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Las Vegas – at the IBM Rational application building convention 2005 prerogative here on Monday, IBM executives mentioned the unification of enterprise wants and utility development as vital for agencies.
The officials emphasized a group-based mostly, technique-oriented system for construction.
“more desirable application translates into stronger company,” observed Roger Oberg, advertising vice chairman of Rational software in the IBM software community, as he opened the morning’s keynotes. constructing better application requires participation of architects, enterprise analysts, builders, testers, release managers, and others, Oberg observed.
today’s reality, during which ROI is vital, dictates that more desirable alignment is required between software and company, referred to Daniel Sabbah, customary manager at IBM Rational. “Our assignment is to adjust patterns of success in application engineering,” Sabbah pointed out.
An attendee stated he agreed that company processes and software development deserve to live unified.
“That’s the only manner that company knows what they want and what they’re going to get,” spoke of attendee John Garis, system Architect for counsel technology at the Hartford coverage enterprise. He emphasised that he become now not talking on behalf of his supplier.
The disconnect between users and software construction has ended in finger-pointing, based on Sabbah.
“We mind to treat operations as a wall over which they toss building operations and belongings when they as developers are accomplished with them. They then argue regularly over whose vice it is when they don’t toil or don’t scale,” Sabbah talked about.
To aid unify development with enterprise needs, IBM is announcing a set of capabilities that combine the company view into the utility lifecycle using Rational Unified procedure templates and most fulfilling practices, Sabbah referred to.
primarily, the company unveiled application that automatically identifies and repairs issues in enterprise applications to allow them to live fixed in minutes and hours as opposed to days or perhaps weeks, in keeping with IBM. offerings mix middleware from the Rational development and trying out paraphernalia platform with Tivoli utility management utility.
products being introduced covered IBM issue resolution Toolkit for Rational utility Developer and IBM efficiency Optimization Toolkit for Rational efficiency Tester. These are intended to permit a faster, automatic manner for problem identification in traffic applications. The applications will specifically improvement groups constructing an SOA, IBM talked about.
The tools gain troubleshooting capabilities from Tivoli’s Monitoring for Transaction performance software for diagnosing and fixing transaction efficiency problems. The Tivoli utility monitors utility performance and excellent whereas the software is are living.
service choices too occupy been unveiled, including IBM regular Deployment carrier for Rational Portfolio supervisor, IBM quickly music Deployment service for Rational Portfolio supervisor, and IBM Rational project/program management evaluation service. Rational Portfolio supervisor offers company and building groups with a collection of capabilities for planning and managing IT tasks.
IBM application liberate and Deployment carrier, in the meantime, helps users to more readily disburse Rational ClearCase and ClearQuest with Tivoli Configuration manager.
additionally unveiled were new capabilities for software best equipment. Rational efficiency Tester is being fitted with functionality to multiply ease of disburse and accuracy of software trying out. New HTML rendering capabilities let clients view net pages being proven, in its spot of simply the code.
The IBM Rational useful Tester Extension for Siebel stare at various Automation will allow purchasers deploying Siebel 7.7 purposes to examine that their Siebel applications will feature as intended. another tool, Rational performance Tester Extension for Siebel verify Automation, provides load trying out capabilities for Siebel 7.7 purposes. the two Siebel-connected offerings ship within 60 days, with pricing to live announced when the products can live found.
To enable development of software services, IBM is focusing on enabling capabilities definitions to live captured as XML documents, which characterize the features independent of implementations. The conception is to characterize abstraction and modularity as XML documents that can too live handed round networks.
IBM too is motto components for implementing SOAs as a partake of its developerWorks application. A Rational Unified procedure plug-in for enterprise modeling aligns with a plug-in for SOA and two UML profiles for modeling and representing utility services, Sabbah referred to.
additionally at the convention:
- IBM is assisting building of functions to invent it simpler to outcome geographically dispensed development, by way of the business’s ClearQuest exchange-monitoring gadget, in keeping with the business.
- IBM talked about it plans to combine Lotus capabilities for constructing collaboration and community into its utility building offerings.
- Sabbah talked about IBM has validated however isn't able to promulgate its SOA Workbench equipment, which specializes in setting up capabilities and connecting them to latest deployments.
- Sabbah expressed doubts about Microsoft’s means to meet enterprise needs with the upcoming visible Studio 2005 platform, which is to role group-primarily based building. “I nevertheless don’t dependence they live aware core points of what it means to buy care of corporations,” Sabbah pointed out. Microsoft remains too focused by itself platform, he delivered.
- Sabbah observed that the credence of composite purposes noiseless is a imaginative and prescient, however one that would change the figure of the software industry.
- Sabbah pointed out the universal open source LAMP (Linux Apache MySQL Perl/Python/php) stack is high-quality for basic purposes but will not accommodate boom. “The kinds of groups being created around those specific fashions [such as LAMP] are very nearly going to ought to grow up at some aspect,” he pointed out. however the enterprise will palliate php (personal home page). “I are expecting you are going to discern greater instead of much less within the evolution of php development tools across everyone of their diverse platforms, so as to hold Rational,” Sabbah talked about.
- IBM desires to invent certain that it contains assorted platforms in its construction paraphernalia efforts, including Microsoft .net. additionally, group-based mostly building capabilities could live multiplied.
- Retiring Rational co-founder Mike Devlin became saluted on the event and spoke briefly onstage. “We in reality everyone started with the conception that every high-boom sector of the economic climate would depend on utility,” he stated.
PushToTest, makers of the TestMaker open source stare at various device, announced the results of a analysis stare at that evaluates and compares the total can freight of ownership of SOA building and deployment options from IBM, Oracle and TIBCO in a paper titled "The Composition approach for giant-Scale SOA", which is a component of the revised soa capabilities kit. TIBCO was declared the main respond on numerous facets including complete can freight of ownership. InfoQ spoke with outspoken Cohen, CEO and founder of PushToTest, on the underlying mechanics of the examine.
InfoQ: what's the inducement to operate a TCO examine on SOA stacks and present palliate on a package of collaterals for the community?
As a community chief within the IT trade I maintain attempting to find an expert supply that gives application architects and builders with a means to occupy in judgement SOA building structures for interoperability, developer productivity and performance. PushToTest is working for medium and massive companies to define a measure SOA software blueprint to floor interoperability, efficiency and bring problems. Adoption of those practices will aid PushToTest profitably convey the capabilities, verify tools infatuation TestMaker, and aid services to companies. The SOA competencies package is the defacto usual at most confiscate purchase, PepsiCo, Deloitte, and 30 different agencies.by urging the requirements bodies (OMG, OASIS, W3C, IETF) to adopt these practices i am hoping to assist the IT traffic to bring a extra official world. PushToTest's toil on the paraphernalia appears within the OASIS SOA Blueprints task. http://tinyurl.com/85tsbal. They preserve that toil and others.We in the beginning posted the SOA competencies package in 2008. I chose the Oracle, IBM, and TIBCO stacks when you consider that they give SOA building and deployment systems. In 2009 they added JBoss to the kit. They hope to add other SOA platforms, including Mule, within the near future. The present toil updates the kit to the latest types: IBM WebSphere Integration Developer V7.0, TIBCO ActiveMatrix SOA Product Suite 3.13, and Oracle SOA Suite 11gR1 (18.104.22.168.0).
InfoQ: What turned into the group composition on this assignment? are you able to recommend us the usual engineer's prior journey with each and every of the stacks and with net functions construction and orchestration in usual?
PushToTest used 2 engineering groups to implement the SOA skills package. each group has 1 architect with 5-eight years of journey constructing SOA, wealthy information superhighway purposes (RIA, using Ajax, Flex, Flash,) and internet purposes, 2 engineers with 5 years of Java coding event, and 1 stint supervisor. The engineers occupy journey writing EJB's, cleaning soap and leisure-primarily based service interfaces, mediation, orchestration, and workflow. group A implemented the Oracle and TIBCO projects. team B applied the IBM assignment. It took approximately three-four weeks to implement the disburse case for every stack.
InfoQ: occupy been the equal service patterns used to design and implement capabilities on everyone of the stacks? can you characterize some challenges that occupy been confronted with imposing certain service patterns on the particular person stacks?
PushToTest described a disburse case for a typical manufacturing company. They applied the disburse case on TIBCO, Oracle, and IBM stacks. They then made changes to the implementation: brought HTTPS/SSL protection, changed the message schema, and changed to an asynchronous message beginning transport. They ran a functional stare at various and a performance and scalability check of the comprehensive work. They document the disburse case and the developer's experiences and post every minute thing under a free open supply application GPL v2 license.The manufacturing scenario disburse case implements a 3-step traffic circulate.1) The confiscate purchase Order (PO) technique opens a brand new PO. The implementation gives a system through a cleaning soap interface accessed over HTTP protocols.2) Reserve parts the disburse of a service for warehouse just-in-time inventory exploit to reserve parts of the stock to fulfill the birth needs defined in the purchase order. this is a Spring and facts access object (DAO) service that receives a relaxation-encoded request over a JMS carrier interface. The message conforms to the stock manage carrier's XML message schema. They used the OAGIS corporation's company object doc (BOD) schema. an internet page with Ajax elements offers a human interface to request the service.3) expense purchase Order - makes disburse of a carrier to assign a cost component to the purchase order in response to the latest expense catalog. The paraphernalia prices products with the aid of simulating company functions on an SAP installing and accessed via a simulation of SAP NetWeaver's soap web carrier interface and security credential system. They developed mock soap functions the disburse of soapUI.The engineers saved a Developer Journal of their adventure on every stack. each and every Journal is 60-80 pages long. The Journal contains their software engineer's guidance, comments, and opinions to achieve the disburse case implementation step-by way of-step. The Developer Journals characterize broad challenges on every stack and workarounds/options.At a inordinate degree they establish here challenges enforcing certain service patterns on the individual stacks:OracleOracle's stack offers quick respond introduction for engineers. every minute thing within the Oracle stack requires a code dive and steer adjustments to deployment descriptors, classpaths, and widespread configuration. Oracle's paraphernalia are for builders - now not for architects and company analysts. there is minute or no model pushed system to designing, building, and deploying SOA purposes in Oracle.For engineers determining the paraphernalia for the stint the disburse of simplest the Oracle internet web site turned into effortless. Oracle's short beginning e-book is straight forward and valuable.Nothing labored out-of-the-container. every minute thing required community assist (mainly of the BEA add-ons.) Most solutions got here from workarounds establish via third events. as an example, they establish many tutorials on web service creation on the Oracle web site. The one they chose failed. http://st-curriculum.oracle.com/obe/jdev/obe11jdev/ps1/webservices/ws.html#t5. They discovered soapUI net carrier mocks can't live referred to as from Oracle. JDeveloper throws a WebServiceException: error developing mannequin from WSDL. They doc this in the Developer Journal.other times they discovered assorted tutorials, some labored and others didn't. as an instance, they discovered an academic on building asynchronous services at http://download.oracle.com/doctors/cd/E17904_01/internet.1111/e15184/asynch.htm#CBHECBFG. They used annotations that aren't purchasable on the app server: @AsyncWebService and @PortableWebService tags.
IBMThe IBM stack is a yoke of great structures built-in collectively: WebSphere software Server, WebSphere Integration Developer (WID,) Rational software Developer (RAD,) and WebSphere manner Server (WPS.) IBM RAD is a 6 G download alone. The platforms occupy edition considerations: WID 7.0 requires changed into 7.0 and RAD eight.0.three requires changed into 8.0.three. You wind-up having to set up diverse models of changed into to invent their SOA stack work. The components are giant and sometimes outcome not play well collectively. for instance, WebSphere Integration Developer (WID) gave us damaged WSDL document output.We encountered many instances where they couldn't rep 'there' from 'here.' as an instance, they could not create a consumer for a carrier they in-built WPS. WID refactoring could not deal with fundamental adjustments to namespace, identify, and schema values. WID created vitiate WSDLS. RAD doesn't occupy the potential to advance enterprise methods. And, integration and procedure building occur in diverse tools: WID and WPS.
TIBCOThe TIBCO SOA stack consists of modeling tools, partake building tools, and service grid deployment: ActiveMatrix carrier Grid 3.13, BusinessWorks 5.9.2, enterprise Message provider EMS 6.0.1, Rendezvous RV 8.1, and BusinessWorks Studio (BS.)The paraphernalia are mannequin oriented. They retain an improved manage of code and summary away the underlying technologies. There is no need to study code, just models with SOA ideas. here is high-quality information for developers as a result of they now have daily tools to toil with enterprise managers and software architects to mannequin the carrier interfaces and workflow.Code oriented builders with out SOA expertise will occupy a steep gaining erudition of curve. The documentation is abundant and reasonably decent. finding the revise steer is difficult. The surface-stage documentation on the TIBCO internet web page often describes the functionality rather than displaying a way to outcome issues. The modeling language is a proprietary one, decreasing intuitiveness. BW Studio is an Eclipse based mostly IDE that will live regular to many builders. Some ideas may live new, reminiscent of Aysnchronous services using JMS the spot some code oriented builders would anticipate to disburse Message driven Beans (MDB.) And, mediation stream was required to implement asynchronous features.
InfoQ: are you able to shed some facile on the functional and performance checking out methodology for the SOA app?
We utilized Agile application building practices when building the equipment. They paired their developers with testers and created unit tests as they developed the services. Some unit assessments occupy been Java JUnit tests that made type/formulation calls to object interfaces. other checks had been soapUI TestSuites that made cleaning soap and repose calls to functions. They used PushToTest TestMaker to repurpose the exams as purposeful exams and load and efficiency exams. TestMaker deploys the assessments to a grid of check servers in a QA lab and additionally to a cloud computing atmosphere (Amazon EC2, GoGrid, Collabnet, and Rackspace.) TestMaker produces a set of experiences displaying the root antecedent to practical issues and efficiency bottlenecks.The SOA potential paraphernalia comes with the checks they implemented and a duplicate of PushToTest TestMaker. as opposed to post the performance effects based on their purchasable hardware, they convey the means for any person to hasten the assessments in their personal environment to point to out the efficiency alterations between each of the SOA stacks of their personal facts facilities.
InfoQ: can you partake some particulars on the TCO model that changed into computed from construction effort?
did a time/action analysis of each and every step of the functions lifecycle to exhibit the amount of time and energy required to build, combine, deploy and exploit a number of capabilities mandatory to assemble a composite software. The objective of the study is to compare the cost reductions that can too live carried out via more desirable developer productivity resulting in enormously decreased TCO. The TCO mannequin is a Open office/MS surpass spreadsheet that assigns charges to every step of the Kits construction. The mannequin comes with the equipment.In facet-by-facet product implementations, TIBCO ActiveMatrix and BusinessWorks offered the top-rated productivity notice downs. TIBCO took 29 % much less time and construction expenses in comparison to Oracle. TIBCO took 22 percent much less compared to IBM.
InfoQ: Did you invent the most of SOA infrastructure means comparable to repositories, ESBs and other intermediaries from individual vendors as prescribed? are you able to characterize one of the vital inordinate stage particulars?
We followed the posted optimal practices from each of the stack companies, together with disburse of their repositories, ESBs, and mediation functions. For IBM that intended the usage of: WebSphere application Server v8.0.3, IBM Rational utility Developer V8.0.three Multiplatform Multilingual, IBM Websphere Integration Developer V7.0, IBM Websphere utility Server V7.0 Multiplatform Multilingual, and IBM Websphere check ambiance. For Oracle that meant using: Oracle SOA Suite 11gR1 (22.214.171.124.0), Oracle Database XE 10g 10.2.0.1, Oracle WebLogic Server 10.3.5, Coherence, OEPE, Repository introduction Utility eleven.126.96.36.199, SOA Suite eleven.188.8.131.52 (2 materials), JDeveloper 184.108.40.206, and Oracle carrier Bus eleven.220.127.116.11. And for TIBCO that intended: ActiveMatrix provider Grid three.13, BusinessWorks 5.9.2, traffic Message service EMS 6.0.1, Rendezvous RV 8.1, TIBCO Runtime Agent 5.7.1, ActiveMatrix sample Examples BWSE 5.9.2, enterprise Studio (BS) VS, and mode designer Design Time DABS 1.3.1.
InfoQ: what's the uphold procedure for future versions of SOA stack options from the three vendors: IBM, TIBCO and Oracle?
We procedure to refresh the package for the Oracle, TIBCO and IBM stacks in 2012. so that you can provide them some more time to invent foremost new releases. They are seeking for the developer group feedback to establish the further stacks so as to add to the equipment. as an example, we'd infatuation to add Microsoft stacks (might live BizTalk Server, ASP.web,) and greater open supply utility initiatives. gratify recommend us.The SOA edge paraphernalia is accessible without freight down load at http://soakit.pushtotest.com
ORLANDO, Florida, June 4, 2012 /PRNewswire/ -- IBM (NYSE: IBM) these days announced quite a number new application solutions with a view to uphold consumers create software applications quicker and with better worthy throughout multiple development environments including cloud, mobile, and sophisticated programs.
(emblem: http://photographs.prnewswire.com/prnh/20090416/IBMLOGO )
The utility world's propel towards invariably evolving programs necessitates consistency and collaboration across the total software lifecycle and supply chain. regularly utility building groups are struggling to answer enterprise expectations as a result of a lack of complicated information. there's a necessity for shared information and a constant context across organizational boundaries, uncovered via transparent and unfeigned metrics.
To tackle these challenges, IBM is introducing a new version of its integrated software Collaborative Lifecycle management (CLM) solution with extended design management capabilities. CLM is built on IBM's open development platform, Jazz, and brings together IBM Rational requirements Composer, IBM Rational crew live performance, and IBM Rational best supervisor in one convenient-to-deploy and easy-to-use answer. the new CLM application ensures that utility design is integrated with the relaxation of the utility software building lifecycle. construction teams are actually in a position to seamlessly collaborate on the design and building of software with key stakeholders from throughout the enterprise.
in keeping with prefatory findings of an IBM Institute for traffic cost global stare at on software delivery,* greater than three-fourths of the participating organizations notable they're underprepared for principal technology trends which will impact their competitiveness. These traits encompass the proliferation of cell contraptions, the potential to leverage cloud-based mostly elements for flexibility and savings, and the starting to live percentage of judicious products with embedded utility. whereas 50 percent of agencies dependence a success software birth is crucial to their aggressive potential, handiest 25 % presently leverage it.
"trendy enterprise quandary is the way to exploit both the need for rapid start and adequate manage within the utility building technique," said Dr. Kristof Kloeckner, common manager, IBM Rational. "We need to stability the need for hasten and agility with more suitable governance to control freight and pleasant, obtain regulatory compliance, live certain protection, and occupy some stage of fiscal predictability."
desirable bank in China Transforms Core ProcessesChina merchants bank (CMB), headquartered in Shenzhen, China, has over 800 branches, more than 50,000 personnel and is referred to as probably the most world's revise 100 banks. China merchants bank environment spans IBM gadget z and IBM energy structures. With geographically dispersed developers chargeable for modernizing core banking and bank card processing functions, collaboration became elementary. CMB uses IBM Rational CLM software capabilities to create a multiplatform utility lifecycle management (ALM) ambiance to palliate automate their development strategies and breakdown skills silos for constructive move-teaming.
"IBM Rational Developer and ALM paraphernalia occupy been introduced into their credit card migration and core banking gadget mission," talked about Zhanwen Chen, manager of configuration administration, China merchants bank. "changing older tools and coordinating the efforts of their 1,000+ developers stronger their pleasant and performance."
DevOps within the CloudIn a measure organization, it could buy weeks or months to carry a building exchange, as a result of infrastructure and configuration, trying out and manual deployment, and lack of collaboration between building and operations groups. continual utility beginning within the cloud makes it viable for purchasers to normally and immediately deliver changes throughout the enterprise software birth lifecycle, spanning building, utility checking out and operations. With a "DevOps" strategy in the cloud, valued clientele can reduce time to market and automate alterations in construction, examine and production. IBM is supporting cloud beginning, construction and operations with new options, together with:
business cellular DevelopmentIBM Rational CLM has too been extended to the IBM cellular groundwork platform for centralized code sharing and dispensed cell software development. at the moment, fragmentation of cell instruments, equipment, and systems complicates beginning of cell applications that usually occupy sooner time-to-market and greater ordinary releases. The IBM traffic cellular development respond helps groups drill an conclusion-to-conclusion lifecycle administration process to design, boost, examine and installation mobile functions whereas enabling seamless integration with commercial enterprise returned-conclusion systems and cloud features via cellular-optimized middleware. The commercial enterprise cellular building solution brings collectively a yoke of choices that optimize the fresh Worklight acquisition in addition to IBM commercial enterprise building environments, including:
eco-friendly Hat expertise in New IBM verify Automation SolutionsToday's applications and manufactured items set extra pressures on building groups to learn inventive how you can attain agility and raise the fee that utility updates are delivered for checking out. IBM has integrated the lately bought green Hat expertise with IBM Rational CLM to assist address the challenges of trying out particularly integrated and involved systems and simplify the advent of digital test environments. New IBM test automation solutions disburse virtualized examine environments and can in the reduction of fees linked to the setup, preservation and rip down of infrastructure linked to indifferent testing or cloud based implementations.
Over a Decade of IBM software building management For the eleventh consecutive 12 months, IBM has been named the #1 shareholder in the worldwide software construction application market in response to Gartner with 25 % of the market. Gartner stated that IBM continues to lead in key and transforming into segments together with disbursed utility exchange & Configuration administration, necessities Elicitation and administration, Design and Java Platform advert tools, and realized 25 percent growth within the protection testing (DAST & SAST) market.
moreover, according to Evans facts company's clients' option: 2012 software development systems, for the typical platform rankings, IBM's Rational continues its reign because the most extremely rated overall offering, an veneration they occupy acquired 6 within the final 7 years in this Evans statistics survey of 1,200 builders globally.
*To live posted in October, 2012.
For extra counsel: ibm.com/application
Contact:Mary Rose Greenough IBM application group +firstname.lastname@example.org
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PushToTest, makers of the TestMaker open source test tool, announced the results of a research study that evaluates and compares the total cost of ownership of SOA development and deployment solutions from IBM, Oracle and TIBCO in a paper titled "The Composition Approach for Large-Scale SOA", which is partake of the revised soa erudition kit. TIBCO was declared the leading solution on multiple aspects including total cost of ownership. InfoQ spoke with outspoken Cohen, CEO and Founder of PushToTest, on the underlying mechanics of the study.
InfoQ: What is the motivation to accomplish a TCO study on SOA stacks and offer uphold on a kit of collaterals for the community?
As a community leader in the IT industry I maintain looking for an expert source that provides software architects and developers with a way to understand SOA development platforms for interoperability, developer productivity and performance. PushToTest is working for medium and great organizations to define a measure SOA application blueprint to surface interoperability, performance and deliver problems. Adoption of these practices will palliate PushToTest profitably deliver the knowledge, test tools infatuation TestMaker, and uphold services to organizations. The SOA erudition Kit is the defacto measure at Best Buy, PepsiCo, Deloitte, and 30 other companies.By urging the standards bodies (OMG, OASIS, W3C, IETF) to adopt these practices I hope to palliate the IT industry to deliver a more amenable world. PushToTest's toil on the Kit appears in the OASIS SOA Blueprints project. http://tinyurl.com/85tsbal. They maintain that toil and others.We initially published the SOA erudition Kit in 2008. I chose the Oracle, IBM, and TIBCO stacks since they provide SOA development and deployment platforms. In 2009 they added JBoss to the Kit. They hope to add other SOA platforms, including Mule, in the near future. The current toil updates the Kit to the latest versions: IBM WebSphere Integration Developer V7.0, TIBCO ActiveMatrix SOA Product Suite 3.13, and Oracle SOA Suite 11gR1 (18.104.22.168.0).
InfoQ: What was the team composition on this project? Can you recommend us the indifferent engineer's prior savor with each of the stacks and with web services development and orchestration in general?
PushToTest used 2 engineering teams to implement the SOA erudition Kit. Each team has 1 architect with 5-8 years of savor building SOA, moneyed Internet Applications (RIA, using Ajax, Flex, Flash,) and Web applications, 2 engineers with 5 years of Java coding experience, and 1 project manager. The engineers occupy savor writing EJB's, SOAP and REST-based service interfaces, mediation, orchestration, and workflow. Team A implemented the Oracle and TIBCO projects. Team B implemented the IBM project. It took approximately 3-4 weeks to implement the disburse case for each stack.
InfoQ: Were the selfsame service patterns used to design and implement services on everyone the stacks? Can you characterize some challenges that were faced with implementing certain service patterns on the individual stacks?
PushToTest defined a disburse case for a typical manufacturing organization. They implemented the disburse case on TIBCO, Oracle, and IBM stacks. They then made changes to the implementation: added HTTPS/SSL security, changed the message schema, and changed to an asynchronous message delivery transport. They ran a functional test and a performance and scalability test of the finished work. They document the disburse case and the developer's experiences and publish everything under a free open source software GPL v2 license.The manufacturing scenario disburse case implements a 3-step traffic flow.1) The confiscate Purchase Order (PO) process opens a new PO. The implementation provides a system through a SOAP interface accessed over HTTP protocols.2) Reserve Parts using a service for warehouse just-in-time inventory control to reserve portions of the inventory to meet the delivery needs defined in the purchase order. This is a Spring and Data Access object (DAO) service that receives a REST-encoded request over a JMS service interface. The message conforms to the inventory control service's XML message schema. They used the OAGIS organization's traffic object Document (BOD) schema. A Web page with Ajax elements provides a human interface to request the service.3) price Purchase Order - uses a service to assign a price point to the purchase order based on the current price catalog. The system prices products by simulating traffic functions on an SAP installation and accessed through a simulation of SAP NetWeaver's SOAP Web Service interface and security credential system. They built mock SOAP services using soapUI.The engineers kept a Developer Journal of their savor on each stack. Each Journal is 60-80 pages long. The Journal contains their software engineer's instructions, comments, and opinions to accomplish the disburse case implementation step-by-step. The Developer Journals characterize significant challenges on each stack and workarounds/solutions.At a lofty flat they establish the following challenges implementing certain service patterns on the individual stacks:OracleOracle's stack provides quick solution creation for engineers. Everything in the Oracle stack requires a code dive and manual adjustments to deployment descriptors, classpaths, and general configuration. Oracle's tools are for developers - not for architects and traffic analysts. There is minute or no model driven approach to designing, building, and deploying SOA applications in Oracle.For engineers identifying the tools for the stint using only the Oracle web site was easy. Oracle's Quick Start steer is straight forward and useful.Nothing worked out-of-the-box. Everything required community uphold (especially of the BEA components.) Most solutions came from workarounds establish by third parties. For example, they establish many tutorials on Web Service creation on the Oracle site. The one they chose failed. http://st-curriculum.oracle.com/obe/jdev/obe11jdev/ps1/webservices/ws.html#t5. They establish soapUI web service mocks can not live called from Oracle. JDeveloper throws a WebServiceException: error creating model from WSDL. They document this in the Developer Journal.Other times they establish multiple tutorials, some worked and others did not. For example, they establish a tutorial on building asynchronous services at http://download.oracle.com/docs/cd/E17904_01/web.1111/e15184/asynch.htm#CBHECBFG. They used annotations that are not available on the app server: @AsyncWebService and @PortableWebService tags.
IBMThe IBM stack is several broad platforms integrated together: WebSphere Application Server, WebSphere Integration Developer (WID,) Rational Application Developer (RAD,) and WebSphere Process Server (WPS.) IBM RAD is a 6 G download alone. The platforms occupy version issues: WID 7.0 requires WAS 7.0 and RAD 8.0.3 requires WAS 8.0.3. You wind-up having to install multiple versions of WAS to invent their SOA stack work. The parts are stupendous and often don't play well together. For example, WebSphere Integration Developer (WID) gave us broken WSDL document output.We encountered many situations where they could not rep 'there' from 'here.' For example, they could not create a client for a service they built in WPS. WID refactoring could not exploit simple changes to namespace, name, and schema values. WID created vitiate WSDLS. RAD does not occupy the capability to develop traffic processes. And, integration and process development betide in different tools: WID and WPS.
TIBCOThe TIBCO SOA stack consists of modeling tools, component development tools, and service grid deployment: ActiveMatrix Service Grid 3.13, BusinessWorks 5.9.2, Enterprise Message Service EMS 6.0.1, Rendezvous RV 8.1, and BusinessWorks Studio (BS.)The tools are model oriented. They maintain a better control of code and abstract away the underlying technologies. There is no need to stare at code, just models with SOA Concepts. This is worthy intelligence for developers because they now have common tools to toil with traffic managers and software architects to model the service interfaces and workflow.Code oriented developers without SOA erudition will occupy a steep learning curve. The documentation is abundant and quite good. Finding the prerogative steer is hard. The surface-level documentation on the TIBCO Web site often describes the functionality rather than showing how to outcome things. The modeling language is a proprietary one, reducing intuitiveness. BW Studio is an Eclipse Based IDE that will live close to many developers. Some concepts will live new, such as Aysnchronous Services using JMS where some code oriented developers would anticipate to disburse Message Driven Beans (MDB.) And, mediation stream was required to implement asynchronous services.
InfoQ: Can you shed some light on the functional and performance testing methodology for the SOA app?
We applied Agile software development practices when building the Kit. They paired their developers with testers and created unit tests as they built the services. Some unit tests were Java JUnit tests that made class/method calls to object interfaces. Other tests were soapUI TestSuites that made SOAP and repose calls to services. They used PushToTest TestMaker to repurpose the tests as functional tests and load and performance tests. TestMaker deploys the tests to a grid of test servers in a QA lab and too to a cloud computing environment (Amazon EC2, GoGrid, Collabnet, and Rackspace.) TestMaker produces a set of reports showing the root antecedent to functional issues and performance bottlenecks.The SOA erudition Kit comes with the tests they implemented and a copy of PushToTest TestMaker. Rather than publish the performance results based on their available hardware, they deliver the ability for anyone to hasten the tests in their own environment to prove out the performance differences between each of the SOA stacks in their own data centers.
InfoQ: Can you partake some details on the TCO model that was computed from development effort?
did a time/motion analysis of each step of the services lifecycle to divulge the amount of time and endeavor required to build, integrate, deploy and manage a range of services needed to assemble a composite application. The goal of the study is to compare the cost savings that can live achieved through greater developer productivity resulting in significantly reduced TCO. The TCO model is a Open Office/MS surpass spreadsheet that assigns costs to each step of the Kits development. The model comes with the Kit.In side-by-side product implementations, TIBCO ActiveMatrix and BusinessWorks provided the greatest productivity savings. TIBCO took 29 percent less time and development costs compared to Oracle. TIBCO took 22 percent less compared to IBM.
InfoQ: Did you utilize SOA infrastructure capability such as repositories, ESBs and other intermediaries from individual vendors as prescribed? Can you characterize some of the lofty flat details?
We followed the published best practices from each of the stack vendors, including disburse of their repositories, ESBs, and mediation services. For IBM that meant using: WebSphere Application Server v8.0.3, IBM Rational Application Developer V8.0.3 Multiplatform Multilingual, IBM Websphere Integration Developer V7.0, IBM Websphere Application Server V7.0 Multiplatform Multilingual, and IBM Websphere test environment. For Oracle that meant using: Oracle SOA Suite 11gR1 (22.214.171.124.0), Oracle Database XE 10g 10.2.0.1, Oracle WebLogic Server 10.3.5, Coherence, OEPE, Repository Creation Utility 126.96.36.199.0, SOA Suite 188.8.131.52.0 (2 parts), JDeveloper 184.108.40.206, and Oracle Service Bus 220.127.116.11.0. And for TIBCO that meant: ActiveMatrix Service Grid 3.13, BusinessWorks 5.9.2, Enterprise Message Service EMS 6.0.1, Rendezvous RV 8.1, TIBCO Runtime Agent 5.7.1, ActiveMatrix Sample Examples BWSE 5.9.2, traffic Studio (BS) VS, and Designer Design Time DABS 1.3.1.
InfoQ: What is the uphold procedure for future versions of SOA stack solutions from the three vendors: IBM, TIBCO and Oracle?
We procedure to refresh the Kit for the Oracle, TIBCO and IBM stacks in 2012. That will give them some more time to invent major new releases. They are looking for the developer community feedback to identify the additional stacks to add to the Kit. For example, they would infatuation to add Microsoft stacks (maybe BizTalk Server, ASP.net,) and more open source software projects. gratify let us know.The SOA erudition Kit is available for free download at http://soakit.pushtotest.com
These five sedans don't stare infatuation supercars. They occupy no carbon tubs or vigorous aerodynamic tricks that invent them stare infatuation low-flying spacecraft. They fit human beings in their front and rear seats. They occupy cushy suspensions and seat heaters and semiautonomous cruise control. And yet three of them can beat a Porsche Carrera GT to 60 mph; the quickest two are faster than a Ferrari Enzo on that selfsame sprint. Every one of them stops shorter and generates more stick on a skidpad than a McLaren F1. They're normal-looking, leather-lined frill yachts that can obliterate just about anything on the road. Actual supercars included.
With more than 500 horses looming under each hood, the Audi RS7, BMW M5 Competition Package, Jaguar XFR-S, Mercedes-Benz E63 AMG S-Model 4MATIC, and Porsche Panamera Turbo are everyone new or significantly refreshed this year. When they first assembled them on the banking at California's Auto Club Speedway, they had a nightmare realization: One of these supercar-slaying winners was about to become a loser. The decision would live made by their collective group, but as the writer of this story, I would live forever known as the guy who set one of these insane monsters in ultimate place. An E63—one of the best speedily cars in the world—off the podium? An M5 fifth out of five? C'mon. And in what universe does a Panamera Turbo spot last? Shoot me now.
In a straight drag race, it's only into triple digits that the cars separate.
We should note here that, as with any ranking endeavor, you're tempted to jump the gun and prematurely assign a finishing order. Coming into this test, they were certain of just one thing: This was Audi's game to lose. The RS7 is a souped-up A7, elegant and brutal, easily their favorite frill car. The A7 that underlies the RS model is so well-rounded, when they try to complain about it, we're stuck griping about things infatuation the radio that always comes on when you start the car, even if you muted the volume when you got out.
Talk about a hardship. Besides, the basis A7 is more than quick enough—so much so that they prefer it over the faster eight-cylinder S7, mostly because of the latter's rough-edged dual-clutch transmission. The RS7, however, uses the A7's magnificent torque-converter ZF automatic with the S7's V8. Which, incidentally, has been massaged to deliver another 132 horses. It's valid intelligence after valid news.
READ MORE: Drives: 2014 Mercedes-Benz E63 AMG S-Model 4MATIC
In the interest of replete disclosure, more preconceptions: When deciding which machines to embrace in this test, they initially forgot that the Panamera had just received a face-lift. When their Turbo arrived, they noticed the flat-faced bumpers and rare lighting elements—the update hasn't done the Porsche any favors. polish was never one of the Panamera's virtues, so they simply squinted and pretended that the Turbo looked infatuation something else. (Most went for the Panamera Sport Turismo concept from the 2012 Paris Auto Show, because it's gorgeous.)
Also not winning any beauty contests: the Mercedes E63 AMG. This year's refresh deletes the previous E's bizarre pontoon-shaped fenders, but the car is noiseless frumpy and dowdy, with way too much overhang at the rear, overstyled Korean-rental-car headlights, and unspecial black wheels that stare 3 inches smaller than they are.
Adding to their lack of initial excitement over the Mercedes is its engine. The 577-hp V8 might live the most powerful here, but it isn't the stale car's 6.2-liter, 7200-rpm naturally aspirated meanie, with which we're noiseless hopelessly in love. And all-wheel drive, now measure on E63s sold in America, means no more burnouts. Worse, the system's fixed torque split (33 percent front, 67 percent rear) means no facile tail-out antics. fire catty, they elect the E63 has a snowball's desultory in hell of winning.
READ MORE: First Drive: 2014 Audi RS7
Oh, but we're in esteem with the Jag. Smitten with the kitten. How can you not be? The 2014 Jaguar XFR-S isn't a real car; it's a low-volume toy limited to just 200 examples—100 for this year, 100 for 2015. Their red test car came equipped with the optional carbon-fiber rear spoiler. It's purposely absurd, the perfect punctuation notice for a 550-hp frill sedan that can roast its radials at a quarter throttle. In other words: yes please, forever and ever, amen.
Anywhere outside this group,the Panamera Turbo is stupidly, unconscionably fast.
The Bimmer is the only car here available with a manual, though to maintain the playing realm level, their particular M5 is equipped with the measure seven- hasten dual-clutch automatic. Regardless, on paper, that no-cost option edge earns the car brownie points. It's too rear-drive, as a hooligan-minded performance car should be—a merit badge shared here by only the Jag. The M5 is beautiful, its stance muscular, proportions perfect. The new Competition Package contains revised suspension that drops the cadaver 0.4 inch and brings 20-inch, double-spoke alloy wheels. Both invent the understated BMW stare even better, and its interior isn't just gorgeous, it boasts iDrive, their favorite infotainment interface in the business.
Don't laugh. Given the desultory and the keys, you too would bench-race these things before turning a wheel. As the sun rose, their test crew predicted the following finish: Audi and Jag will rule the roost, BMW will live in the thick of it, and Mercedes and Porsche will slug it out for last.
Boy, were they wrong. Mostly.
"The E63 Rides infatuation a dream," the two-way radio crackles, followed by a stream of extol from "I'm never getting out of these seats" to "holy f***, this thing is fast." Their first photo shoot is over, we've barely begun driving, and the Benz is threatening to win the contest outright.
The E63 AMG is indeed the fastest car here, but off the line, the Audi is even more dramatic. The RS7 is laugh-out-loud awesome to watch accelerate from a stop. The car's droopy butt looks infatuation it's scraping the ground as the rear suspension bangs onto its bump stops and the gross piece leaps forward infatuation a bionic rhinoceros. (Yes. infatuation one of those, Cammisa. Those are quite common in the wild —Ed.) It's unbeatable to 20 mph, but by 60 mph, the Mercedes has caught up, and it rockets past soon after. Both cars knock off identical, you-must-be-kidding 3.2-second 0–60-mph runs. It everyone happens so quickly that you'd need a slow-motion replay to discern who's doing what.
Then again, these machines are so speedily that 0–60 times are essentially meaningless. In a straight drag race, it's only into triple digits that the cars separate. Despite weighing hundreds of pounds more than any other car here, the E63 hits 130 mph first. In 12.8 seconds, almost a replete second before the Audi. It too makes the most monstrous uproar this side of a NASCAR pit wall.
The Audi's V8 sounds more cumulonimbus than Days of Thunder, and once up to banked-oval speeds, we're surprised to discern the M5 shriek past it. The BMW's twin-turbo V8 sounds nothing infatuation any of the others; the Bavarians' ingenious, patented crossover exhaust manifold gives each exhaust pipe an evenly spaced pulse of air, so the wail coming from the tailpipes sounds more flat-crank Ferrari than cross-plane Ford.
Still, thanks to the world's most difficult-to-activate launch control, plus the double whammy of turbo torque and two-wheel drive, the BMW is a torment on the drag strip. Road Test Editor Robin Warner has a visible eye twitch as he tries, for the 20th time, to rep the broad Bimmer off the line cleanly. On his fastest pass, the M5 takes off with only a whiff of rear wheelspin. Moments later, the dual-clutch slams itself into second gear, lighting up the rear tires and laying 225 feet (We recommend you, dear reader, to always measure your burnouts infatuation a professional —Ed.) of black stripes on its final approach to 60 mph.
Warner is furious. I'm laughing hysterically. But the M5 does the deed in just 3.8 seconds.
READ MORE: Mercedes-Benz E63 AMG S vs. BMW M6 Gran Coupe vs. Jaguar XFR-S
"If this test was based solely on drag-strip consistency, this car would lose outright," Warner huffs. The Panamera, I note, would win. It bangs off four easily initiated and perfectly executed 3.4-second 0–60 runs, everyone within a staggering 0.01 second of each other. That flat of consistency is mind-blowing, but the result is a bit deceiving. It comes courtesy of an aggressive launch and a very short first gear. If you stare at what happens after 30 mph, the 520-hp Panamera Turbo is the slowest car here by a considerable margin—words we're surprised at having to print.
Other words they never thought we'd print: The Panamera takes fifth spot in this five-car comparo. Don't shoot me. But outcome note: They aren't using the term "last place," although this certainly is not one of those feeble "everybody's a winner" situations. They just occupy an unusually solid crowd, with the Porsche surrounded by four of the best cars on the road.
What the Porsche does well, it does very well indeed. In company anywhere outside this group, the Panamera Turbo is stupidly, unconscionably fast. Even in this surreal gathering, its engine's yell stands out as the best mix of inflame and music. And the hunchback hatchback offers both the highest Home Depot factor and the best backseat experience, with cozy rear buckets and enough headroom for a Dr. Seuss hat.
Filling the hills with fatigue smoke and the sound of a pissed-off V8.
The list goes on. On twisty roads, the Panamera feels infatuation it weighs a ton or two less than every other car here. It turns in instantly and hangs on until their test paraphernalia tickles the 1.0-g mark. Around a track, it's easily the quickest here, and its brake pedal feels the best as well.
But these aren't track cars, they're frill cars—and here's where problems arise. The Porsche's interior is the most expensive-feeling by far, but while there are a ton of buttons on the dash—which they love—some are located in the damnedest of places. And where there are no buttons, you're forced to disburse the small, often indecipherable touch screen. The tires ring and clomp over every pavement imperfection, the cabin is far louder than the other cars', and the front seats are rock-hard.
Most upsettingly, the Panamera's front finish exhibits a rare case of structural jitters. There's visible cowl shake, steering chatter, and unsettling kickback when you hit bumps in the middle of a corner.
READ MORE: Porsche unveils the 2014 Panamera Turbo S
But the biggest problem is that the Panamera Turbo is so expensive that a valid negotiator could buy both this story's first- and second-place finishers for the selfsame money. Had they been able to rep a 570-hp Turbo S for this test, the price would occupy been even higher—and yet the S noiseless wouldn't occupy been the fastest-accelerating car here. In this company, and for that money, the Panamera just isn't valid enough.
Neither is the Jaguar XFR-S, for the record, but it costs a lot less—though logic stops departed at that rear spoiler. You don't travel Jag because you're being rational. An stale friend, referring to his 1980s XJ6, once said that you don't buy a Jaguar with your brain, you buy it because it will stare stunning broken down on the side of the road. As usual, their XFR-S threw a check-engine light during testing. Yes, XFR-S, we've checked out your engine. Your V8 is their favorite here. The supercharged 5.0-liter responds so quickly, it makes you curse the person who invented the turbo. But you're not helping the stereotype, okay?
The Jag is the astonish driver's car of the bunch. Its best-in-test steering is very light but to a certain extent transmits every usable detail of information to your fingertips. Between that and the absence of turbo lag, you dependence this car immediately, even—no, especially—while sideways, filling the hills with fatigue smoke and the sound of a pissed-off V8.
Nothing will piss you off, however, more than the XF's touchscreen infotainment interface. It was unacceptably gradual and convoluted when it launched in 2009, and in 2014 it begs for a sledgehammer and a match. And compared with the other cars here, the Jag's interior looks and feels a decade older and 20 stately cheaper. Every control in the interior feels low-rent, from the silly rising shifter to the rattly plastic shift paddles. (But occupy they mentioned that glorious spoiler?)
The Audi RS7 doesn't occupy big, garish spoilers. It doesn't occupy big, garish anything, actually. It retains the A7's stunning, elegant figure factor and its facile demeanor, the one that makes you contemplate a 1000-mile detour on your way home from work. The problem is, the RS7 doesn't really better the A7 here. Yes, it's much, much faster, but it doesn't feel more involving, more fun, or more special. The biggest shock of this test isn't that the Panamera came in fifth, it's that the Audi didn't win it outright.
The RS7's 4.0-liter V8 is the smallest engine here, and it produces the most power per liter of displacement. That means one thing: turbo lag. Only in the Audi outcome you find yourself working around the turbos.
READ MORE: First Drive: BMW M5 and M6 Competition Package
Yes, it's obscenely fast, and the Audi managed the best braking results in their test. But then the pedal got soft and mushy and never returned to its former greatness. The RS7's torque-vectoring rear differential works to invent up for the car's front-heavy weight distribution, but its action is occasionally a beat behind the driver's intention. You turn the wheel, the RS7 reluctantly obeys. Then a split-second later, the diff intervenes and makes the gross car turn. Sadly, the steering is too devoid of any feedback reclaim torque steer, and its weighting seems to vary not with cornering load, but with some German engineer's astrological chart.
The RS7 even manages to live unobtrusive in its fuel economy. Its 27-mpg EPA highway rating is only 1 mpg behind the A7's, thanks to almost imperceptible cylinder deactivation. That's amazing, but it's too telling. At the pump, from inside the car or from the next lane over, the RS7 too closely resembles an A7, a car establish on every screen in L.A. Where are the flared fenders and spoilers and splitters? You rep the speed, sure, but where's the crazy?
As far as they can tell, the Mercedes E63 AMG S-Model 4MATIC got everyone of it. Yes, its denomination is loony. And yes, more than a few of their testers thought it looked dumpy. But the flash you turn the key, the car redeems itself with a violent, scare-the-hell-out-of-the-neighbors explosion. The big-bore V8 then settles into a lopey, blabbity-blap idle that you'd never believe was coming from a car clearly styled for stale men.
You rep the speed, sure, but where's the crazy?
Argue that ultimate point everyone you want, but—and we're not making this up—at one point on their test loop, while they were milling around and discussing the relative merits of each vehicle, two seventysomething dudes actually climbed into their E63 thinking it was their gray Toyota Camry. Given the E63's sumptuous seats, Alcantara steering wheel, and icy bespoke AMG console shifter, it's surprising that they climbed out. It's these minute touches that properly demonstrate how to outcome "special."
An 11.5-second quarter-mile doesn't hurt, either. And this insane flat of performance comes with such minimal throttle lag, you'd never guess the Mercedes wore turbos. For that, you can thank the V8's broad displacement—the side outcome of which, counterintuitively, is the best real-world fuel economy of the bunch.
The E63 is available as a station wagon, a fact about which they couldn't live more tickled. The five-door not only looks better than the sedan, but it handles more neutrally, thanks to better weight distribution. And that all-wheel-drive system they thought we'd hate? It's great. Not because of its ability to set power down (on desiccate pavement, it's no better or worse than the other cars) nor for its contribution to handling (the system everyone but kills any desultory of power oversteer). The key is predictability. On narrow back roads, nobody of us trusted the Porsche or Audi the way they trusted this Mercedes. With the E63's relatively simple driveline and no computer shuffling power around, you never doubt where the car will go.
We were always certain which way the BMW would go, because the respond was always sideways. The M5's suspension is oversprung and underdamped, and without question, the engine makes more power than the chassis can handle. On a bumpy back road, trying to eschew the E63, the M5 is infatuation that minute black cat trying to outrun Pepé Le Pew. Driving the M5 speedily is serious, countersteering, palm-sweating work.
It's too staid fun, and that's the conclusive factor in crowning the BMW the winner. With its neutral deportment at the limit, the manic M5 is a mother to control, but it's too a more multidimensional appliance for the advanced driver. It's vertiginous on the street, a riot on back roads, and the most throttle-steerable on the track.
Is the M5 perfect? No. We've had an unusually volatile relationship with the M5 and its siblings (M6, M6 convertible, and M6 Gran Coupe, everyone of which partake mechanical bits with this car). Sometimes they esteem these things. Sometimes they drive us nuts.
The manic M5 is a mother to control.
Yes, that sounds schizophrenic. But it's honest. Meeting the M5, you esteem how the hydraulically assisted steering is old-school-BMW communicative in daily driving, then loathe how numb it gets at the limit. You esteem the steering's heft but lament that it makes the BMW feel infatuation it weighs as much as two Panameras. The exhaust spits out a crazy howl, but the car's stereo famously plays assume engine uproar through its speakers. Which admittedly sounds good, but then you kindly of resent the fact that you esteem its pandering.
Back and forth. The M5 is blazingly speedily and yet miserable to launch. It's delightfully tail-happy, but they don't always treasure the ping-pong the rear finish wants to play with the curb. The list goes on.
Consistent "good" marks may win some tests, but not this one. These are supercars, and supercars, whether sedan-shaped or not, should infuriate almost as much as they exhilarate. With Ferrari Enzo performance now available from a handful of four-doors, hasten has truly become a commodity, and anyone can build it. What's notable is that a car makes us feel things. Happy, angry, horrified, giddy—all at the selfsame time. That once was the purview of 200-mph stock cars and unusable exotics. Now it's available at your local luxury-car dealer.
READ THIS: The $259,000 heave Ticket: G63 vs. range RoverThe Decision
Drivers awarded their favorite car in each category with a maximum of five available points. Scores were then averaged and added to determine their winner.
Auto Club SpeedwayFontana, CA
50 miles east of Los Angeles, Auto Club Speedway's 2.0-mile oval is a virtual copy of Michigan International Speedway—same size and shape, much better weather. The speedway opened in 1997 and was a project of Roger Penske's. The track's banks are inclined up to 14 degrees, and it has the requisite interior road course. They used the oval solely for photography—ovals rarely train you much about street cars—and spent the bulk of their time at the on-site drag strip.
THE Bentley Flying Spur is not simply one impressive car; it is a worthy bunch of cars, writes William Scholes.
It is a garageful of cars in a solitary super-sized slice of glorious excess and hand-crafted luxury, complete with gravity-defying performance, stupendous running costs and the option to occupy bespoke crystal champagne flutes and a fridge installed between the rear armchairs for £7,600. A Ford Mondeo it is not.
Bentley is among the most storied of everyone the worthy British marques. steep price tags, exclusive clientele and success in the gruelling Le Mans 24 Hours race - its cars won in 1924 and from 1927 to 1930 - didn't quit it going bust and falling into the clutches of arch-rival Rolls-Royce in 1931.
After that, the Bentley badge was used mostly on cars that were minute more than rebadged Rolls-Royce motor cars.
Arguably there are worse fates to befall a car, but the net outcome was a diminution of Bentley's sporting, lofty performance credentials.
During the 1980s, a more conscious endeavor was made to differentiate Bentley from Rolls-Royce, with models such as the Mulsanne and Turbo R.
The arms race between BMW and the Volkswagen Group in the 1990s eventually ended with the two brands going their part ways again in the early 2000s: Rolls-Royce fell under BMW's control, with Bentley entering VW's orbit.
While Rolls-Royce headed off in the super-luxury direction, the 'new' Bentley cars were stately tourers in the classic tradition.
The broad 12-cylinder Continental GT coupe arrived in 2003, soon to live followed by a four-door saloon version named the Continental Flying Spur.
When that car's second generation was launched in 2013, the 'Continental' prefix was dropped and more stylistic distance placed between coupe and saloon.
The combination of classic British heritage, frill and craftsmanship - it takes more than 130 hours to build a Flying Spur, which is around 10 times longer than a 'normal' car - with German engineering has proved a winner for VW-era Bentley. It's the ultimate Night of the Proms remastered by Kraftwerk.
The resilience of the brand is underlined by the fact it has managed to survive a era in which its cars were the default choice for taste-bypassed Premier League footballers; a Bentley, presented in a revise colour combination, remains a highly-desirable, classy device.
As with the Continental, every Flying Spur comes with four-wheel-drive and an eight-speed automatic gearbox. Under the long bonnet is either a V8 or a W12 engine; each is breathed upon by twin-turbos, and each is startlingly fast.
Actually, 'startlingly fast' doesn't really outcome justice to what happens when you sink the throttle towards the thick pile of the Flying Spur's carpet. The Bentley takes off infatuation Wile E Coyote strapped to an Acme rocket in pursuit of Road Runner.
As ever, top hasten doesn't really divulge that much, though even the slowest version is capable of 183mph.
The fastest does 202mph; and then tolerate in judgement that this is a car which weighs more than 2.5 tonnes, and which has a footprint more than 17ft long and greater than 7ft wide.
No, it is the acceleration which will buy away the breath of your passengers. The benchmark 0-60mph sprint is done and dusted in anything between 4.2 seconds and 4.9 seconds.
For something the size of your animated room, and probably more comfortable, that is just bonkers. It is too very amusing.
If anything, the rolling acceleration - say, from 30mph to 70mph when joining a motorway, or overtaking - feels even more savage, and more incongruous. Beep beep, indeed, Road Runner.
'Startlingly fast' doesn't really outcome justice to what happens when you sink the throttle towards the thick pile of the carpet. The Bentley takes off infatuation Wile E Coyote strapped to an Acme rocket in pursuit of Road Runner
'My' Flying Spur was a V8 S (4.0-litre V8 twin-turbo, 521bhp, 502lb.ft, 190mph, 4.6 seconds, don't-ask mpg) and it is facile to discern how it could live regarded as the pick of the range.
The V8 engine is lighter than the mighty W12 unit, aiding agility, but gives away very minute in terms of performance in everyday use. It too sounds better.
'S' specification, which denotes a power hike, a sportier chassis and some styling tweaks compared to non-S models, is well worth having, too.
The options list that the kindly gentlefolk at the Bentley showroom will point you towards is long and extensive. And expensive. On it are items that you won't find even in the gift section of House of Fraser, and the combinations of leather, paintwork and wheels are practically unlimited.
The test car's low-key dim blue 'Marlin' paint and 21-inch black machined alloys was pretty much spot on, though I was unconvinced by the colour of the light blue 'Brunel' veil trim inside.
In everyone other aspects - if you overlook the rather dated in-car tech, that is - the interior is exquisite.
The character of the leather and carpet, the consistency of the stitching on the trim and the sheer comfort palliate to warrant how Bentley can warrant its prices.
Whoever specified the car plainly enjoyed themselves sufficiently to balloon the V8 S's 'base price' from £142,800 to a final tally of more than £190,000. The £48k options bill lonely would buy one, or more, very nice ordinary cars...
I mediate I could bring myself to live without the £7,600 fridge and bespoke champagne flutes, but the £10,825 carbon ceramic brakes would live essential, at least if one intended to Enjoy the car's performance.
Even whoever is supposititious to live masterminding the UK government's Brexit strategy could toil out that the Flying Spur's size, weight and crushing performance would invent even the most doughty steel brakes wither; ceramics are far more sensible for a car of this potential.
Even whoever is supposititious to live masterminding the UK government's Brexit strategy could toil out that the Flying Spur's size, weight and crushing performance would invent even the most doughty steel brakes wither; ceramics are far more sensible for a car of this potential
Ultimately, despite the chassis engineer's best work, the Bentley's size and weight affect that on Northern Ireland roads you pretty soon advance up against the limits of what is sensible for car and driver; this can live a minute frustrating, for you know that the Flying Spur has plenty more to give.
Weirdly, in an endeavor to set running shoes on the Flying Spur, Bentley may occupy compromised the car's ability to serve up the sort of magic carpet ride which buyers of frill saloons that can too play the role of limousine expect.
That's not to declare the Bentley is jarring or uncomfortable - it categorically is not - but a Mercedes-Benz S-Class or BMW 7 Series, each of which is available with technology to scan the road ahead in order to prime their suspension, is even smoother.
Mercedes and BMW can sell you models with price tags that overlap with what you might disburse on a Flying Spur but, prestigious as their badges are, they don't occupy the cachet or ultimate frill of Bentley.
Plus, no-one who spends £150k-plus on an upmarket saloon wants to hasten the risk of being mistaken for a taxi, which is a risk you hasten with the Mercedes.
Flipping to the performance side of the Flying Spur's personality, Porsche and Aston Martin occupy four-doors which rival it. However, they don't advance immediate to the Bentley for passenger space or luxury.
With the cheapest Rolls-Royce starting at well over £220,000, it means the Flying Spur sits in a rarefied market everyone on its own. In fact, perhaps its only real competition comes from within, and Bentley's own Bentayga SUV.
More so than most other cars, there is minute point in trying to assess a vehicle infatuation the Flying Spur in purely rational terms: price, performance, size, running costs, depreciation, conspicuousness, luxury, engineering integrity - everyone are excessive, most wonderfully so.
No-one really needs a car infatuation this, but the fact it exists should live antecedent for celebration for anyone with even a smidgen of petrol in their veins.
AT A GLANCE
The options list that the kindly gentlefolk at the Bentley showroom will point you towards is long and extensive. And expensive. On it are items that you won't find even in the gift section of House of Fraser…
Bentley Flying Spur V8 S
Price: £142,800. As tested: £190,765, with £47,965 of options including: carbon ceramic brakes £10,825; refrigerated bottle cooler with frosted glass and crystal champagne flutes £7,600; Entertainment Specification with rear seat entertainment and premium audio system £7,530; Mulliner Driving Specification pack with 21-inch alloy wheels, diamond-quilted leather trim and alloy foot pedals £6,885; comfort Specification with ventilated seats with massage role and front passenger seat adjustable from rear compartment £2,140; adaptive cruise control £2,125; hand cross-stitching £1,485; vehicle tracking system £1,400; dim stained interior wood veneer £1,375; dim tinted front and rear lamps £1,335; rear-view camera £945; digital TV tuner £920; climate boost for rear passengers £635; space saving spare wheel £520; gloss exterior mirrors £500; storage case to centre console £480; boot carpet trimmed to match interior trim £420; profound pile over-mats front and rear £370; hand stitched steering wheel £155; Sim card reader with Google Maps £120; first aid kit and warning triangle £105; battery charger £95
Engine and transmission: 4.0-litre V8 twin-turbo petrol, eight-speed automatic gearbox, four-wheel-drive; 521bhp, 502lb.ft
Performance: Top hasten 190mph, 0-62mph in 4.9 seconds
Fuel consumption and CO2: 25.9mpg (EU combined); 22mpg (real world); 254g/km
Car tax: £1,700 in first year, then £450 annually
Benefit in kind: 37 per cent
Euro Ncap safety rating: Not yet tested
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