When Fact Meets Friction: The Basics of Clutch Operation

If you've ever driven a vehicle with a manual transmission, you know how to depress the clutch, select a gear, and release the clutch while applying power to get the car to move. But what really happens when you depress and release the clutch? Let's get to the bottom of that question.

In its simplest form, the clutch allows engine power to be applied gradually when a vehicle is starting out and interrupts power to avoid gear crunching when shifting. Engaging the clutch allows power to transfer from the engine to the transmission and drive wheels. Disengaging the clutch stops the power transfer and allows the engine to continue turning without force to the drive wheels. To understand how a clutch works, we first need to understand who the players are and how the whole shebang works. So let's look at the basic components: the flywheel, clutch disk, pressure plate, throw-out bearing and linkage.

A large steel or aluminum "disc," the flywheel is bolted to the crankshaft of the engine. The flywheel does many things - acts as balancer for the engine, dampens engine vibrations caused by the firing of each cylinder, and provides a smooth-machined "friction" surface that the clutch can contact. But its main function is to transfer engine torque from the engine to the transmission. The flywheel also has teeth along the circumference, allowing the starter motor to contact when turning the engine over.

The clutch disc is basically a steel plate, covered with a frictional material that goes between the flywheel and the pressure plate. In the center of the disc is the hub, which is designed to fit over the spines of the input shaft of the transmission. When the clutch is engaged, the disc is "squeezed" between the flywheel and pressure plate, and power from the engine is transmitted by the disc's hub to the input shaft of the transmission.

In layman's terms, a pressure plate is a spring-loaded "clamp," which is bolted to the flywheel. It includes a sheetmetal cover, heavy release springs, a metal pressure ring that provides a friction surface for the clutch disc, a thrust ring or fingers for the release bearing, and release levers. The release levers lighten the holding force of the springs when the clutch is disengaged. The springs used in most pressure plates are of a diaphragm-type, however a few use multiple coil springs. Some high-performance pressure plates are "semi-centrifugal," meaning they use small weights on the tips of the diaphragm springs to increase the clamping force as engine revolutions increase.

The "throw-out bearing" is the heart of clutch operation. When the clutch pedal is depressed, the throw-out bearing moves toward the flywheel, pushing in the pressure plate's release fingers and moving the pressure plate fingers or levers against pressure plate spring force. This action moves the pressure plate away from the clutch disc, thus interrupting power flow.

Mounted on an iron casting called a hub, the throw-out bearing slides on a hollow shaft at the front of the transmission housing. The clutch fork and connecting linkage convert the movement of the clutch pedal to the back and forth movement of the clutch throw-out bearing. To disengage the clutch, the release bearing is moved toward the flywheel by the clutch fork. As the bearing contacts the pressure plate's release fingers, it begins to rotate with the pressure plate assembly. The release bearing continues to move forward and pressure on the release levers or fingers causes the force of the pressure plate's spring to move away from the clutch disc. To engage the clutch, the clutch pedal is released and the release bearing moves away from the pressure plate. This action allows the pressure plate's springs to force against the clutch disc, engaging the clutch to the flywheel. Once the clutch is fully engaged, the release bearing is normally stationary and does not rotate with the pressure plate.

Now that we have the parts, how do they all work together? Thankfully, it's not rocket science.

A mechanical or hydraulic linkage usually operates the clutch in a manual transmission. If your vehicle has a mechanical linkage, it is usually either a cable or shaft and lever style. The shaft and lever linkage has many parts and various pivot points, including a release lever and rod, an equalizer or cross shaft, a pedal to equalizer rod, an "over-center" spring (to return the clutch pedal to the rest position), and the pedal assembly that transfers the movement of the clutch pedal to the throw-out bearing. In older vehicles, these pivot points need to be lubricated properly on a regular basis to keep the movement buttery smooth and prevent wear.

If you have a newer vehicle, you're lucky, as pivot points are now fitted with low-friction plastic grommets or bushings. As the older "lube-it-yourself" pivot points wear, the extra play in the linkage makes clutch pedal "free-play" adjustments difficult. When the pedal is released, the assist spring returns the linkage to its normal "up" position and removes the pressure on the release rod. This action causes the release bearing to move away from the pressure plate.

A cable-type clutch linkage is simple, lightweight and is the most common linkage on newer cars today. Normally, a cable connects the pivot of the clutch pedal directly to the release fork. This simple design is flexible, compact, and eliminates nearly all of the wearing pivot points found in a shaft and lever linkage. There is one downside to this type of setup: cables will gradually stretch and can break due to excessive wear and electrolysis.

On a typical installation, one end of the cable is connected to the clutch pedal and a spring is attached to the pedal assembly to keep the pedal in the "up" position. The other end of the cable is connected to the clutch release fork with a fitting that allows for free-play adjustments. When the clutch pedal is depressed, the cable pulls the clutch fork, causing the release bearing to move forward against the pressure plate.

Commonly found in mid- and rear-engine vehicles, a hydraulic clutch linkage is basically a mini hydraulic brake system. A master cylinder is attached to the clutch pedal by an actuator rod, and the slave cylinder is connected to the master cylinder by high-pressure tubing. The slave cylinder is normally attached to a bracket next to the bell housing, so that it can move the clutch release fork directly.

Just like depressing the brake pedal on your car, depressing the clutch pedal pushes a plunger into the bore of the master cylinder. A valve at the end of the master cylinder bore closes the port to the fluid reservoir, and the movement of the plunger forces fluid from the master cylinder through the tubing to the slave cylinder. Since the fluid is under pressure, it causes the piston of the slave cylinder to move its pushrod against the release fork and bearing, thus disengaging the clutch. When the clutch pedal is released, the springs of the pressure plate push the slave cylinder's pushrod back, which forces the hydraulic fluid back into the master cylinder. The biggest plus to a hydraulic linkage is the physics: a small amount of pedal force can be used to manipulate what would normally be a heavy clutch with a shaft and lever linkage.

Now that you know what happens when you depress the clutch pedal, what are the warning signs that a clutch needs adjustment or replacement? While most new car clutch linkages are self-adjusting, there are some telltale signs that will tell you if adjustment is needed. For instance, if the clutch engages and disengages close to the floorboard or the transmission "grinds" when shifting, your clutch may need attention. Does the clutch pedal move easily, but the transmission will not go into gear? More than likely, the clutch linkage has become disconnected or a clutch cable has snapped. If the clutch slips (doesn't fully engage), the linkage could be grossly out of adjustment, or the clutch disk could be worn to the point of replacement. Clutch "chatter" is often caused by an overheated clutch (normally from "slipping" the clutch when starting on an incline) or from oil on the clutch disk. In either case, the clutch must be replaced. No matter what symptoms your vehicle may have, always consult with a certified ASE mechanic to diagnose the problem properly.

Although it may seem like there's not much to getting your car in and out of gear, a lot is going on behind the scenes each time you depress the clutch pedal. Now you have something to think about each time you're faced with rush-hour traffic. 

 
 

Manual Transmission Basics

It's no secret that cars with manual transmissions are usually more fun to drive than their automatic-equipped counterparts. If you have even a passing interest in the act of driving, then chances are you also appreciate a fine-shifting manual gearbox. But how does a manual trans actually work?

A brief history lesson shows that manual transmissions preceded automatics by several decades. In fact, up until General Motors offered an automatic in 1938, all cars were of the shift-it-yourself variety. While it's logical for many types of today's vehicles to be equipped with an automatic -- such as a full-size sedan, SUV or pickup -- the fact remains that nothing is more of a thrill to drive than a tautly suspended sport sedan, sport coupe or two-seater equipped with a precise-shifting five- or six-speed gearbox. It's what makes cars such as a Corvette, Mustang, Miata or any BMW sedan or coupe some of the most fun-to-drive cars available today.

We know which types of cars have manual trannies. Now let's take a look at how they work. From the most basic four-speed manual in a car from the '60s to the most high-tech six-speed in a car of today, the principles of a manual gearbox are the same. The driver must shift from gear to gear. Normally, a manual transmission bolts to a clutch housing (or bell housing) that, in turn, bolts to the back of the engine. If the vehicle has front-wheel drive, the transmission still attaches to the engine in a similar fashion but is usually referred to as a transaxle. This is because the transmission, differential and drive axles are one complete unit. In a front-wheel-drive car, the transmission also serves as part of the front axle for the front wheels. In the remaining text, a transmission and transaxle will both be referred to using the term transmission.

The function of any transmission is transferring engine power to the driveshaft and rear wheels (or axle halfshafts and front wheels in a front-wheel-drive vehicle). Gears inside the transmission change the vehicle's drive-wheel speed and torque in relation to engine speed and torque. Lower (numerically higher) gear ratios serve as torque multipliers and help the engine to develop enough power to accelerate from a standstill.

Initially, power and torque from the engine comes into the front of the transmission and rotates the main drive gear (or input shaft), which meshes with the cluster or counter shaft gear -- a series of gears forged into one piece that resembles a cluster of gears. The cluster-gear assembly rotates any time the clutch is engaged to a running engine, whether or not the transmission is in gear or in neutral.

There are two basic types of manual transmissions. The sliding-gear type and the constant-mesh design. With the basic -- and now obsolete -- sliding-gear type, nothing is turning inside the transmission case except the main drive gear and cluster gear when the trans is in neutral. In order to mesh the gears and apply engine power to move the vehicle, the driver presses the clutch pedal and moves the shifter handle, which in turn moves the shift linkage and forks to slide a gear along the mainshaft, which is mounted directly above the cluster. Once the gears are meshed, the clutch pedal is released and the engine's power is sent to the drive wheels. There can be several gears on the mainshaft of different diameters and tooth counts, and the transmission shift linkage is designed so the driver has to unmesh one gear before being able to mesh another. With these older transmissions, gear clash is a problem because the gears are all rotating at different speeds.

All modern transmissions are of the constant-mesh type, which still uses a similar gear arrangement as the sliding-gear type. However, all the mainshaft gears are in constant mesh with the cluster gears. This is possible because the gears on the mainshaft are not splined to the shaft, but are free to rotate on it. With a constant-mesh gearbox, the main drive gear, cluster gear and all the mainshaft gears are always turning, even when the transmission is in neutral.

Alongside each gear on the mainshaft is a dog clutch, with a hub that's positively splined to the shaft and an outer ring that can slide over against each gear. Both the mainshaft gear and the ring of the dog clutch have a row of teeth. Moving the shift linkage moves the dog clutch against the adjacent mainshaft gear, causing the teeth to interlock and solidly lock the gear to the mainshaft.

To prevent gears from grinding or clashing during engagement, a constant-mesh, fully "synchronized" manual transmission is equipped with synchronizers. A synchronizer typically consists of an inner-splined hub, an outer sleeve, shifter plates, lock rings (or springs) and blocking rings. The hub is splined onto the mainshaft between a pair of main drive gears. Held in place by the lock rings, the shifter plates position the sleeve over the hub while also holding the floating blocking rings in proper alignment.

A synchro's inner hub and sleeve are made of steel, but the blocking ring -- the part of the synchro that rubs on the gear to change its speed -- is usually made of a softer material, such as brass. The blocking ring has teeth that match the teeth on the dog clutch. Most synchros perform double duty -- they push the synchro in one direction and lock one gear to the mainshaft. Push the synchro the other way and it disengages from the first gear, passes through a neutral position, and engages a gear on the other side.

That's the basics on the inner workings of a manual transmission. As for advances, they have been extensive over the years, mainly in the area of additional gears. Back in the '60s, four-speeds were common in American and European performance cars. Most of these transmissions had 1:1 final-drive ratios with no overdrives. Today, overdriven five-speeds are standard on practically all passenger cars available with a manual gearbox.

Overdrive is an arrangement of gearing that provides more revolutions of the driven shaft (the driveshaft going to the wheels) than the driving shaft (crankshaft of the engine). For example, a transmission with a fourth-gear ratio of 1:1 and a fifth-gear ratio of 0.70:1 will reduce engine rpm by 30 percent, while the vehicle maintains the same road speed. Thus, fuel efficiency will improve and engine wear will be notably reduced. Today, six-speed transmissions are becoming more and more common. One of the first cars sold in America with a six-speed was the '89 Corvette. Designed by Chevrolet and Zahnradfabrik Friedrichshafen (ZF) and built by ZF in Germany, this tough-as-nails six-speed was available in the Corvette up to the conclusion of the '96 model year. Today, the Corvette uses a Tremec T56 six-speed mounted at the back of the car.

Many cars are available today with six-speeds, including the Mazda Miata, Porsche Boxster S and 911, Dodge Viper, Mercedes-Benz SLK350, Honda S2000, BMW 3-Series and many others. Some of these gearboxes provide radical 50-percent (0.50:1) sixth-gear overdrives such as in the Viper and Corvette, while others provide tightly spaced gear ratios like in the S2000 and Miata for spirited backroad performance driving. While the bigger cars mentioned above such as the Viper and Vette often have two overdrive ratios (fifth and sixth) the smaller cars like the Celica and S2000 usually have one overdriven gear ratio (sixth) and fifth is 1:1.

Clearly a slick-shifting manual transmission is one of the main components in a fun-to-drive car, along with a powerful engine, confidence-inspiring suspension and competent brakes. For more information on a manual transmission's primary partner component, check out basic primer on clutches and clutch operation

A typical five-speed manual transmission looks like this. Similar versions of this Borg-Warner T5 five-speed have been used in the Ford Mustang since 1984 and the current Mustang GT is still equipped with a Tremec (formerly Borg-Warner) 3650 variant, while the V6 still uses the T5. 

Beginning in 1997, the C5 Corvette's T56 six-speed manual gearbox was mounted at the back of the car between the rear wheels. Unlike traditional rear-wheel-drive cars that have the driveshaft behind the engine and transmission, the C5's driveshaft is between the engine and transmission. The main benefit of this configuration is a near-perfect 51/49 weight distribution. Both fifth and sixth gears are overdrive ratios in this transmission at 0.74:1 and 0.50:1, respectively. 

 Although the Corvette's Tremec T56 is a rear-mounted unit, its innards are basically the same as this traditional T56 that bolts directly to the engine. One of the strongest transmissions in any car today, the typical T56 can handle upwards of 600 hp in stock trim. The T56 first appeared in production in the '92 Dodge Viper. It was also used in the GM F-body (Camaro and Firebird) from 1993 to 2002.  

The Honda Insight is typical of front-wheel-drive cars in which the transmission and differential are integral parts of the front axle. The transmission attaches to the engine (the Insight has an electric motor between the engine and gearbox) and is better known in front-drive cars as a transaxle. Halfshafts protrude from either side of the transaxle and transfer the engine's power to the front wheels.  

Brakes: Drum vs. Disc

Brake technology, just like suspension technology and fuel-system technology, has come a long way in recent years. What began in the '60s as a serious attempt to provide adequate braking for performance cars has ended in an industry where brakes range from supremely adequate to downright phenomenal. The introduction of components like carbon fiber, sintered metal and lightweight steel, along with the adoption of ABS, have all contributed to reduced stopping distances and generally safer vehicles (though ABS continues to provide controversy). One of the first steps taken to improve braking came in the early '70s when manufacturers, on a widespread scale, switched from drum to disc brakes. Since the majority of a vehicle's stopping power is contained in the front wheels, only the front brakes were upgraded to disc during much of this period. Since then, many manufacturers have adopted four-wheel disc brakes on their high-end and performance models as well as their low-line economy cars. Occasionally, however, as in the case of the 1999 Mazda Protege's, a manufacturer will revert from a previous four-wheel disc setup to drum brakes for the rear of the car in order to cut both production costs and purchase price.
Why are disc brakes better than drum and how much, if any, loss of braking occurs when using rear drum brakes on a modern car? That's what we're going to find out in this edition of Tech Center.
Friction and Heat
Before you can appreciate the difference between drum and disc brakes, you have to understand the common principles that both systems use when stopping a car: friction and heat. By applying resistance, or friction, to a turning wheel, a vehicle's brakes cause the wheel to slow down and eventually stop, creating heat as a byproduct. The rate at which a wheel can be slowed depends on several factors including vehicle weight, braking force and total braking surface area. It also depends heavily on how well a brake system converts wheel movement into heat (by way of friction) and, subsequently, how quickly this heat is removed from the brake components. This is where the difference between drum brakes and disc brakes becomes pronounced.
Drum Brakes
Early automotive brake systems, after the era of hand levers of course, used a drum design at all four wheels. They were called drum brakes because the components were housed in a round drum that rotated along with the wheel. Inside was a set of shoes that, when the brake pedal was pressed, would force the shoes against the drum and slow the wheel. Fluid was used to transfer the movement of the brake pedal into the movement of the brake shoes, while the shoes themselves were made of a heat-resistant friction material similar to that used on clutch plates.
This basic design proved capable under most circumstances, but it had one major flaw. Under high braking conditions, like descending a steep hill with a heavy load or repeated high-speed slow downs, drum brakes would often fade and lose effectiveness. Usually this fading was the result of too much heat build-up within the drum. Remember that the principle of braking involves turning kinetic energy (wheel movement) into thermal energy (heat). For this reason, drum brakes can only operate as long as they can absorb the heat generated by slowing a vehicle's wheels. Once the brake components themselves become saturated with heat, they lose the ability to halt a vehicle, which can be somewhat disconcerting to the vehicle's operator.
Disc Brakes
Though disc brakes rely on the same basic principles to slow a vehicle (friction and heat), their design is far superior to that of drum brakes. Instead of housing the major components within a metal drum, disc brakes use a slim rotor and small caliper to halt wheel movement. Within the caliper are two brake pads, one on each side of the rotor, that clamp together when the brake pedal is pressed. Once again, fluid is used to transfer the movement of the brake pedal into the movement of the brake pads.
But unlike drum brakes, which allow heat to build up inside the drum during heavy braking, the rotor used in disc brakes is fully exposed to outside air. This exposure works to constantly cool the rotor, greatly reducing its tendency to overheat or cause fading. Not surprisingly, it was under racing circumstances that the weaknesses of drum brakes and the strengths of disc brakes were first illustrated. Racers with disc brake systems could carry their speed "deeper" into a corner and apply greater braking force at the last possible second without overheating the components. Eventually, as with so many other automotive advances, this technology filtered down to the cars driven by everyday people on public roads.
Drum vs. Disc: Today
In today's automotive pantheon, it's not uncommon to find four-wheel disc brakes as standard equipment on medium-priced, non performance-oriented models. The majority of new vehicles, however, continue to utilize a front-disc/rear-drum brake setup. What does this say about the current state of braking systems? Are these manufacturers sacrificing vehicle safety in order to save a few bucks by installing disc brakes on only the front wheels?
While a "yes" answer would certainly be great for increasing Town Hall traffic, the truth is that today's disc/drum setups are completely adequate for the majority of new cars. Remember that both disc and drum brake design has been vastly improved in the last 20 years. In fact, the current rear drum brake systems on today's cars would provide better stopping performance then the front disc setups of the '70s. And today's front disc brakes are truly exceptional in terms of stopping power. Combined with the fact that between 60 and 90 percent of a vehicle's stopping power comes from the front wheels, it's clear that a well-designed, modern drum brake is all that's required for most rear wheel brake duty.
High performance cars like the Viper, 911 and Corvette can justify a four-wheel disc brake system, especially if their owners participate in some form of sanctioned racing activity on the weekends. The rest of us get more of a benefit from the lower cost of drum brakes. Expecting every vehicle built today to come with four-wheel disc brakes would require an across-the-board increase in purchase price, and that could stop new car buyers much quicker than any brake system

VLC Media Player (formerly VideoLAN Client) 1.1.1

A multi-platform multimedia player that can read DVDs, VCDs, MPEG, and DivX files

VLC - the cross-platform media player and streaming server

VLC media player is a highly portable multimedia player that supports various audio and video formats (MPEG-4, MPEG-2, MPEG-1, DivX, mp3, ogg, ...) as well as DVDs, VCDs, and various streaming protocols. It can also be used as a server to stream in unicast or multicast in IPv4 or IPv6 on a high-bandwidth network.

The stream can be MPEG 2 TS in UDP or HTTP packets unicasted or multicasted on an IPv4 or IPv6 network.

Here are some key features of "VLC Media Player (formerly VideoLAN Client)":

· Input
· Input media
· UDP/RTP Unicast
· UDP/RTP Multicast
· HTTP / FTP
· MMS
· File
· DVD 1
· VCD
· SVCD 2
· Audio CD (without DTS)
· DVB (Satellite, Digital TV, Cable TV)
· MPEG encoder 3
· Video acquisition Direct Show
· Input formats
· MPEG (ES,PS,TS,PVA,MP3)
· ID3 tags
· AVI
· ASF / WMV / WMA
· MP4 / MOV / 3GP
· OGG / OGM / Annodex
· Matroska (MKV)
· Real
· WAV (incuding DTS)
· Raw Audio: DTS, AAC, AC3/A52
· Raw DV
· FLAC
· FLV (Flash)
· Video
· Decoders
· MPEG-1/2
· DIVX (1/2/3)
· MPEG-4, DivX 5, XviD, 3ivX D4
· H.264
· Sorenson 1/3 (Quicktime)
· DV
· Cinepak
· Theora (alpha 3)
· H.263 / H.263i
· MJPEG (A/B)
· WMV 1/2
· WMV 3 / WMV-9 / VC-1 4, 5
· Indeo Video v3 (IV32)
· Subtitles
· DVD 6
· SVCD / CVD
· DVB
· OGM
· Matroska
· Text files (MicroDVD, SubRIP, SubViewer, SSA1-5, SAMI, VPlayer)
· Vobsub
· Filters
· Deinterlace
· Cropping
· Image wall
· Image adjust
· Rotate/Mirror
· Logo overlay
· Magnification
· Image distortion
· Bluescreen
· RSS/Atom feeds
· Outputs
· Native DirectX, GDI
· SDL
· ASCII Art
· Audio
· Decoders
· MPEG Layer 1/2
· MP3
· AC3 - A/52
· DTS
· LPCM
· AAC
· Vorbis
· WMA 1/2
· WMA 3 7
· ADPCM
· DV Audio
· FLAC
· QDM2/QDMC (QuickTime)
· MACE
· Real Audio 8
· Speex
· Filters
· Visualization effects
· Equalizer
· Outputs
· Native DirectX WaveOut
· S/PDIF DirectX WaveOut
· Multi-channel DirectX WaveOut
· SDL
· Streaming
· Interfaces and control
· Default WxWidgets
· Qt 4
· Skins
· Web
· Telnet
· Command line
· Miscellaneous
· SAP/SDP announces
· Bonjour protocol
· Mozilla/Firefox plugin
· ActiveX plugin
· SVCD Menus
· Localization
· CD-Text 10
· CDDB CD info 11
· IPv6
· IGMPv3 Win XP
· CPU acceleration 13

What's New in This Release:

ibVLC:
New capabilities for libVLC:
· Adjust video filter control: libvlc_adjust_Enable,
· libvlc_adjust_Contrast, libvlc_adjust_Brightness, libvlc_adjust_Hue,
· libvlc_adjust_Saturation, libvlc_adjust_Gamma
· libvlc_media_player_set_pause() can force the pause state, whereas
· libvlc_media_player_pause() would only toggle it.
· libvlc_set_user_agent() configures the "user agent" strings used for some
· protocols (HTTP, PulseAudio...). This replaces the --http-user-agent and
· the former --user-agent libvlc_new() parameters.
· libvlc_video_set_callbacks() and libvlc_video_set_format() allow grabbing
· video frames from a chosen memory location in real-time. This replace the
· ugly --vmem-* libvlc_new() parameters in previous versions.
· See http://wiki.videolan.org/LibVLC_SampleCode_SDL as an example.
· libvlc_audio_get_delay() and libvlc_audio_set_delay() configure the delay
· between audio and video/subpictures for the current input.


Download Links


US Servers

EUROPE Servers 

AVG Free Edition 9.0 Build 851a3009

Award winning protection to meet your basic security needs

- Surf, and search with confidence, while LinkScanner keeps you safe from harmful sites
- Get online and offline protection from viruses, spyware, and other nasties
- Enjoy consistently high-speed PC performance with our new enhanced virus scanner
- Automatic updates keep your protection current
- Compatible with Windows XP, Vista, and Windows 7


NOTE:
AVG Anti-Virus Free Edition may only be used on one computer for personal use.

Here are some key features of "AVG Free Edition":


· Surfing and searching the web and in your social networks
LinkScanner Active Surf-Shield:
· Ensures every web page you visit is safe – even before you go there.


LinkScanner Search-Shield:
· Applies safety ratings to your Google, MSN and Yahoo search results.


Phishing Protection:
· Checks to make sure web pages really are what they appear to be.


· Emailing, Instant Messaging and downloading music and files
E-mail Scanner:
· Keeps you safe from dangerous attachments and links in your e-mail.


· Whether you’re online or offline
Anti-Virus:
· Makes sure you can’t get or spread a virus, worm, or Trojan horse.


Anti-Spyware:
· Prevents unauthorized information access by spyware and adware.


Basic Anti-Rootkit protection:
· Ensures basic protection against sophisticated hidden threats.


Update Manager:
· Makes sure you’re always safe from the latest threats – automatically.


Requirements:


· Intel Pentium 1.8 GHz processor or faster
· 550 MB free hard drive space (for installation)
· 512 MB RAM

What's New in This Release:


Fixes & Improvements:
· Core: Script emulator crash fix.
· Core: Vbscript emulator crash fix.

 this program is marked as ad-supported  because :


· Offers to download or install AVG Security Toolbar that the program does not require to fully function.
· Is trying to change your default search engine to Yahoo.

Download links

First Download Link[United States Servers] 

Second Download LInk[Europe servers] 

Screenshots 

 

SWF Tools 0.9.1

A collection of SWF creation and manipulation utilities

SWFTools is a handy, easy to use collection of utilities specially designed to make your work with Adobe Flash files (SWF files) easier. The tool collection includes programs for reading SWF files, combining them, and creating them from other content (like images, sound files, videos or sourcecode).
Here are some key features of "SWF Tools":

· PDF2SWF A PDF to SWF Converter. Generates one frame per page. Enables you to have fully formatted text, including tables, formulas etc. inside your Flash Movie. It's based on the xpdf PDF parser from Derek B. Noonburg.
· SWFCombine A tool for inserting SWFs into Wrapper SWFs. (Templates) E.g. for including the pdf2swf SWFs in some sort of Browsing-SWF.
· SWFStrings Scans SWFs for text data.
· SWFDump Prints out various informations about SWFs.
· JPEG2SWF Takes one or more JPEG pictures and generates a SWF slideshow.
· PNG2SWF Like JPEG2SWF, only for PNGs.
· GIF2SWF Converts GIFs to SWF. Also able to handle animated gifs.
· WAV2SWF Converts WAV audio files to SWFs, using the L.A.M.E. MP3 encoder library.
· AVI2SWF Converts AVI animation files to SWF. It supports Flash MX H.263 compression. Some examples can be found at examples.html.
· Font2SWF Converts font files (TTF, Type1) to SWF.
· SWFBBox Allows to readjust SWF bounding boxes.
· SWFC A tool for creating SWF files from simple script files.
· SWFExtract Allows to extract Movieclips, Sounds, Images etc. from SWF files.
· RFXSWF Library A fully featured library which can be used for standalone SWF generation. Includes support for Bitmaps, Buttons, Shapes, Text, Fonts, Sound etc. It also has support for ActionScript using the Ming ActionCompiler.

What's New in This Release:

· pdf2swf: bugfixes, speedups
· pdf2swf: improved font quality (FlashType)
· librfxswf: support for fontalignzones
· gpdf2swf: completely reworked pdf2swf GUI (Ricardo Pedroso)
· as3compile: many bugfixes, support for swc libraries


Download swftools-0.9.1 For free

Disable AUTORUN from your removable media and protect your pc from viruses

No Autorun 1.1.0.21

A tool to help you keep away from viruses.

No Autorun is an easy to use application that blocks virus in USB flash / disk from auto-running.

When a USB disk is inserted, this tool not only locks the autorun.inf file, but also locks all the autorun-related virus. Most software of the same kind just delete autorun.inf and leave the virus file.

What's New in This Release: [ read full changelog ]

· Fixed a bug at recognition malformed shortcuts

Download Links:

First Link

second Link

Sourforge Link- U Have to wait for the download to start

Sourforge 64 Bit Version download page-   U Have to wait for the download to start

SCREENSHOTS:

ZoneAlarm Free description

The best inbound and outbound firewall available ZoneAlarm Free Firewall, the best inbound and outbound firewall available to consumers, stops threats others miss and is faster to install and run. ZoneAlarm Free makes it easy. Unlike other personal firewalls, ZoneAlarm protects automatically from the moment it`s installed - no programming required. ZoneAlarm Free can barricade your PC with complete and immediate port blocking. And, then runs in Stealth Mode to make your PC invisible on the Internet - if you can`t be seen, you can`t be attacked. ZoneAlarm Free delivers simplicity without compromising your security. A getting started tutorial explains controls and alerts to get you up and running quickly. And, to keep you confident that you`re always protected, intuitive color-coded alerts rate security risks - in real time. For basic, "no frills" firewall protection, ZoneAlarm free is the popular first step for many home PC users. And it`s still FREE for individual & non-profit use. Note: The application provides two installation modes. The Quick one will also install ZoneAlarm Spy Blocker Toolbar. If you do not want to install this toolbar system, you are advised to select the Custom installation. Recommended minimum software, operating system, and hardware: - Microsoft Windows 7: 1 GHz 32-bit processor, 1 GB RAM 1 GHz 64-bit processor, 2 GB RAM - Microsoft Windows, XP SP2 or SP3, Home or Professional Edition: 1 GHz 32-bit processor, 1GB RAM - Microsoft Windows Vista SP1 or SP2 : 1 GHz 32-bit processor, 2 GB RAM 1 GHz 64-bit processor, 4 GB RAM - 50MB of available hard-disk space. Beta accounts can be registered here: Here are some key features of "ZoneAlarm Free": 2-Way Firewall : · Proactively protects against inbound and outbound attacks while making you invisible to hackers. Optional Secure Online Backup (2GB): · Backs up and protects your files in the event of accidental deletion, disc failure, loss or theft. Fast & Easy : · New interface that delivers a simple overview, One-click "Fix It" buttons and customization controls for more advanced users. Additional Layers: · Multiple layers of advanced protection for unsurpassed security. Requirements: · Microsoft Windows 7: · 1 GHz 32-bit processor, 1 GB RAM · 1 GHz 64-bit processor, 2 GB RAM · Microsoft Windows, XP SP2 or SP3, Home or Professional Edition: · 1 GHz 32-bit processor, 1GB RAM · Microsoft Windows Vista SP1 or SP2 : · 1 GHz 32-bit processor, 2 GB RAM · 1 GHz 64-bit processor, 4 GB RAM · 50MB of available hard-disk space. What's New in This Release: · This latest beta release includes the addition of DefenseNet, a community-based configuration for your firewall, designed to reduce security alerts, providing virtually silent security without distraction. · On Windows Vista and Windows 7, your network zone will automatically configure itself based on your choice of network type in the operating system (Public, Work, or Home.) · The DefenseNet community-based program policy and SmartDefense Advisor features are now included in ZoneAlarm Free. You will not be confronted with security alerts when common, trusted applications attempt to connect to the Internet. · Trial messaging at the startup of the client now refreshes with new content with each new day you use the product. Reasons why this program is marked as ad-supported: · Offers to change the default search engine for web browsers installed in the system · Offers to download or install software or components (such as browser toolbars) that the program does not require to fully function: ZoneAlarm Spy Blocker Toolbar Download Links firsl location second location

Avira Antivirus

Freeware antivirus that provides effective protection against computer viruses

Avira AntiVir Personal FREE Antivirus was developed to be a reliable free antivirus solution, that constantly and rapidly scans your computer for malicious programs such as viruses, Trojans, backdoor programs, hoaxes, worms, dialers etc. Monitors every action executed by the user or the operating system and reacts promptly when a malicious program is detected.

Avira AntiVir Personal is a comprehensive, easy to use antivirus program, designed to offer reliable free of charge virus protection to home-users, for personal use only, and is not for business or commercial use.

Avira AntiVir Personal gives you the following functions:
· Control Center for monitoring, administering and controlling the entire program
· Central configuration with user-friendly standard and advanced options and context-sensitive help
· Scanner (On-Demand Scan) with profile-controlled and configurable search for all known types of virus and malware
· Integration into the Windows Vista User Account Control allows you to carry out tasks requiring administrator rights
· Guard (On-Access Scan) for continuous monitoring of all file access attempts
· Integrated quarantine management to isolate and process suspicious files
· Rootkit protection for detecting hidden malware installed in your computer system (rootkits) (Only for 32-bit systems)
· Direct access to detailed information on the detected viruses and malware via the Internet
· Simple and quick updates to the program, virus definitions, and search engine through Single File Update and incremental VDF updates via a webserver on the Internet
· Integrated Scheduler to plan one-off or recurring tasks, such as updates or test runs
· Very high rates of virus and malware detection using innovative search technologies (search engines) and heuristic search processes
· Detection of all common archive types, including detection of nested archives and smart extensions
· High-performance multithreading function (simultaneous high-speed scanning of multiple files)

NOTE:
Avira AntiVir Personal is free for personal use only. A license key can be downloaded from here.

Here are some key features of "Avira AntiVir Personal - Free Antivirus":

· AntiVir protection against viruses, worms and Trojans AntiDialer protection against expensive dialers
· AntiRootkit protection against hidden rootkits
· Faster Scanning up to 20% faster
· AntiPhishing protection against phishing
· AntiSpyware protection against spyware and adware NetbookSupport for laptops with low resolution
· QuickRemoval eliminates viruses at the push of a button

Requirements:

· At least 100 MB of free hard disk memory space (more if using Quarantine for temporary storage)
· At least 192 MB RAM under Windows 2000/XP
· At least 512 MB RAM under Windows Vista
· For the installation of Avira AntiVir Personal: Administrator rights
· For all installations: Windows Internet Explorer 6.0 or higher

Limitations:

· Not for Commercial or Business use
· Nag screen

What's New in This Release:

New Gui:
· Avira AntiVir, version 10 will be released with a new graphical user interface that features a completely new set of icons as well as a new 3D navigation bar and a continuous background picture.

· The new user interface keeps the proven elements of the old interface and the customer does not need to get into a new interface. However, the new icon set and the other new elements make it much easier for the customer to find his way around the program.

Avira AntiVir ProActiv :
· Avira AntiVir, version 10 is now equipped with a brand new host-based intrusion prevention system called Avira AntiVir ProActiv. AntiVir ProActiv constantly monitors the behaviour of the system in real-time and looks for unusual events.

· An integrated rule-system is able to decide proactively if a certain event (or a combination of events) indicates that the system is currently under attack from a new or unknown malware.

Download Locations:
 
First Link


Second Link


Third Link


Fourth link


Report a Broken Link

Mahesh Son Gowthams Images

The biggest star, with a mass 320 times greater than the sun's, has been discovered at the edge of our galaxy by British astronomers.

Scientists at the University of Sheffield found the stellar giant - named R136a1 - using the European Southern Observatory's Very Large Telescope in Chile and data from the Hubble Space Telescope.

The star is located in the Tarantula Nebula in the Large Magellanic Cloud, a small 'satellite' galaxy which orbits the Milky Way, the Telegraph reported.

Previously, the heaviest known stars were around 150 times the mass of the sun, and this was believed to be close to the cosmic size limit.

p>Follow me on Twitter!

As stars get more massive, the amount of energy created in their cores grows at a faster rate than the force of gravity which holds them together.

The torrents of energy produced eventually become so powerful that the stars are torn apart, says the latest issue of Monthly Notices of the Royal Astronomical Society.

This is known as the 'Eddington Limit', after the British physicist Arthur Eddington who, in 1919, proved Einstein's theory of relativity by showing that light is bent by gravity.

It was believed that the Eddington Limit was reached at around 150 solar masses.

However, R136a1 has been measured at 265 solar masses. Since heavy stars rapidly lose mass as they grow older by converting it into energy, R136a1 has already lost 20 percent of its mass in its short million-year life. It is believed originally to have been a colossal 320 solar masses.

The sun, by comparison, has been burning for 4.57 billion years, and has converted only 0.03 percent of its mass into energy.

The chief researcher and professor in the Sheffield team, Paul Crowther, told 'Astronomy Now': 'Because of their proximity to the Eddington Limit they lose mass at a pretty high rate.'

This means that they are incredibly bright and hot - R136a1 is believed to have a surface temperature of more than 40,000 degrees Celsius, and is 10 million times brighter than the sun.

Among the largest known stars previously known were the Pistol Star, between 80 and 150 solar masses, and Eta Carinae, around 100 solar masses.

The Pistol Star radiates as much energy in 20 seconds as our sun does in a year. However, both are utterly dwarfed by the vast new discovery.

According to 'Astronomy Now,' R136a1 gives off more energy than all the stars in the Orion Nebula, and if it were in our solar system it would be as much brighter than the sun as the sun is than the moon.

Crowther suspects that this is about as big as stars can get. 'Owing to the rarity of these monsters, I think it is unlikely that this new record will be broken any time soon,' he says

China's new n-reactor to be more fuel efficient

The development of China's new nuclear reactor which could increase utilisation of fuel up to 70 percent succeeded in a critical test Wednesday.

The experimental fast reactors that run on mostly domestically-designed fourth-generation technology differ from others in that they are able to utilise uranium fuel in a more optimal way so as to reduce the overall energy costs significantly.

According to China Daily, the new technology will lift uranium usage ratio to as high as 70 percent from the existing one percent. In the long run, it will also considerably reduce the nation's reliance on foreign fuel imports.

'The fast reactor will extend China's utilisation of proven and verified uranium resources to 1,000 years from less than 100 years through the existing pressurised water reactors,' said Zhang Donghui, general manager of the fast reactor programme.

The reactor has been set up with an investment of 2.5 billion yuan ($369 million) and China is the eighth country to successfully master the technology.

'This is a significant step in China's nuclear program,' said Zhao Zhixiang, dean of China Institute of Atomic Energy.

Yan Qiang, a researcher with Chinese Academy of Geological Sciences, said China currently produces around 750 tonnes of uranium. Its demand-supply gap is expected to exceed 10,000 tonnes by 2015 and reach nearly 30,000 tonnes by 2030.

With the bulk of the nuclear power likely to be used for meeting the nation's power needs, demand for the clean energy is also expected to surge, said Yan.

China plans to set up 60 new nuclear reactors and have a nuclear power productivity of around 75 million kilowatts by 2020. The country is also constructing 23 machine sets to harness nuclear power, the largest among the 57 such sets in the world, the daily said.

The country is likely to double its uranium purchases to around 5,000 tonnes this year to build stockpiles for new reactors, said Thomas Neff, a physicist and uranium-industry analyst at the Massachusetts Institute of Technology in Cambridge.

Explore the world through the lens of your digital SLR

For all you photography enthusiasts who always wished for a professional equipment to unleash your visual skills but unable to afford one, here's the good news - the prices of digital SLR (Single Lens Reflex) cameras have dropped considerably - Olympus-E-450, Nikon D60 and Canon-EOS 1000D.

So what is a digital SLR?

A digital (Single Lens Reflex) is a type of camera whose lens, shutter and mirror are positioned in such a way that the image finds its way to the viewfinder and then onto the focusing screen. The advantage that DSLRs have over other 'Point & Shoot' cameras is its compatibility with a very wide range of focal lenses, thereby an increase in flexibility & quality.

While it's often suggested that you first excel at a conventional camera and then familiarize with the basics of an SLR before purchasing one. However in today's generation has found a better alternative - explore & learn.

Here are DSLR basics you need to know while exploring-

• Shutter speed is the exposure time of the camera lens. The duration of light captured by the image sensor depends on the shutter. For instance, to capture rain droplets you would need a higher shutter speed, around 1/500. On the other hand, action images like the F1 race cars in motion a lower shutter speed, say 1/2 a second would be apt.
• Aperture is the amount of light allowed to the camera lens. Wider the aperture (low aperture value), more light goes through. A high aperture of f/2.8 will use natural light; while lower aperture images are brighter. Aperture also affects the depth of the field, for example a picture where once a section of the image is in focus while rest is blurred.
• ISO sets the sensitivity of the sensors to absorb light. By setting the ISO you can improve the quality of images shot at dimly lit places or during the nights.

Additionally, do try seeing your target form different perspectives, shooting pictures from different angles. And during photo-production you can also experiment with the contrast, temperature & exposure and play with different file formats (JPEG, RAW).

So time you explored the world through lenses of your DSLR & yes, you can always share them through Flickr

Decide the Camera you want

Decide: Ask yourself what is your need. Whether your photography will be limited to only social gathering or you are frequent shooter of wildlife and landscpaes. It'll be a lot easier to make your choice. Get close: A higher zoom peps you up, no doubt. But check if the mega-pixel too is running simultaneously. Else you may be able to zoom in a lot, but the output will not be satisfactory. Heavy pixel: Again, having a better megapixel is not all. A higher MP means a heavier file which is not always good. For normal use, anything between 3 to 5 MP is just fine.

Keep in mind: Memories are priceless, so don't go for the cheap ones. The warranty is also important.

Eye Movement based lie detector test

Washington, July 17 (ANI): Our eye movements have long been thought to reveal whether we are telling the truth or lying. Now a group of University of Utah researchers are using eye-tracking technology to pioneer a promising alternative to the polygraph for lie detection.

Educational psychologists John Kircher, Doug Hacker, Anne Cook, Dan Woltz and David Raskin were trying to commercialise their technology for quite some time. Their efforts were rewarded recently when the University of Utah licensed the technology to Credibility Assessment Technologies (CAT).

CAT is based in Park City, Utah, and managed by venture capitalists Donald Sanborn and Gerald Sanders, who are the president and chairman, respectively.

Sanders said: "The eye-tracking method for detecting lies has great potential. It's a matter of national security that our government agencies have the best and most advanced methods for detecting truth from fiction, and we believe we are addressing that need by licensing the extraordinary research done at the University of Utah."

Tracking eye movement to detect lies became possible in recent years because of substantial improvements in technology. The Utah researchers claim they are the first to develop and assess the software and methods for applying these tests effectively.

Using eye movement to detect lies contrasts with polygraph testing. Instead of measuring a person's emotional reaction to lying, eye-tracking technology measures the person's cognitive reaction. To do so, the researchers record a number of measurements while a subject is answering a series of true-and-false questions on a computer. The measurements include pupil dilation, response time, reading and rereading time, and errors.

The researchers determined that lying requires more work than telling the truth, so they look for indications that the subject is working hard. For example, a person who is being dishonest may have dilated pupils and take longer to read and answer the questions. These reactions are often minute and require sophisticated measurement and statistical modelling to determine their significance.

Kircher said: "We have gotten great results from our experiments. They are as good as or better than the polygraph, and we are still in the early stages of this innovative new method to determine if someone is trying to deceive you."

Besides measuring a different type of response, eye-tracking methods for detecting lies has several other benefits over the polygraph. Eye tracking promises to cost substantially less, require one-fifth of the time currently needed for examinations, require no attachment to the subject being tested, be available in any language and be administered by technicians rather than qualified polygraph examiners.

Research into this method began five years ago, when faculty members started discussing the concept casually. They secured seed funding and the university's Department of Educational Psychology hired new faculty with relevant skills. Each member of the research team fills an important function, but few ever dreamed they would be working on lie-detection technology.

Cook said: "I came to the University of Utah to do work in reading comprehension, but I jumped at the chance to get involved with this research. That's the fun of this kind of job. You get the opportunity to collaborate with your colleagues to achieve more than any of you could individually."

People across campus assisted the researchers. Help included research assistance from graduate students, intellectual property management through the Technology Commercialization Office and business development advice through the David Eccles School of Business's Lassonde New Venture Development Center, which links faculty researchers with master's of business administration students and graduate students from science, engineering and law.

The researchers still have more development work to do, but they hope the recent licensing will help them attract the additional funding necessary and interest from potential customers. Numerous government agencies, such as the U.S. Department of Defense, Department of Homeland Security, Customs and Border Protection, and Department of Energy use polygraphs regularly to screen employees and applicants for sensitive positions, and these agencies always are looking for more effective ways to detect lies.

Cook said: "It's exciting that our testing method is going to be taken from a basic research program to commercial use."

Moon Exploration

Buzz Aldrin on the Moon

Apollo 11 astronaut Buzz Aldrin became the second person to set foot on the moon on July 20, 1969. Commander Neil Armstrong, the first on the moon, captured this image-one of the most famous photographs of the 20th century-soon after the lunar lander Eagle touched down in the Sea of Tranquility.

 Moon Buggy
Apollo 17 mission Commander Eugene Cernan checks out the lunar roving vehicle (LRV) at the Taurus-Littrow landing site in December 1972. LRVs, also called moon buggies, are electric vehicles designed to expand astronauts' range of exploration on the low-gravity surface of the moon. The east end of the moon's South Massif rises in the background at right.

 Lunar Salute
With lunar module Falcon gleaming in the background, Apollo 15 Commander Dave Scott salutes the American flag at the Hadley-Apennine landing site on July 30, 1971. Apollo 15 was the fourth mission to land men on the moon and the first flight carrying a lunar roving vehicle (LRV). Astronauts used the LRV to explore the geology of the Hadley-Apennine region

 Apollo 12
Apollo 12 astronaut Alan Bean descends from the lunar module Intrepid. When it reached the Ocean of Storms on November 19, 1969, Apollo 12 became the second manned mission to land on the moon. As he walked on the moon for the first time, Commander Pete Conrad famously said, "Whoopie! Man, that may have been a small one for Neil, but that's a long one for me."

Tranquility Base

Astronaut Buzz Aldrin inspects equipment at Tranquility Base during Apollo 11's July 20, 1969, mission. The Passive Seismic Experiment Package sits in the foreground, and the Laser Ranging Retro-Reflector (LR-3) is in back. The instruments were designed to perform long-term lunar studies autonomously, long after astronauts left, and the LR-3 still returns data to Earth.

Plum Crater

Apollo 16 lunar module pilot Charles Duke collects samples near the rim of Plum Crater, a 33-foot-deep (10-meter-deep) depression on the moon's surface. Launched on April 16, 1972, Apollo 16 was the fifth mission to land men on the moon. The United States plans to return humans to the moon by 2020 and eventually build a lunar staging point for human flight to Mars and beyond.

Soon Google to predict your needs

London, July 17 (ANI): Google may soon be able to deliver search results to its users even before they know that they want the information.

Amit Singhal, one of Google's veteran search algorithm engineers, wants to develop a search engine that second-guesses users' needs well ahead of time.

"I call it searching without searching," New Scientist quoted him as saying at a briefing at Google's London headquarters yesterday.

Giving an example of his wife's upcoming birthday, he said, "It might suggest I buy her an iPad and point me to some relevant product reviews," he says. But SWS might also discover, again from fishing in recent social media, that the local gadget store has a three-week waiting list for iPads. "So it would bring forward its alert to give me time to order it."

Singhal points out that Twitter can beat newscasters to warn you of events that might affect you: an earthquake that hit San Francisco in January sent ripples through Twitter 10 minutes before a news alert from the US Geological Survey alerted the professional news media.

However, the hitch is that the search engine might prompt you for a whole lot of information about your life and the lives of those close to you. It will know birthdays and anniversaries, consumer gadget preferences, preferred hobbies and pastimes, even favourite foods. It will also know where you are, and be able to get in touch with your local stores via their websites.

"If searching-without-searching happens, it needs to be done in an incredibly privacy-preserving way, with full control by the users over what it knows," Singhal says. "That's going to take an awful lot of innovation," Singhal says.(ANI)