#Angular 10.1 Features

[autoridexperts]

2025 Honda Odyssey: A Look at the Future of Family Mobility

The 2025 Honda Odyssey is set to build on its reputation as one of the most reliable and family-friendly minivans on the market, offering a perfect balance of style, comfort, and modern technology. As the minivan market continues to evolve, Honda has made sure to update the Odyssey with key improvements, focusing on enhanced safety features, advanced infotainment options, and better overall driving dynamics. Here’s a closer look at what the 2025 Honda Odyssey has to offer:

Design and Exterior: Modern and Sleek

The 2025 Honda Odyssey maintains the familiar, family-friendly minivan shape, but with a more contemporary design that reflects Honda’s evolving design language. The front fascia has been refreshed with sharper, more angular headlights and a bold grille, giving the Odyssey a more modern and stylish appearance than its predecessors. The body features clean lines and a sleek profile, improving the minivan’s aerodynamics without sacrificing interior space.

Honda offers a range of exterior colors, allowing families to personalize their Odyssey to suit their preferences. The Odyssey also retains its signature sliding rear doors, making it easy for passengers to enter and exit, even in tight parking spaces.

Interior: Spacious, Comfortable, and High-Tech

One of the standout features of the 2025 Odyssey is its spacious and versatile interior. Honda has consistently excelled in designing cabins that prioritize comfort for all passengers, and this new model takes that to the next level.

Seating and Comfort: The 2025 Odyssey can comfortably seat up to eight passengers, depending on the trim level. The second-row seating features Magic Slide™ seats, which allow for easy reconfiguration of the seating arrangement, making it simple to access the third row or to create additional cargo space when needed. The seats themselves are made from high-quality materials, with available leather upholstery for a more premium feel.

Technology: The 2025 Odyssey gets a significant tech upgrade with a larger, more intuitive infotainment screen. The base model comes with a 7-inch display, while higher trims feature a 9-inch touchscreen. Apple CarPlay and Android Auto integration come standard, and Honda’s new wireless smartphone charging pad is available. The system also features a built-in navigation system, available 4G LTE Wi-Fi hotspot, and multiple USB charging ports throughout the cabin.

Rear-seat Entertainment: For long trips or keeping kids entertained, the 2025 Odyssey offers a rear-seat entertainment system that includes a 10.1-inch screen, HDMI connectivity, and the ability to stream content from various apps. The system also supports multiple wireless headphones, allowing passengers to enjoy their media without disturbing others in the vehicle.

Storage: Honda’s engineers have also focused on practicality, with ample cargo space for all types of family gear. The Odyssey’s wide-opening tailgate provides easy access to the trunk, and the third-row seats can be folded flat into the floor to create a large, flat cargo area. There are also plenty of compartments for smaller items, including the spacious glovebox and convenient center console.

Performance: A Smooth and Efficient Drive

The 2025 Honda Odyssey continues to be powered by the same 3.5-liter V6 engine that has become a hallmark of the model’s performance. The engine produces around 280 horsepower and is paired with a smooth-shifting 10-speed automatic transmission. This powertrain provides a good balance between power and fuel efficiency, allowing the Odyssey to offer a comfortable ride while still maintaining decent gas mileage for a vehicle of its size.

Honda also provides front-wheel drive as standard, with all-wheel drive remaining unavailable for this model. The suspension system has been tuned to provide a smooth, comfortable ride, ideal for families spending long hours on the road. The Odyssey’s handling remains nimble for its class, with precise steering and minimal body roll, making it easy to maneuver, even in tight parking situations.

Safety: Advanced Honda Sensing Suite Standard

The 2025 Honda Odyssey is equipped with an extensive array of safety features to help protect you and your family on the road. Honda’s Honda Sensing suite of advanced safety technologies comes standard across all trim levels. This suite includes:

Adaptive Cruise Control: Maintains a set speed and adjusts the vehicle’s speed to maintain a safe distance from the car ahead.

Lane Keeping Assist: Gently steers the vehicle to help it stay within its lane.

Forward Collision Warning with Automatic Emergency Braking: Detects potential collisions with vehicles ahead and can automatically apply the brakes to prevent or mitigate an impact.

Road Departure Mitigation: Alerts you if the vehicle drifts out of its lane without signaling.

Traffic Sign Recognition: Detects traffic signs and displays them on the dashboard.

Additionally, the 2025 Odyssey features rear cross-traffic alert, a multi-angle rearview camera, and a blind-spot monitoring system for improved visibility and awareness. The Odyssey’s comprehensive safety package ensures that it stands as one of the safest vehicles in its class.

Trim Levels and Pricing

The 2025 Honda Odyssey is available in several trim levels to cater to a range of needs and budgets. While the exact pricing will vary based on location and dealer incentives, the basic trim levels are expected to include:

LX: The base trim, offers a solid range of features, including Honda Sensing, the 7-inch infotainment screen, and dual-zone automatic climate control.

EX: A step up with added features like the larger touchscreen, Apple CarPlay, Android Auto, and power-adjustable front seats.

EX-L: Adds leather upholstery, power-folding mirrors, and an upgraded audio system for a more premium experience.

Touring: A high-end trim offering more advanced features, such as a premium audio system, navigation, and the rear-seat entertainment system.

Elite: The top-of-the-line model with all the bells and whistles, including an upgraded interior, panoramic sunroof, and additional convenience features like a hands-free power liftgate.

Pricing for the 2025 Odyssey is expected to start in the low-$40,000 range for the base LX trim, with higher trims exceeding $50,000.

Conclusion: A Strong Contender in the Minivan Segment 

The 2025 Honda Odyssey continues to be one of the best choices for families seeking a practical, well-equipped, and reliable minivan. With its spacious interior, modern technology, and advanced safety features, the Odyssey is more than just a people mover; it’s a vehicle that enhances the family experience on the road. Whether it’s a weekend road trip or the daily school run, the 2025 Odyssey proves to be a versatile and capable option in the crowded minivan market.

For families looking for a vehicle that delivers comfort, convenience, and cutting-edge technology, the 2025 Honda Odyssey remains a top contender.

For the latest updates on automobiles, new releases, and in-depth reviews, visit our website today!

[webideasolution]

The 9th of september marked the release of the most recent angular version 10.1 with capable features. contrary to the previous versions of angular, angular 10.1 is smaller having a powerful message extraction tool, performance improvement to the compiler, updated bug fixations, and many more updates.

[t-baba]

React Native End-to-end Testing and Automation with Detox

Detox is an end-to-end testing and automation framework that runs on a device or a simulator, just like an actual end user.

Software development demands fast responses to user and/or market needs. This fast development cycle can result (sooner or later) in parts of a project being broken, especially when the project grows so large. Developers get overwhelmed with all the technical complexities of the project, and even the business people start to find it hard to keep track of all scenarios the product caters for.

In this scenario, there’s a need for software to keep on top of the project and allow us to deploy with confidence. But why end-to-end testing? Aren’t unit testing and integration testing enough? And why bother with the complexity that comes with end-to-end testing?

First of all, the complexity issue has been tackled by most of the end-to-end frameworks, to the extent that some tools (whether free, paid or limited) allow us to record the test as a user, then replay it and generate the necessary code. Of course, that doesn’t cover the full range of scenarios that you’d be able to address programmatically, but it’s still a very handy feature.

Want to learn React Native from the ground up? This article is an extract from our Premium library. Get an entire collection of React Native books covering fundamentals, projects, tips and tools & more with SitePoint Premium. Join now for just $9/month.

End-to-end Integration and Unit Testing

End-to-end testing versus integration testing versus unit testing: I always find the word “versus” drives people to take camps — as if it’s a war between good and evil. That drives us to take camps instead of learning from each other and understanding the why instead of the how. The examples are countless: Angular versus React, React versus Angular versus Vue, and even more, React versus Angular versus Vue versus Svelte. Each camp trash talks the other.

jQuery made me a better developer by taking advantage of the facade pattern $('') to tame the wild DOM beast and keep my mind on the task at hand. Angular made me a better developer by taking advantage of componentizing the reusable parts into directives that can be composed (v1). React made me a better developer by taking advantage of functional programming, immutability, identity reference comparison, and the level of composability that I don’t find in other frameworks. Vue made me a better developer by taking advantage of reactive programming and the push model. I could go on and on, but I’m just trying to demonstrate the point that we need to concentrate more on the why: why this tool was created in the first place, what problems it solves, and whether there are other ways of solving the same problems.

As You Go Up, You Gain More Confidence

As you go more on the spectrum of simulating the user journey, you have to do more work to simulate the user interaction with the product. But on the other hand, you get the most confidence because you’re testing the real product that the user interacts with. So, you catch all the issues—whether it’s a styling issue that could cause a whole section or a whole interaction process to be invisible or non interactive, a content issue, a UI issue, an API issue, a server issue, or a database issue. You get all of this covered, which gives you the most confidence.

Why Detox?

We discussed the benefit of end-to-end testing to begin with and its value in providing the most confidence when deploying new features or fixing issues. But why Detox in particular? At the time of writing, it’s the most popular library for end-to-end testing in React Native and the one that has the most active community. On top of that, it’s the one React Native recommends in its documentation.

The Detox testing philosophy is “gray-box testing”. Gray-box testing is testing where the framework knows about the internals of the product it’s testing.In other words, it knows it’s in React Native and knows how to start up the application as a child of the Detox process and how to reload it if needed after each test. So each test result is independent of the others.

Prerequisites

macOS High Sierra 10.13 or above

Xcode 10.1 or above

Homebrew:

/usr/bin/ruby -e "$(curl -fsSL https://raw.githubusercontent.com/Homebrew/install/master/install)"

Node 8.3.0 or above:

brew update && brew install node

Apple Simulator Utilities: brew tap wix/brew and brew install applesimutils

Detox CLI 10.0.7 or above:

npm install -g detox-cli

See the Result in Action

First, let’s clone a very interesting open-source React Native project for the sake of learning, then add Detox to it:

git clone https://github.com/ahmedam55/movie-swiper-detox-testing.git cd movie-swiper-detox-testing npm install react-native run-ios

Create an account on The Movie DB website to be able to test all the application scenarios. Then add your username and password in .env file with usernamePlaceholder and passwordPlaceholder respectively:

isTesting=true username=usernamePlaceholder password=passwordPlaceholder

After that, you can now run the tests:

detox test

Note that I had to fork this repo from the original one as there were a lot of breaking changes between detox-cli, detox, and the project libraries. Use the following steps as a basis for what to do:

Migrate it completely to latest React Native project.

Update all the libraries to fix issues faced by Detox when testing.

Toggle animations and infinite timers if the environment is testing.

Add the test suite package.

Setup for New Projects

Add Detox to Our Dependencies

Go to your project’s root directory and add Detox:

npm install detox --save-dev

Configure Detox

Open the package.json file and add the following right after the project name config. Be sure to replace movieSwiper in the iOS config with the name of your app. Here we’re telling Detox where to find the binary app and the command to build it. (This is optional. We can always execute react-native run-ios instead.) Also choose which type of simulator: ios.simulator, ios.none, android.emulator, or android.attached. And choose which device to test on:

{ "name": "movie-swiper-detox-testing", // add these: "detox": { "configurations": { "ios.sim.debug": { "binaryPath": "ios/build/movieSwiper/Build/Products/Debug-iphonesimulator/movieSwiper.app", "build": "xcodebuild -project ios/movieSwiper.xcodeproj -scheme movieSwiper -configuration Debug -sdk iphonesimulator -derivedDataPath ios/build", "type": "ios.simulator", "name": "iPhone 7 Plus" } } } }

Here’s a breakdown of what the config above does:

Execute react-native run-ios to create the binary app.

Search for the binary app at the root of the project: find . -name "*.app".

Put the result in the build directory.

Before firing up the test suite, make sure the device name you specified is available (for example, iPhone 7). You can do that from the terminal by executing the following:

xcrun simctl list

Here’s what it looks like:

Now that weve added Detox to our project and told it which simulator to start the application with, we need a test runner to manage the assertions and the reporting—whether it’s on the terminal or otherwise.

Detox supports both Jest and Mocha. We’ll go with Jest, as it has bigger community and bigger feature set. In addition to that, it supports parallel test execution, which could be handy to speed up the end-to-end tests as they grow in number.

Adding Jest to Dev Dependencies

Execute the following to install Jest:

npm install jest jest-cli --save-dev

The post React Native End-to-end Testing and Automation with Detox appeared first on SitePoint.

by Ahmed Mahmoud via SitePoint https://ift.tt/2JTJWxK

[loadingguard645]

Drivers Evolute Pc

After purchasing a new computer, it is likely that the drivers are already out-of-date once you have the system setup on your desk. It's not always the easiest to find out exactly what type of components your PC has inside, nor is it simple to find each and every single driver update for your system.

Whether or not your system is brand new or a couple of years old, Driver Identifier is able to help you find updated system drivers and gives you a list of components which should be updated on Windows. In many cases, there is something on your system which should be updated and Driver Identifier simplies that task immensely.

EVOLUTE™ true absolute encoder system with RTLA50 linear scale. Based on Renishaw's industry-proven absolute technology, the EVOLUTE series is a true-absolute non‑contact linear optical encoder with a 50 µm scale period, bringing superb installation tolerances and greater dirt immunity for applications that demand not only the highest operational integrity, but where fast installation is. EVOLUTE IMPRESS PRINTER DRIVERS PC - downloaded 131 times, uploaded on, receiving a 4.67/5 rating by 184 users. Install Evolute B14HM21 laptop drivers for Windows 7 x64, or download DriverPack Solution software for automatic drivers intallation and update. Established in 1975, EVOLUTE SOLUTIONS PVT. Has made a name for itself in the list of top service providers of Power Supplies in India. EVOLUTE SOLUTIONS PVT. Is listed in Trade India's list of verified companies offering wide array of LED Driver, Switched Mode Power Supply (SMPS), Chargers And Adapters etc. Contact here for Power Supplies in Vasai, Maharashtra.

If, by chance, you don't have any drivers which need updates, this program is also helpful in that it displays device information in an easy-to-read and helpful manner.

Best of all, Driver Identifier is 100% free software.

Features and highlights

Automated drivers installation

No time is wasted anymore looking for drivers

Supports virtually any drives for any PCs

Drivers update quick and easy

Supports 32-bit and 64-bit drivers

Foolproof interface

Driver Identifier 6.0 on 32-bit and 64-bit PCs

This download is licensed as freeware for the Windows (32-bit and 64-bit) operating system on a laptop or desktop PC from drivers without restrictions. Driver Identifier 6.0 is available to all software users as a free download for Windows.

Filed under:

Driver Identifier Download

Freeware Drivers

Features

Protocols: BiSS®, DRIVE-CLiQ, FANUC, Mitsubishi, Panasonic, Yaskawa

Readhead size: 36 x 16.5 x 17.2 mm

Resolutions to 50 nm at 100 m/s

±10 µm/m accuracy at 20 °C

Scale coefficient of thermal expansion at 20 °C: 10.1 ±0.2 µm/m/°C

Side cable outlet version available

Benefits

Very high dirt immunity

Wide set-up tolerances

Excellent motion control performance

Less than 10 nm RMS jitter for improved positional stability

±150 nm Sub-Divisional Error for smooth velocity control

Side mounting option and reversible readhead for flexible mounting

Optional Advanced Diagnostic Tool

What is EVOLUTE?

Based on Renishaw's industry-proven absolute technology, the EVOLUTE series is a true-absolute non-contact optical encoder with a 50 µm scale period, bringing superb installation tolerances and greater dirt immunity for applications that demand not only the highest operational integrity, but where fast installation is critical.

Resolutions down to 50 nm along with low SDE and jitter from cutting edge optical design and high-speed signal processing give the EVOLUTE encoder the targeted performance to meet the needs of the most demanding OEM applications.

What is RTLA50 scale?

RTLA50 incorporates the same stainless steel tape scale as RTLA, but this time with a 50 µm pitch version of our absolute scale code. It is accurate to ±10 µm/m and available in lengths up to 10.02 metres. Two mounting options are available, both of which allow independent scale thermal expansion and the convenience of tape scale.

RTLA50 can be used with the revolutionary FASTRACK™ scale carrier system. This system allows a track to be laid quickly and easily with no need for fixing holes. A sacrificial spacer is removed and the tape scale is then fed into the track.

RTLA50-S is laid onto the substrate with self-adhesive backing tape. The self-adhesive is formulated in such a way that it allows the scale to expand independently of the substrate.

To complete the installation, both types of scale are clamped at one point to provide a datum position.

Easy fault finding and servicing

The Advanced Diagnostic Tool ADTa‑100 acquires comprehensive real-time data from EVOLUTE™ encoder readheads. The information is displayed via the user-friendly ADT View software interface. Whilst in most cases the integral set-up LED on the encoder is sufficient for setting up the system, the ADT can be used to aid more challenging installations. The ADT can also report on encoder performance and assist system fault finding to avoid lengthy machine downtime.

Fast and easy installation

Machine build time is critical in OEM applications as time saved in component installation allows shorter manufacturing lead times and ultimately higher profitability. The large rideheight and tolerance offered by the EVOLUTE readhead (rideheight of 0.8 mm, tolerance ±0.25 mm) ensures fast and simple installation with instant validation from the integral set‑up LED, eliminating the need for time consuming fine adjustment. This superior set-up tolerance is enabled through advanced optics and by not following the conventional absolute measurement technique of using dual tracks side-by-side (one incremental, one absolute) which inherently suffer de-phasing problems when small amounts of angular misalignment are introduced.

Robust operation

Minimising down-time is a top priority for end-users of production machinery. The EVOLUTE encoder ensures up-time through multiple mechanisms that enable high dirt immunity for an optical system: a Digital Signal Processor (DSP) is used to analyse captured data from the custom image sensor and work with the optical imaging system to overcome light scattering effects of oily or greasy smears that may cause other encoders to fail; the custom point-source LED changes its flash duration to provide the best signal integrity for all traversing speeds; and finally, substantial redundancy is built into the absolute code pattern, allowing the EVOLUTE readhead to function over parts of the scale that are partially obscured by particulate contamination.

Interface option

DRIVE-CLiQ interface

Required for DRIVE-CLiQ protocol

Displays communication alarms

Duplicates readhead LED

No interface is required for the other available protocols.

The EVOLUTE encoder system is compatible with the Advanced Diagnostic Tool ADTa-100 and ADT View software. They provide comprehensive real-time encoder data feedback to aid more challenging installations and diagnostics. The intuitive software interface can be used for:

Drivers Evolute Pci

Signal optimisation over the entire axis length

Digital readout of encoder position (relative to the scale)

Setting zero

ProtocolDescriptionData sheetCompatible productsBiSS®

Renishaw supports the BiSS C (unidirectional) open protocol for absolute encoders. BiSS is a high-speed serial protocol, perfect for dynamic axes that require high acceleration, silky-smooth velocity control, excellent bi-directional repeatability and rock-solid positional stability.

The BiSS protocol is compatible with a wide range of industry-standard controllers, drives, DROs and PC counter cards.

DRIVE-CLiQ

EVOLUTE with Siemens DRIVE-CLiQ serial interface is available for linear applications. DRIVE-CLiQ is the innovative, powerful communications interface to connect encoder and direct measurement systems with SINUMERIK and SINAMICS drive components.

EVOLUTE DRIVE-CLiQN/AFANUCEVOLUTE with FANUC serial interface is available for linear applications. EVOLUTE brings many advantages to high-performance machine tools that use FANUC controllers. EVOLUTE FANUC N/A

Mitsubishi

The Mitsubishi serial communications interface is compatible with the J4 series of servo drives and the MDS-D2/DH2/DM2/DJ drives for machine tool applications.

N/A

Panasonic

The Panasonic serial communications interface is compatible with A5 and A6 series of drivers.

N/AYaskawa

The Yaskawa serial communications interface is compatible with Sigma-5 and Sigma-7 SERVOPACKs.

EVOLUTE YaskawaN/A

Measuring standard

FASTRACK RTLA50: stainless steel tape scale with carrier system

RTLA50-S: stainless steel absolute coded tape scale with self-adhesive backing tape, for mounting directly to a substrate without the FASTRACK guide rails

Readhead size (LxWxH)

36 mm x 16.5 mm x 17.2 mm

Scale pitch

Nominal 50 μm

Coefficient of thermal expansion at 20 °C

10.1 ±0.2 μm/m/°C

Accuracy grade at 20 °C

±10 μm/m

Scale length

Some BiSS C® protocol variants have limited maximum length (See data sheet for details)

FASTRACK: 100 mm to 10.02 m

RTLA50/RTLA50-S: up to 10.02 m

Maximum speed

(See data sheet for details)

Up to 100 m/s

Protocols*

BiSS C, DRIVE-CLiQ, FANUC, Mitsubishi, Panasonic, Yaskawa

Resolutions

500 nm, 100 nm and 50 nm for BiSS C, FANUC, Mitsubishi, Panasonic, Yaskawa

50 nm for DRIVE-CLiQ

Sub-Divisional Error (SDE)

±150 nm

Electrical connection

0.5, 1, 1.5 or 3 m cable lengths with 9-way D-type connector for BiSS C, FANUC, Mitsubishi, Panasonic, Yaskawa

M12 for DRIVE-CLiQ

Power supply

5 V ±10%, max 250 mA @ 5 V (terminated)

Vibration (operating)

300 m/s2 max @ 55 Hz to 2 000, 3 axes

Shock (non-operating)

1 000 m/s2, 6 ms, ½ sine, 3 axes

Operating temperature

0 °C to +80 °C

Sealing

IP64

Evolute Pc Drivers

Refer to data sheets for full details.

*Other protocols are continually being added.

[webideasolution2]

he 9th of September marked the release of the most recent Angular version 10.1 with capable features. Contrary to the previous versions of Angular, Angular 10.1 is smaller having a powerful message extraction tool, performance improvement to the compiler, updated bug fixations, and many more updates.

[dipulb3]

2021 Audi RS7 review: What's not to like?

New Post has been published on https://appradab.com/2021-audi-rs7-review-whats-not-to-like/

2021 Audi RS7 review: What's not to like?

Gotta love that profile.

Steven Ewing/Roadshow

If for some reason you just can’t jump on the RS6 Avant bandwagon (pun absolutely intended), Audi has another option for you: the RS7. With its sleek looks, sharp handling and class-leading cabin tech, the Audi RS7 is one of the best all-around luxury-performance cars you can buy today.

Like

Tremendous V8 power

Sharp handling thanks to standard performance hardware

Best-in-class multimedia tech

Don’t Like

Not as functional as the less-expensive RS6 Avant

17 mpg combined — yikes!

Driver-assistance tech isn’t standard

The RS7 certainly looks the business, all angular and mean, with broad shoulders and wide hips and that classically beautiful Sportback silhouette. I’ll admit I still find the taillights of the current A7/S7/RS7 models to be a little frumpy, but that’s a small nit to pick on an otherwise flawless design. Considering the last RS7 was a little too sedate-looking for its own good, it’s nice to see Audi flexing a bit of design muscle with this latest RS hatch.

On the other hand, I’m equally glad Audi’s designers exercised plenty of restraint when penning the RS7’s cabin. What could’ve been a mess of unnecessary angles and overstyled surfaces is instead quite elegant. The interior isn’t really all that different from what you get in the rest of the A6 and A7 range, but I’m not mad about it. The overall aesthetic is clean and modern, with tasteful accent stitching on the RS-specific seats and no superfluous buttons — just flat, clean surfaces and screens, screens, screens.

Audi currently leads the charge on luxury-car cabin tech and it’s easy to see why. The company’s MMI Touch Response infotainment system is easy to operate, with colorful tiles for the most frequently used features, snappy response times and a relatively intuitive menu structure. The 10.1-inch screen in the middle of the dash houses the main multimedia interface, and there’s a secondary, 8.6-inch display below. That slightly smaller screen is where you’ll find climate control functions and on-off switches for the stop-start system and various driver-assistance features. The bottom display also functions as a handwriting tablet for easy destination search or address entry. Open a nav search, write “tacos” and boom, you’re off to lunch.

The MMI interface is seriously robust, but you don’t even need it most of the time. That’s because the RS7 comes standard with Audi’s Virtual Cockpit digital gauge cluster, housed on a 12.3-inch screen head of the steering wheel. This basic tech might be a few years old, but Virtual Cockpit is still the bomb, with Google Earth navigation overlays and simple controls for things like phone, audio and vehicle data via steering-wheel toggles.

Comfy and techy.

Steven Ewing/Roadshow

Weirdly, while the RS7 comes with Audi’s best multimedia tech offerings, all of the good driver-assistance wizardry costs extra. Yes, a 360-degree camera, parking sensors and forward collision warning are standard, but full-speed adaptive cruise control, lane-keeping assist, traffic sign recognition and rear cross-traffic alert are all locked behind the $2,250 Driver Assistance Package. Why this stuff doesn’t come standard on a six-figure luxury car is beyond me, but it’s also not uncommon, so whatever.

Then again, it’s not like you’re buying an RS7 to let the computers take over every time you get behind the wheel. This thing absolutely rips, and you’d be doing yourself a disservice not to drive the pants off it every chance you get.

The fun starts with Audi’s 4.0-liter twin-turbo V8 — the same one you’ll find in a bunch of other cars, including the RS6 Avant. This engine sends 591 horsepower and 590 pound-feet of torque to all four wheels through Audi’s excellent Quattro all-wheel-drive system, resulting in a 0-to-60-mph time of just 3.5 seconds. That’s damn quick.

Shockingly, these huge, 22-inch wheels don’t ruin the ride.

Steven Ewing/Roadshow

Happily, every RS7 gets Audi’s full roster of performance hardware, including an adaptive air suspension, electronic rear differential and four-wheel steering. The last two bits are particularly important, giving this all-wheel-drive car a bit of rear-wheel-drive shove through corners, the rear-axle steering virtually shortening the wheelbase while you slink through tight bends. The RS7 is an incredibly agile thing, with nicely weighted and communicative steering and solid power from the standard steel brakes. You can pay $8,500 to add ceramic brakes with gray calipers, which offer a world of stopping power, but I don’t think you’ll need this upgrade in day-to-day use. If you’re tracking your RS7 or frequently hitting triple-digit speeds, then sure, live it up. For the rest of you, just stick with the steel stoppers.

Regardless of which brakes you choose, they’re nestled behind absolutely massive wheels. The RS7’s standard setup wraps 21-inch wheels in 275/35 tires, but this tester has the optional 22-inch package with lower-profile 285/30 rubber. Audi says the 21s are the smallest-diameter wheels that will clear the RS7’s huge brakes, and the 22s just look like overkill by comparison. Thankfully, the air suspension is tuned to filter out a lot of the harshness you might otherwise expect from such an aggressive wheel-and-tire package. Whether you’re rolling in the RS7’s Comfort or Dynamic modes, the ride quality I observed on Southern California roads is great — smooth and supple on the highway but nice and taut during sporty driving. I’m struggling to think of another car that’s as nicely sorted while riding on enormous wheels — aside from the RS6 Avant, anyway.

I’d personally rather have the wagon, but hey, you do you.

Steven Ewing/Roadshow

In fact, the RS7 is all-around nicer to drive and live with than its closest competitors, the BMW M8 Gran Coupe and Mercedes-AMG GT63. The Audi is simply better balanced and has sharper in-car tech, and this car’s Sportback shape means it’s far more capacious, with 24.7 cubic feet of space behind the rear seats and a whole lot more if you fold them flat. The only thing that comes close is Audi’s own RS6 Avant or a run-of-the-mill crossover. Why buy a crossover when you could get this?

Really, the RS7’s closest competitor is the aforementioned RS6. The RS7 is a bit more expensive, at $115,045 to start (including $1,045 for destination) compared to the RS6’s $110,045. I personally can’t imagine picking the Sportback over the more interesting-looking and more functional Avant, but not everyone shares my opinion. 

No matter the roofline, Audi’s latest RS is a winner.

[angularjsindia-blog]

Know All New Features of Angular 10.1

Earlier this in the 2nd half of the year, Angular released its latest version Angular 10. Wasting no time Angular already rolled out the security and upgrades of this version and on the 9th of September, with version 10.1 Angular released a number of new features and security patches. Top AngularJS Development Company, like AngularJS India, were the first ones to test the updates. Angular 10 is a much smaller update than it’s the previous versions. The new features consist of a new date range picker in Angular’s UI Component Libraries and CommonJS warning imports. The 10.1 was a small release, hence, let’s take a look at key features this latest update brings.

 Original Blog Source – Know All New Features of Angular 10.1

[eurobahnautorepairservice]

2019 Audi Q3 - The Ultimate Driving Machine

The Q3 might not be an iconic choice for a driver, but it comes with some of the best technology in the car world with the attention to detail and premium feel that defines it’s an Audi model. Needless to say, these highlights make the Q3 feel special and well worthy of the attention.

The Audi Q3 has been considered one of the most successful models of German car maker, thanks to its compact crossover SUV.

Over the years, Audi has made some changes to Q3, offering additions above and below the bonnet and a high-octane RS version for people who admire their SUV with an element of automotive thuggishness. To keep your vehicle running strong, take it to the nearby Audi Greensboro NC for maintenance and care.

Aggressive Angles:

At a casual glance, the Q3 does not look too different from its predecessor, but look more closely, and you may notice more aggressive elements into the machine. Sharp, angular lines on the vents and lights provide a more sporty look with a larger front grille giving the impression of a snarling maw.

Simple Germanic Luxury:

The all-new Q3 is an embodiment of luxury. It comes with an improved cabin, significantly improving its stance. The trim and switchgear of the previous version has been facelifted with sharper compact designs and digital readouts to make better use of dashboard space, while the metal-effect trims look smarter and more refined.

Tech Filled:

Like every refreshed Audi over 2018 and 2019, the Q3 is upgraded wit the car maker’s Virtual Cockpit, which comes standard with a 10.25-inch digital instrument cluster for the driver. Additionally, it features a separate 10.1-inch touchscreen display for the infotainment unit.

To keep your vehicle in good shape, bring it in for maintenance and care at Audi Repair Greensboro NC.

[goadapter-blog]

The Toshiba AT300 Review

The Toshiba AT300 is often a tablet that features Android 4.0 Ice Cream Sandwich,and has a ten.1-inch Gorilla Glass LED-backlit screen which has a resolution of 1280x800 pixels,a quad-core Nvidia Tegra 3 chip and a slender aluminum body.What's more, it comes along with a 5-megapixel rear digital camera and 2-megapixel front facing shooter.Toshiba's previous tablets haven't particularly been nicely obtained,with almost all of them deemed hideous,bulky and largely uncompetitive versus rival units.The Tablet AT300,regarded given that the Excite 10 batteria kt.00407.004 in other markets,aims to change that having a slender design along with a look and feel that's in keeping with the firm's 7.7 and 13in models.While the Tablet AT300 is an improvement on Toshiba's previous endeavours,it's overpriced and eventually gives tiny that sets it besides opponents.

Design

Toshiba's past tablet,the AT200,was just one of the slimmest on the marketplace,measuring only 7.7mm thick,hence the AT300 has some skinny sneakers to fill.At eight.95mm,it can be not quite as slender,but it makes up for it having a a great deal more pleasing layout.It really is slightly slinkier when compared to the new iPad,which arrives in at nine.4mm - and you would hardly phone that chubby.Never to its encounter,anyway.The AT200 might have been amazingly slender,but that would seem to obtain resulted in develop quality difficulties.Notably,the edges had been so sharp,I was incredibly conscious about not brushing my fingers over them once i was holding it.Thankfully,the AT300's up-to-date structure replaces the angular edges using a rounded finish.It might happen to be improved experienced Toshiba stored it incredibly slim and designed it far more pleasant to carry,but I'd alternatively have it this fashion close to if I am unable to have each.The chassis is produced solely from various plastics that don't possess the exact same quality come to feel of the iPad's steel casing,but luckily,it does not come to feel affordable and horrible much like the plastic shells of cut price basement tablets such as Andy Pad.There is tiny flex while in the back plate and none of the unfastened edging SVF15213CXW or unexplained gaps among items,that notify of shoddy development.I would be quite content material chucking it casually right into a bag and whisking it off on an adventure.Regardless of the slim human body along with the much less than stellar construct excellent,Toshiba has at the very least provided a great deal of ports on the Pill AT300.Around the right you are going to look for a conventional three.5mm headphone jack,a micro-USB port for connecting to your computer system,a micro-HDMI port for connecting into a tv or projector along with a full-sized SD card slot.The latter is definitely an attention-grabbing but welcomed characteristic,as most other Android tablets are inclined to employ the smaller sized microSD card slot Caricabatterie Toshiba Z930 for expandable memory.About the left side from the Pill AT300 can be a power/lock monitor button,a display rotation lock slider and volume controls.These all supply excellent tactility and are relaxed to press,despite the fact that they are not lifted as well a great deal through the edge.To the base in the tablet are two speakers which flank Toshiba's monumental Caricabatterie Dell I9-8950HK proprietary dock connector that costs the product.The connector appears to be ridiculously large when linked as it can be thicker as opposed to tablet itself.The Pill AT300 can only be charged using this connector,not via the micro-USB port.The upside to this connector is it expenses the AT300 in all over an hour plus a fifty percent,so it really is considerably more quickly than micro-USB charging.

The 5-megapixel back again camera peeks outside of an underwhelming textured grey plastic casing.Like most tablets,there is certainly not a whole ton likely on using the front with the machine.The glass slopes absent attractively on the edges,which helps this design jump out marginally from your group.That smaller sloping edge has an exceptionally subtle sparkly result which you'll be able to only definitely see in the appropriate gentle,but it's fairly interesting once you see it.Round the back is usually a gray plastic panel Caricabatterie Asus S301LA that's been supplied a textured impact that is arguably fairly boring,but is rather substantially par for your program for the good deal of Android tablets.As being a ten.1-inch slate,you might be unlikely to become keeping it up in a single hand for too extensive,primarily supplied its 590g bodyweight.You're far more likely to work with it with your lap whilst lying down,or standing it at your desk.In case you particularly fancy one-handed pill use,you may want to check out the smaller sized and lighter Google Nexus seven by Asus or even the Samsung Galaxy Tab two seven.0 - your arm muscular tissues will definitely thanks.Throughout the edges you are going to discover a three.5mm headphone jack,a micro-HDMI port for hooking it around a major Tv set as well as a micro-USB port,together with the regular quantity rocker and power button.Awkwardly,the AT300 does not demand over USB so you're pressured to plug while in the fairly chunky power plug.This also usually means you cannot borrow a mate's cable Caricabatterie Asus PG278Q for those who begin to operate low on electric power.A welcome addition is the full-sized SD card slot,that will enable you to whack your digital camera's card straight in,not like the myriad of tablets that acquire microSD.I discovered it pretty quick to plug inside of a card and assessment the shots I have taken on the shoot,deleting any images that are not approximately scratch,and revelling from the types that may absolutely be award-winning.The 10.1-inch display screen arrives packing a one,280x800-pixel resolution.Which is no match for Apple's eye-melting 'retina' screen,which features two,048x1,536 pixels.Neither does it problem the entire High definition exhibit of the Asus Transformer Pad Infinity 700,but it is nevertheless within the major fifty percent with the pile of Android tablets.The resolution may be the very same as that made available over the Asus Transformer Prime,and i located that for being pretty and crisp,so I had superior hopes for this screen.The display screen Batteria X301 2776 is pretty brilliant.It is really easily viewable under daylight plus the harsh place of work tanning bulbs of CNET Uk Towers.There are still a few reflections that are unable to be prevented,but in most cases,the brightness bargains with them effectively.I could not say it had been any more or much less daring than other slates in the leading 50 % in the current market,but it truly is definitely excellent adequate to enjoy your videos with the Google Participate in keep or perhaps to look at the odd YouTube clip.The monitor is covered in Corning Gorilla Glass,that is precisely the same stuff uncovered around the entrance with the iphone 4S.It is really a lot harder than typical glass,which makes it especially scratch resistant batteria 700-12isk 80ql and less possible to shatter into a bazillion pieces when you dropped it on the ground.Never be expecting it to return off much too properly if it plummets from quite a few toes onto concrete although.

Performance

The main hardware specs on the AT300SEhave not improved compared for the AT300.Both use an Nvidia Tegra 3 processor,which was created in a forty nm system.The 4-plus-1 technology means that yet another fifth companion core is integrated.This electrical power efficient processor handles less demanding duties.The memory is actually a 32-bit single channel 667 MHz DDR3-1333 module with 1,024 MB.Our evaluation unit has an integrated flash storage with a whole ability of sixteen GB.Following deduction with the system software the person can use twelve.seventy eight GB.If this really is not ample you could lengthen the storage with micro SD playing cards batteria mu06 of as many as 32 GB.As a result of the identical major hardware parts we suspect large similarities when it comes to artificial benchmark outcomes between the reviewed Nvidia Tegra three units.In GLBenchmark 2.5 the results on the two devices plus the Xperia Tablet S fluctuate significantly less than one fps.Only from the Linpack benchmark batteria hp 15-ak100 the AT300SE can evidently go ahead and take guide and beats the competition by nearly 67%.The pill also reaches a superb result inSmartbench 2012,with the exception of the Google Nexus 7 no unit can sustain with our overview unit.With all the browser based mostly benchmarks the top final results are combined.In Google V8 Ver.7 the AT300SE can surpass the Floor RT,the Nexus 7 plus the Xperia Pill S.Only the Asus Memo Pad Smart ten will get a 16% better result.It is the exact same condition with Sunspider 0.9.one,except for the Area RT,which gets a greater rating.These kinds of benchmarks always heavily rely on the made use of browser; in our review we utilised the common Android browser,not Google Chrome.Each time a machine can handle Hd motion picture playback,it is rather likely that far more demanding video games are no challenge either.With Will need for Velocity: Hot Pursuitand GTA III we performed two present 3D video games around the pill.Apparently the CPU load was not very high,we could not even figure out a warming up of the device.To generally be about the secure side we also tried out 2d online games like Offended Birds or Osmos Hd but,as envisioned,these a lot less demanding titles were being no challenge.Even though we do not see any tablet complicated the ThinkPad Tablet or Transformer Pad 300 with dock for connectivity,the AT300 remains to be best of your slim standalone 10in pill class,because it presents not just a headphone/microphone caricabatterie pa 1650 93 jack,microHDMI and microUSB,and also a full-size SDXC card slot.Which is a fairly exceptional but amazingly practical addition to any transportable product,don't just simply because it will allow you to definitely cheaply broaden memory by as many as 128GB,but also because you could immediately insert memory playing cards from a digicam devoid of an extra adapter.When each of the tablet's connections are located about the proper,the left houses the power button,a tactile volume rocker and helpful orientation lock switch.Normally Wi-Fi N and Bluetooth three.0 protect the wireless aspect of points,alongside with optional 3G - once again an option not provided by some rivals,most notably the Asus' Transformer Prime and Pad 300.Toshiba produced a superb task together with the warmth dissipation and therefore the design from the system.Owing into the moderate power intake the AT300SE can get to solid success in our runtime exams.We simulate the utmost SoC 043NY4 074VT4 load using the application "Stability Test".Moreover all wireless modules are activated and also the display screen is set to maximum brightness.Only right after four hrs and 32 minutes does the tablet have to be plugged in. Xperia Tablet S in addition as Asus Memo Pad Intelligent 10 need to be recharged immediately after 3:12 several hours.A complete demand requires four several hours and 19 minutes.The other extreme of our runtime checks may be the idle simulation.The display screen brightness is lowered to the minimum batteria b590 mbx34ge and all wi-fi modules are deactivated.With fifteen several hours and eighteen minutes the unit is extremely enduring,nonetheless,the Sony Xperia Pill S retains up 11 minutes for a longer period.The result of our a lot more practical situation is nine hrs and twenty minutes.In this situation internet webpages are opened in the outlined rhythm by means of script - using a brightness of all over 150 cd/m2.The main difference into the Asus Memo Pad Smart ten is evidently apparent with 2 hrs and 40 minutes.The AT300SE plainly wins this examination section.

The Toshiba Tablet AT300 runs an pretty much fully inventory edition of Google's Ice Cream Sandwich Android OS.This consumer interface is nearly fully void of any software program customisation by Toshiba,except for some video clip and audio enhancements that despite the fact that perform well,you should not increase a major deal on the over-all offer.You can find a prosperity of provided applications around the Toshiba Pill AT300 that normally wouldn't occur with Ice Product Sandwich.These incorporate Amazon Kindle,the ThinkFree Business Suite,a File Manager,the fairly ineffective WildTangent Video games app retail outlet,Norton Security,the PrinterShare application,Toshiba's Service Station application for software program updates,the Skitch drawing application,a sound recorder,the Splashtop distant desktop app and the TuneWiki social networking participant.The vast majority of these are typically underwhelming applications that you'll likely take away,even though Toshiba's Media Participant is without a doubt worthy of a second look.In combination with acting like a player for movie and music information and a image viewer,the application also allows you to stream multimedia content to compatible DLNA products like televisions.The default ICS software runs largely with out troubles caricabatterie exa1208uh around the Tablet AT300.Performance is relatively outstanding,even though we observed the overall user working experience was not as smooth given that the more compact AT270 design.We skilled some occasional lag when trying fundamental responsibilities,like changing settings,scrolling by way of widget-heavy home screens.None of this slowdown was a dependable dilemma,though the AT300 does come to feel significantly less snappy compared to the great AT270.Nearly all of Android's popular difficulties remain,though these are challenges using the platform by itself alternatively compared to Pill AT300 components.The browser typically lags when scrolling or zooming in on internet pages,primarily image-heavy web sites.The monitor normally takes way too prolonged to rotate caricabatterie adp-90yd b if you transform the orientation.In addition to Android's greatest situation as a pill platform,the fact that there are not adequate Android apps optimised for the much larger screen size.A very good illustration is definitely the Spotify application,which ridiculously only operates in portrait manner for the reason that it absolutely was designed to be employed on the smartphone rather than a tablet.Apps like Fb,Twitter and Dropbox are other illustrations of smartphone apps basically blown nearly suit the AT300's larger sized monitor plus the stop end result does possess a damaging impact on the general user working experience.In spite of some effectiveness quirks,the Toshiba Pill AT300 excels at gaming.Graphic intensive titles like Dead Cause,GTA III and Shadowgun perform with ease.We did not working experience any lag even though participating in these titles and each the graphics and body charges are spectacular.

Conclusion

The Toshiba AT300 is an extremely decent tablet,with a good quality display,speedy quad-core processor and in many cases an ok digicam,all for approximately the same price tag as being the iPad two.But beside Google's Nexus seven tablet,which loses a few inches from the monitor,and also about a  ¨º100 from the value tag,it appears merely a wee little bit pricy.

[webideasolution]

The 9th of september marked the release of the most recent angular version 10.1 with capable features. contrary to the previous versions of angular, angular 10.1 is smaller having a powerful message extraction tool, performance improvement to the compiler, updated bug fixations, and many more updates.

[robertkstone]

2019 Toyota C-HR XLE First Test: Style Priorities

Although Toyota originally intended to sell the C-HR as a Scion, the youth-oriented brand folded before the crossover’s North American debut. The polarizing C-HR lives on as a Toyota, however, and for 2019 gains new trim levels from the base LE to the range-topping Limited variants. With a wider variety of models and new multimedia tech, let’s take another look at this cute-ute to see if it can lure new buyers into the Toyota brand.

Pictured is the 2018 Toyota C-HR.

Exterior styling remains the C-HR’s distinguishing feature. Barely changed from concept form, the spaceship-like crossover is an attention magnet. Inside, the angular design theme continues with triangular patterns on the dash, door panels, and center console. There are soft surfaces near touchpoints while cheaper, harder bits are used in the rear door panels and the lower part of the center console. The 2019 C-HR’s cargo area’s usability is hampered by its sloping rear window, but it does offer 19 cubic feet of space. Folding the rear seats increases capacity, but every competitor except the Fiat 500X has more room for your gear. Regardless of where you sit, the 2019 C-HR’s cabin is claustrophobic and visibility is severely compromised. The small rear windows make the rear seats feel even more cramped, and the dash gives the interior an uncomfortably confining ambience.

For 2019, Toyota replaced the antiquated aftermarket-looking interface from the 2018 model with its Entune 3.0 unit. This system is an improvement over its predecessor, but response times are slow whether you’re using the physical buttons or the 8.0-inch touchscreen. There’s also only one USB port, an epic fail in any smartphone-wielding millennial’s book. Apple CarPlay is standard on all models, but Android users must use Toyota’s Entune apps, none of which are on par with Google Maps and other smartphone apps.

All 2019 C-HRs come standard with Toyota Safety Sense P suite, bundling together adaptive cruise control, automatic emergency braking, forward collision warning, pedestrian detection, automatic high-beams and lane departure warning with steering assist. Blind-spot monitoring and rear cross-traffic alert are available on the XLE and Limited grades. Toyota’s adaptive cruise control system maintains speed with little deviation even when going downhill, but the gap it leaves between you and the vehicle in front is too big even in its closest setting. The lane departure warning system also needs improvement because, in our experience, the crossover had already crossed into the other lane before the system nudged us back.

At the track, the 2019 C-HR proved it’s more show than go, hitting 60 mph in 10.1 seconds and the quarter mile in 17.6 seconds at 80.6 mph. Road test editor Chris Walton noted that revs rise slowly to redline before the CVT “upshifts,” leading to lazy acceleration from a standstill. Between the underpowered 2.0-liter engine, leisurely throttle response, and its as-tested 3,263-pound curb weight, the C-HR is agonizingly slow; going up inclines or passing and merging onto highways require planning. The CVT also gets thrashy when accelerating hard. Braking performance is respectable, stopping from 60 mph in 122 feet with minimal fade, but Walton also observed excessive pedal vibration and front-end dive that’s severe enough to cause the rear end to lift up during emergency stops.

Despite its slow acceleration, the 2019 C-HR falls mid-pack in fuel economy. The Toyota’s EPA-rated 27/31 mpg city/highway falls behind many front-drive competitors except for the Ford EcoSport, Jeep Renegade, and Fiat 500X. The Subaru Crosstrek and an all-wheel-drive-equipped Mazda CX-3 are also more efficient, as is the larger Honda CR-V in 1.5 FWD form.

The Toyota C-HR features four-wheel independent suspension for improved ride and handling. On the figure-eight course, the C-HR turned in a time of 28.1 seconds with a 0.58 g average and generated 0.83 g of lateral acceleration on the skidpad. Cornering is secure and the suspension does a great job of absorbing big impacts; however, ruts and expansion joints upset the C-HR more than expected, and the steering feels artificial and disconnected. The Hyundai Kona and Mazda CX-3 offer superior driving dynamics thanks to their superior body control, steering, and suspension tuning. The standard 18-inch wheels shod in Dunlop all-season tires in the XLE and Limited trims also contribute a substantial amount of road and tire noise, especially on poorly maintained roads.

Even with a full model range, there’s not enough substance behind the 2019 Toyota C-HR’s techy looks. Besides the distinctive looks, high expected reliability and an impressive package of safety tech are all the C-HR has going for it. Millennial buyers with active lifestyles will find they barely have any space to fit their gear, and we’d like to see Android Auto added on a future model. Add to that the underwhelming performance, and Toyota’s spaceship-like subcompact crossover becomes a harder sell, especially in a segment that’s growing at such a quick pace.

2019 Toyota C-HR (XLE) BASE PRICE $24,025 PRICE AS TESTED $25,198 VEHICLE LAYOUT Front-engine, FWD, 5-pass, 4-door SUV ENGINE 2.0L/144-hp/139-lb-ft DOHC 16-valve I-4 TRANSMISSION Cont variable auto CURB WEIGHT (F/R DIST) 3,263 lb (61/39%) WHEELBASE 103.9 in LENGTH x WIDTH x HEIGHT 171.2 x 70.7 x 61.6 in 0-60 MPH 10.1 sec QUARTER MILE 17.6 sec @ 80.6 mph BRAKING, 60-0 MPH 122 ft LATERAL ACCELERATION 0.83 g (avg) MT FIGURE EIGHT 28.1 sec @ 0.58 g (avg) EPA CITY/HWY/COMB FUEL ECON 27/31/29 mpg ENERGY CONS, CITY/HWY 125/109 kW-hrs/100 miles CO2 EMISSIONS, COMB 0.68 lb/mile

The post 2019 Toyota C-HR XLE First Test: Style Priorities appeared first on MotorTrend.

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[thegloober]

Google Home Hub alternatives you can buy right now

More Business Bargains

One year after enlisting the help of third-party manufacturers to get screen versions of Google Home into your life, Google has launched its own smart display, called Home Hub.

Designed to be a smart home controller, it’s equipped with a speaker for alarms and timers, and it comes with a screen so you can view the thousands of pictures you’ve stored in Google Photos. Another advantage of having a display: It can show you results and speak them to you, which — in many scenarios — is very useful. Just say “OK Google” to get Google Assistant’s attention, followed by a command, and then control the results with your fingers on the screen.

Also: Google Home Hub joins the fight to put a screen on your countertop CNET

(Image: CNET)

However, it’s not the only smart display with built-in Google Assistant smarts — let alone the only smart display. There have been a handful of companies to announce similar devices in the past year, including LG with the ThinQ WK9 and Sony with the Smart Display, but only a few of them are actually available to buy right now. Here are some of the best options.

Google Home Hub alternatives you can buy right now

Lenovo’s Smart Display

Lenovo’s Smart Display, which is available either with a 8-inch HD touchscreen ($250) or a 10.1-inch Full HD screen ($200), is an interesting rival to the Google Home Hub, as it is one of the first third-party smart displays to arrive with built-in Google Assistant.

Both models feature a Qualcomm Snapdragon 624 processor, 2GB of RAM, a 5-megapixel (720p) for video calling, dual microphone arrays, and support for Bluetooth and dual-band Wi-Fi. The 10.1-inch device is unique in that it has a 2-inch 10W full range speaker with dual passive radiator, while the 8-inch version comes with a 1.75-inch 10W speaker.

Also: Everything the Lenovo Smart Display can do CNET

JBL Link View

If you want another Google Assistant option, there’s always the $200 JBL Link View.

It offers an 8-inch HD touchscreen and a 5-megapixel front-facing camera for video calling. And because it is a Harman International company (a subsidiary of Samsung), it focuses on audio quality, with stereo 10W drivers and a dedicated passive radiator for bass level control.

It is also compatible with HD audio streaming, up to 24bit/96k, and it has both Wi-Fi and Bluetooth connectivity. The speaker and screen is splash proof to IPX4 standard, too.

Also: JBL Link View review: Google Assistant gets a screen CNET

Amazon Echo Show

For those of you who prefer Amazon Alexa over Google Assistant, you may want to consider the $230 Echo Show, one of the first smart displays to launch. The latest version is an Alexa-enabled speaker with a 10-inch HD screen, 5-megapixel camera, dual 2-inch drivers, a passive bass radiator, Dolby processing, eight far-field mics, and a Zigbee controller. It can be used to do everything from video chat (or “drop in” on trusted contacts) and control compatible smart home devices without the need for separate hubs or apps.

Also: Amazon Echo Show 2.0 review: Bigger sound and better looks CNET

If you’d like to save money and buy last year’s $130 model, which has a more angular, plastic design, you can order that, too. (You can also read our review of that version from here.)

Also: Amazon Echo Show review: Alexa with a touchscreen CNET

Amazon Echo Spot

The $130 Echo Spot is basically an Echo Show combined with an Echo Dot. It features a 2.5-inch screen, which can be used for viewing Alexa skills and things like music lyrics and alarm times, and it can also be used to make video calls, thanks to a VGA front camera. It offers the same functionality as the Echo Show, only it’s smaller, and there’s no Zigbee controller.

Also: Amazon Echo Spot review: Alexa’s touchscreen fails to impress CNET

(Image: CNET)

Amazon Fire HD 8 (with Show Mode Dock)

We had to include this one — even though it’s not technically a smart display. Amazon offers a $40 device called Show Dock that recharges one of its 8-inch or 10-inch Fire HD tablets and turns it into a smart display. Yes, you can access Alexa and use voice commands.

The idea is you’d dock your Fire tablet to charge it while simultaneously propping it up for use at a counter, or you can undock it and take the tablet with you on the go, resulting in a portable experience — something none of the other “true” smart displays offer.

Also: Amazon Show Mode Charging Dock review CNET

Facebook Portal

Facebook recently entered the smart display race with a new video communication device called Facebook Portal. It doesn’t come with Google Assistant — but it does have built-in Alexa. It also has an AI-infused technology called “Smart Camera and Smart Sound,” which allows it to follow you around the room, auto pan and zoom, minimize background noise, and enhance the voice of whoever is calling, so you can go hands-free during a video call.

There are actually two versions — the $200 Portal (10-inch 1280 x 800 display) and $350 Portal+ (15.6-inch 1080p display) — and they’re both currently available for preorder.

Also: At last! A Facebook device in my kitchen

For more great deals on devices, gadgetry, and technology for your enterprise, business, or home office, see ZDNet’s Business Bargain Hunter blog. Affiliate disclosure: ZDNet earns commission from the products and services featured on this page.

Previous and related coverage:

Google Home Hub first impressions: A weekend of entertainment

The first Google Home device with a display is now available. We took it for a spin over the weekend.

Which Amazon Echo to buy? How to pick the best Alexa device for your needs

Amazon now has an entire army of Echo devices. Some listen to you. Some also watch you. Which should you choose? We help you decide.

Smart displays cover all angles to rise above the chatter

With their fall product launches, Amazon, Facebook, and Google have all offered their take on smart displays. But the privacy-testing small screens have big differences in design focus and user distraction.

Google to device makers: You do you, and I’ll do me

Throughout the year, third parties have shown off devices in line with Google’s stated platform priorities. But when it comes to its own devices, Google feels free to go its own way.

Google Fuchsia: Here’s what the NSA knows about it

Fuchsia is Google’s mystery operating system. At the recent Linux Security Summit, the NSA revealed what they’ve found out about it to date.

Source: https://bloghyped.com/google-home-hub-alternatives-you-can-buy-right-now/

[sportscarss]

Seven Reasons Why Audi A26 Image Is Common In USA | audi a26 image

First mass-market EV by German marque puts out 300kW and offers 400km of range.

a26 > Audi Thailand – audi a7 image ‘ alt=’A26 Sportback > a26 > Audi Thailand – audi a7 image ‘ />A26 Sportback > a26 > Audi Thailand – audi a7 image | audi a7 image

After a continued run of teasers and previews, the Audi e-tron quattro electric crossover has clearly been revealed, as it apparatus up to booty on the new Mercedes-Benz EQC and accessible BMW iX3.

Measuring 4901mm long, 1935mm wide, and 1606mm tall, the e-tron quattro is 238mm longer, 37mm added and 51mm lower than an Audi Q5. Its 2928mm wheelbase, meanwhile, is 96mm best than the Q5 and 66mm beneath than the beyond Q7.

Power comes from two electric motors developing accumulated outputs of 300kW and 660Nm, with 0-100km/h claimed to booty “fewer than six seconds” on its way to a top acceleration of 200km/h.

Those motors draw from a 95kWh lithium-ion array pack, with alive ambit rated at “over” 400km on the ‘realistic’ WLTP testing procedure.

Using the accepted 11kW charging solution, the e-tron quattro can be absolutely answerable in about 8.5 hours. An alternative 22kW charging arrangement will be accessible from 2019, while a 150kW DC fast-charge base can furnish about 80 per cent accommodation in “less than bisected an hour”.

In agreement of design, there’s bright access from the 2015 e-tron quattro concept, forth with $.25 and bobs adopted from Audi’s latest models including the all-new Q3 and Q8.

Angular LED headlights sit up front, accumulation an e-tron-specific LED daytime-running ablaze signature with four accumbent ‘struts’. There’s additionally a Platinum Gray single-frame grille with accumbent and vertical slats, admitting the assemblage itself is “largely enclosed” accustomed the electric powertrain doesn’t crave the aforementioned bulk of airflow as a agitation engine. Matrix LED lights are optionally available.

26 Audi A26 Competition Quattro review with price, horsepower and … – audi a7 image | audi a7 image

There’s a affiliated accept band extending from the headlights to the tail-lights, accompanied by abundant appearance curve forth the beanie and fenders that accord the e-tron quattro a wide, able-bodied stance.

Down back, the LED tail-lights are affiliated through the centre via an LED band that is a accepted architecture affection beyond models like the A6, A7 and A8, while the vertical struts on anniversary ancillary answer the daytime-running ablaze signature.

Twelve anatomy colour options will be available, including the absolute Antigua Blue you see here, absolute by allegory axle and caster accomplished trims to accommodate an off-road-style look.

Additional architecture appearance accommodate an e-tron logo on the allegation accessory and alternative orange anchor calipers. A set of aero-optimised 19-inch auto are standard, captivated in low rolling attrition 255/55 tyres.

The underbody is additionally fully-clad to abate drag, and includes an aluminium bowl to assure the array pack.

Inside, the e-tron quattro is rather conventional, featuring a berth that wouldn’t attending out of abode in any of Audi’s latest flagship models – anticipate A6, A7 and A8.

The disciplinarian is faced with several displays, including the Audi Virtual Cockpit agenda apparatus array with added e-tron content, and the dual-touchscreen centre animate architecture (10.1-inch top, 8.6-inch bottom) that digitises the altitude controls beneath a accepted infotainment display.

New 26 Audi A26 26D Hatchback in Pittsburgh #AP26 | #26 Cochran – audi a7 image | audi a7 image

Vehicles optioned with ‘virtual exoteric mirrors’ affection added displays in the advanced doors, announcement a alive camera augment in abode of accepted addition mirror units.

A ambit of autogenous trims and colour schemes are accessible – including open-pore ash copse absolute to the e-tron – forth with alternative appearance like wireless smartphone charging.

Behind the advanced row, Audi is claiming the e-tron quattro offers segment-leading commuter and burden space. Thanks to the electric drivetrain there’s no centre tunnel, which agency all three second-row cartage account from a collapsed floor.

The baggage breadth measures 660L with the additional row in place, including a 60L alcove beneath the floor. Folding the aback seats increases accommodation to 1725L, accessed via an electric aperture and closing tailgate.

Dual-zone altitude ascendancy with rear air vents is adapted as standard, with a four-zone arrangement optionally available. The closing additionally includes an air ioniser to advance “premium air quality”.

Audi claims the near-silent drivetrain and well-insulated berth accomplish for “an about absolute faculty of calm”, with markets like North America and Asia accepting a loudspeaker in the advanced right-hand caster accomplished to comedy complete advised to acquaint added anchorage users the agent is approaching.

As we’ve appear to apprehend from Audi, the e-tron quattro is loaded with disciplinarian abetment and alive assurance technologies.

Audi A26 for sale – Price list in the Philippines September 26 … – audi a7 image | audi a7 image

The Tour Abetment amalgamation incorporates adaptive cruise ascendancy with cartage jam assist, lane-assist and cartage assurance acceptance systems to accommodate semi-autonomous alive capability. Added accessible appearance accommodate a 360-degree camera system, rear cross-traffic assist, lane-change and avenue warning, an automatic esplanade assistant, and all-round sensors.

Audi will body the e-tron quattro at its CO2-neutral accomplishment ability in Brussels, with a European bazaar barrage appointed for the end of 2018, with appraisement to alpha about €80,000 ($130,325).

We’re cat-and-mouse to apprehend from Audi’s bounded analysis apropos back we can apprehend to see the e-tron quattro Down Under, forth with projected pricing.

Stay acquainted to CarAdvice for all the latest, and bang actuality for added images.

MORE: Audi e-tron coverage

MORE: Everything Audi

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[webideasolution2]

The 9th of september marked the release of the most recent angular version 10.1 with capable features. contrary to the previous versions of angular, angular 10.1 is smaller having a powerful message extraction tool, performance improvement to the compiler, updated bug fixations, and many more updates

[roberttbertton]

This is the Audi e-tron. The electric SUV seats five, starts at $74,800 and in official Audi testing, experienced a range of well over 300 miles on a charge. The e-tron will hit Audi dealerships in the middle of 2019, and prospective buyers can reserve one right now for $1,000.

This is Audi’s first production electric vehicle and perhaps one of the most significant EVs to be announced since the Chevy Bolt. It has everything Audi buyers expect: Quattro AWD, technology-first cockpit, and a familiar fit and finish. The e-tron is launching to a market with few competitors. It’s most similar to the new Jaguar I-Pace. Both vehicles offer similar technology and creature comforts for a similar price. But in a way, the Audi is joining forces with the Jag to compete with Tesla .

The e-tron is packed with a 95 kWh battery pack that powers electric motors on each axle. All-wheel drive is standard, and the vehicle packs two ways to recoup lost energy. Right now, at launch, Audi is not releasing official range numbers and the EPA has yet to certify and release its own numbers.

Inside is reminiscent of current Audi SUVs. Drivers are presented with Audi’s virtual instrument panel and several touchscreens. The top center-mounted screen handles infotainment and navigation duty while the bottom is for climate control and text input. The cabin is equipped and outfitted similarly to the rest of Audi’s line, but the design language is unique to the e-tron.

It’s clear Audi designed the e-tron to appeal to traditional buyers looking to jump into electric vehicles through familiar means. The e-tron looks and feels like the rest of Audi’s lineup. And that’s probably the point. The vehicle maker took its established formula and plugged it into electric vehicles. The result is something new yet familiar.

The Audi e-tron

The outside of the e-tron screams Audi. Sharp headlights, flowing body panels, and an angular, aggressive grill. It looks like a new version of Audi’s mid-size SUV, the Q5. The main design difference comes by way of four small accent lights on the side of the headlights and tail lights. They are designed to look like a battery meter, and the result is a clever, though subtle nod to the e-tron’s electric power plant.

Clad in aluminum, the e-tron’s battery weighs about 700 kg (1,543.2 lb) and is comprised of 36 pouch-type cells, the same type of system Jaguar and Chevy use in their electric vehicles, while Tesla uses cylinder-type battery cells.

Audi says e-tron’s battery can be recharged to 80% in 30 minutes using a 150 kW charger.

The e-tron ships with a Level 2, 240-volt/40 amps residential charger that’s also compatible with 120-volt household outlets. Through a partnership, buyers will have the option to use Amazon Home Services to ready their homes with an installation of a home charger.

E-tron buyers gain access to the nationwide charging network, “Electrify America” and can use up to 1,000 kWh of charge over four years. Audi says by 2019 this network will include five-hundred 350kW chargers throughout 40 states.

An electric motor is mounted on each axle motor, though both are not used at all times. At moderate speeds, there is a bias to the rear motor. When the rear motor is unable to provide the vehicle with the desired powered, the front motor kicks on.

The dual motors and single stage transmission work together to get the e-tron to 60 mph in 5.5 seconds. The tow rating is set at 4,000 lbs which is good enough for a small U-Haul trailer or a couple of jet skis. Audi says official horsepower and torque numbers will be released at a later time.

Like other electric vehicles, the e-tron recovers energy through braking and deceleration. But Audi took driving efficiency one step farther.

Using navigation and radar and camera data, the e-tron can predictively prompt the driver to release the gas pedal at appropriate times. If the vehicle knows the driver should slow down, it will tell the driver in the name of efficiency.

Power is returned to the battery from practically all braking situations whether through natural deceleration when the driver releases the accelerator or when the friction brake system is engaged. Audi says this system is responsible for up to 30 percent of the e-tron’s range.

The brakes are electric. When the driver presses the brake pedal, a control unit computes how much pressure needs to be applied, and an electric motor supplies the appropriate pressure. Audi says this system is 30% lighter than traditional vacuum brakes.

The amount of energy the e-tron can recover is selectable by the driver via a paddle on the steering wheel. There are three settings. In the highest setting, the e-tron aggressively recovers energy every time the driver releases the accelerator, which allows for one pedal driving. But in the lowest setting the e-tron coasts without any braking resistance.

Drivers are presented with few traditional switches and buttons. Most of the controls are contained on two touchscreens. The top, center-mounted screen is 10.1-inches while the bottom is an 8.6-inch screen that’s mounted in a way that the driver can access it while their hand is resting on the gear selector. Both screens provide tactile and audio feedback.

This dual screen setup is different from the single, massive screen found in Tesla’s electric vehicles. The top screen handles infotainment, navigation, telephone, and vehicle settings while the bottom is for climate control and entering text for navigation. This layout more closely matches the traditional placement found in other vehicles, which will likely reduce the learning curve often associated with getting in a vehicle with just touchscreens.

This dual touchscreen system is not unique to the e-tron. It’s the same equipment Audi employs in its high-end sedans, and will likely trickle down to other Audi models in coming generations.

The driver is presented with Audi’s digital instrument panel that the carmaker has been using for several vehicle generations. In this instance, the instrument cluster is presented on a 1,920×720 display with e-tron specific graphics. The driver can configure the screen to display the speedometer, power meter and infotainment screens in various fashions. Buyers can also opt for a heads up display.

Audi built a companion app for the e-tron. Through the smartphone app, owners can input navigation destination, set battery charging times and schedule service with local dealers.

Racing the Competition

The e-tron has few competitors but only one that matters: The Tesla Model X, long the lone option for buyers seeking an electric SUV. The Model X is slightly larger, a bit quicker and can be a lot more costly than the Audi e-tron. It also has less range than the unofficial numbers provided by Audi before the e-tron is certified by the EPA

The Tesla is a head turner while the Audi looks like just another Audi. The Tesla packs autonomous driving modes while the Audi only has adaptive cruise control. The Tesla can seat up to seven while the Audi seats five. And the Tesla can beat exotic sports cars to 60 miles per hour.

The Tesla Model X interior feels like something different while the Audi e-tron feels like a new take on something familiar.

Both vehicles start out at similar prices. The Tesla Model X starts at $72,100 with a range of 239 miles. The Audi e-tron begins at $74,800 with an unofficial range of over 300 miles. However, to get the extra range in the Tesla, buyers have to opt for pricier packages. A Model X with a 295-mile range starts at $88,600, and the sports-car fast P100D begins at $125,800 — Tesla’s self-driving features cost an additional $5,000.

In contrast, Audi offers the same powertrain and battery throughout the e-tron’s trim levels. For $81,700 buyers get the same range as the base model but gain additional creature comforts like a heads-up display, massaging seats and parking assist technology. For $86,700 buyers can opt for the First Edition package that includes larger, 21-inch wheels, limited paint, and interior trim and a night vision mode.

The Audi e-tron closely matches up with the Jaguar I-Pace. Jaguar recently announced its electric crossover and is nearing delivery of the first vehicles. Compared to the e-tron, the I-Pace has a similar range, speed, and slightly less interior space. Pricing for the I-Pace starts at $69,500.

The e-tron and I-Pace represent a new breed of electric vehicles even more so than a Tesla EV. Both of these vehicles come from corporations with massive manufacturing might and, while they look and feel futurist, they also look and feel mass produced. And that’s a good thing. If electric vehicles are to become mainstream, the automotive giants need to build them at the same level as traditional automobiles.

Coming Next Year

The Audi e-tron will hit the United States in the middle of 2019. Buyers can reserve the vehicle starting today with a $1,000 refundable deposit.

When the vehicle hits dealers, it will be Audi’s most expensive SUV and among the most expensive vehicles available from Audi. But compared to competitors, the e-tron is priced in the middle of the pack.

The e-tron will hit the market at a pivotal time for electric vehicles. Automakers are just starting to stake their claims in the marketplace. Chevy went downmarket with the affordable Bolt. Jaguar is hitting the crossover market with the $69,000 I-Pace. Tesla is the premium player in the field with the Model X. The Audi e-tron sits in a sweet spot between the Jag and the Tesla. The pricing is slightly more than the Jag but is well equipped to stand tall against the larger and more expensive Model X.

The e-tron’s success will likely come from consumer awareness. Car shoppers need to know Audi has a new electric vehicle, and Audi seems to understand this. Even before the car launched, the company started advertising the EV with a big-budget TV spot during the Emmys. Since the car doesn’t hit the market for nearly a year, Audi has plenty of time to get the word out. However, that also leaves plenty of time for new competitors to hit the market and for the landscape to shift.

Source TechCrunch https://ift.tt/2Oypq63

The Audi e-tron SUV is an electric shot at Tesla – BerTTon This is the Audi e-tron. The electric SUV seats five, starts at $74,800 and in official Audi testing, experienced a range of well over 300 miles on a charge.

[theinvinciblenoob]

This is the Audi e-tron. The electric SUV seats five, starts at $74,800 and in official Audi testing, experienced a range of well over 300 miles on a charge. The e-tron will hit Audi dealerships in the middle of 2019, and prospective buyers can reserve one right now for $1,000.

This is Audi’s first production electric vehicle and perhaps one of the most significant EVs to be announced since the Chevy Bolt. It has everything Audi buyers expect: Quattro AWD, technology-first cockpit, and a familiar fit and finish. The e-tron is launching to a market with few competitors. It’s most similar to the new Jaguar I-Pace. Both vehicles offer similar technology and creature comforts for a similar price. But in a way, the Audi is joining forces with the Jag to compete with Tesla .

The e-tron is packed with a 95 kWh battery pack that powers electric motors on each axle. All-wheel drive is standard, and the vehicle packs two ways to recoup lost energy. Right now, at launch, Audi is not releasing official range numbers and the EPA has yet to certify and release its own numbers.

Inside is reminiscent of current Audi SUVs. Drivers are presented with Audi’s virtual instrument panel and several touchscreens. The top center-mounted screen handles infotainment and navigation duty while the bottom is for climate control and text input. The cabin is equipped and outfitted similarly to the rest of Audi’s line, but the design language is unique to the e-tron.

It’s clear Audi designed the e-tron to appeal to traditional buyers looking to jump into electric vehicles through familiar means. The e-tron looks and feels like the rest of Audi’s lineup. And that’s probably the point. The vehicle maker took its established formula and plugged it into electric vehicles. The result is something new yet familiar.

[gallery ids="1714457,1714456,1714455,1714454,1714453,1714452,1714451,1714450,1714449"]

The Audi e-tron

The outside of the e-tron screams Audi. Sharp headlights, flowing body panels, and an angular, aggressive grill. It looks like a new version of Audi’s mid-size SUV, the Q5. The main design difference comes by way of four small accent lights on the side of the headlights and tail lights. They are designed to look like a battery meter, and the result is a clever, though subtle nod to the e-tron’s electric power plant.

Clad in aluminum, the e-tron’s battery weighs about 700 kg (1,543.2 lb) and is comprised of 36 pouch-type cells, the same type of system Jaguar and Chevy use in their electric vehicles, while Tesla uses cylinder-type battery cells.

Audi says e-tron’s battery can be recharged to 80% in 30 minutes using a 150 kW charger.

The e-tron ships with a Level 2, 240-volt/40 amps residential charger that’s also compatible with 120-volt household outlets. Through a partnership, buyers will have the option to use Amazon Home Services to ready their homes with an installation of a home charger.

E-tron buyers gain access to the nationwide charging network, “Electrify America” and can use up to 1,000 kWh of power over four years. Audi says by 2019 this network will include five-hundred 350kW chargers throughout 40 states.

An electric motor is mounted on each axle motor, though both are not used at all times. At moderate speeds, there is a bias to the rear motor. When the rear motor is unable to provide the vehicle with the desired powered, the front motor kicks on.

The dual motors and single stage transmission work together to get the e-tron to 60 mph in 5.5 seconds. The tow rating is set at 4,000 lbs which is good enough for a small U-Haul trailer or a couple of jet skis. Audi says official horsepower and torque numbers will be released at a later time.

Like other electric vehicles, the e-tron recovers energy through braking and deceleration. But Audi took driving efficiency one step farther.

Using navigation and radar and camera data, the e-tron can predictively prompt the driver to release the gas pedal at appropriate times. If the vehicle knows the driver should slow down, it will tell the driver in the name of efficiency.

Power is returned to the battery from practically all braking situations whether through natural deceleration when the driver releases the accelerator or when the friction brake system is engaged. Audi says this system is responsible for up to 30 percent of the e-tron’s range.

The brakes are electric. When the driver presses the brake pedal, a control unit computes how much pressure needs to be applied, and an electric motor supplies the appropriate pressure. Audi says this system is 30% lighter than traditional vacuum brakes.

The amount of energy the e-tron can recover is selectable by the driver via a paddle on the steering wheel. There are three settings. In the highest setting, the e-tron aggressively recovers energy every time the driver releases the accelerator, which allows for one pedal driving. But in the lowest setting the e-tron coasts without any braking resistance.

Drivers are presented with few traditional switches and buttons. Most of the controls are contained on two touchscreens. The top, center-mounted screen is 10.1-inches while the bottom is an 8.6-inch screen that’s mounted in a way that the driver can access it while their hand is resting on the gear selector. Both screens provide tactile and audio feedback.

This dual screen setup is different from the single, massive screen found in Tesla’s electric vehicles. The top screen handles infotainment, navigation, telephone, and vehicle settings while the bottom is for climate control and entering text for navigation. This layout more closely matches the traditional placement found in other vehicles, which will likely reduce the learning curve often associated with getting in a vehicle with just touchscreens.

This dual touchscreen system is not unique to the e-tron. It’s the same equipment Audi employs in its high-end sedans, and will likely trickle down to other Audi models in coming generations.

The driver is presented with Audi’s digital instrument panel that the carmaker has been using for several vehicle generations. In this instance, the instrument cluster is presented on a 1,920×720 display with e-tron specific graphics. The driver can configure the screen to display the speedometer, power meter and infotainment screens in various fashions. Buyers can also opt for a heads up display.

Audi built a companion app for the e-tron. Through the smartphone app, owners can input navigation destination, set battery charging times and schedule service with local dealers.

[gallery ids="1714650,1714651,1714652,1714653,1714654,1714658,1714659,1714655"]

Racing the Competition

The e-tron has few competitors but only one that matters: The Tesla Model X, long the lone option for buyers seeking an electric SUV. The Model X is slightly larger, a bit quicker and can be a lot more costly than the Audi e-tron. It also has less range than the unofficial numbers provided by Audi before the e-tron is certified by the EPA

The Tesla is a head turner while the Audi looks like just another Audi. The Tesla packs autonomous driving modes while the Audi only has adaptive cruise control. The Tesla can seat up to seven while the Audi seats five. And the Tesla can beat exotic sports cars to 60 miles per hour.

The Tesla Model X interior feels like something different while the Audi e-tron feels like a new take on something familiar.

Both vehicles start out at similar prices. The Tesla Model X starts at $72,100 with a range of 239 miles. The Audi e-tron begins at $74,800 with an unofficial range of over 300 miles. However, to get the extra range in the Tesla, buyers have to opt for pricier packages. A Model X with a 295-mile range starts at $88,600, and the sports-car fast P100D begins at $125,800 — Tesla’s self-driving features cost an additional $5,000.

In contrast, Audi offers the same powertrain and battery throughout the e-tron’s trim levels. For $81,700 buyers get the same range as the base model but gain additional creature comforts like a heads-up display, massaging seats and parking assist technology. For $86,700 buyers can opt for the First Edition package that includes larger, 21-inch wheels, limited paint, and interior trim and a night vision mode.

The Audi e-tron closely matches up with the Jaguar I-Pace. Jaguar recently announced its electric crossover and is nearing delivery of the first vehicles. Compared to the e-tron, the I-Pace has a similar range, speed, and slightly less interior space. Pricing for the I-Pace starts at $69,500.

The e-tron and I-Pace represent a new breed of electric vehicles even more so than a Tesla EV. Both of these vehicles come from corporations with massive manufacturing might and, while they look and feel futurist, they also look and feel mass produced. And that’s a good thing. If electric vehicles are to become mainstream, the automotive giants need to build them at the same level as traditional automobiles.

Coming Next Year

The Audi e-tron will hit the United States in the middle of 2019. Buyers can reserve the vehicle starting today with a $1,000 refundable deposit.

When the vehicle hits dealers, it will be Audi’s most expensive SUV and among the most expensive vehicles available from Audi. But compared to competitors, the e-tron is priced in the middle of the pack.

The e-tron will hit the market at a pivotal time for electric vehicles. Automakers are just starting to stake their claims in the marketplace. Chevy went downmarket with the affordable Bolt. Jaguar is hitting the crossover market with the $69,000 I-Pace. Tesla is the premium player in the field with the Model X. The Audi e-tron sits in a sweet spot between the Jag and the Tesla. The pricing is slightly more than the Jag but is well equipped to stand tall against the larger and more expensive Model X.

The e-tron’s success will likely come from consumer awareness. Car shoppers need to know Audi has a new electric vehicle, and Audi seems to understand this. Even before the car launched, the company started advertising the EV with a big-budget TV spot during the Emmys. Since the car doesn’t hit the market for nearly a year, Audi has plenty of time to get the word out. However, that also leaves plenty of time for new competitors to hit the market and for the landscape to shift.

via TechCrunch