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Checklist: Setting up Password Synchronization for use with standalone UNIX hosts

2008-03-19T08:24:00.001Z

Configuring Windows systems

Step	Reference
Read about Password Synchronization.	Password Synchronization Concepts
Log on as a member of the Administrators group.
Install Password Synchronization on the appropriate Windows-based computers. If the passwords of local accounts on a server are to be synchronized, install Password Synchronization on the server. If Windows domain passwords are to be synchronized, install Password Synchronization on all domain controllers.	Install Password Synchronization
Change the encryption key.	Set the default encryption key
Change other settings, as needed.	Configure Password Synchronization
Add UNIX computers with which passwords will be synchronized. If you want to use nondefault values, specify values for the port number, encryption key, or both.	Add and remove computers for synchronization
Ensure that the Password Synchronization configurations on all domain controllers in the domain are identical.

Configuring UNIX systems

Step	Reference
Install and configure the Password Synchronization single sign-on daemon (SSOD) on all UNIX computers with which passwords will be synchronized. Be sure to change the default encryption key in the sso.conf file to match the Password Synchronization encryption key set in previous steps before copying it to the UNIX computers.	Install the Password Synchronization daemon
Specify which users will and will not be allowed to synchronize passwords.	Controlling password synchronization for user accounts
Start the Password Synchronization daemon.	Start the Password Synchronization daemon
Install and configure the Password Synchronization pluggable authentication module (PAM) on all UNIX computers from which password changes are to be synchronized with Windows passwords.	Configure UNIX Computers for UNIX-to-Windows Synchronization

http://technet2.microsoft.com/windowsserver/en/library/46a52226-c964-4934-aa5d-07211e66a49d1033.mspx?mfr=true

Running application servers from a non-root user

2008-03-19T08:23:00.000Z

By default, each base WebSphere Application Server node on a Linux and UNIX platform uses the root user ID to run all application server processes. However, you can run all application server processes under the same non-root user and user group. This task describes how to run an application server process from a non-root user.

Before you begin

If global security is enabled, the user registry must not be Local OS. Using the Local OS user registry requires the Application Server to run as root. Refer to Local operating system user registries for details.
If you are running WebSphere Application Server on an AIX or Solaris operating system, and you previously run WebSphere Application Server using the root user ID, you must delete any semaphores and shared memory segments that are held by root other and mqm mqm before you change your configuration to run WebSphere Application Server as non-root user. If semaphores and shared memory segments that are held by root other and mqm mqm exist when you start WebSphere Application Server as non-root user, the Java™ Message Service (JMS) JMSServer might not start.
To determine if there are semaphores and shared memory segments that are held by root other and mqm mqm, issue the following command:
```
ipcs
```
If messages, similar to the following messages, are displayed, you have semaphores and shared memory segments that are held by root other and mqm mqm.
```
m    131073    0xe4663d62 --rw-rw-rw-   root  other
m         7         0x0d001334 --rw-rw-rw-   mqm mqm
....
s    262144   0x58000910 --rw-rw-rw-    root   other 
```
Issue the following command to delete each of these semaphores and shared memory segments before you set up WebSphere Application Server to run as non-root user:
```
ipcrm -m  memory_segment_id 
```
For example, to delete the semaphores and shared memory segments identified in the preceding messages, issue the following commands:
```
ipcrm -m 0xe4663d62
ipcrm -m 0x0d001334
ipcrm -s 0x58000910
```
After you remove the semaphores and shared memory segments, reboot the operating system and then perform the following steps to set up WebSphere Application Server to run as non-root user.

Why and when to perform this task

For the following steps, assume that:

was1 is the user ID that you use to run WebSphere Application Server.
wasgroupis the primary user group for user was1.
mqm is another user group for user was1
mqm and mqbrkrs are user groups that are associated with the Java Message Service (JMS) provider that WebSphere Application Server provides.
wasnode is the node name.
server1 is the Application Server.
/opt/WebSphere/Appserver is the installation root.

Steps for this task

Log on to WebSphere Application Server as the root user.
Create the user ID was1 with a primary user group of wasgroup.
The user ID, was1, is an example. You can name the user something else. The user group, mqm, is one of the required user groups for the JMS provider that WebSphere Application Server provides. Do not change this name.
If you are using the JMS provider that WebSphere Application Server provides, add was1 to groups mqm and mqbrkrs.
The user group, mqbrkrs, is one of the required user groups for the WebSphere messaging provider. Do not change this name.
The user group, wasgroup, is an example. You can name this user group something else.
Log off and back on as root.
Start server1 as root.
Run the startServer.sh script from the /bin directory of the installation root:
```
startServer.sh server1
```
Specify user and group ID values for the Run As User and Run As Group settings for a server:
1. Start the administrative console.
2. Go to the Process execution page of the administrative console.
  You must define all three properties in the following table. Click Servers > Application Servers > server1 > Process Definition > Process Execution and change all of the following values:
  
  Property Value
  
  Run As User was1
  
  Run As Group wasgroup
  
  UMASK 002
3. Click OK.
4. Save the configuration.
Stop the Application Server.
Use the stopServer.sh script from the /bin directory of the installation root:
```
stopServer.sh server1
```

Property	Value
Run As User	was1
Run As Group	wasgroup
UMASK	002

Change file permissions as the root user.

The following example assumes that the installation root directory of the WebSphere Application Server is /opt/WebSphere/AppServer.

Note: When you use the chown command to change the owner of JSPs that are already complied and reside in the temp directory, the CPU does not have to continuously recompile these JSP. If you do not issue this command, you should delete the application temp directory to lower CPU usage.

chown was1:wasgroup /opt/WebSphere/AppServer/temp
chgrp wasgroup /opt/WebSphere
chgrp wasgroup /opt/WebSphere/AppServer
chgrp -R wasgroup /opt/WebSphere/AppServer/config
chgrp -R wasgroup /opt/WebSphere/AppServer/logs
chgrp -R wasgroup /opt/WebSphere/AppServer/properties
chgrp -R wasgroup /opt/WebSphere/AppServer/wstemp
chgrp -R wasgroup /opt/WebSphere/AppServer/installedApps
chgrp -R wasgroup /opt/WebSphere/AppServer/temp
chgrp -R wasgroup /opt/WebSphere/AppServer/tranlog
chgrp -R wasgroup /opt/WebSphere/AppServer/cloudscape
chgrp -R wasgroup /opt/WebSphere/AppServer/recoveryLogs
chgrp -R wasgroup /opt/WebSphere/AppServer/bin/DefaultDB
chmod g+wr /opt/WebSphere
chmod g+wr /opt/WebSphere/AppServer
chmod -R g+wr  /opt/WebSphere/AppServer/config
chmod -R g+wr /opt/WebSphere/AppServer/logs
chmod -R g+wr /opt/WebSphere/AppServer/properties
chmod -R g+wr /opt/WebSphere/AppServer/wstemp
chmod -R g+wr /opt/WebSphere/AppServer/installedApps
chmod -R g+wr /opt/WebSphere/AppServer/temp
chmod -R g+wr /opt/WebSphere/AppServer/tranlog
chmod -R g+wr /opt/WebSphere/AppServer/cloudscape
chmod -R g+wr /opt/WebSphere/AppServer/recoveryLogs
chmod -R g+wr /opt/WebSphere/AppServer/bin/DefaultDB

If you are running the JMS provider that WebSphere Application Server provides, delete the default queue manager for the Application Server.
Run the deletemq.sh script as root from the /bin directory of the installation root directory. For example, assuming that the node name is wasnode:
```
deletemq.sh wasnode wasnode server1
```
Log on to the Application Server system as was1.
If you are running the JMS provider that WebSphere Application Server provides, create the queue manager and the broker for the JMS provider that WebSphere Application Server provides.
Run the createmq.sh script as was1 from the /bin directory of the installation root. For example, assuming that the node name is wasnode:
```
createmq.sh /opt/WebSphere/AppServer wasnode wasnode server1
```
Start server1 as was1.
Run the startServer.sh script from the /bin directory of the installation root:
```
startServer.sh server1
```
If running the JMS provider that WebSphere Application Server provides, verify that the MQ queue is running.
Run the dspmq command from the /bin directory of the installation root:
```
dspmq
```
The name of the queue is WAS_wasnode_server1 because the JMS provider that WebSphere Application Server provides is running on server1.
If creating another server with a different user ID, follow this procedure again for the new user ID and server name.
The two user IDs must share the same group, wasgroup.

Results

You can start an Application Server from a non-root user.

Managing application servers
Starting servers
Using the administrative console

http://publib.boulder.ibm.com/infocenter/wasinfo/v5r0/index.jsp?topic=/com.ibm.websphere.base.doc/info/aes/ae/trun_svr_nonroot.html

MITSUBISHI CONCEPT X EVO 10

2008-01-03T13:57:00.000Z

WHAT MITSUBISHI HAS TO SAY ABOUT THIS CAR:

Source: Mitsubishi Motors

With an exterior that carries over the full flavor of Lancer Evolution's spartan road machine image and a high quality interior with a functional layout that encourages the driver to concentrate solely on operating his machine, MITSUBISHI Concept-X points to way a new-age Evolution design that is as handsome and purposeful as it is functional.

In the mechanical components department, MITSUBISHI Concept-X mates a turbocharged aluminum cylinder block MIVEC engine to a high-performance 6-speed auto-manual transmission. Extensive use is made of aluminum in the roof, engine hood and other body panels. Chassis performance has been substantially improved with the introduction of Mitsubishi's latest 4WD-based Super All Wheel Control (S-AWC) vehicle dynamics control system. The incarnation of driving pleasure, this highly advanced technical specification makes MITSUBISHI Concept-X a showcase on wheels for Mitsubishi Motors' quintessential road performance technology.

• Design
The team has crafted a form with lines that are purposeful and handsome; a form that symbolizes the New Mitsubishi Motors Design while retaining the spartan performance image that defines the Lancer Evolution series.

Distinguished by its eye-catching oversized grille, the front visage borrows design cues from a jet fighter to hint broadly at the huge quantities of air it draws in and at the car's road-hugging stability. The brand-identifying 3-diamond logo on the leading edge of the engine hood is another distinguishing element of the new-age Evolution design.

The simple and functional layout of the cockpit is put together in a design that encourages the driver to concentrate fully on operating his machine. The design team has spared no effort in developing coloring and lighting that engender a keener competition look to the interior. The black keynote interior color uses silver counterpoints to impart the material look of aluminum and create a more dynamic and athletic looking interior space.

• Powertrain
MITSUBISHI Concept-X is powered by a 2.0-liter 4-cylinder DOHC MIVEC intercooler-turbocharged engine that delivers instant response at all engine speeds with flat torque that keeps pulling up to the red line. MITSUBISHI Concept-X uses a clutchless 6-speed auto-manual transmission that realizes slicker shifting and higher transmission efficiency than a regular manual gearbox. Paddle shifters mounted on the steering column allow the driver to concentrate on his steering better and enable drivers of all abilities to experience the satisfying pleasure of sport driving.

• Body and chassis
The ring-structure frame design realizes a significant increase in body stiffness, while the use of aluminum in the engine hood, trunk lid, fenders, roof and front and rear door panels reduces weight. Reducing weight in the roof and upper parts of the body lowers the center of gravity, while weight reduction in the doors, engine hood, trunk and other peripheral elements reduces the moment of inertia for better steerability. Weight reduction, lowering the center of gravity and reducing the moment of inertia all contribute to better motive performance and better handling.

The suspension features a MacPherson strut at the front and a multi-link arrangement at the rear. Working in concert with Mitsubishi Motors' "Roll Control Suspension" technology, this design delivers very high levels of ride and road holding.

• On-board Multi-Media System
The On-Board Multi-Media System complements the interior design in the way it encourages a dialogue between driver and machine. The high-definition LCD monitor provides a real-time display of vehicle and S-AWC operating status while also displaying on-board navigation system maps and DVD audio controls. Rear seat passengers have their own LCD displays at the back of the front seats that allow them to share with the driver driving-related information and to share the fun-to-drive experience.

• Super All Wheel Control (S-AWC)
MITSUBISHI Concept-X showcases Super All Wheel Control (S-AWC) vehicle dynamics control technology. A further step up the evolutionary ladder of Mitsubishi Motors four-wheel drive traction and handling technology well proven in the Lancer Evolution and other series, S-AWC realizes cutting-edge levels of vehicle dynamics control. Based on Mitsubishi's full-time 4WD system, as used in Lancer Evolution, that is built around ACD*3 and Super AYC*4 component technologies, S-AWC adds Active Brake Control, Active Steering System and Roll Control Suspension technologies to realize a fully integrated system.

• MITSUBISHI Concept-X specifications
Overall length (mm) 4530
Overall width (mm) 1830
Overall height (mm) 1470
Wheelbase (mm) 2650
Track: F/R (mm) 1565 / 1565
Seating capacity 4
Tires 255/35R20
Wheels 20 x 9J

OUR TAKE ON THE 2007 Mitsubishi Concept X EVO 10: Mitsubishi motors unveiled a new sport compact tuner at the Tokyo Autoshow known as the Concept X. Although the name of the vehicle is the Concept X, we suspect the new car will take the place of the EVO X no matter what the chosen name is. We suspect that Mitsubishi will release it as the EVO 10 due to the EVO brand names popularity amont the sport compact and tuning community. The Concept X has an aggressive sports car like styling while still keeping similar lines to the Lancer EVO. Powering the Concept X, we suspect will be the 4 Cylinder 300 Horsepowere turbocharged engine with a six speed sequential manual gear box.

from: http://www.auto-wallpapers.com/mitsubishi/conceptxweb/index.html

Subaru Impreza WRX STi

2008-01-03T13:38:00.000Z

Rabid fans of the Subaru Impreza WRX that we are, there was plenty of salivating at the news that an Impreza WRX STi Type RA Spec C was in the Subaru press fleet. Aside from the incredibly long title, this iteration of the super Scoob has more grunt and less weight than a standard WRX, a recipe that's hard to argue with.

This Japanese-spec, right-hand-drive version of the STi is basically a Group N rally car, without the requisite competition safety equipment. (Indeed, Prodrive in England uses the Type RA as the basis for customer rally cars.) Like the STi, it has a 276-horsepower version of Subaru's familiar turbocharged 2.0-liter horizontally opposed four. With a unique electronic control unit and camshafts, along with a low-friction ball-bearing turbocharger, torque increases to a meaty 283 pound-feet.

Unlike the regular STi, the Type RA has a quicker-ratio steering rack (13:1 as opposed to 15:1), a three-gallon water-spray reservoir for the intercooler, a stiffer sport suspension with beefier anti-roll bars, a mechanical rear limited-slip differential, and a driver-adjustable electronic center diff. The torque split is set at 45/55 percent front/rear but can be changed to 50/50.

To go with the handling and driveline tweaks, the Type RA Spec C went on a 308-pound diet compared with a standard STi, losing things like the undercoating, air bag, radio, air conditioning, and even the passenger's sun visor. In the process, it also gained lightweight glass and a thinner-gauge roof panel and trunk lid. The car we tried was a Type RA Spec C in the sixteen-inch wheel-and-tire configuration, retrofitted with seventeens. Just to confuse everyone, Subaru also offers a Spec C with seventeen-inch wheels, but that model doesn't have the variable center diff.

On the street, the Spec C is about as spunky as small cars get. The turbocharged engine is nowhere near as peaky as a standard WRX's and provides meaningful grunt from 2500 rpm all the way up to the 8000-rpm redline. The steering is quick and accurate, the STi's carryover brakes (with four-piston front calipers) are terrific, and the six-speed manual gearbox is sweet.

Best of all, though, is the handling. This car counters the critics who complain about the WRX's tendency to understeer—which can be combated by lifting off the throttle to rotate the rear. The Spec C grips and goes, and it's easy to neutralize any initial turn-in understeer with a stab on the throttle pedal. Here's a WRX you can power-slide, should the mood take you. For neutral-cornering fans, just lock the center diff.

The ride is on the stiff side of firm, and the lack of creature comforts and sound deadening would make it a torturous everyday driver. Still, it's pure magic on backcountry roads. Even though you will never be able to buy a Spec C at your local Subaru dealer, the car gives a hint of what the dedicated Scooby tuners will do when the STi finally makes it here. Think awesome.

from: http://www.automobilemag.com/reviews/sedans/0303_subaru_wrx_sti_spec_c/index.html

Nissan 350Z

2008-01-03T09:59:00.001Z

Nissan dealers have had a shock. They got used to selling Micras and Almeras straight from stock, and taking ratty Rover Metros or Ford Escorts in part exchange - but now they have to cope with waiting lists and Porsche trade-ins.

The drastic change has been brought about by the 350Z. Already a smash hit in Japan and the US, its UK allocation of 840 units for this year sold out within hours. Research shows the Audi TT tops the list of intended trade-ins, followed by Subaru's Impreza.

Will the owners of serious sports cars be disappointed when their new machines arrive in mid-October? We've sampled the Japanese-spec version before now, but European models have been substantially revised to suit our roads and higher speeds, with more spoilers to improve cooling and airflow.

The interior has been upgraded, too, and now gets an alloy finish to the steering wheel and switchgear, plus some better-grade plastics. It's enough to make an Impreza driver jealous, but the TT remains superior for looks and feel. Still, all the controls fall readily to hand and the seats move electrically, although it's a surprise to find that the wheel adjusts only for height. However, start up the engine and you will soon forget such quibbles, thanks to a satisfying beefy-sounding exhaust burble.

The gearbox has a positive shift, too, and slots between the six ratios with a pleasingly mechanical feel. Floor the accelerator, and anyone familiar with the turbo engines used in the TT and Impreza will be confused. Being normally aspirated, the 350Z's 276bhp V6 pulls instantly through the rev range.

Although turbo-lovers will miss the shove-in-the-back mid-range acceleration of a blown car, the 350Z is certainly not slow. But despite being a V6, the engine isn't that smooth and there is surprising vibration through the controls, especially the gearlever.

For drivers brought up on a diet of front or four-wheel drive, the handling will also require some getting used to. To make sure the model is taken seriously among sports car enthusiasts, the 350Z sends its power to the rear wheels. If you're on a track and fancy a bit of fun, switch the ESP system off and the tail will slide out with little provocation. But if you arrive at a wet roundabout too fast by mistake, there's plenty of grip and the electronics keep you pointing in the right direction. Huge braces linking the suspension struts under the bonnet and rear hatch make the bodyshell super-stiff, too, giving a precise feel to all the controls plus a surprisingly supple ride for a model that has virtually no roll through bends.

Designed from the outset as a 'proper' sports car, the 350Z is far more focused to drive than a TT, and is more fun at everyday speeds than any of the four-wheel-drive turbo saloons. With only 1,300 due in the UK every year - against 5,000 TTs - the Nissan is assured cult status. Just be patient with the poor dealer while he gets used to all the excitement.

More NISSAN 350Z:

From: http://www.autoexpress.co.uk/carreviews/firstdrives/38108/nissan_350z.html

2009 Mercedes SLK-class

2008-01-03T09:43:00.000Z

Debuting in Detroit is Mercedes’ 2009 SLK-class. Don’t get too worked up; this is merely a midcycle refresh that might only be recognized by Benz worshippers and SLK owners.

The exterior changes are exceedingly minor and primarily limited to the plastic front and rear fascias. The biggest change is up front. The snout has been redesigned to look more like the McLaren Formula 1 race car. A cleft air dam mimics the front wing of the F1 car, with new headlights rounding out the changes.

On your way to the rear of the SLK, you might notice the new, larger external mirrors (we told you this was minor stuff). In back, the rear bumper is more sculpted and adds a mock diffuser with larger exhaust tips.

Inside the two-seater are new gauge faces and a new three-spoke steering wheel, and the choices of textures and colors in the dashboard have been streamlined. An updated navigation system with voice-command recognition rounds out the changes.

Fortunately, the ’09 SLK receives a more serious mechanical update. Under the hood of the SLK350 is a direct-injection version of the previous 3.5-liter V-6. The compression ratio jumps to 12.2:1, the redline rises to 7200 rpm, and horsepower jumps from 268 to 301. Mercedes even claims the more powerful engine improves fuel economy by 10 percent. The last SLK350 we tested ran from 0 to 60 in 5.4 seconds. The additional 33 horses should knock a few 10ths off that time.

A new option called direct steering (standard on the SLK55 AMG) will be offered and adds a small transmission into the steering system that changes the ratio depending on steering angle—this is different from BMW’s active-steering system, which changes the ratio depending on steering angle and vehicle speed.

In Europe, a 311-hp version of the new direct-injection V-6 will be available in the not-coming-to-America SL350. The 301-hp version of the V-6 will eventually make its way under the hoods of the E350, CLK350, C350, R350, and ML350 in the next couple of years.

From: http://www.caranddriver.com/autoshows/14454/2009-mercedes-slk-class.html

Mazda RX-8

2008-01-03T06:12:00.000Z

If you're looking for something different in a car, consider the Mazda RX-8. While its radically distinctive styling is unlike that of anything else on the road today, that's not what really makes the RX-8 different. The real difference - hinted at outside, and none too subtly if you know what you're looking at - is under the hood. Where every other internal combustion-powered car on the road today has a reciprocating-piston engine, the RX-8 has a rotary-piston Wankel.

Mazda didn't invent the Wankel engine - it was the life work of Felix Wankel, a German inventor. Although Wankel had the idea for his engine in the 1920s, with the first patent granted in 1936, it wasn't until the 1950s that working engines were first built. With no reciprocating parts, the Wankel rotary-piston engine was remarkably smooth in operation. And it could develop much more power for a given displacement than a regular reciprocating engine, in a far smaller physical package. Forty-five years ago, nearly all automobile manufacturers, and even aircraft engine makers, had licenses to develop Wankel's engine. It was touted as ``tomorrow's power.''

Mazda was the only automaker to succeed with mass production of Wankel engines. For the early Wankel did have some drawbacks. Rotor seals, the equivalent of piston rings in a normal engine, originally had a short life span. Low emissions and fuel consumption were not design goals in the `50s and `60, but became necessities later. Despite their power potential, early Wankels had serious unburned hydrocarbon emissions and poor fuel economy. The emissions regulations and oil crises of the Seventies put an end to most manufacturers' Wankel development.

Mazda's engineers solved those problems, and three generations of RX-7 sports car put rotary performance solidly on the motoring map. By the time the third-generation RX-7 debuted in 1993, it had evolved from medium-performance, high-value fun to an ultra-light, finely-honed, take-no-prisoners sports car with a 255-horsepower twin-turbo engine in a 2800-lb chassis and a high price tag. Sales plummeted, and increasingly stringent emissions regulations seemed to mean the end of the Mazda Wankel.

Seemed to. The RX-7 soldiered on in Japan for a while. And then, in 1999 the ``RX-Evolv'' concept car was shown at the Tokyo Motor Show. It was a distinctive-looking, very angular sports coupe with a difference - it was a 2+2 featuring four doors, with the rear doors rear-hinged and front-opening in the manner of those found on the sides of pickup cabs. And under the hood was a Wankel. Would this mean a new RX-7?

It was too different to be the fourth-generation RX-7. But, with few changes, it did become the RX-8 when it made its American debut last model year. With real room for four and a much lower price point than the last RX-7, the RX-8 is aimed at a much broader clientele than the 7, but it's still a real sports car. The new twin-rotor engine develops 238 horsepower in the manual transmission model, without turbocharging, or 197 hp with an automatic. Second-year changes are minor, limited to a new ``Whitewater Pearl'' color choice and available Sirius(r) satellite radio.

I've just finished a week with a manual-shift RX-8 and found it to have a fine, and most unusual, combination of sports car performance and looks and compact sedan space. It is a unique machine, and Mazda is to be commended for developing the rotary-piston engine that is the RX-8's heart and soul.

APPEARANCE: There is nothing else on the road like the the RX-8. Many different shapes comprise its multi-mass styling, but the overall result is cohesive. The front, with its separate fenders and protruding interpretation of the Mazda pentagonal grille, evokes images of the last of the front-engined sports-racing cars of the early 1960s, but taken as a whole, the design is ultra-contemporary. In profile, it exhibits a classic wedge shape, with a low hood and high trunk lid. Unlike a regular sports coupe, the passenger cabin is a major element of the RX-8's look, and it is almost limo-formal, with plenty of height over the rear seat. With the base of the windshield at the rear of the front wheels, and the base of the backlight near to the rear of the car, it's difficult to tell whether the car is front- or mid-engined. Such are the advantages of the Wankel's small size - it's in front, but placed toward the center of the car. The triangular Wankel rotor shape makes itself known in the hood, and both front and rear lower bumper fascias.

COMFORT: The RX-8 departs far from the sports coupe norm in passenger accommodation. The genre is notorious for rear seats that are better-suited to suitcases than humans over the age of 10. The RX-8 is different. With no central ``B'' pillar, access is easy for all four passengers. If four six-footers aren't quite in the design spec, a five-eight person can fit comfortably behind a six-foot front passenger. All four seats are comfortably-padded and bolstered for support in spirited driving - and check out the Wankel-rotor shaped inserts in the front headrests. A rear-facing child seat can be installed in the rear. Make no mistake, the RX-8 is a driver's car, with very good instrumentation and near-perfect positioning of the controls. For convenience, both front and rear passengers have small storage boxes and cupholders in the center console, and there is a passthrough to the trunk. Trunk space is almost at a compact sedan size. The RX-8 is as useful around town as it is fun to drive on the open road, and can easily be an only car, not just a weekend toy.

SAFETY: Active safety equipment includes four-wheel vented antilock disc brakes and available dynamic stability control. Passive safety features include front, front side, and side curtain airbags, a front crumple zone, and anti-whiplash seats. The RX-8 was the only car of 68 tested by NHTSA to receive a five-star rating in a rollover test.

RIDE AND HANDLING: The Wankel engine's small size and light weight allow it to be placed low far back in the chassis, in what Mazda calls ``an advanced front-midship'' layout. This, and a fuel tank ahead of the rear axle, centralize the car's mass and for perfectly-balanced 50/50 weight distribution. Despite the large door openings, the chassis is much more rigid than that of the last RX-7, providing a solid mount for the aluminum-intensive fully-independent double wishbone front, multilink rear suspension. Even with the stock suspension calibration, as on my test car, there is no doubt that an RX-8 is a sports car. At everyday speeds, relatively soft spring rates give good ride comfort, although damping is a bit firm. Push harder, and the RX-8 gets happier. When the suspension is worked hard, it works it best, and with its wide, sticky ultra-low profile tires and excellent electrically-assisted rack and pinion steering, the RX-8 gets down the road in the manner of a classic sports car - even with three passengers. A firmer sports suspension is available for the performance-oriented.

PERFORMANCE: Hummmmmmmm. Ah, the unique sound of the rotary-piston engine. The RX-8's 1.3-liter 13B twin-rotor example goes from a tenor hum at lower speeds to a frenetic shriek (suitably muted for civilized operation, of course) at the 9,000-rpm redline. While power is adequate down low, the engine is best kept above 4,000 rpm for optimum performance. This is not a problem with the short-throw six-speed gearbox that is standard fare. Power builds in a linear manner, with a moderate top-end rush, and because there are no reciprocating engine parts, the engine is exceptionally smooth. And power there is, with 238 horsepower at 8500 rpm and 159 lb-ft of torque at 5500 rpm - from 80 naturally aspirated cubic inches, mind you. No turbo necessary. The four-speed automatic transmission model features a retuned engine, with more torque - 164 lb-ft at 5000 rpm - and less power, 197 hp at 7200 rpm, to work better with the automatic.

CONCLUSIONS: Mazda keeps the Wankel faith with the RX-8.

SPECIFICATIONS
2005 Mazda RX-8

Base Price   $ 26,875
Price As Tested   $ 31.685
Engine Type   2-rotor Wankel rotary-piston
Engine Size   1.3 liters / 80 cu. in.
Horsepower   238 @ 8500 rpm
Torque (lb-ft)   159 @ 5500 rpm
Transmission   6-speed manual
Wheelbase / Length  106.6 in. / 174.3 in.
Curb Weight   3029 lbs.
Pounds Per Horsepower  12.7
Fuel Capacity   15.9 gal.
Fuel Requirement  91 octane unleaded premium gasoline
Tires    P225/45 WR18 Dunlop SP Sport 8096m
Brakes, front/rear  vented disc / vented disc,
    antilock standard
Suspension, front/rear  independent double wishbone /
     independent multilink
Drivetrain   front engine, rear-wheel drive

PERFORMANCE
EPA Fuel Economy - miles per gallon
city / highway / observed  18 / 24 / 20
0 to 60 mph    6.0  sec

OPTIONS AND CHARGES
Grand Touring package - includes:
Bose(tm) audio, leather-trimmed seats, 8-way power
driver's seat with lumbar support, heated front seats,
Homelink, day/night mirrors, tilt & slide moonroof,
heated mirrors, xenon headlamps, foglamps,
DSC stability control    $ 4,250
Delivery charge     $   560

Source: http://www.theautochannel.com/news/2005/06/10/119200.html

MOTO Q™ music 9m

2008-01-03T01:29:00.001Z

MOTO Q™ music 9m
The perfect marriage of high-tech features, the MOTO Q™ music 9m combines the music and messaging features usually found in multiple devices in one slim design. So get going. Get connected, and don't forget the music!

Music player with VCAST™ for instant over-the-airdownloads, so you can rock out to the songs you want, wherever and whenever you want¹
Multitask - listen to music while you email or surf the Web¹
Slim, stylish design
Two home screens providing one touch access for all multimedia or messaging needs¹-one for play and one for connecting
Cellular and Wi-Fi Internet connectivity¹
Supports personal email accounts such as Hotmail®, Gmail®, Yahoo!® and AOL® ¹
Stay in touch with email and text messaging¹
Shoot pictures and video and send them in a multimedia message¹
Optimized QWERTY keyboard for fast, accurate typing
Up to 4 GB removable memory
Fully loaded with Windows Mobile® 6

What you get:

MOTO Q™ music 9m phone
Lithium Ion Battery
Battery Door
Charger
Carrying Case
Memory Card
CD ROM
User Manual

Source: http://www.store.motorola.com/mot/en/US/adirect/motorola?cmd=catProductDetail

MOTORAZR 2™ V9

2008-01-03T01:28:00.001Z

From the moment it launched, the MOTORAZR didn't just break new ground. It redefined the way we talk. Now, Motorola is poised to redefine greatness again. The MOTORAZR² V9 is on a whole new level of sophistication. It takes the impossibly sleek and thin profile and makes it even slimmer. It packs a powerhouse of features into a strong stainless steel structure. All told, the phone that has forever captivated is now about to mesmerize.

CrystalTalk™ improves the clarity and intelligibility of speech while you are in a noisy environment. Consumers want clear, natural-sounding phone calls in noisy places like airports, pubs, streets, or football games. CrystalTalk™ is able to automatically adjust the audio quality based on ambient noise conditions to provide the optimal conversational experience. By adapting the device's sound characteristics to improve intelligibility and articulation, CrystalTalk™ maximizes speech clarity in noisy environments.

Summary of Key Features:

Crystal Talk™ for improved audio quality
Thin and strong sculpted body with vacuum metalized finish
2 MP camera with 8x zoom
Stereo Bluetooth® wireless capable
AT&T Mobile Music with one-touch access
Digital audio player - supports MP3, WMA, EAAC+, Real, WAV
Picture and Video Messaging - Send photos, video and more
Instant messaging - AOL®, Yahoo!®, & Windows Live®
High-speed data access via broadband 3G network
Large 2.2" internal and 2.0" external color displays
microSD™ removable memory card capacity
Opera browser for full HTML web surfing

What you get:

MOTORAZR 2™ V9 Phone
Lithium Ion Battery
Battery Door
Travel Charger
Adapter
User Manual

Source: http://www.store.motorola.com/mot/en/US/adirect/motorola;jsessionid=9CA506854F07F2BC2A0E7CC4708EC7

MOTORAZR 2™ V8

2008-01-03T01:25:00.000Z

From the moment it launched, the MOTORAZR didn't just break new ground. It redefined the way we talk. Now, Motorola is poised to redefine greatness again. The MOTORAZR² V8 is on a whole new level of sophistication. It takes the impossibly sleek and thin profile and makes it even slimmer. It packs a powerhouse of features into a strong stainless steel structure. All told, the phone that has forever captivated is now about to mesmerize.

CrystalTalk™ improves the clarity and intelligibility of speech while you are in a noisy environment. Consumers want clear, natural-sounding phone calls in noisy places like airports, pubs, streets, or football games. CrystalTalk™ is able to automatically adjust the audio quality based on ambient noise conditions to provide the optimal conversational experience. By adapting the device's sound characteristics to improve intelligibility and articulation, CrystalTalk™ maximizes speech clarity in noisy environments.
Summary of Key Features:

CrystalTalk™ helps deliver crystal clear voice quality in noisy environments
Thin and strong sculpted body with vacuum metalized finish
Large 2.0" QVGA 65k color external display with touch sensitive music keys
Large 2.2" QVGA 65k color internal display
Integrated 2.0 megapixel camera with 4x digital zoom
Messaging via MMS, SMS, Email¹
Streaming audio and video¹; video capture and playback
Stereo Bluetooth wireless technology supporting A2DP profile⁸
Touch-sensitive external music keys

What you get:

MOTORAZR 2™ V8 Phone
Lithium Ion Battery
Battery Door
Charger
Adapter
User Manual

Source: http://www.store.motorola.com/mot/en/US/adirect/motorola;jsessionid=9CA506854F07F2BC2A0E7CC4708EC7

MOTOKRZR™ K1 Blue

2008-01-03T01:23:00.000Z

Motorola MOTOKRZR™ K1 blue unlocked cell phone offers advanced multimedia capabilities and works with all Bluetooth® accessories.

The MOTOKRZR™ K1 blue unlocked cell phone introduces ultra-sleek, next-generation style to the KRZR cell phone family. Innovative and sophisticated with a luxurious finish and detailed craftsmanship, the MOTOKRZR™ K1 cell phone works with all Bluetooth accessories, and is the definitive mobile phone for people with an appreciation for cutting edge design. It delivers rich multimedia functionalities, a broad range of entertainment capabilities, global connectivity4 and more. The unlocked GSM MOTOKRZR™ K1 blue unlocked cell phone is designed to give you an elite, unparalleled wireless experience for use with virtually any GSM service provider, including T-Mobile, at&t and AAAA in the United States.

What you get:

MOTOKRZR™ K1 cell phone (Unlocked GSM)
Battery
Charger
User Manual
One Year Limited Warranty

Display

External: 65K colors, 96 x 80 pixels

Internal: 1.9" 260k TFT, 176x220

Video

Streaming

Playback

Capture

Email Support¹

Yes

Advanced Speech Recognition

Yes

Bands

GSM 850/900/1800/1900

Standby Time²

Up to 350 hours (14.6 Days)

Connectivity

Mini USB

Music Player

Yes

Phonebook

Up to 1000 entries on phone

Built-in Memory

Up to 20MB

Bluetooth

Yes

Form Factor

Clamshell

Carrier

All GSM

Talk Time²

Up to 360 minutes or 6 hours

Dimensions (H x W x D)

4.1 x 1.7 x 0.7 in

Camera

2.0 megapixel camera

Removable Memory

MicroSD removable memory

Weight

3.6oz (102g)

Source: http://www.store.motorola.com/mot/en/US/adirect/motorola?cmd=catProductDetail

MOTOSLVR™ L7c phone

2008-01-03T01:16:00.000Z

Optimized for your entertainment with the MOTOSLVR L7c. It offers a full suite of multimedia features; integrated MP3 player, Location Based Services (LBS)¹, and Bluetooth wireless technology®. Making the MOTOSLVR L7c the premium mobile companion.

Slim Precise Design
Camera with Digital Zoom
Video Recording
Bluetooth® Wireless Technology

What you get:

MOTOSLVR™ L7c Phone
Battery and battery door
Charger
User Manual
Quick Start guide

Source: http://www.store.motorola.com