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We reviewed a few touchscreen monitors in 2014 and thought at the time that they might catch on as a new category. With the proliferation of phones, tablets, phablets, and pseudo-desktops like the Surface, it seemed logical that users might want to add that functionality to their traditional workstations. Obviously that revolution didn’t happen, but the genre isn’t dead either. One of the monitors we looked at back then was Dell’s P2714T. That display is no longer available, but today we have a new product in the lab from the same company. The P2418HT is an IPS panel with 10-point touch and FHD resolution in a 24” size. Let’s take a look. Clearly, users are not clamoring for touchscreens on the desktop. But if Dell sees a market for a brand new monitor, we can’t ignore it. And commercial applications are still a major driving force behind the adoption of large touchscreens. The P2418HT is a fairly typical IPS panel with a 23.8” viewable area, a super thin bezel, and projected capacitive touch with 4096x4096 resolution. That should make it very attractive to artists and designers who need that fine control when drawing directly on the screen. 10-point touch means it supports gestures like swiping, pinch-to-zoom, and multi-finger/two-handed operation. As far as we can tell, it is not pressure-sensitive like the latest round of iOS products. Windows users can expect plug-and-play operation with versions 7, 8.1, and 10. We’ll be running the P2418HT through our usual battery of color and luminance tests along with some hands-on use connected to a Windows 8.1-equipped PC. Packaging, Physical Layout & Accessories Dell has now committed to foam-free packaging for all its newest monitors. Our sample arrived in a stout box that opens clamshell-style. The accessory tray contains an IEC power cord along with high-quality DisplayPort, USB 3.0, and VGA cables. You also get a quick start guide and a CD with supporting software. We didn’t have to install any drivers to enable the touch function with our PC. The stand and base must be assembled by bolting them together and clicking the result onto the panel. Cable management is accomplished with a snap-on input panel cover and a fabric sleeve that keeps everything neat and tidy. You’ll see in the photos below how well designed the stand is. It enables positions more suited to a display like this. Advertisement Product 360 From the front, the P2418HT looks like many other 24” monitors. Its styling is simple and elegant with a barely-visible bezel just 5mm wide. Across the bottom is a larger 11mm strip that contains a set of small, down-facing buttons for OSD navigation. The keys click with Dell’s familiar firm quality. The overall package is extremely solid and well built. Any desktop-based touchscreen needs a well-designed stand and Dell has met this goal easily. The upright hinges about one-third of the way up to allow the panel to go all the way down to the desk surface. It won’t quite go completely flat like NEC’s E232WMT, but it’s still a comfortable angle for drawing. You’ll note in the second photo above that the steepest angle can be maintained at multiple heights. The base is extremely heavy and works well at balancing both the weight and movement of the panel. You will have to make a concerted effort to knock the P2418HT over. Cable management is well thought out too. This is where Dell’s included cables come into play. They’re more flexible than most and can easily make the sharp bends required when using the snap-on input panel cover. Once the wires exit that small hole, you can wrap them up neatly with an included fabric sleeve and run them through the upright. This keeps everything out of the way when operating the stand. We found no hiccups when moving our sample around. The input panel contains one each of DisplayPort, HDMI, and VGA inputs. There are no built-in speakers, but there is a 3.5mm analog output for either headphones or powered speakers. Dell offers a small soundbar, at additional cost, that attaches to the bottom of the panel if you want an integrated look. The USB hub supports version 3.0 with an upstream and two downstream ports. Two additional outputs are version 2.0. One of these supports charging while the P2418HT is in standby mode.

How often do you install a clean version of a Windows operating system either for yourself or somebody else? Although a lot of users are sensible and make full backups of their system using either disk imaging software or something like the Windows 7 System image function, there is sometimes no option but to reinstall because it can’t be avoided. Hardware failures, viruses, or even computers with poor performing or highly abused operating systems are all reasons to have to wipe the old system and start again. Some users even install their operating system regularly to keep it clean and running at maximum performance. Whether you’re installing a new Windows by choice or by necessity, you will soon be pretty sick of wasting hours downloading all the hotfixes from Windows Update and continuously downloading patch after patch. Having just installed Windows 7 to see how many updates are available for the most po[CENSORED]r version of Windows, it’s quite shocking to see it has 117 important updates ready to be downloaded! And that obviously doesn’t include recommended updates like the multitude of newer .NET Framework patches and subsequent updates after you install software like Internet Explorer 9 or 10 etc. One solution is to use a slipstreaming application like nLite to integrate hotfixes into the install disc, but even these become outdated every month after the latest round of hotfixes. If waiting for all the updates to install doesn’t appeal, an alternative is to have a program store and automatically install the updates for you from a USB stick or external hard drive. While it isn’t as quick as a slipstreamed disc, this method is an awful lot quicker than waiting for everything to be downloaded and installed from the internet, and can be left to it while you go and do something else. Here are 4 applications that can do exactly that, you can even run them on a currently installed Windows to bring it up to date.1. AutoPatcher AutoPatcher has been around for several years and used to be distributed as a huge executable file that included all the update patches inside. After complaints from Microsoft in 2007, it was modified to download and distribute the patches direct from Microsoft’s own servers. AutoPatcher isn’t just a tool to apply Windows hotfixes though. Besides being able to install critical and recommended Windows updates, it can also do the same for Microsoft Office and install a number of extras such as the Office add-on pack, Adobe Flash and Reader, JAVA, the .NET Framework and Visual C++ patches. The package itself is split into 2 modules, the updater module (apup.exe) is where you select and download the chosen update packages, and the Patcher module (Autopatcher.exe) which you run to select the updates and addons to install on the unpatched system. Make sure to select and download the latest AutoPatcher program, engine and common module updates as the patch installer module gets downloaded in the engine update. Tick everything you want and click Next to start downloading. When all the required updates are downloaded, simply take the whole folder on a flash drive or hard drive to the target computer, or find the network drive, and run AutoPatcher.exe. After a few EULA screens and a file integrity check, the options screen will be displayed where the available updates and extras can be chosen for install. Critical or important patches will be ticked already, those in blue are currently installed on your system and don’t need selecting unless there is a specific need to do so. Click the button and then wait for AutoPatcher to install all the updates you have selected. To use AutoPatcher all you need on your operating system is the latest service pack to be able to install hotfix updates as it doesn’t support older Service Pack installs. SP3 for XP, SP2 for Vista and SP1 for Windows 7. Windows 8 isn’t supported yet although there is talk in their forum of implementing it in the future. You don’t need a clean install either, even the latest up to date Windows can still install any other add ons or extras that aren’t currently installed. This is an essential tool to save serious amounts of time and effort. 2. WSUS Offline Update Formally called c’t Update, WSUS Offline Update is another tool that can update a number of Windows operating systems to the latest patches, and also keep nearly all versions of Microsoft Office up to date too. Although like Autopatcher in a lot of ways, there’s also some differences. WSUS Offline Update can update any Windows revision and doesn’t rely on it having the latest Service Pack installed. This can be a great help as lots of computers still don’t have XP Service Pack 3 or Vista Service Pack 2 installed which makes Autopatcher unusable until they’re updated. It can also download and install updates for several different languages so you’re not restricted to just English. After downloading, extracting and running the UpdateGenerator.exe, tick the boxes to select the operating system versions, Office versions and languages you require. Everything is split over 3 tabs called Windows, Office and Legacy products which includes Windows XP and Office 2003 as support for them ends in 2014. Some of the Options are very useful such as whether to download Service Packs, and whether to include Microsoft Security Essentials or Defender definitions in the package. The inclusion of C++ Runtimes and .NET Frameworks is also optional but leaving them included will be a BIG time saver. Something else WSUS Offline Update can do is write the update package to an ISO image which can be burned to CD/DVD/Blu-ray. Great for older systems or if you don’t have the right sized USB flash drive handy. Alternatively choose the USB medium option to copy the updates onto a USB flash or hard drive. Once you press Start, a Command Prompt window will open and begin downloading the files from Microsoft, the wait could be long if you’ve selected multiple options. Once completed, you can then take the disc or drive to another computer and run UpdateInstaller.exe to popup the installer window. Some options such as Internet Explorer versions, .NET Frameworks, PowerShell and Media Player will be greyed out depending on whether you have the option already installed or if operating system supports it. The “Automatic reboot and recall” option is a potential big time saver if you want the updates to be installed unattended. Be aware that the option temporarily disables UAC and also creates a temporary new user account called WSUSAdmin while updating. It will be deleted again after updating has completed.

Ettore Bugatti – aka Le Patron – used to ride his horse alongside the production line in Molsheim, Alsace, his exacting gaze sizing up everything from beneath the brim of his bowler hat. But then Ettore always did have a finely-crafted sense of the ridiculous; from his fantabulous Royale model, to boats, planes, trains and furniture. Did I mention furniture? Oh wait, that was his dad, Carlo. Anyway, given the prodigious oeuvre and idiosyncrasies of Le Patron, the idea of a £2.5 million, 261mph supercar seems not (quite) so daft. Plenty of today's designers have egos enough to imagine they control all they survey, but Ettore really did. He studied at the Academy of Art at Brera in Italy, which left its mark on everything he produced; superlative design as the key to great engineering. That such an approach could be even considered today is symptomatic of Volkswagen under the command of Ferdinand Piech, who acquired Bugatti from Romano Artioli in 1998, reasoning that building the world's best and fastest automobiles would set technical goals just as head-scratching as whizzing round a race circuit summer Sundays – Bugatti was to become the VW Group's Formula One. After a trio of concepts – the 1998 Giugiaro-designed W18 EB118; the 1999 EB218; and the 18/3 Chiron, in 2005 it produced the 253mph, €1 million Veyron. This was superlative engineering worthy of any race track, if not absolutely the finest thing to drive. The Bugatti 18/3 'Chiron' concept car made its first appearance in 1999 – and it doesn't take a genius to spot the similarities CREDIT: EPA Two years ago, the last Veyron Grand Sport Vitesse was produced and the Chiron is its replacement. Named after Louis Chiron, the oldest-ever grand-prix driver, Bugatti's habit of naming its cars after famous former drivers must surely eventually result in the Bugatti Williams after Grover-Williams, winner of the first-ever Monaco GP? Since work on the Chiron predated the diesel emissions scandal, it's possible to consider that VW wouldn't have made the decision to embark on a €1 billion hypercar project in more recent times. We'll never know. But with a production ceiling of 500 (50 more than the total Veyrons produced), Bugatti reckons it'll make money on the Chiron not least because owners will splurge an average £250,000 in extras on their cars – and there are already 250 names on top of the build sheets. Under the carbon-fibre skin is a technical tour de force, some of which might one day influence the cars you and I drive, though I doubt the voided carbon-fibre suspensions turrets, reinforced internally with aerospace-type metals will make it into mass production, or for that matter, a carbon-fibre racing-car-stiff tub, which is assembled around the engine with just ten Titanium bolts. Oh that engine. While still an eight-litre W16 quad turbo unit (yep, that’s 16 cylinders arranged in two offset banks of eight cylinders) attached to a seven-speed, twin-clutch transmission driving all four wheels via Haldex clutches, the effort of extracting over 50 per cent more out of it than when it resided in the Veyron has resulted in the replacement of almost every single part including the engine block, gearbox and clutches. Let us know what you think of the Bugatti Chiron in the comment section belowCREDIT: DOMINIC FRASER It’s practically pornographic. From the sculpted con rods capable of handling 50 per cent more power but no heavier, to a gorgeous carbon-fibre inlet manifold, which allows for the twin fuel injectors per cylinder. The four turbos half as big again and now deployed sequentially, the second set puffing in at 3,800rpm and all controlled by a wonderfully expensive investment-casting of the nickel-chrome alloy Inconel 713C, normally used for jet-engine turbine blades. There's also a new form of honeycomb-filled carbon-fibre composite for the floors and the AP racing brake callipers are organically cast to save weight and increase surface area for cooling. The radiator grille is perhaps the most distinctive feature of the car, which to some people looks good from almost every angleCREDIT: DOMINIC FRASER The Veyron's exorbitant Michelin PAX tyres have been replaced by slightly more conventional Michelin covers; 285/30/20 fronts and 355/25-21 rears. The aerodynamics are tweaked with a flat floor and ducting plates, which pull cool air over the carbo-ceramic discs and draft it out of the wheel arches. Flaps forward of the front wheels increase downforce and there's a rear wing as big as a scaffold plank, which has four different positions depending on which mode is selected and also doubles as an airbrake at speeds above 120mph. Speed is an addiction, which has occupied the minds and bank balances of men for centuries. Like mountain climbing, going faster is its own reward and while the Chiron's electronically limited maximum of 261mph is impressively more than half the cruising air speed of the Airbus A320 which I took to meet the car, it's also slightly disingenuous, since Bugatti hasn't yet fully tested an unrestricted Chiron. When it does drag this two-tonne behemoth to VW's Ehra-Lessien test track next year, it's the Michelin tyres that will be the limiting factor. Insiders think that the engine could easily transport the Chiron to almost 300mph, and Michelin has tested its tyres to over 279mph on aircraft rigs in the USA. So what does test driver, Andy Wallace, multiple Le Mans winner and sports-car racing virtuoso think? "The big problem with Erha-Lessien is getting back on that dog leg [track], with sufficient speed," he says. "Then you'd be running against the way the Tarmac has been pressed and moulded down. That might heat the tyres too much. "Michelin is looking for a consistent series of tyres popping around a given speed, which will give us some data, beyond which we wouldn't go. A rear tyre going would be drama, but a burst front would mean the car flies; I've done that before and don't want to again. Perhaps I'll be away on that day..." What does it feel like, this phantasmagorical car? It's hard to describe something that few have ever experienced? Fairground rides have it, but not for long. Superbikes have it, but you are angled into the acceleration. My lunch was cheese and biscuits. "I just want to show you the acceleration," says Wallace. He floors it and there's perhaps half a second's pause before 1,471bhp squirms Michelins and I'm pinned to the seat back like a butterfly mounted on a board, my stomach left somewhere near Lisbon. Sixty, seventy, 100, 150 and 190mph all within 14 seconds, while I'm trapped in accelerative amber, fixed grimace and green of gills. Wallace grins: "amazing isn't it?" he says. Andrew English, pictured, says that the Chiron's cabin is "a slimmed-down, simplified and less tarty interior than the Veyron" CREDIT: DOMINIC FRASER Not that the Chiron, is some sort of rocket-powered Trump Towers. First impressions are of a slimmed down, simplified and less tarty interior than the Veyron. You can choose from a broad palette of colours and materials, including some rather lovely coloured carbon-fibre weaves, but the grey carbon and black leather gives a better background for a clever mix of repurposed Audi TT switches and a multi-switch festooned steering wheel. For something costing £2.5 mil, it's surprisingly simple, the seats adjust electronically, but the steering adjustment is manual. There's a lot you don't see of course, the diamonds holding the speaker diaphragms, or the especially thin leather, or the rear-lamp carrier machined out of a single billet, which runs across the car. We tested the car on flat European roads CREDIT: DOMINIC FRASER The seats are comfortable, but wide enough to accommodate most billionaire's posteriors. There's some storage, but not much (you'll get one airline carry on under the bonnet) and you can see precisely nothing in the rear-view mirror past that enormous wing. It's all immaculately put together of course. The engine is menacingly muted, with its rumbly, uneven beat. The twin-clutch gearbox is as simple as that in a Golf and round-town manners are surprisingly good, the ride particularly so. Compared with the Veyron, the Chiron is a comfortable car though you'd never mistake it for a limo, those tyres and the suspension capable of holding the car off the road at nearly 300mph put paid to that. The speedo goes up to 500km/h. Think about that for a secondCREDIT: DOMINIC FRASER New electronically assisted steering has a slower ratio but it feels sharp and a bit darty, particularly if you select Autobahn or Handling mode on the suspension, both of which lower the front end. Those dampers also lower themselves when the vehicle comes to park, not to aid egress, but because it looks sexier. Perhaps most noticeable is the way the chassis communicates – to drive, the Veyron felt as talkative as a Toyota Corolla. Once used to the steering and the 6ft 8in width, on the right roads you can push this enormous car pretty hard and the steering and chassis will tell you what's going on. The Chiron's phenomenal grip, and it's stability and traction systems ensure you'd struggle to actually drift this car on a public road, although there is a setting to enable you to do just that. In the end, though, it's all about the speed. You need to push an extra key to get up to 261mph, but even up to 236mph it feels superlative. Going that fast might not be comfortable, but it's addictive. On dry and grippy roads, under full throttle there's never a trace of wheelspin, you just feel the Haldex clutches shunting torque around when the going gets bumpy, and all roads are bumpy at that sort of speed. Those huge turbos lag, but not much, and once all four are pumping, the horizon shoots towards you like ink from a defensive squid; so fast it obscures your vision. The engine slurps 1,000 litres of air a second, but your eyes are sucking harder at the scenery, willing it towards you. Details turn from hazy dots to windscreen fillers in microseconds, so much so that a distant heat haze feels like dense fog. Blink at 261mph and you've travelled almost 200 feet, sneeze and you'll have covered nearly 400 yards with your eyes shut. You have to trust, breath lightly, fingers just skimming the wheel, barely touching the earth's surface. This is flying on the ground. Bugatti Chiron TESTED 7,993cc, four-turbo W16, seven-speed dual-clutch semi-automatic gerbox, four-wheel drive PRICE/ON SALE about £2,500,000/now POWER/TORQUE 1,479bhp @ 6,700rpm, 1,180lb ft @ 2,000-6,000rpm TOP SPEED electronically limited to 261mph (236mph in handling mode) ACCELERATION 0-62mph in 2.5sec FUEL ECONOMY 12.5mpg (EU Combined), on test 8.9mpg Length: 4544mm, Width: 2038 mm, Height: 1212mm Wheelbase: 2711mm Weight empty 1995 kg, boot 44 litres VERDICT It's easy to scoff, but the Chiron is an amazing, gosh-wobbling achievement of engineering and design. Near 300mph potential with looks, handling and chassis feedback that feels if not Caterham-like at least more like a car and less like a moon rocket. Expensive, yes, but reckon on about £1 million per 100mph.

Luke Shaw has insisted he will not be forced out of Manchester United without a fight as he issued an emotional thank you to supporters for not turning their backs on him in the wake of Jose Mourinho's fierce criticism of his professionalism. Mourinho had questioned Shaw's commitment, focus and ambition and claimed the England defender was a "long way behind" his rivals for a left back berth at Old Trafford following Saturday's goalless draw at home to West Bromwich Albion. Shaw responded by requesting face-to-face talks with Mourinho and subsequently earned a dramatic recall to the squad, with the 21-year-old coming off the substitutes' bench against Everton on Tuesday to win the penalty from which Zlatan Ibrahimovic rescued a last gasp 1-1 draw. Even then, Mourinho made the extraordinary claim that it had been "Shaw's body with my brain" that was in operation against Everton because "he was in front of me and I was making every decision for him" and that the player has to improve his understanding of the game if he is to succeed under his management. Shaw faces an uncertain future at United, who will listen to offers this summer, but the left back has vowed to work tirelessly to convince Mourinho he is worth keeping and is adamant he can cut it at the club, despite his current problems. Watch | Jose Mourinho on Luke Shaw: 'It was his body with my brain'01:13 "I am loving it here at United, the fans are incredible and have been incredible the last couple of days with what has been going on," Shaw said. "But I am keeping my head up and I am going to fight to the last. I am not going to give up. I love this club and I will give everything to be here. "Sometimes I tend to keep it on the low, but obviously with the stuff that has been going on it is hard for me to take because deep down that is not me as a person. "Like Jose said, he wants to see me fighting and I will fight to the last second because I want to be here for the club. "I want to play for the manager and I want to help this team get back to the top." Shaw said he had been particularly touched by the backing of fans, who gave him a warm reception on Tuesday night and have been expressing their support on social media. "They have been so good to me, especially the last sort of two days. That's why I love them," he said. "It is easy for them to see those comments and turn on me, do you know what I mean? "But the passion they have always shown to me is amazing and something I don't and won't forget for a long time because it means a lot to me. "I don't want to let them down and I'll fight for each and every one of the fans as well." Respectful of Mourinho on and off record, Shaw cut something of a relieved figure as he addressed reporters following his comeback after a month on the sidelines. And although he was disappointed his goalbound shot was thwarted by Ashley Williams' hand, which resulted in the penalty and the Everton defender being sent off, he is determined to ensure his 25-minute run-out leads to something and is not another false dawn after a season of setbacks. Shaw has struggled for fitness and confidence since returning from the double leg fracture he suffered last season but is undergoing extra gym work at home as well as at the club. Mourinho claimed he coached Shaw through his appearance against Everton CREDIT:REX FEATURES "I have missed it so much, being on the pitch," said Shaw, who was speaking before Mourinho's remarks about the player needing to improve his game intelligence. "I really do love football and I love to play on the pitch. "I haven't scored and it was going in but ... I am working really hard at the moment, especially now more than ever. "I am going through a phase where everything sort of is going against me, but I want this so badly, I want to prove everyone wrong." The draw was United's tenth in their current 20-match unbeaten run and dealt another blow to their top four hopes but Shaw believes they can still qualify for the Champions League via the Premier League and are not solely dependent on Europa League success to do so. "There is still a very good chance of reaching the top four and that is our aim right now," he said. "Obviously with the Europa League, that is another positive. If you look at the teams in it, we can be one of the favourites. We know we have got the quality and determination to win and do it. "We were unlucky (against Everton). I think sometimes the luck is not in our favour and it is disappointing. "We were all disappointed in the changing room, but we're not going to give up, we're a team of fighters and experienced players."

Australia said on Thursday it had received information that terrorists may be planning to attack a World War One commemoration service at Gallipoli in Turkey later in the month. Julie Bishop, Australia's foreign minister, said in a statement that Turkish authorities were aware of the information "and traditionally provide a high level of protective security around Anzac Day commemorations on the peninsula". Anzac Day, on April 25, marks the first major battle involving troops from Australia and New Zealand in Gallipoli, Turkey in 1915. Hundreds of Australians and New Zealanders make a pilgrimage to the site every year for a military dawn service. The Australian government has received information to suggest terrorists may seek to target ANZAC Day commemorations on the Gallipoli Peninsula," Ms Bishop said in an emailed statement. "We are conscious of the effect of this on the many Australians planning to attend this year’s Anzac Day commemorations at Gallipoli. In the current global environment, major events attract threats of varying degrees of credibility. Regrettably Anzac Day is not immune," the foreign minister said. "We welcome Turkey’s long-term commitment to providing security for all people attending Anzac Day commemorations in Gallipoli. For many years, Turkey has provided a high level of security to Anzac Day. We continue to work with Turkish authorities to keep Australians travelling to Anzac Day events safe." Dan Tehan, Australia's minister for veteran affairs, said intelligence gathered did not indicate a specific plan, but rather a general aim. Australia updated its travel advice for Turkey on Thursday, but did not change its statement that recommends visitors exercise a high degree of caution in the country and reconsider the need to visit Ankara and Istanbul. Watch | The Gallipoli campaign explained04:05 Murray McCully, New Zealand's foreign minister, also urged his country's citizens to avoid travel to Ankara and Istanbul, while also recommending caution in Gallipoli and elsewhere in Turkey. Despite urging Australians to reconsider any plans to attend the annual event, Mr Tehan said he was confident Turkey would ensure sufficient security. "The Turkish authorities are taking this extremely seriously. The celebrations on Gallipoli are as important to the Turkish authorities and Turkish people as they are to Australians," Mr Tehan told reporters.