Commerce Franklin Lavin said warning signs included a growing Chinese debate on the need for investment caps.
They also included suggestions China might be better off with its own technology standards in areas such as telecommunications, Lavin said.
At the same time, there may be limits to what the Chinese government can do to satisfy foreign demands at it also has to handle vested interests at home, according to Chen Xingdong, a Beijing-based economist with BNP Paribas.
"The US side has already expressed its concern clearly and repeatedly but so far China has made no direct response on how it plans to meet the US demands," he said.
"It clearly suggests China faces domestic pressures that are even larger than the international ones."
Properties in Woods leads US team on Ryder Cup course inspection
Tiger Woods has played down suggestions that a visit to the venue which will host the Ryder Cup in three weeks' time is all about sending messages to his European rivals.
Woods and the United States team chartered a private jet to cross the Atlantic and visit the K Club near Dublin for a two-day visit beginning Monday.
"Whether it sends a strong message or not, our whole deal is to come together, gain experience, gain some knowledge on the golf course and be ready to play come time for the cup," said Woods, winner of his last four tournaments.
"As we all know, it's not about sending messages - it's all about making putts and executing (shots) and making twos, threes and fours, nothing higher."
The world number one, 30, was not originally going to make the trip because of a clash with a charity event in Boston.
But after re-arranging, Woods said after retaining the Bridgestone Invitational in Akron: "It was important for all of us to get together and be together and to gel as a team.
"Some of the guys have never played there. I've played there more than anybody else on the team, so hopefully I can help out some of the guys."
The US lineup will face the defending European team September 22-24 at the K Club in the 36th Ryder Cup.
Europe's roster will not be finalised until after the BMW International Open in Germany on September 3.
US captain Tom Lehman's team contains four relative unknowns in Vaughn Taylor, JJ Henry, Zach Johnson and Brett Wetterich - and in the United States it has already been written off in some quarters.
While the American collective is an unknown quantity, there are some concerns over Woods's efficiency playing with golfers he is usually primed to destroy out on the course.
Before the 2002 match at The Belfry Woods said he wanted to win a world championship more than he wanted to win the Ryder Cup.
Given the chance in Akron to say whether he regretted the impression that left - that his commitment to the cause was less than 100 percent - he answered: "I've got three more tournaments prior to it, so hopefully I can get all three of those before I get to the Ryder Cup."
Whatever the strength in depth of Lehman's line-up, Woods is doing all he can to leave an impression on some of the European team's top players.
In his past four tournaments he has gone head-to-head with Sergio Garcia, Luke Donald, Paul McGinley and Paul Casey - all but McGinley in the final round - and won each time. Not one of the quartet managed to break par playing with Woods.
His Ryder Cup record is a wretched seven wins from 20 games and he admits he does not like aspects of the week.
But he likes winning more - and he is approaching this year's match in one of the hottest streaks of his career. It is a career 10 years old this weekend which has already brought him 70 individual titles.
Rockstar Games, the publishing label of Take-Two Interactive Software, has announced the newest addition to its popular Grand Theft Auto (GTA) series; called "Grand Theft Auto: Vice City Stories".
The newbie is developed by Rockstar Leeds in conjunction with series creators, Rockstar North, and promises an entirely new storyline, new missions and game play to bring a never-before mobile gaming experience.
As the name suggests, the edition features Vice City in all its openness and interactivity, complete with professional voice talent, diverse soundtrack, and high production values - the staples of the GTA series.
Speaking at the occasion, Sam Houser, founder and executive producer, Rockstar Games, said, "The success of Liberty City Stories on the PSP system was nothing short of spectacular. The incredible PSP system technology allowed us to do things we never thought possible on a handheld system, and we are excited to once again give our audience a fresh experience in one of their favorite locales in the Grand Theft Auto series, Vice City. With Grand Theft Auto: Vice City Stories, we look to once again smash expectations of portable gaming, bringing an all new story and exciting new game play elements to this classic setting."
Adding to it, Gordon Hall, president, Rockstar Leeds, said "By staying true to the high standards of the series, and surpassing fans expectations for a Grand Theft Auto title on a portable machine, we feel confident that Grand Theft Auto: Vice City Stories will redefine what handheld gaming is capable of with the most intense PSP system experience yet."
Rockstar, which has already started taking pre-orders, says that the game will be available exclusively on the PSP system, in North America starting October 17, and in Europe beginning October 20, 2006.
AS THE muezzin heralded the noon prayers on a recent Friday in Kayseri, Turkey, a small army of workers fanned out from an industrial park to take their places on mats in a nearby mosque. Fifteen minutes later, the prayers were over and the teachings of the Quran gave way to the demands of the factory floor.
“In European countries, workers take a 15-minute smoking break; here we take a 15-minute prayer break,” said Ahmet Herdem, the mayor of Hacilar, a town of 20,000 people in central Anatolia, a deeply religious and socially conservative region which has produced some of the best-known Turkish companies.
“During this time, you are in front of God and you can ask him to help improve business and this is good for morale.”
Many Europeans and secular Turks have dismissed this poor, largely agricultural region as the “other” Turkey, a non-European backwater where women in head scarves are more prevalent than businessmen in pinstripes. Islam, they argue, never went through its own Reformation and so is not receptive to capitalism and innovation.
Yet Kayseri and surrounding towns like Hacilar have produced so many successful Muslim entrepreneurs that the area has earned the title of “Anatolian tiger”.
Carpet weavers are being supplanted by textile companies that produce clothing for fashion houses in Paris and Milan, while sheep farmers share land with giant furniture manufacturers. Companies that have started here include Orta Anadolu, which makes 1 per cent of the world’s denim; Boydak Holding, a giant conglomerate that includes a bank, a transport arm and the largest Turkish cable factory; and Istikbal, a furniture company whose yellow and blue label can be found in stores across Turkey.
The region’s mix of Muslim values, hard work and raging capitalism has even prompted sociologists to coin a new term to describe the phenomenon: Calvinist Islam.
As Turkey seeks to join the European Union amid growing scepticism in Europe about the prospect of integrating a large agrarian Muslim country into one of the world’s biggest trading blocs, the case of Kayseri presents one of the strongest arguments that Islam, capitalism and globalisation can be compatible.
Along with its work ethic and a general pro-business bias within Turkish Islam, Kayseri has also found an edge by building one of the largest Turkish industrial zones, analysts say. In 2004, the region applied to the Guinness Book of World Records for starting the construction of 139 new businesses in a single day.
But the region is also experiencing tensions between Turkey’s official secularism and its religious fervour, suggesting that reconciling Islam and business can create challenges.
“If you’re not a good Muslim, don’t pray five times a day and don’t have a wife who wears a head scarf, it can be difficult to do business here,” said Halil Karacavus, the managing director of the Kayseri sugar factory, one of the biggest Turkish businesses, which expects revenues this year of e500 million (e1 = RM4.69) .
Even so, business is thriving, a fact that local business leaders attribute to an entrepreneurial spirit that is also part of Islam.
Herdem said the secret behind the city’s business prowess could be traced to the Prophet Muhammad, himself a trader, who preached merchant honour and commanded that 90 per cent of a Muslim’s life be devoted to work in order to put food on the table.
“It is good for a religious person to work hard, to save, to invest in the community,” he continued, noting proudly that while bustling cafes are a prominent a feature of Turkish life, there is only one cafe in Hacilar, and it is usually empty because everyone is always elsewhere completing a deal.
Framed by rugged mountains and on the old Ottoman silk route, Kayseri, a city of one million people, remains steeped in Islamic culture and centred on the quiet rhythms of village life. Most companies set aside rooms for prayer, and most of the older businessmen have been to Mecca on the hajj, the pilgrimage that all Muslims are enjoined to make at least once in their lifetimes. Unlike elsewhere in Turkey, few of the city’s restaurants serve alcohol, which is prohibited by Islam.
At the Kayseri sugar factory, one of the most profitable businesses in the region, Rifat Herdem, an adviser to the managing director, said that Islam had played an important role in buttressing profit. He said that in the early 1990s, the factory was suffering from low capacity while paying steep prices to buy sugar beets because prices were set by the state and a handful of sugar beet producers held a monopoly.
But because Islam commands equal opportunity in business, he said, the factory was pushed to expand its sourcing from one sugar-beet grower to 20,000 producers. That, in turn, brought the price of sugar down and helped lift profits. “Because of Islam we were pushed to diversify our supply chain, and this was good for business,” he said.
Not everyone at the factory, however, views Islam as a benevolent influence. Halil Karacavus, managing director of the company, complains that the region is too much under the influence of the governing Justice and Development Party, or AK Party, of Prime Minister Recep Tayyip Erdogan. It is a traditionalist party with Muslim roots and won 70 per cent of seats here in municipal elections in 2004.
Karacavus said the party too often had tried to mix religion with business. He said that because he was known as a secularist in a region dominated by Islam, government auditors have audited the sugar factory at least five times this year, and the Government had tried to install religious-minded people on its management board.
The effort did not succeed, Karacavus said, because the company was successful and that insulated it from interference.
“For me, Islam doesn’t come first, which can bring problems because the best contracts, land and tax breaks are given to people who share the AK Party’s religious beliefs,” he said.
Ahmet Herdem, the mayor of Hacilar and a member of the governing party, who is not related to Rifat Herdem, argued that the party’s mix of democratic conservatism and free-market ideals had been a large factor in Kayseri’s success. Rather than hampering business, he said, the stability and economic reform that the governing party has brought have been good for business by encouraging investment.
For other business people, it is globalisation rather than Islam that has transformed the region. Saffet Arslan, managing director of Ipek, a large furniture producer in Kayseri that exports to 30 countries, said that in the past 30 years, local Muslims, who previously eschewed making money in favour of religion, are now making business a priority.
“In the past people gave up trade to focus on making Islam the centre of their lives,” said Arslan, a practicing Muslim who has put a mosque in the basement of Ipek’s headquarters building where workers can pray.
“People in Anatolia today view the Western world as a model, not Islam, and because of globalisation, they want to be successful.”
Arslan, who apprenticed in a small furniture workshop that he transformed into an international company with more than US$100 million (US$1 = RM3.68) in annual sales, lamented that the stereotype of Turkey as an agricultural backwater driven by Islam was hampering business bykeeping away much-needed investment.
He said that Ipek would double its profit if it were based in a country viewed as more Westernised. “All the pictures of Turkey show a donkey and an old man picking his nose,” he said. “We have to overcome this unfortunate prejudice.”
One person who is helping to overcome such cliches is Ikbal Cardaroglu, a successful chartered accountant in Kayseri. She is also active in the governing party, in which powerful women are scarce.
Cardaroglu, who wears chic black suits and drapes her white silk designer scarf around her shoulders as a fashion accessory, said she had encountered few hurdles on the way to being a successful Muslim businesswoman, though she said that when she began working in the 1980s, people pointed at her on the street, and women in her neighbourhood expressed pity.
“When I first told my friends I wanted to go into business, they were surprised, since most women here are teachers or bank tellers,”she said. “I did not wear a head scarf at that time, and when I got married, my husband complained that his friends’ wives wore head scarves and that I should do so, too.”
Experts here argue that, owing in part to traditional views of Muslim Turks of the role of women, the participation of women in the Central Anatolian economy was too low and could be a drag on the region’s success.
According to the European Stability Initiative, an institute in Berlin that conducted a study of Kayseri, the employment rate of women is 37 per cent, compared with 74 per cent for men, with the majority of women still employed as agriculture labourers.
“This may yet prove to be the Achilles’ heel of Central Anatolia’s ambitions to catch up economically with the European Union,” noted a report by the European group on the region entitled “Islamic Calvinists”.
Cardaroglu, who has been active in the women’s branch of the governing party in Kayseri, said that the party had many women members, but that there was a glass ceiling she would like to break.
She said the reality in Kayseri was that the boardroom was more inviting for women than the political sphere, because in business results were what mattered.
“Women like me can’t succeed in the party, we can’t reach the top,” she said. “I am too outspoken, and they tell me to shut up.”— NYT
eBay and Google have teamed up to offer "click-to-call" functionality into auction listings and ads, enabling consumers to initiate a voice call directly to a merchant or advertiser through Skype or Google Talk. The feature will enter testing early next year, the companies said.
In addition, Google will become the exclusive provider of text-based advertising in search results on eBay sites outside the United States. Although the two Internet giants are becoming closer to competitors with the launch of Google Talk and PayPal rival Google Checkout, eBay and Google have long been partners in the advertising space. Terms of the deal were not disclosed.
Corel on Monday announced an agreement to acquire multimedia software publisher InterVideo, most known for its WinDVD lineup, in an all-cash deal valued at $196 million. The move expands Corel's portfolio into video editing and DVD creation.
With its office products largely reaching their peak amid increasing competition from OpenOffice.org, Corel has endeavored to shift its software business into multimedia. The company acquired JASC Software and its popular Paint Shop Pro offering in 2004 and is readying a new imaging platform code-named "Alta."
Through the acquisition, Corel gains the WinDVD player and WinDVD Creator, which both recently added support for HD DVD and Blu-ray. In addition, thanks to InterVideo's merger with Ulead in July, Corel will also add to its product lineup Ulead Photo Impact, UleadVideoStudio and Ulead DVD Movie Factory.
"With outstanding products, talented employees and deep relationships with eight of the world's top ten PC manufacturers, InterVideo represents a significant opportunity for Corel to deliver enhanced value to our shareholders," remarked Corel CEO David Dobson. "This acquisition will also benefit customers and partners as we expand our ability to provide flexible, bundled solutions that meet the needs of today's digital media consumers."
InterVideo's partnerships with computer makers is a key factor in the deal says Jupiter Research senior analyst Joe Wilcox.
"InterVideo's DVD playback software is broadly bundled with new PCs. The company also has OEM deals for some of its other video software. If the folks at Corel are smart, they'll leverage some of these relationships for extending the OEM reach of other products, like WordPerfect, Painter, the forthcoming Alta or WinZip (yeah, the company bought the compression software in May)," explained Wilcox.
Corel is now competing directly with Sonic Solutions, which Wilcox notes has a both a strong retail and OEM presence. The acquisition is expected close in the fourth quarter of this year.
Microsoft's latest Windows Live offering is for the most part not a new service at all, but rather a one-time download that includes a subset of the available Live applications, much like the Google Pack.
Called Windows Live Essentials, the program also features a new application called Windows Live Dashboard. The Dashboard would show the user what Live programs are installed and what is available for download, rather than requiring the user to visit the Windows Live Ideas Web site.
Although it was not detailed, the new application seems to be optimized at this time for Windows XP SP2 using Internet Explorer 6.x. At least two programs are slated to come with the download, Windows Live Messenger and Live Mail Desktop beta, although it is likely that other applications would be included as well.
Novice computer users seem to be the target of this latest service. "While the product won't necessarily be used by the more technically advanced users, especially those in the betas, it will no doubt benefit the vast majority," Windows Live blogger Chris Overd wrote for LiveSide.net.
"Essentials also has some pluses for Microsoft," he continued. "Smaller Windows Live products can take advantage of increased exposure and applications are more likely to stay current. There is also the 'small' benefit of getting Windows Live products preinstalled on Vista machines via OEMs, as Google have done recently with their toolbar."
Currently, the Windows Live Ideas site shows six services out of beta: Windows Live Messenger, Favorites, Expo, OneCare, Custom Domains, and Toolbar. 11 other services are in beta, not including functionality to integrate the messaging networks of Microsoft and Yahoo.
The Federal Communications Commission is preparing to launch a formal inquiry into a decision by Verizon and BellSouth to continue charging DSL customers for a Universal Service Fund fee the U.S. government is no longer requiring.
The USF mandates that telecommunications companies, including VoIP and cell phone providers, contribute a portion of monthly subscription fees to the U.S. government. The fund helps subsidize telecommunications services in high-cost regions of the country, and in schools and libraries.
As of August 14, however, DSL service is exempt from the program and customers should have seen their monthly bills drop by $1 or $2. Instead, Verizon has imposed new fees that largely negate any savings, while BellSouth said it will keep the charge as is. Qwest, meanwhile, said it is considering its options.
An FCC official told the Wall Street Journal that FCC Chairman Kevin Martin was "very upset" by the companies' plans to keep the money. The agency is planning to ask how the new fees comply with federal Truth-in-Billing laws, and what infrastructure costs are actually covered by the surcharge.
To its defense, Verizon said the added fees were brought about by "new costs that we've developed over the past year as we've been developing and delivering this standalone DSL service." However, the company did not explain why it didn't simply raise the base price of DSL service.
The FCC also intends to ask why the companies are imposing the surcharge both to customers subscribing to just DSL, as well as those who additionally pay for phone service.
A district judge in Louisiana has issued a preliminary injunction that would prevent the state's violent video game law from taking effect, saying that the video game industry likely would be able to prove their First Amendment rights were being violated. The decision follows a similar pattern to those issued by judges overturning laws in Michigan, Washington, Illinois and California, which all cited free speech concerns in their rulings.
U.S. District Judge James Brady also cited the vagueness of the law as reasons from stopping it from taking effect, siding with the Entertainment Software Association, which filed the initial suit. In a statement, ESA president Douglas Lowenstein chastised the state. "In the post-Katrina era, voters should be outraged that the legislature and governor wasted their tax dollars on this ill-fated attack on video games," he said. Louisiana officials declined to comment.
A Florida man has received a six-year prison sentence after being convicted of conspiracy and copyright infringement charges related to the sale of pirated software. In addition to the jail term, he has also been mandated to pay $4.1 million in restitution.
Through his Web site BuysUSA.com, Danny Ferrer of Lakeland, Fla. sold pirated copies of software from Adobe, AutoDesk and Macromedia. Through the money made on the site, Ferrer was able to buy airplanes, a fighter jet simulator, and numerous cars. In order to repay the companies affected, Ferrer has been ordered to sell his assets.
U.S. District Court Judge T.S. Ellis III gave the stiff sentence out of a desire to deter others from attempting to do what Ferrer did. While Ferrer claims he initially started selling the pirated copies out of a desire to pay for medical bills for his wife, he did admit to becoming greedy once the business became successful.
BuysUSA operated from 2002 to 2005, and the software sold was fairly indistinguishable to that of authentic software. However, Ferrer sold the software at a discount, and it is estimated that the companies lost $20 million as a result of the operation.
John Wolfe, director of Internet enforcement for the Business Software Alliance, an industry trade organization, applauded the decision, saying Ferrer's actions harmed the market and consumers.
"We encourage consumers to be aware of the risks involved with buying 3rd party software on the Internet and hope that the increased attention to this problem by law enforcement agencies will send the message that software piracy is a crime that can result in very serious consequences," he said.
Companies like Microsoft have taken a proactive stance on piracy, through programs like Windows Genuine Advantage. WGA notifies users if they are using a counterfeit version of Windows.
Users who may have unknowingly purchased counterfeit software would be eligible for a free genuine copy at no cost as long as they fill out a piracy report as well as provide proof of purchase and surrender the counterfeit CDs. Microsoft has used such reports to go after counterfeiters.
Microsoft on Friday announced a new beta build of Windows Vista, which serves as an interim update while the company finalizes Release Candidate 1. Build 5536 is available to technical beta testers and MSDN subscribers, and includes a number of quality improvements.
"This interim build is not widely distributed (you'll have to wait for RC1) but does serve to underscore the progress the Dev and Test teams have made since Beta 2, while also confirming that we're still on track for the release of RC1 in the near future," wrote Microsoft product manager Nick White on the Vista Team Blog.
A recent FCC filing seems to indicate that the highly anticipated Microsoft Zune music player will be produced by Toshiba, rather than the Redmond company itself. The filing also provided the first concrete evidence of Zune's specifications and wireless capabilities.
According to the documentation, the Zune player (here referred to as the "Toshiba 1089") includes a 30GB hard drive, three-inch TFT LCD, an FM tuner, wireless 802.11 b/g, and USB 2.0 support. Details of Zune's wireless capabilities were also disclosed, including the capability to stream music to up to four other devices.
More specifics on the codenames that have been mentioned in rumors on the device were also provided to the FCC. "Pyxis" now seems to refer to the network on which users of Zune would be able to send and stream content to one another.
"Once your wireless setting is set to on, you will be able to send and receive promotional copies of songs, albums, and playlists from other Pyxis users," the documentation states.
As for "Argo," the term seems to deal with some type of social networking aspect of the player. In the filing, the code-name is mentioned in the "Friend requests" section. Argo seems to make possible the ability to make nearby Zune users friends, as well as sending and receiving requests to become friends.
Microsoft has remained fairly tight lipped about the Zune project, and has yet to offer a release date for the product. It is widely expected, however, that the device would debut in time for the holiday season. Sources indicate the marketing effort has already begun to ramp up.
Previously, sources told BetaNews that promotional efforts would begin in late August, with public demonstrations during the month of September. This would lead up to a possible October launch for the Zune player.
Microsoft is endeavoring to put out fires caused by what it says was a misstatement by a senior program manager who claimed 32-bit versions of Windows Vista would not support high-definition protected content, including HD DVD and Blu-ray. Nothing has changed, the company says.
At a session during TechEd 2006 in Sydney Thursday, Microsoft's Steve Riley asserted that because 32-bit versions of Windows must support unsigned drivers being loaded into the kernel, the company could not ensure that HD movies would be copy protected. In turn, only x64 versions of Vista would support commercial movies, he said.
x64 editions of Windows require drivers that are signed by Microsoft, which means they have undergone extensive testing. The process is costly for manufacturers, and even common hardware devices such as wireless network cards still lack proper drivers. Thus, few manufacturers ship PCs running the 64-bit operating system.
"The real deal is that no version of Windows Vista will make a determination as to whether any given piece of content should play back or not," explained Vista product manager Nick White. "The individual ISV providing the playback solutions will choose whether the playback environment, including environments that use 32-bit processors, meet the performance requirements for playback of protected High Definition content."
The confusion apparently arose because Riley was specifically talking about Windows Media Player 11. Microsoft ostensibly opted not to include HD DVD and Blu-ray support out of the box in Vista due to pressure from media companies who are wary about piracy.
But as Microsoft now says, this will not stop independent software vendors such as CyberLink and InterVideo from building playback solutions for high-definition protected content like HD DVD and Blu-ray. It will be up to them to negotiate licensing deals with the movie studios.
"It is up to a particular ISV to determine which environments are suitable for their playback solutions," added White. "To help ISVs make the playback determination, the OS will expose a list of any unsigned drivers on the system; nevertheless, it remains up to the ISV to determine whether playback will be enabled."
"In other words, nothing has changed with respect to Microsoft’s policies or development plans for protected HD playback," he said.
Standard DVD support, however, will be included in the Premium and Ultimate editions of Windows Vista, which means consumers will not need to purchase third party software to play movies as they do with Windows XP. Apple also includes native DVD movie support in its Mac OS X operating system.
Google on Friday rolled out a new service designed to enable the company to better interact with webmasters around the world. The site offers a variety of tools related to the company's search engine, including a status wizard to see if Google is properly indexing a specific URL.
Webmaster Central will also feature a blog to keep users informed about how Google crawls the Web, an expanded Webmaster Help Google Group, and a number of FAQs. As part of the Webmaster tools service, formerly called Google Sitemaps, users can add a Web site to their Google account and make changes to how it is indexed.
Microsoft Unhappy With Release Of Lighthearted Training Video
Microsoft on Friday was unhappy with the online release of a training video that was made to look like an episode of the popular British comedy "The Office," and featured the show's star and creator Ricky Gervais.
Microsoft in the United Kingdom made the 2004 video as a fun way to instruct people on how not to act at work. The 37-minute video was only for internal use, but somehow got released on the Web.
In the two-part video, Gervais plays David Brent, the bumbling boss in "The Office," in what could easily pass for a lost episode of the BBC series. On the film, he is being interviewed about Stephen Merchant, who also was as actor on the original show.
"The two videos that Ricky and Stephen recorded for us in 2004 were a light-hearted way of getting our staff to think about the values they attach to working at Microsoft and, through the character of David Brent, illustrate what not to do in the workplace," a Microsoft spokesperson said in an email. "These videos were produced for internal use and were never intended to be viewed by the public."
Microsoft was trying to determine how the video was released, the spokesperson said.
An H engine (or H-block) is an engine configuration in which the cylinders are aligned so that if viewed from the front appear to be in a horizontal letter H.
An H engine can be viewed as two flat engines, one atop the other. The "two engines" each have their own crankshaft, which are then geared together at one end for power-take-off. This leads to a worse power-to-weight ratio than simpler configurations with only one shaft. The only obvious advantage of the H configuration is to allow the building of reasonably short engines with more than 12 cylinders, their compact size being useful as aircraft engines where their small size allows for better aerodynamics - see Lycoming.
The H configuration is therefore very uncommon. Known examples are:
* The British Racing Motors H-16 Formula One engine, which was a major failure. This engine was powerful but heavy and unreliable, had low torque and a high center of gravity. Jackie Stewart is believed to have said "This piece of metal is better used as a ship's anchor than as a power plant". * The Lycoming H 2470 hyper engine, that did not go into production. * The Napier Rapier, Dagger and Sabre airplane engines. Unlike the BRM and the Lycoming, the Sabre eventually matured into a superb design.
Subaru produces water-cooled flat-4 and flat-6 "Horizontal" engines that are marketed as H-4 and H-6, despite the fact that their configuration has nothing to do with a real H engine.
Usually found in 4 and 6 cylinder configurations, the straight engine (often designed as inline engine) is an internal-combustion engine with all cylinders aligned in one row, with no or only minimal offset.
A straight engine is considerably easier to build than an otherwise equivalent horizontally opposed or V engine because the cylinder bank can be milled from a single metal casting and it requires fewer cylinder heads and camshafts. Inline engines are also much smaller in volume than designs like the radial, and can be mounted in any direction. Straight configurations are simpler than their V-shaped counterparts and usually provide smoother running, but at the cost of greater engine length.
Automobile use
The straight-4 is by far the most common 4 cylinder configuration, whereas the straight-6 has largely given way to the V6, which although not as naturally smooth-running is smaller in both length and height and easier to fit into the engine bay of smaller modern cars. Some manufacturers, notably Acura, Audi, Toyota, VW and Volvo, have also used straight-5 configurations. The General Motors Atlas family includes straight-4, straight-5, and straight-6 engines.
Many manufacturers mount straight engines at an angle from the vertical, referring to them as slant engines. Chrysler's famous Slant 6 was used in many models in the 1960s and 1970s. Honda also often mounts their straight-4 and straight-5 engines at a slant, as on the Honda S2000 and Acura Vigor. SAAB first used an inline-4 tilted at 45 degrees for the Saab 99, but later versions of the engine were less tilted.
Two main factors have led to the recent decline of the straight-6 in automotive applications. Lanchester balance shafts, an old idea reintroduced by Mitsubishi in the 1980s to overcome the natural harshness of the straight-4 engine and rapidly adopted by many other manufacturers, have made both straight-4 and V-6 engines much more refined than used to be the case. The inherent smoothness of the straight-6 is no longer as great an advantage as it used to be. Secondly, at around the same time, fuel consumption became a much more important factor. Cars became smaller and much more space-efficient. The engine bay of a modern small or medium car, typically designed for a straight-4, often does not have room for a straight-6, but can fit a V-6 with only minor modifications. Conversely, if the car is designed to have enough room for a straight-6, the 4-cylinder version of the same car will have wasted space and, all else being equal, cost a little more to manufacture and use more fuel.
Some manufacturers (originally Lancia, and more recently Volkswagen with the VR6) have attempted to combine advantages of the straight and V configurations by producing a narrow-angle V; this is more compact than either configuration, but is less smooth (without balancing) than either.
Straight-6 engines can still be found in passenger vehicles like the Australian Ford Falcon, some entry-level Lexus models, the Toyota Landcruiser, and BMW 6-cylinder models. [edit]
Aviation use
Renault produced an inverted air-cooled Straight-6 for airplanes this was used on the Stampe. A similar design was used on the de Havilland Tiger Moth. [edit]
Cadillac produced two of only three production V16 engine models in history. Both were used in the 1930s Cadillac V-16 automobile, the first from 1930 until 1937, and the second between 1938 and 1940. The company has twice attempted to build a new V16 engine, once in the 1980s and again in recent years, but these have yet to be built.
The only other 16-cylinder engines ever attempted were Bugatti's 1915 U16, and Marmon's V16. A modern, quad-turbocharged W16 was used in the EB 16/4 Veyron built by the new Audi-owned Bugatti in the 1990s. The W16 engine boasts 1001hp, and is the fastest production car on the planet, claiming a top speed of 253mph.
Series 452
The original Cadillac V16 could be said to be two straight-8 engines on a common crankshaft and crankcase, because each bank operated entirely independently of the other with no other common components. It used the unusually narrow angle of 45° between the banks to reduce the width of the engine, and had a 3 in (76 mm) bore and a 4 in (102 mm) stroke, giving a displacement of 452 in³ (7.4 L). It was therefore known as the Series 452 engine. Cadillac rated the engine at 185 bhp (138 kW), undoubtedly a somewhat low figure. It was capable of powering these heavy cars to speeds in excess of 80 mph (130 km/h), 100 mph (160 km/h) for some of the lighter examples.
This engine was used in the various V-16 models:
* 1930-1934 Series 452 ("A" through "C") * 1935 Series 60 * 1936-1937 Series 90
Series 90
The second generation of V16 used an unusually wide vee-angle of 135°, giving a wide but much lower engine to suit the styling tastes of the late 1930s. The carburetors and air cleaners were mounted on top of the engine block in this design. These engines had 'square' proportions; bore and stroke were both 3¼ in (83 mm), giving an overall displacement of 431 in³ (7.0 L). Cadillac rated these engines at the same 185 bhp (138 kW) as the previous series. These engines were known as the Series 90, as were the cars that used them. The Series 90 V16 was produced from 1938 through 1940.
This engine was used in the 1938-1940 Series 90.
V12
Cadillac also built a V12 based on the Series 452 engine for 1930 through 1937. It retained the 45° vee-angle and displaced 368 in³ (6 L) from a 3.125 in (79.4 mm) bore and 4 in (101.6 mm) stroke. Output was rated at 135 hp (101 kW) with two carburetors. The cars were designed to make a statement, so all engine wiring and plumbing was hidden from view.
The V12 was used in the Fleetwood-bodied V-12 models:
* 1930-1935 Series 370 ("A" through "D") * 1936-1937 Series 80/85
Ford Motor Company had worked with Yamaha Motor Corporation to develop the compact DOHC V6 Ford SHO V6 engine for the 1989 Ford Taurus SHO "Super High Output". When the time came to replace that engine, the company again worked with Yamaha to build a new V8 based on their successful Duratec V6. This partnership created the 3.4 L V8 for the 1996 Taurus SHO. That engine went out of production after 1999, but was resurrected and modified by Ford's Volvo Cars marque for use in the Volvo XC90 SUV in 2005.
Now at 4.4 L, the V8 engine is unique in Ford's wide range of V8 engines in that it is designed for transverse use and has a V6-like 60° bank angle.
SHO V8
The V8 SHO appeared in spring of 1996. It was at 3.4 L and continued many of the traits of the SHO V6, including the aluminum cylinder heads (the V6 SHO engine has an iron block), 4-valve per cylinder DOHC design, and a variable length intake manifold. Power was similar too, at 235 hp (175 kW) and 230 ft·lbf (312 N·m) of torque. This version was retired in 1999 because of the relative lack of interest in a heavier car that was slower than the V6 SHO it replaced.
Bore and stroke were identical to the Duratec 25 at 82.4 mm and 79.5 mm, respectively. The engines shared other traits as well, and insiders report that the designs are related, though not closely. One sign of such similarity is that the two engines share the same bellhousing pattern.
Manufacturing was also a shared process. Ford manufactured the aluminum engine blocks at their Windsor, Ontario plant, then shipped them to Japan for finishing by Yamaha. The finished engines were shipped back to the Taurus plant in Atlanta, Georgia for installation.
The SHO V8's valve train was an "interference" design, one that is shared by many engines built today, meaning that the piston will collide with the valves if the camshaft or timing chain fails. Due to some cam sprocket failures, the engine acquired a reputation for potentially catastrophic failure (see section below).
Cam trouble
Soon after the introduction of the SHO V8, widespread problems with the cam sprockets began to surface. Ford had used a relatively unusual method, called "swedging", of affixing the cam sprockets to the camshafts. The cam sprockets were fastened to the hollow camshafts by forcing a metal ball which was slightly larger than the interior diameter of the camshaft through the center of the camshaft, thus expanding the metal slightly and creating a mechanical bond between the cam sprocket and the camshaft. This method proved to be inadequate, and thus on some engines, the cam sprocket could break loose from the camshaft and spin independently from the camshaft (or "walk"). This would result in the camshaft stopping and thus not activating the valves, allowing the pistons to hit the valves, ruining the engine (see above section). The prophylactic measure of welding the cam sprocket to the camshaft soon proved to be a fix for engines that had not suffered such a fate yet [1]. Another such fix is "pinning" the cam sprocket, or inserting a pin in the sprocket to keep it aligned on the camshaft. There were calls for Ford to provide a recall, though none ever happened, potentially because it was a limited-production vehicle. Aside from this issue, the engine itself is considered to be fairly dependable and a good example of Yamaha engineering.
Volvo V8
Volvo began offering the 4.4 L V8 version of this engine in its large P2 platform automobiles in 2005. The engine is made by Yamaha in Japan and was initially offered in the Volvo XC90 SUV. Other vehicles likely to get the V8 engine include the Volvo S80, Volvo XC70, and a future Lincoln all wheel drive luxury car.
The engine is a 4.4 L aluminum DOHC V8 which produces 311 hp (232 kW) and 325 ft·lbf (441 N·m). Officials of all three companies involved insist that the Volvo V8 is not related to the SHO engine, but insiders dispute this claim.
The 4.4 L engine will likely find its way to Lincoln's new D3-based models in 2008 and beyond. Since this platform is designed for transverse engines, none of Ford's other V8 engines would easily fit. The engine was used in the 2006 Lincoln MKS concept car.
Essex V4 was a V4 engine from Ford Motor Company made at the plant in Essex. The engine was available in two capacities, 1633cc and 1996cc, differing only in stroke. This engine was used on the Ford Corsair, Capri Mk I, Consul/Granada Mk I, Ford Zephyr 4 Mk IV and certain models of the Ford Transit van.
The Jaguar AJ-V6 engine is a specialized version of Ford's Duratec 25/30 V6. One notable addition is the use of variable valve timing, a feature also shared with Mazda's version of the engine. It is available in 2.0 L, 2.5 L and 3.0 L displacements.
Jaguar's AJ-V6 engine has an aluminum engine block and aluminum DOHC cylinder heads. It uses SFI fuel injection, has 4 valves per cylinder with VVT and features fracture-split forged powder metal connecting rods and a one-piece cast camshaft, another differentiator from the Ford and Mazda versions.
AJ20
The AJ20 2.1 L (2099 cc) version has a 81.6 mm bore and 66.8 mm stroke. Although it displaces nearly 2.1 liters, it is marketed as a "2.0". It produces 157 hp (117 kW) and 148 ft.lbf (196 Nm). The compression ratio is 10.75:1.
This engine is used in the following vehicles:
* Jaguar X-Type 2.0 (UK)
AJ25
The AJ25 is a 2.5 L (2495 cc/152 in³) version built in Ford's Cleveland, OH #2 factory. It is stroked to 79.5 mm. It delivers 192 hp (143 kW) at 6800 RPM with 178 ft.lbf (241 Nm) of torque at 3000 RPM from 10.3:1 compression.
This engine is used in the following vehicles:
* –present Jaguar X-Type 2.5, 194 hp (145 kW) and 180 ft·lbf (244 N·m) * –present Jaguar S-Type 2.5 (UK), 201 hp (150 kW) and 185 ft·lbf (251 N·m) * –present Ford Mondeo 2.5 Ghia, 168 hp (125 kW) and 162 ft·lbf (220 N·m)
AJ30
The AJ30 is a 3.0 L (2967 cc) version and is the most common, especially considering the Duratec 30. It has an 89 mm bore and shares the 2.5's 79.5 mm stroke. In the X-Type, it produces 231 hp (172 kW) and 209 ft·lbf (284 Nm).
This engine is used in the following vehicles:
* 2000–present Jaguar S-Type 3.0, 240 hp (179 kW) and 216 ft·lbf (293 N·m) * 2002–present Jaguar X-Type 3.0, 231 hp (172 kW) and 209 ft·lbf (283 N·m) * –present Jaguar XJ6, 240 hp (179 kW) and 221 ft·lbf (300 N·m)
Like its sister General Motors divisions, Buick produced its own family of V8 engines to replace its straight-8 engines. These engines came in many of the same displacements as those from other divisions, but were entirely different.
Buick/Chevrolet Truck "Nailhead V8"
Buick shared its first V8 with Chevrolet's trucks. This family lasted from 1953 through 1956 in Buick cars and from 1956 through 1959 in Chevrolet trucks. It was an OHV/pushrod engine like the then new Oldsmobile "Rocket V8" engine. This motor became known as the "Nailhead" for it's unusual vertical position of it's small sized valves -that looked like nails... The Nailhead V8 family employed a camshaft with higher lift and longer duration to offset the smaller sized valves and arguably restrictive intake and exhaust port areas.
264
The 264 in³ (4.3 L) 264 was a direct replacement for the 263 straight-8 in Buick's large cars. It was produced from 1953 through 1956.
322
The larger 322 in³ (5.3 L) 322 was also used by Buick from 1953 through 1956, and was then passed to Chevrolet for use in its trucks through 1959.
Nailhead V8
Buick's second variation of this V8 was also named Nailhead. It was produced from 1957 through 1966. [edit]
364
Apparently the smallest displacement Nailhead, the 264, was dropped when Buick introduced it's new small displacement V8. Buick, like most of it's competitors, continued to expanded their durable V8 motor to larger displacements such as the 364 in³ (6.0 L) 364.
400
The next member of the family was the 401 in³ (6.6 L) 400. This was actually a 401 that had been redesignated a "400" in order to meet GM directives for maximum displacement engines in mid-size cars.
Another Buick "400" engine was a member of the 400/430/455 family and was produced from 1967 to 1969.
401
The 401 in³ (6.6 L) 401 was Buick's muscle car motor of choice, and was found in the company's Skylark Gran Sport and Buick Wildcat, among others. As unlikely as it seems, the air cleaner for the engine is annotated with "Wildcat 425" "Wildcat 445" or "Wildcat 465" these inscriptions indicated not the CID but the FtLbs. of torque produced by the engine. a 425 was the 2bbl carbeurated engine, the 445 came with a singl 4bbl Carb. and the 465 had dual 4bbl Carbs. In an effort to overcome the "restrictive" exhaust port design, Buick enthusiast drag racers in the sixties adapted superchargers with a custom camshaft to feed intake air in through the exhaust ports and used the larger intake ports for exhaust outlets. Perhaps this feat of ingenuity, and the unusual appearance of the motor modified in this manner, also intimidated rival racers and added to the Nailhead V8 legend that lives upon this page of US auto history. [edit]
425
425 in³ (7.0 L) 425
Buick "Small-Block"
In 1961 Buick unveiled an entirely new small V8 engine with aluminum cylinder heads and cylinder block. Lightweight and powerful, the aluminum V8 also spawned a turbocharged version, the first ever offered in a passenger car, and became the basis of a highly successful cast iron V6 engine. The all-aluminum engine was dropped after the 1963 model year, but was replaced with a very similar cast-iron engine.
215
GM experimented with aluminum engines starting in the early 1950s, and work on a production unit commenced in 1956. Originally intended for 180 cu. in. (2.9 L) displacement, Buick decided to begin with a larger, 215 cu. in. (3.5 L) size, which was deemed ideal for the new "senior compacts" introduced for the 1961 model year.
The 215 had a 4.24 in (107.7 mm) bore spacing, a bore of 3.5 in (88.9 mm), and a stroke of 2.8 in (71.1 mm), for an actual displacement of 215.5 cu. in. (3533 cc). The engine was the lightest mass-production V8 in the world, with a dry weight of only 318 lb (144 kg). It was standard equipment in the 1961 Buick Special.
Oldsmobile also used the all-aluminum 215 on its F-85, but the Oldsmobile version of this engine, although sharing the same architecture, was produced on a separate assembly line, and was not identical to the Buick 215; among other things, it was somewhat heavier, at 350 lb (159 kg).
At introduction, Buick's 215 was rated 150 hp @ 4400 rpm (raised soon after introduction to 155 hp @ 4600 rpm) and 220 lb-ft @ 2400 rpm with a two-barrel carburetor and 8.8:1 compression ratio. A mid-year introduction was the Buick Special Skylark version, which had 10.25:1 compression and a four-barrel carburetor, raising output to 185 hp @ 4800 rpm and 230 lb-ft @ 2800 rpm.
For 1962 the four-barrel engine increased compression ratio to 11.0:1, raising it to 190 hp @ 4800 rpm and 235 lb-ft @ 3000 rpm. The two-barrel engine was unchanged. For 1963 the four-barrel was bumped to 200 hp @ 5000 rpm and 240 lb-ft @ 3200 rpm, a respectable 0.93 hp/cu. in. (56.6 hp/liter).
Unfortunately, the great expense of the aluminum engine, combined with serious oil leaks, clogged radiators from antifreeze mixtures incompatible with aluminum, and other ills, led to its cancellation after the 1963 model year.
Although dropped by GM in 1963, in January 1965 the tooling for the aluminum engine was sold to Britain's Rover Group to become the Rover V8 engine, which would remain in use for more than 35 years.
300
In 1964 Buick replaced the 215 with an iron-block engine of very similar architecture. The new engine had a bore of 3.75 in (95.5 mm) and a stroke of 3.40 in (86.4 mm) for a displacement of 300.4 cu. in. (4.9 L). It retained the cylinder heads, intake manifold, and accessories of the 215 for a dry weight of 405 lb (184 kg). The 300 was offered in two-barrel form, with 9.0:1 compression, making 210 hp @ 4600 rpm and 310 lb-ft @ 2400 rpm, and four-barrel form, with 11.0:1 compression, making 250 hp @ 4800 rpm and 335 lb-ft @ 3000 rpm.
For 1965 the 300 switched to a cast-iron heads, raising dry weight to 467 lb (212 kg), still quite light for a V8 engine of its era. The four-barrel option was cancelled for 1966, and the 300 was replaced entirely by the 340 in 1968.
340
The 340 in³ (5.6 L) 340 was a stroked (to 3.85 in/97.8 mm) version of the 300. It had a four-barrel carburetor and 11.0:1 compression, rated at 260 hp @ 4200 rpm and 365 lb-ft @ 2800 rpm. It replaced the four-barrel 300 for 1966. It was produced only in 1966 and 1967, with the new Buick 350 taking its place after that. [edit]
350
Buick adopted the popular 350 in³ (5.7 L) size with their final family of V8s. Although sharing the displacement of the Chevrolet Small-Block engine family, the Buicks were substantially different.
The Buick 350 V8 had a 3.80 in bore (like the 3800) and retained the 3.85 in stroke of the 340. It was introduced in 1968 and produced through 1980.
Buick "Big-Block"
The company introduced a larger engine family to replace the "Nailhead" in 1967 and was produced through 1976.
400
The 399.95 in³ (6.6 L) 400 was produced from 1967 to 1969. This engine had a bore of 4.04 in (102.6 mm) and a stroke of 3.90 in (99.1 mm). It was the only large V8 engine available for the A-body Buicks due to the GM cube limit restriction prior to 1970. Most parts except the pistons interchange with the 430 and 455.
430
The 429.69 in³ (7.0 L) 430 was produced from 1967 to 1969. This engine had a bore of 4.1875 in (106.4 mm) and a stroke of 3.90 in (99.1 mm). This engine was used in B-, C- and E-body (large body) Buicks. Most parts except the pistons interchange with the 400 and 455.
455
The 455.72 in³ (7.5 L) 455 Buick V8 used a 4.312 in bore and 3.90 in stroke. It was produced from 1970 to 1976 and was based on the 400/430 V8. The regular Buick 455 was conservatively rated at 350 hp (261 kW) while the 455 Stage 1 was underrated at 360 hp (269 kW). The regular 455 could produce 410 to 420 hp (306 to 313 kW) while the Stage 1 produced 415 to 425 hp (310 to 317 kW). The horsepower was considerably reduced to approximately 250 hp starting in 1971 through 1976 mainly due to the reduction in cylinder compression ratio in order to cope with the introduction new federal laws requiring new cars to use unleaded gas in an effort to reduce exhaust emissions. Most parts except the pistons interchange with the 400 and 430.
Non-Buick V8s powering Buick Vehicles
In the mid-1970s, GM was using powerplants sourced from various GM divisions where the Buick V8 was considered a factory option with the Buick 350 as the sole survivor, or in the worst case, for Buick vehicles where the 400/430/455 big blocks were phased out because of fuel economy/emission requirements.
260
The 260 in³ (4.3 L) 260 was actually an Oldsmobile V8 engine.
403
The 403 engine used in Buicks was actually an Oldsmobile V8 engine.
Ford's earliest OHV V8 engine was introduced by Lincoln in 1952. Like the later (and better-known) Ford Y-block engine, its deep skirts made the block resemble the letter Y from the front. This engine design was produced through 1957, when it was replaced by the newer MEL engine.
317
The first new-generation Y-block was the 317 in³ (5.2 L) "317". It replaced the undersquare flat-head InVincible 8. The new engine was oversquare, as was rapidly becoming the fashion, with a bore of 3.8 in (96.5 mm) and a stroke of 3.5 in (88.9 mm). Power output was just 160 hp (119 kW) that first year, but was increased to 205 hp (153 kW) the next year with higher compression, larger valves, a better Holley four-barrel carburetor, improved intake and exhaust, and a hotter camshaft. The engine was improved again for 1954 but power output remained the same. It was replaced by the 341 for 1955.
341
The 317 was bumped up to 341 in³ (5.6 L) with a 3.94 in (100.1 mm) bore for 1955. 225 hp (168 kW) and 332 ft.lbf (450 Nm) was produced, a major update. The engine was only produced that one year.
368
The engine was bored (to 4.00 in/101.6 mm) and stroked (to 3.66 in/93 mm) for 1956's 368 in³ (6.0 L) Lincoln V8. Output jumped up to 285 hp (213 kW) and 402 ft.lbf (545 Nm) that year with numerous other improvements. Power output reached a high point the next year at 300 hp (224 kW) and 415 ft.lbf (563 Nm), but the Lincoln still lagged behind Cadillac and Chrysler. 1957 proved to be the last year for this engine design.
The Taunus V4 was a V4 piston engine with one balance shaft, introduced by Ford Motor Company in Germany in 1962. The German V4 was built in the Cologne plant and powered the Ford Taunus and German versions of the Consul, Granada and Transit. It was not a 'true' V engine as two opposing pistons did not share one crank on the crankshaft.
The V4 was later expanded into the Ford Cologne V6 engine that is used in the Ford Capri and many other Ford cars. The V4 engine was (and still is) also used in industrial applications: pumps, generators, and in agricultural machinery. In automobiles, the Taunus V4 was replaced by the Ford OHC/Pinto engine.
Applications:
* Ford Taunus * Ford Consul * Ford Granada * Ford Transit * Saab 95 * Saab 96 * Saab Sonett (II-V4 and III) * 1970-1971 Marcos 2 litre * Matra 530
1.2
The 1.2 L (1183 cm³) version features an 80.0 mm bore and 58.9 mm stroke. Output was 50 hp (37 kW) and 61 ft·lbf (83 N·m).
Applications:
* 1962 Ford Taunus 12M
1.5 Taunus V4 in a Saab Sonett III Enlarge Taunus V4 in a Saab Sonett III
The 1.5 L (1498 cm³) V4 had a 90.0 mm bore and 58.86 mm stroke. It produced 65 hp (48 kW) and 86 ft·lbf (117 N·m) at 2500 RPM.
Applications:
* 1967-1978/1980 Saab 95 and Saab 96 (European market) * 1967-1970 Saab 95, Saab 96 and Saab Sonett (USA market)
1.7
The 1.7 L (1699 cm³) V4 had a 90.0 mm bore and 66.8 mm stroke. It produced 70 hp (52 kW) and 101 ft·lbf (137 N·m).
Applications:
* 1966 Ford Taunus 17M * 1971-1974 Saab 95, Saab 96 and Saab Sonett (USA market)
Also, some DKW 'Munga', a Jeep like vehicle used in the German army were retrofitted with this Ford V4, to replace its standard two stroke engine. SAAB 96 with V6 Enlarge SAAB 96 with V6
Since the engine mounts and gearbox connections are identical between the Ford Cologne V6 engine and the V4, some vintage V4 Saab 96s were modified to take a V6, for rally racing, although this dramatically changed the weight distribution and steering characteristics.
The DMAX V6 engine is a 3.0 L (2958 cc) Diesel engine. It was designed, and is produced, by Isuzu in Fujisawa, Japan but is now owned by General Motors. It uses high-pressure common-rail direct injection with a 4-valve cylinder head. A turbocharger and intercooler are also used. Output is 125 kW (168 hp) at 4000 rpm and 350 Nm (258 ft.lbf) at 1800 rpm. The engine's internal name is 6DE1.
GMC generally shared engines with other General Motors divisions. But like their straight-6, GMC did have its own V8.
Non-GMC engines
Pontiac
Prior to developing their own engines, GMC used the Chevrolet Straight-6 engine and Pontiac V8 engine. They used the Pontiac 287 in³ (4.7 L) for 1955 and 316 in³ (5.2 L) in 1956, but advertized the engines as the "GMC 288" and "GMC 316". They used Pontiac's 347 in³ (5.7 L) in 1957. For 1958 and 1959, GMC reduced the bore of Pontiac's 370 in³ (6.1 L) to 3.875 in (98.4 mm), resulting in a displacement of 336 in³ (5.5 L). In Canada, however, GMC used the Chevrolet Small-Block engine rather than the Pontiac.
Chevrolet Small-Block
From 1955 through 1983, GMC shared Chevrolet's small-block V8. This came in 265, 283, 305, 327, 350, and 400 cubic inch (4.3, 4.6, 5.0, 5.4, 5.7, and 6.6 L) sizes.
Chevrolet Big-Block
GMC also shared Chevrolet's big-block from 1968 through 1976. The company used the 396, 402, 427, and 454 cubic inch (6.5, 6.6, 7.0, and 7.4 L) versions.
GMC engines
336
GMC's own V8 was the 336 in³ (5.5 L) OHV/pushrod engine. It used a 3.875 in (98.4 mm) bore and was produced only in 1958 and 1959.
366
GMC shared its 366 in³ (6.0 L) 366 with Chevrolet trucks from 1969 through 1983.
637
An unusual 637 in³ (10.4 L) 60° V8 was based on GMC's V6 design.
From 1954 to 1980 the Pontiac Division of General Motors manufactured its own, unique V8 engines. Displacement began at 287 cubic inches and grew as large as 455 cu. in. (7.5 L) by 1970. An engine of intermediate size (neither a true small-block nor quite a big-block), the Pontiac V8 shared some design features with the Chevrolet small-block V8, but was overall a unique design, distinct from Buick, Chevrolet, or Oldsmobile engines. Pontiac's engines were used in its U.S.-market cars; Canadian Pontiacs generally used Chevrolet engines. From 1955 through 1959 Pontiac's V8 was also used in GMC pick-up trucks. History The development of Pontiac's OHV V8 dates back to 1946, when engineers began considering new engine designs for postwar cars. Despite these experiments, the division's conservative management saw no immediate need to replace the Pontiac Straight-8 engine, which had served well since 1933. When Robert Critchfield took over as general manager in 1952, however, he launched an ambitious plan to move Pontiac into the upscale, mid-range market segment occupied by Oldsmobile, and that demanded V8 power. The development of the new engine was fast-tracked, but since its somewhat late development let it take advantage of the experience gained in the Oldsmobile V8 engine and Cadillac V8 engine, it was remarkably free of teething problems. The main unique feature of the Pontiac engine was the rocker-arm system, which had been devised by Pontiac engineer Clayton Leach in 1948. At the request of Ed Cole, general manager of Chevrolet, the layout was also used by the Chevrolet V8 released in 1955, an exception to the customary GM policy of allowing a division one year of exclusive use of an internally developed advance. The drive towards "corporate" engines shared among all GM divisions led to the progressive demise of the Pontiac V8 in the late 1970s. The last Pontiac V8, a 301, was produced in 1980 for a 1981 automobile. Design The Pontiac V8 was an overhead valve engine with wedge combustion chambers. It used cast iron cylinder heads and a cast-iron block. An unusual design feature was mounting the rocker arms on ball pivots on studs set into the cylinder, rather than using a separate rocker shaft; this allowed more consistent valve action with less weight than a conventional shaft. All (except the 303 Ram Air V engine) used 6.625 in (168.3 mm) connecting rods. Most iterations had an overall length (to the edge of the water pump pulley) of 28.25 in, an overall width of 27 in, and a height (not including air cleaner) of 31 in (718 mm × 686 mm × 787 mm). Later 455s had a two-inch (51 mm) higher deck height, and were slightly longer overall. Dry weight ranged from 590 lb to 650 lb (270 to 295 kg), depending on displacement and year. Most Pontiac engines were painted light blue. The 389 version was known as the "Tempest" or "Trophy" V8, depending on year and horsepower rating. Curiously, Pontiac was the only US manufacturer which did not regularly identify its engine names and sizes with air cleaner or valve cover decals. Development 287 The V8 engine was introduced for the 1955 model year. Not long before the model year introduction, Pontiac management decided that the entire line would be V8-powered. The 287 was an "oversquare" engine with a bore of 3.75 in (95.25 mm) and a stroke of 3.25 in (82.55 mm), for a total displacement of 287 cu. in. (4.7 L). Compression ratio was a modest 8.00:1, with valve diameters of 1.781 in (45.2 mm) (intake) and 1.500 in (38.1 mm). It was rated 180 hp (134 kW) @ 4600 rpm and 264 lbf·ft (358 N·m) @ 2400 rpm with a two-barrel carburetor, 200 hp (149 kW) @ 4600 rpm and 278 lbf·ft (377 N·m) @ 2800 rpm with the four-barrel carburetor. 316 For 1956 the V8 was bored out to 3.9375 in (100.0 mm), increasing displacement to 317 cu. in (5.2 L). It was offered in the following forms: (with manual transmission) * two-barrel carburetor, 7.9:1 compression, 192 hp (143 kW) @ 4400 rpm, 297 lbf·ft (403 N·m) @ 2800 rpm * four-barrel carburetor, 8.9:1 compression, 216 hp (161 kW) @ 4800 rpm, 315 lbf·ft (427 N·m) @ 2800 rpm (with Hydramatic) * two-barrel carburetor, 8.9:1 compression, 205 hp (153 kW) @ 4600 rpm, 294 lbf·ft (399 N·m) @ 2600 rpm * four-barrel carburetor, 8.9:1 compression, 227 hp (169 kW) @ 4800 rpm, 312 lbf·ft (423 N·m) @ 3000 rpm * two four-barrel carburetors, 10.0:1 compression, 285 hp (213 kW) @ 5100 rpm, 330 lbf·ft (447 N·m) @ 2600 rpm. 336 The 336 in³ (5.5 L) engine was only used in GMC trucks. The stroke was 3.875 (98.4 mm) and the bore was 3.56 in. (90.4 mm). 347 For 1957 the V8's stroke was increased to 3.56 in (90.4 mm), for a displacement of 347 cu. in. (5.7 L). For the first time, Pontiac offered Tri-Power, three two-barrel carburetors with a sequential linkage (replacing the previous dual-quad set-up). Power ratings increased accordingly: (with manual transmission) * two-barrel carburetor, 8.5:1 compression, 227 hp (169 kW) @ 4600 rpm, 333 lbf·ft (451 N·m) @ 2300 rpm * four-barrel carburetor, 10:1 compression, 244 hp (182 kW) @ 4800 rpm, 350 lbf·ft (475 N·m) @ 2600 rpm (with Hydramatic) * two-barrel carburetor, 10.0:1 compression, 244 hp (182 kW) @ 4800 rpm, 350 lbf·ft (475 N·m) @ 2600 rpm * four-barrel carburetor, 10.0:1 compression, 270 hp (201 kW) @ 4800 rpm, 359 lbf·ft (487 N·m) @ 2900 rpm * three two-barrel carburetors, 10.00:1 compression, 290 hp (216 kW) @ 5000 rpm, 375 lbf·ft (508 N·m) @ 2800 rpm. Several dealer-installed camshafts were optional to increase power further to 310 hp (231 kW). Standard only for the Pontiac Bonneville was Pontiac's first-ever fuel injection system. A mechanical system built by Rochester, it was similar in principle, but not identical, to the contemporary Chevrolet "fuelie". Pontiac did not release official power ratings for this engine, saying only that it had "more than 300 horsepower". Contemporary road tests suggest that it was actually somewhat inferior to the Tri-Power engines, although it did have better fuel economy. Only 630 Bonnevilles were produced for 1957, all of them fuel-injected. 370 For 1958 the V8's bore was increased again to 4.06 in (103.2 mm), increasing displacement to 370 in³ (6.1 L). The fuel-injected engine was now an option, not standard, on the Bonneville, carrying a staggering price tag of $500 (almost 15% of the car's base price). It was rated at 310 hp (231 kW) @ 4800 rpm and 400 lbf·ft (542 N·m) @ 3,000 rpm on 10.5:1 compression. Only about 400 were produced before the fuel injection system was quietly dropped. 389 For 1959 the V8's stroke was increased to 3.75 in (95.3 mm), raising displacement to 389 in³ (6.4 L). The 389 would remain the standard Pontiac V8 engine through 1966, offered in a bewildering variety of outputs ranging from 215 hp to 360 hp (160 to 269 kW). The 389 was the standard engine for the Pontiac GTO through 1966. 326 For 1963 Pontiac dropped the aluminum V8 it had offered on the Pontiac Tempest (which was built by Buick) and replaced it with a de-bored version of the standard Pontiac V8. It shared the 389's 3.75 in (95.3 mm) stroke, but its bore was reduced to 3.72 in (94.5 mm), giving it a displacement of 326 cu. in. (5.4 L). It was rated at 260 hp (193 kW) with a single, two-barrel carburetor. The 326 subsequently became the standard V8 engine for Tempests, and later the Pontiac Firebird, through 1967. For 1967, its final year, a higher-output version, called the L76, had a four-barrel carb, dual exhausts, and higher compression, and was good for 285 hp (213 kW). 400 The 400 in³ (6.6 L) 400 V8 was a bored-out 389 with 4.121 in bore and 3.75 in stroke (104.7 mm by 95.3 mm). It replaced the 389 in 1967. It remained in production through the 1979 model year. 421 421 in³ (6.9 L) 421. The 421 in³ (6.9 L) was bored to 4.09 in (103.9 mm) and stroked to 4.00 in (101.6 mm), and also featured larger, 3.25 in (83 mm) main journals. Unlike previous enlargements of this engine, it did not replace the 389. Modified Super Duty versions of this engine were extensively used in NASCAR stock car racing and drag racing competition. 428 In 1967 the 421 was bored to 4.12 in (104.7 mm), increasing its displacement to 428 in³ (7.0 L). It was replaced by the 455 after the 1969 model year. 350 In 1968 the 326 was replaced by the 350, which used a 3.876 in bore and 3.75 in stroke (98.5 by 95.3 mm) for a total displacement of 350 cu. in (5.7 L). 303 Ram Air V In 1969 Pontiac created a special short-deck version of the V8 for Trans Am racing. The revised engine had shorter connecting rods, the smaller, 2.5 in. (63.5 mm) journals, special "tunnel port" heads, and a solid-lifter version of the 400's Ram Air IV camshaft. It shared the 4.125 in (104.8 mm) bore of the 400, but with a 2.84 in (72.1 mm) stroke for a displacement of 303 cu. in. (5.0 L). The short-deck engine weighed about 40 lb (18 kg) less than the 400, and had an 8000-rpm redline. The 303 program was promising, with race-ready engines producing 475-525 hp (354.4-391.7 kW) and slated for advertised ratings of 355 hp in the Pontiac Firebird and 375 hp for the Pontiac GTO, but concerns about emissions, the response of the automobile safety lobby, and the warranty implications of a high-revving street engine led to its cancellation. About 80 were produced, and none were installed in production cars. 455 For 1970 the 428 was expaned to a 4.152 in bore and 4.21 in stroke (105.5 mm by 106.9 mm), giving a total displacement of 455 cu. in. (7.5 L). The engine became available for the first time in Pontiac Firebirds and the Pontiac GTO, as GM lifted its restrictions on the use of big-block engines in mid-sized cars. The 455 was used through 1976. The 455, with its "undersquare" dimensions (long stroke relative to bore), emphasized torque over horsepower, and was notably less powerful than some high-performance iterations of the 400. For 1971 Pontiac introduced a H.O. version with stronger internal parts and better breathing, making some 300 horsepower (224 kW) in the more accurate SAE net system, but this was an extremely rare engine. In 1973 an even stronger Super Duty engine was introduced with 310 hp (231 kW), the strongest American engine offered that year, but its power was achieved through bending of EPA emissions-testing procedures, leading it to be de-tuned to 290 hp (216 kW) for 1974, after which it was discontinued. 301 The 301 in³ (4.9 L) 301 was offered from 1977 to 1981. It had a 4.00 in (101.6 mm) bore and 3.00 in (76.2 mm) stroke. Based in part on designs for an abortive "short deck" 303 cu. in (5.0 L) engine designed for the 1970 racing season, it had a shorter deck than the big V8, and used thin-wall casting to reduce weight. It produced 130 to 135 hp (97 to 101 kW). A turbocharged version with 210 hp (157 kW) was offered for the 1980 model year. The 301 was the last Pontiac engine to be manufactured. After the 1981 model year, Pontiac adopted the new "corporate" engines. Pontiac Four-Cylinder 195 Perhaps the most unusual variation of the durable Pontiac V8 was not a V8 at all, but an inline four. Created for the 1961 Pontiac Tempest, it was essentially the right bank of the 389, sharing most of its tooling and many of its parts (more than 120 were identical). The bore and stroke of 4.06 in (103.2 mm) and 3.75 in (95.3 mm) were the same, giving a displacement of 194.4 cu. in (3.2 L). This degree of commonality enabled it to be produced on the same lines as the V8, allowing substantial cost savings. A drawback was that the 195 weighed much more than a purpose-designed engine: at about 540 lb (245 kg), it was not substantially lighter than the 389. The 195 produced 110 hp (82 kW) (gross) at 3800 rpm and 190 lbf·ft (258 N·m) at 2000 rpm with a single-barrel carburetor, or 155 hp (116 kW) @ 4800 and 215 lbf·ft (292 N·m) @ 2800 rpm with the optional four-barrel carburetor. For 1962 a "power pack" option increased rated power to 166 hp (124 kW). The Achilles heel of the 195 was engine shake. An inline four-cylinder engine produces unbalanced "couple," shaking in the vertical plane, and modern engineers consider the installation of twin counter-rotating balance shafts necessary for engines much larger than 122 cu. in (2.0 L). The V8-based design of the 195 had no such balance shafts, and costs prohibited adding them. The 195 was instead cushioned by flexible rubber engine mounts designed to isolate the engine from the rest of the car, and its forces were further dampened by the Tempest's unusual driveshaft, but if the engine was out of tune, the shaking grew worse than the mounts could hide. The 195 was dropped after 1963, although Porsche would use a "half-a-V8" inline-four (with a rear-mounted transmission) for its later Porsche 944 model.
Ford Motor Company worked with Yamaha Motor Corporation to develop a compact 60° DOHC V6 engine for transverse application. This V6 was to power a mid-engine sports car in the early 1990s, but that project (known internally as GN34) was cancelled. The company decided to place the engine, dubbed Super High Output (or SHO) into the front wheel drive Ford Taurus sedan.
The SHO engines share a common bellhousing pattern with the following Ford engines: the 2.3/2.5L FWD HSC I4, the 3.0L FWD/RWD Vulcan V6, and the 3.8 FWD Canadian Essex V6.
3.0L
The SHO V6 was a high-tech design when it bowed in 1989 at 3.0L (2986cc). It was an iron block, aluminum head 24-valve DOHC engine with a then-innovative variable length intake manifold. Its oversquare design, which sported an 89mm bore and 80mm stroke, gave the high-revving engine an output of 220bhp (164 kW) and 200lb/ft of torque (271 Nm) at the flywheel.
In 1996, Ford replaced this engine with a 3.4L V8 and automatic transmission.
3.2L
From 1993 to 1995, Ford mated a larger 3.2L (3200cc) version of the 3.0L V6 to an automatic transmission. This new engine, while retaining the same 80mm stroke of its 3.0L brother, sported a larger 92mm bore that helped raise output to 220bhp (164 kW) and 215lb/ft of torque (298 Nm) at the flywheel.
In 1996, Ford replaced this engine with a 3.4L V8 and automatic transmission.
In 1950, Lancia introduced the world's first V6 engine in the Lancia Aurelia. The engine remained in production through 1970.
Aurelia
The first-generation Aurelia engines were produced from 1950 through 1967.
1800
The 1.8 L (1754 cc) 1800 was the first V6.
* 1950 Lancia Aurelia
2000
The engine was expanded to 2.0 L (1991 cc) for 1951's B21 Aurelia. Bore was 72 mm and stroke was 81.5 mm.
* 1951-1952 Lancia Aurelia
2300
A 2.3 L (2266 cc) version was also produced.
2500
The largest of the original Aurelia engines was the 2.5 L (2451 cc) 2500 introduced in 1953. It was still undersquare at 78 mm bore and 85.5 mm stroke.
* 1953-1957 Lancia Aurelia
Flaminia
The engine's severe undersquare design was addressed for the 1957 Flaminia version. This lasted in production through 1970.
2500
The new 2.5 L engine displaced 2458 cc from a much less undersquare 80 mm bore and 82 mm stroke.
* 1957-1970 Lancia Flaminia
2800
The final version was the 2.8 L (2775 cc) engine. Bore was now 85 mm and stroke remained at 82 mm as in the 2500.
The Oldsmobile Rocket V8 was the first post-war OHV V8 at General Motors. Production started in 1949, with a new generation introduced in 1964. Like Pontiac, Olds continued building its own V8 engine family for decades, finally adopting the corporate Chevrolet 350 small-block and Cadillac Northstar engine only in the 1990s.
All Oldsmobile V8s use a 90° bank angle, and most share a common stroke dimension: 3.4375 in (87.3 mm) for early Rockets, 3.6875 in (93.7 mm) for later Generation 1 motors, and 3.385 in (86 mm) for Generation 2. The engine could be classified as a small-block, but Oldsmobile used a higher deck height for a 4.25 in (107.9 mm) stroke to boost displacement to a big-block-like 455 in³ (7.5 L).
The Rocket V8 was the subject of many first and lasts in the automotive industry. It was the first mass-produced OHV V8 in 1949; and was the last carbureted engine passenger car engine in 1990.
Generation 1
The first generation of Oldsmobile V8s ranges from 1949 until 1964. Each engine in this generation is quite similar with the same size block and heads.
The 303 in³ (5.0 L) engine had hydraulic lifters, an oversquare bore:stroke ratio, a counterweighted forged crankshaft, aluminum pistons, floating wristpins, and a dual-plane intake manifold. The 303 was produced from 1949 until 1953. Bore was 3.75 in (95.2 mm) and stroke was 3.4375 in (87.3 mm). Cadillac also used this engine design in the early 1950s.
The original Oldsmobile V8 was originally to be advertised as "Kettering Power" after chief engineer Charles Kettering, but company policy disallowed the use of his name. So the engine was sold as the Oldsmobile Rocket. The engine was available in Oldsmobile's 88 and Super 88 models, which acquired the nickname Rocket 88
The 303 was available from 1949 through 1953. 1949 through 1951 "88" 303's came with a 2-barrel carburetor for 135 hp (100 kW) and 253 ft·lbf (343 N·m). 1952 88 and Super 88 V8s used a 4-barrel carb for 160 hp (119 kW) and 265 ft·lbf (359 N·m), while 1953 versions upped the compression from 7.5:1 to 8.0:1 for 165 hp (123 kW) and 275 ft·lbf (372 N·m). For comparison, a 1949 Ford Flathead V8 produced just 100 hp (74 kW).
The 324 in³ (5.3 L) version was also produced from 1954 until 1956. Bore was increased to 3.875 in (98.4 mm) and stroke remained the same at 3.4375 in (87.3 mm). All high performance 324s came with 4-barrel carburetors. The 324 was shared with GMC trucks.
1954 88 and Super 88 V8s used an 8.25:1 compression ratio for 170 and 185 hp (126 and 137 kW) and 295 and 300 ft·lbf (399 and 406 N·m) respectively. 1955 upped the compression to 8.5:1 for 185 hp (137 kW) and 320 ft·lbf (433 N·m) in the 88 and 202 hp (150 kW) and 332 ft·lbf (450 N·m) in the Super 88 and 98. Compression was up again in 1956 for 230 hp (171 kW) and 340 ft·lbf (460 N·m) in the 88 and 240 hp (178 kW) and 350 ft·lbf (474 N·m) in the Super 88 and 98.
A special 370 in³ (6.1 L) variant called the 370 was used in GMC trucks alone, not shared.
371
371s were produced from 1957 through 1963. Bore was now 4.0 in (101.6 mm) and stroke was increased to 3.6875 in (93.7 mm) for 371 in³ (6.1 L). 1959 and 1960 371s used green painted valve covers. 4-barrel models used 9.25:1 compression in 1957 and 10:1 in 1958 for 277 hp (206 kW) and 400 ft·lbf (542 N·m) and 305 hp (227 kW) and 410 ft·lbf (555 N·m) respectively. A 1958 2-barrel version was still impressive at 265 hp (197 kW) and 390 ft·lbf (528 N·m), but power nosed downward for the 1959 and 1960 88 model: 270 hp (201 kW) and 390 ft·lbf (528 N·m) for 1959 and 240 hp (178 kW) and 375 ft·lbf (508 N·m) for 1960.
The 1957 and 1958 J-2 Golden Rocket produced 312 hp (232 kW) and 415 ft·lbf (562 N·m) with a tri-power six-barrel carburetor.
394
Bore was up to 4.125 in (104.8 mm) for the largest first-generation Rocket, the 394 in³ (6.5 L). 394s were produced from 1959 through 1964 and were available on many Olds models. Most 394s used 2-barrel carburetors.
The 394 replaced the 371 in Super 88 and 98 cars for 1959 and 1960 and a detuned version was used in the 88 for 1961 and the Dynamic 88 for 1962 through 1964.
Applications:
* 1959-1960 Oldsmobile Super 88, 315 hp (234 kW) and 435 ft·lbf (589 N·m) * 1959-1960 Oldsmobile 98, 315 hp (234 kW) and 435 ft·lbf (589 N·m) * 1961 Oldsmobile 88, 250 hp (186 kW) and 405 ft·lbf (549 N·m) * 1962-1964 Oldsmobile Dynamic 88, 280 hp (208 kW) and 430 ft·lbf (582 N·m) * 1964 Oldsmobile Jetstar I, 345 hp (257 kW) and 440 ft·lbf (596 N·m)
Sky Rocket
The 1961 through 1963 Sky Rocket (and 1964 Rocket) was a 394 in³ (6.5 L) engine. The 10:1 compression 1961 model produced 325 hp (242 kW) and 435 ft·lbf (589 N·m), while the 10.25:1 1962-1964 version upped power to 330 hp (246 kW) and 440 ft·lbf (596 N·m). A special 1963 10.5:1 version was also produced with 345 hp (257 kW).
The 1964 Starfire produced 345 hp (257 kW) and 440 ft·lbf (596 N·m) for the 1964 98 Custom-Sports Coupe. It was optional on 1964 98s and Super 88s.
Aluminum 215 ("Rockette")
From 1961 to 1963 Oldsmobile manufactured its own version of the Buick-designed, all-aluminum 215 engine for the F-85 compact, known as the Rockette. This was a compact, lightweight engine with a dry weight of only 350 lb (159 kg). The Oldsmobile engine was very similar to the Buick engine, but not identical: it had larger combustion chambers with flat-topped (rather than domed) pistons, six bolts rather than five per cylinder head, and slighly larger intake valves. With a 8.75:1 compression ratio and a two-barrel carburetor, the Olds 215 had the same rated horsepower, 155 hp @ 4800 rpm, as the Buick 215, with 220 lbs-ft of torque at 2400 rpm. With a four-barrel carburetor and 10.25:1 compression, the Olds 215 made 185 hp (138 kW) @ 4800 rpm and 230 lbf·ft (312 N·m) (@ 3200 rpm.
Turbo Jetfire
In 1962 and 1963 Oldsmobile built a turbocharged version of the 215. The small-diameter turbocharger was manufactured by Garrett AiResearch and produced a maximum of 5 lb (0.34 bar) boost at 2200 rpm. The engine had 10.25:1 compression and a single-barrel carburetor. It was rated at 215 hp (160 kW) @ 4600 rpm and 300 ft·lbf (406 N·m) @ 3200 rpm. The high compression ratio created a serious problem with spark knock on hard throttle applications, which led Olds to use a novel water-injection system that sprayed small amounts of distilled water and methyl alcohol (dubbed "Turbo-Rocket Fluid") into the combustion chambers to cool the intake charge. If the fluid reservoir was empty, the engine's timing would be retarded to avoid engine damage. Unfortunately, many customers did not keep the reservoir filled, or had mechanical problems with the turbocharger plumbing.
The turbocharger was offered only in a special Jetfire model, which was the first turbocharged passenger car offered for public sale. Only 9,607 were sold in two model years, and many were converted by dealers to conventional four-barrel carbureted form.
Generation 2
The second generation of Oldsmobile V8s was produced from 1964 through 1990. Most of these engines were very similar, using the same bore centers, although "big-block" versions were produced with a 10.625 in (269.9 mm) deck height rather than 9.33 in (237 mm). Big-block and Diesel versions also used a larger 3.0 in (76.2 mm) instead of 2.5 in (63.5 mm) main journal for increased strength. All generation-2 small-block Olds V8s use a stroke of 3.385 in (86 mm), and all but one big-block use 4.25 in (107.9 mm).
These engines, while being a wedge-head, had a unique combustion chamber that resulted from a valve angle of only 6°. This was much flatter than the 23° of the small-block Chevrolet and 20° of the Ford small-block wedge heads. This very open and flat chamber was fuel efficient and had lower than average emissions output. It was the only GM engine to meet US emission standards using a carburetor all the way up to 1990.
330
The first second-generation Olds V8 was the 1964 330 in³ (5.4 L). It introduced the standard 3.385 in (86 mm) stroke and used a 3.938 in (100 mm) bore and was produced until 1967. 330s were painted gold and had forged steel crankshafts. While the 4 barrel versions had a harmonic balancer, the 2 barrel versions had only a hub.
Jetfire Rocket
For 1967, a 330 in³ (5.4 L) Jetfire Rocket was produced.
400
The 400 in³ (6.6 L) version was the first tall-deck "big-block" Olds. Two 400 versions were made:
* 1965 through 1967 400s used a nearly square 4.0 in (101.6 mm) bore and 3.98 in (101.1 mm) stroke * 1968 and 1969 400s shared the Olds big-block standard 4.25 in (107.9 mm) stroke with the 455 but used a very undersquare 3.87 in (98.3 mm) bore to reduce emmissions and cost
All 400s were painted bronze.
4-4-2 Rocket
The 1967 4-4-2 Rocket was a 400 in³ (6.6 L) V8.
425
The 425 in³ (7.0 L) big-block was produced from 1965 through 1967. It is arguably the best engine Olds made in the musclecar era. It used a 4.126 in (104.8 mm) bore and 3.975 in (101 mm) stroke. Most 425s were painted red. All 425 engines had forged steel crankshafts with harmonic balancers.
Super Rocket
The standard 1965-1967 425 in³ (7.0 L) was called the Super Rocket. Which was the most powerful engine option for the Oldsmobile 88 of 1965 thur 1967.
Starfire
A special 1965-1967 425 in³ (7.0 L) V8 was the Starfire. The main distinguishing features of this engine were a slightly different camshaft profile from the standard ultra high compression engine and factory dual exhaust.
Toronado Rocket
Another 1967 425 in³ (7.0 L) was the Ultra High Compression Toronado Rocket. Unlike most 425s, this version was painted blue. The Toronado 425 engines had the same .921 in (23.4 mm) diameter lifters of the first-generation Oldsmobile engines rather than the standard .842 in (21.4 mm). This let the engineers increase the ramp speed of the camshaft for more power, 385 hp (287 kW), without sacrificing idle or reliability.
455
A larger big-block was introduced for 1968 as the Rocket 455 at 455 in³ (7.5 L) to replace the 425s. It kept the 425's 4.126 in (104.8 mm) bore and bumped the stroke to the Olds big-block standard of 4.25 in (107.9 mm). 1968-1969 455s were painted red, while 1970-1976 versions were metallic blue. The "Rocket" name disappeared from the air cleaner identification decal after 1974. Although production of the 455 ended in 1976, a small number were produced through 1978 for power equipment use. Output ranged from 210 to 400 hp (156 to 298 kW).
Produced from 1968 through 1980, the Rocket 350 was entirely different from the famous Chevrolet 350. It used a 4.057 in (103 mm) bore and Oldsmobile small-block standard 3.385 in (86 mm) stroke for 350 in³ (5.7 L). 1968-1974 350s were painted gold, while 1975-1980 models were metallic blue, at which time the "Rocket" name disappeared from the air cleaner decal. Output ranged from 160 to 320 hp (119 to 238 kW). All Oldsmobile 350 engines had cast-iron crankshafts with harmonic balancers.
The Oldsmobile 350 was also produced with a electronic port fuel injection system, introduced in the Cadillac Seville of 1976.
Oldsmobile's own L34 350 in³ (5.7 L) V8 was used in the 1976-1980 Hurst/Olds models. The L34 used a 4-barrel carburetor.
LF9
The LF9 was a Diesel version of the 350 in³ (5.7 L) V8. It was produced from 1978 to 1985 and was used by most domestic GM marques. 1980-1985 versions used roller lifters. These engines were notably unreliable, a situation detailed at the Oldsmobile Diesel V6 engine page.
403
The 455 big-block Olds V8 was replaced in 1977 with the 403 in³ (6.6 L). It used a wide 4.351 in (110.5 mm) bore with the Olds small-block standard deck and 3.385 in (86 mm) stroke. The bore was so wide that it was "siamesed" (similar to the Chevrolet 400 small block motor) — there was no space for coolant flow between the cylinders. This sometimes led to overheating problems. Like the 455, it was painted metallic blue.
The Olds 403 was used by Buick and Pontiac in addition to Oldsmobile. The engine was only produced until 1979. Output was 185 hp (137 kW) and 320 ft·lbf (433 N·m).
The small block Oldsmobile has the largest bore spacing of any small block engine made. The 403 cubic inch (6.6 liter) version of the small block Oldsmobile had a 4.35 inch (110.5 mm) diameter bore which is by far the largest bore of any small block V8 ever made.
A smaller 260 in³ (4.3 L) V8 was produced in 1975 by decreasing the bore to just 3.5 in (88.9 mm). This was the first powerplant to use the Rochester Dualjet carburetor; however, the 260 was not high powered. No 260s had 4-barrel carburetors. Production of the 260 V8 ended in 1982 when the 307 became the only gasoline V8 engine in Oldsmobile's line.
The 260 engine was designed for economy and it was the first engine option above the 3.8 V6 Buick enigne that had been made standard in many Oldmobile models by the mid 1970's. While the 260 engines were not very powerful compared to the larger 350 and 403 V8 engines the gas milage was as good as the base V6 and sometimes even better. The 260 V8 was a much smoother running engine than the base V6 and also much longer lasting. A 260 V8 would often run 200,000 to 300,000 miles before needing a rebuild. The base 3.8 V6 Buick engine could in no way compete with the 260 V8 engines' durabilty.
The LV8 was a 260 in³ (4.3 L) version produced from 1975 to 1982. It produced just 105 hp (78 kW) and 195 ft·lbf (264 N·m).
LF7
The LF7 was a Diesel version of the 260 in³ (4.3 L) V8 produced in 1979 and 1980. Output was just 90 hp (67 kW) and 170 ft·lbf (230 N·m). These engines were notably unreliable, a situation detailed at the Oldsmobile Diesel V6 engine page.
307
A slightly larger 307 in³ (5 L) version was introduced in 1980. It uses the Oldsmobile 3.385 in (86 mm) stroke and a 3800-like 3.8 in (96.5 mm) bore. All 307s were painted black. It was used in most Oldsmobile models, as well as those from Buick, Cadillac, Chevrolet, and Pontiac. Every 307 was carbureted, and all used 4-barrel carbs. In fact, the 1990 5.0 L Olds V8 was the last carbureted passenger car engine on the market in the United States (excluding the 1991 Ford Crown Victoria Police Interceptor 351CID and the 1994 Mazda pick up truck, the very last carbureted road use vehicle sold in the US).
Oldsmobile used the popular LV2, a 307 in³ (5.0 L) engine, from 1980 to 1990. It was used by every domestic GM automobile marque. Roller lifters were added in 1985.
There were two versions, the standard Y version produced just 140 hp to 150 hp (104 to 111 kW). The high-output 9 version was available in the 1983 and 1984 Hurst/Olds. All LV2s feature a 4-barrel carburetor.
The LG8 was a modern 307 in³ 5.0 L High-Output derivative of the LV2 produced from 1985 to 1987. Performance modifications included improved intake and a "hot" camshaft. It was offered in the 442 version of the Oldsmobile Cutlass Supreme. Output for the first year was 180 hp (134 kW) and 235 ft·lbf (318 N·m), but the addition of roller lifters for 1986 tweaked that to 170 hp (126 kW) and 245 ft·lbf (332 N·m).
Applications:
* 1985-1987 Oldsmobile 442
Generation 3
The Oldsmobile V8 ended production in 1990. The company later introduced a new vehicle, the Oldsmobile Aurora, with a new generation of V8 power. Based on the Cadillac Northstar engine, the Oldsmobile Aurora engine was a DOHC design.
The Rover V8 engine is a compact V8 internal combustion engine with aluminum cylinder heads and cylinder block, originally designed by General Motors and later produced by Rover in the United Kingdom.
History
The Rover V8 began life as the Buick 215, an all-aluminum engine introduced for the 1961 model year. The compact engine was extremely lightweight, at just 144 kg (318 lb), and capable of high power outputs: the strongest Buick version of this engine rated 200 hp (149 kW), and the very similar Oldsmobile "Jetfire" turbocharged version made 215 hp (160 kW) (both numbers SAE gross). The aluminum engine was very expensive to produce, however, and it suffered considerable problems with oil and coolant sealing, as well as with radiator clogging from use of antifreeze incompatible with aluminum. As a result, GM ceased production of the all-aluminum engine after 1963, although Buick retained a similar iron engine as well as a V6 that would prove to have a very long and successful life.
As the aluminium block made this engine one of the lightest stock V8s built there was some attempts to use it in racing at Indianapolis. The Australian firm Repco converted this engine for Formula One by reducing it to 3 litres and fitting a single overhead camshaft per bank rather than the shared pushrod arrangement. Repco-powered Brabhams won the F1 championship twice, in 1966 and 1967.
In January 1964 Rover gave American operations head J. Bruce McWilliams permission to investigate the possible purchase of an American V8 engine for Rover cars. McWilliams realised that the lightweight Buick engine would be ideal for smaller British cars (indeed, it weighed less than many straight-4 engines it would replace). McWilliams and William Martin-Hurst began an aggressive campaign to convince GM to sell the tooling, which they finally agreed to do in January 1965. Retiring Buick engineer Joe Turley also moved to the UK to act as a consultant.
3.5 Litre
The initial Rover version of the engine had a displacement of 3528 cc. It used a sand-cast (rather than pressure die-cast) block, pressed-in iron cylinder liners, and a new intake manifold with two SU carburetors. The Rover engine was heavier but stronger than the Buick engine, with a dry weight of about 170 kg (375 lb). It was first offered in the 1965 Rover P5 saloon, initially making 160 bhp (DIN) (118 kW) @ 5200 rpm and 210 lbf·ft (285 N·m) of torque @ 2600 rpm on 10.5:1 compression.
As well as appearing in Rover cars, the engine was widely sold by Rover to small car builders, and has appeared in a wide variety of vehicles. Rover V8s feature in some models from Morgan, TVR, Triumph, Land Rover and MG, among many others. They have become virtually the standard British engine for hot rod use, much as has the Chevrolet small-block V8 for American builders.
Racing
As the aluminum block made this engine one of the lightest stock V8s built, there were some attempts to use it in racing, including at Indianapolis. The Australian firm Repco converted this engine for Formula One by reducing it to three litres and fitting a single overhead camshaft per bank rather than the shared pushrod arrangement. Repco-powered Brabhams won the F1 championship twice, in 1966 and 1967. For the 1968 season, the Repco engine was fitted with new four-valve, dual overhead camshaft heads. This made the engine roughly as powerful as the Cosworth DFV, but proved to be too much for the stock block, which broke on many occasions.
Applications
* 1967-1973 Rover P5 * 1968-1976 Rover P6 * 1973-1976 MGB GT V8 * 1975-1978 Land Rover 101 Forward Control military vehicle * 1979-1981/2 Triumph TR8 * 1978-1985 Land Rover Series III "Stage One" * 1976-1987 Rover SD1 * 1980-1990 TVR 350i * 1986-1993 TVR S Series * 1992-1996 MG RV8 * 1992-2001 TVR Chimaera * 1992-2000 TVR Griffith * 1970-2002 Range Rover * 1989-2004 Land Rover Discovery * 1983-present Land Rover 90/110/Defender
4.0
Land Rover used a 4.0 L (3946 cc) version of the Rover V8 through the 1990s. Their 4.0 was revised in 1995 with a new intake and exhaust system, extra block ribbing, revised pistons, and larger cross-bolted main-bearings. The 1995 4.0 produced 190 hp (142 kW) and 236 ft·lbf (320 N·m).
Production of the 4.0 ended in 2001. The final version of the engine, used in the Land Rover Discovery, produced 188 hp (140 kW) at 4750 rpm and 250 ft·lbf (339 N·m) at 2600 rpm.
Applications:
* 1992-1996 MG RV8
4.6
In 1996, Land Rover enlarged the Rover V8 to its largest-ever displacement: 4.6 L (4552 cc or 281 in³). The bore remained the same size as the previous 4.0, but the engine was stroked by 10.9 mm. Output was 225 hp (168 kW) and 280 ft·lbf (380 N·m).
Production of the 4.6 ended at Solihull, UK, in 2002. The final version, used in the Range Rover, produced 222 hp (166 kW) at 4750 rpm and 300 ft·lbf (407 N·m) at 2600 rpm.
The last mass-produced application of the Rover V8 was the Land Rover Discovery, up until the vehicle was redesigned in 2005. It is still used by some hand-built sports cars built by some independent manufacturers.
