Indias Top secret Weapons

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   1. Indias electron-accelerated pulse-power gigahertz microwave beam weapon : KALI
   Indian atomic scientists have developed the countrys first star wars weapon whose beams could cripple enemy missiles and aircraft.
   
   Bursts of microwaves for KALI packed with gigawatts of power could "soft kill" incoming enemy aircraft and missiles by crippling their electronics systems and computer chips.
   
   KALI = Kilo-Ampere Linear Injector
   Kali is also the name of on all powerful demon killing Hindu godess.
   
   According to scientists, soft killing" by high power microwaves has advantages over the so called laser weapon which destroys by drilling holes through metal.
   
   The Kali system was developed for industrial applications and that the defence use was a recent spinoff.
   
   Development of the Kali machine was mooted in 1985 by Dr Chidambaram, then director of BARC, but work earnestly began in 1989.
   
   The machine essentially generated pulses of highly energetic electrons. Other components in the machine down the line converted the electrons into flash X-rays (for ultra high-speed photography) or microwaves. The electron beam itself can be used for welding.
   
   The Defence Balistics Research Institute in Chandigarh is already using an X-ray version of Kali to study speed of projectiles.
   
   Another defense institute in Bangalore is using a microwave-producing version of Kali which the scientists use for testing the vulnerability of the electronic systems going into the LCA Tejas under development and designing electrostatic shields to protect them from microwave attack by the enemy.
   
   According to BARC scientists, the Kali machine has for the first time provided India a way to harden" the electronic systems used in satellites and missiles against the deadly electromagnetic impulses (EMI) generated by nuclear weapons.
   
   
   2.India developing E-bomb to paralyze networks
   
   HYDERABAD: The Defence Research and Development Organisation (DRDO) is developing an E-bomb which will emit electromagnetic shock waves that destroy electronic circuits and communication networks of enemy forces, its chief and scientific advisor to the defence minister Avinash Chander said.
   
   So next time there is a Kargil or a LoC violation, you may not hear gunshots or mortar shells, because the electromagnetic bomb will throw life out of gear"It will be a weapon that would explore the strong electromagnetic field generating a brief but intense or high power pulse of electromagnetic energy," Chander told TOI at the Missile Complex in Hyderabad. He said the spectrum of targets will be broad and in times to come, E-bombs would form the core of tactical warfare and electronic combat operations to damage the command, control and communications of enemy forces.
   
   The director general of DRDO said that the electromagnetic shock wave from the bomb will destroy electronic circuits and communication network "while paralyzing them in terms of radars, communication networking, information gathering sensors, controls and other electronic equipment." Work is in full swing at the Research Centre Imarat, the Hyderabad-based laboratory of DRDO, to build the new bomb which will be ready for operational deployment within a few years.
   
   Chander said the E-bomb would give an option to the military as the bomb can target the enemys mobile targets, air defence systems, mobile or static radars, naval vessels with communication systems and even ill-shielded communication or electronic systems at a military base. The GPS-guided E-bombs would precede the conventional munitions for strategic air attacks and can cripple military units as weapons of electric destruction
   
   by releasing high voltage pulses. Other DRDO officials said the E-bomb warheads can be delivered by combat aircraft equipped to deliver guided munitions and cruise missiles

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   3.Indegenous power manipulator and Wall climbing robot developed at IGCAR
   
   Basic and applied research:
   
   The TACTIC array at Mt. Abu, being built by BARC, will soon be ready for use. The design and development of MACE, BEST, MYSTIQUE telescope facilities have progressed.
   
   Seismic monitoring and data processing facilities located at Mumbai, Gauribidanur and Delhi continued to function satisfactorily and upgradation of the facilities for improved sensitivity is progressing well.
   
   Work on setting up the national facility for Super-conductivity and Cryogenics at Trombay continued.
   
   Facilities were established for carrying out bench and pilot scale studies on beneficiation of strategic and industrial minerals, expertise and facilities for carrying out petromineralogical and liberation studies of ores and their chemical analysis.
   
   Methods were developed for the recovery of a rare element Protactinium from thorium concentrate and monazite. This element has an important role in thorium utilization.
   
   Stable and continuous operation of a Pilot Plant for the manufacture of Sulphur Hexa Fluoride (SF6) was achieved at BARC
   At IGCAR, the mechanical properties of indigenously developed modified 9Cr-1Mo forging were characterised to assess its suitability for PFBR applications.
   
   4.Laser Programme:
   
   CAT is involved in developing lasers for basic research, industrial and medical applications. The Centre has established a Prototype Unit for the manufacture and supply in limited numbers of lasers and high-tech equipment developed here.
   
   Subsystems of 20 kW carbon dioxide laser were fabricated and their integration commenced at CAT. Assembly of the Nd:YAG laser continued. The development of terra-watt laser progressed as per schedule and development of regeneration amplifier and pulse selector system is nearing completion.
   
   High quality large size crystals of KDP were grown by optimizing growth parameters.
   
   At BARC, developmental work on EB welder, EB Evaporator, Plasma melter, Plasma RF reactor, Plasma microwave system, Laser RF CO2, Laser scan probe, Tunable femto- second dye Laser reached various stages of progress.

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   5.Thorium Fuel Cycle
   
   Thorium Mining
   Mining and processing of thorium and rare earths containing ores, found on the coastal areas of Kerala and Orissa, is done by the Indian Rare Earths Ltd. (IREL). IREL achieved an all time high production of ilmenite. OSCOM Unit at Chhattarpur, Orissa, achieved 90% of its capacity and achieved production of 1.96 lakh tons of ilmenite. The Company launched its first phase of capacity expansion for mineral processing at its plants in Chavara and Manavalakurichi. It also took up the projects for zirconium hydroxide and recovery of rare elements from phosphoric acid
   

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   the problem with microwaves will be the range,,i dont think it will be much and also it wont be fired in a beam like fashion as laser is capable of.
   
   as such whats the use if the effect is diffuse and with small range??
   lasers are the future in my opinion

5. nope and kali will most probably never be used as a weapon for the reasons i stated although i may be wrong.
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   Anti-Gravity Device
   
   Dighi in Pune, the city of the brightest Indian defense research scientists and engineers is full of whispers these days. According to some sources in Pune the scientists are tight lipped and say they cannot speak till 2012. What is going to happen in 2012? No one knows but they keep saying before any question is asked – “I know nothing!” If you carefully keep your ears on these whispers you will realize India has tested something no one wants to talk about, It is a break through in conventional Physics and traditional mechanical and aeronautical engineering.
   
   Still the question comes back why should all stay quiet till 2012? Where did this anti-gravity technology come from? Strange activities are being seen for quite some time in the Indian side of Himalayas. Some say the technology came from a Tampere University of Technology in Finland where an Indian scientist was research engineer. Others says it is really a planned diversion – it came from indigenous research that started in 1070s just after India exploded the first nuclear device in Pokhran. Mrs. Indira Gandhi in late seventies while communicating with news journalists once in Kolkata during a whirlwind election trip mentioned that India must research forgotten technologies that were part of Hindu mythologies like Ramayana and Mahabharata. When quizzed further she mentioned that like in ancient days we should be able to fly effortlessly.
   
   Anti gravity technology can change India and the world. Uses seem limited only by the imagination: Lifts in buildings could be replaced by devices built into the ground. People wanting to go up would simply activate the anti-gravity device -- making them weightless -- and with a gentle push ascend to the floor they want.
   
   Space-travel would become routine, as all the expense and danger of rocket technology is geared towards combatting the Earths gravitation pull. By using the devices to raise fluids against gravity, and then conventional gravity to pull them back to earth against electricity-generating turbines, the devices could also revolutionize power generation.
   
   India will most likely announce the discovery as part of peaceful innovation series. But obviously the military applications can make conventional missiles and aircrafts obsolete overnight.
   
   Effortless lifting and low cost denial of gravity can change our world. And if the whispers are right, India may be changing the world forever. But why the magic year 2012? Why everything has to be kept secret till then?

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   Directed energy weapons may functionally eliminate the relevance of MAD doctrine to any nation capable of sustaining a comprehensive array; a LASER or particle beam may be able to neutralize the threat from a ballistic missile from a safe distance, or even while it is still within enemy airspace, along with many other novel applications yet to be explored.
   
   There is no speed of projectile or missile that can outpace a LASER or particle beam. For a nation like India, research into these weapons will be essential in the interest of future security.

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Top 2013 Harley Davidson 10th Anniversary Edition V Rod Review

I distinctly recall the first time I saw Harley-Davidson’s V-Rod. With its long, low and slender profile, silvery paint from tip to tail and an eye-catching aluminum solid front wheel it was hard to miss, even in a crowded parking lot.

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It seems like only a couple years ago I first gazed upon this Harley, but folks, the reality is that 10 years have passed since the tradition-busting V-Rod first rolled into the Harley lineup. Ten years! To
mark the ‘Rod’s notable birthday Harley has created a 10th Anniversary Edition V-Rod as part of the company’s 2012 model lineup. The 10th joins the Night Rod Special and Muscle, making the VRSC series a family of three for this year.
Much like the 2002 V-Rod, the anniversary edition is also gleaming with a silver color job in homage to the original. More than just sentimental paint, however, the 10th Anniversary model receives some worthwhile updates aimed at improving rider comfort and handling.

Early ‘Rods developed notoriety for putting the rider into a “clamshell” posture via a long reach to the handlebar and forward foot controls. If you’re long-legged, or just generally tall, the ergos weren’t the worst thing on two wheels. But if your build is closer to my 5-foot-8-inch frame with 30-inch inseam, then the reach forward was a turnoff.

Top 2013 Harley-Davidson 10th Anniversary Edition V-Rod Review

The updated V-Rod’s pullback handlebar is now 3.0 inches closer to the rider, while footrests are a little more than an inch closer. A new inverted, cartridge-style fork – a la the V-Rod Muscle – provides good damping for a smooth ride, and a 2.0-degree reduction in rake (36 to 34 degrees) tightens up handling. In addition to friendlier rider ergos, an all-new set of wheels gets top billing.
Chopping 4.8 lbs from the front wheel and 3.8 lbs from the rear, the new Split 5-Spoke cast aluminum wheels are a whopping 8.6 lbs lighter in total than the previous models’ wheels. One of the best ways to improve a motorcycle’s handling and improve suspension performance is to lighten the wheels. Mission accomplished here.
Other updates include a more tapered tail-section design with a new flush-mount LED taillight and integrated stop-turn-taillights similar to those on some of the Dark Custom models like the Nightster.

Top 2013 Harley-Davidson 10th Anniversary Edition V-Rod Review

The V-Rod Night Rod Special, a model sold in greater numbers outside the U.S. than domestically, according to Harley, receives the same upgrades given the anniversary edition. And while both models have a special 10 Years emblem on the engine case, the anniversary edition ‘Rod is all the more special: Harley intends to manufacture this bike for one year only.
Improved indeed
If the V-Rod’s appearance doesn’t signal to you this is a Harley beast unlike any other, then its engine most certainly will set it apart from the rest of the H-D family.
For the birth of the V-Rod in 2002, Harley turned to renowned German sports car maker, Porsche, for assistance with engine design, and drew inspiration from the powerplant in the Harley VR1000 superbike. Going where no other production Harley Twin has gone before, the 2002 V-Rod was powered by an 1130cc liquid-cooled 60-degree V-Twin with overhead cams and dubbed the Revolution engine. The first-generation Revolution engine claimed 115 hp at 8250 rpm.

Top 2013 Harley-Davidson 10th Anniversary Edition V-Rod Review

When we last dyno tested a V-Rod, the Street Rod in our 2007 Power Cruisers Shootout, the 1130cc Revo managed peak torque of 71.9 ft-lbs and 107 hp (approx 8000 rpm). Ten years later the V-Rods are motivated by the latest version of the Revolution, now displacing 1250cc. Claimed power output for the current engine is 125 hp at 8250 rpm and 85 ft-lbs at 7000 rpm.
If you’ve ridden a recent model-year V-Rod, then straddling either the 2012 Anniversary or Night Rod Special is a familiar experience since the 26.7-inch seat height is unchanged. However, reaching for the handlebar and footpegs reveals the controls on the new ‘Rods are significantly closer than on previous V-Rods. The overall sensation is a more compact rider triangle with nowhere near the clamshell posture previous models folded the rider into.
The saddle’s deep dishing and rear hump hold you securely as you wick up the power in the smooth liquid-cooled Harley, the billet-aluminum-looking engine accelerating eagerly all the way to its 9000-rpm rev limit. Equally as impressive as the engine are the strong-biting Brembo front calipers. Anti-lock brakes are part of the $1195 Security Package.

Top 2013 Harley-Davidson 10th Anniversary Edition V-Rod Review

As welcome as the changes to the ergo layout are, so, too, are handling performance improvements gained from the new inverted fork, lighter wheels and shallower rake angle.
Steering effort is moderate to light, and the stout front-end keeps the bike tracking true through a turn. It’s quite a treat to hustle this Harley around a corner quicker than you might any other Harley. The chassis updates do an excellent job of masking any ill effects the 240mm rear tire might have on handling, except, say, during ultra-slow speeds.
The limiting factor to spirited riding is the V-Rod’s stingy lean angle. Get too aggressive and you’ll start scrapin’ sooner than you’d like. With so much riding performance potential, increased lean angle clearance would make a worthwhile improvement in future V-Rods.

Top 2013 Harley-Davidson 10th Anniversary Edition V-Rod Review

A 67.0-inch wheelbase unchanged from last year can aid in giving the bike stability at speed, but when combined with that big rear tire, slow-speed maneuvers, like a tight-radius U-turn, are still a challenge to complete cleanly, as the bike feels cumbersome at a walking pace. You might find yourself second-guessing if you can get the V-Rod turned without dabbing your foot on the pavement like a back-up training wheel.
Good for another 10
The V-Rod was, and still is, a polarizing motorcycle. Traditionalists disliked the move to a foreign influence in engine design, while a new generation of Harley fans has embraced the performance-driven qualities so readily apparent in V-Rods.
For those loyal V-Rod fans we say, go experience the thoughtful ergo and performance enhancing updates to the 10th Anniversary V-Rod and Night Rod Special – we’re certain you’ll love ‘em. To the V-Rod’s detractors we say, go experience the thoughtful ergo and performance enhancing updates to the 10th Anniversary V-Rod and Night Rod Special – we’re certain you’ll love ‘em.

Top 2013 Harley-Davidson 10th Anniversary Edition V-Rod Review

Just make sure to saddle up soon before all the 2012 10th Anniversary Edition V-Rods have left the building.

Top 2013 Harley-Davidson 10th Anniversary Edition V-Rod Review

The 2012 10th Anniversary Edition V-Rod retails for $15,999. The Night Rod Special starts at $15,299 for Vivid Black, and $15,609 for Denim Black or Sedona Orange.

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Top 3 Luxury Car Brands

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Top Luxury Cars In Top Zip Codes

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Top Ten Super Luxury Cars 2014

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2014 Top Ten Luxury Cars

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Top Rated Luxury Cars

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Top Ducati Monster 1100 EVO Review

Top Ducati Monster 1100 EVO Review

Now with a revised engine, new exhaust, tweaks to ergos, reduced weight and the addition DTC
(Ducati Traction Control) and ABS as standard, theres even more to like about the biggest of the Monsters.

2011 Monster 1100 EVO. The Monster 1100 receives ABS, traction control, lighter wheels and an extra 5 hp as part of the EVO upgrade. And it doesn’t cost a penny more than the 2010 base model Monster 1100.

Monster EVOlution
Where do you start to improve a motorcycle without re-engineering it to the point of losing the original bike in the process? In Ducatis estimation, a useful enhancement to the engine is step one.
Changes to the air-cooled L-Twin include revised cylinder heads with reworked intake ports, inlet valves gaining 5% more lift, and exhaust valve lift increased by 4%. Top-end oiling is improved for better cylinder head cooling, and revised piston shape bumps compression to 11.3:1 from 10.7:1 on the previous Monster. Keeping the pistons spinning is a new, lighter-weight flywheel designed similarly to the flywheel in Ducati’s supersport 848.
An all-new 2-1-2 exhaust migrated from under the Monster’s saddle to the right side of the bike. Although the new exhaust bears more than a passing resemblance to the Diavel’s exhaust, according to Monster 1100 EVO Project Engineer Giuseppe Caprara, the systems are not the same.
What the Monster EVO does share with the Diavel is its “race-like” slipper clutch, which incidentally is not the same as the APTC slipper clutch in the Monster 696, 796 and Hypermotard 796.

Top Ducati Monster 1100 EVO Review

Caprara also confirmed to me that it’s chiefly the reworked cylinder head that gives the Monster 1100 EVO a 5-hp gain over the previous model’s 95 hp at 7500 rpm (76 ft-lbs at 6000 rpm remains unchanged from the 2010 Monster 1100).
Considering we live in a world where literbikes make 200 hp at the crank, speed junkies may not get excited by a modest gain of 5 ponies. But what is noteworthy is that this new 100-hp figure allows the Monster 1100 EVO to lay claim to possessing the strongest Desmodue engine Ducati has ever created.
Not bad for applying a few strokes of the computer mouse to an oldie-but-a-goodie air-cooled Twin.
An inverted, fully adjustable 43mm Marzocchi fork replaces the Showa sticks on the ’10 Monster 1100, and a Sachs shock with spring preload and rebound damping adjustments keeps the back-end in check. New, lighter-weight 10-spoke wheels wear updated Diablo Rosso II tires. Pirelli Testing Manager Salvo Pennisi explained the Rosso front tire has improved grip for wet weather riding, while the redesigned dual-compound rear tire has improved braking performance, better grip at maximum lean and is longer wearing.
Without the previous model’s undertail exhaust system to contend with, Ducati gave the new 1100’s tailsection a cleaner appearance, and also gave passenger and rider footpegs separate mounts where the previous 1100 employed a single, large cast piece to which both peg sets were connected. And in the interest of improved rider comfort the 2011 model’s handlebar risers are 20mm higher than last year. A 31.9-inch seat height is the same as last year.

Top Ducati Monster 1100 EVO Review The Monster 1100 EVO has a rock-solid chassis that enables a rider to take full advantage of the bike’s 48-degree lean angle.

Lastly, the Monster 1100 EVO gets what Ducati calls the Safety Pack.
Standard issue for this Monster is ABS and Ducati Traction Control (DTC). This is the first Monster model to receive DTC. The DTC is somewhat tailored for this bike since there are four rider-selectable traction control levels rather than eight levels on other Ducati models equipped with TC. The fewer levels were simply a matter of tuning the TC to suit the Monster’s 100 hp engine, whereas the extra TC levels make more sense on the 150-ish horsepower 1198. The Ducati Data Analyzer (DDA) – you might utilize this feature to analyze lap times at the racetrack – is also available.
The Monster 1100 EVO has a claimed weight of 373 pounds, compared to the 377 pounds on the ABS-equipped 2010 Monster 1100 and 374 pounds on the Monster 1100S.
Monster impressions
Surface streets in the municipality of San Giovanni la Punta, Sicily (an enclave of sorts of the larger city of Catania of the province of the same name on Sicily’s eastern coast) are in about as good a shape as you should expect of such an ancient part of the world. Pavement on the narrow, winding streets is in decent condition, but there are nevertheless lots of chunked, cracked and patched sections of the streets.
It was while darting through these tiny corridors, like a rat avoiding the local Don, that I first started to appreciate how well the Monster’s stout new Marzocchi fork and Sachs shock gobbled up the broken and battered concrete. Both front and rear suspension were suitably damped for this type of urban assault, keeping the bike tracking true and me in comfort.
Our ultimate route was to climb a curvaceous road snaking its way out of the area of Zafferana Etnea and up the south side of the ever-smoldering Mt. Etna. At approximately 10,900 feet Etna is the largest active volcano in Europe and dominates the skyline over Catania. Ascending the serpentine, contorted ribbon of concrete presented a good opportunity to reacquaint myself with the Monster’s grunty engine.

Top Ducati Monster 1100 EVO Review

The new Marzocchi fork has excellent damping, allowing a rider to fully exploit the Pirelli Diablo Rosso II front tire’s improved grip.

Powerful torque, particularly noticeable starting around 4000 rpm and building all the way to the 8500-ish rev limit, develops in a deliberate but linear manner. This steady delivery of power proved useful for digging out of the numerous hairpin switchbacks that at times made the road seem as though it was layering over itself. It was also during the climb that I found myself cursing ever-stricter emissions regulations that have caused Ducati to burden the 1100 with gearing taller than I would like in cogs 2 and 3.
While torque is plentiful, run a gear too high while attempting to exit a slow speed corner and you’ll likely find the engine lugging and chugging. These less-than-ideal gear ratios aren’t limited to the 1100, as we’ve bemoaned tall gearing on the Monster 796 and Hypermotard 796, too.
After reaching the road’s highpoint we stopped for a cappuccino, café Americano, espresso or whatever injection of Italian water you like, at a café located in the alpine-like village of Rifugio Sapienza. Here, small roadside stands and average-looking shops sell the usual array of tourist-y trinkets, most of which are made from or have something to do with lava rock. The stuff’s plentiful, after all, since it covers much of the mountainside, creating a lunar landscape for mile after mile up and down the mountain.
If you’re really feelin’ your alpine oats, there’s downhill skiing action in Rifugio. Just don’t get disappointed by the single chairlift if you’re used to Summit County, Colorado.
After inhaling a couple of the best cannolis I’ve ever had, it was time to go down the mountain toward Nicolosi where the road straightens and re-enters city life. This portion of the ride, like the climb up, gave me new opportunities to assess different aspects of the new Monster’s performance.

Top Ducati Monster 1100 EVO Review

Both the red and black color schemes sport a wide racing stripe down the middle. The red color has a white contrast while the black Monster 1100 EVO has subtler but still attractive silvery gray stripe.

Steering ease, mid-corner stability, front-end feedback and overall chassis performance is excellent. The unflappable chassis inspires a rider’s confidence in the front-end, with the whole bike tracing an effortless arc ‘round each bend. The Monster 1100 EVO’s nimble but planted chassis (as well as the 696 and 796’s for that matter) is a genuine and defining strength of this Duc.
Since there’s so much loose, sand-like lava rock dust in certain spots, both going up and down the mountain, there were lots of chances for DTC to put itself in action. Level 2 seemed ideal for my riding, as it prevented spin up in low traction sitches (gravel, sand) but never struck me as overly intrusive. However, at low speeds, like when getting on the gas while pulling away from a stop in low traction conditions like gravel patches, even DTC Level 1 can intervene rather abruptly, to the point that the bike feels as though its going to stall.
DTC access via a single Mode switch on the left-side switch pod – the same switch that also accesses all other settings in the LCD instrument panel – isnt intuitive enough.
It took several attempts to discern that holding the switch one way accesses a DTC submenu, and that changing DTC levels requires the switch move in the opposite direction. It takes some time to get the routine down, but once figured out the process is less complex. You can disable DTC altogether, and the system will retain its setting when the bike is switched off. The ABS system is also defeat-able but defaults to ON each time the ignition is turned on.
ABS, like DTC, is a good and practical feature, but the anti-lock system struck me as “first generation,” and not as refined as ABS on some current model sportbikes.

Top Ducati Monster 1100 EVO Review A machine perfect for carving arcs in the mountains, the Monster 1100 EVO is equally at home pulling commuter duty. It’s both a great weekend play toy and urban-assault weapon.

At times the system produces some serious backpressure or “pump-up” when ABS activates. The sensation is that the Brembo radial master cylinder’s lever has stopped moving. This intermittent but funky feel is more profound at the rear brake pedal; it’s as if the pedal or lever has reached the end of its travel despite not actually doing so. Hard to say exactly what the ABS is or isn’t doing, but its as though the system isn’t opening and closing the control valve quickly enough to allow the brakes to apply and release as often they should.
To clarify, it took routinely aggressive application of the radial-mount Brembo calipers to get the ABS to act up; under normal use the system was trouble-free. And, in fairness, this delayed pulsing at the lever isn’t exclusive to the Monster 1100. I’ve had similar experiences on other ABS sets from different manufacturers.
The new back-torque-limiting clutch works well. Despite my best efforts to induce rear-wheel hop after rapid-fire, high-rpm downshifts, the clutch kept the gearbox from binding under engine braking. The slipper-style clutch and smooth-shifting 6-speed transmission performed on par with some of the best clutch/transmissions around – Japanese-bike-like, if you will.
Summary
The Monster 1100 EVO replaces the standard, as well as the Ohlins-equipped S model 1100, in the 2011 Monster lineup. While it usually isn’t good to eliminate choices for the consumer, all the updates on the EVO only serve to make a bike we liked before even better. Sweetening the deal is an MSRP of $11,995, the same price as last year’s base model.

Top Ducati Monster 1100 EVO Review

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