2014 Scion iQ

As one of the smallest passenger cars for sale in the U.S. market, the 2014 Scion iQ is essentially an adaptation of a design that's better suited to crowded Asian and European urban areas, where space and parking are at far more of a premium.

It makes sense within those markets. If registration and taxes penalize larger, more powerful vehicles, and most parking spaces barely fit a compact hatchback, and gasoline costs $8 to $10 a gallon, the little iQ--sold everywhere else as a Toyota--is the perfect solution. But outside cities like New York and San Francisco, it's the answer to a question that no one really asks: What's the tiniest footprint we can possibly fit three almost-adult seats into?

Looking at it, most people assume the Scion iQ is a two-seater like the Smart ForTwo. Technically, it's not. There's a third seat behind the front passenger, who sits further forward than the driver and faces a recessed dashboard. But the third seat is for occasional use only; you wouldn't put anyone you know back there for more than a few minutes. There's a fourth seat too, which only fits a child, making the iQ what its maker calls a "3+1 seater." But for U.S. buyers, it's more of a fashion-conscious style statement, a premium city car that offers something different to the old stereotype of a grim, base-level economy hatchback.

Launched in 2012 and largely unchanged in its third year, the Scion iQ is precisely 10 feet long. Its blocky, slab-sided styling is tougher-looking than the Smart's rounder lines, and the Scion looks especially good on the available, handsome, and large 17-inch alloy wheels, which give it a surprisingly aggressive stance. It's still stubby, but it's stubby-with-attitude. Inside, the cabin is less minimalist than the Smart, but it's somewhat let down by grim black interior materials.

The little urban iQ is powered by a 1.3-liter four-cylinder engine putting out 94 horsepower--one of the least powerful engines offered in any non-hybrid car. It is paired not with a manual gearbox, but with a continuously variable transmission (CVT) for better fuel efficiency. The combination provides enough oomph to get you around in cities, but it's no rocket under any circumstance--and on hills or highways, there's almost no margin for acceleration. It handles well, and while you'd expect it to be good in urban cut-and-thrust driving, it rides far better--and more confidently--at higher speeds than does the Smart. Even 80-mph freeway speeds, once you manage to get up there, don't induce the same nervousness as the Smart two-seater.

Safety is often top of mind when looking at such small cars, and the iQ has not only the usual allotment of electronic safety and control systems, but no fewer than 11 different airbags--including one protecting the rear passenger's head from contact with the hatchback window glass, a world first. But the National Highway Traffic Safety Administration (NHTSA) gives the Scion iQ four stars out of five for an overall rating, with four stars for frontal crash and rollover testing and a not-very-good three stars out of five for side impact.

The Insurance Institute for Highway Safety (IIHS) gives it a Good rating (its highest) for moderate-overlap front crash, side impact, and roof strength tests. But the IIHS has not rated the iQ using its new and tougher small-impact front crash test--and its rear crash protection is rated only Acceptable.

The small size and leisurely acceleration pay off in fuel economy, though. The Scion iQ is rated by the EPA at 37 mpg combined (36 mpg city, 37 mpg highway). That's 1 mpg better than the Smart, but it comes with a considerably better driving experience. The challenge is that many U.S. drivers see the car as so small that they assume it gets 60 or even 70 mpg. When they learn it doesn't even match the 50 mpg of a Prius C subcompact or Prius Liftback mid-size hybrid, their reaction often tends to boil down to: So then what's the point?

The answer to that question is hard to provide, unless you live in a place where on-street parking is at such a premium that you're willing to sacrifice interior space, performance, and a certain amount of public dignity to be able to park with greater ease. Most of us don't really need more car than the Scion iQ for 90 percent of our travels--but for the same price (starting around $16,000), you can get a larger car with almost the same gas mileage, and you can do far better on gas mileage for about $3,500 more.

Whether the Scion iQ is a style icon like the Fiat 500 and the MINI Cooper is in the eye of the beholder, but it sells only a fraction as many cars as either of those models. In fact, the data show that U.S. buyers just aren't that interested in really tiny two-seat cars. In its first full year on sale, 2012, Scion sold only 8,900 iQ cars--and Smart sold only 10,000 of its ForTwo lineup. Together, the two cars sold fewer all year than in one month of Toyota Prius sales.

For urban residents in crowded cities--New York, yes, and San Francisco, but also Tokyo, Jakarta, Rio, and other megacities outside North America--the Scion iQ is a rational answer to a set of tough constraints. For less crowded, larger Americans who live in more spread-out suburbs and drive more miles every day on much cheaper gasoline, other alternatives may make more sense. The Scion iQ is a splendid demonstration of Toyota's engineering abilities, and its minimalism will appeal to some buyers.

The 2014 Scion iQ, in fact, is almost a rolling Rorschach Test for drivers: It forces them to face the question of whether bigger is really better. For the majority of U.S. buyers, the answer is likely to be yes.

Headroom even for tall adultsSpace-efficient interiorTiny package, 3+1 seatsQuiet in use except under power

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2014 Toyota Land Cruiser

Even by the standards of full-size sport-utility vehicles, the 2014 Toyota Land Cruiser is enormous, from its thirst for fuel to its remarkably high pricetag. The Land Cruiser name is one of Toyota's most venerable, but over the years it has morphed from a tough but basic Jeep-like truck to a huge and high-end vehicle that retains its off-roading abilities despite its many luxury features. While its past was filled with mountain climbing, desert treks, and safaris, the Land Cruiser seems more likely now to be used in high-end shopping malls and affluent surburbs. Still, it remains a vehicle that can do all things in all places, and that's an enduring niche if a low-volume one.

Starting at just a smidge south of $80,000, the Land Cruiser's classic SUV talents stand in roaring contrast to almost every other sensible, reliable, unflashy car carrying the Toyota brand--including the uber-green Prius hybrid. Its looks aren't all that different from the far cheaper Sequoia or the Land Cruiser's near-twin, the Lexus LX 570. Its 381-horsepower V-8 powers the hulking, 5700-pound, body-on-frame utility vehicle through four-wheel drive with a locking differential that combines with rugged suspension design to provide hardcore off-road ability. It will both accelerate the 5700-pound Land Cruiser to highway speeds and beyond (though with a prodigious consumption of gasoline) and slip and slide over slick rocks far from any highway at all.

But this prodigious off-road talent compromises its usefulness as an urban utility vehicle. The steering's loose; the ride can be choppy unless it's fully laden with up to eight passengers. And three of them will have to ride in third-row seats that fold up to the sides of the cargo area--not into the floor like most modern crossovers, because that's where the rear axle lives. In this land of compromise, the latest electronics keep the Land Cruiser happier both on and off the pavement, controlling the way it trundles down and up hills, the way it traverses all kinds of terrain, keeping its hydraulic suspension at the proper stiffness.

The universe of mega-SUVs is shrinking, especially when provided by a mass-market brand like Toyota. That makes it surprising that Toyota even bothered to bring the very expensive Land Cruiser back for an encore. It's not the luxury icon that Land Rover has in the Range Rover, and it's $30,000 pricier than Toyota's own, slightly more practical Sequoia. Unlike the Range Rover, its shape is hardly iconic, and the base price is extraordinarily high--but what other vehicle has inspired the "Land Crusher" nickname and lived (again) to tell about it?

To woo more buyers for the 2014 model year, Toyota's added as standard equipment all the Land Cruiser's previously optional safety and luxury options. To go with its standard 10 airbags, CD player, and leather upholstery, the Land Cruiser now gets a power moonroof; heated front and rear seats; a rear-seat DVD entertainment system; push-button start; Bluetooth; a rearview camera and parking sensors; a navigation system; HD radio; and Entune, the Toyota connectivity offering that enables mobile apps for use with its audio system, whether it's streaming Pandora audio or on-the-go Facebook updates filed by voice commands.

Inspires confidence by sheer bulkA true off-roaderV-8 is powerfully smoothA long-haul experienceTows and carries...anything?

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2014 Ford Fiesta

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Americans are gradually getting over the idea that small cars are a consolation prize--something you might settle for--and understanding that in many cases today, subcompacts can be downright charming and sensible. The Ford Fiesta has been at that leading edge of the change in heart, with its flamboyant, sporty look and zippy driving experience. It's shown that small, inexpensive models don't need to be so soulless and appliance-like.

For 2014 it's poised to win many more hearts--with a new face, an improved interior, the tech-forward MyFord Touch system, and two new engines, both offering improved performance.

This year's new grille brings the Fiesta in line with the rest of the Ford lineup, and we think that it gives the hatchback especially a little added punch. Five-door hatchbacks are the sportier and better-looking of the two body styles, to almost all eyes, but there's a four-door sedan in the lineup, too. The five-door looks stylish and even a bit racy, with an urban-runabout element that had been missing from Ford's U.S. lineup, and in this respect you mostly get exactly what you see. With impressive steering and handling and a nimble, maneuverable feel that's better than most softened, numbed appliances its size, the Fiesta is securely on the fun-to-drive side of the ledger.

The 120-hp, 1.6-liter four returns as the base engine. For 2,600 pounds, it's quick enough, especially if you get the manual transmission and keep the revs up; although we're not big fans of the PowerShift automatic transmission. The high-performance FIesta ST is new this year and, in overboost mode, puts out 197 horsepower and 214 lb-ft from its 1.6-liter EcoBoost four-cylinder engine; it's mated only to a six-speed manual gearbox and, with upgrades to braking, suspension, steering, and even tires (summer performance), it's a hoot to drive and hits all the hot-hatch buttons. Later in the year the lineup will be joined by an EcoBoost 1.0-liter three-cylinder model that's perkier than the base four while returning better mileage than it.

Especially considering this year's interior upgrades, the Fiesta makes a great first impression. It has well-coordinated colors and textures inside, and it'll impress as well above its price class at first look. Although it's not quite perfect; the base front seats tend to be a little flat and unsupportive, back seats don't fold fully flat, and the suspension can hop on rough surfaces. A coarse-sounding engine can detract from base models, yet a Sound Symposer in the ST performance model helps give you the right kind of engine sound, when you want it. But the driving position is great no matter what the model, and with the available Recaros in the ST, there's enough support for demanding mountain roads or all-day cruising.

Base Fiesta S models tend to be quite basic, despite the spiced-up look, and their manual-winding windows and steel wheels with hubcaps betray some cost-cutting--although air conditioning is included. But Fiesta SE models add a lot more popular equipment, like a perimeter alarm system, upgraded cloth interior, and ambient lighting, while the Titanium model includes upgraded Sony audio, and a rearview camera system. Standard on the Titanium and available on the Fiesta SE and ST is MyFord Touch, Ford's advanced system for controlling audio, connectivity, and navigation functions via a touch-screen system, as well as voice commands. Although not everyone will love the system, it cleans up the look and raises the ambiance.

Crisp, nicely proportioned exteriorExcellent steeringStrong feature setHigh-performance STUpgraded interiorInterior works no wonders with spaceBalky PowerShift transmissionBase audio controlsNext: Interior / Exterior »

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2014 Aston Martin DB9

The 2014 Aston Martin DB9 carries into the new model year almost unchanged, but we're not arguing with its sleek exterior, elegant interior, or powerful engine. In fact, we're rather taken by the whole package.

Closing in on nine full years on the market, the Aston Martin DB9 still manages to capture the essence of the British marque. The DB9 even survived an attempt to replace it with the Virage, which itself lasted only two years on the market. The Virage was no slouch, either, but the DB9's strengths are many.

Its gorgeous exterior form aside, the interior's tightly fitted leather and clean wood or carbon fiber trim feel current, too. An LCD touchscreen sits front and center, and the crystal-tipped key/fob is a unique feature that rises above the gimmick. The details are simple and restrained, the total effect one of sophistication.

For both the coupe and DB9 Volante convertible, under the hood there's a 6.0-liter V-12 engine loosing 510 horses and 457 pound-feet of torque. Last year's 40-horsepower jump woke the DB9 back up, and it continues to exude the purest of grand tourer experiences: fast, comfortable, and quiet--thought it will bark with provocation. A six-speed paddle-shifted ZF automatic transmission clicks quick shifts, but lacks the crisp, throttle-blipping precision of a modern dual clutch. You wouldn't expect the DB9 to be fuel efficient, and it's not: the EPA estimates 13 mpg city and 19 mpg highway for 15 mpg combined.

Despite its grand tourer nature, the DB9 is quick, launching to 60 mph in just 4.6 seconds and capable of a top speed of 186 mph.

The careful balance required for grand touring ride and handling like the DB9's requires a solid platform to build from, and the all-aluminum, bonded and riveted chassis and body provide it. Despite the aluminum focus, the DB9 isn't especially light: a typical example weighs about 3,800 pounds. In the context of some competitors, however, it's not nearly as heavy as it could be.

It makes sense, then, that while the DB9 lacks the immediacy of some smaller, nimbler cars (the Porsche 911 comes to mind) it's still athletic. The adaptive suspension provides much of the magic in this regard, whether absorbing poor roads in Normal, chasing up a canyon in Sport, or truly pushing the limits in Track, each mode lets the underlying chassis span a wide range of conditions and experiences.

For those that might consider driving their DB9 on the track, carbon ceramic brakes are standard, providing not just good stopping power but better heat tolerance for extended hard use.

Despite the pair of vestigial seats on standard models, the front row is comfortable and properly roomy for a car that should see its share of road trips. An available composite sport seat package includes a rear-seat deletion, and the loss is less than the gain. You'll be using the space for luggage either way, as the trunk is very small even amongst its sportier alternatives.

While no new features join the spec sheet for 2014, last year's additions of a pop-up navigation screen, rearview camera, and automatic headlights help keep it up-to-date. The navigation system continues to be a weak spot in the Aston Martin ownership experience, proving slow and frustrating. On the entertainment front, the DB9 succeeds, however, with an available Bang & Olufsen 1000-watt audio system that's on par with the Naim, Burmester, and Bowers & Wilkins alternatives in competitors' cars. An optional carbon fiber package adds interior and exterior trim in the material, and while it definitely is (and looks like) the real thing, the available leather headliner is a better direction for the DB9's nature--unless you have the convertible's standard power top and glass rear window.

For 2014, Aston Martin has priced the DB9 from $185,400 and the DB9 Volante from $200,400, a $400 increase over last year.  Delivery and destination fees (not included) are $2,825.

Pure GT experience and capabilityVisually stunningBeautiful V-12 growlBang & Olufsen rivals Bowers & Wilkins, for our moneyExclusivity and sophistication

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2014 Audi Allroad

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than a sedan in your next family vehicle, the 2014 Audi Allroad is a great starting point, and one of the best, most versatile rugged wagons. Take a crossover and blitz it with an energetic on-the-road attitude more like that of a sport sedan, and you end up with the Allroad.

Audi essentially skipped the first wave of the SUV craze, more than a decade ago, but it did concede a bit to their popularity with the original 2001-2006 Allroad—essentially an A6 Avant wagon with slightly higher ride height and a touch of rugged trim.

The automaker has kept to the same formula with the current Allroad, introduced last year, but this time the Allroad is a bit tidier—and based on the Audi A4. In form, and in function, it's still a station wagon (or sport wagon as the marketing folks might want you to hear). And while it does offer some of the talents of a comparably sized utility vehicle, it carries forward with more carlike performance and a lower, sportier look than Audi's own excellent Q5 crossover.

Under the cloak of some cladding and the extra promise of a little more trail-running lift is the Audi A4 Avant; this time around we're only getting the Allroad, which is upstyled to connect the dots between the A4 lineup and the Q5 crossover. And the Outbacked treatment works very well, with its raised ride height, distinctive lower-body look, and aluminum exterior trim. The Allroad has a stronger stance from the side, while at the front there's a little more presence, probably due to the vertically ribbed grille. Trim LED headlamps are chamfered at the top corners for a subdued, sophisticated appearance across the nose, while wide fog lamps add substance down below. Most models get a matte-finish cladding for the lower body and around the wheel wells, but a higher-gloss look is available.

Get inside, and you'll have more trouble telling this cabin apart from that of an A4 sedan—at least from the front seat forward. The analog, cockpit-like gauge cluster isn't any more complicated than it needs to be, while Audi's controller-and-screen-based MMI system is over at the top and middle of the dash. The look is livened up with aluminum trim, and you can choose between several wood trims if that's not your thing. Overall, the A4's dash and controls have a high-quality look and feel that extends Audi's streak of excellent interiors.

You don't have any choice in powertrains, but we have absolutely no issue with the excellent one that Audi installs in all U.S.-bound Allroads. The 2.0-liter TFSI turbocharged four-cylinder engine makes nine extra horsepower for 2014—220 hp—but it keeps its 258 lb-ft rating. It's teamed to a responsive eight-speed automatic transmission, with a sport mode, and the latest Quattro all-wheel drive system is standard. This year's bump in power has knocked a tenth of a second off the dash to 60 mph—now 6.4 seconds, officially. From the driver's seat, the 3,900-pound Allroad responds well with any prod from the right foot, and the transmission doesn't hesitate to shift early when you don't need the revs. Gas mileage is officially 20 mpg city, 27 highway according to the EPA, but in an extended test we noted 24 mpg in a nearly 1,000-mile mix of driving and have seen, quite consistently, more than 30 mpg in relaxed highway driving at legal speeds.

Initially impressions may lead to some happy head-scratching after you've taken the Allroad through some tight esses, or any back road. Despite its stockier stance, it seems to handle a bit better than the A4 sedan. Big 18-inch wheels and taller-profile tires give it better stability than the standard A4 can offer. Though it rides about 1.5 inches higher, the Allroad's suspension loads up more predictably, and the Quattro system can send up to 85 percent of torque to the rear wheels (60 percent in normal driving). Like the four-door, the Allroad can be fitted with dynamic variable-ratio steering and Drive Select, which tailors its electric power steering, transmission, throttle and shock settings for sporty or soft driving.

The Allroad pushes the rugged look on the outside, but purchasing an off-road permit for it might be a little much. It's not intended for more than casual off-pavement driving—a gravel road sounds about right—but the Allroad's stability control includes a special mode which allows for more wheelspin, in case it's stuck in muck and needs to extract itself. Ground clearance is 7.1 inches—less than the Subaru Outback, but about the same as some 'soft' crossovers—and the Allroad has some modest skid-plate and underbody protection for light trailblazing.

Seating in the Allroad is excellent, although the tight back seat is a limiting factor. In front, even the base seats provide great support for longer highway trips, with just enough side support, too. In back, the seating position is a bit low, and perhaps better contoured than in most crossovers, but there's simply no place for knees and feet for taller adults. With 27.6 cubic feet behind the rear bench, and an easy-folding seat arrangement, the Allroad is great for making room for weekend projects and other cargo needs. Flip everything forward and you have up to 50 cubic feet.

The 2014 Allroad is based on the A4 architecture, and while it hasn't yet been rated by the Insurance Institute for Highway Safety (IIHS), it's earned five-star frontal and side impact ratings from the National Highway Traffic Safety Administration (NHTSA). Noteworthy safety options include adaptive cruise control that can stop the car completely from speeds up to 19 mph; blind-spot monitors and a rearview camera are also available, as are rear-seat airbags. Visibility, however, is pretty good, thanks to the tall glass areas, but even with the rear parking sensors and rear camera afforded to most of the lineup, the bulbous hood obscures where the front corners are.

At the base level, for just over $40k, the Allroad's standard equipment set includes leather upholstery; aluminum interior trim; power front seats; a panoramic sunroof; satellite radio; and MMI, Audi's multi-media interface. Options include iPod/USB connectivity; a power tailgate; 19-inch wheels and tires; adaptive headlights; Bluetooth; wood interior trim; 505-watt Bang & Olufsen audio; sport seats and shift paddles; and a navigation system. The Convenience Package, with its Audi music interface, HomeLink universal garage-door opener, the so-called driver information system, and Bluetooth connectivity, has been packed in as part of the Allroad's standard equipment for 2014.

Audi Connect is another noteworthy extra; the feature allows customers can tap into a built-in 3G connection that turns the Allroad into a rolling wireless hotspot for up to 8 devices, and to enable Google local searches via MMI. The connection also feeds input to the navigation system (with traffic and weather information) to render maps from Google Earth and Google Street View in stunning, crisp detail. While we have some gripes about the interface, the display features together are a game-changer.Rakish wagon stanceStrong power delivery, impressive handlingNicely appointed interiorShapely sport seatsExcellent connectivityTight back-seat legroomPricier than many alternativesMMI takes too many 'clicks' for common tasks

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2014 Ford Expedition

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The 2014 Ford Expedition remains what it's always been: a full-size sport-utility vehicle based on the underpinnings of a large pickup truck, just like vehicles from General Motors, Nissan, and Toyota with which it competes. While smaller vehicles, including Ford's own Explorer, have evolved from truck-based vehicles into crossover utlities, the Expedition continues to pull with the ruggedness of a truck, making a fine choice for those drivers who really need to tow many thousands of pounds or haul heavy loads.

The Expedition's design is no longer particularly fresh, and while the F-150 pickup has been continually improved--with an all-new version coming for 2015--the Expedition is based on an older version of the truck. While Ford's latest F-series trucks have a crisper design, the Expedition remains more rounded in its exterior lines. Inside, the dashboard and interior fittings are clearly from an earlier era, both plainer and less refined than what you'll find in any modern Ford truck.

The two main versions of the Expedition differ in length. You can select either the standard-length Expedition or the extended-length Expedition EL, which is 14.8 inches longer overall, with longer rear fenders and glass. It's one of the biggest SUVs on the planet, frankly, and its wheelbase of 131 inches is longer than the full length of either a Smart fortwo or Mitsubishi i-MiEV. In either case, you'll need to plan your parking spaces with some care. Both versions of the Expedition provide a cavernous interior, almost like that of a full-size van. Cargo space is more abundant and third-row access is much easier in the EL, but you'll pay a price in even more cumbersome maneuverability than the standard version. 

The Expedition's front seats are captain's chairs, mounted high and affording a good view out, and a telescopic steering wheel and power-adjustable pedals allow for a vast range of body types. The expansive head and knee room continues in the second row of seats, and even adult passengers will find the third row spacious enough for short trips. In EL models, there's 130.8 cubic feet of cargo space, including an additional 24 cubic feet behind the third-row seat. A PowerFold third-row seat and power liftgate arrangement are handy when hands are full, and the EL's longer rear doors make getting into (and out of) the third row quite easy.

Considering the Expedition's mammoth size, driving it is quite easy thanks to light but precise steering, as well as a suspension that does a good job in controlling all that weight. Yes, it's one of the biggest land yachts on the market, but it's manageable. The only issue we've noted in prior years is that the pedal feel of the brakes can be somewhat spongy. Ride quality isn't up to the standards of modern crossovers, for the most part, but the Expedition does keep its composure on rougher surfaces, and it rides better than other body-on-frame trucks.

We've waited for Ford's latest 5.0-liter V-8 to make its way into the Expedition since 2012, but it hasn't happened. The sole drivetrain for the Expedition remains the proven but power-shy 310-horsepower, 5.4-liter V-8 that the big utility has had for years. It makes 365 pound-feet of torque and allows the Expedition to move quickly most of the time. Hitch up a trailer or load up the vehicle to near its capacity (up to 9,200 pounds for towing) and this engine doesn't have the stout, unrelenting character of GM's current batch of V-8s—especially the larger V-8 used in the Suburban. Four-wheel drive remains available pretty much throughout the entire lineup, and the six-speed automatic transmission is responsive and smooth-shifting, at least.

The Expedition has fallen behind on features compared to its pickup brethren. It lacks Ford's innovative (and sometimes frustrating) MyFord Touch connectivity interface, instead offering the more dated Sync system, combined with a voice-activated navigation system and HD Radio in top trims. The lineup includes XL, XLT, Limited, and King Ranch trims, with a total of ten equipment groups. Standard equipment across the entire range includes keyless entry keypad, heated power mirrors, air conditioning, an electrochromic rearview mirror, illuminated visors, and a leather-wrapped steering wheel, while Ford's MyKey system and SecuriCode keypad-entry system are standout features. Options include a DVD entertainment system, and 20-inch chrome-clad aluminum wheels. If you can afford it, the King Ranch edition offers a unique spin on a luxury-SUV interior, with unpolished leather like that of a baseball glove.Drives better than its size impliesRides smoothlyKing Ranch is one of our favorite interiorsThird-row space is great in Expedition ELInfotainment overdue for an updateSome plastic trim looks cheapDesign is getting oldNot easy to park, at allNext: Interior / Exterior »

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2014 Toyota Sequoia

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? $(function () { $('.rating-tip-0').waypoint( // handler function(direction) { $(this).addClass('rating-tip-0-animation'); }, // options { offset: '100%', once: true } ); });Get Your Price The 2014 Toyota Sequoia has room for eight and strong V-8 towing capacity, but it's pretty thirsty and difficult to maneuver to drive every day. Read more » Tows like a champEffortless V-8 powerRides comfortablyExpensive, with an inexpensive interiorExpensive, without a prestige badgeGas mileage is low $('.related-reviews li.see-more').live('click',function(){ if ($(this).hasClass('hidden')){ $(this).html(""); $("li.hidden:not('.see-more')", $('.related-reviews')).fadeIn(); } else { /*$(this).html("See Mode"); $("li.hidden:not('.see-more')", $('.related-reviews')).fadeOut();*/ } $(this).toggleClass('hidden'); });Choose a Style Below for Colors and Options Regular Unleaded V-8, 5.7 L
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Just like its counterparts from U.S. makers, the 2014 Toyota Sequoia is a classic full-size sport-utility vehicle based on the underpinnings of a pickup truck--in this case, the Toyota Tundra. The Sequoia SUV extends the Tundra pickup's tough design, towing process, and macho appearance into a utility vehicle for a family with up to eight members. But the classic truck base leads to some compromises in space efficiency, comfort, and versatility compared to the largest crossover utilities. As well as three models from GM and one from Ford, that list includes the brand-new Highlander from Toyota itself--smaller on the outside, but seemingly as large and considerably more versatile inside.

The testosterone-tinged look of the Sequoia may appear cartoonishly musclebound to some, though it beats the almost anonymous styling of most minivans. If nothing else, its tall and truck-based frontal appearance is one that no crossover can hope to rival. But missing from the Sequoia's factory options list is any serious off-road hardware, or a dedicated off-road model (even though 4WD is widely available through the model line). It all makes sense when you see the much pricier Toyota Land Cruiser across the lot.

The cabin appointments of the Sequoia, predictably, feel like those of a high-end full-size pickup in front, with two more rows of roomy wagon grafted on behind. That means an instrument panel that's functional without looking too plain. For seating, you can specify dual captain's chairs to replace a second-row bench, though it reduces the capacity to seven. Both the second- and third-row seatbacks can be folded forward to a flat cargo floor, with the second row split in three portions (40/20/40) and the third row in two (60/40). Storage space is ample once the third-row seats are folded in place, which is made easy thanks to a power-folding option.

In the past, you could choose from two different V-8 engines for the Sequoia, but last year Toyota discontinued the smaller-displacement (4.6-liter) choice. It's really for the better, as most Sequoia shoppers are towing-minded (tow ratings range up to 7,400 pounds). With 381 horsepower and 401 pound-feet of torque, the remaining V-8 is a powerhouse.

But while the Sequoia may share underpinnings with the Tundra pickup truck, it rides and handles rather better. A four-wheel independent suspension helps keep the Sequoia stable through corners for the most part, although rough patches--whether pavement patches or gravel-road washboards--can upset its composure. Ride quality is good for a body-on-frame truck, thanks to the independent rear suspension system--with the ride even a step more composed with the active variable air suspension (AVS) system in the Platinum model. Road and wind noise feel quite well sealed-away, too.

From base and SR5 models, to the mid-level Limited trim, and up to the luxury-packed Platinum, the Sequoia spans more than $20k, running from the mid-$40,000 range up to the mid-$60,000 range. That's before adding any of the various official dealer-installed accessories. At the top of the lineup is the Sequoia Platinum, which adds Dynamic Laser Cruiser Control, a DVD touch-screen navigation system, and a new Blu-Ray rear entertainment system with a 9-inch LCD screen and two sets of wireless headphones. A 12-way adjustable power driver’s seat, heated second-row seats, and the load-leveling air suspension with three driver-selectable modes are also all included.

Standard on the Platinum grade and available on SR5 and Limited is a new Entune multimedia system that provides access to apps for Bing search, Pandora, and others, providing access to entertainment or information through your smartphone's data connection.

Tows like a champEffortless V-8 powerRides comfortablyExpensive, with an inexpensive interiorExpensive, without a prestige badgeGas mileage is lowHard to maneuver in tight spotsNext: Interior / Exterior »

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2014 Lincoln Navigator

If you yearn for old-style American luxury, as embodied by a luxurious full-size, truck-based, body-on-frame sport-utility vehicle, the 2014 Lincoln Navigator may be one of the last holdouts in the category. It's a more luxurious take on the Ford Expedition, seemingly designed for Middle America, the place where the 72-ounce steak is a sign of success, as is the ever-present fantasy that yes, you could tow a loaded horse trailer--if you wanted.

The Navigator's plus-sized exterior doesn't preclude space-efficiency, but its design is now relatively dated--it hasn't been changed for most of a decade.It keeps the boxy proportions with smoothed-and-rounded corners of Ford's pickups some years earlier. Although it and its sibling the Ford Expedition used to get updated when those trucks did, neither vehicle inherited a version of the F-150's crisper look--and in fact the F-150 is going to be entirely replaced once again for 2015.

Vehicles as large as the Navigator can sometimes disappoint on functionality. But t here; you'll find big seats but also reasonably good versatility and one of the best interiors of any large SUV. And just like the Expedition and other SUVs in this class, the Navigator is offered in two different lengths--Navigator and Navigator L. The Navigator L adds 14.7 inches of overall length while doling out an additional 24.5 cubic feet of cargo space. Plus, power fold capability means the third row can be quickly and easily stowed when not in use, and it can be used to scoot faraway cargo toward the rear, as it moves the cargo aft when unfolding the seats.

At once iconic and retro (in both a good and bad way), the Navigator's design incorporates themes and trinkets from Lincoln heritage going back to the 1960s, employed with a boldness that compares to that of the Cadillac Escalade. Inside the retro-themed gauges and styling no longer look fresh (retro-grade?), although they convey the luxury message.

It's under the hood where Lincoln's big SUV can be disappointing. The Navigator racks up yet another model year with a powertrain that puts it at a disadvantage compared to most other big, truck-based SUVs. With 310 horsepower, the Navigator's 5.4-liter V-8 is woefully underpowered against nearly every competing model. That makes it no surprise that the Navigator isn't quick--though the six-speed automatic transmission makes the best of it, delivering smooth, decisive shifts, and most of the lineup can be equipped with either rear- or four-wheel drive.

If you're okay with merely adequate power, the Navigator handles better than many other models this big and heavy. Its roadholding feels more confident--if hardly sporty--than you'd expect from the land yacht it is. The Navigator remains a reasonably match for weekend towing needs--at a rating of 9,100 pounds max--but consider that with a curb weight of around 6,200 pounds, it's a strained relationship.

Compared to the more basic models of the Ford Expedition, which the Navigator is related to, the Lincoln gets better materials and trims even though their interiors are essentially of the same design. Noise insulation, higher-grade materials and more touchable finishes make the Navigator a true luxury-grade vehicle. A few small exceptions to the quality feel are the hard plastic trim elements, chrome-painted plastics, and sometimes cheap-feeling switchgear. Despite the small downside, there's no shortage of handy small storage spaces or cupholders.

The 2014 Lincoln Navigator isn't cutting-edge, but it does offer a very long list of features combined with some over-the-top luxury features like cooled front seats, power-deploying running boards, and a power-folding third-row seat. What's sorely missing from the Navigator's feature set is a modern infotainment system, such as MyLincoln Touch. But an EasyFuel capless fuel fill and heated second-row seats are on the standard-feature list and options include a power moonroof, rear-seat DVD system, perimeter alarm, illuminated entry with approach lamps, remote start, and adjustable pedals.

Spacious cabinThird-row seat of considerable size (L)Transmission shifts smoothlyManeuvers easily, for a vehicle so largeSome charming touches

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Inventor 2013 Autodesk User certification

For 2013, at least, there was only Certified Professional.  No more Certified User or Certified Associate.  Not sure if that will remain the same for 2014.

I wouldn't recommend trying to take the test as a beginner if you're paying for it.  If you go to AU, you'll get to take the test for free, and in that case absolutely - I'd say take it, and see what happens.  You'll at least get an idea of where you need to work on things.

THAT SAID, if you've got a decent amount of experience - and I believe the recommendation was 400 hours of use, but don't ask me where I saw that - the test is RIDICULOUSLY easy.  (Full disclosure: when I took the test, I was sitting at around 6,000 hours of Inventor use, versions 2009-2013.  I and another guy from my company took the 2013 certification test at AU2012.  We both finished in under an hour, and both passed with flying colors.  There were a few things there that I hadn't done much with in the past, but NOT a lot.

For me, 90% of the stuff on the Inventor 2013 Certified Professional exam is stuff I'd expect any entry-level employee to be able to do.

___________________________________________________________
Product Design Suite Ultimate 2013, 2014
Autodesk Inventor 2013 Certified Professional

Work: Dell Precision T1600 (Xeon E3-1280 / 16GB / 512 GB SSD / 250 GB (Internal) / 1 TB (External) / Quadro 600)
Home: i7-4770k / ASUS Z87-Pro / 16GB / 250 GB SSD / 1 TB HDD / 3 TB USB3 HDD / 2xRadeonHD 4870 in CrossfireX
Laptop: Toshiba Satellite P755-S5269 (i7-2630QM / 8 GB / 250 GB SSD / 750 GB HDD / GT540M)

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Re: Inventor 2013 Autodesk User certification

For 2013, at least, there was only Certified Professional.  No more Certified User or Certified Associate.  Not sure if that will remain the same for 2014.

I wouldn't recommend trying to take the test as a beginner if you're paying for it.  If you go to AU, you'll get to take the test for free, and in that case absolutely - I'd say take it, and see what happens.  You'll at least get an idea of where you need to work on things.

THAT SAID, if you've got a decent amount of experience - and I believe the recommendation was 400 hours of use, but don't ask me where I saw that - the test is RIDICULOUSLY easy.  (Full disclosure: when I took the test, I was sitting at around 6,000 hours of Inventor use, versions 2009-2013.  I and another guy from my company took the 2013 certification test at AU2012.  We both finished in under an hour, and both passed with flying colors.  There were a few things there that I hadn't done much with in the past, but NOT a lot.

For me, 90% of the stuff on the Inventor 2013 Certified Professional exam is stuff I'd expect any entry-level employee to be able to do.

___________________________________________________________
Product Design Suite Ultimate 2013, 2014
Autodesk Inventor 2013 Certified Professional

Work: Dell Precision T1600 (Xeon E3-1280 / 16GB / 512 GB SSD / 250 GB (Internal) / 1 TB (External) / Quadro 600)
Home: i7-4770k / ASUS Z87-Pro / 16GB / 250 GB SSD / 1 TB HDD / 3 TB USB3 HDD / 2xRadeonHD 4870 in CrossfireX
Laptop: Toshiba Satellite P755-S5269 (i7-2630QM / 8 GB / 250 GB SSD / 750 GB HDD / GT540M)

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Re: Inventor 2013 Autodesk User certification

For 2013, at least, there was only Certified Professional.  No more Certified User or Certified Associate.  Not sure if that will remain the same for 2014.

I wouldn't recommend trying to take the test as a beginner if you're paying for it.  If you go to AU, you'll get to take the test for free, and in that case absolutely - I'd say take it, and see what happens.  You'll at least get an idea of where you need to work on things.

THAT SAID, if you've got a decent amount of experience - and I believe the recommendation was 400 hours of use, but don't ask me where I saw that - the test is RIDICULOUSLY easy.  (Full disclosure: when I took the test, I was sitting at around 6,000 hours of Inventor use, versions 2009-2013.  I and another guy from my company took the 2013 certification test at AU2012.  We both finished in under an hour, and both passed with flying colors.  There were a few things there that I hadn't done much with in the past, but NOT a lot.

For me, 90% of the stuff on the Inventor 2013 Certified Professional exam is stuff I'd expect any entry-level employee to be able to do.

___________________________________________________________
Product Design Suite Ultimate 2013, 2014
Autodesk Inventor 2013 Certified Professional

Work: Dell Precision T1600 (Xeon E3-1280 / 16GB / 512 GB SSD / 250 GB (Internal) / 1 TB (External) / Quadro 600)
Home: i7-4770k / ASUS Z87-Pro / 16GB / 250 GB SSD / 1 TB HDD / 3 TB USB3 HDD / 2xRadeonHD 4870 in CrossfireX
Laptop: Toshiba Satellite P755-S5269 (i7-2630QM / 8 GB / 250 GB SSD / 750 GB HDD / GT540M)

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Autodesk University 2013 Opening Keynote Urges Attendees to “Go Outside”

Autodesk University 2013 Opening Keynote Urges Attendees to “Go Outside” In The FoldHomeSubscribeAutodeskAbout the AuthorsAutodesk PR
Providing you with timely information and interesting story ideas is our goal here in the Autodesk® public relations department. December 2013 Sun Mon Tue Wed Thu Fri Sat 1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18 19 20 21 22 23 24 25 26 27 28 29 30 31         « Autodesk 360 to Deliver Project-Centric Cloud Platform for Design & Engineering Collaboration |Main| Innovators Explore the Transformation of Design and Construction at Autodesk University Innovation Forum »

12/03/2013Autodesk University 2013 Opening Keynote Urges Attendees to “Go Outside”

Autodesk today opened its annual global user conference, Autodesk University, by urging the more than 50,000 event attendees (both in-person in Las Vegas and watching online via AU Online Live), to “go outside” and seek inspiration, tools, collaborations and projects beyond their traditional areas of focus.   

“One great reason to go outside for insight is that it helps us to go outside our blind spots,” said Jeff Kowalski, Autodesk senior vice president and chief technology officer. “When we focus on looking and going outside of our traditional tools, people, work, and insights, we can all increase our capacity to take things that were impossible, and to make them finally possible.”

Autodesk President and CEO Carl Bass then showcased Autodesk customers who are adopting new mindsets and toolsets to solve design challenges. These included:

Orphanage Guitars, a startup musical instrument manufacturerAutomaker Aston MartinPlastics company PorexBill Spracher of AMP'D Gear and Jeff Tiedekin of Monkey Likes Shiny and their collaboration on a prosthetic leg for injured soldier Katherine CrawfordThe Denver International Airport Hotel and Transit Center ProgramFilmmakers and robotics company Bot and DollyPortable stove manufacturer Biolite

Bass also spoke about how Autodesk is continuing to focus on access—by providing infinite computing power in the cloud and Autodesk software on-demand through the rental model—and how that access is changing how design and engineering work is done. 

“During the year, my favorite activity is visiting customers – I see such incredible work, such tremendous creativity, and incredible resourcefulness – and how customers are doing things differently,” said Carl Bass.  “Three years ago, we started talking about cloud, social and mobile computing and how it was going to enhance what we did on our desktops. Our customers are augmenting their tried and tested tools with new ones.  By trying new and different things, and by embracing new technology, they are having greater creative control and better commercial success.”

Autodesk University Series Reaches Tens of Thousands Worldwide

Autodesk University (AU) is an annual series of in-person and online customer conferences that inspire, challenge and energize attendees about the future of design and engineering. Now in its 21st year, AU attracts nearly 50,000 live and virtual participants annually and includes the flagship event in Las Vegas, which begins today; AU Live online; and regional events that occur throughout the year in Japan, Brazil, Russia, China, and Germany.  Although AU began purely as an Autodesk user conference, it has grown to include a broader focus, with attendance from throughout organizations, from CAD Managers to upper management and senior executives.  As AU has evolved beyond software training, there are now tailored sessions for this audience focused on solving business issues and taking advantage of industry trends.

A highlight of AU Las Vegas is the Innovation Forum program, a series of sessions focused on the future of design. This year, one forum focuses on “Design and Construction” and how technology can help do more.  This includes speakers from Tacit Homes, HNTB, the San Francisco City Design Group, and SimCity creators Maxis.  The other forum, “The New Industrial Revolution” explores how manufacturers can take advantage of emerging trends and highlights trailblazers who are changing the way we manufacture including Jen McCabe of the Vegas Tech Fund, Tesla, Quirky and Skylar Tibbets of MIT. 

Autodesk University provides attendees with a mix of presentations, instruction and social activities to network, share ideas with peers and meet industry leaders from around the world. Attendees have access to training on the latest Autodesk 3D design software as well as free certification exams to enhance their credibility by proving their level of expertise with Autodesk software.  Select content from Autodesk University, including an archive of the keynote address, is available for free both live and on-demand at AU online live. 

Posted at 09:30 PM in Corporate, Events | Permalink

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Introducing Autodesk Structural Bridge Design 2014

Introducing Autodesk Structural Bridge Design 2014 In The FoldHomeSubscribeAutodeskAbout the AuthorsAutodesk PR
Providing you with timely information and interesting story ideas is our goal here in the Autodesk® public relations department. December 2013 Sun Mon Tue Wed Thu Fri Sat 1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18 19 20 21 22 23 24 25 26 27 28 29 30 31         « Innovators Explore the Transformation of Design and Construction at Autodesk University Innovation Forum |Main

12/04/2013Introducing Autodesk Structural Bridge Design 2014

New Software Aims to Help Address the World’s Urgent Need to Repair or Replace Aging Bridges

Today at Autodesk University, Autodesk Structural Bridge Design 2014 was unveiled as one of several software updates and introductions aimed at expanding BIM workflows across the full lifecycle for buildings and infrastructure. 

Following closely on the heels of our Autodesk Vehicle Tracking 2014 announcement last month, the new Autodesk Structural Bridge Design 2014 software will help address the urgent need to repair or replace the world’s aging bridges.

According to the American Association of State Highway and Transportation Officials, within the next 15 years, almost half of America’s bridges will exceed 50 years of age, surpassing the life span for which they were designed.  Technological advancements may be the key to addressing this urgent bridge dilemma by helping to accelerate design processes and reducing costs.

Obviously, the urgent need to repair or replace aging bridges is not exclusively an American challenge, it’s one widely shared around the globe. To help bridge designers tackle the challenges they face, we’ve expanded our portfolio of transportation solutions with the launch of Autodesk Structural Bridge Design 2014. 

Autodesk Structural Bridge Design 2014 offers ability to conduct loading, analysis and code checking in a single environment. Shown here is an example using Eurocode Grillage 3D elements.

Based on field-proven technology acquired from UK-based Bestech Systems Limited, Autodesk Structural Bridge Design 2014 software helps give engineers greater flexibility and efficiency in their small- to medium-span bridge design processes by integrating loading, analysis, and code checking in a single environment with the additional advantage of being able to generate full hand calculation style reports directly from analysis results. 

Shown here is an example of code checking using AASHTO PS Beam Tendon Definition

Key features and capabilities include:

Speed delivery of bridge designs to help accelerate project completion

Create detailed designs faster with productivity tools that help you define bridge components quickly, and easily incorporate them into the analytical modelHelp save time with automatic calculations of section properties for all shapes and materials, and allow for stages of construction where necessary Help speed the design process on small- to medium- span bridge projects with software that automatically generates optimized traffic loading in a fully integrated environmentRefine design options faster with automated design updates in a ‘define-analyze-code check’ loop whenever parameters are changed 

Improve accuracy and reliability with detailed bridge design calculations

More easily understand structural behavior with side by side graphical displays of data and results at all stages of analysis and designReview pass/fail criteria for beams from graphical displays of actual and limiting load effectsReview code check requirements with detailed hand calculation–style reports that are created with full formulae and code referencingUse embedded screen graphics within the calculation sheet to help clarify the reports and aid in the checking process

Maintain more consistent data, context, and processes across project lifecycles

Design sections and bridge beams based on a variety of international standards including Eurocodes, AASHTO LRFD, British Standards (BS 5400 and DMRB), and Australian and New Zealand StandardsDevelop a more economical solution using a single system that doesn’t require import, export, or need to convert data, helping to save timeHelp save money when you produce reports that require minimal editing throughout project development by generating calculations directly from the system  

Video title: Autodesk Structural Bridge Design Overview

For more information, including pricing and availability, please visit the Autodesk Structural Bridge Design 2014 Product Center.

 

Posted at 01:30 PM | Permalink

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News for Building Designers - Updates to Autodesk FormIt and Autodesk Dynamo

Two announcements impacting the building design industry were showcased today at Autodesk University.  The first is an expansion of the Autodesk FormIt family of applications with a new beta version for Mac and PC web browsers (Chrome and Firefox). FormIt for web browsers joins previously available versions for Apple iPad and Android tablets, expanding the options for conceptual design anytime, anywhere.

Last year at AU, Autodesk Formit was released, making it the first BIM-based conceptual design tool for architects working with Apple iPads. Once a FormIt conceptual design is complete the model can be imported into Autodesk Revit for continued development within a BIM workflow.

This evolving product line provides architects and designers with more flexibility and options to create, collaborate, and share initial design ideas using sophisticated but easy-to-use tools and the power of Autodesk 360 cloud services.

FormIt for iPad has been redesigned to take advantage of Apple’s iOS 7. Users can now benefit from the use of Airdrop and Print functionality, plus new social sharing capabilities. New drawing features, including a spline tool, have been added to enable a larger variety of forms for users to explore.

The recently updated iPad version also includes groundbreaking mobile energy analysis tools powered by Autodesk Green Building Studio, which enable users to get a simple indication of their model’s potential building performance cost based on climate data, building type, and building size. This tool helps designers and architects bring energy analysis into the earliest stages of a design process.

Formit for iPad is now iOS 7 optimized and includes new energy analysis features that help users understand potential building performance cost.

What’s New in FormIt Mobile

Building Program in Autodesk FormIt Mobile

In addition, Autodesk today offered a glimpse of what the future holds in store for FormIt, including a demonstration of a forthcoming feature in the FormIt family of applications that supports real-time collaboration on projects. Utilizing the power of Autodesk 360 cloud services future designers will be able to simultaneously access and collaborate on models using their FormIt application of choice.  As teams work through design ideas models are instantaneously updated across all applications to reflect changes made by any user. This revolution in conceptual design will help to speed up iteration, promote creativity, and enable a smoother collaboration process between designers working in geographically dispersed offices, at home, or in the field.

See preview of forthcoming feature in the FormIt family of applications to support real-time collaboration on projects

Download the latest Autodesk FormIt offerings from the Apple App Store, Google Play, or visit www.autodeskformit.com to try it today.

In parallel with the expansion of the Autodesk FormIt family of applications, Autodesk also announced a major enhancement in computational design for the building industry with the merging of Dynamo with Autodesk DesignScript. 

Announced at the AIA Conference in June 2013, Autodesk’s open source Dynamo Visual Programming environment for BIM allows designers to extend the parametric capabilities of Autodesk Revit software by adding their own custom rules and relationships. Autodesk DesignScript is a powerful, compact programming language and computational engine intended to help designers build and analyze complex geometric models that would be difficult to model with interactive techniques.

Now both are coming together in Dynamo to deliver “computational BIM.”  DesignScript’s powerful computational engine and compact language are being integrated into Dynamo's Visual Programming environment on top of Revit. Designers familiar with Visual Programming and scripting can now control Revit models and work more closely with their BIM colleagues. 

DesignScript’s powerful computational engine and compact language are being integrated into Dynamo's Visual Programming environment to bring you computational BIM

For more about the new Dynamo 0.6.2 visit the Dynamo website.

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Autodesk and U.S. Department of Energy Team on Open Sourcing Major Update to EnergyPlus Engine

Autodesk and U.S. Department of Energy Team on Open Sourcing Major Update to EnergyPlus Engine In The FoldHomeSubscribeAutodeskAbout the AuthorsAutodesk PR
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11/20/2013Autodesk and U.S. Department of Energy Team on Open Sourcing Major Update to EnergyPlus Engine

At Greenbuild 2013, Autodesk Spotlights New Initiatives and Technologies for Sustainable Building Community

In a public handoff to the U.S. Department of Energy (DoE) at Greenbuild 2013 in Philadelphia today, Autodesk is donating completely re-written EnergyPlus engine source-code, to be made available under the DoE’s open source license.  

As a long-time contributor to the sustainable building design community and proponent of the democratization of building performance analysis tools, this initiative is just one of several Autodesk is spotlighting at the annual conference.  The company is also unveiling new Building Performance Analysis (BPA) Certificate and Credits programs. In the LEED realm, a Revit plug-in for reducing LEED daylighting analyses from weeks to hours is being released on Autodesk Labs.  In addition, Autodesk parted the curtains on two emerging technologies offered to a few select pilot customers -- a LEED Automation tool and a Revit Credit Manager for LEED®. Finally, Autodesk also announced an expanded Energy Analysis capability, which is now available for Revit 2014 through Autodesk Subscription.

 Updating EnergyPlus

The Department of Energy’s EnergyPlus software is a crucial energy analysis engine for the sustainable building community.  However, EnergyPlus has not achieved maximum adoption by either design practitioners or design and analysis software vendors like Autodesk.

One aspect of the problem has been the EnergyPlus code itself—not the calculations, but the language they are written in. As a physics engine, EnergyPlus was initially written in FORTRAN, a language aimed at scientific programs to be run by a select few for days and weeks on supercomputers. But nowadays, EnergyPlus needs to be run by many more architects, engineers, and energy consultants on multi-core, graphics-enabled desktops and in the cloud. It also needs to work with modern Building Information Modeling (BIM) design applications, auditing tools, and energy dashboards.

To address this limitation, Autodesk took the initiative to translate EnergyPlus—more than 600,000 lines of code—to C++, a modern object-oriented language that is better supported on mass-market hardware and software platforms. Autodesk is donating this new version of EnergyPlus to DoE under the terms of EnergyPlus’ current open-source license. Autodesk will also continue to work with DoE on improving the common EnergyPlus codebase, focusing on improving its speed and BIM support.

In 2011, Autodesk donated source code modifications that increased EnergyPlus’ execution speed, as reported here by the DoE.

New BPA Professional Certificate and Credits

The Autodesk Building Performance Analysis (BPA) Certificate program, launched in August for students and educators worldwide, is now open to professionals seeking continuing education credit. The expansion of the program to professionals aims to remove barriers to learning the skills necessary for an industry-wide transition to performance-based sustainable design. The free, self-paced online course teaches building science fundamentals and Autodesk building performance analysis software tools, including Revit, Vasari, and Green Building Studio.

New today are Autodesk BPA Credits, which are a spin off of the certificate program, specifically for the continuing education of professionals. Three free, online self-paced courses are now open and professionals are eligible to sign up to earn USGBC and AIA credits.  The pilot courses cover: Energy Literacy & Building Loads; Whole Building Energy Analysis; and Daylight Analysis.

Previews of New LEED Tools

Also at Greenbuild, Autodesk signaled its support for professionals working on LEED projects with early access and previews to new technology solutions:

Super-fast Daylighting Analysis for LEED® - Now available on Autodesk Labs, the new Daylighting Plug-in for Revit analyzes the entire model using Autodesk’s 360 Rendering cloud service in a matter of minutes. This Daylighting analysis tool streamlines LEED EQc8.1 calculations and credit documentation within Revit, and it can reduce time required for a daylighting analysis and documentation workflow from a couple of weeks to under a few hours.  The cloud-based Autodesk 360 Rendering service also provides advanced daylight and artificial lighting simulation capabilities directly from detailed Revit models. 

LEED Project Automation – Autodesk demonstrated its Project Automation App for LEED® certification that has direct access to LEED Online through USGBC’s LEED Automation Partner Program. The app based on Autodesk PLM 360 aims to drastically simplify LEED® documentation and project management. It helps a LEED team monitor tasks, teams, milestones, documents and action items, while providing insightful and actionable reports, charts and dashboards. The app will be offered to a few select pilot customers through the Autodesk Feedback Community. Please contact leedplmsupport@autodesk.com if you are interested in piloting this promising technology.

Revit Credit Manager for LEED®: Autodesk also demonstrated a Revit Credit Manager for LEED®. This Revit add-in aims to automate LEED calculations and improve design decisions for a number of LEED credits, right from within the design environment. With real-time feedback earlier in the project, it will make LEED submittals faster and more reliable. The emerging technology will be offered to a few pilot customers through the Autodesk Feedback Community.

Autodesk has invested in dramatically streamlining whole building energy analysis in Autodesk Revit 2014, which represents a major step towards easier, faster BIM-based building performance analysis.This new feature, ‘Energy Analysis for Autodesk Revit 2014,’ is available with Autodesk Subscription and is powered by the cloud-based service Autodesk Green Building Studio (GBS).  By eliminating the need to rebuild the Revit model or build an entirely separate model specifically for energy analysis, the new capability provides major savings in both the time and skill required to conduct Energy Analysis and is especially valuable at the early stages of the design process when Energy Analysis can have the greatest impact.

All of the initiatives and technologies described above build upon numerous other Autodesk efforts at democratizing software for energy efficient buildings in 2013, including a Potential Energy Savings tool introduced in May and Tally, a new software application from KieranTimberlake (for which Autodesk supported development and testing) that allows designers to measure the environmental impact of building materials directly in a Revit model. Greenbuild attendees can learn more and see demos of all the technologies discussed at the Autodesk booth at Greenbuild (#2237).

Posted at 02:00 PM in AEC, Sustainability | Permalink

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Autodesk 360 to Deliver Project-Centric Cloud Platform for Design & Engineering Collaboration

New Technology Preview Promises to Make Projects Open and Connected

Imagine a world where…

Everyone on the project team is aware of critical project detailsAll project information is searchable…like you currently search the webAll data is viewable… regardless of the design tools you haveYou can rent your tools like you do a movieNo training is required in order to become a contributorEveryone participates, not just those with the design toolsYou have time to focus on driving profitability and innovation in your businessYou get to spend more time with your families and can actually use your vacation time!

Previewed at Autodesk University Las Vegas 2013, the new Autodesk 360 Technology Preview delivers on this vision with a project-centric cloud solution that covers all aspects of the design and engineering workflow from within a single interface. 

While CAD cloud point solutions might address a single piece of the design process, Autodesk 360 Technology Preview covers the entire design & engineering workflow, from start to finish and includes the entire project team, not just the designers.  

In early trials of the new Autodesk 360, we have received some incredible customer feedback.  Dan Pohly, President, at US Technics Company, had this to say:

“My company provides engineering consulting to machinery manufacturers throughout North America who have customers all over the world.  The key to success is great communication of ideas, designs and data throughout the product life cycle.  Autodesk 360 creates an entirely new collaboration toolbox that allows everyone involved in a project to share and work with the same data as well as communicate in new ways, but using familiar methods.  During the trial, we have used Autodesk 360 as a repository of project files to assure everyone has access to current data; to ask, answer and document design questions and issues; and to share and review 3D assembly models.  The blog pages and wiki pages provide a way to discuss, resolve, and document design issues using tools that are familiar but previously not used for project collaboration.  And the future prospect of being able to share and collaborate on design and analysis work with Autodesk products such as SIM 360 and Fusion 360 using the same environment as Autodesk 360 is extremely enticing.  The Autodesk 360 tools are, to me, pointing the way to an entirely new way to bring together today’s decentralized product design and development teams.  And best of all, the Autodesk 360 capabilities are within reach of small businesses like mine.”

The new version of Autodesk 360 puts the project at the center, making all project data open and connected.

This continuous, unbroken workflow represents a significant productivity enhancement for users accustomed to working on a file with one app, saving it, converting it, and then opening it up with another app to perform the next step in the design process. The net result is that users in the Architecture, Engineering, & Construction; Manufacturing; and Media & Entertainment industries will be able to do more, achieve better results faster and collaborate more effectively.

As a hub for project and team collaboration, Autodesk 360 Technology Preview allows all project collaborators access from any device, including desktops, tablets and mobile phones. Upon logging in to Autodesk 360, users view a real-time “dashboard” rollup of all of the data, projects, people, tasks, discussions, activities, issues and alerts that are associated with design or architecture projects that they are working on.

The Autodesk 360 Tech Preview will feature the following capabilities:

Projects: The new Autodesk 360 puts the project at the center, connecting all data, activities and people in a single cloud-based user experience.  Social: Autodesk 360 connects people, data and projects helping teams interact, access and share information through an intuitive interface.Search: Autodesk 360 incorporates deep search functionality helps you find exactly what you're looking for. Find critical design information within the context of the project.Collaboration: Autodesk 360 organizes and provides access to all project information –not just design data – to all project team members, via a great user experience on any device at any time.Viewing:  Autodesk 360 works with virtually any data type, not just Autodesk formats, including non-design data like documents, presentations, and spreadsheets. Anyone involved in a project can view files without the need for special tools or software.Rendering: Take advantage of virtually infinite computing power in the cloud to create high resolution renderings in a fraction of the time, and without the need for expensive hardware.

In the future, Autodesk 360 will integrate with the broad set of Autodesk’s cloud products and services enabling users to leverage the near-infinite computing power of the cloud to easily tackle a variety of tasks, without tying up the desktop or requiring specialized, expensive hardware. 

To sign up for the Autodesk 360 Tech Preview, visit www.autodesk360.com.

In Autodesk 360 users can see all the projects they are working on in one place.  Because customers work on lots of projects, they can pin or unpin them, to indicate which ones are most important.

Using Search and filtering, users are able to quickly locate all of the places in the project data where their desired information appears. Autodesk 360 searches across all project information – not just design models.  It also searches DEEPLY within design models, so it also helps users get to exactly the place in the Revit model where the change was made.

With Autodesk 360 you get – interactive 3D viewingfor all 3D design data.  Visually Explore Complex 3D Interactive design Models with no special publishing workflow - great looking, high performance, only a web browser or mobile app

From the integration of web services like rendering and simulation, to remote access of traditional desktop tools, we see a future in which the Autodesk 360 becomes the center of a complete end-to-end project workflow, from concept to reality.

Here’s a scenario: an architect is travelling and has only his Mac laptop, when he realizes he needs to make a change to his source Revit model.  With Autodesk Remote, he is be able to edit that model directly within his browser…and will see the update to the model appear as activity in Autodesk 360. 

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