#android auto vs android head unit

[4x4enginespecialists]

How Does the Range Rover 3.0 Diesel Engine Compare in the HSE Trim vs SE Trim?

The Range Rover 3.0 diesel engine has garnered admiration for its perfect balance of power, refinement, and efficiency. When it comes to trims, the HSE and SE stand out as two of the most sought-after variants in the lineup. Both trims share the same powerful 3.0-litre diesel engine, but their differences lie in features, performance tweaks, and interior sophistication. For buyers interested in luxury and capability, understanding how these two trims compare helps in making an informed decision. We delves into a comprehensive comparison, evaluating the core aspects that distinguish the Range Rover SE and HSE trims. We also touch on related keywords like the Range Rover engine and the growing trend of opting for reconditioned engines for improved value and reliability. Engine Performance: Identical Power, Different Feel Both the SE and HSE trims of the Range Rover come equipped with the advanced 3.0-litre Ingenium diesel engine. This inline-6 turbocharged unit delivers around 296 horsepower and 650 Nm of torque, ensuring robust acceleration and seamless highway cruising. The mild-hybrid technology enhances fuel economy and reduces turbo lag. Despite sharing the same engine, slight differences in software tuning and drive mode availability in the HSE make for a marginally more responsive driving experience. The HSE often includes adaptive dynamics as standard, offering sharper handling and better control under load. For buyers considering a reconditioned Range Rover engine, it's worth noting that performance depends not only on the engine itself but also on how it is integrated into the trim’s mechanical systems. In terms of raw engine output, there’s no disparity, but the driving feel in the HSE is slightly more refined. Interior Comfort and Materials: Where the HSE Shines Interior refinement is one of the defining differences between the SE and HSE trims. The SE offers a luxurious cabin with leather seats, a modern dashboard, and dual touchscreen displays. However, the HSE enhances this experience significantly. You’ll find Windsor leather upholstery, heated and ventilated front seats, a premium Meridian sound system, and a more extensive use of soft-touch materials throughout the cabin. These upgrades make the HSE feel closer to a first-class lounge than a standard luxury SUV. Ambient lighting, upgraded trim inserts, and more customization options further elevate the HSE interior. Buyers investing in a vehicle with a reconditioned engine should not overlook trim levels, as interior comfort contributes just as much to satisfaction as mechanical performance. If premium feel and daily driving luxury are top priorities, the HSE offers clear advantages. Technology and Infotainment: Enhanced Features in the HSE Technology offerings differ notably between the SE and HSE trims. While both are fitted with the Pivi Pro infotainment system, the HSE trim includes several upgrades as standard. These may include a larger touchscreen, enhanced navigation features, and more comprehensive voice control integration. The SE trim offers essential tech like Apple CarPlay, Android Auto, and a base Meridian audio system, while the HSE boosts the experience with a surround sound system and larger driver display. Over-the-air software updates and USB-C connectivity are common to both trims. However, the HSE frequently includes a heads-up display and more advanced driver assistance tech, making it a smarter choice for tech-savvy users. If you're considering engine replacement or reconditioned engines, don’t ignore trim-specific electronics; compatibility and integration may vary slightly and can influence your overall ownership satisfaction. Safety and Driver Assistance: More Standard Features in the HSE Safety is paramount in any luxury SUV, and both SE and HSE trims of the Range Rover deliver, albeit at different levels. The SE trim includes standard safety tech like blind spot monitoring, rear cross-traffic alert, adaptive cruise control, and lane keep assist. However, the HSE trim adds additional features such as a 360-degree surround camera, driver condition monitor, and a more comprehensive semi-autonomous driving suite. Emergency braking and rear collision detection are typically more refined in the HSE due to the additional sensors and software calibrations. Buyers choosing a reconditioned Range Rover engine should ensure that electronic safety systems remain fully functional post-installation. For families and frequent highway travelers, the HSE’s superior safety package can be a compelling reason to upgrade. Suspension and Ride Quality: Subtle Yet Noticeable Differences Both the SE and HSE trims benefit from Range Rover’s advanced air suspension system, delivering a smooth and composed ride across varying terrains. However, the HSE trim often includes Adaptive Dynamics as standard, allowing for real-time suspension tuning based on road conditions and driving style. This results in a ride that is more tailored and responsive, particularly noticeable in cornering and high-speed driving. The SE offers commendable comfort, but lacks the dynamic range and sophistication that the HSE’s suspension system delivers. If you're investing in a Range Rover engine, especially a reconditioned engine, remember that suspension responsiveness and engine performance are closely linked. A more advanced suspension like the one in the HSE can better handle the torque delivery and weight distribution, especially in off-road or towing scenarios. Exterior Design and Styling: More Accents and Details in the HSE Styling differences may seem minor at first glance, but they reflect the HSE's premium status. The SE trim features 20-inch alloy wheels, LED headlights, and a clean, upscale aesthetic. The HSE goes a step further with larger wheels (often 21 inches or more), premium LED lighting with signature daytime running lights, and additional chrome or black accents. Optional appearance packages in the HSE include contrast roofs, more vibrant exterior colours, and exclusive wheel designs. These enhancements not only improve aesthetics but can slightly influence aerodynamics and road presence. If you're fitting a reconditioned Range Rover engine into a previously damaged or aged vehicle, an HSE-style exterior upgrade might help in restoring or even improving resale value. Pricing and Value for Money: Evaluating the Cost Difference There is a noticeable price difference between the SE and HSE trims, with the HSE often commanding a premium of £8,000–£12,000 more depending on year and features. This price reflects the added luxury, technology, and comfort upgrades, but for budget-conscious buyers, the SE remains an excellent value proposition. Importantly, when considering a reconditioned engine, the total cost of ownership—including engine replacement, maintenance, and trim-level benefits—should be evaluated. While the HSE offers better features, buyers on a tighter budget may find the SE trim combined with a high-quality reconditioned engine a more financially sound decision. Certified workshops often offer supply and fit packages for reconditioned engines, making the process efficient and cost-effective. Resale and Long-Term Reliability: Which Trim Holds Value Better? When it comes to resale, the HSE typically retains more value than the SE, thanks to its richer feature set and premium appeal. However, this also depends heavily on mileage, condition, and service history. Vehicles with reconditioned engines—especially those documented and installed by reputable workshops—can actually fetch higher resale prices than those with aging, original engines. Buyers in the used market often look for well-maintained HSE trims, particularly those with complete service records and engine work. While SE models depreciate faster, they offer better affordability upfront and can be a smart buy when combined with an engine upgrade. Long-term reliability for both trims is solid, provided that regular maintenance and quality components are used—especially when dealing with engine replacement scenarios. Read the full article

[ricardojordao9]

Tudo o que Você Precisa Saber sobre Unidade Principal de Som e Fontes de Áudio

A unidade principal, também conhecida como head unit, é o cérebro de qualquer sistema de som automotivo. Ela controla todas as funções e serve como interface para o usuário, influenciando diretamente na qualidade e na experiência geral de ouvir música no carro. Para aqueles que querem o melhor em termos de som, escolher uma boa unidade principal pode ser a diferença entre uma viagem com áudio de qualidade ou simplesmente barulho. Aliás, começar escolhendo entre as melhores marcas de som automotivo pode garantir que a unidade principal atenda aos seus padrões e expectativas.

A Importância da Unidade Principal no Som Automotivo

A unidade principal não só controla o volume e as funções básicas do rádio, mas também administra o equalizador, o ajuste de graves e a conectividade com fontes de áudio externas. Ela pode ser comparada ao "coração" do sistema, pois todos os componentes do som estão, de certa forma, ligados a ela. Assim, investir em uma unidade principal de qualidade significa ter acesso a uma variedade de opções de controle e, consequentemente, uma experiência sonora superior.

No mundo dos sistemas de som automotivo, há uma gama enorme de modelos e funcionalidades disponíveis. Desde unidades simples, que se concentram apenas no básico, até opções mais sofisticadas, com tela touch, integração com smartphone, e até mesmo GPS. Isso permite uma personalização total do som do carro e facilita o acesso a diferentes fontes de áudio, seja via USB, Bluetooth ou até mesmo CD para os mais tradicionais.

Funcionalidades Essenciais em uma Unidade Principal

Hoje em dia, com o avanço tecnológico, a unidade principal se tornou uma central multimídia. Entre as funcionalidades mais desejáveis está a conectividade com smartphones—seja através de Android Auto ou Apple CarPlay. Isso permite acessar suas playlists do Spotify, fazer chamadas e até mesmo usar aplicativos de navegação com total praticidade.

Outra funcionalidade importante é a presença de múltiplas saídas RCA, que são fundamentais para conectar amplificadores e equipamentos de som automotivo adicionais, como subwoofers. A qualidade das saídas influencia diretamente na clareza do som transmitido, garantindo que cada nota e frequência sejam reproduzidas com a maior precisão possível. Além disso, uma unidade com suporte para formatos de alta resolução (como FLAC) faz toda a diferença na qualidade de áudio.

Tipos de Unidades: Simples vs. Multimídia

Se você está buscando simplicidade, as unidades de 1 DIN geralmente são menores e menos complexas, mas oferecem boa qualidade de som com controles básicos. Elas são ideais para quem gosta de ouvir rádio e conectar um dispositivo via USB, sem muitas distrações. No entanto, se o que você procura é modernidade e praticidade, as unidades multimídia de 2 DIN são a escolha ideal. Elas vêm com uma tela que facilita a navegação, além de integrar câmeras de ré e muitas outras funcionalidades.

Essas unidades multimídia proporcionam uma experiência mais imersiva, pois é possível visualizar gráficos de equalização, assistir vídeos e até mesmo fazer espelhamento de tela. Esse tipo de funcionalidade é perfeito para viagens longas ou momentos em que você quer um pouco mais de entretenimento dentro do carro.

Fontes de Áudio: Qual a Melhor Escolha?

Quando falamos de fontes de áudio, temos que levar em consideração a forma como queremos consumir o conteúdo no carro. A conectividade Bluetooth permite a transmissão direta do seu celular para a unidade principal, sendo hoje uma das formas mais práticas. Além disso, o Bluetooth ajuda a minimizar o uso de fios e oferece liberdade para tocar qualquer mídia disponível no seu telefone.

Outra opção interessante é o uso de pendrives através da entrada USB. A vantagem dessa fonte é que ela não depende de conexão de internet e pode armazenar músicas em alta resolução. Para quem busca a potência e a clareza dos sons graves, o subwoofer automotivo desempenha um papel fundamental, e o controle adequado desse componente pela unidade principal influencia diretamente a qualidade final do áudio.

Conectividade e Acessibilidade

A conectividade também se estende ao acesso à internet. Algumas unidades principais de alto nível possuem Wi-Fi integrado, permitindo streaming de áudio diretamente de serviços online como Spotify e Deezer. Isso não só aumenta as possibilidades de escolha de conteúdo, mas também proporciona uma experiência de usuário muito mais rica.

O mais interessante é que, ao escolher uma unidade principal com suporte a múltiplas saídas, você terá a possibilidade de controlar a potência do som automotivo de forma individual. Assim, cada alto-falante pode ser ajustado para alcançar o melhor desempenho de acordo com a posição dos ocupantes do carro, otimizando o ambiente acústico interno.

Cabeamento e Instalação

Outro ponto crucial ao montar um sistema de som automotivo é o cabeamento. O cabeamento som automotivo de qualidade é um componente que muitas vezes passa despercebido, mas faz toda a diferença. Ele é responsável por transmitir o sinal sem interferências, o que garante um som mais limpo e potente. Usar cabos inadequados ou de má qualidade pode resultar em ruídos e perda significativa de qualidade sonora.

Para garantir que a instalação seja bem-feita, é fundamental escolher um profissional qualificado. A instalação errada da unidade principal pode causar falhas no sistema e até mesmo danificar os componentes. Além disso, com um cabeamento adequado, o sistema estará protegido de problemas como curto-circuito e interferência eletromagnética.

Ajustes e Equalização

A personalização do som é outro ponto que faz a diferença na experiência auditiva. A unidade principal de boa qualidade deve oferecer um equalizador gráfico com várias bandas, permitindo ajustar com precisão as frequências de áudio. Isso é especialmente importante para quem quer um som mais personalizado, adequando os níveis de graves, médios e agudos de acordo com o tipo de música que mais gosta.

Ter controle sobre a equalização também significa otimizar a reprodução dos diferentes componentes do sistema, como os tweeters, alto-falantes de médio alcance e o subwoofer automotivo. Com isso, cada elemento sonoro ganha o destaque necessário, criando uma experiência imersiva e rica em detalhes.

Finalizando a Escolha da Unidade Principal

A escolha da unidade principal e das fontes de áudio é uma decisão importante para qualquer entusiasta de som automotivo. Não se trata apenas de encontrar uma unidade que toque música—trata-se de escolher um equipamento que eleve a experiência de dirigir, proporcionando um som limpo, potente e ajustado ao seu gosto. Com as inúmeras opções disponíveis no mercado, vale a pena investir em algo que agregue valor ao seu dia a dia, garantindo que cada viagem seja acompanhada da melhor trilha sonora possível.

[tech4upt]

Radio Android vs Android Auto

Radio Android vs Android Auto

Estás indeciso na adaptação para um autorrádio (radio / dashboard / head unit) Android puro 📻 ou compatível com Android Auto ou Apple CarPlay 📱? Assim, mostro as vantagens e desvantagens de cara sistema, com base na minha experiência pessoal. Ademais, tive 4 sistemas Android puros e 2 sistemas compatíveis com Andorid Auto / Apple CarPlay. Os autorrádios Android são promissores e apelativos com…

[vulpinmusings]

Ski’tar and Friends part 10: Aliens vs. Starfinders

This week, our intrepid trio of Starfinder initiates complete their final competency tests.

Back to Start

Last time on...

Vemir, Sixer, and I arrived at the warehouse to find it surrounded by members of the local security force intent on keeping the Feather Stalker from breaking out into the station streets.  We showed them our Starfinder credentials and they let us into the quarantine area with a warning not to get separated.  The officer in charge also told us that the individual who had been killed by the Stalker was likely trying to smuggle the thing onto Absalom Station, which explained a few things and raised other questions we didn’t have time to pursue.

I noticed as we entered the warehouse that the main door refused to close fully behind us.  I filed that fact away as something to keep in mind while hunting the Stalker; the last thing anyone wanted was the Feather Stalker running loose.

The lights in the warehouse were in bad shape, and there signs of damage on the stacked crates and barrels around us.  With utmost caution to keep one another in sight at all times, we slowly made our way down the middle of the warehouse, occasionally poking into opened crates to find only basic, everyday items, while I sent my drone to check things out a little farther afield.  Eventually, we came up to the back of the warehouse, where we found the crate the Stalker had broken out of, near a raised platform holding several large crates and a worryingly large hole in the floor.

Sixer stepped up to give the broken crate a closer look, and the Feather Stalker chose that moment to strike.  An ugly, vaguely insectoid thing covered in feather-like quills, the Stalker leaped out of the shadows under the raised platform and by luck alone failed to actually hit Sixer.  I tossed a frag grenade immediately, taking out one of the supports of the platform and half-burying the Stalker in heavy crates.  My drone rolled up and proved that my fixes to its aiming had worked, but the laser did nothing to the Stalker whatsoever.

Vemir pulled back to a safer distance to use his sniper rifle, scoring a decent hit before the Stalker withdrew into the rubble and launched one of its quills at Sixer, hitting him in the shoulder.  I lobbed another grenade, and this time the blast hit the Stalker directly.  It lost some feathers, but stayed alive and very angry. Leaping back out, it tried to catch me and Sixer in a single sweep of its arm, but we narrowly avoided the attack.  I told my Drone to fire again, just to make sure the first shot hadn’t been a fluke.  It was another hit, but the laser was again absorbed harmlessly.  

I took a second to consider my options.  Sixer was already engaging the Stalker at melee range, so further grenades were out of the question.  My only ranged weapon was the same kind of laser pistol my drone had equipped, so I’d be equally useless if I didn’t swallow my fear and stay close to the Stalker and use my tactical knife.  My drone was worthless for dealing damage, but it was a sturdy thing that could take a few hits, if I could just entice the Stalker to go after it instead of me.

A moment of brilliance came.  My copy of the Strawberry Machine Cake album was currently uploaded into the custom rig in my augmentic arm, and that same rig was what I used to control my drone.  It was a simple matter to transmit some song data to the drone and instruct it to play the music at full volume.  The warehouse was soon filled with thumping sugar-pop beats, and the Feather Stalker’s reaction was everything I could have hoped for.  It froze for a few beats, and then hissed and turned to throw a couple quills at my drone.  It hit, but the drone was plenty tough enough to take the damage and keep on pumping out the tunes.  Sixer and I tried to take advantage of the Stalker’s distraction, but our blades only met the air between the quills.

Then Vemir pulled off the shot of the day, landing a sniper round in precisely the right place to blow half of the monster’s head off. I swooped in for the kill, driving my knife into the gory remnants and severing its brain from the rest of the body.  The Feather Stalker collapsed, and nobody except my drone had taken any serious damage.  Sixer shook off the quill in his shoulder like it was nothing, and we headed back outside to bask in the wonder of the security forces.

Everyone was impressed that we had made such short work of the Feather Stalker, and even more impressed that Strawberry Machine Cake had been the key to our victory.  The security chief gave us leave to take whatever we had scrounged from the warehouse, and then set his men to clean the place out for the refit into an Exo-guardian headquarters.

Ziggy met up with us on the way back to where we’d first met him. He seemed a little upset that I’d caused a small bit of easily repairable property damage, but overall he was overjoyed with out success and gifted us a couple of incendiary grenades, which I kept, and a set of armor, which we decided to just sell.  Ziggy then asked us to take the music album to Historia-7 before we reported to Guidance for our last initiation test.

Historia and Old Hacker Lady were still chumming about in the archives when we arrived.  When we gave her the Strawberry Machine Cake album and explained who it was from and why Ziggy was gifting it to her, she actually showed a little emotion, and didn’t hesitate to upload the album for later listening.  It seems Ziggy was on the money about the android needing a pick-me-up after the passing of her predecessor.

Our final task for the initiation was to provide assistance to Fitch, the Ysoki in charge of the Wayfinders.  He was currently aboard the Master of Stars, the flagship of the Wayfinder fleet, doing repairs.  We had to wait a couple hours for the shuttle that would take us out to the ship, so I patched up my Drone and replenished my grenades while Vemir acquired an auto-CPR module for his armor.

I was eager to be working for a fellow Ysoki, especially since the last of my kind that we’d dealt with had been Rat-rod.  When we got to the Master of Stars, however, my hopes for a friendly chit-chat were quickly squashed.  The ship was undergoing extensive repairs, to the point that magic spells had to be employed to keep the atmosphere from leaking out of the thing.  Fitch didn’t greet us personally; he was so overwhelmed trying to keep his cadre of less-than-sensible engineers in line that just sent a hover drone to act as a comms unit between him and us, and he wasted no time in giving us our orders.

His task for us was simple: among all the myriad things going wrong on the ship, Deck E was experiencing mass blackouts and computer failures that couldn’t be explained away as simple short-circuits. Worried about possible sabotage, Fitch wanted somebody with combat experience to look around the deck and see what was up.  Itching for a chance to show off my engineering skills and maybe get into Fitch’s good graces by taking a load off his plate, I lead the way to Deck E.

We got off the lift and went straight into the maintenance corridors, where I set to work getting the lights back on.  As I worked, I noticed that the walls and power conduits appeared to have been chewed on, of all things, and as soon as I got the lights up we heard something inside one of the barrels in the room.  I sent my drone to check out the noise, and it uncovered a pair of small, frightened human children.  They cried about not wanting to be in trouble for sneaking off to play hide-and-seek.  I tried to calm them down with my cute ratty charm, but for some reason it didn’t work.  It was Vemir, of all people, who managed to soothe the kids enough to get their story from them.  Their father was part of the ship’s engineering crew, and the kids were supposed to stay in a designated play area, not wander off to hide in maintenance rooms on damaged decks.  They also mentioned a pet that had a large mouth.  Vemir reported what we’d found to Fitch, who was understandably frustrated at the news of unaccompanied minors wandering about, and when told about the “pet” instructed us to capture the thing without harming it.

Figuring Vemir had things in hand with the kids, I decided to head to the next room to continue my repairs and investigations.  The moment I crossed the threshold, however, the fire suppression system kicked in for no reason and doused me in flame-retardant foam, much to the children’s amusement.  With much grumbling, I dug myself out and set to work getting the lights up.

This second room was much larger and seemed to be some sort of laboratory or specimen storage room, judging by the capsules containing various strange artifacts.  One of the capsules was broken open, and the signs of chewing on the walls were much greater. Within one of the holes, we spotted what was presumably the kids’ “pet” and the culprit of the deck’s power issues.  It was an alien creature I can only describe as a large, floating mouth.  None of us wanted to risk losing a hand in an attempt to just grab the thing, so we looked around for something we could use to get it out of the wall and something to put it in.  Sixer found a net, and I decided to try and smoke the mouth out with a smoke grenade.  I rolled the ‘nade into the hole while Sixer stood ready, but the mouth just swallowed the grenade whole and seemed unperturbed by the smoke that began to issue from its belly.

I decided to consult Fitch on the problem, in case he knew how the mouth had been acquired originally.  He told me the capture had been simple: just lure it into a box with something it likes to eat.  And it seems to like eating just about anything.  So, we got a good-sized crate and Vemir put a flare inside, after igniting the flare to make it seem more enticing.  Or something.  In any case, the plan worked perfectly.  Mouth-thing floated into the crate, we slammed the lid shut, and mission accomplished.

Just as soon as we got the mouth boxed up, the life support system went a bit haywire.  The temperature in the room started rising quickly and steam started pouring from the vents.  We searched quickly for the nearest life support controls, and Sixer was the one to locate them and reset the parameters to normal.  We reported everything to Fitch as we headed out, because it’s not good to be surprised by new problems on a starship that’s already in bad shape.  Fitch thanked us for our hard work and sent us a Ring of Resistance.

And so, having solved a problem for each of the sub-factions, Vemir, 6, and I were declared to be official Starfinders, proven capable of handling high-stakes missions.  And our first task, according to Guidance, was to start dealing with the aftermath of the Scored Stars Disaster.

[our-mrs-saku-love]

2021 Jaguar XF First Look: A Baby XJ For You, Sir?

ข่าวด่วนวันนี้

The XF adopts some of the now-defunct XJ's cues.

Although we love the current Jaguar XF's sharp looks and excellent handling, its underwhelming infotainment system and interior quality leave us wanting. Luckily, Jag's midsize sedan gets a major overhaul for 2021 that should help give the aging cat another life. Sadly, the XF Sportbrake is not mentioned in the 2021 update, which leads us to believe it's likely gone for good in the United States. A moment of silence, please.

2021 Jaguar XF Design Details

2021 Jaguar XF Design Details Watch This! Jethro Bovingdon Accidentally Sets A New Record in the Jaguar Project 8 Watch This! Jethro Bovingdon Accidentally Sets A New Record in the Jaguar Project 8 10 Reasons Why The Jaguar I-Pace Is Tesla's Worst Nightmare 10 Reasons Why The Jaguar I-Pace Is Tesla's Worst Nightmare 2018 Jaguar E-Pace Overview 2018 Jaguar E-Pace Overview Jaguar D-type Continuation Car Promo Film Jaguar D-type Continuation Car Promo Film 2018 Jaguar XJR575 vs. 2018 Maserati Quattroporte GTS on Head 2 Head 2018 Jaguar XJR575 vs. 2018 Maserati Quattroporte GTS on Head 2 Head Jaguar F-TYPE SVR Tunnel Jaguar F-TYPE SVR Tunnel Jaguar I-Pace Concept in London Jaguar I-Pace Concept in London Jaguar Insomnia Jaguar Insomnia Jaguar XKSS continuation car Jaguar XKSS continuation car Jaguar XE Project 8 hits the track Jaguar XE Project 8 hits the track Lucid Air EV In-Car Lap at Weathertech Raceway Laguna Seca (Courtesy of Lucid) Lucid Air EV In-Car Lap at Weathertech Raceway Laguna Seca (Courtesy of Lucid) right arrow 2021 Jaguar XF: Fresh Looks For An Aging Cat We'll start with the 2021 XF's new face, which adopts a number of styling measures that also appear on the recently refreshed 2021 Jaguar F-Pace crossover. This includes new blade-like LED running lights LED daytime running, grille, front and rear bumpers, and taillights. Keen eyes will note the sedan's reworked fender vents and C-pillar, which is rounded off for a more elegant look. Jaguar notes the XF's new nose makes the car look bolder. We, however, prefer the term "elegant."

2021 Jaguar XF First Look 182021 Jaguar XF First Look 18 filterSEE ALL 30 PHOTOS Behind its new nose sits one of two engine options. Gone is the current car's available V-6. Instead, buyers can choose between a 246-hp or 296-hp turbocharged 2.0-liter four-cylinder engine. Both mate to an eight-speed automatic. Whereas the lower power four-pot offers rear- or all-wheel-drive, the optional unit pairs exclusively with all-wheel drive. Depending on the output, four-cylinder XFs sprint from a standstill to 60 mph in either 6.5 seconds or 5.8 seconds, per Jaguar.

We asked a brand representative why the 2021 F-Pace's new "mild-hybrid" inline-six with 395 hp isn't available in the XF and were essentially told customer demand for the V-6 XF didn't warrant its inclusion on the 2021 model.

2021 Jaguar XF: Interior Upgrades Hop inside the 2021 XF and you'll note a new infotainment system that includes the brand's latest software, dubbed Pivi Pro, and an 11.4-inch touchscreen that seemingly floats above the dashboard. The slightly curved screen is housed in a magnesium frame and is divided into three main sections when activated: media, navigation, and external devices. The setup promises snappier performance and the ability to receive over-the-air updates.

2021 Jaguar XF First Look 152021 Jaguar XF First Look 15 filterSEE ALL 30 PHOTOS Android Auto and Apple CarPlay are standard, as is a 12-speaker Meridian sound system. To combat road-noise, Jaguar adds active noise cancellation to all XF models. There's also a standard surround-view camera that should make parking this luxury sedan a breeze.

The rest of the interior has been luxed-up, too. Inside you'll find materials such as open-poor wood trim, a new front seat design, a redesigned center console, and air vents finished in brushed metal. There's also a new steering wheel design.

All in all, the XF appears to be a more elegant and well-rounded package for 2021. There's still no word on pricing, but the current XF starts at $52,250. We assume Jaguar will bump the price of the 2021 model by at least a couple hundred dollars.

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[perksofwifi]

How the New Toyota Hilux Compares to the Tacoma

The Toyota Hilux is one of the most popular trucks around the world, but it’s very different than the similarly sized Tacoma pickup that is hugely popular here in the United States. After a recent update, the Hilux looks a lot more like our Tacoma than it did before; the freshened Hilux also receives a new interior and more powerful diesel engine. Here’s a quick rundown of the similarities and differences between the two Toyota pickups, which share a global reputation for toughness and indestructibility:

Hilux vs. Tacoma: Exterior Styling

The new Hilux borrows the Tacoma’s trapezoidal grille design, but arguably, the foreign-market truck has sleeker headlights and a more streamlined overall front fascia design. It also features sharper body lines and wheel designs. Toyota is also offering an Invincible model that features a more rugged exterior with lots of cladding.

Still, the Hilux definitely screams “global market pickup!” thanks to its relatively large (in proportion to the body size) headlights and taillights, as well as that sleeker body sculpting. The U.S.-market Tacoma, by comparison, is blocky, with thin, squinting headlights and bulging fender flares blistering from a relatively squared-off, simple body shape.

Hilux vs. Tacoma: Interior Styling

While the Hilux and Tacoma have somewhat similar exteriors, the interiors are laid out quite differently. Open the Hilux’s doors, and you’ll find a practical cockpit with an 8.0-inch multimedia screen compatible with Apple CarPlay and Android Auto. A digital clock sits just above the screen. Invincible models are quite plush, offering blue illumination on the front and rear doors, as well as perforated leather seats.

The Tacoma’s innards are—like its exterior—blockier and more overtly trucky in appearance. For 2020, Toyota updated the U.S.-market truck, adding a standard 7.0-inch touchscreen with Apple CarPlay, Android Auto, and Amazon Alexa integration. The automaker’s Toyota Safety Sense suite of active-safety features is also newly standard across the board, including adaptive cruise control, lane-departure warning, and automated emergency braking.

Hilux vs. Tacoma: Powertrains

A more powerful 2.8-liter diesel engine is available on the new Hilux, which is offered with a range of gas and diesel options. The burlier 2.8-liter (which would make an excellent addition to our Tacoma, where it’d go head-to-head with the identically sized diesel in the Chevrolet Colorado) makes 201 horsepower and 369 pound-feet of torque, and it pairs with either a six-speed manual or six-speed automatic transmission. Toyota says it has made improvements to the Hilux’s steering and suspension systems to improve driver comfort.

There are fewer powertrain choices for Tacoma buyers, who can opt for either a 159-hp 2.7-liter four-cylinder gas engine or a 278-hp 3.5-liter V-6. A manual is available on the V-6, but only on the TRD Off-Road and TRD Pro trim levels, and with specific body configurations; everything else uses a six-speed automatic transmission. Two- and four-wheel drive is available, as are extended-cab and four-door crew cab body styles with either short or long pickup beds.

Hilux vs. Tacoma: Availability

The updated Toyota Hilux will roll out at different times in different markets. It launches in Eastern Europe in July, Australia in late August, and Western Europe in October. It will arrive in America, well, never. At least not in its current form. Those interested in a midsize Toyota pickup in the U.S. can only choose the Tacoma, which starts at $25,445 and ranks near the middle of its class.

This dynamic of two Toyota trucks in the same class for different geographic markets may not hold forever. We’ve heard rumors that the next-generation Tacoma and full-size Tundra pickups will sit on a common platform that will spread to all of Toyota’s pickups around the world—the Hilux included, we presume. This move would help the automaker reduce complexity and save money as it has done since debuting the Toyota New Global Architecture (TNGA), which sits beneath a host of varied global products.

The post How the New Toyota Hilux Compares to the Tacoma appeared first on MotorTrend.

https://www.motortrend.com/news/2020-toyota-hilux-tacoma-pickup-trucks-compared-details-photos/ visto antes em https://www.motortrend.com

[privateplates4u]

Jaguar XF Sportbrake review

For  Superb handling, sharp and sophisticated styling, practicality Our Rating  4 Against  Interior not a match for BMW, Mercedes, technology feels a little dated, list price can soar with options 2017 The Jaguar XF Sportbrake is a match for any rival in this sector and a practical alternative to an SUV Anyone who thought Jaguar had turned its back on the estate car segment should take a look at the latest XF Sportbrake. The large estate car is stylish, good to drive and offers an impressive amount of pace – even in the entry-level diesel models. The cavernous load area is a match for all but the Mercedes E-Class Estate, while the interior offers more space than the old model. The driving position is superb, while an uninspiring interior and so-so infotainment system are the only real areas of concern. 23 Oct, 2017 3.8 The Sportbrake is identical to the saloon until you reach the B-pillar, where the roofline stays high and continues past to the rear to reveal a traditional estate car back-end. The tailgate is dominated by the F-Type-inspired rear light clusters. To our eyes, this is the best-looking estate car you can buy, even managing to steal a march over the Volvo V90, especially in top-spec S trim. It’s sharper than before, with neat touches such as the F-Pace-inspired rear window and the taillights mentioned above. As you’d expect, the cabin is identical to the saloon, which means a simple, if a tad uninspiring cockpit and levels of fit and finish far beyond that of the previous model. That said, the Jaguar can’t quite match the overall quality and feel of the 5 Series Touring and E-Class Estate. Image 4 of 17 Image 4 of 17 The driving position is suitably sporty, helped by the raised centre console, which provides a terrific sense of occasion, while the optional panoramic sunroof (only available on the Sportbrake) allows light to flood into the cabin. At £1,125, it’s an expensive but must-have option, especially as, for an additional £205, it can be paired with gesture control, a first for Jaguar. Sat-nav, stereo and infotainment All models come with an eight-inch touchscreen and five-inch central TFT display between the dials. Navigation, Bluetooth, DAB digital radio and iPod connectivity are also included. The infotainment system is rather dated, however, and the lack of Apple CarPlay or Android Auto are notable by their absence. The standard 80-watt sound system is good enough, but Portfolio and S models gain a 380-watt Meridian upgrade (a £630 option on Prestige and R-Sport). Buyers can also spec a InControl Touch Pro system, which features a 12.3-inch touchscreen, virtual instrument display and a choice of two Meridian surround sound systems – 380-watt and 825-watt. 4.2 Like the XF saloon, the Sportbrake is based on a lightweight aluminium architecture, which helps the way it rides and handles. In fact, with the estate version weighing just 115kg more than the saloon, you’d be hard-pressed to notice any difference at the wheel. That’s high praise indeed. All Sportbrake models feature air suspension at the rear, which helps to ensure a level chassis and ride height, even when the car is fully laden. No chance of the freshly purchased pot plants, or worse still, the golden retriever, enjoying a less than perfect ride home from the garden centre, then. Image 5 of 17 Image 5 of 17 In fact, the XF Sportbrake offers a near-perfect blend of comfort and dynamics. Upgrading to 20-inch alloy wheels will have next-to-no impact on the ride quality, such is the cushion-soft ride. But show the XF Sportbrake a twisting B-road, and it’ll respond with lightning-quick cornering, tight body control and bags of grip, especially if you opt for one of the all-wheel drive models. Flick the suspension into Dynamic mode, and the Sportbrake fidgets around a little more, but rarely feels too firm. The car appears more alive and more eager to change direction in this mode. The perfect sporting estate, then? It’s undoubtedly one of the best-in-class when it comes to ride and handling, with only a small amount of additional road noise over the saloon. Still want that F-Pace? Engines Jaguar had company car drivers in mind when it developed the XF Sportbrake, which is why the engine line-up consists predominantly of low-emission four-cylinder units. The 2.0-litre four-cylinder diesel is likely to be the most popular choice and is available with three power outputs: 161bhp, 178bhp and 237bhp. A six-speed manual gearbox is offered on the smallest diesel, but we’d stick with the smooth and responsive eight-speed automatic. It makes motorway driving a smooth and relaxing affair, while the paddle-shifters on the steering wheel can be used to inject some enjoyment when the occasion arises. Image 2 of 17 Image 2 of 17 We’d opt for one of the higher-powered Ingenium diesel units, as the additional torque – a total of 430Nm in the 178bhp version and 500Nm in the 237bhp – is welcome, especially when you’re carrying loads. The flagship XF S offers a mighty 296bhp and 700Nm from its twin-turbo 3.0-litre V6 diesel. It might not be as quick as the saloon version, but you’ll barely notice the difference. The sole petrol version is a 2.0-litre four-cylinder unit offering 248bhp and 365Nm of torque. Sadly, for now, at least, the saloon’s supercharged 3.0-litre V6 petrol engine is off-limits for Sportbrake buyers. 4.6 The Sportbrake hasn’t been tested by Euro NCAP, but the XF saloon received a five-star safety rating in 2015. The scores were impressive across the board, including 92 per cent for adult occupants, 84 per cent for child occupants, 80 per cent for pedestrian safety, and 83 per cent for safety assist systems. There’s an impressive list of standard safety equipment fitted across the range, including autonomous emergency braking, lane departure warning, trailer stability assist, traffic sign recognition and rear parking aid. Options include a surround camera system (£990), lane keep assist (£480), blind spot monitor and reverse traffic detection (£525) and park assist (£470). In our 2017 Driver Power Survey, Jaguar was rated 12th out of 27 on the list of manufacturers, while the first generation XF finished second for reliability. It scored an impressive 93.76 per cent, with the data suggesting that the majority of faults fall within the minor, rather than major, category. Image 17 of 17 Image 17 of 17 That said, some drivers were disappointed by the relatively high cost of maintenance. Warranty The XF Sportbrake comes with a standard three-year, unlimited mileage warranty, which is on par with rivals in this sector. This can be extended for up to 12 months, with a package that includes MOT test insurance cover and car hire for seven days. Servicing In line with some other brands, Jaguar offers a five-year service plan on the XF Sportbrake, priced according to the annual mileage and engine. For example, a five-year/50,000-mile plan on the 2.0-litre costs £649, or £749 for 75,000 miles. The 3.0-litre diesel is the most expensive, with a price of £825 for a five-year/50,000-mile servicing plan. 4.2 The XF Sportbrake’s undoubted good looks don’t come at the expense of practicality, as the Jaguar estate is a match for the majority of its rivals, with only the all-conquering Mercedes-E-Class Estate providing more interior space. A detachable tow bar can be fitted for £705, or, for an additional £285, you can upgrade to an electrically deployable version. The towing capacity is rated at 1,900kg to 2,000kg, depending on the engine. Size At 4,955mm in length, the XF Sportbrake is only 1mm longer than the saloon and 22mm longer than the Mercedes E-Class Estate. At 2,091mm width and 1,496mm height, it’s also slightly wider and taller than the E-Class. Image 11 of 17 Image 11 of 17 Leg room, head room & passenger space The previous generation XF Sportbrake was criticised for the lack of rear legroom, but this isn’t an issue in the latest model. All but the very tallest of passengers will also find plenty of headroom in the back, while entry to the rear seats is much improved, thanks to the large rear doors. Boot If you’re buying an estate car, the load capacity will be an important consideration. At 565 litres, the XF Sportbrake offers only 25 litres more than the saloon, but the space is more usable due to its square shape. The optional electric tailgate opens to reveal a huge opening, while the 40:20:40-split rear bench folds flat to create a totally flush load area and up to 1,700 litres of capacity. At 640 litres, the Mercedes E-Class Estate offers a larger load area, while the XF is five litres smaller than a BMW 5 Series Touring, but five litres bigger than the Volvo V90. Image 13 of 17 Image 13 of 17 4 You won’t match the saloon’s headline 70.6mpg in the XF Sportbrake, although the smallest diesel engine is the economy champ, with a claimed 62.8mpg on a combined cycle. Upgrade to the 178bhp version and the economy drops to 60.1mpg in the rear-wheel drive version and 56.5mpg when fitted with all-wheel drive. Things get a little trickier when choosing between the 237bhp four-cylinder diesel and the fire-crackling 3.0-litre V6. At 48.7mpg, the 2.0-litre diesel is more efficient than the 3.0-litre’s figure of 47.9mpg, but the larger engine will feel less stressed under heavy loads. Predictably, the 2.0-litre petrol is the least efficient, offering a combined 41.5mpg. At 118g/km and 119g/km CO2 (manual vs automatic), the smallest diesel engine is the cheapest to tax, with a first-year VED rate of £160. Opt for the rear-wheel drive version of the 178bhp diesel and CO2 increases to 120g/km, but the tax band remains the same. Image 9 of 17 Image 9 of 17 The more powerful and all-wheel drive diesel models will cost £200 to tax in the first year, while the 3.0-litre diesel and 2.0-litre petrol – both 154g/km CO2 – cost £500. Eight models avoid the £310 surcharge for cars costing more than ��40,000, which gives the XF Sportbrake the edge over rivals such as the Mercedes E-Class Estate and BMW 5 Series Touring. Insurance groups Insurance groups range from 25 for the 161bhp versions to 42 for the 3.0-litre V6 S. The groupings put the XF Sportbrake on par with many of its rivals. Depreciation The XF saloon will hold on to anywhere between 42 and 46 per cent of its value after three years, and we expect the Sportbrake to follow suit. In fact, the extra practicality could improve the residual values still further. Only the XF S and 2.0 turbo petrol versions are likely to retain less value after three years and 36,000 miles.

http://www.autoexpress.co.uk/jaguar/xf/101441/sportbrake

[numberplates4u-blog]

Jaguar XF Sportbrake review

For  Superb handling, sharp and sophisticated styling, practicality Our Rating  4 Against  Interior not a match for BMW, Mercedes, technology feels a little dated, list price can soar with options 2017 The Jaguar XF Sportbrake is a match for any rival in this sector and a practical alternative to an SUV Anyone who thought Jaguar had turned its back on the estate car segment should take a look at the latest XF Sportbrake. The large estate car is stylish, good to drive and offers an impressive amount of pace – even in the entry-level diesel models. The cavernous load area is a match for all but the Mercedes E-Class Estate, while the interior offers more space than the old model. The driving position is superb, while an uninspiring interior and so-so infotainment system are the only real areas of concern. 23 Oct, 2017 3.8 The Sportbrake is identical to the saloon until you reach the B-pillar, where the roofline stays high and continues past to the rear to reveal a traditional estate car back-end. The tailgate is dominated by the F-Type-inspired rear light clusters. To our eyes, this is the best-looking estate car you can buy, even managing to steal a march over the Volvo V90, especially in top-spec S trim. It’s sharper than before, with neat touches such as the F-Pace-inspired rear window and the taillights mentioned above. As you’d expect, the cabin is identical to the saloon, which means a simple, if a tad uninspiring cockpit and levels of fit and finish far beyond that of the previous model. That said, the Jaguar can’t quite match the overall quality and feel of the 5 Series Touring and E-Class Estate. Image 4 of 17 Image 4 of 17 The driving position is suitably sporty, helped by the raised centre console, which provides a terrific sense of occasion, while the optional panoramic sunroof (only available on the Sportbrake) allows light to flood into the cabin. At £1,125, it’s an expensive but must-have option, especially as, for an additional £205, it can be paired with gesture control, a first for Jaguar. Sat-nav, stereo and infotainment All models come with an eight-inch touchscreen and five-inch central TFT display between the dials. Navigation, Bluetooth, DAB digital radio and iPod connectivity are also included. The infotainment system is rather dated, however, and the lack of Apple CarPlay or Android Auto are notable by their absence. The standard 80-watt sound system is good enough, but Portfolio and S models gain a 380-watt Meridian upgrade (a £630 option on Prestige and R-Sport). Buyers can also spec a InControl Touch Pro system, which features a 12.3-inch touchscreen, virtual instrument display and a choice of two Meridian surround sound systems – 380-watt and 825-watt. 4.2 Like the XF saloon, the Sportbrake is based on a lightweight aluminium architecture, which helps the way it rides and handles. In fact, with the estate version weighing just 115kg more than the saloon, you’d be hard-pressed to notice any difference at the wheel. That’s high praise indeed. All Sportbrake models feature air suspension at the rear, which helps to ensure a level chassis and ride height, even when the car is fully laden. No chance of the freshly purchased pot plants, or worse still, the golden retriever, enjoying a less than perfect ride home from the garden centre, then. Image 5 of 17 Image 5 of 17 In fact, the XF Sportbrake offers a near-perfect blend of comfort and dynamics. Upgrading to 20-inch alloy wheels will have next-to-no impact on the ride quality, such is the cushion-soft ride. But show the XF Sportbrake a twisting B-road, and it’ll respond with lightning-quick cornering, tight body control and bags of grip, especially if you opt for one of the all-wheel drive models. Flick the suspension into Dynamic mode, and the Sportbrake fidgets around a little more, but rarely feels too firm. The car appears more alive and more eager to change direction in this mode. The perfect sporting estate, then? It’s undoubtedly one of the best-in-class when it comes to ride and handling, with only a small amount of additional road noise over the saloon. Still want that F-Pace? Engines Jaguar had company car drivers in mind when it developed the XF Sportbrake, which is why the engine line-up consists predominantly of low-emission four-cylinder units. The 2.0-litre four-cylinder diesel is likely to be the most popular choice and is available with three power outputs: 161bhp, 178bhp and 237bhp. A six-speed manual gearbox is offered on the smallest diesel, but we’d stick with the smooth and responsive eight-speed automatic. It makes motorway driving a smooth and relaxing affair, while the paddle-shifters on the steering wheel can be used to inject some enjoyment when the occasion arises. Image 2 of 17 Image 2 of 17 We’d opt for one of the higher-powered Ingenium diesel units, as the additional torque – a total of 430Nm in the 178bhp version and 500Nm in the 237bhp – is welcome, especially when you’re carrying loads. The flagship XF S offers a mighty 296bhp and 700Nm from its twin-turbo 3.0-litre V6 diesel. It might not be as quick as the saloon version, but you’ll barely notice the difference. The sole petrol version is a 2.0-litre four-cylinder unit offering 248bhp and 365Nm of torque. Sadly, for now, at least, the saloon’s supercharged 3.0-litre V6 petrol engine is off-limits for Sportbrake buyers. 4.6 The Sportbrake hasn’t been tested by Euro NCAP, but the XF saloon received a five-star safety rating in 2015. The scores were impressive across the board, including 92 per cent for adult occupants, 84 per cent for child occupants, 80 per cent for pedestrian safety, and 83 per cent for safety assist systems. There’s an impressive list of standard safety equipment fitted across the range, including autonomous emergency braking, lane departure warning, trailer stability assist, traffic sign recognition and rear parking aid. Options include a surround camera system (£990), lane keep assist (£480), blind spot monitor and reverse traffic detection (£525) and park assist (£470). In our 2017 Driver Power Survey, Jaguar was rated 12th out of 27 on the list of manufacturers, while the first generation XF finished second for reliability. It scored an impressive 93.76 per cent, with the data suggesting that the majority of faults fall within the minor, rather than major, category. Image 17 of 17 Image 17 of 17 That said, some drivers were disappointed by the relatively high cost of maintenance. Warranty The XF Sportbrake comes with a standard three-year, unlimited mileage warranty, which is on par with rivals in this sector. This can be extended for up to 12 months, with a package that includes MOT test insurance cover and car hire for seven days. Servicing In line with some other brands, Jaguar offers a five-year service plan on the XF Sportbrake, priced according to the annual mileage and engine. For example, a five-year/50,000-mile plan on the 2.0-litre costs £649, or £749 for 75,000 miles. The 3.0-litre diesel is the most expensive, with a price of £825 for a five-year/50,000-mile servicing plan. 4.2 The XF Sportbrake’s undoubted good looks don’t come at the expense of practicality, as the Jaguar estate is a match for the majority of its rivals, with only the all-conquering Mercedes-E-Class Estate providing more interior space. A detachable tow bar can be fitted for £705, or, for an additional £285, you can upgrade to an electrically deployable version. The towing capacity is rated at 1,900kg to 2,000kg, depending on the engine. Size At 4,955mm in length, the XF Sportbrake is only 1mm longer than the saloon and 22mm longer than the Mercedes E-Class Estate. At 2,091mm width and 1,496mm height, it’s also slightly wider and taller than the E-Class. Image 11 of 17 Image 11 of 17 Leg room, head room & passenger space The previous generation XF Sportbrake was criticised for the lack of rear legroom, but this isn’t an issue in the latest model. All but the very tallest of passengers will also find plenty of headroom in the back, while entry to the rear seats is much improved, thanks to the large rear doors. Boot If you’re buying an estate car, the load capacity will be an important consideration. At 565 litres, the XF Sportbrake offers only 25 litres more than the saloon, but the space is more usable due to its square shape. The optional electric tailgate opens to reveal a huge opening, while the 40:20:40-split rear bench folds flat to create a totally flush load area and up to 1,700 litres of capacity. At 640 litres, the Mercedes E-Class Estate offers a larger load area, while the XF is five litres smaller than a BMW 5 Series Touring, but five litres bigger than the Volvo V90. Image 13 of 17 Image 13 of 17 4 You won’t match the saloon’s headline 70.6mpg in the XF Sportbrake, although the smallest diesel engine is the economy champ, with a claimed 62.8mpg on a combined cycle. Upgrade to the 178bhp version and the economy drops to 60.1mpg in the rear-wheel drive version and 56.5mpg when fitted with all-wheel drive. Things get a little trickier when choosing between the 237bhp four-cylinder diesel and the fire-crackling 3.0-litre V6. At 48.7mpg, the 2.0-litre diesel is more efficient than the 3.0-litre’s figure of 47.9mpg, but the larger engine will feel less stressed under heavy loads. Predictably, the 2.0-litre petrol is the least efficient, offering a combined 41.5mpg. At 118g/km and 119g/km CO2 (manual vs automatic), the smallest diesel engine is the cheapest to tax, with a first-year VED rate of £160. Opt for the rear-wheel drive version of the 178bhp diesel and CO2 increases to 120g/km, but the tax band remains the same. Image 9 of 17 Image 9 of 17 The more powerful and all-wheel drive diesel models will cost £200 to tax in the first year, while the 3.0-litre diesel and 2.0-litre petrol – both 154g/km CO2 – cost £500. Eight models avoid the £310 surcharge for cars costing more than £40,000, which gives the XF Sportbrake the edge over rivals such as the Mercedes E-Class Estate and BMW 5 Series Touring. Insurance groups Insurance groups range from 25 for the 161bhp versions to 42 for the 3.0-litre V6 S. The groupings put the XF Sportbrake on par with many of its rivals. Depreciation The XF saloon will hold on to anywhere between 42 and 46 per cent of its value after three years, and we expect the Sportbrake to follow suit. In fact, the extra practicality could improve the residual values still further. Only the XF S and 2.0 turbo petrol versions are likely to retain less value after three years and 36,000 miles.

http://www.autoexpress.co.uk/jaguar/xf/101441/sportbrake

[adrenalineguide]

Cadillac XT5 Platinum; sexy, inviting and not too shabby on the road.

Text and Photos by Michael Hozjan

Open the door to the XT5 and you immediately want to jump in the driver’s seat – it’s that inviting. The combination of brushed suede, leather and wood accents is attractive, to say thee least.

Introduced in 2017 as the replacement for the slab sided SRX the XT5’s design is refreshing and clearly Cadillac with its signature V-shaped grille and hockey stick lamps.  Furthermore it gives this crossover a Cadillac Family look with their sedan line rather than a gussied up Tahoe. 

The 2019 Cadillac XT5 comes in four trim levels: the base XT5 aptly named Standard is the sole front wheel drive model. Next up the corporate ladder are the all-wheel-drive models starting with the Luxury, followed by the Premium Luxury, and lastly the Platinum. I suspect most buyers will be satisfied with the feature loaded Standard model starting at a meager $44,795, one of the lowest base prices in the class. Even the all-wheel-drive rendition starts off nicely priced at $54,295. From there, the options and prices add up real quick with the Premium Luxury starting at $61,795 or my top-of-the-line Platinum edition’s starting price of $72,195.

For 2019 you’ve got the choice of some new colors; Shadow Metallic, Red Horizon Tintcoat, Manhattan Noir Metallic, and Dark Mocha Metallic. As well, there’s a new Kona Brown leather interior with Sapele wood trim.

 No matter which drive train or trim level you choose, the only available engine is a 3.6L V6 that punches out 310 horses and 271 lb-ft of torque. Incidentally that’s the same combo that powers the ATS, CTS and CT6 sedans. While other luxury midsize crossovers and SUVs do offer stronger engine options, particularly the performance-oriented marques, the Caddy’s power output should prove more than adequate and holds its own against the most. The V6 is quiet and well isolated from the cockpit, however, mash the go pedal and the engine gets loud.

The AWD trims have three driver-selectable settings, fuel-saving front-wheel-drive only, Sport mode which sends power to the limited slip rear axle, and the AWD setting that continuously maintains all-wheel power for slippery conditions. The system can distribute 100 percent of torque to either axle as conditions warrant, and the differential can split the rear axle’s share left to right enough to put all the power to one wheel, masterfully distributing torque to manage traction and optimize handling.

Like the XT4 reviewed here last week, the V6 also features cylinder deactivation, enabling it to run on four cylinders under a light load. The V6 also includes automatic start/stop. The V6 comes mated to a smooth shifting eight-speed with the only downside being an awkward up-and-over shift into Reverse.

On the road a stiff chassis and quick steering response provide a composed curve-hugging ride with a minimum amount of body sway. The optional adaptive suspension is standard equipment on the Premium Luxury and Platinum trims and although it’s not a sports oriented crossover like the Macan, it does help the XT5 challenge the twisties with confidence.

Hit Quebec’s third world pavement, however, and you’ll feel jitters reverberating through the cabin –not the Caddy of old. I’d like to get my hands on one of the base wagons equipped with 18” wheels to see if this trait would be improved over my tester’s 20” units. The fad of going with thin profile tires as a performance excuse vs. smoother rides is something I’ll discuss another day. For now let’s leave it as food for thought in your purchasing decision.

Like I mentioned earlier the XT5’s cabin is inviting, combing elegance and modern design into a sleek airy package with good outward visibility. My Platinum came with leather upholstery, heated and ventilated front seats, heated rear-outboard seats, and a heated steering wheel.

The centre dash panel is clad in suede, visually appealing but a poor choice in a high-traffic area. It feels great, but I wonder how well it will wear as my tester had two rings on the each of the door panels. (see above)

Rear seat passengers will appreciate the sliding and reclining second row. The XT5's wireless smartphone charging pad gets an upgrade for 2019 and offering 15 watts of juice (over last year's 5 watts) to speed charging times and no, my Android didn’t get charged and I had to revert to one of the four USB ports. As mentioned in the XT4 review, Cadillac’s CUE infotainment system has been greatly improved. The 8.0-inch infotainment touchscreen, with Apple CarPlay, Android Auto, and an onboard 4G LTE Wi-Fi hotspot is standard. Base trims get a Bose audio with eight speakers and audiophiles can upgrade to a 14-speaker system on Luxury and Premium Luxury versions while Platinum model offers the upgraded sound system as standard equipment.

 All 2019 XT5 models come with a rearview camera and rear parking sensors. Standard fare on the Platinum but available on lesser equipped trims include rain-sensing windshield wipers, rear parking sensors, rear cross traffic alert, forward collision alert, a safety alert seat, lane departure warning, lane keep assist, lane change assist, blind spot monitoring, pedestrian braking, forward and reverse automatic braking, adaptive cruise control, a rear-camera mirror (see XT4 piece), active park assist, a head-up display, and a surround-vision camera.

As good as some of these items are, I’d gladly trade them all in for Cadillac’s Night Vision system that was discontinued in 2004 for whatever reason.  While most of theses systems are little more than driving aids for the inattentive, Night Vision actually helps you see beyond the high beam’s illumination.  Common guys bring it back.

Oh and while I’m nit picking, why is there no knob for the audio system’s volume? There’s a command on the steering wheel, yes, but otherwise you need to use the touchscreen, which is about as quick as molasses on a warm day. Why have knobs gotten so taboo?

Oh and pray tell why is it that when I have a comfortable volume level on sat radio, switching to AM that it nearly breaks my eardrums and when the nav system gives me directions I can barely hear it? If we can put a man on the moon…

On a positive note, top marks for giving us real buttons to control seat temps, and the heated steering wheel, instead of burying them in computer menus like some manufacturers do.

 There's 30 cubic feet of cargo space behind the XT5's second-row seats, and 63 cubic feet with the rear seats folded completely flat. That's about average for the class. You can slightly increase the total cargo space by sliding the rear seats forward. A metal divider in the back slides and locks in place to keep cargo from sliding around (nice), and there’s a storage bin hidden under the floor.

The XT5 isn’t perfect but it drives well, has a roomy airy cabin that coddles. It’s not the cheapest crossover on the market and it certainly isn’t the priciest. It’s not a performance SUV but a sporty luxury crossover. If you’re shopping luxury crossovers, don’t dismiss it on your list.

 Price as tested: $74,445*

*Includes A/C excise tax, destination charges and optional block heater.

[droneseco]

TimeFlip 2 Review: An Interactive Time Tracker to Master Productivity

TimeFlip2

8.00 / 10

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The TimeFlip2 combines task tracking and Pomodoro timer in a 12-sided cube. Paired with a mobile app, you can analyze how you spend your time, track billable hours, and download time sheets and reports. It's a great tool to gain insights into your productivity habits and manage your time more effectively.

Specifications

Brand: TimeFlip

Connectivity: Bluetooth

Color: White

Material: Plastic

Battery: 2 x AA replaceable batteries

Pros

Tracks tasks online and offline

Includes a Pomodoro timer

Syncs with your Google, Apple, or Outlook calendar

Supports tracking of billable hours

Downloadable time sheets and reports

API and BLE protocol access

Replaceable batteries

No subscription model

Cons

No automatic tracking

Double-tap to pause doesn't always work

App pops up randomly when not connected to cube

Pricey

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A time tracker won't stop you from procrastinating, but at least you'll know exactly where your time went. That's if you remember to use it.

If digital time tracking solutions, like Toggle, don't work for you or the activities you want to track, the interactive TimeFlip2 time tracker might be a suitable alternative. The gathered data can give you new insights into time-wasting habits and enough momentum to implement changes that increase your productivity.

We've reviewed the TimeFlip2 and have compared it with its biggest competitor, the Timeluar. Find out whether one of them will work for you.

What Is the TimeFlip2?

The TimeFlip2 is a physical time tracker and Pomodoro timer that connects to a mobile and web app for detailed task tracking.

The 12-sided cube (aka dodecahedron) serves as your input device. You can assign up to a dozen activities, visualized through stickers on each of the 12 sides. As you change between tasks, you flip the cube to bring the current activity to the top, which initiates tracking of that task.

The cube stores tracking data locally, meaning there's no need to maintain a constant connection with your phone. When you sync the cube with the app, it uploads the data accumulated since the last sync. The app will give you a numeric and visual presentation of how you spent your time. If you spot tracking blunders, say you forgot to pause it during a break, you can also edit the record.

What's in the Box

Your TimeFlip2 comes with a blank dodecahedron tracking unit, two AA batteries, a sticker book that contains 42 pre-designed and 100 empty stickers, a quick start guide, and a pen.

How to Use the TimeFlip2

Once you've assembled your TimeFlip2 as demonstrated in the video above, install the app [Android | iOS], set up your account, and pair the device via Bluetooth. You can sign in with Facebook, Google, Apple, or sign up for a TimeFlip account.

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Note: While you can use the TimeFlip web app to access and edit your data, you'll still need a mobile app to set up your tracker and sync data.

Before you start assigning tasks, take a moment to check for firmware updates. On the mobile app, head to the Settings tab and install available updates. Here you can also adjust the TimeFlip2's LED brightness, blink interval, set up the auto pause feature, and initiate syncing your calendar with TimeFlip2.

 Assign Tasks to the TimeFlip2

After you've logged in, you can start assigning up to 12 tasks to your TimeFlip2 cube. In the mobile app, head to Tasks, select Add new, give the task a name and edit all other optional settings:

The icon should correspond with the sticker you'll use on your cube; remember to add it.

The cube will light up in the selected color when you flip it to the respective task.

The integrated Pomodoro timer option will help you stay within your time limits. Enable this option and set a duration to change the tracking from counting up to counting down.

When you're done, hit Save.

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To assign a task to a specific side on your cube, make sure that side is up, then select the task in the app, and hit Done.

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Note: Until you have assigned a task to the cube, its icon in the app will have a white background. This way you can actually hold more than 12 tasks in the app.

Start Tracking

When you have assigned tasks to the cube and added the respective stickers, you can go ahead and start tracking your time. Take the TimeFlip2 and move it until your current task is on top, then focus on your work until it's time to flip to the next task.

Tip: Make sure the cube lights up as you flip between tasks or double-tap to pause/resume. If it's locked in the app or out of battery, it won't light up, and then it won't track your time.

To account for breaks, you can either assign one of the sides to break time, or you can pause tracking by double-tapping the cube or hitting pause in the app. Again, watch for the LED to light up, which confirms that the TimeFlip2 received your command. We had to double-tap pretty hard to get it to respond and found assigning a break task more effective.

Tip: When you need to carry your TimeFlip2 around, it's best to lock it via the app. You can do this by long-pressing the current task, either while it's running or while it's paused.

Analyze the Data

The app's Tracking tab provides a quick overview of how you've spent your time on individual days. If there's data, you can select previous days to have a look.

For more comprehensive data, switch to the Report tab, click the calendar icon in the top right, and select the desired time frame. Now you can see exactly how much you got done and how much you can bill for over the course of a day, week, month, or any custom time frame you choose.

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From either of the two tabs you can zoom into individual tasks and adjust the recorded times. Select the respective task, select the day you want to edit, tap the time tracked, and edit the time spent as needed.

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Heads-up: On our Android phone, the app wouldn't stop popping up every so often when the TimeFlip2 cube wasn't connected, even when we logged out of the account. Other than connecting the cube, the only way we found to stop this was to terminate the app via Settings > Apps & Notifications > TimeFlip > Force Stop.

Export Data From the TimeFlip2 Web App

The web and mobile apps share some functionality, but each has unique features, too. For example, you can review tasks and edit times on both, but you can't start or pause tracking on the web app. You can, however, create timesheets and reports and export them to XLSX or CSV via the web app only.

Timeular vs. TimeFlip

The Timeular is based on the same concept as the TimeFlip: a physical tracking tool, paired with an app. The two biggest differences between the TimeFlip and Timeular are the number of tasks you can track and the cost for the full suite of features.

Pricing

The Timeular is available in two versions: Basic and Pro. The Basic version ($89) includes just the tracker and the Basic app with no subscription. The Pro version comes with two subscription options: six months ($79) or 12 months ($129) Pro, each followed by a month-to-month Pro subscription you can cancel anytime. You can also purchase the lifetime Pro option ($249) and avoid recurring subscription costs altogether.

The TimeFlip 2 has a much simpler price model: For a single payment of $99 (currently discounted to $69) you'll get one tracker and access to all features. You can get further discounts for buying sets of three (currently $179) or five trackers (currently $269) for your team. No subscriptions, no hassle.

Features

The Timeular's basic option includes a lifetime license for the Basic software and unlimited tracking on desktop and mobile apps. You can upgrade to Pro anytime, which will add the ability to generate charts and reports, track goals, export data, collaborate with others, and get priority support.

The TimeFlip2 offers features similar to Timeular's Pro plan. You'll have access to all-time statistics, including graphical representations; you can edit or export the data; it integrates with Google, Apple, and Outlook calendar; and it offers access to the API or BLE protocol to create your own functionalities.

With the TimeFlip2, you can track up to 12 activities. The Timeular cube only has eight sides, meaning you can track up to eight different activities.

TimeFlip2 vs. Timeular: Which One Do We Recommend?

The TimeFlip2 beats Timeular hands-down because it includes Pro-level features with no subscription costs, at a fraction of the cost. We haven't done a hands-on review of the Timeular, but based on cost and features alone, we can't recommend it. If you're looking for a tool like this, the TimeFlip2 should be your first choice.

Our TimeFlip2 Experience and Verdict

We think that the TimeFlip2 is a great addition to your work from home tool set.

It takes some time to build the habit of using a time tracker. The advantage of online solutions is that they can automatically track anything you do on your computer. With the TimeFlip2, you have to remember to flip it every time you switch tasks.

On the upside, the time tracker is much less distracting than an online interface, and you can literally track anything you do, whether it's online or offline—such as workouts, cooking, or gaming. You are, however, limited to 12 tasks.

Occasionally, we forgot that the TimeFlip2 was locked. We happily flipped it all day long, but it didn't track anything. If you pay attention to the LED, that shouldn't happen.

We've used the TimeFlip2 for over a month (and dormant for another two months) and the battery is still at 87%, which is reasonable. TimeFlip2 promises a battery life of 6+ months, so we're right on track. Since it uses AA batteries, you'll never have to throw it out because the internal battery has died; you can easily replace them. It does work with rechargeable batteries, which we'd recommend using after you've exhausted the ones that come with it.

Overall, if you're looking for a haptic time tracking tool that can help you analyze how you spend your time, the TimeFlip2 is a great solution. If you don't actually need detailed task tracking, then have a look at the TickTime Pomodoro timer.

TimeFlip 2 Review: An Interactive Time Tracker to Master Productivity published first on http://droneseco.tumblr.com/

[carpostnet]

Hyundai Elantra facelift vs Honda Civic vs Skoda Octavia petrol-automatic comparison

13th Dec 2019 6:00 am

The facelifted Hyundai Elantra is right here with a BS6-spec petrol engine and we pit it towards the Honda Civic and Skoda Octavia to see the way it stacks up.

It’s not been all that lengthy since we in contrast the Honda Civic and Skoda Octavia. But in that point, Hyundai introduced out an up to date Elantra. It’s bought a brand new look, extra options and is (for the second, at the least) solely accessible with a BS6 emission norms-compliant petrol engine. What we’re to know is what the brand new Elantra’s good at, the place it suits in, and if it may simply be the chief sedan to purchase?

Sharp fits

There’s little or no distinction between the three automobiles in dimension however you positive gained’t confuse one for the opposite in the best way they appear. The up to date Elantra retains the unique’s swoopy form, however the detailing is now all about sharp cuts and angular kinds. Triangular headlights, a hexagonal grille and the sunken fog lights (triangular once more) make the facelifted Elantra appear like an entire totally different car. The tail is redone too – the brand new tail-lamps get cool LED detailing, the boot lid is totally different, and even the rear bumper that now hosts the quantity plate, will get a refresh with a pretend diffuser low down for a sporty look. The Elantra positive has its fascinating particulars however extra imaginatively-styled and bigger 17-inch rims could be a part of our want checklist.

  No such complaints in regards to the Civic; it’s simply the one which turns probably the most heads. While its low bonnet, delicate surfacing and arced roof are speaking factors in their very own proper, it’s the fastback-like tail that elevates the design to a different aircraft. Other issues, just like the detailing on the lights and wheels, solely additional the Civic’s unique enchantment.

The Skoda Octavia clearly seems to be just like the European car of the trio. It lacks the flamboyance of its rivals however there might be many who will take to its clean-cut, understated kind. Styling is neat, the delicate detailing is elegant and even six years on, the form seems to be elegant. Nicer wheels would do the trick on the Octavia too, don’t you assume?

The workplace

Open the up to date Elantra’s doorways and the primary impression is of a extra inviting cabin. The new dual-tone black-on-beige inside theme seems to be richer than the sooner car’s all-black cockpit, and as an added plus, the lighter supplies additionally give a better sense of house. Also including a bit extra flavour to the cabin is the sportier new steering wheel and wealthy metallic inserts on the air-con vents. The fake carbon-fibre detailing on the dials and instrument encompass isn’t consistent with the car’s persona, although. Also new to the Elantra is an 8.0-inch touchscreen that comes with Hyundai’s Blue Link eSIM-based connectivity tech. It’s an amazing characteristic to have if you wish to regulate your car’s whereabouts and chauffeur’s driving behaviour, however we suspect the choice to remotely begin and pre-cool the car is what consumers will boast about most. And, as earlier than, the ventilated entrance seats have your again on heat days.

New dual-tone theme and bigger display screen the most important adjustments within the Elantra cabin.

The Civic gives a decidedly sportier driver atmosphere. It’s a drop down on to the well-cushioned driver’s seat however the wonderful view out of the windscreen, the proper place of the pedals, steering and equipment lever, and the dashboard that seemingly wraps itself round you, all make you instantly really feel at one with the car. The three-part dials are additionally particular however the 7.0-inch touchscreen is a little bit of a miss as its graphics seems a bit last-gen.

Civic’s driver atmosphere is the sportiest. Driving place is spot on.

You sit larger up within the Octavia and, even from behind the wheel, the general sensation is of being within the largest of the three automobiles. Like its exterior, the inside too is elegant, if a bit business-like in look. That mentioned, the Octavia’s cabin does go one-up on rivals’ with extra beneficiant use of soft-touch supplies and customarily larger ranges of match and end, together with felt-lined door pockets. And as a lot of a fingerprint magnet it’s, the Octavia’s 8.0-inch touchscreen can also be the nicest to make use of. The Audi-like Virtual Cockpit digital devices on top-spec L&Okay automobiles look wealthy too.

Octavia’s dashboard is straightforward in look, however wonderful high quality of supplies uplift the cabin atmosphere.

Talking options, the expensive Octavia L&Okay is the one one with auto parking and a powered entrance passenger seat, although lesser variations nonetheless get you all of the necessities you’ll want. The Civic’s digital parking brake, and Lane Watch system that relays feed from a mirror-mounted digicam of far-side blind spots are useful inclusions. Features unique to the Elantra embody its ventilated entrance seats, a hands-free boot launch (it’s very temperamental) and wi-fi charging.

What you get on your cash Hyundai Elantra 2.Zero VTVT SX(O) AT Honda Civic 1.Eight ZX CVT Skoda Octavia 1.Eight TSI L&Okay LED headlight Yes Yes Yes Powered seats Driver Driver Driver/co-driver Ventilated entrance seats Yes No No Digital dials No Yes Yes Electric parking brake No Yes No Paddleshifters No Yes Yes Sunroof Yes Yes Yes Touchscreen 8.0-inch 7.0-inch 8.0-inch Apple CarPlay/ Android Auto Yes/Yes Yes/Yes Yes/Yes Connected tech Yes No No Wireless telephone charger Yes No No Hands-free boot launch Yes No No Parking sensors Front/Rear Rear Front/Rear Camera Rear Left and Rear Rear Auto parking No No Yes Airbags 6 6 8

Business time

Upgrading a BS4 petrol engine to BS6 spec consists of the fitment of exhaust after-treatment {hardware} and a means of recalibration that sometimes ends in a drop in energy and economic system. So it’s fascinating to notice that the Elantra’s now-BS6-compliant 2.0-litre petrol engine makes the identical 152hp and 192Nm as earlier than. Fuel economic system for the 6-speed automated transmission-equipped model (featured right here) is at an similar 14.6kpl too. What has modified is the engine’s energy attribute. That overly enthusiastic bottom-end has made manner for a extra linear build-up of energy, and as an added plus, engine refinement has improved too; you hear a lot much less from below the bonnet. In impact, what you get is a friendlier and extra enjoyable car to drive on the town. However, within the transition to BS6, the Elantra has misplaced a few of its tempo. Tested on BS4 gasoline, the up to date Elantra proved to be half a second slower to the ton with a time of 10.94sec, and likewise a tad slower in kickdown acceleration. Drive modes, together with a brand new adaptive Smart mode, assist fine-tune powertrain traits. In different areas, the Elantra feels the identical as earlier than. There is a numbness to the steering, so it’s not a very thrilling car to drive.

  Merely wanting on the Civic’s slithery form, you’d count on it to be the sportiest car to drive. And to some extent, it’s. On a windy highway, you’ll love the slickness with which the Honda adjustments path. Turn-in is fast and there’s an amazing feeling of join on the steering. But what spoils it’s the CVT gearbox. Yes, the unit is diligent on the town, and retains the Civic operating at its environment friendly finest, however, every now and then, whenever you do press down exhausting on the accelerator, there’s extra noise than motion, and this makes you are feeling like a spectator within the expertise. Paddleshifters assist however there’s solely a lot to achieve shuffling by the seven steps of the CVT. The Civic’s 1.8-litre engine makes the least energy and torque – 141hp and 174Nm – too, however you’ll admire the VTEC unit’s prepared energy supply and eager low-speed responses.

A 180hp/250Nm, 1.8-litre, direct-injection turbocharged engine, paired to a 7-speed dual-clutch auto, means the Skoda Octavia has probably the most spectacular elements right here. And it makes good on the promise of its subtle mechanicals with probably the most rounded drive. You get a genteel expertise within the city grind however do you have to need any extra from the Octy, the engine-gearbox combo is recreation to play. The gearbox will drop down as many gears as essential to get you into the meat of the powerband and what follows is a really satisfying pull to the redline. The Octavia actually is in a category of its personal when speaking efficiency, and the numbers inform you as a lot. It does the 0-100kph sprint in 8.01sec, bettering the Elantra and Civic’s time of 10.94sec and 11.48sec, respectively. There’s nearly no comparison when speaking kickdown acceleration both. As for dealing with, the Octy goes in regards to the enterprise of sewing corners earnestly even when it’s not fairly as agile or involving as a Civic.

Performance Hyundai Elantra 2.Zero VTVT SX(O) AT Honda Civic 1.Eight ZX CVT Skoda Octavia 1.Eight TSI L&Okay 0-20kph 1.40 sec 1.64 sec 1.61 sec 0-40kph 2.98 sec 3.70 sec 2.79 sec 0-60kph 5.09 sec 5.80 sec 4.12 sec 0-80kph 7.47 sec 8.30 sec 5.85 sec 0-100kph 10.94 sec 11.48 sec 8.01 sec 0-120kph 14.77 sec 15.68 sec 10.79 sec 0-140kph 20.13 sec 21.46 sec 14.16 sec 0-160kph 26.57 sec 29.98 sec 18.38 sec 20-80kph (in kickdown) 6.03 sec 6.68 sec 4.95 sec 40-100kph (in kickdown) 8.07 sec 9.04 sec 5.53 sec

Sit again and loosen up

Hyundai hasn’t modified the Elantra’s rear seat however the lighter colors within the cabin make this part really feel airier than earlier than. Headroom may very well be a difficulty for tall occupants however, like the opposite two automobiles, the Elantra gives a great deal of legroom. It can also be probably the most welcoming for a center passenger because of the low central tunnel and an adjustable centre headrest. The chauffeur-driven will just like the Elantra’s absorbent low-speed journey however massive potholes are inclined to thud by the cabin. At excessive speeds, there’s additionally extra vertical motion than you’d like.

Lighter theme makes Elantra really feel airier now.

It’s the low-slung Civic that feels one of the best tied down at excessive speeds. Even low-speed journey is spectacular, regardless of the suspension setup being on the stiffer aspect. And these nasty screeches brought on by the outdated Civic’s underbody making contact with massive speed-breakers are additionally a factor of the previous; that is because of the beneficiant floor clearance on the brand new car. However, the cabin isn’t precisely calm, with loads of highway noise seeping in. What may be a ache level for some, fairly actually so, is the low-set rear seat. It’s even decrease than the Elantra’s, so getting out and in of a Civic isn’t the simplest of workout routines. That mentioned, the Honda’s softly cushioned rear seat is basically cozy and is probably the most supportive on this trio. If solely the centre armrest wasn’t positioned so awkwardly low. And why no energy retailers on the again, Honda?

Civic seat is low however very well cushioned.

The Octavia won’t be any bigger than the Elantra or Civic, however the Skoda’s massive home windows and higher-set seating positive give the impression of it having probably the most house. Headroom is probably the most beneficiant behind the Octavia however the upright seat does price the Skoda some important factors. You additionally really feel a bit extra of the highway floor in an Octavia than you’ll in, say a Civic; it’s not sufficient to warrant criticism although.

Octy feels roomiest however seat is upright.

Executive determination

Priced at Rs 20.39 lakh (ex-showroom, Delhi), the range-topping Hyundai Elantra petrol-automatic is probably the most reasonably priced car right here. But in a phase the place budgets are typically versatile, the slight worth benefit isn’t a decider. The new-look Elantra is nice in most respects, however it’s not a car that bowls you over for anyone factor particularly.

The sinuous Civic, then again, has magnetic enchantment; you’ll need one solely for the best way it seems to be. But spend time in a single and you’ll’t assist however assume how a lot nicer the Honda would have been with a extra keen engine and even only a higher gearbox. All mentioned, it’s a superb govt sedan to purchase for Rs 21.24 lakh, however not one of the best govt sedan to purchase.

Once once more, it’s the Skoda Octavia that holds its personal. Yes, the totally loaded L&Okay is expensive, at Rs 23.59 lakh, however it can save you a packet by choosing the Style variant that prices Rs 20.59 lakh. As a product, what has at all times and continues to work within the Octy’s favour is its mixture of an distinctive powertrain, a wealthy and cozy cabin and practicality (it’s bought a 590-litre boot). The factor is, the current-gen Octavia is in its run-out part and can bow out earlier than April 1, 2020, when the BS6 norms kick in; the next-gen mannequin involves India in late 2020. While this may very well be a deal-breaker for a lot of, the fitting approach to see the Octy’s impending departure is as a chance to push exhausting for large reductions. Already supplied with a six-year guarantee, an Octavia with a giant saving positive appears like a candy deal.

Specifications Hyundai Elantra 2.Zero VTVT SX(O) AT Honda Civic 1.Eight ZX CVT Skoda Octavia 1.Eight TSI L&Okay Length 4620mm 4656mm 4670mm Width 1800mm 1799mm 1814mm Height 1465mm 1433mm 1476mm Wheelbase 2700mm 2700mm 2688mm Ground Clearance (unladen) 165mm 171mm 155mm Engine 4-cyl, 1999cc, petrol 4-cyl, 1799cc, petrol 4-cyl, 1798cc, turbo-petrol Power 152hp at 6200rpm 141hp at 6500rpm 180hp at 5100-6200rpm Torque 192Nm at 4000rpm 174Nm at 4300rpm 250Nm at 1250-5000rpm Gearbox 6-speed auto 7-step CVT 7-speed dual-clutch auto Kerb weight 1338kg 1300kg 1376kg Boot capability 458 litres 430 litres 590 litres Fuel economic system (ARAI) 14.6kpl 16.5kpl 15.1kpl

Verdict Hyundai Elantra 2.Zero VTVT SX(O) AT Honda Civic 1.Eight ZX CVT Skoda Octavia 1.Eight TSI L&Okay Verdict Quieter and smoother however not distinctive in anyone space. Exciting to take a look at, sporty to be in, uninspiring to drive. Still probably the most rounded govt sedan you should purchase. Rating 7/10 8/10 9/10 Price (ex-showroom, Delhi) Rs 20.39 lakh Rs 21.24 lakh Rs 23.59 lakh

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[waynekelton]

The Weekender: Don't Call It a Come Back Edition

It’s been a great week for mobile gaming all round - lots of premium releases, Apple Arcade, and yeah, some high-profile 'freemium' releases that seem to have really taken off as well. We missed out on an update last week so there's quite a bit to catch up on, but honestly most of it has dropped this week vs. last week.

Out Now

Aeon’s End (iPad & Android) - $8.99

Aeon’s End is a pretty interesting co-op deck-building experience. Up to four ‘Breach Mages’ must band together to defend their home from inter-dimensional horrors hell-bent on its destruction. Like most deck-builders you start off with a basic deck and must improve it with purchases from a central market (Dominion style, not Star Realms).

The order in which you discard cards is important as you don’t shuffle your discard pile when it runs out, and as well as improving you deck you need to improve your mage by unlocking more spell slots. I’ve dabbled around with the physical version and it’s pretty neat, with the challenge coming from the ‘Enemy’ deck as defined by whichever enemy you chose to face, as well as a randomised turn-order each round.

The digital adaptation has been handled by Handelabra, of Sentinels of the Multiverse fame, and is currently only available for tablet devices.

Yellow & Yangtze (PC)

This is more of a quick FYI to let you know that Dire Wolf Digital have released the next game in their wave of digital board game ports - Reiner Knizia’s acclaimed Yellow & Yangtze. It’s currently only out on Steam Early Access, but Dire Wolf have already stated that an iOS and Android release is due “in the coming weeks”.

Dear Esther (iOS) - $4.99

Not really my thing, but I know indie classic Dear Esther is highly respected for its visuals and atmosphere. ‘Walking simulators’ can sometimes be used as a derogatory term, but it pretty much sums up what you’re getting with this game. It’s a short and sweet affair that’s been out for a while, and now it’s finally on iOS

Developers The Chinese Room allegedly want this to be a prequel of sorts for one of their upcoming titles, Little Orpheus, which is due to hit Apple Arcade next year. It requires iOS 9 or later, but it does work on Phones.

Versus: Unfriendly Frenzy (iOS & Android) - $5.49

Something else we missed from past couple of weeks is a new indie real-time strategy game called Versus: Unfriendly Frenzy, from ZeMind Game Studio. It’s “fast-paced” take on the genre with three factions, outlandish units, head-to-head multiplayer as well as a single-player campaign. We’ll try and take this one for a spin as soon as we can, but here’s a trailer to give you a quick impression.

Call of Duty Mobile (iOS & Android) - Free

You already know this it out of course, but just re-stating for the weekend crowd - Activision have finally released their latest mobile adaptation of the insanely popular first-person shooter franchise on mobile.

As much as I hate to admit it, it’s not terrible. The way they’ve adapted the controls means that you won’t be fragging with the kind of precision you see in pro-teams, but there is an art to manipulating the controls. It also rewards careful, forward-thinking players who can predict enemy movement and make sure they’re already waiting with a shot lined up. It’s a bit too run-and-gun for my personal tastes - reminding why I stopped playing the franchise after Modern Warfare 2, but if you’re even a little bit curious I’d suggest checking it out.

Monetisation can be a bit ‘in your face’ when you log-in, otherwise it leaves you alone. It uses a variation of the battle-pass system you see in Auto Chess games, so you still get free stuff and you acquire more guns as you level up through play, but if you buy the battle-pass you simply get more stuff as you rank up. You level up guns by using them, or by using level-up tickets you can acquire. Levelling up guns gets you more attachments, but you can still wreck even with the starting M4, if you’re good enough. The worst thing you have to worry about right now is people using Mouse/Keyboard.

Updates & News

It’s been a bumper week for news from all quarters, some of which we’ve covered ad-hoc (Bad North! Yay!) but the rest we’ll try to summarize here:

Sensor Tower is reporting that Mario Kart Tour has become Nintendo’s most downloaded mobile title, getting 90 million downloads in its first week. Monetisation hasn’t been as big a success story, as it’s only third place behind Fire Emblem Heroes and Super Mario Run.

Something we missed out on the other week, but Void Tyrant got a huge 1.1 update that added a bunch of new content and a new class. We weren’t its’ biggest fans, but it’s nice to see this kind of support. You can check out the full patch notes on the iOS store page.

If you’re a fan of Bastion and didn’t catch the news, the current ‘Version’ on iOS is being delisted and replaced with a new one. This is mainly to do with developer Supergiant taking over the publishing of the game on mobile but if you want to read up on the full story and what it means for current iOS owners, please read this.

Xenowerks Tactics now has a release date and is available for pre-order on iOS and Android. There's also a new trailer.

Sales

Holy Potatoes! A Sale!?

All of Daylight Studios Holy Potatoes! games are on sale on iOS, Android too, but they only released A Weapon Shop!? on that platform so it’s not like there’s much choice there.

Beholder 2 (Review) - $3.99

Beholder 2 is on sale for only the second time since launch, and its cheapest price yet. The sale is only on iOS, but there is a free-trial version on Android if you want to give it a go.

Other iOS-only sales include Legends of Andor, Terra Mystica and Card Thief. All really good games available at a pretty decent price.

Seen anything else you liked? Played any of the above? Let us know in the comments!

The Weekender: Don't Call It a Come Back Edition published first on https://touchgen.tumblr.com/

[dsrajawat]

At the Unpacked 2019 event in New York, Samsung debuted the Galaxy Note 10 series, putting an end to months of leaks and rumors. DJ Koh, Chief, Samsung mobile division unveiled the Galaxy Note 10, Note 10 Plus and Note 10 Plus 5G phones. But that’s not all!

Besides the three phones, we have a

Here’s everything you need to know about Samsung Galaxy Unpacked 2019.

Unpacked 2019 highlights

1. Galaxy Note 10 series

This is the first time we are witnessing three variants of a Note, i.e. Note 10 (standard), Note 10+ or “Plus” and finally a 5G edition, which is basically the top end with 5G prowess.

Let’s start off with the Note 10 Plus features:

Interestingly, this is a year of many firsts for a Samsung flagship. You get a neoteric Infinity-O display that sports various features to its credentials such as Dynamic AMOLED panel, HDR10+ support, WQHD+ resolution, a huge 91.0% screen-to-body ratio, Gorilla Glass 6 protection.

Samsung has embedded a next-gen ultrasonic fingerprint scanner under the screen. Unlock the phone and you’ve One UI based off Android Pie (9.0) software experience.

This software layer runs atop the Exynos 9825 chipset, coupled with upto of RAM and of onboard storage. You also get to expand the storage using a microSD card unto GB. The Vapor cooling chamber is there within the device to keep the device cool during gaming hours.

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Note 10 25W Fast Charger

Samsung Galaxy 45W Super Fast Charger

Samsung Galaxy Wireless deck

The Galaxy Note 10 Plus runs on a 4300mAh battery which claims to endure all day long. This is compatible with a 45W Super Fast Charging adapter. However, we only get a 25W charging head within the box. There is fast wireless charging 2.0 support and Powershare reverse wireless charging as well.

All of these is packed in a glass sandwich with an aluminum frame. You get to pick the device in multiple colors.

The rear houses three cameras stacked vertically, which queues a primary 12MP + 12MP telephoto sensor plus a 16 MP ultrawide sensor equipped with AI and AR. The videography is also on focus as you get to apply real-time portrait blur and lighting effect on videos.

ALSO READ: Samsung Galaxy Note 10 vs Apple iPhone 11 vs Google Pixel 4 vs Huawei Mate 30 Pro

Moreover, the “audio zoom’ feature, Note 10 lets you focus on the audio whilst zooming videos. The AR doodle feature looks cool as it uses the 3D depth-sensing unit on the Note 10 Plus to scan a real-world object into a 3D virtual model. So this AR emoji is capable of mimicking your moves.

And finally coming to the S-pen, which is a creativity and productivity ninja thanks to a galore of features. The brand new S-pen acts as a remote control for your Note 10. With this stylus, you can enjoy Air Gestures, command cameras and scribble seamlessly on your Note. You can convert handwriting to text format and share it in varied formats.

ALSO READ: Samsung Galaxy Note 10+ vs Galaxy Note 9

Here’s how the Note 10 differs from the Plus variant –

Galaxy Note 10 vs. Note 10 Plus specs comparison

Model Galaxy Note 10 Galaxy Note 10 Plus Display 6.3-inch @60Hz

3040×1440 (WQHD+) Cinematic Infinity-O, Gorilla Glass

Dynamic AMOLED

HDR10+, in-display fingerprint scanner

6.8-inch @60Hz

3040×1440 (WQHD+) Cinematic Infinity-O, Gorilla Glass

Dynamic AMOLED

HDR10+ in-display fingerprint scanner

OS Android 9 Pie

Samsung One UI (out of the box)

Android 9 Pie

Samsung One UI (out of the box)

Processor Exynos 9825 (Snapdragon 855 for Verizon Wireless in the U.S.) Exynos 9825 (Snapdragon 855 for Verizon Wireless in the U.S.) RAM 8GB 12GB Internal 256GB and Expandable up to 1TB (Hybrid slot), UFS 3.0 256/512GB and Expandable up to 1TB (Hybrid slot), UFS 3.0 Rear Cameras

12MP (f/1.5) Wide Primary sensor

12MP (f/2.1) Zoom Telephoto sensor

16MP (f/2.2) Ultra-wide angle sensor

3D ToF depth lens

12MP (f/1.5) Wide Primary sensor

12MP (f/2.1) Zoom Telephoto sensor

16MP (f/2.2) Ultra-wide angle sensor

3D ToF depth lens

Front Camera 10MP (f/1.6) Dual Pixel PDAF 10MP (f/1.6) Dual Pixel PDAF Battery 3800mAh with 25W fast charging support, 20W Wireless charging and 15W PowerShare 4300mAh with 45W fast charging support (not bundled), 20W Wireless charging and 15W PowerShare

Galaxy Book S

Galaxy Book S is a 13.3-inch Windows 10 laptop powered by a Snapdragon CPU. It comes with LTE connectivity, Type-C, packs a Snapdragon CPU and reportedly a long 23-hour battery life.

Pricing & Availability

Samsung Galaxy Note 10 starts at $949

Galaxy Note Plus starts at $1,099

Galaxy Note 10 Plus 5G starts at $1300 as Verizon exclusive in the U.S.

Galaxy Watch Active 2 starting at $280 going on sale from September 13

Galaxy Tab S6

Galaxy Book S is priced a $999 and will be available from September.

Samsung Galaxy Note 10 series goes official at the Unpacked 2019 event At the Unpacked 2019 event in New York, Samsung debuted the Galaxy Note 10 series, putting an end to months of leaks and rumors.

[thecivicproject-blog]

The Centerpiece

I thought I would take a week off before concluding Part 3 of how this whole car came together and talk a little bit about why I decided to get the unit I ended up with.  I mentioned on the 2nd post that I was seriously looking at the Pioneer 2440NEX.  While a great radio in its own right, what turned me off was the cheap feeling of the buttons on the radio.  I coupled that with the fact that the Pioneer had a resistive touchscreen and its closest competitor, the Kenwood 9904s being capacitive, as well as a price reduction, and the decision got easier.

Put together and ready to go in the car

So the Kenwood 9904s had a price reduction because the 9905 was replacing it.  While the 9905 has 720p vs the 480 in my radio as well as wireless Android Auto, I felt like these two features didn’t justify the $200 increase in price.   The 9903 which preceded it was cheaper and did have an HDMI port in the back, but I had heard bad reviews on the firmware for that radio, and I just didn’t see myself streaming videos in a Civic.  If I had headrest monitors maybe I would have done it, but the 9904 has a roundabout way to get HDMI if I really wanted to add it in the future.

The factory loading screen.  Didn’t stay that way for long.

After the ordeal installing the radio and all the loose wires throughout the car, I attempted to start the car to ensure the unit was actually working.  It turned on the first try so I programmed the clock and a handful of other things, and shut off the radio to connect the cameras.  At first they didn’t turn on, so I tightened the plugs and it fired right back up.  First thing I did was throw the car in reverse and eureka I get a beautiful view of my wife’s car.  

Now I have eyes in the back of my head.

The menu has a fantastic set of options.  The factory default radio for this car had a CD player, AUX jack, support for an iPod from 2010 and Satellite Radio.  I was able to keep all of that except the AUX jack, but I have Bluetooth to replace it.  My AM/FM radio supports HD which means Orock 105.9 returns!  The big selling point was the Idatalink Maestro which not only allowed me to keep my steering wheel controls, but connected my car’s telemetry to the radio.

Ready to order off the menu

The telemetry allows me to see whether a door is left open, or what my tire pressures are currently reading as well as a selection of 10 gauges.   There’s a number of gauges to choose from, but at any given time you can look at 5 at a time, and program 10 to see.  The new radio will be replacing the Scangauge II that was in my car since about a month after I bought it.   I’ll be selling that at the end of this project, along with a number of leftover parts from this project.

HD radio

Of course the main attraction of this radio is Apple Carplay and Android Auto.  I had problems at first which appeared to be problems with the cable I was originally using, but a cheap 5 pack of cables from Amazon seemed to have fixed the problem.   Depending on my reception (Which isn’t always great thanks to Sprint) I am usually able to control Spotify or get text and facebook messages with no problem right on the screen.  Its quite unusual getting a message and having the car read it aloud to me.  Other benefits include commute time and alternate routes through Google Maps and live weather.  

Android Auto working great!

Because I also have the front view dash camera, I also get forward collision warning, and full control of my dash cam from the head unit.  This includes being able to recall view right on the screen.   This is pretty handy considering I’ve now placed dash cams in both of my vehicles.   

I set my default gauges to be fuel economy centered

Once I wrapped getting the cameras aimed and I was comfortable with the settings, I used the procedure in this link to replace the loading screen.  Since my goal was to make this project look as close to factory as possible, I used a very Honda loading screen.  https://carboncarsystems.com.au/how-to-change-jvc-kenwood-load-screen/

This is a much better loading screen.  Comes on when the car starts and looks a lot more “factory”

Now that the main event is complete, there’s small knick knack pieces that I’ll review in another post in two weeks.

[gefestix-blog]

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[mcclure30mcclure-blog]

Must You Purchase a Wearable? 4 Reasons You Require a Smartwatch

A smartwatch is almost certainly most aptly explained by Wikipedia as “a computerized wristwatch with operation that goes beyond timekeeping”. While the concept has been toyed with since the 70s, it is only in the earlier couple of years that it received a huge push. Pebble, 1 of the most profitable Kickstarter initiatives at the time, got the ball rolling in 2012 with Google and Apple pursuing two a long time afterwards. But in 2017 it’s protected (and a little bit unfortunate) to say that the smartwatch buzz has died down. Pebble got sold to Fitbit amid fiscal troubles. Google’s Android Use watches have mostly flopped with some manufacturers going for walks away from the platform. Apple with all its marketing and advertising and retail press won’t expose it is Observe revenue figures — possibly because they’re not boast-worthy like their other product lines. Again in 2014, we told you that the time wasn’t ripe to acquire a smartwatch. Is acquiring 1 nowadays really worth it? Obtaining been an avid smartwatch operator and category tracker because my first Pebble in 2013, I even now consider it is. Need to You Buy A Smartwatch Now, Or Wait? Need to You Purchase A Smartwatch Now, Or Hold out? Everyone is talking about smartwatches and other wearables as "the subsequent big point." So, should you purchase a smartwatch these days, or wait around for the smartwatches to occur? Go through A lot more one. Notifications Are Helpful (Particularly Outdoor) There are months the place I just fail to remember to cost my Android-Wear-driven LG G View. And I really don't truly miss it when I’m at property because I can quickly look at the phone sitting down at the desk. But I do overlook the 2nd display screen to my smartphone each time I’m outdoors. LG G Watch Review and Giveaway LG G Observe Overview and Giveaway Does the LG G Observe suck or does it deal with to justify its $229 cost tag? Read through More It is secure to believe that energetic smartphone end users get at least tens of notifications each and every working day, if not hundreds. And here’s the intriguing component: each notification does not genuinely demand an action. We admit the material in our head, dismiss the notification, and have on with daily life. The exercise of pulling the smartphone out of your pocket or bag at every excitement is tremendously reduced by a practical hand-tilting gesture of a smartwatch. For illustration, envision you booked a taxi utilizing an app like Uber. The application has a persistent notification that tells the cab quantity, the time it’ll take to get there, etc. It’s super-useful to have this info proper on your wrist. It’s also excellent to speedily consider motion on people notifications, simply because of swift action buttons. Acquired an e-mail you don’t care about? Swipe proper and strike Archive. Want to acknowledge a reply to a tweet? Swipe and strike the Like button. All from your wrist. Android Put on has gestures that permit you scroll by means of notifications by just flicking the wrist. I agree it seems kinda odd when you are carrying out that in the presence of random strangers. But it is excellent when you have your fingers full and nevertheless want to see what’s new. In the long run, it all boils down to how crucial mobile phone notifications are to you in basic. best sports watches for men 2. It is Simpler to Track Flip-by-Turn Navigation Here’s an additional nuanced use case that may possibly pique your interest in smartwatches. A great deal of newer cars come with Apple CarPlay and Android Auto support — placing Google or Apple Maps proper on your dashboard. But if you really don't have a new vehicle, there is a great possibility putting a head device in your existing one will be an high-priced or difficult affair. Android Auto vs. Apple CarPlay: Which In-Automobile Method Is Appropriate for You? Android Vehicle vs. Apple CarPlay: Which In-Automobile Technique Is Proper for You? Present-day leading in-auto leisure programs are Android Automobile and Apple CarPlay. But which a single is far better? Which has the far better functions? Which is the most valuable to drivers? Study Far more This is where a smartwatch comes in useful. In the course of outings, I established the spot in Google Maps and change the cellphone monitor off. On my Android Wear smartwatch, a persistent notification card demonstrates me the length prior to the up coming change. This is excellent simply because sometimes on a lengthy straight road you really do not get voice prompts as typically, and a fast tilt of the wrist is all it takes to get some reassurance. Now just think about modes of transportation exactly where utilizing a smartphone is not an option, like a motorbike or a cycle. A smartwatch can be super-hassle-free in these scenarios. 3. It’s Great for Mundane Activities stylish helmet When I’m putting on 1, I enjoy employing the smartwatch to perform mundane actions like placing reminders. It is hassle-free to elevate the wrist, say the activation keyword (for me it’s “Okay Google”) and speak the reminder to the digital assistant. Or say when I get an quick concept, and I need to have to send out a monosyllabic reply (like “OK,” “Cool,” “Yes,” “No”), the interface has one particular-click preset replies. In fact, these units are tiny computer systems at the stop of the day, so they can be intelligent about it too. If you are replying to an iMessage on an Apple Observe, it intelligently provides contextual responses alternatively of a generic canned response. Android Put on 2. does the identical factor but for any messaging application! four. It Helps Get Your Butt Off the Couch It’s no key that smartwatches started out concentrating on health in an endeavor to preserve them pertinent. Everything about Apple View Collection 2 was associated to health and fitness, from the developed-in GPS to the h2o resistance. Many smartwatches these days appear with the prerequisite hardware for physical fitness monitoring, like motion sensors, and a coronary heart rate keep an eye on. And simply because of their rich person interface, they can observe fitness better than those Fitbit bands with 1-line displays. An Apple Watch’s action app has straightforward-to-observe activity rings that can encourage a sedentary consumer to get up and move more often. Google In shape, which is created into all Android Use products, also lets you set a everyday physical exercise purpose and pushes you to attain them. Edition 2. of the platform also has a total-fledged Google Suit Training app. Yet another neat trick? If you have a Bluetooth headset, you can hear to audio straight from the view, no mobile phone necessary. This is great when you are going for a jog and really do not want a big slab (i.e. your smartphone) tugging your observe trousers down. Most Android Use products come with four GB of interior memory, while Apple Watch arrives with 8 GB. That ought to be plenty to maintain your work out music synced. Talking of syncing, you have to be subscribed to Google Enjoy Tunes if you’re making use of Android Wear or Apple Audio for the Apple View for this to perform. 7 Amazing Factors You Can Do With Google Enjoy Songs 7 Awesome Factors You Can Do With Google Engage in Tunes In this article, we will introduce you to some amazing issues you can do with Google Engage in Music that both beginners and veterans alike might not be informed of, but must make use of. Study A lot more So Why Have not Smartwatches Clicked? If you question me, the straightforward answer is due to the fact they are as well darn costly. The average promoting cost of a smartphone nowadays is around $250 — which is how much entry-stage smartwatches like the Apple Look at Series 1 or the LG View Design price proper now. A lot of folks nevertheless seem at smartwatches as components to their smartphone, and if you look at the use circumstances earlier mentioned, there is no question it is an accent. Plus several of them are massive, unattractive, and demand everyday charging. I sincerely hope that rather of positioning them as luxurious products, companies situation them far more properly. We’re viewing a single instance of that occurring: the ZTE Quartz is a highly-specced, 3G-compatible Android Use 2. look at getting marketed for a reasonable $200.