For the longest time ever, if you wanted to connect a gaming controller to your iOS device, the only official way to do that would be to look for MFi accessories. Unfortunately, some of these accessories might not necessarily be the best option, but thankfully when Apple launched iOS 13, they finally included support where PS4 and Xbox One controllers could actually be paired with iOS devices.
If you’re thrilled by the notion of being able to play your games using more robust controllers, you’ll be happy to learn that the process of pairing your controller with your iOS device is actually pretty simple and straightforward and probably will only take you a couple of seconds. Check out the instructions below if you’d like to learn how to pair a PS4 or Xbox One controller with your iPhone.
RAYMOND, Ohio—As part of its long-running "Safety for Everyone" campaign, Honda has established the audacious goal of what it calls a "zero-collision society." But rather than making big claims about developing a fully-autonomous vehicle, which Honda hasn't done, the company is trying to chip away at the more than 37,000 vehicle-related fatalities that occurred in the U.S. in 2017 with a multi-pronged approach.
Here in central Ohio, engineers are working with state-of-the-art facilities and equipment to boost active safety systems like its HondaSensing suite of safety technology with old fashioned passive systems like structural steel frames or new airbag designs that protect passengers in a crash. Honda provided members of the press with a rare tour inside its Honda R&D Americas headquarters this week.
Honda officials say that increasingly, safety — and specifically, third-party ratings from the likes of the National Highway Safety Traffic Administration and the Insurance Institute for Highway Safety — figure into the top three factors consumers weigh when purchasing a vehicle. Honda and Acura have 10, 2019 models that have earned IIHS's Top Safety Pick or Top Safety Pick+ ratings, and all 15, 2019 model-year Honda and Acura vehicles that have undergone NHTSA crash testing have earned a 5-star overall rating.
And Honda prides itself on its growing list of safety firsts, including the first upward-deploying front passenger airbag, in 1990 in the Acura Legend; first omni-directional crash-test facility, in 2000; and the first autonomous braking system, in the 2006 Acura RL. It hopes its new three-chamber airbag goes industry-wide and joins that list.
"It's part of our company's culture," said Art St. Cyr, business head unit and vice president of auto operations for American Honda Motor Co. "We have a philosophy at Honda that we want to be a company that society wants to exist. That means we have to protect our customers. That's part of the whole mantra of doing this."
Opened in 1984, the 1.6 million square-foot Honda R&D Americas facility, located in the countryside about 45 miles northwest of Columbus, employs around 1,600 people and is Honda's largest research-and-development facility outside of Japan. Its Advanced Safety Research facility opened in 2003.
Honda is also benefiting from partnerships, with both Ohio State University for the latter's distracted-driving simulation laboratory, which Honda helps to fund, with NHTSA at the Transportation Research Center, which is adjacent to Honda's R&D campus, and the state of Ohio at its Marysville smart intersection, where it is testing vehicle-to-everything (V2X) technology.
Here's a look at Honda's various safety-testing facilities.
Driving Simulation Lab at Ohio State University
Located in a light-industrial strip of Columbus, Honda uses this facility to test and refine infotainment design and usability and conduct studies on distracted driving. The facility features a wraparound video-simulation monitor and the shell of a 2010 Honda Accord hoisted atop an electronic platform with hydraulic stilts that shift weight in the car and adapt to the simulated highway-driving conditions and driver inputs.
Honda runs between 10 and 15 test projects per year, with each driver at the wheel for between one and two hours being asked to perform driving tasks and operate various tasks using a current-generation infotainment touchscreen and center console.
One lesson the company has learned? "If you're on a phone call, that your field of vision starts to become smaller. So you don't see things in your peripheral vision as much as you do in your straight-ahead vision," said Steven Felt, chief engineer for interior strategy.
In its "Powerwall" crash simulation lab, Honda uses advanced software to conduct virtual crash simulations, with about 30,000 simulations conducted for every vehicle Honda builds. The software offers the ability to view thousands of different views of a simulated crash, compared to the 10 to 15 high-speed cameras that capture footage of crashes of an actual car.
That helps engineers figure out how to best build cars to withstand violent collisions, and it has led to Honda's Advanced Compatibility Engineering "ACE" body structure, which uses different grades of steel, plus hot-stamped, low-ductility steel "soft zones" that allow the frame to bend at predictable, strategic points to absorb energy and divert it away from occupants in the cabin.
On the current-generation Honda Civic, for example, soft zones appear on the B-pillars and along both sides of the rear frame.
Pedestrian Impact Lab
About 16% of all vehicle fatalities in 2017 involved vehicles striking pedestrians, with an additional 2% involving collisions with cyclists. Honda points out that there are no federal regulations requiring automakers to make or test their vehicles to minimize injuries to pedestrians.
Here, researchers drop what looks like a small bowling ball onto the hoods of vehicles to measure the impact of a pedestrian's head after being struck head-on. They also ram the front bumper in a stomach-churning simulation with an upright, hinged cylindrical object meant to mimmic a leg, to measure tibia bending and affects on knee ligaments. Work at the lab has led to features like energy-absorbing fender brackets and hood hinges, and collapsable cowl structures to minimize injury to pedestrians.
Honda maintains 48 full-scale dummies in multiple sizes, plus male and female versions, all with state-of-the-art biofidelity features to best mimmic the human body and its responses to impact. The most advanced version, called THOR (it's short for Test Human of Occupant Restraints) is equipped with more than 130 sensors. It costs somewhere close to $750,000, officials said, and was heavily involved in the development of Honda's new airbag.
Honda performs more than 2,400 tests per year just to maintain the dummies, which help the automaker to measure things like head drop, torso impact and knee impact in crashes.
Honda's "pitching sled," launched in 2002, is truly something to see.
It's a cage-like vehicle structure built atop a platform that rides on a steel track and is fitted with seats, dashboard, a crash-test dummy and airbag equipment. It allows engineers to tune and verify restraint systems before undergoing full vehicle testing, with about 440 tests done per year.
The system uses nitrogen stored in six large accumulators to pressurize oil and push it through a valve, generating an incredible 555,000 horsepower — the equivalent of eight 747s at takeoff — in a short but powerful burst. Unlike the Crash Barrier lab, there's no actual collision. Here, the sled is is pushed backward violently in a recreation of the force of rebounding from a crash.
If you've ever watched a crash-test video, then this will look familiar. Honda's crash barrier is a 90 metric-ton rotatable concrete block set on a turntable to conduct a full scale of crash tests of actual vehicles as the final step in verification before production. Honda conducts nearly 225 tests each year, which is nearly one every working day, and spends five days analyzing video of each crash and the smashed car itself after each test.
Unlike passive safety systems, which are designed to minimize injury in a crash, active safety is concerned with avoiding the crash altogether. Here, Honda has been working at the Transportation Research Center, which offers a 7.5-mile track and other facilities where it is working to develop or improve technologies like adaptive cruise control, autonomous emergency braking and lane-keeping assistance. Bundled together as HondaSensing and AcuraWatch, the semi-autonomous features first featured in 2014 in the 2015 Honda CR-V and are now available across Honda and Acura's lineups.
Honda says the suite of driver-assist safety features will be standard across its lineup by 2022.
"Where we're headed right now is a perfect direction of both active safety and passive safety," said Brian Bautsch, manager and principal engineer for crash safety. "I think they're gonna be needed together for quite a while where the passive safety side of what we do heavily relies on some of the active safety systems, being able to dissipate that energy in a potential collision.
"Slowing that car down 5, 10, 15 miles an hour is a huge energy savings and really puts a lot less burden on the passive system."
We are captivated by everything about the Honda E, from its "friendly and sympathetic" exterior lines to its living room interior to its turning radius of just over 14 feet. The dashboard topped with pillar-to-pillar screens is another attention-getter. Honda released a video showing how a driver can interact with this wall of video, which is composed of five high-definition color displays. The two six-inch screens on the edges show feeds from the exterior camera mirrors. The 8.8-inch TFT screen in front of the driver shows the digital instrument cluster. The two 12.3-inch LCD screens in the middle are where infotainment happens, and it looks like anyone who can work a smartphone can work the functions in a Honda E. Customizing the screens is as easy as swiping tiles to the left from an option menu, onto a column of favorites. A button above the favorites menu cascades the open tiles so a passenger can quickly get back to a previous screen. For information-dense menu options, the input portion appears on the left screen, the display portion on the right screen; for instance, when programming a charge time, the clock to set the time shows up on the left, the schedule calendar shows up on the right. A driver and passenger can also use each display separately, the driver working navigation on one side while the passenger plays DJ on the other side. Android Auto and Apple CarPlay will mirror on the devices when a phone is plugged in, and when the Honda E stops, the dash screens can be used to play video streamed via phone over the E's wi-fi hotspot. The included Honda Personal Assistant joins the growing mob of AI-powered butlers. Saying "OK Honda" calls the assistant to attention, and it understands natural speech when requesting changes in the cabin or online services. When away from the hatchback, a smartphone app enables using a phone as a digital key, setting safety alerts and geofencing, and preconditioning. Not every function is left to digital devices — the instrument panel presents a row of buttons and a knob on the horizontal surface just in front of the displays, a row of climate control buttons graces the center console, and there are more hard inputs on the steering wheel and the center tunnel. Honda says it's had more than 36,000 expressions of interest for the E so far, and the carmaker's taking reservations for priority ordering in the UK, Germany, France, and Norway. We'll go on record again saying we want the Honda E here, too.
YOKOHAMA, Japan — Scandal-battered Nissan won its shareholders' approval Tuesday for a new system of committees to oversee governance and for keeping Chief Executive Hiroto Saikawa on its board. The Japanese automaker's profits and dividends have tumbled amid a high-profile scandal involving its former chairman Carlos Ghosn. Some shareholders expressed worries about the future of the automaker. Saikawa and the other board members, including French alliance partner Renault Chairman Jean-Dominique Senard, bowed deeply at the meeting at a convention center in the port city of Yokohama, where Nissan Motor Corp. is based. "I'd like to offer my deepest apologies, representing the company, for how the misconduct has caused serious concern for our shareholders," Saikawa said. Ghosn, who led Nissan for two decades, was arrested in November and is awaiting trial in Japan on charges of financial misconduct, including falsifying documents related to retirement compensation. He says he is innocent. The proposals to have committees overseeing compensation, board nominations and auditing required a majority of shareholders for a quorum and two-thirds of those voting for passage. Approval was shown by clapping among the more than 2,800 people present at the meeting. Most of the votes were submitted in advance. French automaker Renault, which owns 43% of Nissan, had earlier signaled it may abstain, saying it wanted more representation on the committees. To satisfy that request, the committees have Senard, who replaced Ghosn on the Nissan board, and Renault Chief Executive Thierry Bollore. Saikawa told shareholders he had "two kinds of responsibility," for what had happened in the past as well as building toward a future and a recovery, including nurturing his successor. "I would like to work toward putting Nissan on a stable track," he said, asking for shareholders' approval for his remaining as Nissan's leader. "I want to speed up the preparations for a succession." Although Nissan has been trying to put the scandal behind it, many wonder why the alleged wrongdoing, if true, had gone unchecked, and especially how much Saikawa knew. One shareholder asked whether Nissan officials besides Ghosn shared in the alleged misconduct. For the fiscal year that ended in March, Nissan's profit plunged to about half of what it was the previous year, partly because of the scandal, as well as problems in the lucrative North American market. The maker of the Leaf electric car and Infiniti luxury models is projecting a further deterioration in its earnings, but promising a recovery for the year after that. It logged 9.2 billion yen ($83 million) in costs for the fiscal year that ended in March from alleged underreporting of Ghosn's compensation. The proposal, which won shareholders' approval, called for an 11-member board, including seven outside directors such as Andrew House, formerly with Japanese electronics and entertainment company Sony Corp. For the appointment of directors, a third of the shareholders made for a quorum, and passage needed a simple majority of those voting. Some analysts suggest a deepening rift between Renault and Nissan after a planned merger between Renault and Fiat Chrysler fell through earlier this month. Nissan expressed reservations about immediately joining the merger. Some shareholders expressed worries about the alliance, and one who stood up to ask a question said the main person who had made decisions, referring to Ghosn, was now gone. Nissan held an extraordinary shareholders' meeting in April to oust Ghosn. Last week, Mitsubishi Motors Corp., a smaller Japanese automaker in which Nissan owns a 34% stake, won shareholders' approval to oust Ghosn.
The flashlight feature is pretty standard across the board, but accessing them might be different from phone to phone, so hopefully, this guide will show you a more universal way to turn on your flashlight for your Android smartphone.
When Google launched Android 5.0 Lollipop, they introduced the flashlight to Android’s quick settings/toggle. This means that accessing the flashlight feature is a pretty simple and straightforward process.
If French automaker Renault green-lights a proposed merger with Fiat Chrysler Automobiles, the companies almost immediately could begin saving money by consolidating components and basic structures on many of their most popular vehicles, an industry analyst said on Tuesday. The synergies could multiply if they invite Japanese automaker Nissan, currently Renault's alliance partner, to join the merger, according to a former Renault and Nissan executive. Renault and Italian-American rival Fiat Chrysler Automobiles are in talks to tackle the costs of far-reaching technological and regulatory changes by creating the world's third-biggest automaker. A Renault-Fiat Chrysler combination "would mean a greater sharing of parts (which) could really boost the profitability of Fiat Chrysler's smaller vehicles," said Sam Fiorani, vice president, AutoForecast Solutions. Building similar models on a common vehicle architecture, Fiorani said, "would give both companies a lot more freedom in manufacturing. They could mix brands and vehicle sizes on the same assembly line, switch vehicles between plants to balance production, and even shift production from one country to another, depending on changes in demand, tariffs or other considerations." Fiorani said Fiat Chrysler could benefit from sharing the French automaker's expertise in electric vehicles and powertrains, where Renault and Nissan have jointly invested more than $5 billion. These are areas in which Fiat Chrysler has little in the way of components or intellectual property. Another sector that is ripe for consolidation is light commercial vehicles, where Renault and Fiat Chrysler could build a variety of vans in several sizes on common platforms that could be assembled and sold in global markets. Ford Motor Co and Volkswagen AG began their alliance discussions a year ago by focusing on potential collaboration in light commercial vehicles.