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Moroccan industry is “doing well” and has recovered from the COVID-19 crisis, Minister of Industry Moulay Hafid Elalamy said Wednesday. “In August 2020, all [industrial] sectors recorded higher growths than the rates recorded during the same period in 2019, except for the aeronautics sector which witnessed a 14% decrease,” Elalamy said. According to the minister, Moroccan industry returned to its normal level in July and began exceeding the monthly growth rates recorded in 2019. The sector’s recovery, however, will not make up for the months of low activity due to the nationwide COVID-19 lockdown, Elalamy said. The annual growth of Morocco’s industrial sector in 2020 will be lower than the figure recorded in 2019. Elalamy made a presentation about Moroccan industry and its resilience to the COVID-19 crisis during the 94th Carrefour Diplomatique meeting. Moroccan NGO La Fondation Diplomatique hosts the sessions to regularly bring together senior Moroccan officials and foreign ambassadors in Morocco to discuss the country’s social, political, and economic scene. During the recent meeting, Elalamy presented Morocco’s industrial strategy that allows the achievement of concrete results. “The sustainability of the national industrial strategy not only helps preserve the strategy but also adjust it as government change, without impacting its efficiency,” he explained. The industry minister gave the example of the automotive sector, which now represents a major part of Moroccan industry. Elalamy said that Morocco’s automotive sector has surpassed all expectations thanks to the country’s industrial strategy. Read also: Automotive: Morocco to Produce Up to 1 Million Vehicles Per Year by 2030 He recalled that Morocco set the objective of creating 500,000 new jobs in the automotive sector and producing 600,000 vehicles per year by 2023. The country, however, was able to exceed the objectives by the end of 2019, four years earlier than planned. In 2019, the automotive sector employed 505,000 people in Morocco and produced 700,000 vehicles. The country’s industrial strategy is completely reshaping the fabric of Moroccan industry, Elalamy said. He explained that Morocco’s automotive sector became the leader in Moroccan exports in recent years, overtaking the phosphates industry. The 94th session of Carrefour Diplomatique took place in Rabat with the participation of 50 foreign ambassadors, including 12 who physically attended the meeting and 38 who joined via videoconference. The meeting allowed foreign diplomatic missions in Morocco to learn about the country’s industrial sector and discuss ways to contribute to the sector’s development.

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Intel's Chief Architect Raja Koduri tweeted the first images of the company's new Xe HP GPUs that that are currently sampling to Intel's customers. The cards, built on the 10nm SuperFin process, are also being used as the software development vehicle for the Aurora Supercomputer. The exascale-class supercomputer has been delayed due to Intel's struggles with the 7nm node used in its Ponte Vecchio GPUs, but due to similarities between the cards, the new Xe-HP cards can be used to develop software for Aurora. The image above shows the already-announced XG310 Intel data center GPU flanked by the new Xe-Hp models. The variant on the left is clearly a traditional PCIe 3.0 x16 add-in card (AIC) with a full-height, 3/4 length form factor, just like the XG310 model next to it. As a quick reminder, the Intel-powered XG310 GPU consists of four separate Iris Xe Max discrete graphics chips, formerly codenamed DG1, that are also used as discrete GPUs in laptops. Instead of the typical use case for server GPUs, like machine learning workloads, the four processors work in tandem to process cloud gaming and media transcode and encode workloads for real-time video streaming. Exciting to see these next to each other. Intel's first data center GPU that's in production, between Xe HP GPUs that are sampling to customers. We have ways to go, but an incredible journey so far. 🙏 the incredible team at Intel🙏 2020 is a memorable year for GPU technology pic.twitter.com/2fsJvVeDOKDecember 8, 2020 Given the similarities between the two cards, we can expect the Xe HP GPUs to employ a similar architecture based on multiple Xe graphics die, but paired with HBM memory tied to the GPUs via Intel's EMIB packaging technology. Intel is expected to offer different models with either 1, 2, or 4 tiles (GPU die) to satisfy various workload requirements. single-slot designs have a relatively tame TDP limit. On the right, we can see a single auxiliary 8-pin power connector for the card. A single 8-pin can deliver up to 225W safely, and the PCIe slot can deliver 75W; we're looking at a possible 300W maximum power draw for the card. Intel didn't share further details of the cards pictured, but we expect more details to filter out as they ship to customers.

One of the world’s largest cybersecurity firms has been hacked in what it believes to be a state-sponsored attack. US firm FireEye said that company tools used to test cyber defenses had been stolen, with the attackers primarily looking to target government customers. FireEye has confirmed that the attackers targeted and acquired its Red Team assessment tools that are used to test customer security. An investigation into the attacks remains ongoing, with FireEye working alongside the FBI and select partners, including Microsoft. We've put together a list of the best endpoint protection software Keep your devices virus-free with the best malware removal software Check out our roundup of the best ransomware protection Follow-up attacks As of yet, FireEye has refused to speculate on who the attackers might be but the use of high-level capabilities and a never-before-seen combination of techniques lead them to believe that they have state backing. One of the most worrying aspects of this particular cyberattacks is that it has provided the attackers with a bounty of potential weapons that could be used as part of follow-up attacks. The Red Team tools that were stolen are those that can be hired by companies to carry out mock cyberattacks in order to improve defenses. Although FireEye knows what the tools are and what sort of exploits they can be used to deploy, they will have to act quickly to ensure that safeguards are shared before the cyberattackers make use of their ill-gotten tools. Fortunately, none of the Red Team tools contain zero-day exploits. “Based on my 25 years in cyber security and responding to incidents, I’ve concluded we are witnessing an attack by a nation with top-tier offensive capabilities,” FireEye CEO Kevin Mandia explained. “This attack is different from the tens of thousands of incidents we have responded to throughout the years. The attackers tailored their world-class capabilities specifically to target and attack FireEye. They are highly trained in operational security and executed with discipline and focus. They operated clandestinely, using methods that counter security tools and forensic examination. They used a novel combination of techniques not witnessed by us or our partners in the past.” We've also highlighted the best antivirus software

What is it? Two or three years ago, Citroën explained to us how it was going to give its future cars an SUV look while avoiding the SUV drawbacks of a large frontal area and heavy weight that create more emissions. It had decided it would try to give some rough looks without the frontal area and big ride height, and here is the first example of that plan being put into action: the new C4. Quite interesting-looking, isn’t it? At 1520mm, it’s 25mm taller than the Ford Focus, and it runs here on 60-section tyres, which are positively balloonish by recent standards. There’s also lower-body cladding for fuller effect and a fastback sort of roofline. Are you convinced? It’s a little shorter than the Toyota C-HR, itself barely a crossover, and again by about 25mm. Who knew the BMW X6 would be so influential? This has a less aggressive take on things, mind; Citroën is a company that’s often willing to make its cars look a little unusual, and I don’t think that does the C4 any harm. Similar is true inside, where there’s a wide variety of materials and finishes, from traditional graining to modern technical graining and fabrics, including a bold sash down the door. There’s also a funky new digital dial pack, which is quite small, reminiscent of the one in the Ariel Atom, with a little rev counter and water temperature gauge but a clear speedo, nestled among coloured squares that look like the Breaking Bad logo against gentle backlighting. When I say this car might rapidly date, I mean it as a compliment, in the way that old Citroëns now have a bit of charm and class. There are hints of GS about the rear three-quarter view, aren’t there? Squint a bit. More thrillingly, the C4 gets heating and ventilation controls separated from its infotainment touchscreen. Praise be. The screen itself can mirror your phone, and you may find that preferable to navigating the system itself. The driving position is sound, there’s quite generous space in the rear and the boot capacity is a competitive 380-1250 litres. The C4 is 4.35m long, so not huge for a car in the Volkswagen Golf class. The C4 sits on the PSA Group’s smaller family car platform, which means you get a choice of an internal combustion engine or a battery-electric vehicle powertrain, like you do with the Peugeot 208, Peugeot 2008 and Vauxhall Corsa; the bigger platform offers a choice between ICE and plug-in hybrid. The C4 could have gone either way, as the next Peugeot 308 still might. I’m told each PSA brand gets to make its own call, and perhaps Citroën’s choice of BEV over PHEV will look the better choice as time goes on. I wonder if it has a higher proportion of private buyers to company car drivers than is typical in Europe, as their lower mileages and more regular routes lend them more easily to a BEV. Anyway, here we’re driving the ë-C4, which brings with it a 50kWh battery beneath the floor and a power transfer kit under the bonnet and is front-wheel drive. On the WLTP test cycle, that gives it a range of 217 miles. Avoid starting with a cold battery or doing a lot of high-speed miles if you want to get anywhere near that, as per usual. And it has a maximum charging rate of 100kW. What's it like? To drive, the ë-C4 is very much an EV with some Citroën feel. You sit in a position not unlike that in the Berlingo: not tall-tall but a little tall. There are two pedals and a small, simple gear selector plus the option of a B mode, which gives greater lift-off deceleration but doesn’t allow for one-pedal driving; there’s always creep at low speeds, like in an auto. Those fairly generous sidewalls plus the rolling comfort that Citroën says it’s aiming to put into its cars, rather unashamedly and endearingly, mean the ë-C4 rides relatively gently, but with a little head-toss and cabin shake too, so it hasn’t been totally unsuccessful. The steering is light, short on involvement and feel, as is the rest of the drive. This isn’t really a driver’s car for the likes of you and me. It gathers, retains and loses speed well enough, though. It has 134bhp and a claimed 0-62mph time of 9.0sec, but step-off always feels brisker than that, and there’s very little torque steer to speak of too. There are three trim level options, each around £1000 apart. The ë-C4 seen here is the middle Shine, which is well-equipped. The government’s £3000 grant for EVs leaves it just over £30,000, so in the same realm as the Nissan Leaf and Volkswagen ID 3. Should I buy one? In terms of interestingness, the ë-C4 is probably halfway between those two in terms of both looking at and sitting in it. And with a 50kWh battery, it should go further between charges than their base variants, but it’s not quite as nice to drive as either. Ultimately, though, not unlikeable.

Rabat – Morocco’s Ministry of Health recorded 2,900 new COVID-19 cases in the past 24 hours. This brings the country’s total number of confirmed infections to 384,088. Morocco also reported another 3,450 COVID-19 recoveries in the last 24 hours. The total number of recovered COVID-19 carriers in Morocco is now 337,719. The national recovery rate rose marginally to 87.9%. Meanwhile, the Ministry of Health counted 50 more COVID-19-related fatalities, bringing the death toll to 6,370. The mortality rate stands at 1.7%. The number of active COVID-19 cases in Morocco is 39,999 as of 6 p.m. on Tuesday, December 8. Morocco counts 961 patients with severe symptoms, including 139 of today’s newly-identified patients. Approximately 76 are under intubation, while 521 are under non-invasive ventilation. Health authorities in Morocco excluded 14,146 suspected COVID-19 cases in the last 24 hours. Approximately 3,719,394 suspected COVID-19 carriers have tested negative for the virus since the pandemic broke out in Morocco on March 2. COVID-19’s geographic distribution throughout Morocco Health authorities in the Casablanca-Settat region confirmed 1,317 new COVID-19 cases in the past 24 hours, in addition to 14 fatalities. Casablanca-Settat has recorded the highest number of COVID-19 infections and fatalities of any region in Morocco. The Rabat-Sale-Kenitra region confirmed 479 new cases. Rabat-Sale-Kenitra also recorded 11 additional deaths. The region of Tangier-Tetouan-Al Hoceima followed in today’s case numbers, reporting 251 new cases and three new deaths. The Souss-Massa region reported 209 new COVID-19 cases and one more fatality. The region of Marrakech-Safi region confirmed 190 new COVID-19 cases and six additional fatalities. The Oriental region recorded 148 new cases and six more deaths. The region of Guelmim-Oued Noun followed with 98 new cases and two deaths. The Beni Mellal-Khenifra region confirmed 69 new cases and three more deaths. The region of Fez-Meknes confirmed 62 additional COVID-19 cases and three additional deaths. The Laayoune-Sakia El Hamra region confirmed 40 additional cases and one more death. The regions of Draa-Tafilalet (30 new cases) and Dakhla-Oued Eddahab (7) did not report any fatalities today.

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ID Cooling has unveiled its new family of 'mega coolers' for mainstream and high-end desktop processors rated for a TDP of up to 280 Watts. The SE-207-series cooling systems will arrive to market just in time to address AMD's new-generation enthusiast grade Ryzen 5000-series 'Vermeer' and Intel's upcoming 11th Generation Core 'Rocket Lake' processors. ID Cooling's family of CPU coolers includes two new models: the SE-207-XT Black for AMD's processors as well as Intel CPUs in LGA1200/115x/20xx form-factors and the SE-207-TRX Black aimed at AMD's Ryzen Threadripper processor in TR4 packaging. Both models are rated for up to 280W TDP, which is enough to cool down a high-end desktop CPU from AMD as well as to ensure that the latest and upcoming enthusiast-grade CPUs can hit their maximum dynamic boost clocks and have some headroom for overclocking. To a large degree, the ID Cooling SE-207-XT Black and the SE-207-TRX Black resemble the company's SE-70 product announced this October, which is not particularly surprising as all of them feature a classic twin-tower design with two 120-mm fans. The new coolers feature similar heatsinks with tens of aluminum fins and seven heat pipes, but completely different bottoms. The SE-207-XT Black has a solid copper bottom, whereas in case of the SE-207-TRX Black its heat pipes directly touch the CPU to speed up heat transfer. Being aimed at different platforms and featuring some differences in design, the SE-207-XT Black and the SE-207-TRX Black have slightly different dimensions. The model for mainstream CPUs measures 144 × 122 × 157mm, whereas the SKU aimed at Ryzen Threadrippers measures 140 × 122 × 157mm. In general, dimensions of both units are in line with those of other 'mega coolers' designed to compete against closed-loop liquid cooling systems. As usual, those who intend to install ID Cooling's SE-207-series units will have to make sure that they do not block space for memory modules with larger heat spreaders. ID Cooling equipped its SE-207-series coolers with two fans featuring which spin between 700 RPM ~ 1800 RPM to produce up to 76.16 CFM air pressure while generating up to 35.2 dBA noise level. ID Cooling has not announced MSRP or ETA for its SE-207-XT Black and SE-207-TRX Black coolers. As these are premium high-end products, we expect they will be priced in line with their competitors.

Cybersecurity firm NortonLifeLock has agreed to acquire Avira in an all-cash deal worth approximately $360 million. The acquisition will bring the firm, which focuses on consumer-centric privacy and antivirus solutions, under the Norton umbrella. “I am delighted to welcome Avira to the Norton family,” said Vincent Pilette, CEO at NortonLifeLock. “We strive to bring cyber safety to everyone, and acquiring Avira adds a growing business to our portfolio, accelerates our international growth and expands our go-to-market model with a leading freemium solution. Culturally, we are a great match. We share a relentless focus on delivering innovative products to customers and we always think customer-first. We cannot wait to get started with Avira.” The partnership is expected to unlock a number of strategic and financial advantages for the two firms. In particular, Avira will benefit from the scale that working with Norton will provide. Norton’s 360 antivirus package remains one of the most po[CENSORED]r cybersecurity tools around, particularly for single desktop protection. We've put together a list of the best endpoint protection software Check out our roundup of the best identity theft protection solutions Also, see our list of the best antivirus solutions Security synergies Looking specifically at the potential synergies that will be acquired by working together, the Avira acquisition will help advance NortonLifeLock’s aim of bringing cybersecurity to everyone by leveraging Avira’s existing customer base. Similarly, it will accelerate Norton’s international growth across Europe and in key emerging markets. In addition, NortonLifeLock will benefit from adding the Avira freemium business model to its existing portfolio, as well as the company’s 1.5 million paying customers. When the deal is finalized, which is expected in the fourth quarter of the fiscal year 2021, Avira CEO Travis Witteveen and CTO Matthias Ollig will join the NortonLifeLock leadership team. For anyone that has not been paying attention, NortonLifeLock was previously known as Symantec until it was acquired by Broadcom last year. As yet, there is no news on whether Avira will undergo a similar re-brand. Keep your devices virus-free with the best malware removal software

What is it? Volkswagen says the Clubsport is a different kind of Golf GTI – more powerful, more heavily focused in the dynamics department and, naturally, more expensive. It exists because “there remains a relevant group of customers who demand greater performance potential than that offered by the standard Golf GTI”. We have been here before, of course. Last time around, it was the Golf GTI TCR that filled this particular market niche. But now that Volkswagen has officially turned its back on all forms of motorsport, including the TCR (Touring Car Racing) class, it has decided to resurrect the more traditional Clubsport nomenclature last used in 2016. What's it like? The added power and torque is instantly noticeable in the more performance-orientated driving modes. There's sharper step-off and greater urgency to the in-gear acceleration compared with the Golf GTI. This is reflected in the Clubsport’s claimed 0-62mph time, which is 0.7sec inside that of the standard model, at 5.6sec. Befitting its more sporting brief, the Clubsport also adopts a more compelling exhaust note. Of course, the added performance comes at a price. Loading the throttle up suddenly, in a low gear and on the exit to a tight corner, often causes the front wheels to momentarily scramble for traction. Wheelspin is only ever fleeting and can be anticipated, although it undermines the car’s sense of tactility and clearly signals the limits of VW’s front axle technology, which uses brake intervention to limit the slip as well as the clutch-based VDQ system. This aside, the Clubsport is more responsive, possesses greater body control and serves up greater levels of grip than the standard GTI. On the right road, and in favourable weather conditions, it displays real intent. Part of the reason for this is the 10mm reduction in ride height and “significantly greater” negative camber for the front wheels. The front springs and dampers are carried over without change, although there is a new control arm mount as well as new wheel mounts and new springs and dampers at the rear. And at the rear especially, there’s no doubt that stability has increased. In line with developments on the standard Golf GTI, you can also precisely alter the damper settings and action of the VDQ differential lock via the Dynamic Chassis Control (DCC) system. And in addition to the standard Golf GTI driving modes, the new Clubsport has a Nürburgring mode. Tuned to operate with 19in Michelin Pilot Sport Cup 2 tyres, this setting was used by VW’s contracted racing-turned-development driver Benjamin Leuchter to lap the Nordschleife a claimed 13sec quicker than the standard model, at 7min5 4sec. The GTI Clubsport arrives just six months after the launch of the latest eighth-generation Golf GTI, bringing with it a number of subtle styling changes. Included is a revised front bumper with a more pronounced splitter element and a wider honeycomb air duct without the distinctive foglights of the standard model, as well as chunkier sills underneath the doors. At the rear, there is a new twin-plane spoiler, reworked diffuser and unique oval-shaped tailpipes. The standard wheels are 18in but buyers can also specify 19in rims. Power comes from the latest iteration of VW’s EA888 engine. It is the same turbocharged 2.0-litre four-cylinder unit used by the four-wheel-drive Golf R, albeit in a slightly lesser state of tune, making 296bhp and 295lb ft of torque. This gives the Clubsport 49bhp and 22lb ft more than its standard Golf GTI but 20bhp and 15lb ft less than the Golf R. Drive is channelled to the front wheels through a standard seven-speed dual-clutch gearbox with the same ratios – but a slightly shorter final drive – as the standard Golf GTI. The car’s VDQ electromechanical differential lock has also been retuned to suit the added reserves, while the front brakes have been upgraded with the same drilled 357mm discs and two-pot calipers seen on the new Golf R. Should I buy one? Ultimately, the Clubsport is comfortably more engaging than the standard Golf GTI, and yet it delivers excellent compliance. At £37,215, the premium over the GTI is £3755, and that seems fair. Just be aware that the more powerful Golf R, complete with four-wheel drive, an additional Race mode and much of the same kit, is only £1955 more than the Clubsport itself.

Rabat – Morocco’s Minister of Foreign Affairs Nasser Bourita reiterated the country’s attachment to the ceasefire with Polisario in Guerguerat. In an interview with the Parliament Magazine, Bourita stressed that Morocco also reserves the right to react with the “greatest severity” against any threat to its security or citizens. The interview with the European outlet comes nearly a month after Morocco’s decision to respond to Polisario’s illegal actions in Guerguerat. The separatist group sent militias to the region, part of the UN-monitored buffer zone, causing a serious blockade of the Guerguerat border crossing from October 21 to November 13. After the UN failed to compel Polisario to leave the region, Morocco sent the Royal Armed Forces to establish a security cordon and restore civil and commercial traffic. Polisario responded to Morocco’s non-offensive operation by declaring “war” and announcing the collapse of the 1991 UN ceasefire. Bourita commented on the impact of the possible collapse of the ceasefire, saying that Polisario militias have repeatedly carried out illegal acts since 2016, especially in Guerguerat and east of Morocco’s defense wall. The acts violated agreements and UN resolutions, Bourita said, but Morocco maintained its commitment to regional peace. “Last month, these militias took the decision to further intensify their disregard for international law by blocking the movement of goods and people between Europe and West Africa, via Morocco [through] El Guerguerat,” Bourita explained. The foreign minister said Morocco showed extreme restraint not out of “weakness, but rather because it is a responsible actor who promotes multilateral and institutional treatment of issues of strategic importance” to the region. He said that Morocco worked with UN Secretary-General and members of the Security Council through direct engagement to put an end to the “bellicose behavior of the militias of the ‘Polisario.’” After the UN’s failed attempts to end Polisario’s provocations, Morocco decided to act within its rights, Bourita said. “This non-offensive operation without any bellicose intention, was carried out according to rules of ‘clear commitment, to restore free movement,’” he underlined. Bourita also recalled the security challenges in the Sahara and Sahel, including terrorism, organized crime, and drug trafficking. “The Kingdom has always advocated a multidimensional approach to face the multiple security, humanitarian and environmental challenges facing the Sahel region,” he said. Read also: Former French PM: Polisario Active in Trafficking Arms, Drugs, Humans The North African country reiterated its appeal, emphasizing the importance of regional cooperation to address common challenges, including border management in the fight against terrorism and the protection of territorial integrity. Recalling some of Rabat’s approaches to tackling extremism, Bourita spoke about Morocco’s imam training program. “We have chosen to also focus our actions on the religious aspect, in particular through a complete training program for imams for the benefit of several partner countries in the Sahel and the promotion of ‘moderate Sunni Islam,’” he explained to the European magazine. Bourita said Morocco’s approach to religious cooperation has earned widespread recognition from the international community and serves as a model for religious partnership with other countries in the region.