Revo

They say that dog owners become like their pets. I wonder if something similar can fairly be said of car makers and their products. Modern Land Rovers have many qualities, but they aren’t the most responsive or agile of modern family cars; and neither, as a company, is Land Rover. Remember the Land-e concept? Some years ago, I spent a happy couple of hours being told all about it in the airy lobby at Land Rover’s Gaydon headquarters. It was a technological showcase intended to give prominence to all the little things the firm was either doing or developing at the time to make its showroom models more fuel efficient. As such, I dare say it served its primary purpose perfectly well. But it was also a Freelander-sized car with a downsized engine, hybrid drive and an electric rear axle, and it was shown way back in 2006. Perhaps the management couldn’t see the wood for the trees back then, or maybe they just didn’t see a demand for an electrified Land Rover at all. Well, there should certainly be demand for one now After quite the wait, then, the plug-in hybrid Discovery Sport is finally with us, just in time for the inevitable frenzied plug-in panic buying. It isn’t Land Rover’s first PHEV, nor the first medium-sized SUV to the plug-in party either. While Solihull was stroking its beard and plumping its various padded apparel, its rivals were simply getting on with launching their own alternatives; and, from Ford to Audi and Volvo to Volkswagen, most already have. So what impact can this new Discovery Sport P300e have on what is becoming a quite well-established part of the SUV market? And what can it consequently do for Land Rover’s millstone-like fleet-average corporate CO2 emissions? Well, the short answer to both questions ought to be ‘plenty’. Globally, the Discovery Sport is still the best-selling model in the whole Jaguar Land Rover stable. Like most electrified options, the P300e won’t be one of the cheaper options within the model range (although it’s better-priced than most of its key rivals), but to businesses and to fleet drivers who can save on their tax bills by running one, it should make very good financial sense. Will it make such a convincing case to own, to use and to drive, though? Well, after some back-to-back testing and interrogating alongside a couple of plug-in rivals, the BMW X3 xDrive30e and Volvo XC60 T6 Recharge, I can tell you with some confidence that it should. As well as having the right kind of vital statistics on paper, this new-breed Land Rover turns out to be a bit of a peach to drive: refined, responsive and very pleasant indeed. To some, it might not be the fuel-saver in practice that it promises to be on paper – but, as with all PHEVs, that will depend on how you use it as much as anything. Ah yes, the perfect get-out-of-jail-free card: blame the end user. That the Land Rover is technically more alike to the Volvo than the BMW represents something of a risk for Gaydon. Since it’s effectively a front-wheel-drive car with four-wheel drive delivered by an electrically driven rear axle (like the XC60), it doesn’t technically have permanent mechanical four-wheel drive (unlike the BMW – although even the X3’s system is a switchable clutch-based set-up rather than a central-differential-based one). Given its core values, I’m surprised that Land Rover went down that route, but the reward is a better running efficiency for the car in electric-only mode, because driveline friction is much lower than it would otherwise be. That’s an advantage that the Discovery Sport then rams home with a king-sized drive battery. Here, 15kWh for the Land Rover plays 12kWh for the BMW and 11.6kWh for the Volvo. So it’s the Land Rover that has the greatest claim for electric-only range of the trio, and it delivers a good-sized advantage on electric range in real-world testing. Our comparison started with back-to-back road loops taking in a mix of urban and country roads. These suggested that you might get a genuine 30 miles of electric running in the Land Rover on a fully charged battery, compared with 25 from the Volvo and only 20 from the BMW. And if you happen to live about 30 miles from the office, that could make all the difference to what a car like this might cost you to own. Come to think of it, it could also make quite a difference to how much fuel you might use in an environment in which legislators could conceivably start hiking up fuel duty sooner rather than later – although let’s hope they don’t. For practicality, the Land Rover does equally well. It’s not, somehow, a car that you expect to be particularly roomy. It looks narrower, shorter and more upright than its rivals. But because you sit less recumbently inside it (and because it offers sliding back seats, while neither the BMW nor the Volvo does), there’s a lot of occupant space within. A taller adult could travel in the back in any of these cars happily enough, but they would be comfiest by a notable margin in the Discovery Sport, and they would have a better view of the world outside. For bigger families, sadly none of these three comes with even the option of a third row of seats. For boot space, there’s little to choose between the Land Rover and Volvo, but the BMW surrenders about three inches of loadbay height, due to the positioning of some of its hybrid gubbins just above the rear axle. Although that still leaves you with a sizeable carrying space, it’s pretty disappointing to see these days. Up front, the Discovery Sport has definitely polished up its act on luxury-level interior appeal. Far from being the slightly drab and unlovely place it used to be, this interior now has a bit of material lustre and technological pizzazz. Our test car combined lighter leathers and mouldings with paler, natural-looking wood veneers, while its new digital instrument screen and glossy, multifunction centre stack both looked great and worked well. On this score, the BMW and Volvo have plenty going for them too, though. The XC60’s interior design somehow still seems bold and refreshing, even though we should be well used to it by now, while the X3’s impression of builtin quality remains striking. So as places in which to simply travel, our cars are now evenly matched. You sit up high in the Discovery Sport, taking in your surroundings upright and meerkat-like, in contrast to the estate-car-like lowness of the BMW’s hip point. The XC60’s perch is more like the BMW’s than the Land Rover’s. If you don’t like lofty-feeling cars, then, you won’t like the Discovery Sport much. But then if you’re shopping for a car like this in the first place, I can’t see why you wouldn’t. Dynamically, the Land Rover aims for a very modern and luxurious SUV character: supple ride comfort and manageable but wieldy big-car handling, delivered along with super-easy, electrically torque-filled drivability and distinguishing isolation from the outside world. Neither the Volvo nor the BMW really targets the same qualities; they’re both clearly intended as slightly lower, leaner and crisperhandling crossovers that have SUV-like space and versatility but don’t handle like traditional SUVs. But while the Land Rover plays the quiet, torquey, suave luxury operator surprisingly effectively, its opponents struggle somewhat to reconcile their ambitions with their physical capabilities. Here’s one of the reasons why. While the X3 xDrive30e can be had in sportily styled M Sport equipment specification, it doesn’t run with the lowered, stiffened suspension that other M Sport variants of the X3 get. That may be considered BMW’s tacit admission that there’s a limit to the handling dynamism that can be successfully tuned into a two-tonne X3. You can have adaptive dampers as an option on the BMW, just as you can on the Land Rover, while adaptively damped air suspension is optional on the Volvo. But it just so happened that none of our test cars had optional adaptive suspension fitted, which made them very simple to compare. The Discovery Sport aims at fluid-feeling, bump-smothering handling fluency and pretty well aces it. It’s remarkably sweet-handling and precise through corners too, though, with its chassis somehow using that little bit of compliance and body roll at everyday speeds to enhance B-road agility and composure rather than undermine it. It’s darned clever how Land Rovers do that these days. They certainly didn’t always. The BMW, by contrast, aims for lowness, tautness and a much less isolating, more connected ride. It has less turn-in agility than the Land Rover but better mid-corner balance, grip and stability, so you drive it with more confidence at speed. It has better vertical body control too, but it’s busier-riding and nowhere near as comfortable. It’s gunning for ready poise and an understated sense of handling purpose, then, but it doesn’t quite create it as cleverly. The Volvo’s ride and handling seem just to be aiming at intuitive simplicity. It’s the only car here without gearshift paddles or a Sport driving mode squirrelled away somewhere. Because, I dunno, with two independently operating powerplants in the car, perhaps the driving experience is already necessarily complicated enough? You’ve got to salute the instinct. The steering is moderately paced, the ride medium-firm, the controls medium-light, filtered and easy to twiddle. The car could have been more agile, clearly, but Volvo would rather it did a bit of everything. It’s just a shame that it doesn’t ride better because, despite clearly being softersprung than the X3, it’s somehow even less settled, quiet and smooth than the BMW when the surface deteriorates. While it’s comfy enough around town and on the motorway, there’s a loose, underdamped feel to its close body control, which allows it to pitch and fuss over bumps and to loll quite suddenly onto its outside wheels if you hurry it through a bend. Advantage Land Rover, then. And how do those hybrid powertrains feel? Quite different from each other, you might be surprised to learn. The BMW gets mixed up with its sporting pretentions again: it’s a noisier operator than the other two and performs strongly in outright terms, although it seems to struggle a little for outright electric-only oomph. The Volvo’s performance feels smoother and slightly torquier at low speeds, and it’s a little more pleasing to drive around town in EV mode, although its mask of composure and refinement slips under greater throttle loads, when progress can start to seem a bit clunky, flustered and hesitant. But really it’s only the eerily smooth, remarkably quiet and effortlessly torquey Land Rover that makes the Volvo and BMW suddenly seem second-rate. Its electric rear axle combines spookily well with the combustive half of its propulsion system, the latter composed of a silken eight-speed automatic gearbox and a turbocharged three-cylinder engine that remains really well-mannered, even when it’s revving. The Discovery Sport isn’t only more responsive than its rivals from low speeds but also feels more urgent when getting up to the national limit. But what’s really striking about it is the seamless togetherness of its electric and combustive double act. You don’t feel the gearshifts even under full power. The effect is really very EV-like indeed. And the fuel economy? Perhaps not. While the Land Rover’s electric range stands to make it an economical car for those who can charge it plenty (and, unlike the majority of PHEVs, it supports DC rapid charging for fast battery top-ups when you’re out and about), in range-extended hybrid mode it’s a car that – verified again by the same back-to-back road-loop testing – might return only 32mpg or 33mpg. That compares with about 36mpg for the Volvo and 38mpg for the BMW. If you’re a high-mileage driver and you pay for your own fuel, that’s a difference big enough that it might begin to offset your company car tax savings, so it’s well worth considering. It’s not enough to deny Land Rover an impressive win here, mind you. Gaydon has tuned and executed this all-important plug-in hybrid powertrain very cleverly. It gives the Discovery Sport not only outstanding electric performance and range but real strength under power too – and amazing smoothness, refinement and comfort. This is the newly configured, petrol-electric, premium family SUV as most would surely want it. Maybe all that beard-stroking and gilet-plumping was worth it after all.

Fashion is more than just wearing what is trending — for many, it is a means of expression. In the process, it lets one break stereotypes, promoting no-conforming fashion choices. And that is the beauty of fashion, where fluidity thrives in the best way possible. Your favourite actors have thoroughly made sure they redefined with the most unique statements which cannot be missed, making for some unforgettable sartorial displays. Finally, celebrities are experimenting and we are here for each and every look which speaks nothing but inclusiveness. Ahead, take a look at our favourite androgynous fashion moments. The television host and actor kept it magnificent in this Siddhartha Tyler number which reminds us of Harry Styles’ look from 2019. Paired with silver oxford shoes and wayfarers — he kept it dapper overall. Ayushmann Khurrana kept it classy in this black bandhgala styled with a cotton dhoti draped as a skirt. We cannot get enough of the look because it is just so refreshing to see a bandhgala sans a pyjama! You can always trust Jim Sarbh to pull off sheer lace detailing gown and take you by surprise. We cannot rave enough about this outfit because the picture speaks for itself! Don’t you agree? Ranveer Singh can be safely concluded as the king of androgynous fashion in Bollywood and yet again he aced the classic black tuxedo with a twist which includes a half draped skirt! Once again, Khurana impressed us with his take on fashion by pairing a velvet black blazer with a sheer skirt styled effortlessly.

The Gunners will be without the Gabon international when they take on the Saints in the FA Cup fourth round on Saturday Mikel Arteta has revealed why Pierre-Emerick Aubameyang isn't in Arsenal's squad to face Southampton in the FA Cup on Saturday afternoon. Aubameyang was left out of Arteta's final 20-man squad for the fourth-round tie, with Eddie Nketiah stepping in to lead the line his absence. The Spaniard explained the reason behind the Gabon international's omission during a pre-match interview, telling reporters: "He had a personal matter in the last few hours and we had to send him back." Arsenal will now have to make do without a prized asset as the Gunners continue their defence of the FA Cup, having beaten Newcastle 2-0 in the previous round. Aubameyang scored twice in a 3-0 win over the Magpies in the Premier League on Monday, but has not made his way to St Mary's Stadium with the rest of the squad. Mikel on Auba's absence: "He had a personal matter in the last few hours and we had to send him back." The 31-year-old has struggled for form and fitness throughout the 2020-21 campaign, with his latest top-flight double taking his tally to just eight goals in 20 appearances across all competitions. Some have suggested that Aubameyang has allowed his standards to slip since committing to a bumper new contract at Emirates Stadium in September, but Arsenal legend Ian Wright attempted to silence his critics after the Newcastle game. "People have been talking about his form, signing his contract then clocking off, it’s rubbish, he just didn’t get chances, not chances like that [against Newcastle]," said Wright. "We’ve seen him score chances like the second goal where he’s in the middle of the box because Arsenal created something, they haven’t been creating things. "Now with [Bukayo] Saka’s emergence, Emile Smith Rowe’s emergence, great play from Cedric [Soares], there’s always balls going into the box, chances being made, and he’ll come alive again." Fans will hope that Aubameyang will be available for selection again when Arsenal face Southampton in the Premier League on Tuesday, with it being unclear exactly what the personal matter refers to.

Rabat – The number of divorce cases in Casablanca exploded in 2020 as families weathered the economic and personal consequences of COVID-19. Restrictive measures and tight lockdowns meant families were in close contact like never before, likely prompting the surge in cases. King Mohammed VI’s Prosecutor Malika Achkoura announced that the local judiciary had been able to decide on 99.3% of consensual cases, avoiding a backlog amid the spike in the number of cases. A large swath of the divorce cases were proposed by mutual consent of both spouses, which helped expedite cases. Local courts chose to provide specific “divorce contracts” to facilitate the speedy processing of cases where both spouses agreed to end their marriage. The contracts set predetermined alimony, custody and housing allotments which sped up the process. In 2019, roughly half of all divorce cases in Casablanca had been requested by mutual consent. That number rose significantly, with a remarkable 97% of divorces in 2020 stemming from consensual agreements to sever ties between spouses. Local courts had managed to process 65% of all cases, settling more than 10,000 disputes between former marriage partners. Royal prosecutor Achkoura attributed the remarkable change to the availability of an expedite process for consensual divorce cases that was instituted because of the COVID-19 epidemic that heavily hit the Casablanca region. During the region’s lockdowns and quarantine efforts, the courts continued to collaborate in order to prevent cases from pilling up. Unfortunately COVID-19 restrictions also led to an increase in domestic abuse worldwide. In Casablanca this resulted in 50 divorce cases due to physical abuse, two cases of financial neglect and 101 cases where the husband had abandoned his family. Another remarkable statistic showed that 268 marriages were dissolved before they were consummated.

Name of the game: Survival Classic Price: 12.29$ After Discount Link Store: Here Offer ends up after X hours: 29 January Requirements: MINIMUM: Système d'exploitation : Windows 7/8/10 32-bit Processeur : Intel or AMD processor, 2.5 GHz or faster Mémoire vive : 4096 MB de mémoire Graphiques : NVIDIA GeForce 470 GTX or AMD Radeon 6870 HD series card or higher DirectX : Version 10 Réseau : Connexion internet haut débit Espace disque : 3500 MB d'espace disque disponible

Video title : his Looks Like a REALLY BAD Idea! 😅 | Fails of the Week | AFV 2021 Content creator ( Youtuber ) :America's Funniest Home Videos Official YT video :

my vote goes to DH2 ; i liked the song

Ghost. It’s an appropriate name for the model that sits neither fully in the present nor in the future, at least so far as Rolls-Royce’s product planners are concerned. On one hand, the arrival of this substantial limousine completes an overhaul for the line-up at Goodwood, which began with an all-new Phantom in 2017, before the arrival in 2018 of the Cullinan crossover (which, inevitably, set new sales records for the company). Now, in the Ghost, we have the Phantom’s not so junior, £250,000 understudy. The circle is complete, so to speak, and more fundamentally so than you might think. The new Ghost sits for the first time on the same bespoke aluminium ‘Architecture of Luxury’ that underpins its siblings, rather than an adapted BMW 7 Series platform, as was the case when its predecessor was introduced in 2009. Unlike the Phantom and Cullinan, though, the Mk2 Ghost also points to the future of Rolls-Royce, if not in purely mechanical terms (the company is expected to introduce electric-only vehicles in the foreseeable future, whereas today’s test subject uses an unapologetic 6.75-litre V12 with not one iota of electrical assistance) then in terms of philosophy. Without a hint of irony, Rolls-Royce calls this new approach ‘Post Opulence’. What that means is something less ostentatious and more noble, the ‘antithesis of premium mediocracy’, albeit all within the traditional Rolls remit. Call it the acceptable face of extravagance. What we’ll now discover is whether Rolls-Royce has done enough to see off stiff competition, which includes Bentley and Maybach. Because whatever language you use to characterise your product, being the one who sets the standard is ultimately what really matters in the ultra-luxury class. The Ghost range at a glance Equipment grades and trim walk-ups aren’t concepts that Rolls-Royce acknowledges. Its ‘patrons’ expect their cars to be one of a kind; a motorised symbol of their tastes, values and accomplishments that won’t be seen anywhere else in the world. As such, the level of personalisation that its Bespoke Collective offers is effectively limited only by your imagination, and the depths of your bank account. Make no mistake: it’d be exceedingly easy to drop a six-figure sum customising a Ghost to your liking. Price £249,600 Power 563bhp Torque 627lb ft 0-60mph 4.7sec 30-70mph in fourth na Fuel economy 18.0mpg CO2 emissions 347-358g/km 70-0mph 46.6m

As Kamala Harris celebrated Inauguration Day with her step-children and husband Doug Emhoff, the latter’s ex-wife Kerstin Emhoff was also present on the occasion to support the family. Kerstin, CEO of production company Prettybird, divorced from Doug in 2008. She had earlier shared a photo of herself with her children Cole and Ella, whom she shares with Doug, after reaching the nation’s capital for the event. She continued to show her support by sharing pictures from Inauguration Day. In one of them, she is seen standing at the steps of the Capitol. “This is real. So excited behind the mask!” she captioned the post. She also shared a photo of her daughter in the much-talked-about Miu Miu coat and wrote, “Ella made quite a splash today!” In a 2019 Elle article, Harris had opened up about the kind of relationship she shares with Kerstin. “To know Cole and Ella is to know that their mother Kerstin is an incredible mother. Kerstin and I hit it off ourselves and are dear friends. She and I became a duo of cheerleaders in the bleachers at Ella’s swim meets and basketball games, often to Ella’s embarrassment. We sometimes joke that our modern family is almost a little too functional.” Netizens were quick to notice Kerstin’s supportive display and expressed their admiration for the “blended” family. Take a look at some of the reactions:

The Gunners are closing in on a deal for the 22-year-old Norway international, who has fallen down the pecking order at the Bernabeu Arsenal are hopeful of signing Martin Odegaard on loan in the coming days. Talks are ongoing with Real Madrid over a deal for the attacking midfielder and Goal can confirm that the north London club are growing in their belief that they are on course to land their man until the end of the season. It had looked like the Norway international would be returning for another loan spell with Real Sociedad, following on from the successful year he spent in San Sebastian during the 2019-20 campaign. But Arsenal have now moved to the front of the queue for Odegaard, who requested permission to leave Real Madrid this month in order to get more regular game time. The 22-year-old, who can operate as a No.10 or on the right wing, has made just nine appearances for the Spanish champions this season and only three starts in La Liga - two of which came in the opening week of the campaign. Arsenal have been in the market for a new attacking midfielder this month to help take the burden off Emile Smith Rowe. The 20-year-old has been exceptional in recent weeks, but Mikel Arteta and his coaching staff are aware that the youngster - who has had injury problems during the past two years - needs help. Arsenal’s priority this month has always been on reducing the number of players in his squad, with Mesut Ozil, Sean Kolasinac, William Saliba and Sokratis all being allowed to leave. But Arteta confirmed on Thursday that the focus now has shifted too bringing players in. "We are in that process right now," said the Gunners boss. "We've done the first part (trimming the squad), more or less, and now we are focusing on the second phase. "Obviously this market and the context makes it really difficult but we are looking at options and we will see what we can do." When asked about a move to Odegaard, Arteta added: "I cannot comment about players that play for other clubs. "We are looking at various positions because the movements that we've made in this transfer window with some players leaving the club leaves us a little bit short in certain areas. "If we can then we will do it, if we can't then we will just keep going with what we have." Sources at Arsenal say there is still work to be done before full agreement is reached over Odegaard, with reports in Spain suggesting there will be no purchase agreement included in the deal. Discussions are ongoing between Arsenal and Madrid, but the Gunners are hopeful that the young attacker will soon be part of Arteta’s squad.

Rabat – India is set to deliver a significant quantity of COVID-19 vaccines to several countries, including Morocco. Reuters quoted India’s foreign secretary Harsh Vardhan Shringla, who announced that the Indian government will export COVID-19 vaccine doses to Morocco and Brazil, starting Friday. India will export the vaccines developed by UK-based drugmaker AstraZeneca and Oxford University. “In keeping with this vision, we have responded positively to requests for supply of Indian manufactured vaccines from countries across the globe, starting with our neighbours,” said the Indian minister. He said that the supply of commercially contracted quantities will commence from Friday, “starting with Brazil and Morocco, followed by South Africa and Saudi Arabia.” The vaccines, however, are manufactured in India’s Serum Institute, considered one of the largest producers of vaccines across the world. Frustration and concerns mounted among Moroccans after vaccination campaign delay. Morocco’s government announced in November of last year that it had secured 65 million doses of the vaccine against COVID-19, vowing to start the vaccination campaign by early December 2020. Many weeks later, however, whenever government officials received questions regarding the delay, senior executives would maintain that the country has not yet received any of the doses the government has ordered. Morocco’s Head of Government Saad Eddine El Othmani said this week that Moroccan health authorities are still uncertain about when they will receive COVID-19 vaccines. “At the international level, everyone is asking for vaccines and orders have reached more than one billion doses. Manufacturers do not have the ability to keep up with all the orders at once,” he argued. In recent days, Morocco confirmed fewer numbers of COVID-19 cases than in mid-2020. To date, Morocco has reported 463,706 COVID-19 cases, including 8,076 deaths, and 439,301 recoveries.

Cancelled !

Before the holiday season struck, we felt confident saying that we had been through the worst of the webcam shortage. Major retailers were once again starting to reliably carry big names like Logitech and Razer without marking them up, and eBay price gouging had considerably fallen. But as vaccine shipments are getting delayed and lockdown looks to be stretching out further into the new year, the camera situation is more uneven. It’s not quite as bad as it was in early 2020, but even a year later, whether or not the best webcams will be available depends on the day you’re looking. For instance, during the writing of this review, we were able to find our favorite webcam, the Logitech C920, for its original price of $79.99 both directly from Logitech and from third-party sellers, but that didn’t hold true just a few days before, and we can’t confidently say it’ll be the case a few days after. With that in mind, we’ve decided to start doing individual reviews for certain standout webcam competitors from brands you might not have heard of. Today’s entrant is the PTZOptics Webcam 80, a Logitech C920-like from security camera maker that aims to fill the hole left by the gold standard- both in capability and in price. Both the Logitech C920 and the PTZOptics Webcam 80 shoot in 1080p at 30 fps, connect over USB, and have built-in stereo microphones. They also both use autofocus, with the Logitech C920 having a 3.67mm focal length and the PTZ Optics topping out at 3.5mm. Their fields of view are also similar, with the C920 capturing 78 degrees of the space in front of it and the PTZ Optics Webcam upping that to 80 degrees. On paper, then, these two cameras would seem to be almost identical. And that’s probably how PTZ Optics is looking to justify the Webcam 80’s $89.00 price tag. But video quality is still largely subjective, as factors like color accuracy and lighting are still difficult to determine from numbers alone. Despite being more widely available, does the PTZ Optics webcam deserve its price, which is $10 more than the category-leading C920? To test this out, I took photos in normal, low and extreme light with both webcams, as well as recorded myself talking to test the microphones. In normal lighting conditions, with my curtains up and my lamp on, both cameras performed admirably, and the difference was largely a matter of taste. In general, the PTZ Optics webcam seemed to have a higher exposure, which emphasized darker colors, while the Logitech webcam rendered me with a paler appearance. I can say from real-life experience that the pale skin tone is probably more accurate, though I don’t mind the artificial tan from the PTZ Optics webcam. That said, that same emphasis on dark colors leaves certain objects, like shadows in my hair or on my eyebrows, looking artificially intense in a less pleasing and more distracting manner. I also had difficulty getting consistent results with the autofocus, which meant longer waits in between shots as the camera adjusted and more shots that ended up being too out-of-focus to use. Given that many webcam users are using them to telecommute, that lack of convenience is a serious problem. However, the PTZ Optics webcam’s slightly larger field of view generally looks more pleasing to me, making my office look less cramped while still keeping the focus on me. Also, while it arguably showed my face in less detail, it tended to capture background elements with more accuracy than the C920. But given that most people use webcams for video calling, it’s questionable if that tradeoff is worth it. Low light is where the PTZ Optics webcam really suffered. When I closed my blinds and turned off the lamp next to my desk, the harsher accents that I mentioned before became bold, artificial lines that surrounded pretty much everything in my photos. This gave my selfies a comic book style look that might be cool if I didn’t mostly use my webcam to talk to my coworkers. That said, the warm colors it gave my face were flattering, if inaccurate, though I could do without the emphasis the camera put on every single one of my many flyaways. The Logitech C920, to be fair, wasn’t perfect. Reducing lighting sources left the selfies it took appearing a little out-of-focus, and the reflection from my monitor seemed to be emphasized on my face to make me look even paler than usual. That said, this still comes across as more true-to-life and less distracting than the harsh bold accents I got from the PTZ Optics webcam. At least my flyaways are a little harder to see. In extreme lighting conditions, facing directly at my window with my lamp on in the background, both webcams were essentially useless. While the PTZ Optics webcam was able to make out more of my face than the C920, it wasn’t enough to make it usable under this light, leaving me looking like I had been collaged together from various newspaper clippings. I actually prefer the shadowy, silhouetted appearance from the C920 shots here, which are at least more honest with the camera’s capabilities. As a bonus, the C920 also captured more of the city behind me. Walking away from my photoshoot, I felt like the C920 was more usable in more situations, though I have to admit that some of the PTZ Optics selfies were more flattering. For PC webcams, though, I’m not exactly looking for glamour shoots, and having to pay $10 extra for a less versatile webcam with a more finicky focus and exposure isn’t what I’m looking for when I just want to attend video calls. But does the PTZ Optics webcam make up for its shortcomings with any bonus features? Sadly, not really. While some off-brand webcams like to add in included tripods or even silly face swap software to make themselves more appealing than the standard names, the PTZ Optics Webcam 80 takes a more basic approach. It attaches to your monitor via an arm with a tripod slot in the bottom, and you can tilt it downwards but not upwards. It also can’t rotate, though it does come with an attached cover for the camera. That’s convenient, but given that most webcams also have lights that indicate when they’re recording (the PTZ Optics webcam has one of these as well), it’s not absolutely necessary. Ausdom’s C920 competitors, meanwhile, all rotate 360 degrees and can mostly tilt upwards. Also disappointing here is the cord length. While the Logitech C920’s greater than 5 ft cable means I’m easily able to thread it around the back of my desk to anywhere I want on my tower, the PTZOptics webcam has a shorter, 4.7 foot cable. That’s not a huge difference, but it’s just short enough to make cable management a bit of a pain. I can reach my desktop’s back I/O just fine, but it won’t easily stretch around to my front ports. And as you might have noticed from my photos, much of the webcam’s surface is reflective and the whole thing loves to attract dust. The PTZOptics microphone also isn’t too impressive, though neither is the Logitech C920’s ’s. The key difference here is in volume versus quality. The Logitech camera is, in general, louder and buzzier, while the PTZOptics microphone is quieter and clearer. However, despite the lack of background buzz, the PTZOptics microphone also has a distracting echo effect to it that the C920 lacks. So is the PTZOptics Webcam 80 worth it? If it were maybe $20 to $30 cheaper, we’d easily say yes. But, given that the PTZ Optics Webcam 80 comes in at $89 versus the Logitech C920’s usual $79, it’s at a disadvantage. And while its extra exposure can be useful in certain situations, it’s generally less versatile than the C920, especially for casual telecommuting. However, if you find Logitech’s camera unavailable, the PTZ Optics Webcam 80 is a serviceable, though pricey, alternative.

If you've ever wondered how Google is able to provide search results so quickly then you may want to listen to the company's latest Search Off the Record podcast. In the most recent episode of the podcast, the search giant's Gary Illyes revealed that the company's search index uses a tiered system where more expensive storage is used to index the most po[CENSORED]r content faster. According to Illyes, Google indexes content using three different types of storage. RAM is the fastest and most expensive storage type used by the company followed by solid state drives (SSDs) which are fast but cost prohibitive and hard disk drives (HDDs) as they are the slowest and least costly. We've built a list of the best cloud storage services around These are the best SEO tools on the market Also check out our roundup of the best SEO keyword tools RAM is used to index documents that will be served frequently in search results while the other two storage types are used for content that appears less often in Google's search engine. Google's search index Illyes provided further details on how Google decides which storage type its index is stored on in the latest episode of the Search Off the Record podcast titled “Language complexities in Search index selection and more!”, saying: “So for example, for documents that we know that might be surfaced every second, for example, they will end up on something super fast. And the super fast would be the RAM. Like part of our serving index is on RAM. Then we’ll have another tier, for example, for solid state drives because they are fast and not as expensive as RAM. But still not– the bulk of the index wouldn’t be on that. The bulk of the index would be on something that’s cheap, accessible, easily replaceable, and doesn’t break the bank. And that would be hard drives or floppy disks.” Now that we know a bit more about how Google builds its search index, some site owners may be considering trying to improve the SEO of their pages so that they are indexed on RAM or SSDs to appear higher in the company's search results. Unfortunately though, there is now way to tell which storage tier individual sites are indexed on. While Google is now storing content that is accessed every second on either RAM or SSDs, a majority of its search index is still stored on HDDs. However, this could change in the future as these more expensive storage types come down in price.

Name of the game: Phoenotopia: Awakening Price: 17.99$ After Discount Link Store: Here Offer ends up after X hours: 28 January Requirements: MINIMUM: Système d'exploitation : Windows 7 Processeur : 2 GHz Dual Core Graphiques : Hardware Accelerated Graphics with dedicated memory, 1GB+ RECOMMENDED: Système d'exploitation : Windows 7/8/10 Processeur : 2 GHz Dual Core Mémoire vive : 4 GB de mémoire Graphiques : Hardware Accelerated Graphics with dedicated memory, 1GB+

What is it? A few years back, there was no shortage of Chinese start-up companies with grand dreams of making electric cars. Today, but three – Nio, Xpeng and range-extender specialist Li – have come to symbolise the industry, largely through their success not only in sales but also on the US stock market. Although Nio is better known outside China, not least for its EP9 supercar, Guangzhou-based Xpeng is hot on its heels and already selling its G3 crossover in Norway. These companies are currently valued at $88 billion and $37bn respectively; General Motors is valued at $78bn, so there's heavy expectation on the success of these Chinese newcomers. The P7 saloon driven here is Xpeng's second model, and it has already been on sale in China since June with a price starting at around the equivalent of £35,000. In February, it will be upgraded with Xpeng's Navigation Guided Pilot (NGP), a Tesla Autopilot-rivalling 'autonomous' driving function. What's it like? Compared with the Gallic-looking G3, the P7 has a far sleeker Italianate flair to its design, and is a sizeable but minimalistic sports saloon roughly the size of the BMW 5 Series. As such, although its has been billed as a Tesla Model 3 competitor, the P7 is closer in size to the Model S. The interior has a futuristic feel, with both a digital instrument panel and 15in infotainment screen that blend into one another behind a swathe of glass. Most of the functions of the car – including the climate control and infotainment – can be voice-activated via Xpeng’s virtual assistant, Xiao P. Our particular P7 didn’t support English, yet the system’s ability to understand your scribe's broken Chinese was impressive, and in theory the system needs only 2.5sec to execute any given command. All touchpoints use good-quality materials, although, unsurprisingly, less frequently felt areas get harder plastics. In tune with the exterior’s minimalism, the dashboard looks satisfyingly clean, with the air vents hidden below your eyeline. Both driver and passenger also get comfy electrically adjustable leather seats. Despite the panoramic glass roof, rear occupants get plenty of head space, along with good leg room. The rear bench can also seat three adults in reasonable comfort, although the middle occupant is unlikely to appreciate longer journeys, as the central portion of floor isn't flat. Should I buy one? The P7 will come to Europe this year, although it's still to be unconfirmed for the UK. By that time, it should understand English for voice control; the G3 for the Norwegian market already does. Not only is the P7 a good-looking car but it's also spacious, with a generous specification list and good build quality to boot. Performance, whether it be drive, range or autonomous-driving capability, is also highly competitive compared with better-known electric rivals, many of which are in higher price segments.