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Pass4sure 000-234 Practice Test | Lastest Pass4sure Cheat Sheet of IBM 000-234 Test Prep. - alphernet.com.au

000-234 | A IX 5L Performance and Systems Tuning

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000-234 - A IX 5L Performance and Systems Tuning - braindump

Vendor IBM
Exam Number 000-234
Exam Name A IX 5L Performance and Systems Tuning
Questions 128 Q & A
Recent Update December 11, 2018
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000-234 exam Dumps Source : A IX 5L Performance and Systems Tuning

Test Code : 000-234
Test Name : A IX 5L Performance and Systems Tuning
Vendor Name : IBM
Q&A : 128 Real Questions

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IBM IBM A IX 5L

DataMirror iReflect Extends Capabilities to Oracle purposes running AIX 5L on IBM device i | killexams.com Real Questions and Pass4sure dumps

at the start published October 17, 2006

DataMirror a company of precise-time information integration and statistics insurance plan solutions, recently introduced that it has prolonged the capabilities of DataMirror iReflect to enable true-time, bi-directional replication of Oracle software facts working IBM’s AIX 5L operating device on the system i platform. This helps enable agencies to provide high availability and 24/7 company continuity for his or her mission-essential Oracle applications. “agencies are merging their Oracle databases with their equipment i ambiance since it is a strong platform and reduces complete charge of possession,” talked about Lucian Mustatea, vp, research & building, DataMirror Corp. “DataMirror iReflect replicates Oracle applications in actual-time and bi-directionally throughout any platform to develop into both a knowledge insurance policy and information migration solution. consumers can slowly migrate clients as records is replicated between both programs to make certain that their applications are transformed absolutely and be assured that their records is safely included.” 

This BeyeNETWORK news merchandise incorporates guidance from a fresh press unlock by means of the business mentioned.


IBM AIX most useful practices and strategies | killexams.com Real Questions and Pass4sure dumps

a category on the "care and feeding of AIX" mentioned optimum practices that included how greatest to configure the /and so on/netsvc.conf file, making it less demanding to troubleshoot when resolving DNS concerns. It turned into emphasised that this file should still get to the bottom of in the community and thru DNS. the road would examine as such:

'hosts = local , bind'

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# host <ipaddress>

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a further ideal follow turned into to increase the quantity of licensed AIX clients to the optimum. Hmmm, is that felony or moral? really, it's each. IBM now not costs per AIX user, however will continue to enforce the environment for number of licensed users, which defaults to 2 (wonder why?). which you can either use methods administration Interface tool (SMIT) or the following command on the command line to make the change:

# chlicense -u 32767

the new number will become advantageous after the subsequent reboot.

electronic service Agent became also discussed. This free tool resides on POWER5 techniques and is configured from the Hardware management Console (HMC). it be a proactive tool that immediately studies hardware issues to IBM, enabling assist to reach right now on site with the skills and ingredients to get the job finished. As a VAR or methods integrator tasked with supporting a shopper, implementing this device will assist the customer meet their SLAs, so that you can in the end put you in a more robust gentle. Some VARs handiest seem to push bins and stream on to the subsequent client. even if you wouldn't have your own support contract with the customer, when you effectively combine these styles of equipment for them, you're demonstrating that you simply care about their environments -- and that goes a long manner towards repeat company.

There are several ways to enforce the digital service Agent. Use ordinary phone lines through a modem or an internet connection over cozy Sockets Layer (SSL) to call home. either way, there is no excuse for a client no longer to have a completely useful, tested version of the carrier agent.

at last IBM recommends that one should practice a unlock level and at the very least at the least one provider pack per 12 months. unencumber tiers are consistently released twice per year now and repair packs always each three months. Some americans think they deserve to install each carrier pack that comes out. i like to first determine the carrier pack's functionality earlier than identifying whether or now not it is price installing on my whole server farm. The larger the farm the greater possible you're to have several environments (building, look at various and construction) for each system, and the more advanced it is to roll out patches through your whole environments.

one of the crucial best things about Tech school, isn't best the wealth of counsel on all the new innovation, but also the assistance and ideal practices that you just consistently will not see in an IBM Redbook. For the IBM company companion, there's nothing greater then IBM's Tech tuition -- above all when it's in Vegas. :)

concerning the writer: Kenneth Milberg is a programs advisor with his own unbiased consulting enterprise, Unix-Linux options. He has 15 years' value of journey with Unix and Linux methods, in addition to large technical and purposeful experience with AIX, HP, SCO, Linux and Solaris. Milberg holds certifications with IBM (IBM certified systems skilled -- eServer p5 and pSeries business Technical aid AIX 5L V5.3 & IBM licensed expert –HACMP), solar (SCNA,SCSA), HP (HP licensed –HP-UX administration) Cisco (CCNA) and Oracle (OCP-DBO).


Cuyahoga Falls Brings metropolis services on-line With the IBM iSeries and Linux | killexams.com Real Questions and Pass4sure dumps

BOSTON, MA -- (MARKET WIRE) -- 02/15/05 -- LINUXWORLD -- IBM these days introduced that the metropolis of Cuyahoga Falls, Ohio is the use of the ultra-authentic IBM eServer iSeries server working Linux and IBM WebSphere software to supply its residents with new online city services.

by using simplifying its IT environment and relocating some features online, the metropolis will in the reduction of the expenses of administration, permitting it to make investments these saved supplies in further courses for its residents. for example, the metropolis's native agencies and just about 50,000 residents are actually in a position to use its superior website, Cuyahoga Falls on-line (CFO), to enter earnings tax counsel and generate a metropolis of Cuyahoga Falls salary Tax return for the April 15th closing date. moreover, the metropolis will use the iSeries server as the foundation for constructing other online services -- related by WebSphere software -- coming in 2005, including: the potential to view and pay utility bills; practice, pay for and look at building allows; time table inspections; buy passes for its aquatic core; make reservations and join classes at the metropolis's recreational facilities; and reserve tee times at a native golf direction.

"With the city's business development and residential population starting to be greatly over the ultimate five years, it become vital to choose an answer that could proceed to extend crucial features reliably and rapidly at a in your price range," says John Konich, supervisor of assistance methods for the metropolis of Cuyahoga Falls. "The iSeries server has always delivered cost for us and with the option of running dissimilar operating programs -- certainly including Linux -- the new iSeries server offered unmatched merits. we are assured in our alternative as we roll out these additional true-time features for our residents in 2005."

an extended-time iSeries client, the metropolis, working with its IBM company partner Berbee information Networks, added to its iSeries infrastructure by means of deciding to buy the newest generation of the IBM iSeries server -- the eServer i5 550 server, in late 2004 because of right here differentiators:

-- due to the fact that launching an iSeries server in the early 1990s, the metropolis has pronounced negligible downtime due to its IT network. -- The platform present remarkable protection insurance policy corresponding to IDS (Intrusion Detection equipment), which is a important explanation why small and mid-dimension groups, like Cuyahoga Falls, rely on the platform to carry, in some situations, sensitive features and offerings to its ingredients. -- the new i5 550 server simplified the metropolis's IT ambiance with the aid of integrating software akin to Tivoli access manager and WebSphere 5.02 across diverse operating equipment, i5/OS and Linux SUSE v.9. The iSeries system comes with integrated hardware and applications-linked application. The server can run dissimilar operating methods concurrently -- i5/OS, AIX 5L, Linux on power, and Microsoft home windows (via an integrated xSeries Server or an integrated xSeries Adapter).

IBM Tivoli access manager for operating programs will carry a high degree of security for the newly simplified IT environment. The application securely locks down purposes, data on UNIX and Linux operating platforms to aid prevent unauthorized access. This safety potential blocks both insiders and outsiders from unauthorized entry to and use of helpful and personal information.

"Like other main city and state governments, The metropolis of Cuyahoga Falls has introduced Linux to its 'leading road' to without problems deliver essential services to residents," says Peter Bingaman, vp, IBM eServer iSeries. "The iSeries platform operating Linux has allowed the metropolis of Cuyahoga Falls to reduce their IT costs and funnel a few of those rate reductions into developing other on-line features that are constructive to the group. IBM is blissful to deliver such a good suggestion options to valued clientele including govt entities within the U.S. and all over the world."

utility for the new CFO device is equipped by way of SunGard HTE Inc. and Vermont programs. SunGard HTE's group construction and utility billing utility gives native companies and residents the ability to view and pay utility bills; observe, pay for and view building allows for; and agenda inspections.

Cuyahoga Falls, Ohio became situated in 1812. Cuyahoga Falls on-line features are attainable via www.cityofcf.com.

about the IBM eServer iSeries

the world's most accepted server for mid-measurement company operations, the IBM iSeries holds the IT business's biggest installation base for midrange servers. In may additionally 2004, IBM delivered the POWER5 processor for the first time on the iSeries platform, with the eServer i5 server. The iSeries device starts at a single processor and scales as much as a sixty four-manner processor and offers consumers super-integration and hardware compatibility simplifying operations. The iSeries powers hundreds of the world's most commonplace enterprise functions whereas operating diverse working environments, simultaneously cutting back the cost of IT environments so groups can reinvest in boom.

About IBM

IBM is the realm's biggest suggestions know-how enterprise, with eighty years of management in helping organizations innovate. Drawing on resources from throughout IBM and key IBM company companions, IBM presents a wide array of services, solutions and technologies that enable clients, significant and small, to take full skills of the new period of e-company. For greater suggestions about IBM, discuss with http://www.ibm.com.

the following are both logos or registered emblems of foreign business Machines organization within the u.s. or different nations or both: IBM, the IBM e-enterprise emblem, eServer, iSeries, POWER5, Tivoli, and Informix.

All others are logos or registered logos of their respective businesses. Statements concerning IBM's future construction plans and schedules are made for planning functions best, and are subject to change or withdrawal devoid of observe.

Linux is a trademark of Linus Torvalds within the u.s., other countries, or each.

different enterprise, product, or carrier names could be logos or carrier marks of others.

Contact:Colleen HaikesIBM Media members of the family(415) 545-4003chaikes@us.ibm.com




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A IX 5L Performance and Systems Tuning

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Hummers are More Than Just Battlefield Rides! | killexams.com real questions and Pass4sure dumps

a truck driving down a dirt road: Hummdinger 012© Joe Greeves Hummdinger 012

Few vehicles have intrigued automotive enthusiasts more than the legendary Hummer. Ultra-wide with aggressive lines from any angle, the truck’s battlefield heritage is immediately apparent. Originally created by AM General and later marketed by General Motors, the H1 is a civilianized version of the combat Humvee. Much of its bruiser profile is derived from the original MILSPEC requirement for a vehicle capable of following in the tracks and ruts of larger military equipment.

While the vehicles proved their worth in Operation Desert Storm and quickly became a favorite in the off-road community, the problems began when these supersized vehicles hit city streets. Their width makes them difficult to drive, hard to park, and a challenge to fit in the average garage. When oil prices rose, the combination of an underpowered engine and fuel mileage in the single digits contributed to the truck’s demise. Although GM shut down the plant in 2010, a huge number of enthusiasts around the world are still fascinated with this unique vehicle.

a truck driving down a dirt road: Hummdinger 014© Joe Greeves Hummdinger 014

Chas Bruck, a real estate developer in Tampa, Florida, is one of those fans, as well as an avid collector of supercars. He reasoned that a highly modified H1 would be the perfect addition to his collection. Through word of mouth, he learned few builders have more expertise with Hummers than Adam Pela from Xtreme Hummer Performance in Jupiter, Florida. The XHP team has worked with Duramax engines and ECM tuning since 2002 and Duramax-powered H1s since 2012, with dozens of magazine-quality rides to their credit. Adam and Chas sat down to review a long list of upgrades designed to transform the rough H1 into something perfectly at home in Chas’ supercar collection. The craftsmen involved in the yearlong effort created a level of performance and detail that elevates this vehicle to benchmark status in the Hummer community.

a green truck parked on the side of a road: Hummdinger 021© Joe Greeves Hummdinger 021

Modifications to Chas’ ’96 H1 started with the front and rear axles, which were upgraded with aluminum AMC 20 rearend housings fitted with Torsen differentials and 12,000-pound CV halfshafts. After a set of Xtreme Hummer Performance–fabricated shock mounts was added, all four corners were fitted with King Off-Road Racing Shocks remote-reservoir shocks. The custom-baffled aluminum fuel tank is protected with a steel skidplate, and an additional crossmember is welded to the chassis to increase torsional resistance. The truck rolls on 22x12 Special Forces rims from American Force, wrapped in 37x13.50R22 Toyo Open Country Mud Terrain tires.

a tractor parked in the grass: Hummdinger 030© Joe Greeves Hummdinger 030

Making the Hummer’s performance more suitable for the street began with XHP pulling the original 6.5L non-turbo engine and swapping in a more aggressive ’07 6.6L Duramax LBZ. Breathing improvements began with a Danville Performance 65mm Stage 2 turbocharger and Pusher Intakes Super Max intake system with a 3-inch charge tube and Y-bridge assembly. Exergy Performance Sportsman injectors, ported fuel-rail fittings, and a high-performance Sportsman CP3 injection pump provide the air/fuel mix while the ceramic-coated, 4-inch high-flow exhaust downpipe dumps spent gases. Keeping engine temperature in the green is the job of a Griffin aluminum radiator equipped with dual electric fans.

a close up of an engine: Hummdinger 037© Joe Greeves Hummdinger 037

Dmaxswap.com’s ECM tuning resulted in a stout 525 hp. No Zone Diesel reworked the Allison automatic transmission with a Goerend Transmission billet triple-disc torque converter and a heavy-duty NP263-XHD electric-shift transfer case, a combination strong enough to handle 750 hp—so there’s room for future mods.

Hummdinger 016© Joe Greeves Hummdinger 016

To ensure the Hummer stands out from the crowd, XHP performed a series of external modifications that included adding LED headlights, taillights, a roof-mounted lightbar, and power/heated H1 mirrors, as well as an XHP-built front bumper and brushguard to hold a Warn Industries 16,000-pound winch. Since the truck is already a beast, the synthetic cable and Factor 55 Precision Engineering winch accessories will probably see more use helping others out of difficult situations! Moving to the rear, the bed side panels are fitted with additional aluminum bracing to add rigidity, and the inside is sprayed with U-POL Products’ Raptor spray-on lining. The Predator bed rack is a functional addition.

a close up of a motorcycle: Hummdinger 035© Joe Greeves Hummdinger 035

XHP collaborated with Street Metal Concepts in Sanford, Florida, on the exterior and interior. The shop’s sheetmetal and paint experts added a custom aluminum hood scoop and CNC-machined logos and then prepped the truck for paint. The H1’s aluminum body does not lend itself easily to high-end fit and finish, so extra effort is required at every level. In fact, each of the hundreds of rivets in the body were soda-blasted to ensure perfectly smooth panels, then the hood was reshaped with edge extensions using fiberglass resin to ensure tight cut lines. The steel doors were stripped to bare metal and worked over until they were better than new. Once the aluminum panels were media-blasted, the entire truck was sprayed with PPG epoxy paint, followed by catalyzed flexible seam sealer in order to create a surface usually found on high-priced exotics.

a close up of an engine: Hummdinger© Joe Greeves Hummdinger

The final color is a custom mix of ’60s Jaguar British Racing Green and Brooklands Green with additional black toner, followed by multiple urethane clearcoats. The SMC team then moved inside, scrapping most of the original interior and employing CAD modeling techniques along with CNC lasers to create the elegant cabin appointments.

a close up of a car: Hummdinger 024© Joe Greeves Hummdinger 024

The redesigned dash features custom vent housings for the Vintage Air air-conditioning system using hand-fabricated plenums. The distinctive seats feature CNC-machined high-density polyethylene seatbacks. The seats, dash, and Momo flat-bottom steering wheel are upholstered in Moroccan Muted Orange and Dark Charcoal vinyl, stitched by Avant-Garde Design in Palm City, Florida. The H1’s high-tech electronic package begins with a ride controller Bluetooth system that controls all the accessories as well as the audio and video.

an old black car: Hummdinger© Joe Greeves Hummdinger

For the ultimate approach to safety, there are four cameras onboard that look forward, backward, and, when the blinker is activated, to either side. Images are displayed on a pair of LCD screens in the center console. The iPad-controlled stereo features two JL Audio Marine Series amplifiers, eight 6.5-inch component sets, and a pair of 10-inch subs, all housed in CNC-cut, high-density polyethylene enclosures.

Inside, outside, and under the hood, the yearlong effort transformed the truck into a rolling work of automotive art, perfectly suited to take its place among the high-end and off-road vehicles in Chas’ collection.  Hummdinger 001© Joe Greeves Hummdinger 001

Fast Facts Year/Make/Model: ’96 Hummer H1

Owner: Chas Bruck

Hometown: Tampa, Florida

Odometer: 31,000 miles

Engine: 6.6L Duramax LBZ

Fuel: Exergy Performance Sportsman injectors, ported fuel rail fittings, and high-performance Sportsman CP3 injection pump

Air: Danville Performance 65mm Stage 2 turbocharger, Pusher Intakes Super Max intake system, 3-inch charge tube and Y-bridge assembly

Exhaust: Flat-black ceramic-coated 4-inch high-flow downpipe

Transmission: Allison automatic, Goerend Transmissions billet triple-disc torque converter, NP263-XHD electric-shift transfer case

Horsepower: 525 hp

Torque: 950 lb-ft

Tires: 37x13.50R22 Toyo Open Country Mud Terrain

Wheels: 22x12 American Force Special Forces

Suspension: AMC 20 differential housings (front, rear), Torsen torque-sensing differentials, 12,000-pound CV halfshafts, King Off-Road Racing Shocks remote-reservoir shocks

Interior: Custom-upholstered seats, door panels, headliner, and Momo steering wheel; multiple exterior cameras; centrally mounted LCD monitors; iPad controller; JL Audio four-channel and mono amplifiers; 10-inch subwoofers

Fun Fact: The restoration of a Hummer is not for the faint of heart (or pocket), but the results are worth it. Xxtreme Hummer Performance’s Duramax conversion nearly triples the output of the stock drivetrain in this H1

Research the Hummer H1 on MSN Autos | Find a Hummer H1 near you 

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2010 Duramax 4500 Diesel - Inside The 4.5L | killexams.com real questions and Pass4sure dumps

Photo 2/18   |   Why is this man smiling? Because he's Charlie Freese, the man behind the new 4.5L Duramax engine. The 4.5L meets the world's strictest emissions requirements and still manages to produce 310 hp and 520 lb-ft of torque.

We recently attended a seminar on the new 4.5L LMK Duramax that will be making an appearance in light-duty trucks for 2010. This potent mill will not only have at least 310 hp and 520 lb-ft of torque (final figures have yet to be released), but it makes these ratings while meeting stricter emissions regulations. How? With a lot of technology. To get the lowdown on this new tech-heavy engine, we're going to have a Q&A session with our new friend Charlie Freese. Who is Charlie? Well, he's one of the guys who spearheaded the 4.5L buildup, as well as the Executive Director of Diesel Engineering over at GM.

Diesel Power:OK, first comes first. We're sure most people are wondering about the switched intake and exhaust arrangement on this engine. Why did you choose to mount the turbo in the middle and have the intakes on either side, rather than just building an engine the "traditional" way?

Charlie Freese:The inboard exhaust configuration is a unique design characteristic. When we started this clean-sheet engine, it was important to think through the design imperatives. As you mentioned, the engine had to deliver high power and torque density while meeting the world's most stringent emissions standards.

Photo 3/18   |   This is the type of vehicle that will receive the new 4.5L engine. We're expecting 14-second quarter-mile times and 20+ mpg right off dealer lots.

Efficiency and capability are key reasons to select diesel powertrains, and exceptional durability is the price of entry for any engine that will carry the Duramax badge. Cost, packaging, and mass are all necessary constraints that determine if the engine can work in a vehicle and be successful in the marketplace. Inboard exhaust supports all these requirements. It helps to take a deeper look at how the exhaust arrangement interacts with the design imperatives.

Let's start with emissions-2010 Tier-2 and LEV2 emission standards are challenging. Exhaust aftertreatment gains additional importance. We will use particulate and NOx aftertreatment, and these devices work best when quickly heated to operating temperatures. Exhaust energy warms aftertreatment components, but exhaust heat represents fuel energy that didn't make power. We want to minimize thermal losses and warm the aftertreatment system efficiently. In Europe, we closely couple aftertreatment hardware to exhaust manifolds. European 4-cylinder engines simplify this situation because exhaust exits from one side of the engine. Things get trickier for V-engines, so using traditional outboard exhaust requires a compromise. Either a separate aftertreatment system would be needed for each bank, or the hardware must be located remotely. That could mean 6 feet away from the engine, so inboard exhaust provides a better solution. By collecting exhaust inboard, we can position the turbocharger and oxidation catalyst in the valley and avoid extra plumbing.

Some traditional designs valley-mount turbochargers, requiring crossover pipes to collect exhaust from outboard manifolds, so we wanted to avoid this if possible. Inboard exhaust removes the crossover pipes adjoining the two banks, but the 4.5L also eliminates exhaust manifolds. The turbocharger connects to the heads. The 4.5L design eliminated more than six dozen engine parts. That means less mass, better reliability, and less cost. Now let's discuss performance. Air restrictions and heat losses rob an engine of performance. Keeping short exhaust passages between the turbine and the cylinder heads reduced both inefficiencies. If we used outboard exhaust, long pipes would be required to carry exhaust gas into the valley where the turbo sits. These pipes increase backpressure. Noise is another important consideration. More pipes and manifolds mean more surface area, and these surfaces are where thermal energy and noise would be radiated into the engine compartment. The 4.5L's inboard exhaust arrangement avoids these pitfalls.

We can't leave out durability, which is synonymous with the Duramax brand. Losses mean inefficiency and must be overcome by higher fuel consumption for the same power density. Reduced fuel consumption helps lower thermal stress in the combustion chamber components and minimizes cranktrain and structural loads. These are good things for engine durability.

Photo 7/18   |   2010 Duramax 4500 Diesel engine Left Rear

Diesel Power:We've heard GM has some patents on the short-block of this engine, tell us a little bit about the bottom end of the new 4.5L.

Charlie Freese:This is another place where the engine architecture supports interesting design innovation. We selected compacted graphite iron (CGI) as the block material. This material delivers high strength with wall thicknesses that approach the limits of casting technology. This reduces mass with a high-performance structure. Another interesting CGI characteristic is the ability to fracture-split main bearing caps. After main bearing bores are machined, we laser-etch the caps and snap them from the block. This creates a high-friction surface with nearly perfect alignment to the block. Tight alignment establishes uniform oil film thicknesses and maximizes bearing life.

Using a proprietary design, our upper oil pan structure is used to connect the main bearing caps to the block skirt. This structural arrangement is 30% stiffer than designs using bedplates or cross-bolted mains. Because we avoided cross-bolts, wider passages were created between bearing caps and the skirt. This improves bay-to-bay crankcase breathing. The result is a highly efficient structure.

Photo 8/18   |   2010 Duramax 4500 Diesel engine Top

Diesel Power:A lot of customers, who tow or who are farmers and let their trucks idle for extended periods, have noticed poor mileage with the regeneration cycles on the LMM (6.6L Duramax). How will the new urea injection affect mileage? How often will it need to be changed?

Charlie Freese:Fuel economy is highly dependent upon vehicle usage, and idling and towing are important factors. When a vehicle idles, it burns fuel with no mileage to show for it. That always deteriorates fuel economy numbers.

When diesel particulate filters (DPFs) are added, another effect must be considered. DPFs are traps that store particulates until they can be oxidized. Oxidation occurs in two modes. The first is called passive regeneration. This happens whenever exhaust temperatures exceed approximately 1,076 degrees F without a fuel consumption penalty.

Photo 9/18   |   2010 Duramax 4500 Diesel engine Left Front

The second mode is active regeneration, which occurs when traps become filled. This situation requires the engine to force higher exhaust temperatures (1,076 to 1,200 degrees F), which induce regeneration. This active regeneration demands richer combustion, meaning more fuel is burned. More fuel burned means fuel economy deterioration.

If someone idles their vehicle for a long time, it will not generate enough exhaust heat to passively regenerate the trap. The engine still loads the DPF with particulate matter. Without passive regenerations, the engine must more frequently force active regenerations. Fuel economy will deteriorate as a result. Another consideration is performance. The 6.6L Duramax now delivers 50 hp and 140 lb-ft more torque than when it launched. Sometimes a Duramax owner needs everything the powertrain can deliver to complete the job, but other times a driver requires a fraction of the engine's capability. The problem is that drivers have a tendency to get heavy into the pedal all the time. If the Duramax can tow a load faster or accelerate quicker, then drivers use the capability. We all enjoy the experience when the light turns green and the truck throws you back into the seat. It is even more impressive when you remember the truck is towing 10,000 lbs, you are heading up a 7% grade, and it still feels like you are running empty. However, these maneuvers do not come without a price, and that price is higher fuel consumption. If you compare today's 6.6L Duramax engine with its predecessors, it is usually more efficient when run at the same loads and speeds. The problem is resisting the temptation to accelerate your 17,000-lb rig from 0 to 55 mph in record time. The best fuel economy comes from being light on the pedal.

This brings us to your question on urea injection and selective catalytic reduction (SCR) aftertreatment-4.5L and 6.6L Duramax engines will use SCR. This reduces NOx emissions through catalytic chemical reactions. Urea is consumed when injected into the exhaust system. We selected SCR-urea technology for many reasons, the first of which is high NOx reduction efficiency while maintaining fuel economy. SCR-urea systems remove more than 80% of tailpipe NOx over a broad operating range. It accomplishes this without regenerations and fuel-rich combustion modes. Competing technologies, like lean NOx traps (LNTs), require frequent rich regeneration events, which deteriorate fuel efficiency.

SCR also helps separate combustion events from aftertreatment requirements, as we enjoy with gasoline four-way catalysts. This means we can better optimize engine operation, pull back some injection timing, and improve fuel efficiency. SCR systems are also robust to contaminants like sulfur. Sulfur is present in diesel fuel, even with new ultra-low sulfur diesels that are available today. LNTs quickly become poisoned by this sulfur and lose their ability to reduce tailpipe NOx.

SCR systems require the operator to periodically refill a urea tank. For many users, this occurs at oil change intervals. Heavy users that operate at much higher loads will consume more urea and may require additional refills between their oil change events.

Photo 10/18   |   The cylinder heads on the 4.5L are like nothing we've seen before. Check out the curved intake runners on the nearside of the cylinder head.

Diesel Power:For a diesel engine, the 4.5L LMK seems small, as in both narrow and short. It's said to fit pretty much anywhere a small-block Chevy will fit, is this true?

Charlie Freese:Yes. As you mentioned, the engine is quite compact. This was achieved through a few key design decisions. We selected a 72-degree bank angle, rather than a more traditional 90-degree V-8 configuration. The block material is compacted graphite iron (CGI), which allows us to do some interesting things with the bottom end that stiffen the structure and reduce engine height. We eliminated the outboard manifolds, making the engine narrower. The inboard exhaust arrangement allows turbochargers to package close to the exhaust ports and provides space for a closely coupled oxidation catalyst. This is an essential part of the new emissions aftertreatment system. By keeping aftertreatment hardware close, we can warm it up and light it off quickly. This enables a clean diesel with better fuel efficiency. These design characteristics allow the 4.5L V-8 Duramax to fit into about the same packaging envelope as a small-block gasoline engine.

Photo 11/18   |   From the top, you can see where the runners curve up and end in the intake ports. In case you were wondering, the valve cover also doubles as an intake manifold!

Diesel Power:With diesel and gasoline up over $5.00 a gallon, fuel mileage is a big concern. How will this engine compare to a similarly equipped gasoline engine as far as fuel economy goes? Any idea on how much of a premium people will have to pay for the 4.5L diesel?

Charlie Freese:We expect the 4.5L V-8 Duramax to deliver about 25% better fuel efficiency than a comparably powered gasoline engine under light load operation. However, when the truck is used for work (towing and hauling), its fuel efficiency advantage extends into the 40-70% range. Think of this as a situation where you are towing a heavy load over a mountain. That is where the diesel best demonstrates its advantages. Naturally aspirated gasoline engines must run richer and go into catalyst protection mode. A diesel does not. We have not announced option pricing for the new 4.5L Duramax. It is still a little early for that.

Photo 12/18   |   On the exhaust side there are no ports, just a couple of outlets where the exhaust will connect to the turbocharger and EGR system.

Diesel Power:There are a lot of different details within the 4.5L LMK that people might not notice; such as the cam arrangement, valvetrain, head flow characteristics, balance shaft, EGR cooler, compression ratio, and injection system. Tell us a little bit about those.

Charlie Freese:Sure. To start with, the 4.5L employs a four-valve-per-cylinder DOHC architecture. This provides a very stiff valvetrain for efficient operation over a wide speed range. Hydraulic lash adjusters deliver maintenance-free operation with very low noise. Camshafts are chain driven from the front of the engine. Engine breathing is another place where inboard exhaust offered interesting design options. We eliminated intake manifolds by porting the intake down through rocker covers. Air enters the cylinder heads from above.

Photo 13/18   |   2010 Duramax 4500 Diesel head Underside Exhaust

This eliminated parts, narrowed the engine, avoided leak paths, and reduced engine mass. Because exhaust ports exit toward the engine's valley, we shortened the passages into the turbine and the exhaust gas recirculation system. This approach better manages thermal energy and lowers fluid flow losses. By retaining more exhaust, gas heat, turbocharger, and oxidation catalyst performance are improved. Because we selected the 72 bank angle, this engine uses a single-balance shaft low in the block. We selected a rear-mounted nodal chain drive to minimize torsional vibrations. Considering manufacturing tolerances, a 72 V-8 engine can actually deliver better balance than a 90 engine.

The EGR cooler package is another interesting area. With all the exhaust components centered in the valley, we can more easily plumb the EGR system. Cooler, valves, and pipes are efficiently located with minimal cost, mass, and space penalties. The 4.5L operates with a 16:1 compression ratio, which supports our fuel efficiency, emissions, and durability objectives. Cold start requirements are satisfied using glow plugs, an air intake heater, control software, and proven practices from the 6.6L Duramax.

The fuel system is a high-pressure common rail. Peak injection pressures are set at 29,000 psi. Injectors are piezo-controlled, allowing multiple injections, precise fuel metering, and minimal dwell times. We can inject multiple pilots, split the main injection event, and achieve multiple post injections for optimal combustion and aftertreatment performance.

Photo 14/18   |   While photos are impressive, the GM crew was also nice enough to bring a complete engine to show off. We got a firsthand look at the new cylinder heads, which by the way will be featuring overhead camshafts.

Diesel Power:OK now we have a couple general questions. At the seminar, you mentioned that these 1/2-ton trucks may encourage a new group of customers to purchase a diesel vehicle. Tell us about that.

Charlie Freese:The 6.6L V-8 Duramax has been extremely successful. Duramax was introduced in 2001 with a 310-hp and 520-lb-ft rating. At its introduction, General Motors only had a 1.1% share in the heavy-duty pickup market. Duramax and the Allison transmission established new performance and refinement benchmarks that changed many customer perceptions about diesels. Duramax soon captured one third of this important market. Since its introduction, Duramax routinely resets the bar for torque and power leadership. It now delivers 365 hp and 660 lb-ft of torque. Duramax has become a reason for purchase with many 3/4- and 1-ton truck customers. Photo 15/18   |   The short-block also features some trick main caps, and is made out of compacted graphite iron, which should save 50+ pounds over a traditional iron block. We expect the new 4.5L V-8 Duramax can do the same thing for light-duty pickup trucks. Some customers don't need a 3/4-ton truck, but still need tow trailers and expect efficiency. The 4.5L Duramax that we showed today can match the original 310-hp and 520-lb-ft rating of the first 6.6L Duramax. It does this with 2.1L less displacement. Rated speed will be in the 4,000-rpm range with a broad torque curve. This gives the vehicle low-end, stump-pulling torque and high-speed operation that feels more gasoline-like. This is important because some buyers may not be accustomed to diesel engines. The diesel veterans will find they like it too. We continue to improve the 6.6L Duramax for those customers that require the biggest, most capable truck available. The 6.6L will serve the 2500 and 3500 pickups (Chevrolet Silverado and GMC Sierra), fullsize vans (Chevrolet Express and GMC Savanna), and commercial trucks (Kodiak and Topkick). Photo 16/18   |   The new 4.5L LMK also has to meet some of the strictest emissions requirements in the world. Don't believe us? Check out this chart that shows the new 2010 emissions (arrow) compared to the old European standards.

Diesel Power:OK one last question. We're willing to bet that within a year of release, somebody will have one of your little 4.5L LMKs producing more than 600 hp. What do you think about modifications that take these engines to such an extreme level?

Charlie Freese:We all enjoy the power and aggressive low-end torque modern diesel engines deliver. It can be appealing to test your skills at tuning these engines, and I personally understand the temptation. I grew up twisting wrenches in my dad's motorcycle and snowmobile shop.

Our customers are passionate about these diesel products. However, anyone who plans to modify their truck must understand the endeavor is risky. Subtle design features may be critically important to a part's function. People are still approaching me about the LMM exhaust cooler, thinking it is only a styling feature. These powertrains were developed after years of analysis and hundreds of thousands of test hours.

Photo 17/18   |   To help meet emissions, an electronic throttle is used to precisely monitor the amount of air that the engine will receive.

Component limitations were carefully mapped and balanced against all the design imperatives. The situation is even more complex with active aftertreatment devices on the vehicle. The onboard computer constantly compensates for the ambient environment, operating conditions, exhaust backpressure changes, and system temperatures. Seemingly simple modifications can severely compromise functionality. We didn't leave horsepower needlessly on the table.

Engine design is all about balancing competing design imperatives. Tampering with design or calibration parameters can cause catastrophic engine damage and void your warranty. If someone is willing to risk a $10K repair bill for a day at the track, then why stop at 600 hp?

Diesel Power:Thanks so much for your time Charlie. We're genuinely excited about this engine and it looks like you did an excellent job designing it. We can't wait till they are in a production vehicle. Give us a call if you ever need us to drive one!

Photo 18/18   |   In reference to fuel, incredibly fast piezo injectors can shoot up to five times per injection cycle, which is a big reason why the LMK can make big power while still meeting emissions.

Charlie Freese:You are welcome. It is always fun to talk about the product. We have a great engineering team working on this new engine. I am sure they will not let you down, and we may have some future surprises for you. Stay tuned!


Comparing Unix versions: AIX, HP-UX and Solaris | killexams.com real questions and Pass4sure dumps

In my last tip, I compiled a list of the top 50 Unix commands. Each of the commands I discussed are available on...

the top three Unix variants: Solaris, AIX and HP-UX. In this article, I'll walk you through the history of these Unix flavors, discuss some their fundamental differences and close with a command table comparison of important tasks.

Sun SolarisSolaris, Sun's Unix version, was actually the successor of SunOS, going back to1992. SunOS was originally based on the BSD flavor of Unix, while SunOS versions 5.0 and later are based on Unix System V Release 4 (rebranded as Solaris).

How did this happen? Let's go further back in time. SunOS version 1.0 was introduced in 1983 with support for Sun-1 and Sun-2 systems. Version 2.0 was introduced in 1985 -- its claim to fame was virtual file system (VFS) and NFS. In 1987, AT&T and Sun announced that they would work together on a project to merge System V and BSD into one release, based on SVR4. Solaris 2.4 was Sun's first Sparc/x86 release. The last release of SunOS was version 4.1.4 in November 1994. Solaris 7 was its first 64-bit Ultra Sparc release and added native support for file system metadata logging. Solaris 9, introduced in 2002, added support for Solaris Volume Manager and Linux capabilities. Solaris 10 was first introduced in 2005, which has a number of innovations, including support for its new ZFS file system, Solaris Containers and Logical Domains.

Solaris is presently up to version 10; the latest update was released in October 2008. Among its innovations is support for paravirtualization, where Solaris 10 is used as a guest in Xen-based environments.

Fundamental differences and unique characteristics. Solaris is free and open source, distributed through the OpenSolaris operating system. Solaris is a more command-line based Unix operating system than HP-UX or AIX. As a practical matter, it does not have anything comparable to System Administration Manager (SAM) on HP-UX or System Management Interface Tool (SMIT) on AIX. Solaris runs on Sparc and x86 environments. It also has the newest file system around -- ZFS, which has made great strides in recent years, including the ability to now use it as its root file system. ZFS has the potential to be the best all-around Unix file system. Solaris has many ways to implement virtualization, including Containers/zones, xVM Server, Logical Domains and hardware partitioning.

Hewlett-Packard HP-UXHP-UX, Hewlett-Packard's Unix, was originally based on System V release 3. It initially ran exclusively on PA-RISC HP 9000 platform. Version 1 of HP-UX was released in 1984. Version 9, introduced its character-based graphical user interface (GUI), SAM, from which one administrates the system. Version 10, introduced in 1995, brought changes in the layout of the system file and directory structure, making it similar to AT&T SVR4. Version 11 was introduced in 1997 and was HP's first release to support 64-bit addressing. In 2000, it was rebranded to 11i, when HP introduced operating environments, bundled groups of layered applications for specific IT purposes. In 2001, Version 11.20 introduced support for Itanium systems. HP-UX was the first Unix that used Access Control Lists (ACLs) for file permissions and was also one of the first to introduce built-in support for Logical Volume Manager. Today, HP-UX uses Veritas as its primary file system due to the close partnership between Veritas and HP. HP-UX is currently up to release 11iv3, update 4.

Fundamental differences and unique characteristics. HP-UX is the first of the Unix systems to allow its customers to purchase specific operating environments. For example, if you are looking for its high availability (HA) product Serviceguard, you would purchase the specific product that bundles in HA. HP-UX is the only version that uses a third-party file system -- Veritas (Sun used to offer this many years ago). HP has many forms of virtualization, including nPartitions, vPars, Integrity Virtual Machines (IVMs) and resource partitions. This does have a tendency to confuse some folks because there are so many choices. HP-UX runs on both HP 9000s and Integrity Itanium systems. HP-UX 11v3 can support up to 128 processor cores. HP-UX provides for a very strong command line in addition to its menu bases system, SAM. Performance tuning using kctune is in many ways simpler to what AIX and Solaris offer.

IBM AIXAIX was introduced by IBM in 1986. While it is based on Unix System V, it also has BSD roots and, more than any other flavor, is a hybrid of both. AIX is the first OS to introduce a journaled file system (JFS). It was also the first to have an integrated Logical Volume Manager (LVM). IBM first ported AIX to its RS/6000 platform in 1989. Version 5L was a breakthrough release introduced in 2001 that provided for Linux affinity and logical partitioning with the Power4 servers. In 2004, AIX introduced virtualization in AIX 5.3. Advanced Power Virtualization (APV) offered micro-partitioning, shared processor pools and Symmetric multi-threading. In 2007, IBM enhanced its virtualization product, coinciding with the release of AIX 6.1 and the Power6 architecture. It also rebranded APV to PowerVM. The AIX enhancements included a form of workload partitioning called WPARs, which are similar to than Solaris zones/Containers but with better functionality. The latest release is AIX 6.1.

Fundamental differences and unique characteristics. IBM is widely recognized as having the best virtualization product on the midrange, PowerVM. Some recent innovations include live application mobility (allowing one to fail over working partitions without taking downtime), Active Memory Sharing and multiple shared processor pools. No other flavor of Unix can boast these virtualization characteristics, nor can they match IBM's 40-year history of virtualization -- PowerVM has evolved from mainframe/System z virtualization.

AIX runs only on IBM Power Systems -- easily the most powerful of midrange Unix servers. IBM sells the fact that AIX runs exclusively on Power as a plus because it is fully optimized on this architecture and it has a clear road map around which the company adheres to religiously. It should also be noted that one can run both Linux and AIX partitions on this platform. Its LX86 virtualization add-on allows one to run x86 Linux applications that are not ported to the Power architecture. AIX has always had an integrated logical volume manager, unlike other flavors that require add-on products. AIX is the only Unix that has continued to grow market share in recent years, partly because of the capabilities of its Power hardware that continues to lead the field in reliably, availability and scalability.

Command reference comparison 

What are you trying to do? Solaris AIX HP-UX Specify order of name server resolution /etc/nsswitch.conf /etc/netsvc.conf etc/nsswitch.conf Configure networking /etc/nodename, /etc/netmasks, etc/defaultrouter, ifconfig recommendation is to use SMIT, because ifconfig does not save changes, lsattr set_parms - initial, netconf file, ioscan Understand available file systems ufs, zfs jfs, jfs2 hfs, VxFS Add space to file systems growfs chfs extendfs Look at character-based admin GUI None. Admintool was retired years ago. SMC (similar to AIX's WebSM) is the GUI SMIT, smitty, WebSM SAM Examine hardware changes prtconf lscfg, lsattr, prtconf ioscan, dmesg View swap space swap lsps swapinfo Examine file system info /etc/vfstab /etc/file systems /etc/fstab Share NFS share exportfs exportfs Check software and/or filesets pkginfo, pkgchk lslpp, lssrc swlist Install software pkgadd smit install swinstall Check error logs prtdiag errpt dmesg Tune the kernel prtctl and /etc/system vmo, ioo, no, schedo, nfso, chdev kctune start/stop services Svcadm, svcs lssrc, stopsrc, startsrc Usually initiated by scripts from init.d I.E. for network -- /etc/init.d/net start Install devices drvconfig cfgmgr insf

ABOUT THE AUTHOR: Ken Milberg is a systems consultant with two decades of experience working with Unix and Linux systems. He is a SearchEnterpriseLinux.com Ask the Experts advisor and columnist.

What did you think of this feature? Write to SearchDataCenter.com's Matt Stansberry about your data center concerns at  mstansberry@techtarget.com.  



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