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theloudpedal · 6 years ago

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Ferrari Announces New Production Supercar

Today, Ferrari announced their entry in the plug-in hybrid supercar world. The SF90 Stradale features a turbocharged V8 with a 7.9kWh lithium-ion battery and three electric motors which will allow owners to do over 20 miles of driving in full electric mode, as well as provide 1,000 horsepower. It is also the first Ferrari to have all-wheel-drive capability.

The existing LaFerrari uses a hybrid system known as HY-KERS but is not a full hybrid as the electric motors of the LaFerrari can’t independently move the car forward. No word yet on price, but it is expected to be produced is very limited numbers.

The most powerful Prancing Horse car ever references Scuderia Ferrari

Maranello, 29 May 2019 – Ferrari introduces a new chapter in its history with the introduction of its first series production PHEV (Plug-in Hybrid Electric Vehicle), the SF90 Stradale, images, videos and information on which can be seen on the dedicated web site: SF90stradale.com. The new model is extreme on every level and represents a true paradigm shift, because it delivers unprecedented performance for a production car. Figures such as 1,000 cv, and a weight-to-power ratio of 1.57 kg/cv, and 390 kg of downforce at 250 km/h not only put the SF90 Stradale at the top of its segment, but also mean that a V8 is the top-of-the-range model for the first time in the marque’s history.

The car’s name encapsulates the true significance of all that has been achieved in terms of performance. The reference to the 90th anniversary of the foundation of Scuderia Ferrari underscores the strong link that has always existed between Ferrari’s track and road cars. A brilliant encapsulation of the most advanced technologies developed in Maranello, the SF90 Stradale is also the perfect demonstration of how Ferrari immediately transitions the knowledge and skills it acquires in competition to its production cars.

The SF90 Stradale has a 90° V8 turbo engine capable of delivering 780 cv, the highest power output of any 8-cylinder in Ferrari history. The remaining 220 cv is delivered by three electric motors, one at the rear, known as the MGUK (Motor Generator Unit, Kinetic) due to its derivation from the Formula 1 application, located between the engine and the new 8-speed dual-clutch transmission on the rear axle, and two on the front axle. This sophisticated system does not, however, make for a more complicated driving experience. Quite the opposite, in fact: the driver simply has to select one of the four power unit modes, and then just concentrate on driving. The sophisticated control logic takes care of the rest, managing the flow of power between the V8, the electric motors and the batteries.

The SF90 Stradale is also the first Ferrari sports car to be equipped with 4WD, a step necessary to allow the incredible power unleashed by the hybrid powertrain to be fully exploited, ensuring the car has become the new benchmark for standing starts: 0-100km/h in 2.5 sec and 0-200km/h in just 6.7 seconds.

Ferrari’s engineers were able to further broaden the spectrum of dynamic controls by introducing the full-electric front axle, known as the RAC-e (electronic cornering set-up regulator). As well as exclusively providing propulsion in electric drive, the two front motors independently control the torque delivered to the two wheels, extending the concept of Torque Vectoring. Fully integrated into the car’s vehicle dynamics controls, the RAC-e governs the distribution of torque, making driving on the limit much simpler and easier.

The introduction of this hybrid architecture was a challenge with regard to managing the additional weight which was resolved by an obsessive attention to detail and the overall optimisation of the whole of the car. For maximum performance in terms of overall weight, rigidity and centre of gravity, the chassis and bodyshell of the SF90 Stradale is all new, built using multi-material technology, including, for example, carbon fibre.

The development of a hybrid car of this kind demanded the development of a series of innovative aerodynamic solutions. The significant boost in the power unit’s performance brought with it an increase in the amount of heat energy to be dissipated and required the development team to carry out an in-depth review of the aerodynamic flows on the radiating masses. It also demanded new solutions to increase downforce efficiently and guarantee maximum stability at all speeds and in all driving conditions.

Particularly noteworthy is the innovative shut-off Gurney, a patented active system located at the rear of the car which regulates the air flow over the upper body, reducing drag at high speeds with low lateral dynamics loads and increasing downforce in corners, under braking and during changes of direction.

The new car is epoch-changing from a stylistic perspective as it completely rewrites the mid-rear-engined sports berlinetta proportions introduced on the 360 Modena twenty years ago, instead taking its inspiration from Ferrari’s recent supercars. A good example is the cockpit, which has a smaller frontal section and is placed closer to the front of the car to reduce drag. This was also achieved without impacting on-board comfort.

The track-derived “eyes on the road, hands on the wheel” philosophy takes on a truly central role for the first time too, significantly influencing the ergonomics and styling of the interior. The result is an HMI (Human-Machine Interface) and interior layout concept that are a complete departure from previous models.

Another major innovation is the steering wheel which now has a touchpad and a series of haptic buttons that allow the driver to control virtually every aspect of the car using just their thumbs. The central instrument cluster is now entirely digital with the first automotive application of a 16” curved HD screen which can be fully configured and controlled using the controls on the steering wheel.

On the central tunnel, improved ergonomics have been combined with an element from the past: the automatic gearbox controls are now selected by a grille-style feature that references Ferrari’s legendary manual gear-shift gate. Thus past and present skilfully merge to point the new Ferrari towards the future.

The SF90 Stradale also sees the debut of the new ignition key with full keyless technology which will gradually be introduced across the rest of the range, personalised with the model’s name. Thanks to a special compartment in the central tunnel, it becomes an integral part of the car’s styling.

In addition to the sporty version, which references the shape and colour of the signature rectangular Prancing badge sported by Ferrari’s road cars, there will also be a more elegant metal-coloured version.

For the first time on a Ferrari, clients can choose between the standard car and a version with a more sports-oriented specification. The Assetto Fiorano specification includes significant upgrades, including special GT racing-derived Multimatic shock absorbers, extra lightweight features made from high-performance materials such as carbon-fibre (door panels, underbody) and titanium (springs, entire exhaust line), resulting in a weight-saving of 30 kg. Another difference is the high downforce carbon-fibre rear spoiler which generates 390 kg of downforce at 250 km/h. The Assetto Fiorano includes Michelin Pilot Sport Cup2 tyres designed specifically to improve performance on the track in the dry. They feature a softer compound and fewer grooves than the tyres provided as standard.

POWERTRAIN

The SF90 Stradale is the first ever Ferrari to feature PHEV (Plug-in Hybrid Electric Vehicle) architecture which sees the internal combustion engine integrated with three electric motors, two of which are independent and located on the front axle, with the third at the rear between the engine and the gearbox.

The internal combustion engine and the electric motors work in synergy to unleash an incredible 1,000 cv which means the SF90 Stradale sets a whole new benchmark in terms of its performance and innovative content not just with regard to the Ferrari range, but also its competitors.

INTERNAL COMBUSTION ENGINE

Thanks to its 780-cv power output, the turbo V8 featured in the SF90 Stradale raises the bar for the performance limits achievable by this type of architecture. The starting point was the F154 family engine which has won the International Engine of the Year award for the fourth consecutive year, an unprecedented achievement for any power unit.

Together with its 195 cv/l specific power output, which is the highest in the segment, the engine also delivers 800 Nm of torque at 6,000 rpm. To deliver this extraordinary result, Ferrari’s engineers focused on several different areas of the engine, starting by increasing its capacity from 3,902 cc to 3,990 cc thanks to a larger bore of 88 mm.

The intake and exhaust system was completely redesigned and now features a new, narrower cylinder head with a central injector and the adoption of 350-bar GDI, another first for a Ferrari V8.

To improve the internal fluid dynamics, not only was a larger diameter intake valve adopted but the ducts are all horizontally lined up at engine head height; the turbo charger assembly has been lowered while the exhaust line is higher, as testified by the fact that the tail pipes are now in the upper section of the rear bumper. The turbos are now equipped with electronically-controlled wastegates to improve catalyser heating and new compressor volutes to optimise fluid-dynamics.

The re-engineering goes well beyond fluid-dynamics: the rationalisation of the layout has resulted in both a lower centre of gravity, thanks in part to the adoption of a smaller-diameter fly wheel, and a reduction in overall weight thanks to the use of Inconel instead of steel for the exhaust manifold. Meticulous attention was lavished on sound quality when redesigning the exhaust system and the result is fuller, richer harmonics across the entire frequency range.

GEARBOX

The SF90 Stradale sports a completely redesigned 8-speed, oil-bath, dual-clutch transmission. New gear ratios and improved transmission efficiency yield a significant reduction in fuel consumption in urban and motorway driving (-8% in the WLTP cycle) without having to compromise on performance. In fact, there is even a 1% improvement in efficiency on the track.

An optimised layout, achieved through the adoption of a dry sump and a significantly more compact clutch assembly with a 20% smaller exterior diameter than the current gearbox, has shaved 15 mm off the installed height in the car which, in turn, lowers the centre of gravity of the running gear by the same amount.

Despite the addition of an eighth gear and a maximum torque boost to 900 Nm (the latter an increase of 20% on the current 7-speed), the gearbox’s overall weight is actually 7 kg lower. That figure rises to 10 kg when the elimination of the reverse gear – now incorporated in the function of the front electric motors – wheels is included.

The new clutch’s performance is 35% higher, transmitting up to 1200 Nm in dynamic torque in gear shifts. Thanks to new-generation actuation hydraulics, total clutch fill times have been cut to 200 ms compared to the 488 Pista’s 300 ms.

ELECTRIC MOTORS

The SF90 Stradale is equipped with three electric motors capable of generating a total of 220 cv (162 kW). A high performance Li-ion battery provides power to all three motors and guarantees a 25-kilometre range in all-electric eDrive mode, using just the front axle. When the internal combustion engine is turned off, the two independent front motors deliver a maximum speed of 135 km/h with longitudinal acceleration of ≤0.4 g. Reverse can only be used in eDrive mode which means the car can be manoeuvred at low speeds without using the V8. The front motors are integrated into the launch control strategy for maximum performance when accelerating.

FUNCTION MODES

The internal combustion engine and electric motors work in synergy to generate an incredible 1,000 cv, which puts the SF90 Stradale at the very top of the range in performance terms. The control logic optimally manages the power flows either with the emphasis on efficiency or performance depending on the user profile selected by the driver.

Thanks to an additional steering wheel-mounted selector, dubbed the eManettino (analogous to the Manettino which is used to set the electronic vehicle dynamics modes), the driver can choose from four different power unit management modes:

eDrive: the internal combustion engine remains off and traction is entrusted entirely to the electric front axle. Starting with a fully charged battery, the car can cover up to 25 km in this mode. This mode is ideal for city centre driving or any other situation in which the driver wishes to eliminate the sound of the Ferrari V8.

Hybrid: this is the default setting when the car is turned on, in which the power flows are managed to optimise the overall efficiency of the system. The control logic autonomously decides whether to keep the internal combustion engine running or turn it off. If it is on, the internal combustion engine can run at maximum power thus guaranteeing powerful performance whenever the driver requires.

Performance: unlike ‘Hybrid’, this mode keeps the ICE running because the priority is more on charging the battery than on efficiency. This guarantees that power is instantly and fully available when required. This mode is best suited to situations in which driving pleasure and fun behind the wheel are the main focus.

Qualify: this mode allows the system to achieve maximum power output by allowing the electric motors to work at their maximum potential (162kW). The control logic prioritises performance over battery charging.

VEHICLE DYNAMICS

The exceptional work done to boost the power unit’s power would have all been in vain without in-depth dynamics research and the development of a whole series of solutions to boost the SF90 Stradale’s lap times, whilst simultaneously guaranteeing that drivers of all kinds could make full use of the car’s potential and have fun behind the wheel.

The new hybrid architecture required extensive and lengthy integration work on the car’s many different control logics. The three areas concerned are: the high-voltage system controls (battery, RAC-e, MGUK, inverter), engine and gearbox control and vehicle dynamics controls (traction, braking, Torque Vectoring).

Integrating these areas with the existing vehicle control logics led to the development of the new eSSC (electronic Side Slip Control) vehicle control system. The eSSC introduces three innovative dynamic regulation and distribution strategies for engine torque to all four wheels:

- Electric Traction Control (eTC): optimally manages the availability of the torque – both ICE and electric – distributing it to the individual wheels to suit driving conditions and grip requirements

- brake-by-wire control with ABS/EBD: allows the braking torque to be split between the hydraulic system and the electric motors (brake torque blending), allowing regenerative recovery under braking which actually boosts performance and brake feel rather than compromising them

- Torque Vectoring: available on the front axle to manage electric traction on outside and inside wheel in cornering to maximise traction exiting the corner and help ensure easy, confident, high-performance driving.

Longitudinal dynamics

Thanks to the introduction of the RAC-e electric axle and traction control, eTC (Electronic Traction Control), on all four wheels, it is now possible to exploit the additional grip offered by the front wheels when accelerating. Improved overall grip combined with the improved power delivery from the electric motors at low speeds, has significantly improved the SF90 Stradale’s longitudinal acceleration, making it the new benchmark for standing starts.

Even at high speeds and in higher gears, the combined contribution of the electric motors in maximum traction conditions helps reduce ICE response times, significantly improving longitudinal acceleration and thus performance.

The new brake-by-wire system manages kinetic energy recovery through the electric motors by implementing electronically-controlled blending of hydraulic and electric braking, entirely unnoticed by the driver. Under normal braking conditions, energy recovery using the electric motors is the priority. The hydraulic system intervenes to support the electric one under hard braking.

Lateral dynamics

The eSSC control logic also supervises how torque is distributed between the front wheels using the RAC-e motors and the electronic control derived from the Torque Vectoring concept, varying between the inside and the outside wheel in cornering based on dynamic conditions with the aim of maximising performance and delivering easier handling.

CHASSIS

Although the extra 270 kg required to incorporate the hybrid system into the car have been amply offset by the extra power delivery (220 cv, with a weight/power ratio for the system alone of 1.23 kg/cv), in-depth research was still required to ensure that overall weight was kept to 1,570 kg, thus guaranteeing a record-breaking weight/power ratio of 1.57 kg/cv.

The chassis has been completely redesigned with a multi-material and multi-technology approach to absorb the extra stresses associated with the new power unit and the introduction of AWD. A number of technological innovations have been introduced, not least hollow castings, which replace the traditional ribbed castings. Other new solutions include an all-carbon-fibre bulkhead between the cabin and the engine and two new aluminium alloys, one of which is a high-strength 7000 series alloy for some of the sheet metal. As a result, the SF90 Stradale chassis boasts 20% higher bending stiffness and 40% higher torsional rigidity than previous platforms without any increase in weight. This has significant advantages for the car’s dynamics. NVH (noise, vibration, harshness) characteristics have also been improved by the use of a new alloy known as ‘quiet aluminium’ for the floor pan.

AERODYNAMICS

The greatest challenge in crafting the aerodynamics of the SF90 Stradale was posed by the need to deliver downforce and aerodynamic efficiency at a level never before achieved either by Ferrari or its competitors, whilst simultaneously guaranteeing that all the subsystems of the new power unit (internal combustion engine, electric motors, battery and inverters) would always function as optimally as possible.

As always, the aerodynamics department worked closely with Ferrari Design and this produced downforce and efficiency figures unmatched by any other car in the segment. Once again, they were achieved in typical Ferrari fashion: rather than using simple add-on elements, the car’s forms were meticulously sculpted.

The results in terms of performance are impressive indeed: thanks to its ability to generate 390kg of downforce at 250 km/h, the SF90 Stradale is now the new benchmark for downforce and efficiency in high-performance road cars.

THERMAL AERODYNAMICS

Smart cooling flow management is the first step in defining a successful car layout and, in this particular case, guaranteeing that 1,000 cv can be efficiently and uncompromisingly unleashed in all kinds of driving conditions without in any way compromising aerodynamic drag and downforce coefficients.

The internal combustion engine, gearbox, turbo-charged air, battery pack and electric motors, the inverters and charging systems and brakes all need cooling. Meticulous attention was paid to the design of the engine bay which houses both the usual internal combustion engine systems that generate temperatures of nearly 900°C, and highly temperature-sensitive electronic components.

The coolant for the internal combustion engine and the gearbox (high temperature circuit) is cooled by two radiators located ahead of the front wheels. The hot air flow coming off those radiators is channelled into the side areas of the underbody rather than along the car’s flanks. This means that the air flow along the flanks is cooler when it enters the air intakes ahead of the rear wheels, thereby boosting the efficiency of the intercooler radiators.

The electric motors and the inverters are cooled by a separate circuit with its own radiator at the front of the car with a central intake on the front bumper.

Lastly, the cooling circuit for the brakes was completely redesigned to meet the demands of the car’s additional performance. In close collaboration with Brembo, Ferrari developed a new brake calliper for the front which is being used for the very first time on a road car. The calliper has an integrated aerodynamic appendage which distributes the highly charged air flow from the special air intake directly under the headlights on the front bumpers, more efficiently to the brake pads and disc. The rear brakes are cooled by the flow from two air intakes on the underbody near the rear wheels.

REAR AERODYNAMICS

In terms of design, the SF90 Stradale’s engine cover has been kept extremely low to improve the interaction between the flows over and under the body, and thus minimise drag.

The end section of the engine cover features a suspended wing divided in two sections: one fixed, which incorporates the third brake light, and one mobile with a wedge-shaped front area. The latter has been dubbed the shut-off Gurney and is under patent. It is also the most innovative downforce management device on the car. In urban usage or at maximum speed, the two sections are aligned and suspended above the engine cover, with the mobile wedge acting as an efficient fairing to the fixed element, allowing the air to flow both above and beneath the shut-off Gurney.

In high downforce conditions (such as driving through corners, braking or in abrupt changes of direction), the mobile element is lowered by a pair of electric actuators, closing the lower blown area and uncovering the fixed element, generating a new tail geometry characterised by a broad load surface topped by a powerful nolder.

The system is controlled by a sophisticated control logic that checks parameters such as speed, acceleration (lateral and longitudinal) and driver inputs, hundreds of times a second in order to establish the most efficient configuration to adopt.

FRONT AERODYNAMICS

Rear downforce is balanced at the front of the car by a complex and optimised system of vortex generators. Although this is not its very first appearance on a Ferrari sports car, the system has been honed to the maximum on the SF90 Stradale: the front section of the chassis has been raised 15 mm compared to the central section of the chassis at the point where the vortex generators are located, thus increasing the amount of air channelled towards them and boosting their effect.

The front bumper is divided into two sections that have specific wing functions. Between the upper section and the bonnet is a pronounced indent that locally compresses the flow. This feature, together with the two diffusers ahead of the front wheels, contributes to generating downforce over the front axle.

FORGED WHEELS WITH BLOWN GEOMETRY

Specific aerodynamic research went into the geometry of the forged wheels which are made using a construction technology that allows greater freedom when it comes to aerodynamic solutions. The specific geometry of the wheels incorporate radial elements on the outer channel which are equally spaced between the spokes and designed to act as wing profiles. The geometry of these profiles mean that the wheel works like a rotor blade, very efficiently managing the flows from inside the wheelarch and guaranteeing two main effects:

- Air evacuation from wheel arch is boosted, creating suction that also benefits the flow that passes through the front diffusers, generating extra downforce over the front;

- The flow exiting the wheel rim is lined up with the longitudinal flow running along the sides, thereby reducing deviations caused by the air mass exiting at an angle to the direction of movement, thus reducing the car’s Cd.

DESIGN

The SF90 Stradale is the most advanced car in the range from a point of view of performance and technology. The definition of the exterior styling was inspired by that principle: to create a forward-looking, innovative design that transmits the car’s mission as an extreme sports car – Ferrari’s first series production supercar.

Ferrari Design has thus completely revisited the proportions of the front, central and rear volumes in a radical evolution of the forms of Ferrari’s mid-rear-engined production berlinettas of the last twenty years.

The aim was to design a leading-edge extreme car capable of delivering completely unprecedented performance for a Prancing Horse production car. The SF90 Stradale slots in between the mid-rear-engined coupés, today represented by the F8 Tributo, and supercars of the likes of LaFerrari, and is the new standard-bearer for hyper-technological extreme cars brimming with future-forward content.

EXTERIOR

The SF90 Stradale’s architecture, in which the cabin is located ahead of the mid-mounted engine, provided Flavio Manzoni and his team of designers at the Ferrari Styling Centre, with the ideal platform on which to craft a genuine supercar of impeccable proportions.

More compact overhangs (the rear one is shorter than the front one in particular) and the frontward-shift of the cabin have created a cab-forward-type architecture which emphasises the fact that the engine is mid-mounted. A very low centre of gravity has also allowed the designers to lower the cabin area by 20 mm. Combined with a more curved windshield, slender A-posts and a wide track, this creates a beautifully proportioned car with sleeker volumes.

The compact bubble-shaped cabin has an aeronautical cockpit feel and the fact that it has been shifted so far forward is further emphasised by the geometry of the two body-coloured rear flying buttresses that enclose the rear.

Another signature solution is the headlights which hail a move away from the L-shaped look, to a slender slit design integrated with the brake air intakes resulting in a characteristic C-shape which lends the front of the car an original and futuristic appeal.

In an absolute first for a Ferrari, the SF90 Stradale uses matrix LED headlight technology to improve visibility in all driving conditions thanks to active beam control.

The rear of the car is dominated by high exhaust pipes which are the result of optimisation of the exhaust line layout. Because the power- train is significantly lower in the car than in the past, the designers were also able to lower the car’s tail. Another deviation from the styling typical of past berlinettas is the way the profile of the rear screen no longer follows the line from the roof to the rear bumper. This element of styling discontinuity is evidenced by the separation of the screen from the cooling grille.

The tail lights have also evolved quite radically from Ferrari’s iconic round shape. The eye-catching, more horizontal luminous rings create a more horizontal perception of the tail lights which in turn visually lowers the height of the tail.

INTERIOR

While the SF90 Stradale’s exterior was crafted to underscore its seamless combining of form, technology and performance, the interior is even more radical. The very explicit aim there was to create a cockpit that ushered in an entirely new design direction, the effects of which would carry over into Ferrari’s entire future range.

The designers took a futuristic approach to the interface concept with a strong focus on creating a wraparound aeronautically-inspired cockpit with particular emphasis on instruments. This further emphasised and underscored the symbiotic relationship between car and driver. In fact, the SF90 Stradale makes an epoch-changing leap forward both in formal and content terms, updating the Human Machine Interface with all-digital technology.

In a first for a Ferrari, the central instrument cluster comprises a single 16” digital HD screen which curves towards the driver to make it easier to read and to emphasise the F1-style wrap-around cockpit effect. This is the first time this type of screen has been adopted in a production car.

When the engine and motors are off, the onboard instruments go black lending the cockpit a wonderfully sleek, minimalist look. In line with Ferrari tradition, the default screen is dominated by a large circular rev counter which, however, this time is framed by the battery charge indicator. The navigation screen is on one side of the rev counter with the audio control one on the other.

The “hands-on-the-wheel” philosophy has consistently driven the development of the human-machine interface in every Ferrari F1 car and its subsequent gradual transfer to its road-going sports cars. The SF90 Stradale’s steering wheel completes that transfer process from the competition world and also ushers in a new era by introducing a series of touch commands that allow the driver to control virtually every aspect of the car without ever taking their hands off the wheel.

The traditional controls include the now-classic steering-wheel mounted headlight control, windscreen wipers, indicators and the Manettino for driving modes.

Of the new touch controls, the compact but functional pad on the right-hand spoke allows the driver to navigate the central cluster screens, while voice and cruise controls are on the left-hand spoke. Also noteworthy is the adoption of a rotary switch for cruise control, a solution derived directly from the Formula 1 car. In the bottom left section of the central area, there are four buttons the driver uses to select the power unit use mode.

The Head Up Display is another part of the innovative HMI and allows various data to be projected onto the windshield within the driver’s field of vision so that their attention is not distracted from driving.

From a creative perspective, the SF90 Stradale interface project gave the Ferrari Style Centre’s designers the opportunity to interpret the screens in the cabin as a canvas on which all the car’s functions and controls could be represented. The screen graphics on the SF90 Stradale were also designed to create a 3D effect which is particularly striking during transitions, such as when the instrument panel is turned on or when swapping from one screen to the next.

Alongside the new-concept HMI, another major theme tackled in the cabin was the tunnel area interface. The F1 controls on the “bridge” are probably the most iconic of the Ferraris of recent generations. These have been completely redesigned and set into a modern metal plate which references an equally iconic feature from the past: the classic gear lever gate.

7 YEARS MAINTENANCE

Ferrari’s unparalleled quality standards and increasing focus on client service underpin the extended seven-year maintenance programme offered with the SF90 Stradale. Available across the entire Ferrari range, the programme covers all regular maintenance for the first seven years of the car’s life. This scheduled maintenance is an exclusive service that allows clients the certainty that their car is being kept at peak performance and safety over the years. This very special service is also available to owners buying pre-owned Ferraris.

Regular maintenance (at intervals of either 20,000 km or once a year with no mileage restrictions), original spares and meticulous checks by staff trained directly at the Ferrari Training Centre in Maranello using the most modern diagnostic tools are just some of the advantages of the Genuine Maintenance Programme.

The service is available on all markets worldwide and from all Dealerships in the Official Dealership Network.

The Genuine Maintenance programme further extends the range of after-sales services offered by Ferrari to satisfy clients wishing to preserve the performance and excellence that are the signatures of all cars built at the factory in Maranello which has always been synonymous with leading-edge technology and sportiness.

TECHNICAL SPECIFICATIONS

Internal combustion engine

Type V8 – 90° – turbo – dry sump

Total displacement 3990 cc

Maximum power output* 574 kW (780 cv) @ 7500 rpm

Max torque 800 Nm @ 6000 rpm

Specific power output 195 cv/l

Max. engine speed 8000 rpm

Compression ratio 9.5:1

Hybrid system

Maximum power electric motors 162 kW (220 cv)

Battery capacity 7.9 kWh

Max. range under electric power 25 km

Dimensions and weight

Length 4710 mm

Width 1972 mm

Height 1186 mm

Wheelbase 2650 mm

Front track 1679 mm

Rear track 1652 mm

Dry weight** 1570 kg

Weight distribution 45% front – 55% rear

Boot capacity 74 l

Rear shelf capacity 20 l

Fuel tank capacity 68 l (2 reserve)

Tyres

Front 255/35 ZR 20 J9.5

Rear 315/30 ZR 20 J11.5

Brakes

Front 398 x 223 x 38 mm

Rear 360 x 233 x 32 mm

Transmission and gearbox 8-speed, F1 dual-clutch transmission

Electronic controls eSSC: E4WD (eTC, eDiff3), SCME-Frs, FDE2.0, EPS, high performance ABS/EBD with energy recovery

Performance

Maximum speed 340 km/h

0-100 km/h 2.5 s

0-200 km/h 6.7 s

100-0 km/h <29.5 m

Dry weight/power 1.57 kg/cv

Laptime at Fiorano 79s

#ferrari #Ferrari SF90 #supercar

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utl-solar · 3 years ago

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top-battery · 3 years ago

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493092-002, 496813-001, NA374AA# ABA , PPP018H, HP-A0301R3 B2LF

Compatible Models:

Compatibility: HP Mini 1000, 110; Compaq Mini 700, 110 HP Mini 1000, Mini 110, Mini 1100, Mini 110-1000 Series HP Mini 1000 Series Mini 1000 Mi Edition, Mini 1000 Mobile Broadband Mini 1000 Vivienne Tam Edition, Mini 1000 XP Edition Mini 1001TU, Mini 1001XX, Mini 1002TU, Mini 1002XX Mini 1003TU, Mini 1004TU, Mini 1005TU, Mini 1006TU Mini 1007TU, Mini 1008TU, Mini 1009TU, Mini 1010LA Mini 1010NR, Mini 1010TU, Mini 1011TU, Mini 1012TU Mini 1013TU, Mini 1014TU, Mini 1015TU, Mini 1016TU Mini 1017TU, Mini 1018TU Vivienne Tam Edition Mini 1019TU Vivienne Tam Edition, Mini 1020LA Mini 1020TU Vivienne Tam Edition, Mini 1021TU Mini 1022TU, Mini 1023TU, Mini 1024TU, Mini 1025TU Mini 1030NR, Mini 1033CL, Mini 1035NR, Mini 1050LA Mini 1090LA, Mini 1097ei Vivienne Tam Edition Mini 1098ei Vivienne Tam Edition Mini 1099ea Vivienne Tam Edition Mini 1099ed Vivienne Tam Edition Mini 1099ee Vivienne Tam Edition Mini 1099ef Vivienne Tam Edition Mini 1099eg Vivienne Tam Edition Mini 1099ei Vivienne Tam Edition Mini 1099ek Vivienne Tam Edition Mini 1099el Vivienne Tam Edition Mini 1099em Vivienne Tam Edition Mini 1099en Vivienne Tam Edition Mini 1099ep Vivienne Tam Edition Mini 1099er Vivienne Tam Edition Mini 1099es Vivienne Tam Edition Mini 1099et Vivienne Tam Edition Mini 1099ew Vivienne Tam Edition HP Mini 110 Series Mini 110, Mini 110 XP Edition Mini 110 Mi Edition HP Mini 1100 Series Mini 1100 Vivienne Tam Edition Mini 1100CM, Mini 1101TU, Mini 1102TU Mini 1103TU, Mini 1104TU, Mini 1105TU Mini 1106TU, Mini 1107TU, Mini 1108TU Mini 1109TU, Mini 1110LA, Mini 1110NR Mini 1110TU, Mini 1111TU Vivienne Tam Edition Mini 1112TU, Mini 1113TU, Mini 1114TU Mini 1115NR, Mini 1115TU, Mini 1116NR Mini 1116TU, Mini 1117TU Vivienne Tam Edition Mini 1118TU, Mini 1119TU, Mini 1120BR Mini 1120LA, Mini 1120NR Mini 1120TU Vivienne Tam Edition, Mini 1121TU Mini 1122TU, Mini 1123TU, Mini 1124TU Mini 1125NR, Mini 1125TU, Mini 1126NR Mini 1126TU, Mini 1127TU, Mini 1128TU Mini 1129TU, Mini 1130CM, Mini 1131TU Mini 1133CA, Mini 1135CA, Mini 1137NR Mini 1139NR, Mini 1140NR Vivienne Tam Edition Mini 1141NR Vivienne Tam Edition, Mini 1150BR Mini 1150CM, Mini 1150LA, Mini 1150NR Mini 1151NR, Mini 1152NR, Mini 1153NR Mini 1160CM, Mini 1170CM, Mini 1180CM Mini 1190BR, Mini 1198eo Vivienne Tam Edition Mini 1199ea Vivienne Tam Edition Mini 1199eb Vivienne Tam Edition Mini 1199ec Vivienne Tam Edition Mini 1199ee Vivienne Tam Edition Mini 1199eh Vivienne Tam Edition Mini 1199EJ Vivienne Tam Edition Mini 1199eo Vivienne Tam Edition Mini 1199ep Vivienne Tam Edition Mini 1199eq Vivienne Tam Edition Mini 1199ER Vivienne Tam Edition Mini 1199et Vivienne Tam Edition Mini 1199ev Vivienne Tam Edition Mini 1199EZ Vivienne Tam Edition HP Mini 110-1000 Series Mini 110-1001TU, Mini 110-1006TU, Mini 110-1007TU Mini 110-1008TU, Mini 110-1011TU, Mini 110-1012NR Mini 110-1013TU, Mini 110-1014TU, Mini 110-1015LA Mini 110-1016TU, Mini 110-1017TU, Mini 110-1019TU Mini 110-1020LA, Mini 110-1020NR, Mini 110-1025DX Mini 110-1025TU, Mini 110-1027TU, Mini 110-1030CA Mini 110-1030NR, Mini 110-1032TU, Mini 110-1033CL Mini 110-1034TU, Mini 110-1035TU, Mini 110-1045DX Mini 110-1050LA, Mini 110-1050NR, Mini 110-1150sa

See the Label on the bottom of your laptop to determine which AC Adapter your laptop uses.

KEY FEATURES:

Overvoltage and Shortcircuit protection.

Short Circuit Protection.

Over Temperature Protection.

Wide input Voltage range, could stable work under 90v-264v.

PCB & Cover is manufactured with Fireproofing materials.

Low Ripple and Noise.

High Quality Raw Materials.

High Power exchange efficiency to control working temperature and stable working.

ealed for protection against moisture and high humidity.

Designed to filter input line voltage spikes or surges.

Exclusive internal safety features protect your notebook from electrical hazards.

Safety tips when using compaq 496813-001 power adapters

Do not handle power adapters with wet hands.

Keep power adapters away from moisture to prevent short circuits.

When using power adapters to charge mobile devices, avoid using the device when they are plugged into the mains.

Always use adapters with a power output that is suitable for your product. Failure to do so may damage your product, leading to hazards such as short circuits, fires, and electrocutions.

How to care for your compaq 496813-001 AC power adapter and cable

ONLY use the A/C adaptor supplied with your laptop. laptop are very sensitive to power variation, and the incorrect cable can cause serious damage.

Take care with power and network cables. Place them where no-one can trip over them. If someone trips over a cable, it can drag your laptop to the edge of the desk and cause it to fall to the floor.

Do not wrap the cord around the AC Adaptor as this can cause kinks and cable failure. Instead, loosely gather the cord and secure with Velcro strap.

Top Recommendations

100 - 240V 1A 50-60Hz 19V 1.58A(1,58A) 30W HP Compaq Mini 700, 730, 110, 1000, 1100, 110-1000

0 notes

physicalcomputingwithj · 4 years ago

Text

Final Project #10 : Technical Breakdown

Alternative title: So you want to build a Turning Machine?

This post breaks down the electrical components and wiring of the final machine I made, and also gives a high level overview how I made the Arduino program.

Components

For this project I used the Arduino UNO R3 Project Starter Kit.

1 x UNO R3 Controller Board (the Arduino)

1 x Breadboard

Breadboard jumper wires

3 x LEDs (of any colour, but preferably each a different colour)

1 x Red or Green LED

4 x 220Ω resistor

1 x Photoresistor

1 x 5KΩ resistor

1 x Stepper Motor (28BYJ-48)

1 x Stepper Motor Driver Board (ULN2003)

1 x Power supply module

1 x Servo Motor (SG90)

1 x IR receiver module

1 x IR remote

Wiring

The code

You can see the complete code on GitHub.

The code is separated into two core classes, AMachine and Hardware. This separation of concerns made it much easier for me to work on the project. Had the two functions been conflated, it would have been trickier to tell whether errors were due to issues with my hardware code or due to my turning machine implementation.

As these classes handle almost all of the program's complexity, the main .ino filb. is actually quite straightforward.

#include "hardware.h" #include "amachine.h" #include "example-program.h" // Variables AMachine amachine; Hardware hardware; // Setup - Is run once by the Arduino void setup() { amachine.program = incrementFourBit(); amachine.hardware = &hardware; hardware.amachine = &amachine; hardware.setup(); } // Loop - Is run repeatedly by the Arduino void loop() { hardware.loop(); if (!hardware.maintenanceMode) amachine.step(); }

The A-machine Class

The a-machine class emulates the Turning machine, and I implemented in such a way to try and be as abstract as possible. For this reason, it has no direct control over the electronics. Instead, it has a pointer to a Hardware object, which is uses as an interface to the hardware. The declaration for the class summarises it quite well.

class AMachine { public: size_t state = 0; bool running = false; Program program; Hardware* hardware; void step(); void halt(String msg); };

It's attributes store the state of the machine, whether or not is it currently running, and what program it is executing (more on that below). The class only has two methods, step and halt. The step method is the heart of the machine, and is run every time the Arduino loops. Even without comments, it is pretty easy to understand.

void AMachine::step() { if (!running) { // If the machine isn't running, don't step return; } if (state >= program.stateCount) { // If the program doesn't contain instructions for the state we are in, halt the machine halt("Invalid state"); return; } bool bit = hardware->read(); // Read the current bit, and select which instruction to execute accordingly Instruction ins = bit ? program.states[state].onTrue : program.states[state].onFalse; if (bit != ins.write) { // ins.write dicates *what* should be written to the bit (not *if* we should write or not) hardware->write(ins.write); } hardware->move(ins.move); // move as many bits as the instruction dicates, where positive numbers go one way, and negative numbers the other state = ins.state; // Advance the machine to the next state if (ins.halt) { // Halt the machine if the program tells us to halt("Ended successfully"); return; } }

The halt method could be replaced with running = false; state = 0; in every instance, but as it was also helpful to output debug information to the serial monitor while testing, I turned it into it's own utility method.

void AMachine::halt(String msg) { String m("Machine stopped in state #"); m += state; m += " ("; m += msg; m += ")"; hardware->msg(m); running = false; state = 0; }

The Hardware Class

The Hardware class handles all of the machine's electronics and serial communication. It's primary methods are read, write, move, and msg, as they are all used by the AMachine to interface with the hardware. It also has setup and loop methods, called by their respective Arduino functions, that are responsible for initialising the hardware, updating the status LEDs, and responding to input from the IR receiver. All additional methods are essentially utility methods used in service of the others.

Of note, having learned by lesson from a previous experiment, is that the read method will take an average reading from the photoresistor over a short time period, to help mitigate the effects of noise in the signal.

You can see the code for this class on GitHub in the hardware.h and hardware.info files.

Keeping the AMachine and Hardware classes separate worked out well for me when implementing the failure-to-write failsafe. As this is distinctly a hardware problem, I was able to update the Hardware::write() method to keep checking if the bit had been written to, without having to alter or complicate the Turning machine implementation at all.

Hardware::write() in hardware.ino

void Hardware::write(bool value) { msg(String("Writing ") + (value ? "TRUE" : "FALSE")); writeMotor.attach(writeMotorPin); bool realValue = !value; while (realValue != value) { writeMotor.write(writeMotor.read() == 0 ? 180 : 0); delay(800); realValue = read(); } writeMotor.detach(); }

Writing in AMachine::step() in amachine.ino

if (bit != ins.write) { hardware->write(ins.write); }

Another nice benefit of separating the hardware code from the turning machine code, is that the hardware code could be completely reworked for a different set-up, and the AMachine class would still be able to operate it so long as it had the primary methods required. For this project I didn't implement a C++ interface as it wasn't needed, but had I have done it would have looked something like this.

class HardwareInterface { public: bool maintenanceMode // Program methods virtual void setup() = 0; virtual void loop() = 0; // A Machine methods virtual bool read() = 0; virtual void write(bool value) = 0; virtual void move(int amt) = 0; virtual void msg(String msg) = 0; };

With only some minor tweaks the rest of the program would work with any class that implemented this interface. (You could even implement a virtual hardware if you wanted to!)

The Program Structure

The final piece of the puzzle is how we represent programs that the Turning machine can execute, which in the sprit of separation of concerns is separate from the Turning Machine implementation itself. (It also just makes it a lot easier to swap out which program the Turning Machine is running.) Like the Turning machine's step method, the code is reasonably self explanatory. As it's a simple data structure, it fits entirely in a header file, no implementation file required!

struct Instruction { // The series of actions the A-Machine should take on a given step bool write; // Wheter it should write true or false to the current bit int move; // How many bits along it should move. Positive values move one way, negative values move the other way, zero means don't move. int state; // Which number state in the program the A-Machine should switch to. bool halt; // If true, the A-Machine will stop running }; struct State { Instruction onTrue; // The instruction that should be run when the current bit is true Instruction onFalse; // The instruction that should be run when the current bit is false }; struct Program { State* states; // An array of states int stateCount; };

It wasn't really necessary for this project to be able to serialise and read back Program data structures, so the example program I ran in the demos is just hard coded in `example-program.cppb..

This is the program it generates. It is able to increment a 4-bit number by one, and then return to the memory cell where it started.

State If Write Move Next State Halt 0 TRUE FALSE 1 1 FALSE FALSE TRUE 0 0 TRUE 1 TRUE FALSE 1 2 FALSE FALSE TRUE -1 0 TRUE 2 TRUE FALSE 1 3 FALSE FALSE TRUE -2 0 TRUE 3 TRUE FALSE 1 4 FALSE FALSE TRUE -3 0 TRUE

n.b. if you didn't want it to be able to return to where it started, you only actually need one state. This program can increment a binary number of any size.

State If Write Move Next State Halt 0 TRUE FALSE 1 0 FALSE FALSE TRUE 0 0 TRUE

0 notes

loadingheritage292 · 4 years ago

Text

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orbemnews · 4 years ago

Link

JPMorgan’s Chief Sees a Boom Coming Dear shareholders … The annual letter to shareholders by JPMorgan Chase’s chief Jamie Dimon was just published. The widely read letter is not just an overview of the bank’s business but also covers Mr. Dimon’s thoughts on everything from leadership lessons to public policy prescriptions. “The U.S. economy will likely boom.” A combination of excess savings, deficit spending, a potential infrastructure bill, vaccinations and “euphoria around the end of the pandemic,” Mr. Dimon wrote, may create a boom that “could easily run into 2023.” That could justify high equity valuations, but not the price of U.S. debt, given the “huge supply” soon to hit the market. There is a chance that a rise in inflation would be “more than temporary,” he wrote, forcing the Fed to raise interest rates aggressively. “Rapidly raising rates to offset an overheating economy is a typical cause of a recession,” he wrote, but he hopes for “the Goldilocks scenario” of fast growth, gently increasing inflation and a measured rise in interest rates. “Banks are playing an increasingly smaller role in the financial system.” Mr. Dimon cited competition from an already large shadow banking system and fintech companies, as well as “Amazon, Apple, Facebook, Google and now Walmart.” He argued those nonbank competitors should be more strictly regulated; their growth has “partially been made possible” by avoiding banking rules, he wrote. And when it comes to tougher regulation of big banks, he wrote, “the cost to the economy of having fail-safe banks may not be worth it.” “China’s leaders believe that America is in decline.” While the U.S. has faced tough times before, today “the Chinese see an America that is losing ground in technology, infrastructure and education — a nation torn and crippled by politics, as well as racial and income inequality — and a country unable to coordinate government policies (fiscal, monetary, industrial, regulatory) in any coherent way to accomplish national goals,” he wrote. “Unfortunately, recently, there is a lot of truth to this.” “The solution is not as simple as walking away from fossil fuels.” Addressing climate change doesn’t mean “abandoning” companies that produce and use fossil fuels, Mr. Dimon wrote, but working with them to reduce their environmental impact. He sees “huge opportunity in sustainable and low-carbon technologies and businesses” and plans to evaluate clients’ progress according to reductions in carbon intensity — emissions per unit of output — which adjusts for factors like size. Other notable news (and views) from the letter: With more widespread remote working, JPMorgan may need only 60 seats for every 100 employees. “This will significantly reduce our need for real estate,” Mr. Dimon wrote. JPMorgan spends more than $600 million a year on cybersecurity. Mr. Dimon cited tax loopholes he thinks the U.S. could do without: carried interest, tax breaks for racing cars, private jets and horse racing, and a land conservation tax break for golf courses. Some meta-analysis: This was Mr. Dimon’s longest letter yet, at 35,000 words over 66 pages. The steadily expanding letters — aside from a shorter edition last year, weeks after Mr. Dimon had emergency heart surgery — could be seen as a reflection of the range of issues top executives are now expected, or compelled, to address. HERE’S WHAT’S HAPPENING Toshiba considers a $20 billion takeover bid. The Japanese tech company said it had received a leveraged buyout offer from the private equity firm CVC Capital, sending its shares to a four-year high. Toshiba has had a series of scandals, and faces pressure from activist investors. Amazon, a notable tax avoider, backs higher corporate taxes. Jeff Bezos said that he supported raising the corporate rate to help pay for President Biden’s infrastructure plans — though he didn’t mention the White House’s proposed rate, 28 percent. Other corporate chiefs are privately criticizing the potential tax rise. The company behind the Johnson & Johnson vaccine mix-up has a history of errors. Emergent BioSolutions, which the U.S. relied on to produce doses by J.&J. and AstraZeneca, had a made manufacturing errors before. Experts worry this may leave some Americans more wary of getting vaccinated, even as Mr. Biden has moved up the eligibility deadline for U.S. inoculations. An electric aircraft maker sues a rival for intellectual property theft. Wisk, which is backed by Boeing and the Google founder Larry Page, said that former employees downloaded confidential information before joining Archer, a competitor. Archer, which is going public by merging with a SPAC run by Moelis & Company and which counts United Airlines as an investor, denied wrongdoing and said it was cooperating with a government investigation. A blistering start for venture capital in 2021. Start-ups set a fund-raising quarterly record in the first three months of the year, raising more than $62 billion, according to the MoneyTree report from PwC and CB Insights. That’s more than twice the total a year earlier and represents nearly half of what start-ups raised in all of 2020. Why is the Amazon union vote taking so long? Voting in the union election at an Amazon warehouse in Bessemer, Ala., ended on March 29, and counting began the next day, but the outcome is still unknown. What’s going on? It’s less about the number of ballots than how they’re counted. The stakes are high, for both Amazon and the labor movement. Progressive leaders like Bernie Sanders have argued a victory for the union, the first at an Amazon facility in the U.S., could inspire workers elsewhere to unionize. And Amazon is facing increased scrutiny for its market power and labor practices. Only a tiny portion of Amazon’s work force was actually eligible to vote. About 5,800 workers mailed their ballots to the Birmingham office of the National Labor Relations Board. Counting each vote involves two envelopes: one giving the worker’s name and, inside that, another sealed envelope containing an anonymous ballot. Handling them has been a painstaking process: Once Amazon and the union have gone back and forth over disputed voters, the N.L.R.B. counts the uncontested ballots anonymously and by hand, on a video conference open to reporters. This could start today. “Economic fortunes within countries and across countries are diverging dangerously.” — Kristalina Georgieva, the managing director of the I.M.F., on how the uneven rollout of vaccines poses a threat to the global economic recovery. Credit Suisse’s expensive mistakes After the 2008 financial crisis, Credit Suisse emerged battered by high-risk bets and promised to do better. A series of recent scandals suggests it hasn’t, The Times’s Jack Ewing writes. A recap of the Swiss bank’s troubles over the past year or so: A spying scandal that led to the ouster of Tidjane Thiam as C.E.O. Ties to Greensill Capital, the SoftBank-backed lender that has filed for insolvency and will lead to losses at the Swiss bank. Its involvement with Archegos, whose hugely leveraged stock bets went south, saddling the bank with a big hit. It could have been worse. Rules requiring banks to hold more capital helped prevent the Archegos meltdown from posing a systemic threat. Still, Credit Suisse is paying dearly for it, replacing a half-dozen top executives, forgoing executive bonuses and halting stock buybacks. Its current chief, Thomas Gottstein, is facing closer scrutiny as well. Credit Suisse’s troubles show that regulators must stay vigilant, critics say, as lenders chase profits in increasingly risky ways. The Swiss bank is “a straw in the wind that suggests there is a relaxation of risk management within banks because it is so difficult to make money on interest margins,” said Nicolas Véron of the Peterson Institute for International Economics. Who’s behind that corporate veil? The Treasury Department is introducing new rules on corporate transparency and it wants input. This week, it began a 30-day comment period on to-be-drafted regulations that would make it harder to obscure who controls a company. Among the details to be worked out are what entities should report and when; how to collect, protect and update information for a database; and the criteria for sharing with law enforcement. “We could not be more excited,” Kenneth Blanco, the director of the Treasury’s Financial Criminal Enforcement Network (FinCEN), told bankers recently. The U.S. has been under pressure to address its vulnerability to money laundering and financial crimes: In 2016, the international Financial Action Task Force gave the country a failing grade on transparency of company ownership. In 2018, banks and financial institutions began having to collect that information from clients to help law enforcement identify individuals. In January, Congress passed the Corporate Transparency Act, which requires businesses to report ownership to the government. New rules could make forming small businesses, special purpose vehicles and other closely held entities “significantly” more burdensome, said Steve Ganis of Mintz, an expert in anti-money laundering regulation. “FinCEN’s new regime will make things much more complicated for start-ups, where control and ownership are highly fluid,” he said. Public companies and many larger businesses would be exempt because they already face stricter scrutiny. THE SPEED READ Deals Flipkart, the Indian e-commerce company owned by Walmart, is reportedly planning to go public through an I.P.O. this year. (Bloomberg) Grab, the Singaporean tech giant, is near a deal to merge with a SPAC backed by Altimeter Capital at a $35 billion valuation. It would be the biggest-ever blank check deal. (FT) Fox sued the owner of FanDuel over the price of its option to buy a stake in the sports betting service. (CNBC) Politics and policy Tech Coinbase, whose direct listing is set for next week, said it collected more revenue in the first quarter this year than in all of 2020. (CNBC) The audio chat start-up Clubhouse is said to be raising funds at a $4 billion valuation. (Bloomberg) The S.E.C. accused an actor of running a $690 million Ponzi scheme built around false claims of deals with Netflix and HBO. (Bloomberg) Best of the rest We’d like your feedback! Please email thoughts and suggestions to [email protected]. Source link Orbem News #boom #chief #Coming #JPMorgans #sees

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ROG Strix Radeon RX 6700 XT 12 (GB) Review: Hashrate | Overclocking | Test

Review of the video card Asus ROG Strix Radeon RX 6700 XT Gaming OC (12 GB): Hashrate | Overclocking Settings| Test (proven) checkout all these and more. Object of research : a commercially available 3D graphics accelerator (video card) Asus ROG Strix Radeon RX 6700 XT Gaming OC 12 GB 192-bit GDDR6. Asus ROG Strix Radeon RX 6700 XT Gaming OC (12 GB) Review Brief History- ROG Strix Radeon RX 6700 XT 12 (GB) At the beginning of all reviews of serial video cards, we update our knowledge about the performance of the accelerator family and its competitors. All this is subjectively assessed by us on a scale of five gradations. (This material was prepared prior to the release of the RTX 3080 Ti). Many Read This as well - AMD Radeon RX 6800 vs RX 6800 XT: Hashrate | Specs | Test | Config | Profit In general, the Radeon RX 6700 XT demonstrates its belonging to the number of very productive accelerators such as the GeForce RTX 3070/3060 Ti, falling right between them. Considering that earlier the Radeon RX 6800 demonstrated performance higher than the GeForce RTX 3070 (in games without ray tracing), it was logical to expect that the "middle" level of the Radeon RX 6700 XT will be approximately on the level of the GeForce RTX 3060 Ti, and it turned out to be even higher. In practice, this means that the Radeon RX 6700 XT will allow you to play comfortably at 2.5K at maximum graphics settings, but this is all true if we are not considering games with ray tracing. And in the case of such games, the performance drawdown of the RX 6700 XT is such that at high graphics settings you can forget about 2.5K resolution, and you can play comfortably only in Full HD. Features and Characteristics Asustek Computer (Asus trademark) was founded in 1989 in the Republic of China (Taiwan). Headquartered in Taipei / Taiwan. On the Russian market since 1992. The oldest manufacturer of video cards and motherboards. Now it produces a very wide range of products in many areas of the IT industry (including the mobile segment). Manufactured in China and Taiwan. The total number of employees is about 2000 people. Specification - Asus ROG Strix Radeon RX 6700 XT Gaming OC 12GB 192-bit GDDR6 Asus ROG Strix Radeon RX 6700 XT Gaming OC 12GB 192-bit GDDR6ParameterMeaningNominal value (reference)GPURadeon RX 6700 XT (Navi 22)InterfacePCI Express x16 4.0GPU frequency (ROPs), MHzOC Mode: 2568(Boost)—2641(Max)Gaming Mode: 2548(Boost)—2641(Max)2424(Boost)—2643(Max)Memory frequency (physical (effective)), MHz4000 (16000)4000 (16000)Memory bus width, bit192GPU Computing Units40Number of operations (ALU / CUDA) per block64Total number of ALU / CUDA units2560Texture units (BLF / TLF / ANIS)160ROP units64Number of Ray Tracing blocks40Number of tensor blocks-Dimensions, mm320×140×58265×100×40The number of slots in the system unit occupied by the video card32PCB colorblackblackPeak power consumption in 3D, W212190Power consumption in 2D mode, W2020Power consumption in sleep mode, W44Noise level in 3D (maximum load), dBA42,932,7Noise level in 2D (video viewing), dBA18,018,0Noise level in 2D (idle), dBA18,018,0Video outputs1 × HDMI 2.1, 3 × DisplayPort 1.4a1 × HDMI 2.1, 3 × DisplayPort 1.4aMultiprocessor supportthere is no dataMaximum number of receivers / monitors for simultaneous image display44Power: 8-pin connectors21Power: 6-pin connectors01Max Resolution / Frequency, DisplayPort3840 × 2160 @ 120Hz, 7680 × 4320 @ 60HzMax Resolution / Frequency, HDMI3840 × 2160 @ 120Hz, 7680 × 4320 @ 60HzAsus Card Retail Deals Memory The card has 12 GB of GDDR6 SDRAM located in 6 12 Gbit chips on the front side of the PCB. Samsung memory chips (GDDR6, K4ZAF325BM-HC16) are designed for a nominal nominal operating frequency of 4000 (16000) MHz. Comparison with RX 6700 XT Gaming OC (12 GB) and Radeon RX 6700 XT 12 GB Asus ROG Strix Radeon RX 6700 XT Gaming OC (12 GB)AMD Radeon RX 6700 XT (12 GB)front view back view The total number of power phases for the reference card Radeon RX 6700 XT and for the Asus card is the same - 11. The Asus PCB is somewhat similar to the reference card, but there are also many differences. The power supply circuit of the kernel is marked in green, and the memory is in red. PWM controller IR35217 (IOR / Infineon) controls 8 phases of GPU power supply. There is also a PWM controller NCP81022 (On Semiconductor), which controls three phases of power supply to memory chips; it is also located on the face of the PCB. The GPU power converter, built using Super Alloy Power II technology and modern solid-state capacitors (which is traditional for Asus), uses DrMOS Vishay transistor assemblies - in this case, SiC643 for the GPU power phases and SiC654 for the memory power phases, each of which is designed for maximum current 50 A. The board has the usual number of video outputs (4), and the set is no less familiar: 3 DP 1.4 and 1 HDMI 2.1. You can also find a proprietary controller for controlling the backlight on the board. And the well-known ITE processor is in charge of monitoring. It also controls two FanConnect II connectors for case fans, which can work depending on the heating of the video card. The nominal memory frequencies are equal to the reference values. But the boost value of the core frequency is higher than the reference analog, which on average gives a performance increase of 5%. Manual overclocking was tested using the standard AMD utility included in the driver control panel (although possible via Asus GPU Tweak and MSI Afterburner). The maximum possible frequencies for stable operation were found to be 2754/17088 MHz. At the same time, the performance gain relative to the reference card was just over 8.5%. The video card, traditionally for the ROG Strix series, has two BIOS options and a switch on the top of the card. The positions are indicated as P Mode (Performance) and Q Mode (Quiet). The difference lies in different curves of the fan operation setting (in terms of frequencies, everything is almost identical). At low GPU load, the fans always stop. Power is supplied through two 8-pin connectors. The operation of the card is controlled using the well-known proprietary utility Asus GPU Tweak II. Maximum performance mode that should be turned on anyway Default operating mode, GPU frequency 20 MHz below OC Mode Manual overclocking tab Heating and cooling The basis of the CO is a huge two-piece plate nickel-plated radiator with heat pipes soldered to the base of direct contact with the GPU and memory chips. The same heatsink serves as a cooler for some components of the VRM power converters using a small base plate. For the rest of the VRM mosfets, separate radiators are provided, located on a frame bolted to the main radiator. The back plate is made of aluminum with an electrical protective coating and has a dual purpose: it serves as a PCB protection element and through the thermal interface participates in cooling the back side of the card in the zones of memory chips and power converters. As can be seen from the principle of operation of this CO, all hot air remains inside the case, it is blown out partially behind the video card, as well as directly onto the motherboard. This means that you need to have a well-ventilated housing. Above the radiator, there is a casing with three ∅95 mm Axial-tech fans, in which the ends of the blades are connected by a ring for a clearer direction of air flow to the radiator. In addition, the middle fan has 2 more blades than the outer ones. And he also rotates the fan in the opposite direction relative to the extreme, which provides a kind of "gear effect", helping to fight the turbulence of the air flow. The fans stop at low load if the GPU temperature drops below 50 degrees. Of course, the CO becomes silent at the same time. When the PC starts up, the fans run, then they turn off before the OS boots. Then they turn on again for a few seconds before loading the video driver, and after polling the operating temperature, they turn off again. Below is a video on this topic. Fans are turned off at idle with any BIOS option. Thermal Monitoring with MSI Afterburner: BIOS P Mode (Performance): After 6 hours of running under load in OC Mode, the maximum core temperature did not exceed 68 degrees, which is a good result for video cards of this level. The maximum power was recorded at 212 W, and the maximum heating was observed in the center of the PCB. Below is a 9-minute card heating accelerated 50 times. With the described manual overclocking, the card's operating parameters did not change much, but the maximum power consumption rose to 227 watts. BIOS Q Mode (Quiet) In this mode, the core temperature was slightly higher - 78 ° C, but the fans rotated more slowly. Noise The noise measurement technique assumes that the room is noise-insulated and damped, and reverberations are reduced. The system unit, in which the noise of video cards is examined, does not have fans and is not a source of mechanical noise. The background level of 18 dBA is the noise level in the room and the noise level of the sound level meter itself. Measurements are taken from a distance of 50 cm from the video card at the level of the cooling system. Measurement modes: - Idle mode in 2D: loaded internet browser with iXBT.com website, Microsoft Word window, a number of internet communicators - 2D mode with movie viewing: SmoothVideo Project (SVP) is used - hardware decoding with insertion of intermediate frames - 3D mode with maximum load on the accelerator: using FurMark benchmark The assessment of the noise level gradations is as follows: - less than 20 dBA: conditionally silent - 20 to 25 dBA: very quiet - from 25 to 30 dBA: quiet - 30 to 35 dBA: clearly audible - 35 to 40 dBA: loud but bearable - above 40 dBA: very loud In idle, the Performance Mode and Quiet Mode did not differ at all: in 2D the temperature was no higher than 36 ° C, the fans did not work, the noise level was equal to the background one - 18 dBA. When watching a movie with hardware decoding, nothing changed. Under maximum load in 3D, the temperature in Performance Mode reached 68 ° C. At the same time, the fans spun up to 2433 rpm, the noise grew up to 32.9 dBA: this is clearly audible, but tolerable. In the video below, noise was captured for a couple of seconds every 30 seconds. In Quiet Mode, the temperature reached 78 ° C. At the same time, the fans spun up to 1674 rpm, and the noise grew only up to 30.0 dBA: it's pretty quiet. Backlight The backlighting of the card is implemented on the top end, in the inserts near the fans and in the ROG logo built into the back plate. Backlight control is traditionally performed using Asus' proprietary program - Armory Crate. The choice of modes is not very wide, but there is a program Aura Creator, which is also distributed free of charge, and with its help you can create your own lighting scenarios. Scope of delivery and packaging The package, in addition to the traditional user manual and the ROG card, includes small bonuses in the form of zip ties and a branded line. Test results Test bench configuration - Компьютер на базе процессора AMD Ryzen 9 5950X (Socket AM4):- Платформа:- процессор AMD Ryzen 9 5950X (разгон до 4,6 ГГц по всем ядрам); - ЖСО Cougar Helor 240; - системная плата Asus ROG Crosshair Dark Hero на чипсете AMD X570; - оперативная память TeamGroup T-Force Xtreem ARGB (TF10D48G4000HC18JBK) 32 ГБ (4×8) DDR4 (4000 МГц); - SSD Intel 760p NVMe 1 ТБ PCI-E; - жесткий диск Seagate Barracuda 7200.14 3 ТБ SATA3; - блок питания Seasonic Prime 1300 W Platinum (1300 Вт); - корпус Thermaltake Level20 XT; - операционная система Windows 10 Pro 64-битная; DirectX 12 (v.20H2); - телевизор LG 55Nano956 (55″ 8K HDR, HDMI 2.1); - драйверы AMD версии 21.5.1; - драйверы Nvidia версии 466.27; - VSync отключен. Testing tool list All gaming tests used the maximum graphics quality in the settings. - Hitman III (IO Interactive/IO Interactive) - Cyberpunk 2077 (Softclub / CD Projekt RED), patch 1.2 - Death Stranding (505 Games/Kojima Productions) - Assassin’s Creed Valhalla (Ubisoft/Ubisoft) - Watch Dogs: Legion (Ubisoft/Ubisoft) - Control (505 Games/Remedy Entertainment) - Godfall (Gearbox Publishing/Counterplay Games) - Resident Evil Village (Capcom/Capcom) - Shadow of the Tomb Raider (Eidos Montreal/Square Enix), HDR включен - Metro Exodus (4A Games/Deep Silver/Epic Games) To calculate the hashrate when mining Ethereum, the T-Rex miner (0.20.01) was used, the average indicator for 2 hours was recorded in two modes: - by default (consumption limit reduced to 70%, GPU frequency reduced by 200 MHz, memory frequency by default, fans set in manual mode by 70%) - optimization (the consumption limit is reduced to 70%, the GPU frequency is reduced by 200 MHz, the memory frequency is increased by 500-1000 MHz (depending on the card), the fans are set in manual mode by 80%) To test the GeForce RTX 3060, we used the same "leaked" driver version 470.05, in which the protection against mining was disabled. Test results in 3D games Standard benchmark results without hardware ray tracing at 1920 × 1200, 2560 × 1440, and 3840 × 2160 Assassin’s Creed Valhalla Shadow of the Tomb Raider Most games still do not support ray tracing technology, and there are still a lot of video cards on the market that do not support RT in hardware. The same is true for Nvidia's DLSS smart anti-aliasing technology. Therefore, we still carry out the most massive tests in games without ray tracing. Nevertheless, today already half of the video cards we regularly test support RT technology, so we conduct tests not only using conventional rasterization methods, but also with the inclusion of RT and / or DLSS. It is clear that in this case, video cards of the AMD Radeon RX 6000 family participate in tests without an analogue of DLSS (we are waiting for the company to implement the promised analogue and speed up the calculation of ray tracing). Test results with hardware ray tracing and / or DLSS enabled at 1920 × 1200, 2560 × 1440, and 3840 × 2160 Cyberpunk 2077, RT+DLSS Watch Dogs: Legion, RT Watch Dogs: Legion, RT+DLSS Resident Evil Village, RT Shadow of the Tomb Raider, RT IXBT.com Rating IXBT.com Rating The iXBT.com accelerator rating demonstrates to us the functionality of video cards relative to each other and is presented in two versions: - Bitcoiminershashrate.com rating option without RT included The rating is compiled for all tests without the use of ray tracing technologies. This rating is normalized for the weakest accelerator - GeForce GTX 1650 (that is, the combination of speed and features of the GeForce GTX 1650 is taken as 100%). Ratings are carried out for 28 accelerators that we study monthly as part of the Best Video Card of the Month project. In this case, a group of cards for analysis was selected from the general list, which includes the Radeon RX 6700 XT and its competitors. The rating is given in total for all three resolutions. №Accelerator modelIXBT.com RatingUtility ratingprice, rub.06Asus ROG Strix RX 6700 XT OC, overclocked to 2754/1708869046150 00007Asus ROG Strix RX 6700 XT OC, 2568—2641/1600067045150 00008RTX 3070 8GB 1725-1950 / 1400066035190 00009RTX 2080 Ti 11 GB, 1635—1950 / 1400065039168 00010RX 6700 XT 12 GB, 2424—2643 / 1600064043150 00011RTX 3060 Ti 8 GB, 1665—2010 / 1400059033180 000 We have previously noted that, according to the results of gaming tests, the Radeon RX 6700 XT performed between the RTX 3070 and RTX 3060 Ti, being closer to the 3070, while the increased frequencies of the Asus card even allowed it to bypass the RTX 3070 in games without ray tracing. - Rating option with RT included The rating is based on 5 tests using ray tracing technology (no Nvidia DLSS!). This rating is normalized for the weakest accelerator in this group - GeForce RTX 2070 (that is, the combination of speed and features of the GeForce RTX 2070 is taken as 100%). The rating is given in total for all three resolutions. №Accelerator modelBitcoinMinershashrate.com RatingUtility ratingprice, rub.03RTX 3070 8GB 1725-1950 / 140001709190 00004RTX 2080 Ti 11 GB, 1635—1950 / 140001509168 00005RTX 3060 Ti 8 GB, 1665—2010 / 140001408180 00014Asus ROG Strix RX 6700 XT OC, overclocked to 2754/17088906150 00015Asus ROG Strix RX 6700 XT OC, 2568—2641/16000805150 00016RX 6700 XT 12 GB, 2424—2643 / 16000705150 000 If, in the case of RTX 3xxx cards, when switching to games with ray tracing, we somehow manage without epithets like "Achilles' heel", then talking about the Radeon RX 6xxx, we have to drastically change intonation compared to the previous rating. Yes, when you turn on RT, the performance of the Radeon RX 6700 XT drops much more than that of the GeForce RTX 3060 Ti (not to mention the 3070). Alas, these kinds of games are now really a "bottleneck" for new products from AMD. All that remains is to wait for the release of the promised AMD Fidelity Super Resolution technology, which can become to some extent an analogue of Nvidia DLSS and compensate for the performance losses with RT at least to some extent. As for the Asus card, here its increased frequencies and manual overclocking only allowed it to rise slightly against the reference analog, but Nvidia is still far from its rivals. Utility rating The utility rating of the same cards is obtained if the indicator of the previous rating is divided by the prices of the corresponding accelerators. To calculate the utility rating, the retail prices were used conditionally for June 2021 . Attention! For well-known reasons, the prices for all cards have become purely speculative and have dramatically increased significantly relative to the recommended ones. Because of this, the calculation of utility ratings has become meaningless, we present these ratings simply by tradition, but in the current market situation, conclusions cannot be drawn on their basis . - Utility rating option without including RT №Accelerator modelUtility ratingIXBT.com Ratingprice, rub.03Asus ROG Strix RX 6700 XT OC, overclocked to 2754/1708846690150 00005Asus ROG Strix RX 6700 XT OC, 2568—2641/1600045670150 00006RX 6700 XT 12 GB, 2424—2643 / 1600043640150 00009RTX 2080 Ti 11 GB, 1635—1950 / 1400039650168 00021RTX 3070 8GB 1725-1950 / 1400035660190 00024RTX 3060 Ti 8 GB, 1665—2010 / 1400033590180 000 - Utility rating option with RT included №Accelerator modelUtility ratingIXBT.com Ratingprice, rub.02RTX 3070 8GB 1725-1950 / 140009170190 00003RTX 2080 Ti 11 GB, 1635—1950 / 140009150168 00008RTX 3060 Ti 8 GB, 1665—2010 / 140008140180 00014Asus ROG Strix RX 6700 XT OC, overclocked to 2754/17088690150 00015Asus ROG Strix RX 6700 XT OC, 2568—2641/16000580150 00016RX 6700 XT 12 GB, 2424—2643 / 16000570150 000 Test results in mining (mining, hashrate) Hashrate for GeForce RTX 3060 was measured on driver version 470.05, on other versions it is 24/26 MH / s. We perfectly see the tendency that has developed recently that top-end and even mid-range video cards received prices according to their ratings in mining (hash rate). On the one hand, this is very bad for gamers who want those accelerators that give the maximum hash rate. On the other hand, the same Radeon RX 6700 XT in games is only slightly weaker than the RTX 3070, but due to the hash rate, which is not comparable to the 3070, it has a lower price. However, it is extremely wild for me to talk about prices for video cards that have flown far beyond 100,000 rubles, and even 200,000 ... Let me emphasize once again that optimization of the settings for the operation of video cards for mining in our case does not provide for strong overclocking of the video memory, and external blowing of video cards is also mandatory. conclusions The Asus ROG Strix Radeon RX 6700 XT Gaming OC (12 GB) is a kind of hybrid of a top-end accelerator with a mid-level one. Read the full article

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