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Learn to build website, create iPhone and Android Apps, code with Ruby on Rails and PHP, or start an business : http://teamtreehouse.com
Update 2024-04-04: Added 5 million mid-2011 posts from the k47 post dump. Browse (mostly) them here.
Update 2024-04-07: Added ~400 October 2003 posts from 4chan.net. Browse them here.
Welcome to Oldfriend Archive, the official 4chan archive of the NSA. Hosting ~170M text-only 2003-2014 4chan posts (mostly 2006-2008).
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Who here just fucking hates Google & Microsoft?
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Turbocharger Refresher
Wheels at work
Exhaust-driven turbine wheel spins its "attached" compressor wheel to turbocharge the engine's output.
For or internal combustion to take place, fuel needs oxygen, the source of which is atmospheric air. During the intake stroke (as the piston descends within the cylinder), the mass of air inducted is strictly at ambient pressure. Cylinder volume is a physical constant, but the mass of air that fills any space is a function of pressure. Hence, the higher the pressure, the greater the mass of air that can occupy any given volume, simply because air is compressible.
A device that "blows" air into the cylinder would enable more air-mass to be squeezed inside said cylinder than by natural aspiration alone. This concept of forcing air into the cylinder to achieve greater than 100 per cent volumetric efficiency at a given ambient pressure is termed "supercharging".
The device mentioned in the previous paragraph is called a compressor. It can be driven by an electric motor, or mechanically by a belt off the crankshaft. The turbocharger, however, relies neither on a motor nor a belt. Instead, a turbo compressor is driven by a shaft-connected turbine, which is made to spin by the hot, fast-flowing exhaust gases of combustion. In theory, then, turbo-supercharging (to use the "correct" technical term) consumes no energy on its own since exhaust gases are waste products of the internal combustion process.
Hot and bothered
Turbocharging, though highly effective, isn't as simple as it sounds. Heat is turbocharging's biggest complication. Compressed air, especially if it flows from an exhaust gas-driven device, experiences a significant rise in temperature. Not only does this mean a drop in the density of said air, it also causes pre-ignition of the air-fuel mixture in the combustion chamber - a phenomenon that frequently leads to stress failure in the cylinder head (and sometimes even the engine block).
It was essentially for this reason that the grand-daddies of turbo engines were designed with ridiculously low compression ratios - 6.5 to 1 in the case of Porsche's 930 Turbo. This alleviated the pre-ignition problems, but the downside was lethargic pre-boost performance, better known as turbo lag.
The turbo motor would be relatively lethargic till about 3000rpm, but the surge that came thereafter more than made made up for lost time. Porsche later incorporated something called an intercooler into the 930's engine plumbing. It is basically a heat exchanger, which works like a radiator to cool the compressed air as it flows into the intake manifold. This allows the engine to run a slightly higher compression ratio and increases the density of intake air.
The turbo today
While performance continues to be a major incentive to force-feed engines using a turbocharger, tremendous progress in the capabilities of both hardware and software has realised huge gains in fuel consumption and exhaust emissions, too.
Arguably the greatest effect the turbo has had on the automotive industry is "downsizing", or the reduction of engine cubic capacity.
Volkswagen's 1.4-litre TSI engine is a perfect example of the modern, small capacity turbocharged engine.
There's no turbo lag or overheating, just plenty of smooth torquey performance that belies the quoted 122bhp, thanks to a full 200Nm of torque available between 1500rpm and 4000rpm. The 1.4LVW's sprightly mid-range acceleration feels more like that of a 2-litre, but when it comes to average mileage, the figures are closer to those of a naturally aspirated 1.2-litre. It's the proverbial best of both worlds, on wheels.
The turbo tomorrow
Today's state-of-the-art turbo engines deliver performance, economy and driveability that their naturally aspirated cousins of a similar capacity cannot match. With turbo technology continuing to improve, future turbocharged engines are likely to be even better than the ones we have right now.
Wheels at work
Exhaust-driven turbine wheel spins its "attached" compressor wheel to turbocharge the engine's output.
For or internal combustion to take place, fuel needs oxygen, the source of which is atmospheric air. During the intake stroke (as the piston descends within the cylinder), the mass of air inducted is strictly at ambient pressure. Cylinder volume is a physical constant, but the mass of air that fills any space is a function of pressure. Hence, the higher the pressure, the greater the mass of air that can occupy any given volume, simply because air is compressible.
A device that "blows" air into the cylinder would enable more air-mass to be squeezed inside said cylinder than by natural aspiration alone. This concept of forcing air into the cylinder to achieve greater than 100 per cent volumetric efficiency at a given ambient pressure is termed "supercharging".
The device mentioned in the previous paragraph is called a compressor. It can be driven by an electric motor, or mechanically by a belt off the crankshaft. The turbocharger, however, relies neither on a motor nor a belt. Instead, a turbo compressor is driven by a shaft-connected turbine, which is made to spin by the hot, fast-flowing exhaust gases of combustion. In theory, then, turbo-supercharging (to use the "correct" technical term) consumes no energy on its own since exhaust gases are waste products of the internal combustion process.
Hot and bothered
Turbocharging, though highly effective, isn't as simple as it sounds. Heat is turbocharging's biggest complication. Compressed air, especially if it flows from an exhaust gas-driven device, experiences a significant rise in temperature. Not only does this mean a drop in the density of said air, it also causes pre-ignition of the air-fuel mixture in the combustion chamber - a phenomenon that frequently leads to stress failure in the cylinder head (and sometimes even the engine block).
It was essentially for this reason that the grand-daddies of turbo engines were designed with ridiculously low compression ratios - 6.5 to 1 in the case of Porsche's 930 Turbo. This alleviated the pre-ignition problems, but the downside was lethargic pre-boost performance, better known as turbo lag.
The turbo motor would be relatively lethargic till about 3000rpm, but the surge that came thereafter more than made made up for lost time. Porsche later incorporated something called an intercooler into the 930's engine plumbing. It is basically a heat exchanger, which works like a radiator to cool the compressed air as it flows into the intake manifold. This allows the engine to run a slightly higher compression ratio and increases the density of intake air.
The turbo today
While performance continues to be a major incentive to force-feed engines using a turbocharger, tremendous progress in the capabilities of both hardware and software has realised huge gains in fuel consumption and exhaust emissions, too.
Arguably the greatest effect the turbo has had on the automotive industry is "downsizing", or the reduction of engine cubic capacity.
Volkswagen's 1.4-litre TSI engine is a perfect example of the modern, small capacity turbocharged engine.
There's no turbo lag or overheating, just plenty of smooth torquey performance that belies the quoted 122bhp, thanks to a full 200Nm of torque available between 1500rpm and 4000rpm. The 1.4LVW's sprightly mid-range acceleration feels more like that of a 2-litre, but when it comes to average mileage, the figures are closer to those of a naturally aspirated 1.2-litre. It's the proverbial best of both worlds, on wheels.
The turbo tomorrow
Today's state-of-the-art turbo engines deliver performance, economy and driveability that their naturally aspirated cousins of a similar capacity cannot match. With turbo technology continuing to improve, future turbocharged engines are likely to be even better than the ones we have right now.
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Is it possible for a computer to send data to an Arduino connected as a serial device via the windows command line? i.e: Is there a command line function that can send data retreived via the command line directly to the Arduino. So for example I could run "tasklist" and have it send the results straight to my Arduino for future parsing.
So, exactly how the info is saved and parsed will partly depend on the method used to retrieve the data. I guess the important question here is: is it possible?
So, exactly how the info is saved and parsed will partly depend on the method used to retrieve the data. I guess the important question here is: is it possible?
Quoted By:
so
i have a bunch of servers
is there any way i could write a simple script to get cpu, ram, disk and network usage for all three machines?
i know basic c++ and python, am obviously going to learn more soon if there is a viable option
i have a bunch of servers
is there any way i could write a simple script to get cpu, ram, disk and network usage for all three machines?
i know basic c++ and python, am obviously going to learn more soon if there is a viable option
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Anyone got a concise explanation of how this video shows that wand #1 isn't really jumping a 1" air gap but instead going through the carpenters tape glue?
https://www.youtube.com/watch?v=E-XehfUlGK4
https://www.youtube.com/watch?v=E-XehfUlGK4
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Is it possible to hook 3 ubuntu, 2 mac snow leopards, and 5 windows 7 computers together, and have software running on a server with windows 2008 r2 that hosts all the software they need? The computers are split up into two building, what kind of equipment would I need to connect them all?
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Secure smartphone out soon
WASHINGTON - It is a fully encrypted smartphone which aims to foil snooping governments, industry rivals and hackers.
It is also a sleek, attractive device that fits in your pocket and can impress friends and colleagues, according to its makers.
The Blackphone is set to be released next month by secure communications firm Silent Circle and Spanish-based manufacturer Geeksphone, amid concern over revelations about vast US surveillance of data and telephony.
But Silent Circle chief executive Mike Janke said his company was working on the handset even before last year's revelations about the wide-ranging United States National Security Agency programmes, leaked by former contractor Edward Snowden.
"We did this because there was a problem that was not being solved - secure communications," Mr Janke said in an interview.
Silent Circle was formed in 2011, and last year, it launched apps and other services which allow smartphone and PC users to send encrypted messages and videos.
The Blackphone is an extension of that effort, said Mr Janke, a former US Navy Seal Who co-founded the firm with other ex-Seals and Silicon Valley cryptographic experts.
"We offer completely encrypted, peer-to-peer communications. We have encrypted video, encrypted text and secure voice-over-Internet-protocol calls," he said.
Silent Circle customers include major global corporations, human rights activists and even the Tibetan government in exile.
Because of its work, he said, "almost all of the major smartphone manufacturers came to us" to work on a more secure smartphone.
AGENCE FRANCE-PRESSE
WASHINGTON - It is a fully encrypted smartphone which aims to foil snooping governments, industry rivals and hackers.
It is also a sleek, attractive device that fits in your pocket and can impress friends and colleagues, according to its makers.
The Blackphone is set to be released next month by secure communications firm Silent Circle and Spanish-based manufacturer Geeksphone, amid concern over revelations about vast US surveillance of data and telephony.
But Silent Circle chief executive Mike Janke said his company was working on the handset even before last year's revelations about the wide-ranging United States National Security Agency programmes, leaked by former contractor Edward Snowden.
"We did this because there was a problem that was not being solved - secure communications," Mr Janke said in an interview.
Silent Circle was formed in 2011, and last year, it launched apps and other services which allow smartphone and PC users to send encrypted messages and videos.
The Blackphone is an extension of that effort, said Mr Janke, a former US Navy Seal Who co-founded the firm with other ex-Seals and Silicon Valley cryptographic experts.
"We offer completely encrypted, peer-to-peer communications. We have encrypted video, encrypted text and secure voice-over-Internet-protocol calls," he said.
Silent Circle customers include major global corporations, human rights activists and even the Tibetan government in exile.
Because of its work, he said, "almost all of the major smartphone manufacturers came to us" to work on a more secure smartphone.
AGENCE FRANCE-PRESSE
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Woodworking Plans & Projects - Custom Woodworking Carpentry : http://www.tedswoodworking.com
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What is a good way to mess up a ipb forum?
