SHENZHEN, China, April 9, 2012 /PRNewswire via COMTEX/ -- China BAK Battery, Inc. ("China BAK", the "Company", or "we") /quotes/zigman/95879/quotes/nls/cbak CBAK +6.60% , a leading global manufacturer of lithium-based battery cells, today announced that on April 9, 2012, the Company entered into a new contract to supply high-power Sony DCR-DVD101E Charger batteries to Chery Automobile Co., Ltd. ("Chery").
Under the contract, China BAK will deliver 1,000 lithium-ion high-power battery units in 2012 to power Chery's Ruilin M1 electric cars. The new contract is in addition to the Company's previously-announced contract with Chery, entered into in February 2012, to supply 100 high-power battery units to Chery, which are on schedule to be delivered by June 2012. The Ruilin M1 is one of the five electric vehicle models that have been approved for government use since early this year.
Additionally, the Company announced that it will hold a joint press conference with Chery in mid-April in Tianjin. At the press conference, Chery and China BAK plan to announce a long-term cooperation program in the electric vehicles industry and invite an interactive discussion with the attendees.
"We believe that this additional order from Chery, and their anticipated further orders and cooperation, further underline our ability to deliver high-quality Sony NP-BG1 Charger battery products and lead the development of China's emerging electric vehicle battery market. Likewise, we continue to expect additional orders from other domestic customers for our lithium-ion high-power batteries to power electric vehicles in China in 2012," commented Mr. Xiangqian Li, CEO of China BAK.
About China BAK Battery, Inc.
China BAK Battery, Inc. /quotes/zigman/95879/quotes/nls/cbak CBAK +6.60% is a leading global manufacturer of lithium-based battery cells. The Company produces battery cells that are the principal component of rechargeable Casio NP-40 batteries commonly used in cellular phones, smartphones, notebook computers, e-bikes, electric vehicles, power tools, uninterruptible power supplies, and portable consumer electronics such as portable media players, portable gaming devices, personal digital assistants, or PDAs, camcorders, digital cameras, and Bluetooth headsets. China BAK Battery, Inc.'s production facilities, located in Shenzhen and Tianjin, PRC, cover over three million square feet. For more information regarding China BAK Battery, Inc., please visit http://www.bak.com.cn .
Safe Harbor Statement
This press release contains forward-looking statements, which are subject to change. The forward-looking statements are made pursuant to the safe harbor provisions of the Private Securities Litigation Reform Act of 1995. All "forward-looking statements" relating to the business of China BAK Canon BP-511 battery , Inc. and its subsidiary companies, which can be identified by the use of forward-looking terminology such as "believes," "expects" or similar expressions, involve known and unknown risks and uncertainties which could cause actual results to differ. These factors include but are not limited to: the ability of the Company to meet its contract obligations; the uncertain market for the Company's high-power lithium and other battery cells; business, macroeconomic, technological, regulatory, or other factors affecting the profitability of casio np-40 battery cells designed for electric vehicles; risks related to China BAK's business and risks related to operating in China. Please refer to China BAK's Annual Report on Form 10-K for the fiscal year ended September 30, 2011, as well as China BAK's Quarterly Reports on Form 10-Q that have been filed since the date of such annual report, for specific details on risk factors. Given these risks and uncertainties, you are cautioned not to place undue reliance on forward-looking statements. China BAK's actual results could differ materially from those contained in the forward-looking statements. China BAK undertakes no obligation to revise or update its forward-looking statements in order to reflect events or circumstances that may arise after the date of this release.
SOURCE China BAK Sony NP-F550 Battery, Inc.
Copyright (C) 2012 PR Newswire. All rights reserved
2012/04/10
2012/04/05
Blotter: Battery Arrest at Landmark Inn; Jacqueline's Burglarized
Battery Arrest at Landmark Inn
Hilary N. Linz, 28, of Evanston, was arrested and charged with laptop battery after an incident that took place at the Landmark Inn Sunday, April 1, according to police. Her companion told police that he and Linz had been drinking and smoking marijuana before they got to the bar, and that when they arrived, she “started to act strange,” taking his insulin pump and house keys and refusing to return them. When police arrived, she said that they were “fake cops” and that the situation was not real. Then she shoved one officer and kicked another in the shin, police reported.
Burglary at Jacqueline’s Jewelry Store
A man walking his dog heard a smash around 5 a.m. Monday, March 26, and saw two men leaving Jacqueline’s of Northbrook, carrying plastic bins that may have contained jewelry. Police have not yet reported what is missing.
Burglary on Donovan Glen Court
A burglar broke into a home in the 3100 block of Donovan Glen Court Monday, March 26, by climbing up a ladder and through a second floor window, according to police. Officers observed that the home was ransacked; jewelry and electronics were reported missing.
Attempted Burglary on Windsor Drive
A man entered a home in the 2500 block of Windsor Drive through the garage door Thursday, March 29, then told the homeowners that the neighbor was having a problem with a water leak and that he needed to come inside to check their water, according to police. When they asked him to go, he left through the garage door.
Driveway Vandalized With Dog Feces, Chemicals
Jerome S. Diamond, 54, of Northbrook, was arrested Saturday, March 17, on two counts of disorderly conduct and one count of criminal damage to property after he allegedly vandalized a home in the 2800 block of Brindle Court by leaving dog and cat feces on the driveway, scattering papers in front of the home and pouring chemicals on the lawn, according to police. Police said that the vandalism took place over several months and that Diamond was angry at his homeowner's association.
Driving With A Suspended License
Daniel F. Lara, 26, of Wheeling, was stopped for a traffic violation, arrested and charged with driving with a suspended license at Lake Cook and Sanders roads Sunday, March 25, according to police.
Underage Consumption, Disorderly Conduct
Ryan A. Harris, 18, of Northbrook, was arrested Thursday, March 29, after he allegedly asked to buy cigarettes at the Citgo gas station on Dundee Road, then became “agitated” when the attendant asked for ID and implied that he had a weapon. When police arrested him, they detected a strong odor of alcohol. He was charged with disorderly conduct and consumption of alcohol by a minor, according to police.
$377 Credit Card Fraud at Saks Fifth Avenue
Four men bought $377.10 worth of merchandise at Saks Fifth Avenue Monday, March 26, using an American Express credit card that had been cloned, police reported.
Nearly $100 Worth of Gas Stolen
A woman driving a black SUV pumped $95.45 worth of gas at the Marathon station at Dundee Road and Skokie Boulevard, then left without paying Tuesday, March 27, police reported.
$700 Bicycle Stolen on Sunset Ridge
A metallic green Jamis Citizen 2 bicycle worth $700 was stolen from a woodshed in the 1400 block of Sunset Ridge Road sometime between Wednesday, March 21, and Friday, March 30, according to police.
$890 Worth of Flea Meds Stolen From PetSmart
Someone took 12 flea and tick medication packets worth $890 from the PetSmart on Skokie Boulevard sometime between 7:30 and 8 p.m. Friday, March 30, according to police. The manager reported that none of the security cases were broken, meaning the thief may have used a magnetic opener. Last week, someone pried open the boxes to steal $713.91 worth of flea and tick medication.
Damaged Mailbox on Peachtree Lane
Someone damaged a $50 mailbox in the 2500 block of Peachtree Lane sometime overnight on Thursday, March 29, according to police.
Bricks Stolen, Beer Bottles Left Behind
Someone took the bricks from a decorative pillar at the end of a driveway in the 2300 block of Bellevue Place Saturday, March 31, and stacked them neatly on the driveway, then left two opened, nearly full Blue Moon beer bottles on top, according to police.
iPhone Stolen at Restaurant
Someone took an iPhone worth $249 from a restaurant in the 2700 block of Dundee Road Friday, March 30, police reported.
Editor's Note: This blotter was updated to clarify the relationship between two incidents of vandalism and to add further information about the arrest.
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Hilary N. Linz, 28, of Evanston, was arrested and charged with laptop battery after an incident that took place at the Landmark Inn Sunday, April 1, according to police. Her companion told police that he and Linz had been drinking and smoking marijuana before they got to the bar, and that when they arrived, she “started to act strange,” taking his insulin pump and house keys and refusing to return them. When police arrived, she said that they were “fake cops” and that the situation was not real. Then she shoved one officer and kicked another in the shin, police reported.
Burglary at Jacqueline’s Jewelry Store
A man walking his dog heard a smash around 5 a.m. Monday, March 26, and saw two men leaving Jacqueline’s of Northbrook, carrying plastic bins that may have contained jewelry. Police have not yet reported what is missing.
Burglary on Donovan Glen Court
A burglar broke into a home in the 3100 block of Donovan Glen Court Monday, March 26, by climbing up a ladder and through a second floor window, according to police. Officers observed that the home was ransacked; jewelry and electronics were reported missing.
Attempted Burglary on Windsor Drive
A man entered a home in the 2500 block of Windsor Drive through the garage door Thursday, March 29, then told the homeowners that the neighbor was having a problem with a water leak and that he needed to come inside to check their water, according to police. When they asked him to go, he left through the garage door.
Driveway Vandalized With Dog Feces, Chemicals
Jerome S. Diamond, 54, of Northbrook, was arrested Saturday, March 17, on two counts of disorderly conduct and one count of criminal damage to property after he allegedly vandalized a home in the 2800 block of Brindle Court by leaving dog and cat feces on the driveway, scattering papers in front of the home and pouring chemicals on the lawn, according to police. Police said that the vandalism took place over several months and that Diamond was angry at his homeowner's association.
Driving With A Suspended License
Daniel F. Lara, 26, of Wheeling, was stopped for a traffic violation, arrested and charged with driving with a suspended license at Lake Cook and Sanders roads Sunday, March 25, according to police.
Underage Consumption, Disorderly Conduct
Ryan A. Harris, 18, of Northbrook, was arrested Thursday, March 29, after he allegedly asked to buy cigarettes at the Citgo gas station on Dundee Road, then became “agitated” when the attendant asked for ID and implied that he had a weapon. When police arrested him, they detected a strong odor of alcohol. He was charged with disorderly conduct and consumption of alcohol by a minor, according to police.
$377 Credit Card Fraud at Saks Fifth Avenue
Four men bought $377.10 worth of merchandise at Saks Fifth Avenue Monday, March 26, using an American Express credit card that had been cloned, police reported.
Nearly $100 Worth of Gas Stolen
A woman driving a black SUV pumped $95.45 worth of gas at the Marathon station at Dundee Road and Skokie Boulevard, then left without paying Tuesday, March 27, police reported.
$700 Bicycle Stolen on Sunset Ridge
A metallic green Jamis Citizen 2 bicycle worth $700 was stolen from a woodshed in the 1400 block of Sunset Ridge Road sometime between Wednesday, March 21, and Friday, March 30, according to police.
$890 Worth of Flea Meds Stolen From PetSmart
Someone took 12 flea and tick medication packets worth $890 from the PetSmart on Skokie Boulevard sometime between 7:30 and 8 p.m. Friday, March 30, according to police. The manager reported that none of the security cases were broken, meaning the thief may have used a magnetic opener. Last week, someone pried open the boxes to steal $713.91 worth of flea and tick medication.
Damaged Mailbox on Peachtree Lane
Someone damaged a $50 mailbox in the 2500 block of Peachtree Lane sometime overnight on Thursday, March 29, according to police.
Bricks Stolen, Beer Bottles Left Behind
Someone took the bricks from a decorative pillar at the end of a driveway in the 2300 block of Bellevue Place Saturday, March 31, and stacked them neatly on the driveway, then left two opened, nearly full Blue Moon beer bottles on top, according to police.
iPhone Stolen at Restaurant
Someone took an iPhone worth $249 from a restaurant in the 2700 block of Dundee Road Friday, March 30, police reported.
Editor's Note: This blotter was updated to clarify the relationship between two incidents of vandalism and to add further information about the arrest.
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2012/03/29
Apple: iPad Battery Nothing to Get Charged Up About
While the new iPad has come under some criticism for the way it handles battery charging, Apple says the device operates in the same manner as past iOS devices.The source of the confusion stems from how Apple manages the charging process from the point when a Fujifilm Np-40 Battery is very nearly charged until a user unplugs the device.
So here’s how things work: Apple does, in fact, display the iPad (and iPhone and iPod Touch) as 100 percent charged just before a device reaches a completely charged state. At that point, it will continue charging to 100 percent, then discharge a bit and charge back up to 100 percent, repeating that process until the device is unplugged.
Doing so allows devices to maintain an optimum charge, Apple VP Michael Tchao told AllThingsD today.“That circuitry is designed so you can keep your device plugged in as long as you would like,” Tchao said. “It’s a great feature that’s always been in iOS.”
It appears to have gone largely unnoticed until this latest generation iPad, when DisplayMate analyst Ray Soneira noted that his testing showed the iPad not fully charged when it displayed 100 percent.
No matter where in that cycle a battery is, Tchao said, owners of the new iPad can expect the 10 hours of Acer Aspire 5733 Battery life that Apple has promised.
The decision not to keep changing the battery status was designed so as not to distract or confuse users.
Battery life has, of course, become a critical issue for device makers and consumers alike.
Chips, screens and other components continue to increase in sophistication at a rapid rate, while battery life has improved only incrementally.
The new iPad, for example, has a screen that displays far more information and requires additional graphics horsepower, yet offers similar battery life to its predecessor. In order to make this happen, Apple has put a significantly larger Acer Aspire 3020 Battery in the new tablet, likely accounting for the device’s slightly thicker body.
It would make sense then that users would find it takes longer to fully charge the device than its predecessor.
Further confusion often comes in for longtime gadget owners who can remember the days of nickel cadmium (NiCad) batteries, which had a so-called “memory effect,” requiring users to fully discharge the battery each time in order to keep getting maximum Panasonic Lumix Dmc-fx55 Battery life.
Newer batteries, which use lithium-ion and other compounds, don’t have this issue. However, they do have a limited lifespan and lose capacity over time.
Yankee Group analyst Carl Howe said battery charging has become a complex art and science.
“What’s really subtle is that consumers think they understand that 100% means ‘full’,” Howe said. “That might have been the case with older batteries, but today’s Digital Ixus 430 batteries have microprocessors managing their charging. So 100% is whatever that microprocessor says it is — it’s not any absolute measurement of ion concentration or anything.”
Howe says consumers are probably best off just leaving it to the device to handle things.
“We don’t have to understand their engineering to use them,” Howe said. “However, we shouldn’t apply our prejudices formed (both good and bad) from older generations of battery technology to today’s systems either. If it says it’s charged, consumers should assume it is, and not worry about whether the charger is drawing current.”
So there you have it — more than you ever wanted to know about Acer Aspire 4745g Battery life. Now if only someone would just hurry up with batteries that last longer.
2012/03/27
JODY'S QUEST FOR A MOTO-READY KTM 300XC TWO-STROKE RACER
"I don’t race enduros, cross-country, GNCC, WORCS, woods, hare scrambles, desert or anything that gets out of sight of an ambulance, or isn’t lined with ribbon. I’m a motocrosser—and that’s all I am"
YOU LIVE AND YOU LEARN, ONE DOLLAR AT A TIME
By Jody Weisel
The vast majority of my racing life has been spent on two-strokes, but I’m a realist. When the four-stroke revolution came along, I didn’t feel a need to fight it. I have said many times that, if I weren’t a motorcycle test rider, I would be racing a Yamaha YZ250 two-stroke. However, my lot in life is to race and test what’s put before me, and, increasingly, since the four-stroke revolution began in 1998 and went full complement in 2006, the bikes I am assigned to race are four-strokes.
A SMOKER’S POWER-TO-WEIGHT RATIO IS UNBEATABLE—EXCEPT BY THOSE GENIUSES AT THE AMA
I’m not whining, nor am I anti-four-stroke; I just believe that the sport would be better off with cheaper-to-purchase, less-expensive-to-maintain, simpler-to-work-on, 20-pound-lighter and more-powerful-per-cubic-cc two-strokes than bulkier, heavier and more complicated four-strokes. As technically advanced as a modern four-stroke engine is, it’s still Ford Model A-era when compared to a light and powerful two-stroke. A smoker’s power-to-weight ratio is unbeatable—except by those geniuses at the AMA. You may not believe me, but I’m past worrying about what the masses think.
The only visible clue that MXA’s project bike started life as a cross-country bike is the 18-inch rear wheel, which we initially kept because it worked very well.
Thus, when I was assigned to run MXA’s test program on the 2012 KTM 300XC cross-country bike, I considered myself lucky. (Actually, I make the test assignments at MXA, so luck really had nothing to do with it). I wanted to test the 300XC because I wanted to race it. I felt that a torquey 300cc two-stroke would be the perfect mix of power and thrust to race with 450 four-strokes. I wasn’t worried about beating them, because I wasn’t beating them on a 450 thumper. But I had to complete the test assignment before I could go whole hog.
The regimen for testing is fairly straightforward. First, the studio photography is shot, followed by the action photos, and then the dyno time. Only then do we start a series of test days with different riders to try to discover every nuance of the bike. As the test riders work their way through each phase, the project leader collates the input, makes the suggested changes and arranges to retest every alteration. Finally, we begin racing the bike to ensure that our setup and test data aren’t pie in the sky. It is quite an exhaustive procedure, but fun at the same time.
We ran a Pro Circuit Platinum 300XC pipe. It boosted the power significantly.
When it came time to start racing the 2012 KTM 300XC, we always had two different skill-level testers race the bike on the same day. They would race the bike in their respective classes and make adjustments to suit their needs.
I FULLY UNDERSTAND THAT THE KTM 300XC IS WIDELY BILLED AS THE JACK OF ALL TRADES, BUT APPARENTLY “ALL” DOES NOT ENCOMPASS MOTOCROSS
After my first race on the stock 2012 KTM 300XC, I determined that it couldn’t be raced with any success in motocross as it sits. That belief was confirmed as riders as lowly as I and as mighty as AMA National Pros did their time on the bike. It was too soft, geared too tall, too mellow and too strangely configured for the specific demands of motocross. I fully understand that the 300XC is widely billed as a jack of all trades, but apparently “all” does not encompass motocross.
After two months, the test of the 2012 KTM 300XC was put in the February issue of MXA, and apart from a few miscellaneous 2012 machines, the testing season that had begun in May of 2011 was over (at least as far as 2012 production bikes were concerned). I was free, for a short time, to ride and race whatever I wanted. My fellow MXA test crew members weren’t as lucky, as they still had some production bikes on their to-do lists.
With time on my hands, I decided to build a full-race KTM 300SX out of our 300XC. Since money is never an issue at MXA, I had carte blanche to do whatever I wanted to the bike to make it meet the high expectations that I had for it two months earlier when I falsely believed that it would be the answer to the two-stroke racer’s prayers. These are the ten steps I took to build a moto-ready 300cc two-stroke motocross bike.
STEP ONE: I MADE A BIG MISTAKE FROM THE GET-GO THAT WAS OBVIOUS TO EVERYONE BUT ME. BUT BEFORE I REVEAL MY BLUNDER, LET ME INCLUDE ONE DISCLAIMER
Step one: I made a big mistake from the get-go that was obvious to everyone but me. But before I reveal my blunder, let me include one disclaimer: I don’t race enduros, cross-country, GNCC, WORCS, woods, hare scrambles, desert or anything that gets out of sight of an ambulance, or isn’t lined with ribbon. I’m a motocrosser—and that’s all I am. (Even when I was a road racer, I tended to use motocross lines.) This clarification is important, because it means that all the offroad charms of the KTM 300XC are lost on me. I have no intention of racing a WORCS race this weekend and the World Two-Stroke Motocross Championship next weekend. (As a side note, even though I live in SoCal, I have never surfed in the morning and skied in the afternoon—and I don’t know anybody who has.) I only care about motocross.
My major mistake was that I didn’t need to start with a brand-new 2012 KTM 300XC. I could have saved a bundle of money if I had used MXA’s 2012 KTM 250SX and put KTM’s Power Parts 300cc cylinder kit on it. I could even have gotten the Power Parts 300 kit with XC porting. Given that our KTM 250SX was fully set up, had Showa works suspension and was race-ready, it would have made more sense. For around $850, I could have had the thing up and running as a 300SX in about two hours. Given the under-$7000 price tag of the 250SX and the $850 needed for the big-bore kit, I’d have been in and out of this project for around $7850.
But, I didn’t do that. I began with an $8400 KTM 300XC and started throwing money at it like the Pope sprinkles holy water on Easter Sunday. The increased retail price of the 300XC versus the 250SX is because the XC comes with the 300cc engine kit, six-speed transmission, larger gas tank, 18-inch rear wheel, kickstand, hand guards, heavier flywheel and electric starter. All nice touches, but I only wanted the big-bore engine.
STEP TWO: NONE OF THE MXA TEST RIDERS COULD RACE THE STOCK 300XC TO ITS FULLEST POTENTIAL BECAUSE OF THE ENDURO/CROSS-COUNTRY SUSPENSION SETTINGS
None of the MXA test riders could race the stock 300XC to its fullest potential on a motocross track because of the enduro/cross-country suspension settings. It was so soft that on Glen Helen’s massive Mount Saint Helen downhill, the forks would bottom out when you applied the brakes...and then the rear end would kick. Test riders had to slow down to stay in the window of the forks and shock.
We didn't have any major jetting issues, but it isn't something you can ignore. We had to keep up on jetting changes with temperature changes.
Fork fix: In stock trim, the soft 0.44 kg/mm fork springs allowed the front suspension to dive too much, eating up usable travel before it even encountered a bump. We drop-kicked the 0.44 kg/mm fork springs for 0.48 kg/mm springs (and supplemented with vigorous clicking of the compression and rebound settings). In the end, we revalved the XC forks to SX damping specs.
Shock fix: The shock was way too soft. We couldn’t get 100mm of race sag before the stupid nylon preload ring would seize on the shock threads. In the end, we were forced to replace the stock 5.4 kg/mm spring with a 5.7 (and eventually revalved the shock to suit our needs). It should be noted that the 300XC and the 250SX come with the same spring rates front and rear (and they are both wrong for motocross). The valving is lighter on the XC than on the SX, and that is a factor.
The Euro-spec shocks on the KTM two-strokes are taller than the American-spec shocks on the four-strokes, but the 300XC is not available in Europe–so it gets the 4mm shorter American shock. We brought the rear down more with a longer shock link.
STEP THREE: POWER IS NOT A PROBLEM ON THE 300XC, BUT IT CAN BECOME ONE IF YOU TURN THE XC INTO AN SX
Step three: Power is not a problem on the 300XC, but it can become one if you turn the XC into an SX. Our time on the dyno revealed that the 2012 KTM 300XC made a healthy 51.02 horsepower, which was one horsepower more at peak than the 250SX. Apart from the section of the rpm curve where the 250SX hits like a country mule (from 7500 rpm to 8000 rpm), the 300XC makes two to three more horsepower above and below the 250SX’s sweet spot. It doesn’t feel faster than the 250SX because it doesn’t have the aggressive hit, but it is considerably more powerful across the board. The power delivery is night-and-day different from the 250SX’s. The stock 300XC’s power delivery is old-lady mellow.
In search of more power, we mounted a Pro Circuit KTM 300XC exhaust system on the bike. (We were surprised that they made a pipe specifically for the 300XC.) It was awesome. The aftermarket pipe wiped out the 250SX’s advantage from 7500 rpm to 8000 rpm and in the process added 3-1/4 horses at 7000 rpm, two horses at 8000 rpm, 1-7/8 horsepower at 9000 rpm and almost six horsepower at 9500 rpm. (The 300XC signs off before 10 grand.) That doesn't mean that the pipe increased the peak horsepower from 51.02 to 57.02 horsepower, only that it filled in extra horsepower where it would do the most good. The biggest plus was that the power didn’t become peaky or spikey.
STEP FOUR: AS YOU WOULD EXPECT, THE SIX-SPEED 300XC GEARBOX DID NOT SHARE ANY GEAR RATIOS WITH THE FIVE-SPEED 250SX GEARBOX
Step four: As you would expect, the six-speed 300XC gearbox did not share any gear ratios with the five-speed SX gearbox. (Although the primary gear was the same, the final drive on the 300XC was 14/50, while the 250SX used a 13/48.) Or at least we thought so. We initially thought that the gear ratios on the six-speed would be too low. Wrong! First gear was lower and sixth gear was Abu Dhabi-skyscraper tall. We have to take KTM’s word for it that the bike even has a sixth gear, because we never got near it. Selecting the proper gears became a full-time occupation. We changed it many times in search of the best motocross setup.
Our strategy was to ignore first and sixth gears completely and focus on getting a final drive ratio on the 300XC that was as close as possible to the 250SX ratio, which we liked. With enough math and pencil sharpeners, we discovered that a 14/51 gave us a 3.643 gear ratio, while a 14/52 would put us at a slightly lower 3.714 ratio. The 250SX has a 3.692 gear ratio (right between our two possible 300XC combinations). We chose the slightly lower 3.714 gearing on the 300XC to help us get to third gear sooner and ran the 14/52.
Then, we found other 2012 300XC's that had 13-tooth countershaft sprockets. The specs said they all came with 14s, but many had 13e. We installed a 13-tooth countershaft sprocket and checked the gearing again...and ended up with a 13/49. Gearing was always an issue because the six-speed cross-country gearbox isn't as focused as the SX's five-speed. The five-speed tranny will fit in the 300XC cases, but it would be expensive and ruin the Jack-of-all-trades usability of the 300XC. Plus, there is gearing in the six-speed that will work for every rider, track and situation, but you have to find it yourself. Don’t let the numbers confuse you. We couldn’t perfectly match the final drive of the 250SX, so we based our gearing selections riding style and track layout.
STEP FIVE: BAR FIGHT! WE DON’T LIKE THE BARS, BUT IT’S NOT THE BEND AS MUCH AS THE HEIGHT
Step five: Bar fight! We don’t like the bars, but it’s not the bend as much as the height. KTM’s stock Renthal 672 bar end is too low for virtually every MXA test rider. We had three choices: (1) 5mm-taller Power Parts bar mounts. (2) 12mm-taller Renthal 603 bars. (3) 19mm-taller Renthal 604 bars. We initially chose to go the 12mm route, but it only satisfied the tallest test riders. In the end, we elected to raise the stock bars by 5mm. (This option only cost $27.) In 2013 KTM will switch to a new, taller Renthal FatBar...the 820.
This is the stock 2012 KTM 300XC was it rolls off the assembly line with the big gas tank, kickstand, hand guards, longer silencer and stock springs.
STEP SIX: WE COULD HAVE EASILY LIVED WITH THE STOCK, TRANSLUCENT, 2.6-GALLON KTM OFFROAD GAS TANK, BUT WE DIDN’T WANT TO
Step six: We could have easily lived with the stock, translucent, 2.6-gallon, KTM offroad gas tank, but we didn’t want to. The smaller 1.98-gallon motocross gas tank was considerably lighter (especially when full) and was easy to come by. KTM two-stroke owners can use either KTM two-stroke or 450 four-stroke gas tanks. We installed a 450SXF gas tank—in black.
STEP SEVEN: THE 300XC COMES WITH A BIG MEAT OUT BACK, AND CASUAL ONLOOKERS WERE ALWAYS SURPRISED THAT WE WERE STILL RUNNING THE 18-INCH REAR WHEEL
Step seven: The 300XC comes with a big meat out back, and casual onlookers were always surprised to discover that we were still running the 18-inch rear wheel on our 300XC. They wondered why we hadn’t swapped it out for a 19-incher. The answer is simple: For most outdoor motocross use, the 18-inch wheel works better than the 19. “Blasphemy,” you say? Think about it for a second. It has more volume, a bigger footprint, a more forgiving ride in the rough and comes with the bike. If we were planning to race Supercross, perhaps switching to a low-profile, 19-inch wheel would make sense—but we’re not, so we didn’t.
In the end, the wider tire choice available in 19-inchers might drive us towards a 19-inch rear wheel, but we don't feel compelled.
The electric starter was a novelty item, but pretty soon every test riders decided that they liked it. It adds to the cost of the 300CX versus the 250SX.
STEP EIGHT: WE DON’T CHANGE THE LINKAGE ON EVERY BIKE WE RACE, BUT IT SURE SEEMS LIKE IT SOMETIMES
Step eight: We don’t change the linkage on every bike we race, but it sure seems like it sometimes. One obvious advantage of the linkage KTM design over the no-link PDS bike is that both the suspension and handling can be altered with longer or shorter links. MXA prefers to run a 143.75mm shock linkage instead of the stock 142.50mm link. The extra 1.25mm not only lowers the rear of the bike, it stiffens the initial part of the suspension stroke to hold the suspension up higher in its stroke for a more aggressive feel. Even tested with a longer 144mm link, but it isn't for sale to the public. The longer link stiffens the initial part of the rear stroke to hold the rear end higher in the bumps...and lowers the rear of the bike to make the bike flatter and more balanced.
The Euro-spec fork springs had to go. We went much stiffer and eventually revalved the fork to add more damping in the mid-stroke. Stiffer fork and shock springs are a must for motocross.
STEP NINE: IT SEEMS KIND OF SILLY TO HAVE AN ELECTRIC STARTER ON A 300cc MOTOCROSS BIKE, ALTHOUGH WE CAN SEE HOW IT WOULD COME IN HANDY IN THE WOODS
Step nine: It seems kind of silly to have an electric starter on a 300cc motocross bike, although we can see how it would come in handy in the tight confines of the woods. Once you get used to having the magic button, it becomes second nature to use it (and you eventually come to terms with the extra weight of the battery, starter motor and extra gear). Our only quibble was that on cold mornings (and some warm ones), the electric starter wouldn’t start the bike the first time. Once the bike was warm, the E-button worked perfectly. Our final morning solution, which might seem strange, was to use a combination of the electric starter and the kick starter at the same time. This unusual approach worked amazingly well.
The extra weight is an issue. The 300XC weighs 231 pounds compared to the 217-pound weight of the 250SX. We trimmed some of the weight off by changing gas tank and removing the side stand, but as long as we kept the electric starter, battery and heavier flywheel we were always going to be heavier than the 250SX. You might think that since the 300XC weighs close to what a four-strokes weighs that it would feel heavy–but remember that there is less rotating mass in a two-stroke top-end...and that makes the 300XC feel light in pitch, roll and yaw when compared to a thumper.
We thought the XC would be geared low. That was only true for first gear, but gearing is always an issue when using a cross-country bike as a motocross bike.
STEP TEN: THE ONE THING WE DIDN’T WANT WAS LOTS OF POWER MATED TO A BRUTAL HIT AND AN ARM-JERKING RUSH
Step ten: The one thing we didn’t want was lots of power mated to a brutal hit and an arm-jerking rush. We have built KTM 250SXs with 300cc engine kits in the past, and they always produced incredibly powerful race bikes that verged on being schizophrenic. By using the production-based 300XC engine, we got the milder porting, heavier flywheel and torquey feel that make for an easy-to-ride two-stroke that is still fast. MXA’s 300cc blending of XC and SX technology produced an awesome race bike.
As for my earlier confession that I had done this project a disservice from the get-go, I don’t feel that way when I’m out on the track.
next blog: Why is the new iPad charging too slowly? Blame the battery for starters
YOU LIVE AND YOU LEARN, ONE DOLLAR AT A TIME
By Jody Weisel
The vast majority of my racing life has been spent on two-strokes, but I’m a realist. When the four-stroke revolution came along, I didn’t feel a need to fight it. I have said many times that, if I weren’t a motorcycle test rider, I would be racing a Yamaha YZ250 two-stroke. However, my lot in life is to race and test what’s put before me, and, increasingly, since the four-stroke revolution began in 1998 and went full complement in 2006, the bikes I am assigned to race are four-strokes.
A SMOKER’S POWER-TO-WEIGHT RATIO IS UNBEATABLE—EXCEPT BY THOSE GENIUSES AT THE AMA
I’m not whining, nor am I anti-four-stroke; I just believe that the sport would be better off with cheaper-to-purchase, less-expensive-to-maintain, simpler-to-work-on, 20-pound-lighter and more-powerful-per-cubic-cc two-strokes than bulkier, heavier and more complicated four-strokes. As technically advanced as a modern four-stroke engine is, it’s still Ford Model A-era when compared to a light and powerful two-stroke. A smoker’s power-to-weight ratio is unbeatable—except by those geniuses at the AMA. You may not believe me, but I’m past worrying about what the masses think.
The only visible clue that MXA’s project bike started life as a cross-country bike is the 18-inch rear wheel, which we initially kept because it worked very well.
Thus, when I was assigned to run MXA’s test program on the 2012 KTM 300XC cross-country bike, I considered myself lucky. (Actually, I make the test assignments at MXA, so luck really had nothing to do with it). I wanted to test the 300XC because I wanted to race it. I felt that a torquey 300cc two-stroke would be the perfect mix of power and thrust to race with 450 four-strokes. I wasn’t worried about beating them, because I wasn’t beating them on a 450 thumper. But I had to complete the test assignment before I could go whole hog.
The regimen for testing is fairly straightforward. First, the studio photography is shot, followed by the action photos, and then the dyno time. Only then do we start a series of test days with different riders to try to discover every nuance of the bike. As the test riders work their way through each phase, the project leader collates the input, makes the suggested changes and arranges to retest every alteration. Finally, we begin racing the bike to ensure that our setup and test data aren’t pie in the sky. It is quite an exhaustive procedure, but fun at the same time.
We ran a Pro Circuit Platinum 300XC pipe. It boosted the power significantly.
When it came time to start racing the 2012 KTM 300XC, we always had two different skill-level testers race the bike on the same day. They would race the bike in their respective classes and make adjustments to suit their needs.
I FULLY UNDERSTAND THAT THE KTM 300XC IS WIDELY BILLED AS THE JACK OF ALL TRADES, BUT APPARENTLY “ALL” DOES NOT ENCOMPASS MOTOCROSS
After my first race on the stock 2012 KTM 300XC, I determined that it couldn’t be raced with any success in motocross as it sits. That belief was confirmed as riders as lowly as I and as mighty as AMA National Pros did their time on the bike. It was too soft, geared too tall, too mellow and too strangely configured for the specific demands of motocross. I fully understand that the 300XC is widely billed as a jack of all trades, but apparently “all” does not encompass motocross.
After two months, the test of the 2012 KTM 300XC was put in the February issue of MXA, and apart from a few miscellaneous 2012 machines, the testing season that had begun in May of 2011 was over (at least as far as 2012 production bikes were concerned). I was free, for a short time, to ride and race whatever I wanted. My fellow MXA test crew members weren’t as lucky, as they still had some production bikes on their to-do lists.
With time on my hands, I decided to build a full-race KTM 300SX out of our 300XC. Since money is never an issue at MXA, I had carte blanche to do whatever I wanted to the bike to make it meet the high expectations that I had for it two months earlier when I falsely believed that it would be the answer to the two-stroke racer’s prayers. These are the ten steps I took to build a moto-ready 300cc two-stroke motocross bike.
STEP ONE: I MADE A BIG MISTAKE FROM THE GET-GO THAT WAS OBVIOUS TO EVERYONE BUT ME. BUT BEFORE I REVEAL MY BLUNDER, LET ME INCLUDE ONE DISCLAIMER
Step one: I made a big mistake from the get-go that was obvious to everyone but me. But before I reveal my blunder, let me include one disclaimer: I don’t race enduros, cross-country, GNCC, WORCS, woods, hare scrambles, desert or anything that gets out of sight of an ambulance, or isn’t lined with ribbon. I’m a motocrosser—and that’s all I am. (Even when I was a road racer, I tended to use motocross lines.) This clarification is important, because it means that all the offroad charms of the KTM 300XC are lost on me. I have no intention of racing a WORCS race this weekend and the World Two-Stroke Motocross Championship next weekend. (As a side note, even though I live in SoCal, I have never surfed in the morning and skied in the afternoon—and I don’t know anybody who has.) I only care about motocross.
My major mistake was that I didn’t need to start with a brand-new 2012 KTM 300XC. I could have saved a bundle of money if I had used MXA’s 2012 KTM 250SX and put KTM’s Power Parts 300cc cylinder kit on it. I could even have gotten the Power Parts 300 kit with XC porting. Given that our KTM 250SX was fully set up, had Showa works suspension and was race-ready, it would have made more sense. For around $850, I could have had the thing up and running as a 300SX in about two hours. Given the under-$7000 price tag of the 250SX and the $850 needed for the big-bore kit, I’d have been in and out of this project for around $7850.
But, I didn’t do that. I began with an $8400 KTM 300XC and started throwing money at it like the Pope sprinkles holy water on Easter Sunday. The increased retail price of the 300XC versus the 250SX is because the XC comes with the 300cc engine kit, six-speed transmission, larger gas tank, 18-inch rear wheel, kickstand, hand guards, heavier flywheel and electric starter. All nice touches, but I only wanted the big-bore engine.
STEP TWO: NONE OF THE MXA TEST RIDERS COULD RACE THE STOCK 300XC TO ITS FULLEST POTENTIAL BECAUSE OF THE ENDURO/CROSS-COUNTRY SUSPENSION SETTINGS
None of the MXA test riders could race the stock 300XC to its fullest potential on a motocross track because of the enduro/cross-country suspension settings. It was so soft that on Glen Helen’s massive Mount Saint Helen downhill, the forks would bottom out when you applied the brakes...and then the rear end would kick. Test riders had to slow down to stay in the window of the forks and shock.
We didn't have any major jetting issues, but it isn't something you can ignore. We had to keep up on jetting changes with temperature changes.
Fork fix: In stock trim, the soft 0.44 kg/mm fork springs allowed the front suspension to dive too much, eating up usable travel before it even encountered a bump. We drop-kicked the 0.44 kg/mm fork springs for 0.48 kg/mm springs (and supplemented with vigorous clicking of the compression and rebound settings). In the end, we revalved the XC forks to SX damping specs.
Shock fix: The shock was way too soft. We couldn’t get 100mm of race sag before the stupid nylon preload ring would seize on the shock threads. In the end, we were forced to replace the stock 5.4 kg/mm spring with a 5.7 (and eventually revalved the shock to suit our needs). It should be noted that the 300XC and the 250SX come with the same spring rates front and rear (and they are both wrong for motocross). The valving is lighter on the XC than on the SX, and that is a factor.
The Euro-spec shocks on the KTM two-strokes are taller than the American-spec shocks on the four-strokes, but the 300XC is not available in Europe–so it gets the 4mm shorter American shock. We brought the rear down more with a longer shock link.
STEP THREE: POWER IS NOT A PROBLEM ON THE 300XC, BUT IT CAN BECOME ONE IF YOU TURN THE XC INTO AN SX
Step three: Power is not a problem on the 300XC, but it can become one if you turn the XC into an SX. Our time on the dyno revealed that the 2012 KTM 300XC made a healthy 51.02 horsepower, which was one horsepower more at peak than the 250SX. Apart from the section of the rpm curve where the 250SX hits like a country mule (from 7500 rpm to 8000 rpm), the 300XC makes two to three more horsepower above and below the 250SX’s sweet spot. It doesn’t feel faster than the 250SX because it doesn’t have the aggressive hit, but it is considerably more powerful across the board. The power delivery is night-and-day different from the 250SX’s. The stock 300XC’s power delivery is old-lady mellow.
In search of more power, we mounted a Pro Circuit KTM 300XC exhaust system on the bike. (We were surprised that they made a pipe specifically for the 300XC.) It was awesome. The aftermarket pipe wiped out the 250SX’s advantage from 7500 rpm to 8000 rpm and in the process added 3-1/4 horses at 7000 rpm, two horses at 8000 rpm, 1-7/8 horsepower at 9000 rpm and almost six horsepower at 9500 rpm. (The 300XC signs off before 10 grand.) That doesn't mean that the pipe increased the peak horsepower from 51.02 to 57.02 horsepower, only that it filled in extra horsepower where it would do the most good. The biggest plus was that the power didn’t become peaky or spikey.
STEP FOUR: AS YOU WOULD EXPECT, THE SIX-SPEED 300XC GEARBOX DID NOT SHARE ANY GEAR RATIOS WITH THE FIVE-SPEED 250SX GEARBOX
Step four: As you would expect, the six-speed 300XC gearbox did not share any gear ratios with the five-speed SX gearbox. (Although the primary gear was the same, the final drive on the 300XC was 14/50, while the 250SX used a 13/48.) Or at least we thought so. We initially thought that the gear ratios on the six-speed would be too low. Wrong! First gear was lower and sixth gear was Abu Dhabi-skyscraper tall. We have to take KTM’s word for it that the bike even has a sixth gear, because we never got near it. Selecting the proper gears became a full-time occupation. We changed it many times in search of the best motocross setup.
Our strategy was to ignore first and sixth gears completely and focus on getting a final drive ratio on the 300XC that was as close as possible to the 250SX ratio, which we liked. With enough math and pencil sharpeners, we discovered that a 14/51 gave us a 3.643 gear ratio, while a 14/52 would put us at a slightly lower 3.714 ratio. The 250SX has a 3.692 gear ratio (right between our two possible 300XC combinations). We chose the slightly lower 3.714 gearing on the 300XC to help us get to third gear sooner and ran the 14/52.
Then, we found other 2012 300XC's that had 13-tooth countershaft sprockets. The specs said they all came with 14s, but many had 13e. We installed a 13-tooth countershaft sprocket and checked the gearing again...and ended up with a 13/49. Gearing was always an issue because the six-speed cross-country gearbox isn't as focused as the SX's five-speed. The five-speed tranny will fit in the 300XC cases, but it would be expensive and ruin the Jack-of-all-trades usability of the 300XC. Plus, there is gearing in the six-speed that will work for every rider, track and situation, but you have to find it yourself. Don’t let the numbers confuse you. We couldn’t perfectly match the final drive of the 250SX, so we based our gearing selections riding style and track layout.
STEP FIVE: BAR FIGHT! WE DON’T LIKE THE BARS, BUT IT’S NOT THE BEND AS MUCH AS THE HEIGHT
Step five: Bar fight! We don’t like the bars, but it’s not the bend as much as the height. KTM’s stock Renthal 672 bar end is too low for virtually every MXA test rider. We had three choices: (1) 5mm-taller Power Parts bar mounts. (2) 12mm-taller Renthal 603 bars. (3) 19mm-taller Renthal 604 bars. We initially chose to go the 12mm route, but it only satisfied the tallest test riders. In the end, we elected to raise the stock bars by 5mm. (This option only cost $27.) In 2013 KTM will switch to a new, taller Renthal FatBar...the 820.
This is the stock 2012 KTM 300XC was it rolls off the assembly line with the big gas tank, kickstand, hand guards, longer silencer and stock springs.
STEP SIX: WE COULD HAVE EASILY LIVED WITH THE STOCK, TRANSLUCENT, 2.6-GALLON KTM OFFROAD GAS TANK, BUT WE DIDN’T WANT TO
Step six: We could have easily lived with the stock, translucent, 2.6-gallon, KTM offroad gas tank, but we didn’t want to. The smaller 1.98-gallon motocross gas tank was considerably lighter (especially when full) and was easy to come by. KTM two-stroke owners can use either KTM two-stroke or 450 four-stroke gas tanks. We installed a 450SXF gas tank—in black.
STEP SEVEN: THE 300XC COMES WITH A BIG MEAT OUT BACK, AND CASUAL ONLOOKERS WERE ALWAYS SURPRISED THAT WE WERE STILL RUNNING THE 18-INCH REAR WHEEL
Step seven: The 300XC comes with a big meat out back, and casual onlookers were always surprised to discover that we were still running the 18-inch rear wheel on our 300XC. They wondered why we hadn’t swapped it out for a 19-incher. The answer is simple: For most outdoor motocross use, the 18-inch wheel works better than the 19. “Blasphemy,” you say? Think about it for a second. It has more volume, a bigger footprint, a more forgiving ride in the rough and comes with the bike. If we were planning to race Supercross, perhaps switching to a low-profile, 19-inch wheel would make sense—but we’re not, so we didn’t.
In the end, the wider tire choice available in 19-inchers might drive us towards a 19-inch rear wheel, but we don't feel compelled.
The electric starter was a novelty item, but pretty soon every test riders decided that they liked it. It adds to the cost of the 300CX versus the 250SX.
STEP EIGHT: WE DON’T CHANGE THE LINKAGE ON EVERY BIKE WE RACE, BUT IT SURE SEEMS LIKE IT SOMETIMES
Step eight: We don’t change the linkage on every bike we race, but it sure seems like it sometimes. One obvious advantage of the linkage KTM design over the no-link PDS bike is that both the suspension and handling can be altered with longer or shorter links. MXA prefers to run a 143.75mm shock linkage instead of the stock 142.50mm link. The extra 1.25mm not only lowers the rear of the bike, it stiffens the initial part of the suspension stroke to hold the suspension up higher in its stroke for a more aggressive feel. Even tested with a longer 144mm link, but it isn't for sale to the public. The longer link stiffens the initial part of the rear stroke to hold the rear end higher in the bumps...and lowers the rear of the bike to make the bike flatter and more balanced.
The Euro-spec fork springs had to go. We went much stiffer and eventually revalved the fork to add more damping in the mid-stroke. Stiffer fork and shock springs are a must for motocross.
STEP NINE: IT SEEMS KIND OF SILLY TO HAVE AN ELECTRIC STARTER ON A 300cc MOTOCROSS BIKE, ALTHOUGH WE CAN SEE HOW IT WOULD COME IN HANDY IN THE WOODS
Step nine: It seems kind of silly to have an electric starter on a 300cc motocross bike, although we can see how it would come in handy in the tight confines of the woods. Once you get used to having the magic button, it becomes second nature to use it (and you eventually come to terms with the extra weight of the battery, starter motor and extra gear). Our only quibble was that on cold mornings (and some warm ones), the electric starter wouldn’t start the bike the first time. Once the bike was warm, the E-button worked perfectly. Our final morning solution, which might seem strange, was to use a combination of the electric starter and the kick starter at the same time. This unusual approach worked amazingly well.
The extra weight is an issue. The 300XC weighs 231 pounds compared to the 217-pound weight of the 250SX. We trimmed some of the weight off by changing gas tank and removing the side stand, but as long as we kept the electric starter, battery and heavier flywheel we were always going to be heavier than the 250SX. You might think that since the 300XC weighs close to what a four-strokes weighs that it would feel heavy–but remember that there is less rotating mass in a two-stroke top-end...and that makes the 300XC feel light in pitch, roll and yaw when compared to a thumper.
We thought the XC would be geared low. That was only true for first gear, but gearing is always an issue when using a cross-country bike as a motocross bike.
STEP TEN: THE ONE THING WE DIDN’T WANT WAS LOTS OF POWER MATED TO A BRUTAL HIT AND AN ARM-JERKING RUSH
Step ten: The one thing we didn’t want was lots of power mated to a brutal hit and an arm-jerking rush. We have built KTM 250SXs with 300cc engine kits in the past, and they always produced incredibly powerful race bikes that verged on being schizophrenic. By using the production-based 300XC engine, we got the milder porting, heavier flywheel and torquey feel that make for an easy-to-ride two-stroke that is still fast. MXA’s 300cc blending of XC and SX technology produced an awesome race bike.
As for my earlier confession that I had done this project a disservice from the get-go, I don’t feel that way when I’m out on the track.
next blog: Why is the new iPad charging too slowly? Blame the battery for starters
2012/03/25
Why is the new iPad charging too slowly? Blame the battery for starters
The race to find something disastrously wrong with the new iPad is on (it’s already confirmed as a decent crotch warmer), and now there’s word that there may be issues with charging its Olympus Li-50b Battery.
The new iPad is apparently very slow to charge, and even worse, it barely charges at all during regular usage, reports PC World. The tablet takes almost six hours to reach full charge, PC World’s Melissa Perenson found, and you can forget about playing games or watching video if you want it to successfully charge.
But before we raise the pitchforks, it’s important to note what’s different with the new iPad. It sports a SAMSUNG SL202 Charger battery that’s almost 40 percent bigger than the iPad 2′s (11,560 mAh versus 6,944 mAh) — the largest we’ve seen yet in a tablet — so it makes sense that it would take forever to charge. Apple bumped up the battery’s size (and made the new iPad slightly thicker) because its Retina Display, faster A5X processor, and LTE connectivity are all big power drains.In PC World’s testing, the site found that two versions of the Samsung Galaxy Tab 10.1 took almost as long as the new iPad to charge, and both of those only have 7,000 mAh batteries. The slow charging in Samsung’s tablets is far less excusable.
The upgraded hardware in the new iPad also explains why the tablet is slow to charge during use. I’d imagine that merely powering the Retina Display saps much of the power the iPad is taking in while charging. Hopefully, Apple will be able to further optimize the new iPad’s battery through software updates. And if the slow charging becomes a big problem for more users, Apple could release a fast charging accessory (similar to what some rechargeable Toshiba Satellite a300-1mc Battery packs use).
These battery issues shouldn’t keep you from buying a new iPad — it’s still the best tablet out there. Software updates could fix some of the charging issues, and it’s not too difficult to get in the habit of charging it overnight. And as a casual iPad user, the issues haven’t noticeably affected the way I use the tablet.
Apple’s TV Remote of the Future? It’s Already Here, In Your Hands.
It’s possible that, one day, Tim Cook will stand up onstage and show off a “real” Apple TV set — an integrated box/screen/entertainment device – that will replace whatever’s sitting in your living room now.
Another possibility: Over time, Apple simply builds an Apple TV set right in front of us, in bits and pieces — so slowly that we don’t really notice it.
Take the remote, for instance. PatentlyApple has its hands on an Apple application for an “advanced TV remote” that would offer some cool features. Like the ability to automatically scan your other devices and figure out the right code to control them, instead of requiring users to use a combination of manuals and trial and error.
At least as important is that, while Apple’s patent, filed back in 2010, could be a standalone device, the application makes it seem much more likely that users will use their iPhones, iPods or iPads to control their TVs.
Which makes sense, because Apple is already offering a “Remote” iOS app that handles some basic functions for its existing Apple TV. That is: There’s a good chance you’re just a download away from owning a bona-fide Apple TV remote already.
This kind of incremental building may be even more important on the content side, which is the real key to an Apple TV: If it’s simply a very nice screen that offers the same content choices that TV viewers already have, then it’s just a very nice screen. And for years, Apple has been making attempts to wrangle different TV choices, at different price points, without much success.
But instead of one grand, sweeping video package, Apple may end up just cobbling together an array of offerings, piece by piece.
To wit: The latest refresh of Apple TV didn’t offer any new content, but it did make it easier for Apple users to buy the content that’s already there. Anyone with an iTunes account can subscribe to Netflix, and soon, Major League Baseball’s MLB.TV service, directly from Apple, without having to pull out a credit card again.
Netflix + iTunes + baseball games won’t make up a full suite of programming choices for most people. But now that Reed Hastings and Bob Bowman have agreed to let Tim Cook handle their billing for them, more media moguls will likely follow in their footsteps. Get enough of them in there, and you could end up with something really compelling.
Another possibility: Over time, Apple simply builds an Apple TV set right in front of us, in bits and pieces — so slowly that we don’t really notice it.
Take the remote, for instance. PatentlyApple has its hands on an Apple application for an “advanced TV remote” that would offer some cool features. Like the ability to automatically scan your other devices and figure out the right code to control them, instead of requiring users to use a combination of manuals and trial and error.
At least as important is that, while Apple’s patent, filed back in 2010, could be a standalone device, the application makes it seem much more likely that users will use their iPhones, iPods or iPads to control their TVs.
Which makes sense, because Apple is already offering a “Remote” iOS app that handles some basic functions for its existing Apple TV. That is: There’s a good chance you’re just a download away from owning a bona-fide Apple TV remote already.
This kind of incremental building may be even more important on the content side, which is the real key to an Apple TV: If it’s simply a very nice screen that offers the same content choices that TV viewers already have, then it’s just a very nice screen. And for years, Apple has been making attempts to wrangle different TV choices, at different price points, without much success.
But instead of one grand, sweeping video package, Apple may end up just cobbling together an array of offerings, piece by piece.
To wit: The latest refresh of Apple TV didn’t offer any new content, but it did make it easier for Apple users to buy the content that’s already there. Anyone with an iTunes account can subscribe to Netflix, and soon, Major League Baseball’s MLB.TV service, directly from Apple, without having to pull out a credit card again.
Netflix + iTunes + baseball games won’t make up a full suite of programming choices for most people. But now that Reed Hastings and Bob Bowman have agreed to let Tim Cook handle their billing for them, more media moguls will likely follow in their footsteps. Get enough of them in there, and you could end up with something really compelling.
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