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At $169.99 at Amazon, the recently announced Silicon Power 1TB Superior MicroSDXC card has set a new record for the lowest priced memory card of that capacity to date, undercutting the likes of Sandisk 1TB Ultra both in terms of specification and pricing. And to make the deal even sweeter, the manufacturer is bundling it with a USB C 20,000mAh portable charger worth $40 when purchased through Amazon US. Customers from other territories should be able to buy the card as Amazon sells the card globally, albeit with additional shipping and import fees. Check out our list of the best microSD cards for Switch These are the best portable SSD on the market right now Have a look at some of the best external hard drives Great performance, small price Silicon Power's latest high capacity card is part of its 'Superior' family of products. Along with a five-year warranty, it also comes with UHS Speed Class 3 (U3) and Video Speed Class 30 (V30) specifications. The manufacturer claims speeds of up to 100MB/s on read and up to 80MB/s on write (Minimum random read of 1,500 IOPS and random write of 500 IOPS), making it a good card to record 4K content. Just remember that you might have to reformat it to exFAT in order to benefit from speed improvements. As expected, the card is waterproof, shockproof, temperature-proof, and X-ray-proof. At the time of writing, po[CENSORED]r brands like Samsung or Kingston have yet to release their first 1TB microSD cards. We will publish a review of the Silicon Power 1TB Superior microSD card shortly. The Taiwanese storage company has yet to confirm whether the Superior Pro brand, which is equivalent to the Sandisk Extreme range, will get a 1TB model as well.

Actor-comedian Mallika Dua says comics often feel the pressure to constantly perform and pretend to be happy, which is why it is important to draw a line and look after one’s mental health. Dua shot to fame with her comedy sketches, often tackling Delhi stereotypes, four years ago and has since been a social media sensation. The 31-year-old comedian said she started her comedy career purely out of fun, but soon realised that it can become an unhealthy loop of numbers and greed, one which has to be navigated with caution. “I feel a lot of pressure, everyday. It takes a massive toll on your mental health. I didn’t start to appease anyone, it was purely out of my own happiness. It started as, ‘you are good at it, you should do more’ then it became ‘if you don’t do it, you won’t make money.’ “Then it transformed into ‘you must do it because others are doing it and you must be better than them.’ So there’s no end to it. I don’t post obsessively anymore. I don’t want to get caught up in the rat race of numbers,” Dua told PTI. The actor said it is no secret in comedy business that many comics across the world go through depression. “There’s something, this pressure to be constantly performing and pretending to be happy. We have to draw the line. It’s exhausting to be constantly funny,” she added. Dua, who has previously featured in movies such as “Hindi Medium”, “Namaste England” and “Zero”, currently stars in “Indoo Ki Jawani“, which released countrywide on Friday. Dua said one of the reasons why there aren’t enough women in comedy is because it was never made aspirational for a woman to be funny. The actor said every time a woman has showcased her sense of humour, she has been made to look like “an idiot”, which isn’t the case with men. “For them, being funny is taken as a romantic attribute. But it’s changing now, thanks to pop culture. The next step would be if agents back their women artistes as hard as they back the male artistes,” she added.

Mercedes-AMG will send a clear message that it is adapting to modern demands with the upcoming third-generation C63 by forgoing its long-standing V8 power in favour of an advanced four-cylinder hybrid drivetrain that develops more than 500bhp. The new C63 will be the first in a number of new AMG models earmarked to receive an electrified version of Mercedes’ new turbocharged 2.0-litre M139 engine when it goes on sale in early 2022. The four-wheel-drive rival to the Audi RS4 and BMW M3 is already undergoing intensive development at AMG’s Affalterbach engineering headquarters. The first sighting of a camouflaged prototype shows off an evolutionary look in line with the recently facelifted E-Class, and suggests AMG will not tone down the saloon's aggressive styling as it downsizes the engine. The potent four-cylinder engine kicks out a maximum of 416bhp and 369lb ft of torque in non-electrified form in the new A45 and its related siblings. The unit has already been engineered for longitudinal mounting as well as mild-hybrid electric boosting. It’s destined to be used in not only the next C63 but also, in a less heavily tuned form, in a follow-up to today’s turbocharged 3.0-litre V6-powered C43. The new C63 will be offered in saloon, coupé and convertible bodystyles, with the next C43 likely to be sold in those three guises as well as an estate version. Other AMG models set to run the new electrified driveline include successor models to today’s GLC 43 and GLC 63 SUVs, the GLC 43 Coupé and the GLC 63 Coupé. Autocar has been told the M139 engine will adopt a 48V integrated starter motor similar to that already used by the turbocharged 3.0-litre in-line six-cylinder M256 unit, which powers the CLS 53 4Matic+ and other recent new AMG models. In the CLS 53 4Matic+, the gearbox-mounted starter motor provides an additional 22bhp and 184lb ft of electric boosting. In the next C63, however, it is set to be tuned to provide significantly more power in combination with a similar torque loading. The new EQ Boost hybrid drivetrain is also planned to run in combination with Mercedes’ nine-speed torque-converter MCT Speedshift gearbox. Nothing is official at this early stage, but Affalterbach insiders with knowledge of AMG’s new model plans suggest the new four-cylinder hybrid drivetrain will match the existing second-generation C63 4Matic’s V8 engine in outright power at a maximum 503bhp. This is despite a 50% reduction in swept capacity and cylinder count. With the benefit of electric boosting, it has also been conceived to deliver up to 553lb ft of torque – a 37lb ft increase on today’s C63 S 4Matic. Details remain scarce, although the new driveline is thought to adopt a lithium ion battery of higher capacity than the 0.9kWh unit used by the CLS 53 4Matic+. It is also expected to use a more advanced energy recuperation system that harvests kinetic energy at each wheel. One of the most significant advantages in the adoption of the new electrified driveline is a reduction in weight over the front axle of the new C63 4Matic. At 160.5kg, the M139 four-cylinder unit weighs 48.5kg less than the M177 V8 engine used by today’s C63 4Matic. Even with the addition of the hybrid architecture, including a disc-shaped electric motor and power electronics, the overall weight of the new powerplant is claimed to undercut that of today’s unit. Additionally, the new powerplant’s weight is concentrated lower, which aids efforts to bring about a lower centre of gravity for the new model, theoretically improving its agility and body control. Further development plans for the next C63 4Matic include a new four-wheel drive system to provide a fully variable apportioning of power front to rear. This will allow AMG to engineer the new model with rear-wheel-drive properties in certain driving modes, much as with the larger E63 sibling. AMG CEO Tobias Moers told Autocar earlier this year that all next-generation AMG models will adopt this system, moving away from pure reardriven models due to customer demand for all-wheel drive. The decision to provide the C63 4Matic with four-cylinder power was apparently driven by Mercedes-Benz as part of rapidly escalating efforts to reduce fleet CO2 emissions while harnessing the engineering lessons pursued during the development of the Mercedes-AMG One hypercar.

The El Pais editorial of December 12, 2020, called “The Forgotten Sahara: The UN Should Reactivate its Diplomatic Effort in the African Territory”, is not only full of fallacies but of major historical omissions, which makes it too close to the “independentist” narrative despite its forced tone of neutrality. El Pais claims that the US recognition of Moroccan sovereignty over Western Sahara is against international legality, forgetting that the basis of legality when it comes to sovereignty is generally based on the recognition by individual countries. If countries had validated the Madrid Accords of 1975 and recognized the sovereignty of Morocco over the territory, we would not be discussing this problem 40 years later. The fact that no US president before had ever done what Donald Trump did does not mean that it is not legally and politically feasible. In fact, George Bush and Barak Obama and hundreds of US members of congress considered the autonomy plan proposed by Morocco in 2007 to be “credible and realistic”; in addition, Congress passed a bill in 2013 that was ratified by President Obama in 2014 that allows US AID to be used for development initiatives in Western Sahara for the first time, thereby tacitly recognizing the possible sovereignty of Morocco over the territory. Donald Trump’s decision was the culmination a pattern that had started with Bill Clinton more than twenty years ago. What El Pais calls the “monetization” of the Western Sahara issue by the White House in its effort to normalize relations between Arab countries and Israel is, therefore, at best a fallacy. What EL Pais did not understand is that Morocco could play a role in the Middle Eastern conflict, given the recent development, and given the good relations it has, and will have, with both Israelis and Palestinians. But for Morocco to play that role, which could be a positive one as we have seen in Libya, the Sahel and West Africa, it cannot stay forever pulled back by an artificial conflict that is a mere remnant of the cold war and of Algeria’s outdated hegemonic desires. What El Pais forgets or does not care about is that Western Sahara is considered by all Moroccans to be an existential question of national and historical ramifications. At a moment when the Spanish people are highly worried about their unity as a nation in the midst of mounting regional nationalisms, you would expect the first Spanish newspaper to be sensitive to the Moroccan people’s aspirations to territorial integrity and unity. Yet the double standard of our friends at El Pais is obvious for anyone who cares to read between the lines. Moreover, instead of applauding Morocco for its non-combatant military intervention to reestablish international legality and clear the Guerguerat pass and ensure the free flow of goods and people between Europe and Africa, and thereby ensure the free supply of food to West Africa, it describes it as a cause of “the worst crisis in three decades.” Blinded by the Polisario narrative, it seems to read only the fake news coming from Tindouf and Algiers about imaginary battles and exchange of fire. No word about the fact that Morocco spends billions developing the region, or that it has lifted the territory from being the poorest to one of the most developed regions of Morocco; not a sentence on the fact that Morocco spends ten times more that it extracts in phosphates and fisheries; not even a line on the plight of thousands of Sahrawis sequestrated and warehoused in Tindouf Camps with no rights, no voice and no freedom of movement as sti[CENSORED]ted in the Geneva Convention. And of course, nothing about the fact that Morocco liberated the Sahara from Spanish colonialism by virtue of a ruling of the International Court of Justice (ICJ) in 1975 which stated that there were allegiance ties between Moroccan Kings and the Sahrawi tribes for centuries. Nothing about the fact that the Sahrawi Jemaa (the very entity put together by Spain before leaving the territory) was consulted, as envisioned in the ICJ ruling. That is the other international legality EL Pais does not want to look at. Why? I guess because it has been reveling so long in the phantasmagoric narrative of Algeria and the Polisario. And for El Pais, the fact that seventeen countries have opened consulates in Western Sahara, as a sign of recognition of Moroccan sovereignty, does not have anything to do with international law. El Pais seems to be rewriting the rules of what international legality means. Surprising for a respected newspaper that I pride myself on reading every day.

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Boasting bleeding-edge PCIe Gen4 performance and available in up to 2TB of capacity, WD’s Black SN850 is a beast of an SSD that rival’s Samsung’s 980 PRO for the best SSD. If you got the cash, it is a great choice for gamers and enthusiasts looking for top-tier, quality storage. WD’s Black product line has adapted quite a bit over the years. When it came to the company’s mechanical HDD line, Black traditionally meant uncompromising performance and reliability. Still, when it comes to the company‘s SSDs, WD’s Black product line emphasizes gaming above all. However, that doesn’t mean that the company forgot about those that need consistent prosumer storage for their applications. The last WD Black SN750 was a data-writing powerhouse, with sustained write speed that could make nearly any other SSD jealous, making it perfect for video editors and those who often move large data sets around. But its read performance lagged most of its competition in most of our application benchmarks. The new WD Black SN850 aims to put on a much better showing this time around, with much of the company’s focus on optimizing the new SSD’s read speed as much as improving its already-strong write speed. With peak sequential performance up to 7/5.3 GBps of sequential read/write throughput and upwards of 1,000,000/720,000 random read/write IOPS, the WD Black SN850 delivers top-tier performance over the PCIe 4.0 x4 NVMe 1.4 interface. WD’s Black SN850 is available in capacities of 500GB, 1TB, and 2TB with street pricing listed at $150, $230, and $450, per respective capacity. If you want the model with a heatsink, it will cost an extra $20. WD’s Black SN850 features a revamped SLC caching implementation, nCache 4.0. It now comes with a hybrid SLC caching that's similar to Samsung’s TurboWrite but larger in capacity, much like we're accustomed to with SSDs powered by Phison’s latest controllers. The total dynamic SLC capacity spans roughly one-third of the available capacity (300GB on our 1TB sample) with a small and quick-to-recover static SLC cache (12GB on our 1TB sample) that's designed to provide the most performance and endurance. With a multi-gear Low-Density Parity-Check (LDPC) ECC engine, RAID like protection for full multi-page recovery, internal SRAM ECC and end-to-end data path protection in its ECC scheme, along with the company over-provisioning the SSD by 9%, WD’s Black SN850 comes equipped with plenty of mechanisms to ensure your data is safe on the flash. WD backs the Black SN850 with a five-year warranty and rates it to endure up to 300 TB of writes per 500GB of capacity, or up to 1.2PB writes on the 2TB model. We were able to quickly and securely wipe WD’s Black SN850 by initiating a secure erase from within our Asus X570 Crosshair VIII Hero (WiFi) motherboard’s UEFI. But, while it supports secure erase, the SSD lacks a now-common security feature that Samsung has supported on its drives for years – hardware-accelerated AES 256-bit full drive encryption. The Black SN850 does support both Trim and S.M.A.R.T. data reporting as well as Active State Power Management (ASPM), Autonomous Power State Transition (APST), and the PCIe L1.2 power state for low power draw at idle on mobile platforms, drawing only <5mW. WD supports the Black SN850 with WD Dashboard, the company’s SSD toolbox that includes analysis tools, a firmware updater, and RGB lighting control on the heatsink model. WD also provides customers with Acronis True Image WD Edition for cloning and data backup. WD is tightlipped when it comes to revealing information about the hardware that powers the Black SN850 and didn't divulge many details about its next-gen controller when questioned. Still, we could deduce a few things based on the scraps and crumbs we were given. From our external analysis, we can see the drive comes in an M.2 2280 single-sided form factor with an NVMe flash controller, a DRAM chip, and just two flash packages because of the large size of the controller package, measuring 17 x 17mm, taking up most of the PCB space. To power the SSD, WD uses a proprietary Arm-based multi-core eight-channel PCIe 4.0 x4 NVMe SSD controller that leverages a Micron DDR4 DRAM chip to deliver responsive performance. WD references the controller as its WD_BLACK G2. Outfitting the WD Black SN850 with a faster Gen4 PHY is great for performance, but with such fast bandwidth, power draw and heat output were a concern at 28nm. Thus, like the controllers from competing manufacturers, WD opted to build the WD_BLACK G2 on a newer process node to better control those variables with TSMC’s 16nm FinFET technology. WD paired the second-generation controller with the company’s newer Kioxia BiCS4 96L TLC flash operating at Toggle DDR3.0 speeds of 800 MTps. Both the 500GB and 1TB models leverage 256Gb dies while the 2TB leverages 512Gb dies. This flash has two planes (regions of independent access) for better performance than just a single plane, but it's not quite as fast as the company’s next-generation quad-plane BiCS5 112L flash that we will see become more prevalent next year. The new flash has twice the performance along with a Circuit Under Array (CUA) implementation. In contrast to BiCS3, BiCS4 flash is not only faster thanks to a string-based start bias control scheme and smart Vt -tracking for improved reads, but has the benefit of improved efficiency over its predecessor with a low-pre-charge sense-amplifier bus scheme and sips down just 1.2V instead of 1.8V. WD’s Black SN850 leverages even-odd row decoding and shielded BL current sensing with this flash to enhance read throughput, too. To scale the flash to new heights, the manufacturing process includes string-stacking two 48 wordline layer arrays on top of one another. While this is an easy way to increase cell array size, inefficiencies stem from additional circuitry, and wasted dummy layers. Concurrently, there is a risk of low yield due to stack misalignments. Scaling up to 96 wordline layers means using a total of 109 layers, including dummy gates and selectors in this instance, which is less efficient than Samsung’s V-NAND, which has yet to leverage string-stacking at up to 128 worldline layers (136 total layers).

The latest beta build of Microsoft Edge will now allow users to put inactive tabs to sleep to save memory and CPU. The feature was first rolled out in the Dev channel back in September. After several months of testing, Microsoft has now pushed the feature in the Beta channel. According to Microsoft, using the feature will help cut down memory usage by 32% on average, and will reduce the browser’s CPU usage by about 37% in most cases. Microsoft argues freeing up resources helps optimize the browser’s performance, colourfully comparing the feature to getting a “good night’s sleep [that] allows you to stay focused and productive the next day.” Take a look at the best business VPNs Here are the best Windows 10 VPN services We’ve also collated the best proxy service providers Enhancing performance Microsoft Edge is now based on the Chromium web rendering engine and with its recent release for Linux, now supports all the major desktop and mobile operating systems. In fact, in its September announcement, Microsoft pointed out that Edge’s sleeping tabs feature leverages a core Chromium technology that pauses a tab’s script timers to minimize resource usage. By default, tabs are set to go to sleep after two hours of inactivity, though you can choose a different duration from the browser’s settings. You can wake up a sleeping tab by simply clicking on it. The developers have also tweaked the appearance of the sleeping tabs to identify them more clearly. Microsoft expects the browser to detect tabs that are performing an activity in the background (such as playing audio or video) and prevents them from sleeping. However, the feature is still in Beta and Microsoft warns that some sites might not work as before after waking up from their slumber. The feature is currently available in the latest Beta 88 of Microsoft Edge for Windows and should make its way into the stable release early next year. Also take a look at our list of the best VPN services

When Arun Sundararaj joined the Taj Mahal hotel in New Delhi as its new executive chef in 2015, many people told him about all the wonderful experiences they’ve had at the hotel. They were particularly keen, he recalls, on talking to him about Machan, one of the first all-day cafés in the city, established in 1978. “They would start getting nostalgic about all the times they spent here, the first dates, the romantic meetings, and I realised that almost everyone had a very emotional attachment to this place,” he says. Which is why, when the management first started planning a makeover for the hotel, including Machan, Sundararaj knew that they would have to tread very carefully. “We couldn’t just make changes for the sake of change; everything had to be carefully thought through,” he says. After being closed for about a year, Machan reopened in October in a new avatar that is, unofficially, being called Machan 3.0. When it opened in 1978, the café stuck closely to the inspiration behind its name — a machan is a viewing platform erected on a tree, usually for viewing or hunting wildlife — and so decor elements included cane furniture and hurricane lamps. When it underwent a makeover in the ’90s, the result was a slightly stodgy look which didn’t quite go with the youthful vibes that the hotel had carefully cultivated for the eatery since its inception. The latest avatar is an attempt to infuse a certain contemporary freshness in the decor, while still retaining a strong link to the original jungle theme, as reflected in, for instance, the foliage patterns on the wallpaper and the rattan partitions. The food and beverages, too, nod to the past. The three principles that defined the menu redesign, says Sundararaj, were nostalgia, relevance and the theme, ‘forests of the world’. “There are some things that you’ll always find in Machan, such as the murgh tikka lababdar and the keema pav. These are things that I was told will always be expected,” he explains. These classics then had to be made relevant. “The base elements would remain the same, but we would have better ingredients and adapt it to today. For example, the typical club sandwich, which is cut into two pieces and served, is difficult to eat. You’ll find that the ham is always falling out of the side, when you try to take a bite. It makes a mess and puts people off. So we simply cut it into three pieces, which makes each one easier to handle,” he says. Finally, the ‘forests of the world’ theme was incorporated in the food by doing a lot of research and picking up elements that the team could work with. For example, the Mukundara khad murgh is inspired by the ‘khad’ style of cooking, which was once po[CENSORED]r among soldiers and hunters in the western parts of the country: a pit would be dug in the ground, coals would be lit and the meat then placed inside the pit and covered up to cook. This style imparted a unique, smoky flavour to the meat, which Sundararaj has replicated using the modern conveniences of the Machan kitchen. There’s still plenty on the menu for the old hands who want to come to Machan and reminisce about their youth, including, Sundararaj says, their po[CENSORED]r tiramisu which has been renamed You Made My Date. “The next time someone comes and tells me about the date on which they ended up meeting their future wife, this is what I’ll be serving them,” he says.

What is it? The new ID 4 is where Volkswagen’s ambitions for global EV sales leadership really begin to take shape. Due to be produced in four manufacturing plants on three continents, the new crossover-style SUV is seen by officials of the German car maker very much as a world car in the mould of the original Beetle and its successor, the Golf. Following the smaller ID 3 hatchback, with which it shares its MEB platform, the second model from Volkswagen’s ID electric car sub-brand will initially be sold in the UK from February 2021 in single-motor, rear-wheel-drive guise. However, a more powerful, dual-motor, four-wheel-drive model, which is set to usher in the new GTX performance car nomenclature to be used by a number of future ID models, is also due to be added to line-up next April. The contemporary styling of the ID 4, with its full-width light bands front and rear, will be familiar to anyone who has followed Volkswagen’s carefully choreographed entry into the electric car ranks. It takes the smooth-surfaced appearance of the ID Crozz concept, first wheeled out at the 2017 Shanghai motor show, into production with only minor changes. It is a modern-looking car with short bonnet proportions unlike any existing Volkswagen SUV and large wheel houses that allow it to accommodate wheels ranging from a standard 18in up to 21in in diameter. At 4584mm long, 1852mm wide and 1612mm tall, the new Volkswagen model is 75mm longer, 13mm wider and 63mm taller than the standard-wheelbase Tiguan. Its 2766mm wheelbase is the same as that used by the ID 3 and 88mm longer than the Tiguan's. The drag co-efficient, meanwhile, is well below that of the Tiguan, at 0.28, aided by the almost totally enclosed front end and, on the model tested here, aerodynamically optimised wheel design. Power comes from a rear-mounted electric motor known as the APP 310 and assembled at Volkswagen’s components plant in Kassel, Germany. It is the same synchronous unit used by the ID 3, offering three levels of power, starting at 146bhp and ranging through 168bhp to the 201bhp of the 1st Max specified version tested here – all with the same 228lb ft of torque. This compares with the 282bhp and 295lb ft of the rear-wheel-drive BMW iX3 and 201bhp and 295lb ft of the range-topping front-wheel-drive Hyundai Kona Electric. Drive is sent to the rear wheels through a single-speed gearbox attached to the side of the motor, with an electronic differential providing a torque-vectoring function that varies the amount of drive sent to each individual rear wheel for improved traction and more neutral handling during all-out cornering. The electric motor is fed by one of two available lithium ion batteries. The 146bhp and 168bhp models come with a 52kWh unit weighing 344kg, while the 201bhp model uses a larger 77kWh battery that weighs a rather substantial 493kg. The latter is good for a WLTP range of up to 324 miles, according to Volkswagen. It comes as standard with an 11kW on-board charger, although it can support charging at up to 125kW, allowing a 199-mile extension in range within 30min on a high-powered DC system. What's it like? Despite tipping the scales at 2124kg, the instant-on torque of the electric motor provides the ID 4 with relatively brisk step-off qualities in either of its three primary driving modes: Eco, Comfort and Sport. At least up to 50mph or so. Beyond this, its performance is challenged by a combination of its relatively modest reserves and increasing aerodynamic drag. That’s not to say it is in any way tardy. In fact, it always feels quicker than Volkswagen’s claimed 0-62mph time of 8.5sec suggests on the road. However, there is clearly scope for an increase in accelerative ability, which will undoubtedly come with the introduction of the dual-motor ID 4 GTX next year. As with the ID 3, the driver can choose to alter the amount of regenerative braking via a pod-like lever mounted high up on an arm extending from the inner edge of the digital instrument display. D allows it to freewheel with a very light energy recuperation, whereas B offers one-pedal driving traits with noticeable energy harvesting and retardation on a lifted throttle, although not with the manual adjustment offered by some rivals. Underpinning the new Volkswagen is a chassis that uses a combination of MacPherson struts at the front and a multi-link arrangement at the rear. All models receive passive dampers, although variable-rate dampers are available as an option and highly recommended. There is plenty to like about the ID 4’s dynamic properties, which are pleasantly fluid and quite responsive. This is particularly noticeable around town, where its 10.2m turning circle provides the new five-seater with outstanding manoeuvrability and the sort of nimbleness usually associated with much smaller cars. In this role alone, it is extremely convincing. Upping the pace reveals outstanding cruising qualities with low levels of wind buffeting, outstanding isolation from road noise and good longitudinal stability. A low centre of gravity provides the foundation for agreeably agile handling distinguished by light but accurate variable-rate steering that benefits from the drive being directed to the rear wheels, the ability to vary the drive between each rear wheel for optimal traction and, on models featuring the variable damping control used by our test car, excellent body control. Because of the weight, grip is the limiting factor when you begin to push hard over challenging roads, although you can generate quite a bit of cornering speed before the stability control light illuminates to signal a breach of adhesion and subsequent reduction in the reserves dished out by the electric motor. Overall, it is very competent and, with rear-wheel drive, quite entertaining. However, it lacks the tactility to be described as truly involving. But while enthusiast drivers might want for greater involvement, they’ll have a hard time criticising the ID 4’s ride, which is smooth and controlled on well-surfaced German roads. We’ll need to put the new Volkswagen over UK roads before we can make a definitive call in this area, but those optional adaptive dampers provide impressive absorption of road shock, leading to a generally settled feel. The brakes, too, feel well up to the job. They’re a combination of discs at the front and drums at the rear, which has led some to question their ability to cope with so much weight. Without merit, as it turns out. There’s a firm feel to the pedal and nice progression when you call for greater stopping ability. Why the drums at the rear? Volkswagen says the fast-acting regenerative qualities of the driveline mean the ID 4 doesn’t need the sort of brakes required for a comparatively heavy combustion-engined model. “There’s less need for the brakes to do the stopping,” we were told. Despite the ID 4 being a similar size to the Tiguan outside, Volkswagen claims the ID 4's interior is as roomy as the larger Touareg's. It is certainly spacious up front, with ample head and shoulder room giving it a feeling of a much larger car. However, the rear seat is set unusually high due to the packaging of the battery, so although it offers a good amount of leg room, it is rather restricted on head room. Boot capacity is put at 531 litres – some 11 litres more than the Tiguan. But although it features a flat floor, the loading lip is set quite high, making it a bit of a stretch to load heavy items. Folding the rear seats away liberates 1575 litres of space. There no luggage room in the nose, which is occupied by the power electrics for the driveline. For those interested in towing, Volkswagen claims an unbraked trailer capacity of 1000kg. The interior features minimalist design with digital instruments and, depending on the model, either a 10.0in or 12.0in touchscreen that comes with optional voice control. Buyers can specify an optional head-up display with augmented reality functions, including navigation pointers indicating the direction of travel. Reflecting its more upmarket positioning, the materials used within the dashboard and other parts of the cabin are of a clearly higher standard than those of the ID 3. The 1st Max model available at launch comes equipped with supportive front seats featuring integrated headrests and a full-length panoramic glass roof that makes the interior of the ID 4 bright and inviting. It also has deep and useful oddment bins between the front seats. Should I buy one? The ID 4 is striking proof of Volkswagen’s ability to produce a truly world-class electric car. Granted, it may lack the outright pace of some rivals in its early single-motor, rear-wheel-drive guise, but in terms of handling, ride and refinement, there is a lot to like here. It also serves up an impressive array of digital and connectivity functions, displays a relatively high level of quality and, thanks to its dedicated electric car platform and the packaging advantages it brings, is quite versatile. Its biggest drawcard, though, is its sheer ease of driving, especially in urban conditions, where its manoeuvrability is well beyond any direct combustion-engined competitor, Tiguan included. We’re going to need more time behind the wheel to judge whether the claimed 324-mile range of the top model holds up in real-world driving. However, our first outing in Wolfsburg’s new electric-powered SUV revealed it possesses strong energy recuperation qualities that go a long way to quelling any lingering range anxiety. If you’re planning to install a home charger or have easy access to one at your workplace, the ID 4 could easily be your only car.

Rabat – The US is close to completing the sale of at least four MQ-9B SeaGuardian drones to Morocco. Reuters, citing three US sources “familiar with the negotiations,” reported today that Congress is set to discuss the sale of the sophisticated large aerial drones in the coming days. The outlet’s sources said the deal has been in the works for months but did not confirm if it is related to Morocco’s agreement to normalize relations with Israel, which US President Donald Trump announced earlier today. Read also: Netanyahu Thanks King Mohammed VI for Normalization at Hanukkah Ceremony The sources said the US State Department authorized the sale of the four unmanned aerial drones to Morocco. They are unsure, however, if US officials have approved the export of drones with weapons attached. One of the sources said Congress must approve the deal and may receive notification of it as early as Friday. Two of the sources do not expect Congress to block the sale. General Atomics Aeronautical Systems is the manufacturer of the four MQ-9B SeaGuardian drones Morocco may receive from the US. With a range of 6,000 nautical miles (11,100 kilometers), the drones can survey huge swaths of sea and desert but are also designed to operate within civilian airspace. MQ-9B SeaGuardian drones can serve various naval and littoral surveillance operations, including anti-surface warfare, anti-submarine warfare, search and rescue, humanitarian assistance and disaster relief, border surveillance, and law enforcement. With Morocco a key transit hub for migrants trying to reach Europe via the Atlantic Ocean and the Mediterranean Sea, the country could be seeking the MQ-9B SeaGaurdian drones to improve efforts to curb irregular migration. In particular, Spain’s Canary Islands off Morocco’s southern coast are facing an unprecedented migration crisis, with Spain calling for increased cooperation with Rabat to stem the flood of migrants to the islands. The US’ reported deal with Morocco would be among the first drone sales after the Trump administration’s reinterpretation of the Missile Technology Control Regime (MTCR), an international arms control agreement. Reuters reports the reinterpretation allowed the Trump administration to sell more drones to more countries, but US senators introduced legislation to block the export, transfer, or trade of many advanced drones to countries that are not close US allies. Sales are allowed to NATO members, Australia, New Zealand, South Korea, Japan, and Israel. Despite the Senate’s legislation, the US recently completed drone sales to Taiwan and the UAE. The US just sold 50 of its prized F-35 fighter jets, 20 MQ-9 Reaper drones, 14,000 bombs, and munitions to the UAE in a $23 billion arms deal. Although the sale effectively brings UAE military power up to par with that of Israel, Israel’s powerful lobby in Washington surprisingly supported the deal after initially opposing it.

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In a memory market dominated by lavish designs and excessive RGB lighting, Patriot launched the Viper 4 Blackout series for the few that still appreciate the simple things. However, what the memory lacks in looks, it makes up for in performance. Patriot markets the Viper 4 Blackout as high-performance memory, so the series doesn't embrace slower frequencies. The offerings start at DDR4-3000 and gradually peak to DDR4-4400, the flagship memory kit and the one we have in for review today. Staying faithful to its name, the Viper 4 Blackout memory features an all-black, aluminum heat spreader that's devoid of RGB lighting. Although the memory modules evidently lack the bling, they will fit nicely into the majority of PC builds. The low-profile yet aggressive design finds the memory module with multiple fins at the top and the Viper branding on both sides of the heat spreader. Measuring just 42.6mm (1.68 inches) tall, we don't expect the Viper 4 Blackout memory modules to cause any troubles with big CPU air coolers. Sold in a dual-channel package, the Viper 4 Blackout memory kit consists of two 8GB single-rank memory modules. For this particular memory kit, Patriot went with Samsung K4A8G085WB BCPB (B-die) integrated circuits (ICs) that reside on an eight-layer, black PCB. The Viper 4 Blackout operates at the baseline DDR4-2133 frequency with the timings set to 15-15-15-36. The memory modules, which are compatible with the AMD platform, have two XMP profiles baked into them. One profile is for the advertised DDR4-4400 frequency with 18-26-26-46 timings and a 1.45V DRAM voltage, while the other corresponds to a DDR4-4200 profile for at 18-22-22-42 with 1.4V. For more on timings and frequency considerations, see our PC Memory 101 feature, as well as our How to Shop for RAM story. Our Intel test system consists of an Intel Core i9-10900K and Asus ROG Maximus XII Apex on the 0901 firmware. On the opposite end, the AMD testbed leverages an AMD Ryzen 5 3600 and ASRock B550 Taichi with the 1.30 firmware. The MSI GeForce RTX 2080 Ti Gaming Trio handles the graphical duties on both platforms. The Viper 4 Blackout is currently the fastest memory kit that has passed through our labs. The memory kit didn't dominate in every benchmark, but overall, it finished first in both the performance and gaming charts. Like other high-speed memory kits in its category, the Viper 4 Blackout will only excel on an AMD platform if your processor can run the Infinity Fabric clock (FCLK) and memory clock (MCLK) in synchronous operation. Unfortunately, our Ryzen 5 3600 isn't one of those processors, which restricted the Viper 4 Blackout's performance. The Viper 4 Blackout runs at DDR4-4400 with a 1.45V DRAM voltage. Increasing it to 1.5V only got us to DDR4-4500 with very loose timings of 21-26-26-46. It may just be a 100 MHz increase, but it's an acceptable margin for a high-speed memory kit like this one. The lowest timings that the Viper 4 Blackout would allow at DDR4-4400 are 17-25-25-45. Of course, we had to increase the DRAM voltage to 1.5V to be able to drop the timings by one clock cycle. High-frequency memory has gotten cheaper over the years, and the Viper 4 Blackout DDR4-4400 C18 memory kit is proof of that. It's fast, but more importantly, it won't cost you an arm and a leg. In fact, the Viper 4 Blackout is one of the more affordable DDR4-4400 memory kits on the market right now. With a $134.99 price tag, Patriot's offering is right up the alley of some of the flashier but lower-clocked memory kits, such as those that land in the DDR4-3200 to DDR4-4000 range. Although DDR4-4400 isn't an overly-exaggerated frequency, plug-and-play shouldn't be considered a given, either. Ultimately, your setup (mainly the processor and motherboard) will dictate whether a bit of manual tuning is required to get the memory kit to live in harmony with the rest of your system. If you're already decided on a DDR4-4400 memory kit with 16GB of capacity, we don't think the Viper 4 Blackout 4 will disappoint you.

Not only does Bitdefender hold the top spot in our countdown of the best antivirus software in the world, but right now it has the best value antivirus deals, too. Bitdefender has slashed a mighty 70% off all three of its cybersecurity packages. That means you can get a whole year's worth of cover from as little as $18/£12. Get 70% off Bitdefender for Cyber Monday: in the US | in the UK And at these prices, you could go all out and get Bitdefender's all-singing all-dancing Total Security. That gives coverage of up to five devices, so you can protect your iOS or Android mobiles along with your Windows and Mac computers. It also adds in handy extra features like device optimization and a basic VPN. You know it's a great discount, you know that it's market-leading antivirus - but you should also know that this internet security deal isn't going to last forever. You have until December 14 to grab it. Why do we think Bitdefender is the best antivirus? There's a multitude of reasons why we rank Bitdefender as the world's best antivirus, all of paramount importance to the user. The provider really does have all the bases covered when it comes to creating top-notch online security software. Naturally, it has powerful anti-malware and spam detection tools, but it's also incredibly easy to set up and use while having minimal impact on the performance of your devices. Below we have listed our top five reasons for why we consider this antivirus software to be the best: Protects all systems: If you’re worrying that it won’t be able to defend your device, Bitdefender’s Total Security covers Android, Mac and iOS systems. Security: In our rigorous tests, we found that Bitdefender was one of the most impressive services out there for pure blocking of malicious software. So it will give you peace of mind once installed. Anonymity: All of its antivirus software seeks to ensure you remain anonymous online, also offering file encryption, firewall and anti-spam perks. Affordable: Despite its lofty position in our best antivirus countdown, Bitdefender still has extremely competitive prices in comparison to other antivirus software. No compromise necessary: Bitdefender says that all of its antivirus software preserves your battery and the speed of your devices, so they keep running smoothly. We found that it doesn’t significantly interfere with your system’s speed or battery life, unlike other antivirus software.

Volkswagen’s fifth ID electric car, a production version of the ID Vizzion concept, will offer a range of up to 435 miles when it’s launched in the UK during the final quarter of 2023, according to the German car maker’s head of research and development, Frank Welsch. Known to Volkswagen insiders under the name Aero-B, the future rival to the BMW i4 and Mercedes-Benz EQE is set to be called the ID 6 and will be offered in both saloon and estate forms, with similar exterior dimensions to the current Passat but interior room comparable to the larger, now-discontinued Phaeton. Built on the Volkswagen Group’s EV-specific MEB platform, the new model will follow the ID 3 hatchback, the recently revealed ID 4 SUV, the ID 5 coupé-SUV that’s due to be revealed next year and a production version of the ID Buzz MPV that’s due in 2022. While the ID 6 title isn’t official yet, the number six has connotations of wellbeing in China, Volkswagen’s biggest market, and the large saloon is expected to be particularly po[CENSORED]r with Chinese buyers. The ID 6 will be offered with one motor for rear-wheel drive or two motors for four-wheel drive. The latter layout will also underpin a GTX performance model that Welsch said will be capable of 0-62mph in around 5.6sec. By comparison, the single-motor model will have a 0-62mph time of about 8.5sec. The first ID models to be produced at Emden will be the ID 4 and ID 5 in 2022, with both built at Volkswagen’s Zwickau plant in the interim. Additional production of the ID 6 is expected to take place in China through Volkswagen’s Chinese joint-venture partners, SAIC and FAW, from 2024. Meanwhile, Autocar can confirm that Volkswagen is planning to upgrade the charging capacity of the ID 3. It will receive a 130kW charging option next July, plus a 170kW option is set to become available by December 2021, allowing a 93-mile range extension on a 10-minute charge. As with other ID models, the ID 6 is set to be sold with a choice of battery sizes. While it’s still in the early stages of development, Welsch claimed the largest battery, an 84kWh pack mounted within the flat floor of the MEB platform, will provide the car with a range of around 700km, or 431 miles – some 89 miles more than that quoted for the ID 3 Pro S, which has a 77kWh battery. Welsch pinpointed improved lithium battery cell efficiency, a reduction in rolling resistance and new aerodynamic developments as being central to the longer range of the ID 6. Additionally, the model is planned to support charging at a rate of up to 200kW, allowing around 143 miles of range to be added in just 10 minutes from a DC rapid charger. Production of the ID 6 is set to take place at Volkswagen’s Emden plant in Germany from 2023. The current home to Passat and Arteon production is currently undergoing a heavy upgrade that Volkswagen claims will provide it with annual capacity for up to 300,000 EVs by 2023.