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To: Michael Sphar who wrote (51)8/8/1998 5:41:00 AM
From: stockaholic  Respond to of 105
 
HEADLINE: Drivers, Boot Up Your Engines
BYLINE: Eric C. Evarts
DATELINE: BOSTON
BODY:
It may look like a car, but that's actually a four-wheeled computer you're driving.

The electronic processing power in today's cars is equivalent to "several high-end multi-processors," says Chuck Powers, an engineering manager at Motorola in Austin, Tx.

And that computing power has brought technology never dreamed of 20 years ago, even in science fiction, right into family garages.

Initially, processing power was added to meet emissions regulations, later to enhance safety and convenience.

Now, it's pervasive in driving and running a car.

Electronics can accomplish tasks that would be prohibitively expensive mechanically, Mr. Powers says. Perhaps more important, they save weight in some existing mechanical systems, and that helps automakers meet fuel-economy regulations. Already electronics can control so many vehicle systems that demonstration cars can drive themselves in controlled environments.

Following is a list of electronic technologies already available and in some cases universal on new cars.

OBD II

The most advanced computer control in all 1997 and newer cars is the government-mandated on-board diagnostics system. It monitors all engine functions and other engine related electronics systems so as to maintain tiptop emission controls. The system also pinpoints trouble spots for mechanics and provides a wiring foundation for most of the car's other electronic systems.

Antilock Brakes

One of the most wide-reaching advances, ABS, as the system is commonly called, uses sensors on each wheel to detect rotation speed. When a central computer interprets a significantly higher deceleration rate at one wheel than the others, it momentarily reduces brake pressure on that wheel to allow it to start rolling again, then clamps the brakes back on.

Skidding wheels can't steer. So ABS works hundreds of times per second to ensure that the driver can steer around obstacles while braking as hard as possible. The system provides maximum braking force short of allowing a skid.

Traction Control

An inexpensive (for the automakers) extension of antilock brake technology, traction control uses the same hardware - sensors, computer, and brake controls - to slow down spinning wheels. When the car starts on ice, for instance, the traction control computer brakes the spinning wheel until its speed matches the other drive wheel's. So both wheels get traction.

Some expensive traction control systems go further. They actually reduce the engine's power in addition to applying the brakes. This means that the driver's foot no longer directly controls the throttle, electronics systems do. When the driver floors the gas, the pedal sends a signal along a wire, telling a computer how much the driver wants to accelerate. The computer then decides whether to open the throttle wide or - if it receives a signal that a wheel is spinning - to throttle back. No matter that the driver is still standing on the gas pedal.

Stability Control

Another ABS add-on, stability control works to prevent spins and understeering - plowing ahead in a corner. The system uses a sensor to measure steering-wheel angle and a yaw sensor, which measures the rate the car's body is actually turning at. Some systems also monitor speed, throttle, and wheel rotation. If the computer finds a difference between steering angle (where the driver wants to go) and yaw angle (where the car is actually going), it brakes one or two wheels to correct course.

For example, if a car is spinning to the right, stability control will slow only the left front and right rear wheels to rotate the car back into line.

Active Suspension

Active suspension measures wheel movement over bumps and adjusts suspension firmness accordingly. Engineers have always struggled with the trade-off between a smooth ride, which requires a soft suspension, and good handling, which requires a firm one. Active handling makes the same car do both. Suspension sensors measure the frequency, abruptness, and height of bumps and pass the information on to a computer.

The computer interprets sharp, high-frequency movements as bumps and opens valves in the shock absorbers to soften the ride. When the car heels over in corners, the tall, low-frequency suspension movements trigger the computer to add resistance to the shock absorbers.

Some active suspension systems can also raise and lower the car to help passengers get in and out or to improve aerodynamics on the highway.

Laser-Braking Cruise Control

The biggest problem with conventional cruise control is what happens when traffic in front slows down. It's useless in city congestion. The next generation cruise control due on the top-of-the-line Mercedes-Benz in 2000 uses a laser to measure the distance to the car in front. If you get too close, the cruise control automatically slows down. When traffic opens up again, it automatically resumes the speed you set.

Electronic Parking Aid

Also a Mercedes-Benz feature, this uses the same laser as the next-generation cruise control plus one in back. It works like the wire "curb feelers" on Grandma's Cadillac. When you are parallel parking, the lasers measure the distance to the cars in front and behind. Get close, and a beep sounds inside. The beeping gets faster the closer you get.

Brake Assist

Unlike ABS, this feature on almost all Mercedeses actually helps the car stop faster. According to Mercedes studies, most drivers apply the brakes too timidly in panic stops because they're afraid of being rear-ended or skidding or because they don't know they can step on them harder.

Brake assist uses a computer to measure how suddenly the driver depresses the brake. Fail to press the pedal far enough, and the computer uses ABS components to clamp the brakes on fully. Mercedes claims a 15 percent improvement in stopping distances for most drivers.

GPS Navigation Systems

Many automakers offer global positioning satellite navigation systems in their luxury cars. The systems combine a touch screen in the dashboard, a flat satellite antenna, and a gyroscopic sensor to track which way the car is pointing. The system satellites triangulate the car's position to within 10 yards and plot it on a map on the dashboard screen. The system can locate businesses, bank machines, attractions, and street addresses through an onboard CD-ROM database. The driver can enter a destination, and the system will sound out turn-by-turn directions as the car arrives at each intersection.

Hands-Free Cellular Telephones

Many luxury cars come with an integrated cellular phone that includes speakers and a microphone hidden in the car, so drivers can keep their hands on the wheel and their eyes on the road. The phones automatically mute the stereo during calls and allow the driver to dial by speaking the phone number.

On-Star

General Motors combines satellite navigation and a hands-free cellular phone with this security system. The cellular phone is also linked with some car controls. Think of it as your friendly, helpful, slightly overbearing Big Brother. On-Star has no navigation screen or in-car CD-ROM database. Instead, it has a room full of workers in Michigan at your beck and call.

Lost? Press the On-Star button on the built-in phone. Call-center employees can see your location on a screen and give you directions by phone. Lock your keys in the car? The center can unlock it. (You just dial an 800 number from the nearest pay phone.) Car stolen? The center always knows where it is. Broken down? Service people can find you. In an accident? Any time the air bags go off, the car automatically calls the center and help is dispatched.

Ford offers a similar, but less comprehensive system called Rescue. Observers expect On-Star eventually to include a conventional GPS navigation system screen.

Intelligent Automatic Transmissions

These transmissions use computer logic to better simulate the gear selection a driver would make with a manual transmission. The simplest will put the transmission in a lower gear when you are going downhill, rather than upshift and make you brake harder. They also downshift earlier at stoplights. More advanced transmissions use a computer memory to track how aggressive a driver's mood is and adjust shifts accordingly.

Intelligent Sound System

A new Bose 4.0 sound system in the 1998 Cadillac Seville measures noise interference in the car, such as a passing truck or extra wind when a window is opened, and automatically amplifies the particular frequency range drowned out by that noise. So the music always sounds the same.

Remote Locks

Many cars today are sold with remote transmitters to lock and unlock the doors, open the trunk, and turn the alarm on and off. The latest include functions to raise and lower windows and even open and close a convertible top - useful, for instance, if it starts raining after you left the top open and you can see the car from your restaurant table.

PassKey

Most new Mercedes-Benzes have no traditional ignition key, but use a laser-activated electronic code in the lock remote control. A traditional key that fits the single door lock is embedded in the remote, in case the battery goes dead. Next, the company plans to use a security pass card, as in office buildings.



To: Michael Sphar who wrote (51)8/8/1998 2:17:00 PM
From: Michael Sphar  Read Replies (1) | Respond to of 105
 
DRAM - Counter argument, temp shutdowns have not affected inventory glut much. Look for more 16Meg factory closures before problem resolves.

A service of Semiconductor Business News, CMP Media Inc.
Story posted at 4:45 p.m. EDT/1:45 p.m., PDT, 8/7/98

DRAM market unfazed by shutdowns

By Jack Robertson Electronic Buyers' News

WASHINGTON -- Most of Japan's chip makers are joining their
South Korean rivals in shutting down their DRAM fabs for one to
two weeks of summer vacation, but the reduced output has had an
uncertain impact so far on market prices.

Despite the fact that the likes of Fujitsu Ltd., Hitachi Ltd., NEC
Corp., and Toshiba Corp. are in the midst of their annual hiatus, spot
prices remain a mixed bag, with most DRAM types halting their slide
and some increasing slightly.

Indeed, the sagging DRAM market took virtually no notice when two
South Korean companies-Samsung Electronics Co. Ltd. and
Hyundai Electronics Industries Co. Ltd.-closed their lines for up to
two weeks in June. More recently, Hyundai closed its lines for a
second time at the end of July, while major Japanese memory makers
are expected to close their DRAM fabs for six to 10 days this month.

The American IC Exchange (AICE), a memory chip broker based in
Aliso Viejo, Calif., said most 64-Mbit DRAM versions last week
were selling at $7.45 to $9.52, as 16-Mbit chips continued to bump
along between $1.37 and $2.21.

Not every DRAM manufacturer plans to halt production. Micron
Technology Inc. is continuing to run DRAM lines at full tilt, and even
Samsung and Hyundai have said they will keep their new U.S. fabs
going without interruption.

With the pipeline still clogged with DRAM chips, many analysts
aren't surprised that the spot market hasn't reacted much. Brokers
also said slackening demand from PC and other OEM customers has
stifled activity in the spot market, regardless of Asian fab closings.
OEM contract prices covering future DRAM deliveries over many
months have been only minimally affected by the temporary dip in
output from the shutdowns, they added. "We really haven't seen
anything result [from the shutdowns]," said Jennifer Bender,
purchasing manager at AICE. "It's not enough of a cutback to
influence pricing."

Byron Walker, a chip analyst at BT Alex. Brown Inc., New York,
concurred. "Recent evidence indicates that this month's production
cuts are not enough to sustain firm [DRAM] pricing," he said.

Even some chip makers doubt that their closures will do much to
ease the oversupply. Bob Brown, president of Toshiba America
Electronic Components Inc., Irvine, Calif., said he doesn't think his
company's 10-day shutdown will have much impact on the market.

Other chip executives suspect that any further shutdowns will likely
affect aging 16-Mbit DRAMs, which most companies are trying to
work down as they rapidly shift to higher-margin 64-Mbit devices.
Many 16-Mbit chips are run on older 6- and 8-inch-wafer,
0.5-micron-generation fabs that have been fully depreciated and are
better able to absorb production stoppages, they said.




To: Michael Sphar who wrote (51)8/8/1998 2:24:00 PM
From: Michael Sphar  Respond to of 105
 
More general DRAM news from Japan, focus on outsourcing to joint ventures, capital spending reductions, Oki plant shutdown of DRAM module assembly facility in Ore.

A service of Semiconductor Business News, CMP Media Inc.
Story posted at 5 p.m. EDT/2p.m., PDT, 8/7/98

Japanese IC makers' moves cast doubt on industry's future

By Jack Robertson
Electronic Buyers' News

WASHINGTON -- Casting further doubt on the long-term health of
Japan's chip industry, semiconductor vendors there continue to slash
capital-spending budgets, outsource production to overseas partners,
and delay domestic manufacturing plans.

On top of a string of recent reductions in DRAM output, Japan's
latest cutbacks show that the nation's chip suppliers are still struggling
to regain profits amid a protracted market downturn.

Hitachi Ltd. has stepped up its reliance on outsourced DRAM. The
company said it will forgo volume manufacturing of 256-Mbit
DRAM at its fab in Nara, Japan, and will instead make the
next-generation devices at its new joint-venture fab with Nippon
Steel Corp. in Singapore. Meanwhile, Oki America Semiconductor
Group, San Jose, said it will close a DRAM module assembly facility
in Tualatin, Ore., that it has operated for the past seven years.

NEC Corp. announced that it will delay the expansion of a logic-chip
plant inTsuruoka, Japan, where new production lines will open in
2000. NEC also revised its fiscal 1998 chip capital spending
downward by 17%. Similar actions have been taken by Fujitsu,
Toshiba, Mitsubishi Electric, and Hitachi.

Top Japanese chip executives, on the other hand, denied that the cuts
will hurt their future market position or prevent them from installing
new, sub-0.25-micron process manufacturing lines.

NEC, for instance, said its diminished capital will not keep it from
ramping up Hua Hong NEC, a 0.35-micron 8-in.-wafer joint-venture
fab in Shanghai, China. And other Japanese chip officials contend
they won't suffer adversely from spending cuts, because their chief
DRAM rivals in South Korea are cutting investments even more
sharply.

Also, Japan's semiconductor suppliers continue to shift production to
lower-cost sites offshore: Hitachi to Singapore, for example (see
today's story). Most other major Japanese DRAM companies also
are using foundries to lower their production costs.




To: Michael Sphar who wrote (51)8/8/1998 2:27:00 PM
From: Michael Sphar  Respond to of 105
 
256 DRAM news:

A service of Semiconductor Business News, CMP Media Inc.
Story posted at 12:15 p.m. EDT/9:15 a.m., PDT, 8/7/98

Hitachi to move production of 256-Mbit DRAMs to Singapore

TOKYO -- Hitachi Ltd. plans to transfer all full-scale production of
next-generation 256-megabit DRAMs offshore to its joint-venture
fab with Nippon Steel Corp. in Singapore, a spokesman here has
confirmed. The move is made to spare the heavy cost of updating
several fabs with advanced production lines to make the 256-Mbit
devices.

At the same time, a Fujitsu spokesman said reports by Nikkei Press
that it would also transfer all 256-Mbit DRAM production to its U.S.
fab are misleading. He said Fujitsu has made no decision at this time
about 256-Mbit production, adding that the firm didn't need to make
an immediate decision,ince full-scale output of the next generation is
still several years away.

By contrast, Hitachi already has settled on the Singapore fab for its
256-Mbit production. Some limited quantities initially will be made at
the firm's fab in Naka, Japan, using an existing production process
there. Hitachi didn't address the question of extending its cooperative
deal with LG Semicon Co. of Korea, which currently makes
DRAMs for the Japanese firm. Sources in Korea said LG may go its
own way on 256-Mbit DRAMs, believing it is no longer dependent
on Hitachi for technology.




To: Michael Sphar who wrote (51)8/8/1998 2:40:00 PM
From: Michael Sphar  Respond to of 105
 
PC sales turn up, volumes up, unit pricing down, memory overcapacity issues, bottom seen as wide flat zone, more pain ahead.

A service of Semiconductor Business News, CMP Media Inc.
Story posted at 4:30 p.m. EDT/1:30 p.m., PDT, 8/7/98

Analysts wary of predicting recovery

By Will Wade

SAN MATEO, Calif. -- While there are some signs that the
beleaguered chip industry may see daylight soon, several analysts are
warning against expecting too much good news too soon.

Although PC sales are expected to be strong through the end of the
year and some firming in the DRAM market has already been
observed, overall revenues are still expected to be down this year. In
short, it is possible that the second quarter was the bottom of the
slump, but it's almost difficult to say whether the industry is now
heading up, or if it is still mired at the bottom of the trough.

The good news is that unit sales are continuing to go up, as always.
But pricing has continued to be a critical factor this year and is likely
to remain the main factor. Nevertheless, supporting a mildly
optimistic report that came out earlier this week (see Aug. 6 story),
the industry will drop this year but is likely to recover somewhat next
year according to analysts.

Jim Feldham, president of Semico Research Corp., said that the
overall semiconductor market will fall 4% to 6% in 1998, but will
rebound about 10% in 1999. Unit growth has not changed much this
year, but Feldham said declining ASPs are holding down the overall
revenue figures. And with a variety of issues still up in the air, that
trend will probably dominate the chip industry for at least the next
year.

One of the traditional main drivers of the chip industry is PC sales,
which account for about one-third of all semiconductor sales. Those
are expected to be strong through the end of the year. With a strong
economy in the United States and low-cost PCs widely available,
computers will probably be a hot seller at the holidays.

Notably, a cross-section of PC vendors have cut their inventories
over the past six months, from about three months' supply at the start
of the year, to less than one month's worth of systems now,
according to Nathan Brookwood, microprocessor analyst at market
research firm Dataquest Inc., San Jose.

However, that may not translate into higher revenues for the chip
companies, because the driving factor in the PC market is the
sub-$1,000 system. "Unit demand is up, but we are seeing
tremendous price pressure because of the sub-$1,000 machine," he
said. Competition is also getting more fierce in this market, as
microprocessor titan Intel Corp. is facing a tougher battle for market
share from firms like Advanced Micro Devices, Integrated Device
Technology, and National Semiconductor.

"The key factor we've seen is application stagnation, which means
that users don't have to buy at the top of the product line, or even at
the middle, to get the performance they need," said Brookwood.
"Instead of spending an extra $600 or $1,000 for a faster processor,
people are spending that money on a larger monitor or a more
comfortable chair. That won't change until there is a significant
change in the usage paradigm of computers, and I don't see anything
on the horizon."

One of the biggest drains on overall chip revenues this year has been
the DRAM market. The segment saw overall revenues fall about
19% in the first quarter, and another 21% in the second quarter,
according to Sherry Garber, DRAM analyst for Semico Research, of
Phoenix. Although she is projecting revenues to be bolstered in the
second half of the year by higher sales margins for faster PC100
memory chips and higher-density 64-megabit devices, the gains will
not even come close to offsetting the earlier losses.

"We have seen some firming in prices, but that just means we won't
see prices plummeting 40% per quarter," said Garber. Although she
sees revenue upticks of 20% this quarter in the DRAM market, and
another 19% gain in the fourth quarter, she still expects to see an
overall annual revenue decline of 29%. "I don't think the second half
of the year will be the turnaround."

The big issue in the memory market is capacity, and analysts have
said there is anywhere from 15% to 25% more chip-making
capability in the world than the industry needs. The market has
started to see the first casualties from this fab frenzy, with the recent
announcement from Siemens AG that they will shut down a DRAM
fab in the United Kingdom (see July 31 story). Garber also noted
that Samsung Semiconductor and Hyundai Electronics have both
slowed their memory production, and most of the major DRAM
vendors are eliminating production of 16-Mbit chips in favor of the
newer 64-Mbit devices as soon as they can.


However, Brookwood points out that these may be quick fixes. "We
need more shutdowns. People need to remember that unless
companies pull the plug completely and nail the doors shut, those
fabs just start making something else."

Carl Johnson, president of research firm Infrastructure Inc., has
predicted that this is the bottom of the cycle, mainly because so many
companies have lost so much money, and prices have come down so
much, that the industry can't absorb any more losses. Prices can't go
below zero, he pointed out.

Although calling this the bottom may sound optimistic, Johnson
expects to see a broad, U-shaped recovery curve. That means an
upturn is hardly around the corner, and there will be more bad news
before there is good. Noting Siemens' declining presence in the
memory field, Johnson expects to see some bloodshed as smaller
firms go under, and larger firms absorb losses by spilling red ink and
cutting payrolls.


"We need to see evidence that there is a change in perception in the
industry before we will see a major shift in orders, shipments and
capacity increases," said Johnson. "I think right now it's 'show me the
money' time for the industry."