Archive for April, 2009

Microsoft to offer hosted security for Exchange

April 17, 2009

Microsoft will begin offering its first hosted security service under the Forefront brand on Thursday, dubbed Forefront Online Security for Exchange and designed to help keep malware and spam out of e-mail in-boxes.

The hosted service, which will cost $20 per user per year or less based on volume licensing, targets enterprise Exchange customers and includes a Web-based console for setting up policies for virus and spam protection, said Doug Leland, general manager of Microsoft’s Identity and Security Business Group.

The releases will follow the timeline of Exchange 2010, which entered public beta this week. More hosted security services will be coming but Leland declined to elaborate.

Microsoft also will finally release on Thursday a new, public beta version of its Stirling security suite, which is the next generation of the Forefront software.

The initial beta version of Stirling was released a year ago and was supposed to be refreshed by the end of 2008. It will include client, server, and application security technology and offer a single management console.

Stirling components will come in staggered releases starting later this year with Forefront Security for Exchange and Threat Management and continuing through the first half of 2010, Leland said.

The company also is changing the name of its Identity Lifecycle Manager product to Forefront Identity Manager and plans to offer a new set of technologies, code-named Geneva, for helping corporations improve the security of software and services, Microsoft said.

In addition, Microsoft said it is investing $75 million in a partner ecosystem, including making a strategic partnership with RSA. Other companies integrating with Stirling include Kaspersky, Brocade, Juniper Networks, Guardium, Imperva, Sourcefire, StillSecure, Q1 Labs, and Tipping Point.

The moves are part of the company’s strategy to provide “Business Ready Security.”

The moves are part of Microsoft’s effort to broaden the scope of its security offerings to incorporate data protection, access and management, all built around the concept of identity, Leland said.

Microsoft wants to offer the ability for corporations to set “fine-grained security policies and have a deeper understanding about who in the organization is trying to access data and what they are trying to do with it,” he said.

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ferari 360 spider

April 17, 2009

The Ferrari 360 is a mid-engine two-seater sports car produced from late 1999 until 2005. The 360 replaced the Ferrari F355 and was itself replaced by the fairly similar Ferrari F430.

For the 360, Ferrari partnered with Alcoa to produce an entirely new all-aluminum space-frame chassis that was 40% stiffer than the 355, yet 28% lighter despite a 10% increase in overall dimensions.

Along with the new frame was a new Pininfarina body styling that broke ranks with the last decade’s sharp angles and flip-up headlights, replacing them with a rounded appearance that harkened to the 1960s. The new V8 engine, common to all versions, was only slightly larger and more powerful than the 355’s at 3.6 litres and 300 kW (400 bhp) of power, but the lighter frame and added stiffness improved performance; the 0 to 100 km/h acceleration performance improved from 4.6 to 4.4 seconds, and in the Challenge versions it was as low as 4.0 s.

An engine replacement resulted in the current V8 road model, the F430 (internally referred to as the evoluzione or evo) which came out in 2004.

Seven versions of the basic 360 were produced, three road models, three race versions & a one-off wedding present to Ferrari president Luca di Montezemolo: Ferrari 360 Modena, a fixed roof two-door luxury sports coupe, available with a 6-speed manual or F1 electrohydraulic shift Ferrari 360 Spider, a convertible variant of the Modena Ferrari Challenge Stradale, an F1 electrohydraulic shift 360 Challenge inspired variant of a 360 Modena. Ferrari 360 factory race cars include: Ferrari 360 Challenge, a 360 F1 electrohydraulic shift stripped out circuit racing variant of the 360 Modena .

Ferrari 360 GT, a GT racing variant of the 360 challenge race cars, more extreme than a Challenge. Ferrari 360 GT-C, based on the 360 GT with 360 CS parts to compete in the N-GT class. The first model of the 360 to ship was the 360 Modena, named after the town of Modena, the birthplace of Enzo Ferrari. Its six-speed gearbox is available as a manual, or F1 electrohydraulic shift. The car went into production in 1999 and remained in production until 2005 when it was replaced by the F430. The Modena was followed by the 360 Spider, Ferrari’s 20th road-going convertible. Other than weight, the Spider’s specifications match those of the Modena almost exactly. The 360 Challenge Stradale (or 360 CS) was a later addition to the road line.

It was essentially a lightened version of the Modena, dropping 110 kilograms. Changes included larger 19″ BBS wheels, the use of carbon fiber for the frames of the seats and mirrors, titanium springs which were also 20% stiffer, and Carbon fibre-reinforced Silicon Carbide (C/SiC) ceramic composite brake disks. A variety of option allowed for further weight reductions, including replacing the leather interior with fabric, removal of the power windows and mirrors, and leaving off the stereo. Lexan side windows were available in Europe only.

It was officially introduced in March of 2003 at the Geneva International Motor Show and went into production shortly thereafter. The 360 CS can be compared to Porsche’s GT3 RS model in design approach and many magazines have placed them head to head in road tests. Jeremy Clarkson compared the two and chose the 360 CS to be his favourite. Specifications Engine All models featured the same layout: No. of cylinders: 90° V8 F131 Bore & stroke: 85 by 79 mm (3.34 by 3.11 in) Total displacement: 3586 cm³ (218.8 in³) Redline: 8500 rpm For Modena and Spider: Maximum power: 300 kW (400 bhp) @ 8500 rpm Maximum torque: 373 N·m (275 lbf·ft) @ 4750 rpm For Challenge Stradale: Maximum power: 317 kW (425 bhp) @ 8500 rpm Maximum torque: 373 N·m (275 lbf·ft) @ 4750 rpm Modena Interior of the Modena with the Rossa Corsa paint and tan leather.

This example is equipped with the F1 gearbox, controlled by the “paddles” on the steering column Profile of Ferrari 360 Modena. Performance 0-62 mph: 4.5 s[1] Top speed : 300 km/h (186 mph)[1] downforce: 180 kgf (1.77 kN) @ 300 km/h (without rear wing) lift/drag: -0.73:1 EPA Fuel Economy: 10 mpg U.S. city/16 mpg U.S. highway (24 L/100 km and 14 L/100 km)[2] Spider The 360 Spider is Ferrari’s twentieth roadgoing convertible.

The model was regarded a classic even when launched in 2000. Designer Pininfarinas lines are by many regarded as timelessly beautiful and yet sportingly aggressive. The engineers worked hard from the start of the 360 project to lay the foundation for a Spider with exceptional torsional and flexional rigidity.

They had to strengthen the sills, stiffen the front of the floorpan and redesign the windscreen frame. The rear bulkhead had to be stiffened to cut out engine noise from the cabin. The convertible’s necessary dynamic rigidity is provided by additional side reinforcements and a cross brace in front of the engine. Passenger safety is ensured by a strengthened windscreen frame and roll bars. The 360 Spider displays a curvilinear waistline. The fairings imply the start of a roof, and stable roll bars are embedded in these elevations. Due to use of light aluminium constructions throughout, the Spider weighs in with only 60 kg (130 lbs) more than the coupé. With its hood up, the Ferrari 360 Spider looks extremely aggressive. Lowering the hood totally transforms the look. Seen from the side, the 360 Spider resembles a sports racer, a sensation underlined by the length of the rear engine bay, the twin roll bars, the rear fairings and the steep windscreen. As with the Modena version, its 3.6 litre V8 with 400 bhp (300 kW) is on display under a glass hood. The engine – confined in space by the convertible’s top’s storage area – acquires additional air supply through especially large side grills.

The intake manifolds, with the classical Ferrari covers, cuddle up to each other between the air supply conduits in the Spider engine compartment, as opposed to lying apart as with the Mondena. Despite the car’s mid-mounted V8 engine Ferrari’s engineers found a way of creating a hood that automatically folds away inside the engine bay, thus ensuring purity of line. The top canopy of crease free material comes in black, blue, grey and beige.

The striptease from a closed top to an open-air convertible is a two-stage folding-action that has been dubbed “a stunning 20 second mechanical symphony”. After a short to and fro, the entire top disappears into a closed storage area between the seating and the engine.

The interior of the Spider is identical to the coupé. Dimensions Overall: length 4477 mm (176.3 in) Overall: width 1922 mm (75.7 in) Height: 1235 mm (48.6 in) Wheelbase: 2600 mm (102.3 in) Front track: 1669 mm (65.7 in) Rear track: 1617 mm (63.6 in) Weight: 1350 kg (2976 lb) Curb weight: 1450 kg (3197 lb) Weight distribution: 42/58% front/rear Fuel capacity: 95 L (25.1 US gal) Challenge Stradale The Challenge Stradale is a more track day focused car than the Modena, it was inspired by the challenge racing series and can be thought of as a Challenge car for the road. Ferrari engineers designed the car from the outset with 20% track day use in mind and 80% road use. With only a small 25 bhp (19 kW) improvement in engine power from the Modena but with substantially improved power to weight ratio, the Challenge Stradale accelerates from 0 to 100km/h (62mph) in just 4.1 seconds. In total, the CS is up to 110 kg (243 lbs) lighter than the standard Modena if all the lightweight options are specified such as deleted radio, lexan side windows and fabric cloth (instead of the leather option). As much as 94 kilos (207 lbs) was taken off on the bodywork by stripping the interior carpets, lighter weight bumpers, carbon mirrors and the optional Modena carbon seats becoming standard. The engine and transmission weight was slimmed down 11kg (24 lbs) through the use of a smaller, lighter weight sports (yet still stainless steel) exhaust back box and valved exit pipes.

There are a lot of subtle (and some not so subtle) styling differences between the Challenge Stradale and the standard Modena. These include Visual Differences 19″ BBS Challenge Styled Alloys with Titanium wheel bolts Large Diameter Carbon Ceramic Brakes Carbon-fibre side mirrors Updated front and rear bumpers Pair of rear bumper diffusers Sharper side skirts Plexi-glass rear window Lower ride height on Titanium springs Lighter weight challenge grille (black metal mesh) made from Aluminium Challenge Stradale badging on rear grille Optional Tri-colour Racing Stripe The car also had the optional carbon racing seats (available in 3 sizes, small, medium and large) which are noticeable from the outside to complement the interior detailin Interior Differences New instrument dials with a yellow rev counter and carbon fibre surround Carbon Fibre door panels Carbon Centre Console Fabric Dashboard with deleted stereo and glovebox New Steering wheel with optional coloured racing ring Dimensions Overall length: 4477 mm (176.3 in) Overall width: 1922 mm (75.7 in) Height: 1199 mm (47.2 in) Wheelbase: 2600 mm (102.4 in) Front track: 1669 mm (65.7 in) Rear track: 1617 mm (63.7 in) Curb weight: 1180 kg (2601 lb) Fuel capacity: 95 L (25.1 US gal) Performance 0–100 km/h (62 mph): 4.1 s[3] Top Speed : 300 km/h (186 mph)[3] downforce: about 270 kgf (2.6 kN) @ 300 km/h (without rear wing) lift/drag: about -1.1:1 The Challenge was a track only car.

It was a non-road legal variant of the Modena that shed 120 kg of weight by use of carbon fibre and stripping out of all of the road car’s luxuries such as leather interior coverings, electric windows and mirrors. The car boasted a fully stripped out racing interior with full integrated welded in roll cage and fire extinguisher. Lightweight BBS 18″ alloys, challenge rear grille and plexi-glass rear engine cover cosmetically distinguished the car from the standard 360. The Modena’s advanced electronic suspension system with integrated ASR was dropped in favour of conventional racing Boge dampers. These changes lowered the car by an inch over the Modena while removing the electronic safety net of the road going car.

The engine performance was left the same as the Modena (at 400 bhp) with the focus on handling, weight reduction and weight balance improvements. The Challenge was only available in F1 automatic variant, no manual cars were produced. The biggest differences in driving were attributed to the weight reduction and massive handling improvements through the use of uprated stiffer springs and uprated aluminium suspension flamblocks (bushes).

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April 17, 2009

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