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HP2-K31 - Technical Introduction to the HP Storage(R) SMB Portfolio - Dump Information

Vendor : HP
Exam Code : HP2-K31
Exam Name : Technical Introduction to the HP Storage(R) SMB Portfolio
Questions and Answers : 98 Q & A
Updated On : October 18, 2018
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HP2-K31 Questions and Answers

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HP2-K31 Technical Introduction to the HP Storage(R) SMB Portfolio

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HP2-K31 exam Dumps Source : Technical Introduction to the HP Storage(R) SMB Portfolio

Test Code : HP2-K31
Test Name : Technical Introduction to the HP Storage(R) SMB Portfolio
Vendor Name : HP
Q&A : 98 Real Questions

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HP Technical Introduction to the

2019 Chevrolet Corvette ZR1 vs. 2018 Porsche 911 GT2 RS evaluation: energy Down | killexams.com Real Questions and Pass4sure dumps

This leads us to the latest ZR1 and its proper-dawg 755-hp LT5. The challenge for the Corvette group was to concurrently increase the speed and the cooling of the Z06/Z07 we understand and love. difficult assignment, because these two dreams pull the needle in opposite instructions. more vigour equals greater warmth. To handle this, 5 new radiators had been introduced, resulting in a long way more desirable cooling. on target, temps nevertheless get warm, but all over my time on the wheel, the needles in no way speared the purple zones.

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compare that to the Porsche GT2 RS. correct up front, or not it's more than twice as tons moolah—in case you can locate one to purchase. but it surely's also a brand new pinnacle within the lengthy and staggering historical past of the 911. For 15 years, i used to be as much as my ears racing them. I started racing just as the water-cooled automobiles were coming to market. With some distance advanced handle of engine temperatures and four-valves-per-cylinder respiration, the 996 made way more vigor than the venerable fan-and-fin-cooled flat-sixes.

but a funny aspect took place. After years of working so difficult to reduce the famous oversteering inclinations of the rear-engine 911—culminating with my now 2nd-favourite 911 chassis to power, the 993—the oversteer turned into returned. The 996 became twitchy and free and dicey. New era, lower back to the drafting board. I raced with both versions on my groups at Alex Job Racing and with Greg Fordahl Motorsports within the early 2000s, and that i noticed how the historic 993 RSR would kill the new 911 GT3 R in the corners with reliable, usable grip but get smoked down the straights via the newer automobile's four-valve urge and slick, low-drag aero.

Why the history lesson? To clarify why i am so excited concerning the new GT2 RS. it's the primary 911 considering the fact that 1999 that truly takes potential of its rearward weight distribution and turns its copious torque into acceleration. it's my hope that this may be the new paradigm.

The GT2 RS makes greater energy than any manufacturing unit 911 before it. "huge deal," you say. "we've had 911 Turbos for years, and that they've been gradually evolving through 400, 500, 600 horsepower, and they're nice. Nothing new." wrong, Bratwurst Breath. This most-robust-ever 911 is 2-wheel drive. The actual magic of this laptop is its capability to send 553 lb-ft of torque (214 more than the surprising GT3) to just the rear tires and switch it into acceleration—no longer wheelspin and tire smoke—devoid of the introduced complexity and weight of all-wheel drive.

That prodigious energy propels the GT2 RS ahead, not sideways in a drifting burnout (until your name is Jethro Bovingdon). this first-order priority of a successful racer during this surest performance road motor vehicle earns my appreciate and admiration. good enough, and love. (i'm assured sufficient in my masculinity to express these four letters toward a relatively inanimate object.)

With such devotions spoken, let's see what occurs once we let slip the canine of struggle.

The Corvette's first rate technological step ahead is the manner it in no way misplaced output from the boosted LT5 V-8. unlike its predecessor, this ZR1 pulled tough the entire session. credit this development to the 52 p.c larger Eaton supercharger and extra efficient intercoolers. however, the 755 horses in the ZR1 certainly not seemed to quite pull like these of the GT2 RS and others in the seven-hundred club all through our optimum Driver's car testing—each in the quarter mile and on the top conclusion.

At our World's top-quality Drag Race, I had the unmitigated pleasure to flooring both cars down Vandenberg Air force Base's pristine 3-mile-long landing strip to achieve my very own personal land speed checklist of 200-plus in the GT2 RS. by using assessment, the 'Vette lagged behind, time after time, even with out the ZTK equipment's excessive wing. With equivalent properly velocity claims, what gives? i will simplest record faithfully what mine eyes have viewed and hypothesize that the intercooling is perhaps still not enough to sustain, as a result of cyber web dyno tests do seem to support the 755-hp estimate.

hot-lapping at WeatherTech Raceway Laguna Seca showed equivalent effects on the front straight. The GT2 RS reached a heady 149.0 mph, but the ZR1 made handiest 141.6. All of that can not be explained away with a more robust corner exit. this is quite simply too large an expansion. a few of those Chevy horses weren't pulling their weight.

but enough about straight-line fury. What happens when the wheel is cranked into turn 1? In my world, the gods live in the corners anyway (however I need to admit, even straight forward gets entertaining once you've crossed the double century). At Laguna, flip 1 is a gentle left bend over a rise. or not it's been an easy flat in basically each automobile I've driven there over the years—unless the large-hitter highway cars begun approaching one hundred forty over that crest. They'd get gentle, even get some fifth-apparatus wheelspin, and tune a ways correct in a hurry. The bend is a real corner at those velocities, with a late apex, and straightening up the steering becomes a necessity to stay on the pavement. Ten years in the past, the ultimate-gen ZR1 changed into the first automobile that forced my appropriate foot to feather again, for fear of catastrophe on the landing.

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neatly, this yr the ZR1 as soon as once again achieved the optimum Corvette velocity ever over that yump, but it surely caught the touchdown effectively. The ZTK aero proved constructive there and at a number of different fast corners across the circuit. or not it's no longer race car levels of downforce, nevertheless it's giant for a street computing device. strangely, the higher the nook speed, the more desirable behaved the ZR1. on target, most vehicles are the other way around: faster capability dicier. when I set the lap listing at road Atlanta within the new ZR1 on a Chevy press day, the car was reliable and attached within the high-velocity flip 12 and shedding into the esses, which is crucial to a brief time there. I suggest definitely well behaved.

This leads us to the Corvette's outstanding downfall: low-pace traction—which is also the reason for the background lesson. When energy was below 500, the chassis may deal with it, but because the Z-collection cars pushed it over 600—and with the ZR1 now cresting 750—the rear suspension is overwhelmed. high-powered 'Vettes are diabolically vulnerable to snap energy oversteer within the reduce gears. The unbelievable additional ponies within the ZR1 make it even worse.

genuine story: I kicked out the ZR1's tail on a deserted side street, and it ripped the wheel from my palms so complicated I reinjured a torn rotator cuff. Brutal. In these automobiles, the driver had surest go away the multimode traction and steadiness controls activated.

This coping with challenge is nothing new. Chevy has in no way solved the perennial issue of the rear suspension no longer placing power down smartly or the time-honored fright-inspiring twitchiness of the rear end. It frustrates me, and it holds the 'Vette returned from its a ways superior most useful knowledge. The unruly and untrustworthy rear grip makes the vehicle a wild ride in first via third gears, which capacity in most corners. The Motor vogue workstation is rife with editor remarks about it. it be a thrill and an adrenaline rush, bound, however not precisely for the right reasons (worry and terror being culprits referred to through some fairly veteran scribes).

The Z06 became always a wrestling suit to power at the limit on the right track, and the extra one hundred horsepower makes it even more so, apart from that the ZR1 is a lot more desirable at high speeds. The condition jogs my memory loads of the Viper: it be all the time been a real handful, and its engineers appeared to simply settle for it as part of the automobile's masculine personality—until they miraculously, absolutely cured it with the ACR mannequin within the ultimate 12 months of creation.

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Would that crew Corvette could have entire with the same flourish. The armchair engineer in me suggests rear geometry; possibly it has too an awful lot anti-squat. The purpose? I've tried all method of manufacturing unit shock settings, year by way of yr, and none appear to remedy it. it will possibly support, although. For the Z06/7 and the Grand game, i like to recommend placing the suspension settings to sport in preference to song. Yet the ZR1's damping package feels softer on all settings than the Z06's, principally in Race shock mode. or not it's wonderful for consolation however still does not tame that fearful twitch. Some drivers, certainly proficient ones, definitely choose a twitchy flip-in, so most likely Corvette's dynamics crew likes it this manner. but I do not. Like I referred to in my Twitter warfare related to the pre-ACR Viper a couple years again, bad-coping with cars scare me. I do not need to work that complicated, and in a well-balanced activities motor vehicle, I should not have to.

not all my venom is directed at Chevrolet, notwithstanding, which means it's time for my authentic Porsche Motorsport rant. I spent lots of time heading in the right direction in 996 models of the 911, and it become always a problem to get first rate traction accelerating out of a flip. Our archrival BMW seemed to be pretty much as good or more advantageous, but with a front engine. That didn't make sense. but I felt the 911's tail wanting to snap free if I wasn't cautious concerning the throttle. apparently, it gave the look of the more racy the 911, the worse it behaved, especially within the last eight years. The Motorsports department appeared to like pointy oversteer.

but why? My hypothesis: possibly their Werksfahrers—young superstars who grew up karting—do their test-riding. Karts have a high-quality axle, no differential. If the driving force would not kick it sideways, it understeers like loopy.

I figure the Werksfahrers bring this psychology over to the huge vehicles, as a result of it's simply how they felt. as a minimum, it's how the factory cars felt once I raced them. For years, I've felt that the basic highway Porsches have been the most effective-balanced and that the nearer it received to Porsche Motorsport, the more severe the vehicles dealt with and the more they oversteered. Some believe that sporty, active. I agree with it pointless. Three recent cars with which i'm intimate—the 911 GT the usa for the IMSA GTD-classification a few years in the past and the 991-era GT3 Cup vehicles, both the 991.1 and the present 991.2—were complicated to power speedy. They had been dicey, rather spinnable, and spooky. not what a client-racer needs.

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Enter Frank Walliser, the fairly contemporary head of Porsche Motorsport, with whom I credit the incredible success of the GT2 RS. With this new-gen highway-prison racer, I see a true alternate in chassis behavior, one I've under no circumstances earlier than considered in a latest-period 911. stability. Traction. Grip. vigor to the floor. a real, high quality omen for the Motorsport vehicles of the long run.

The GT2 RS turned into my personal option for finest Driver's vehicle (sorry, Lamborghini). strong and confidence-inspiring yet with actual steerage response even below full throttle, a troublesome aggregate to obtain with rear weight bias. steadiness. I argued hard for it, but my colleagues had now not experienced the chic pleasure of driving it on a velvet-easy racetrack, where I discovered it did every little thing so appropriate. It felt as if a heavenly beam of light had shone down upon it, endowing it with magical powers.

My colleagues drove it on Route 198, a civilian highway with precise-world undulations and unpredictable pavement. most of the editors drove it in recreation Plus mode, as did I. Stiff. some distance too stiff for that road, past the range of the Porsche lively Suspension management (PASM) to absorb. those circumstances brought about the motor vehicle to leap about a little and instigated the ABS to a disconcerting intense. just a punch of a button into normal mode might have saved the day. (Some editors stated the identical circumstances, to a lesser extent, in usual mode, as smartly.) Forgive us, for we knew now not yet what we did.

part of the cost in the GT2 RS comes from refined programs like PASM, rear-wheel guidance, dynamic engine mounts, Porsche Torque Vectoring, and Porsche balance management. Yet or not it's greater than that. These aids had been tuned with first rate finesse. The latest GT3 RS has the same methods, yet it be apprehensive on nook entry. (shall we blame the karters once again?) That motor vehicle turned into a disappointment to me; despite the fact almost each element become made extra track-oriented from the GT3, the balance turned into lost. That became my problem here, and my pleasure to find. here is the greatest-ever 911.

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In braking, I have bragged that Corvettes have world-classification ability, and besides the fact that children braking remains very strong, the pedal consider has long past tender in all six cars I've driven on the right track. I don't observe it at streetlevel, however that firm, fast response I enjoyed now feels "like stepping on a moist sponge," in keeping with the testing notes of one of our editors. The Porsche? best. instant, linear, and checklist-short distances in our testing.

And tires. however each cars have Michelin Pilot sport Cup 2s, every is tuned to its own spec, and we at MT have recognized the 'Vette's rubber as whatever thing particular. but to the seat of my pants, these latest Porsche GT2 RS R-spec SC2s have spiraled up the bar. I nonetheless be aware BDC Laguna flip 2, lap one for the record. As I cranked the wheel toward that late apex, I exclaimed aloud, "Grrrrrip!" and the Racepak application demonstrated the sentiment a split-second later.

To evaluate the ZR1 and the GT2 RS, birth with the fee. The Corvette's $131,000 can look so affordable! beyond that, the Porsche is a clear winner in every category save one: machismo. The Corvette wins that staredown, with the right badass tattoos on huge biceps and a pointy goatee over a pressed button-down and a perfect complexion. or not it's powerful and loud and stressful, making proud and amazing entrances and raucous exits. To the opposite, the strictly enterprise Porsche wins on competence and execution. subsequent to the 'Vette, it be understated.

What I see in the Corvette ZR1 is competencies; what I feel is frustration. The car is outrageously first rate at so a whole lot and is derived tantalizingly near proposing supercar performance. simply find the secret to calming that hyperactive rear end in the decrease gears, swap again to the Z06 brake pedal, and you're there, Chevrolet, at a comparatively cut price-basement rate for efficiency, complete with your personal muscular, extroverted style.

As for you, Herr Doktor Walliser, congratulations to you and your GT2 RS crew, for an impressive riding creation. it's the top-rated all-circular performance car I've had the pleasure to event—one that conjures up ardour and want during this fanatic like no different.

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2019 Chevrolet Corvette ZR1 (1ZR w/ZTK) 2018 Porsche 911 GT2 RS DRIVETRAIN layout entrance-engine, RWD Rear-engine, RWD ENGINE type Supercharged 90-deg V-8, alum block/heads Twin-turbo flat-6, alum block/heads VALVETRAIN OHV, 2 valves/cyl DOHC, four valves/cyl DISPLACEMENT 376.0 cu in/6,162cc 213.9 cu in/three,800cc COMPRESSION RATIO 10.0:1 9.0:1 vigour (SAE net) 755 hp @ 6,four hundred rpm* 691 hp @ 7,000 rpm TORQUE (SAE internet) 715 lb-ft @ three,600 rpm* 553 lb-ft @ 2,500 rpm REDLINE 6,500 rpm 7,200 rpm WEIGHT TO power4.8 lb/hp four.9 lb/hp TRANSMISSION eight-velocity automatic 7-speed twin-take hold of vehicleAXLE/closing-pressure RATIO 2.seventy three:1/1.seventy seven:1 three.ninety six:1/2.sixty five:1 SUSPENSION, front; REAR manage fingers, composite leaf spring, adj shocks, anti-roll bar; manage hands, composite leaf spring, adj shocks, anti-roll bar Struts, coil springs, adj shocks, anti-roll bar; multilink, coil springs,adj shocks, anti-roll bar guidance RATIO 12.0-sixteen.four:1 13.1-17.2:1 TURNS LOCK-TO-LOCK 2.4 2.6 BRAKES, F; R 15.5-in vented, drilled carbon-ceramic disc; 15.three-in vented, drilledcarbon-ceramic disc, ABS sixteen.1-in vented, drilled, grooved carbon-ceramic disc; 15.4-in vented, drilled grooved, carbon-ceramic disc, ABS WHEELS, F;R 11.0 x 19-in; 12.0 x 20-in spun-solid aluminum 9.0 x 20-in; 12.5 x 20-in magnesium TIRES, F;R 285/30R19 94Y; 335/25R20 99Y Michelin Pilot recreation Cup 2 ZP 265/35R20 99Y; 315/30R20 108Y Michelin Pilot recreation Cup 2 R N0 DIMENSIONS WHEELBASE 106.7 in ninety six.6 in tune, F/R sixty three.5/sixty two.5 in 62.5/61.three in length x WIDTH x peak 179.eight x 77.4 x forty eight.5 in 179.1 x 74.0 x 51.1 in TURNING CIRCLE 37.7 feet 36.4 ft CURB WEIGHT three,650 lb 3,355 lb WEIGHT DIST, F/R fifty one/forty nine% 37/sixty three% SEATING capacity 2 2 HEADROOM 38.0 in 37.7 in LEGROOM forty three.0 in forty two.2 in SHOULDER ROOM 55.0 in 51.three in CARGO volume15.0 cu feet 4.1 cu ft (+9.2 cu toes in the back of 1st row) check statistics ACCELERATION TO MPH 0-30 1.4 sec 1.2 sec 0-40 1.91.6 0-50 2.4 2.1 0-60 three 2.6 0-70 3.7 three.2 0-80 four.5three.nine0-ninety 5.three four.6 0-one hundred 6.three 5.50-one hundred-0 9.7 eight.ninePASSING, 45-sixty five MPH 1.2 1 QUARTER MILE 10.8 sec @ 133.1 mph 10.3 sec @ 139.three mph BRAKING, 60-0 MPH 88 ft 87 toes LATERAL ACCELERATION 1.11 g (avg) 1.17 g (avg) MT determine eight22.7 sec @ 0.ninety eight g (avg) 21.9 sec @ 1.03 g (avg) 2.four-MI street route LAP 92.46 sec 88.30 sec properly-equipment REVS @ 60 MPH 1,200 rpm 1,950 rpm purchaser infoBASE fee $122,095 $294,250 fee AS demonstrated $131,300 $328,880 stability/TRACTION manage sure/convincedYes/sureAIRBAGS 6: dual entrance, entrance facet/head 8: dual entrance, facet, curtain, knee basic guaranty3 years/36,000 miles 4 years/50,000 miles POWERTRAIN guaranty5 years/one hundred,000 miles 4 years/50,000 miles ROADSIDE advice 5 years/one hundred,000 miles four years/50,000 miles gasoline potential 18.5 gal 23.eight gal EPA metropolis/HWY/COMB ECON 12/20/15 mpg 15/21/17 mpg power CONS, metropolis/HWY 281/169 kW-hr/100 miles 225/160 kW-hr/100 miles CO2 EMISSIONS, COMB 1.33 lb/mile 1.13 lb/mile advised gasoline Unleaded top rate Unleaded premium * SAE licensed

TCCCI now the official distributor of MG | killexams.com Real Questions and Pass4sure dumps

THE Covenant vehicle company, Inc. (TCCCI), the same Filipino-owned neighborhood distributing Chevrolet and Volvo motors within the Philippines, became lately appointed as the new authentic distributor of MG (Morris Garages) company.  With the addition of the British marque in its line-up, TCCCI now has more selections to present ultimate cars mixed with a gorgeous cost proposition to motor vehicle patrons.

pushed to establish its place in the local market, the TCCCI-helmed MG Philippines is determined to energize the automobile scene with the introduction of six all-new fashions by the conclusion of 2019.  These models will represent the well-known MG company heritage and will be provided in a wide range of automobile segments designed to meet every client’s very own wants and preferences. additional, TCCCI is determined to set up 16 independent dealerships with aftersales provider nationwide.  For starters, nine upcoming purchasers with sizeable adventure in the car business have already been established and may delivery operation by using first semester of next yr.

whereas the dealer network is being established, MG homeowners will nevertheless have entry to aftersales carrier through a string of independent MG Philippines-authorised service retailers.  Come 2019, there can be a ‘cell storage’ carrier caravan that will offer average preventive maintenance servicing.  different upcoming innovative provider structures are the ‘1-Hour Max and Go’ for that quickly one-hour basic renovation provider manner obtainable through 24/7 customer care hotline, ‘MG HERO services’ for 24/7 roadside suggestions, and ‘cell device’ which allows for clients to pair their MG to a proprietary smartphone app competent to closely video display the car’s working stats for service appointments.

in an effort to strengthen MG Philippines’ introduction into the native market, a strategic advertising and marketing plan concentrated on key markets and demographics has been applied.  This 12 months’s remaining quarter alone, MG Philippines has already commenced six pop-up idea road indicates taking region in leading department shops nationwide.

the brand new MG RX5 compact SUV

meanwhile, MG Philippines’ re-entry to the native market additionally came with the introduction of three pleasing new passenger automobiles. main the pack changed into the new MG RX5 compact SUV embodying type, vigor, and performance with using dynamics that enable it to with no trouble navigate via a variety of terrain.  Powered by way of an efficient 1.5-liter turbocharged gas engine producing 162 hp and 250 N-m of maximum torque, it is mated to a seven-speed double take hold of automated transmission providing smooth and seamless vigor delivery. The MT ‘vogue’ variant is priced at P1,058,888 while the AT ‘vogue’ edition is valued at P1,228,888.

the new MG ZS crossover SUV

next became the new MG ZS crossover SUV with different design features such as ‘London Eye’ headlights, a ‘Stardust’ front grille, and ‘Plough’ back lights for that head-turner personality. Motivation comes from a1.5-liter naturally aspirated petrol engine producing 114 hp and 150 N-m of maximum torque.  There are three variants attainable.  The MT ‘style’ edition is priced at P818,888 while the AT ‘trend’ edition is valued at P868,888.  The AT ‘Alpha’ version, meantime, is being provided at P998,888.

no longer existing however actually will hit the showroom soon is the new MG6 fastback sedan as the manufacturer’s new take on recreation and luxury.  Its athletic exterior persona is matched with an eye fixed-catching and stylish indoors.  vigour comes from an effective, 1.5-liter turbocharged petrol engine generating 162 hp and 250 N-m of optimum torque.  The AT ‘Alpha’ edition is being offered at P1,068,888 whereas the AT ‘Trophy’ edition is valued at P1,188,888.  The better part is that each one these models, together with each different brand new MG motor vehicle, include a five-year or a hundred,000 km guarantee.


2019 Mercedes-Benz B-category suggests Paris the new strains of a activities Tourer | killexams.com Real Questions and Pass4sure dumps

Following the huge legitimate picture gallery liberate by Mercedes-Benz on Tuesday to introduce the brand new era B-class, our photographers on the ground on the Paris Motor reveal obtained a few stills of the brand new mannequin.

The B-classification is the automobile with which the Germans may be attacking the compact MPV market starting next 12 months. Rival of the BMW 2 sequence active Tourer on a market this is highly giant in Europe, the new B-classification is not some revolution in design, holding true to each the traces that made it a recognizable presence ever considering that its introduction In 2006 and to the section it represents.

Now in its third era, the car is meant to stress a sort of vehicle the Germans call activities Tourer. compared to its predecessor, the new B is supposed to be greater dynamic, more agile, and supply more desirable consolation for the occupants.

a total of 5 engines might be powering the B-type when it may be launched, two gasoline and three diesel, geared up on an equal variety of versions: B180 (136 hp), B200 (163 hp), B180d (116 hp), B200d (a hundred and fifty hp) and B220d (190 hp).

on the interior, occupants can have a tad extra space, because of the 29 mm-longer wheelbase on which the model is constructed.

The precise feature os the new B-class is the introduction of the MBUX infotainment gadget, with a view to present three different reveal configurations, depending on trim:  two 7-inch shows, one 7- and one 10.25-inch screen or two 10.25-inch shows. 

“In our portfolio of compacts, it’s the best vehicle for the total family unit,” observed in a statement Britta Seeger, Daimler member of the board.

“And MBUX – the new MercedesBenz consumer journey – provides also the BClass with an all-new consumer journey with capabilities that had been up to now the reserve of the luxurious classification.”

expenditures for the brand new era B-category were now not announced.


HP2-K31 Technical Introduction to the HP Storage(R) SMB Portfolio

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HP2-K31 exam Dumps Source : Technical Introduction to the HP Storage(R) SMB Portfolio

Test Code : HP2-K31
Test Name : Technical Introduction to the HP Storage(R) SMB Portfolio
Vendor Name : HP
Q&A : 98 Real Questions

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Technical Introduction to the HP Storage(R) SMB Portfolio

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Fusion-io Management Discusses Q4 2013 Results - Earnings Call Transcript | killexams.com real questions and Pass4sure dumps

No result found, try new keyword!It's integrated into appliances made by HP, Cisco and Dell ... cloud applications. The SMB segment values total solutions that transparently add flash to their infrastructure. These businesses conside...

Nexenta Extends Support for VMware Environments via VMware Virtual SAN 6.2 | killexams.com real questions and Pass4sure dumps

SANTA CLARA, Calif.--(BUSINESS WIRE)--Nexenta (@Nexenta), the global leader in Open Source-driven Software-Defined Storage (OpenSDS) today announced the company has extended its support of VMware Hyper-Converged Software environments via interoperability with VMware’s newly announced Virtual SAN 6.2. NexentaConnect for VMware Virtual SAN provides file services for VMware Virtual SAN environments by adding NFS and SMB access on top of an existing Virtual SAN to complete the software hyper-convergence model.

Nexenta, in partnership with VMware, has also extended its exclusive promotion, allowing any validated VMware Virtual SAN customer to achieve file services via NexentaConnect. The promotion is available through June 30, 2016 and includes a NexentaConnect for VMware Virtual SAN license, unlimited raw storage capacity to match VMware Virtual SAN licenses and day-zero Nexenta technical support for 12 months.

“The introduction of VMware Virtual SAN 6.2 is yet another example of VMware’s commitment to driving innovation in virtualized environments,” said Thomas Cornely, Chief Product Officer at Nexenta. “VMware provides an ideal platform for our software-defined solutions, and together, we are delivering flexibility, simplicity and lower cost of ownership for the software-defined data center.”

VMware Virtual SAN is an enterprise-class, policy-driven storage solution for hyper-converged infrastructure optimized for vSphere virtual machines, delivering an efficient and cost-effective operational model. VMware Virtual SAN 6.2 will build upon these benefits by further lowering the cost of high-performance, all-flash hyper-converged infrastructure solutions with new space efficiency features that include data deduplication, data compression and erasure coding.

“We have been impressed by Nexenta’s dedication to delivering unparalleled technical support and their ability to leverage our existing VMware environments,” said Igor Tsinovoy, IT Specialist at SCIEX. “NexentaConnect for VMware Virtual SAN provided a cost-effective, high-performance solution to meet our storage needs in supporting complex science and research labs.”

"With VMware Virtual SAN and Nexenta's plugin for file services we were able to deploy a complete hyper-converged solution. We look forward to continuing our cooperation with Nexenta as they expand their software-defined storage portfolio," said Yuri Andamasov, CIO at Sentrium.

Nexenta’s support for VMware ecosystems extends beyond NexentaConnect for VMware Virtual SAN, offering VMware interoperability across its entire OpenSDS portfolio. NexentaStor, the company’s flagship SDS solution, offers vSphere APIs for Array Integration (VAAI) support and multi-tenant management with a vCenter Server Plug-in for vSphere. NexentaEdge offers scale-out block storage with inline deduplication and compression for OpenStack and VMware vSphere.

“Nexenta joins us in providing organizations with the freedoms that virtualized environments allow,” said Howard Hall, senior director, Global Technology Partner Organization, VMware. “Coupled with our enhanced VMware Virtual SAN solution, NexentaConnect will strike the balance of high-performance and low cost that enterprise data ecosystems demand.”

Tweet this: .@nexenta extends promotion and support for @VMware environments via #NexentaConnect integration with Virtual SAN 6.2 #OpenSDS #OpenSDx

About Nexenta

Nexenta is the global leader in Open Source-driven Software-Defined Storage (OpenSDS) with 6,000+ customers, 400+ partners, 46,000+ community members, 40+ patents, and 1,400+ petabytes of storage capacity under management. Nexenta has redefined the storage industry via its unique dual leadership in Open Source community collaboration and Software-Defined Storage innovation. Nexenta OpenSDS solutions are "100% Software." Nexenta supports any app-, cloud-, protocol-, and hardware-platform; providing organizations with the "Total Freedom" to fight against predatory vendor lock-in. Nexenta provides organizations with the benefits of Software-Defined Everything-centric Cloud Computing – from data centers to end users; from the infrastructure to apps. Nexenta enables the widest variety of legacy, Windows, web, virtual, and cloud-native apps; supporting any rich media-driven Mobile and Social Living, Internet of Things, Big Data-driven Commercial Off The Shelf (COTS) and/or Do-It-Yourself (DIY) Cloud deployment – from Private and Public to Hybrid Clouds. Founded around an "Open Source” platform and industry-disrupting vision, Nexenta delivers its award-winning "software-only unified storage management" solutions with 24x7 consulting, service, support, and a global partner network, including Cisco, Citrix, Dell, Docker, HP, Micron, OpenStack, Quanta, SanDisk, Seagate, Supermicro, VMware, Western Digital, Wipro, and many others. Nexenta: 100% Software. Total Freedom. All Love.

For more information, visit, www.nexenta.com, Twitter, Facebook, LinkedIn and YouTube. Also, download the newly published Nexenta Special Edition Software Defined Data Centers (SDDC) for Dummies eBook.

Nexenta, NexentaStor, NexentaConnect, NexentaEdge and NexentaFusion are trademarks or registered trademarks of Nexenta Systems Inc., in the United States and other countries.

VMware, Virtual SAN, vSphere, vCloud, and vCloud Air are registered trademarks or trademarks of VMware, Inc. or its subsidiaries in the United States and other jurisdictions. All other marks and names mentioned herein may be trademarks of their respective companies. The use of the word “partner” or “partnership” does not imply a legal partnership relationship between VMware and any other company.


Microsoft To Acquire R Technology Developer Revolution Analytics | killexams.com real questions and Pass4sure dumps

Microsoft has struck a deal to acquire Revolution Analytics, a commercial provider of software and services for R, the open-source programming language for developing statistical analysis and predictive analytics applications.

For Microsoft, the acquisition adds another technology to its growing portfolio of products that help businesses work with big data. It also provides more evidence that Microsoft, under CEO Satya Nadella, is shedding its Windows-centric view of the IT world and embracing technologies -- even open-source ones -- from outside the company.

Microsoft did not disclose how much it is paying for Revolution Analytics or say when it expects to complete the acquisition.

[Related: The 2014 Big Data 100]

R is a popular programming language used by statisticians and developers of predictive analytical applications that mine big data for insights or predict probable outcomes, such as determining the right product to offer a consumer on a retail website. Many R applications run on Hadoop, the open-source big data platform, or next-generation NoSQL databases like MongoDB, DataStax or CouchDB.

"As their volumes of data continually grow, organizations of all kinds around the world -- financial, manufacturing, health care, retail, research -- need powerful analytical models to make data-driven decisions," said Joseph Sirosh, Microsoft corporate vice president of machine learning, in a blog post.

"This requires high-performance computation that is 'close' to the data and scales with the business' needs over time. At the same time, companies need to reduce the data science and analytics skills gap inside their organizations so more employees can use and benefit from R. This acquisition is part of our effort to address these customer needs," he said.

Revolution Analytics, founded in 2007 and based in Mountain View, Calif., provides a commercial version of the open-source R language, R development tools, analytical software, and other technologies, consulting, training and other services. The company had raised $38.7 million in five rounds of venture financing.

The R community is estimated to number more than two million users.

At first glance, Revolution Analytics would seem like an odd acquisition for Microsoft, a point noted in a blog by David Smith, chief community officer at Revolution Analytics.

"Microsoft might seem like a strange bedfellow for an open-source company, but the company continues to make great strides in the open-source arena recently," he said, pointing to Microsoft's embrace of Linux as a fully supported operating system on its Azure cloud service, as well as its decision in November to release its server-side .NET stack as an open-source technology.

Smith, in his blog, promised "nothing much will change" with the acquisition.

"We're excited the work we've done with Revolution R will come to a wider audience through Microsoft," Smith said. "Our combined teams will be able to help more users use advanced analytics within Microsoft data platform solutions, both on-premises and in the cloud, with Microsoft Azure. And just as importantly, the big-company resources of Microsoft will allow us to invest even more in the R Project and the Revolution R products. We will continue to sponsor local R user groups and R events, and expand our support for community initiatives."

Microsoft customers will be able to use Revolution Analytics' advanced analytics products within Microsoft on-premises data platforms, on Microsoft's Azure cloud platform and in hybrid cloud environments, Sirosh said.

He also pledged to "foster the open-source evolution of R" and its community, as the vendor has with several Apache Hadoop development projects, and support both commercial and open-source distributions of Revolution R across multiple operating systems.

PUBLISHED JAN. 23, 2015



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HP HP2-K31 Exam (Technical Introduction to the HP Storage(R) SMB Portfolio) Detailed Information



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