Revo

Being able to look back twice as far as any other judge, I can say with confidence that this, the 32nd Britain’s Best Driver’s Car (BBDC) event, was the toughest yet. Everything was against our doughty troupe of contenders. Of all British tracks, Castle Combe and its notorious bumps present the greatest challenge for a road car, and that’s when it’s dry. When wet, bring your A-game or stay home. When damp, wet, with hints of a dry line and flooded all at the same time depending on where you are, it’s a bloody nightmare. The route from Combe across to quick and open roads around Wantage and Lambourn was easier for the drivers perhaps, but just as likely to expose the frailties of the cars. And then there was the time, or lack thereof. Short days, time spent sanitising cars, and periods when the track was too wet to learn anything other than how to have a pointless accident left no time for car or driver to warm up. If a car did not make you feel at once and entirely at home, that alone would rule it out of contention: there was no time for excuses. Yet despite it all, perhaps the most remarkable fact about BBDC 2020 is that no car came up short. Usually, we’ll have invited something that turns out to be better on paper than in practice, and occasionally we’ve been left wondering why we bothered. But not this year. So we’ll start with the car that’s already won, the Toyota GR Yaris, fresh from victory in our quest to find Britain’s best affordable driver’s car. Would it be cowed by uniformly more powerful and expensive rivals now it had earned the right to a seat on the top table? What do you think? As road test editor Matt Saunders put it: “It had the compliance, traction, stability and compactness to devour those slippery road surfaces.” At Combe, Saunders found himself actively seeking out the standing water, to see how it would cope. It did so magnificently. “I’d have taken five laps in this over 50 in some of the others” was his final comment. Was it lucky the conditions played to its inherent strengths? Possibly. Would it have done so well on a smooth, bone-dry track? Probably not, but you play the hand you’ve been dealt and it did so quite brilliantly. Next up is another outlier, the Porsche Taycan. Some judges didn’t even think it should be here, myself included. What business could a four-door electric car weighing 2300kg have amid such company, and what prospects were there for it to do anything other than come unstuck? Well, I got that wrong. As special correspondent James Disdale put it: “Regardless of its power source, this feels like a Porsche, from the weighting of its controls to the way it responds to your inputs. Acceleration and traction are remarkable, the fine control of its motors allowing it to conjure grip on the most unhelpful of surfaces.” It was profoundly impressive to see the Taycan not so much drive as bludgeon its way through the weather and around the circuit, finding purchase where logic told you there should be none. Editor-at-large Matt Prior observed it could do “odd things when you go from acceleration to braking on track”. But if the Taycan had an issue, it was that expressed by road tester Simon Davis: “The speed and agility are great, but once you look past the insane engineering that enables them, there’s not much else that excites me.” As for the more conventional Porsche in our midst, when I saw the weather forecast I was moved to call Saunders and suggest in jest that we should give the award to the 911 Turbo S and stay home. In the event, it didn’t quite turn out like that but, even so, its ability to deploy what felt like limitless torque through the medium of its four-wheel-drive hardware and the traction benefit of having that motor slung over the rear wheels provided a formidably high bar for the others to vault. At times, it felt almost like too much. Prior: “On the road, it feels like being let into a fully equipped stainless-steel restaurant kitchen, but being restricted to using the microwave to defrost some peas.” On the track, however, more than one of us saw the conditions and headed for the 911 first. It says plenty about the car that we’d choose a 641bhp 911 essentially as our circuit familiarisation vehicle. As Saunders put it: “It tore around in the heavy rain, finding grip and stability almost everywhere, communicating its limits clearly and remaining controllable, engaging and progressive on track, even in treacherous conditions.” And Disdale was not alone in noting that “the worse the weather became, the more your confidence in the car grew”. And yet for all the admiration in our notes, there was little sign of love. As Prior put it: “It didn’t excite me and I think it’d be the 911 I’d be least likely to buy.” It was, in many ways, the polar opposite approach to that taken by the rear-drive Lamborghini Huracán Evo. It’s stunning it’s here at all, given the pasting its four-wheel-drive sibling received at this event last year, but not one of us regretted its inclusion. Davis: “After last year’s disappointment, the rear-drive Huracán has redeemed things for Sant’Agata. From its steering, to its balance, to its front-end response, it feels more intuitive and predictable than its four-pawed sibling.” It wasn’t a hard car to criticise, though, because of its poor visibility, driving position and ergonomics. Also, its damping was streets behind that of the McLaren 765LT – and, for that matter, the Ferrari F8 Tributo, which made the cut for this shootout and appears in our photos but was withdrawn with mechanical issues before all of our judges could drive it. The Huracán’s damping led to uneven progress on the road and interesting reactions to Combe’s many bumps, but the car also showed that back-to-basics charm still gets you a long way in this game. As Disdale pointed out, had it had the damping from the Performante, it could have really worried the front runners here. Which is not something anyone said about the Aston Martin Vantage Roadster. The surprise was that a couple of testers (Disdale and me) preferred it on track to road. Everyone enjoyed its languid nature and an AMG-supplied powertrain that feels more Aston Martin than some of its own. As Prior observed: “Once you get in the (five- to six-tenths) groove, there’s fun to be had. The engine is great, delivering deep-chested torque but with a barking rush for the redline. Meaty steering and a strong front end help, too, allowing you to place the car just so – crucial, given it’s a big old bus.” But beyond that effort level, the limitations of its convertible structure come into play, the ride deteriorates and its size and mass become increasingly evident. On the wet track, however, the fact that there’s some structural give and a bit of heft actually help, even if Saunders felt its e-diff tricky to read at times. We suspect a manual Vantage Coupé with a conventional locking differential could have done far better. There was another that had us wondering whether we’d brought the right version. We like the BMW M2 CS, but the suspicion that the cheaper M2 Competition would have done as well and possibly better was never far away. To be fair, the CS was sizeably undone by standard Michelin Pilot Sport Cup 2 rubber with very limited wet weather performance; were the car available on the 4S, things could have turned out differently. As it was, Saunders called its grip “brittle and duplicitous” and I think the rest of us would have to travel some distance to beat that. Both he and Disdale saw flashes of what might have been when the track dried enough for a merely damp line emerge, but the “slithering from understeer to snappy oversteer” noted by Disdale was a trait we all recognised, as was the “head-banging” intervention of the traction control. Which leaves just two cars, one of which is our returning champion, the Ariel Atom 4. For the skeletal sports car, a moment of truth. You could argue that last year’s smooth dry roads of Snowdonia and Anglesey Circuit played to its strengths. Well, Combe and the Cotswolds would even that out. Anyone getting into the Atom on road or track knew they’d be getting out wet and cold. If it could overcome that, that would be something because it looked near enough the last car you’d want to drive in such weather. Not so. Saunders: “Another lightweight might have been the spikiest, worst-balanced and traction-limited thing in the pit lane, but the Atom was none of the above.” Prior: “I feared I’d end up too cold, wet and miserable. I was wrong. I was cold, wet and joyful.” Disdale: “The weather should have played against a very fast kid’s climbing frame, but it simply enhanced its appeal, putting you closer to your surroundings for a totally immersive driving experience.” Davis: “It’s a reminder of how wonderful simplicity can be. It feels so superbly light and agile, with feelsome steering and perfectly weighted controls.” As for me, I was floored by its ability to find grip and inspire confidence. It was pulling way past 130mph approaching the notorious rise before Quarry bend, yet it would flick deftly left over the streaming track, allow you to nail the brakes, shed a gear or two, dive into the right-hand turn and slither away from the apex. If we’d not all experienced it, we’d have had trouble believing it. Which just leaves the 765LT, the most powerful car ever to attend this event, and I’d be lying if I said the prospect of driving a car predominately intended for dry race tracks didn’t make us pause as the rain belted down. Yet it defied expectations. At the most basic level, the fact that you can see out so well is crucial, as is, on the road, its fine ride quality. It builds the confidence without which any such car would be at best horrid, at worst a menace. Yet Disdale called it “shockingly good on the road. It should have been terrifying but felt alive and on your side.” Davis found it a terrific car to drive at “social” speeds because its controls “are so wonderfully communicative”. And that’s the thing with this latest LT: through the finest power-assisted rack and feedback of the chassis, you felt fully informed and in charge, despite the devastating firepower at your disposal. The only bone of contention was its limit handling. Disdale thought it “sublime” and Saunders observed “I like how the stability systems let you play with its handling at the limit and give an extra dimension of appeal, without needing to be fully deactivated” while I found it far more reassuring to slide about than most, but Prior still found the “lag-to-ohmygawd oversteer still there on track”. There’s no easy explanation for such a divergence of opinion, other than it seems the LT reacts better to some driving styles than others. So eight cars, and eight performances from the merely interesting to the genuinely extraordinary. But we need a top three and, most of all, a winner. Over to you, Mr Road Test Editor…

Rabat – The government of Togo today expressed its support for Morocco after the recent tensions in Guerguerat in Morocco’s southern provinces. Togo’s foreign ministry sent a letter to the Ministry of Foreign Affairs, African Cooperation and Moroccans living abroad to announce its position on the matter. The Togolese ministry in Lome announced that Togo supports the “right of Morocco to defend its sovereignty and its territorial integrity” after a weeks-long blockade of Morocco’s only road to its southern neighbor Mauritania forced the country to act. The blockade at the Guerguerat border crossing ground to a halt the vital trade in fruits and vegetables between the two nations, which had caused a large increase in prices in Mauritania. The Algerian-backed Polisario militia framed the lifting of the blockade as an act of aggression, after which the group declared the 29-year-old ceasefire to be “dead and buried.” The letter from Togo’s government confirmed that it supports Morocco’s restoration of the free movement of goods and people across the border between Mauritania and Morocco. The Togolese Ministry of Foreign Affairs, Regional Integration and Togolese Abroad called on “all actors involved” to respect the diplomatic process of dialogue and consultation to resolve the issue in line with relevant UN resolutions. The country urged respect for the UN resolutions that guide the UN-led process to resolve the Western Sahara dispute between Morocco and the Polisario Front. Read also: King Mohammed VI Congratulates Togolese President on Re-election Togo furthermore welcomed its cooperative relations with Morocco. Togo joins a large group of West-African countries that have expressed support for Morocco’s operation to restore the freedom of goods and services on its southern border with Mauritania. It appears that Polisario forces blockading the border hoped to trigger a confrontation to renew attention for the conflict, yet Morocco’s UN-monitored operation avoided a violent clash. Multiple states have since announced their intention to open diplomatic Multiple states have since announced their intention to open diplomatic offices in Morocco’s southern provinces as symbols of their unwavering support on the issue. Countries from around the world have rallied around Morocco and its continued insistence to respect the UN process, which includes adherence to the 1991 ceasefire that brought peace to the region. Togo now joins this long list of supportive nations and is likely not the last to express support for Morocco’s operation as well as the right to defend its territorial integrity.

DH1 , i liked the music Sound

DH1 DH2 DH3 DH4

Accepted !

DH1 DH2

Nickname : @Revo 324 Tag your opponent : @亗 GRAVEN 亗 Music genre : Moroccan Rap Number of votes ( max 10 ) : 7 Tag one leader to post your songs LIST : Me

my vote for DH1 , i liked the rhythm & Sound

DH1 i liked the rhythm

my vote fot DH2 , Legendary Song

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v2 text & blur

The Evolv Shift 2 is a case you buy because you love its towering, small footprint design – and those oh-so-beautiful anodized aluminum panels. Priced at $100 for the mesh version and $110 for the variant with TG and an addressable-RGB fan, lets find out if the Evolv Shift 2 deserves a spot on our Best PC Cases list. I’ve been on the verge of purchasing Phanteks’ Evolv Shift ITX chassis a handful of times throughout the years, but I never did. Why? Because I didn’t ‘need’ another chassis. If you’ve ever felt this way about a case, welcome to my life. Of course, when Phanteks told me roughly half a year ago that a version 2 was on its way, it got me all giddy, but then like so many other things in 2020, it got delayed and delayed and ... you get the idea. But now the new Evolv Shift is here, and I’m telling you, the wait was worth it for one simple reason: It appears Phanteks waited out the release of the newest GPUs to make sure they all fit in here. The Evolv Shift 2 takes the first iteration and merely chisels away at its design to bring it up to 2020’s standards. There are now things like addressable-RGB with a built-in controller, better filtration, a slightly altered layout, and most importantly: room for today’s monolithic graphics cards. These are all good developments, but it’s important to keep in mind that this is still a challenging case to build in, and performance enthusiasts aiming for the lowest possible temps won’t feel welcome here due to the limited cooling potential on the CPU. The first thing you’ll notice about the Evolv Shift 2 is that it’s extremely tall at 19 inches (490mm), but that it has a very small footprint, meaning it doesn’t actually occupy a lot of space on your desk. Its footprint measures just 6.7 x 10.8 inches (170 x 274 mm), which including its feet give the case a volume of 22.9 liters. This isn’t small in the world of ITX cases, but because of its small footprint, the chassis gets away with its large format. The outside of the chassis is tiled, with beautiful anthracite-gray aluminum panels at the front and back, while the sides are clad with tempered glass. You might therefore wonder how to get to the case’s IO, but everything you do goes through the top of the chassis. Press down on the top vented panel to pop it open, and you’ll reveal the ‘rear’ IO and thumbscrews to loosen and remove the case’s paneling. Being at the top, the rear IO is easy to access like this, and the cables coming out the back can be managed tidy as a single bundle. If you don’t like the cables coming out the top of the rear of the case, there are also cable guides behind the panel so that you can route them down, out of sight. With the top vent closed, you have access to three buttons at the top that control power, RGB mode, and RGB color. It’s all very premium feeling around here, despite the $110 price point for this tempered glass version, though these three buttons do wobble around a bit– not that you’ll interact with them much if you just keep your system in sleep mode. Around the bottom of the chassis are two USB 3.0 ports. You’ll notice that there are no dedicated headphone or mic jacks to be found, but this is for good reason: the ‘rear’ IO is so easily accessible at the top that they’re simply not needed, and these dedicated ports always introduce a ton of interference to the audio signal anyway, so it’s no major loss. The interior of the Evolv Shift 2 has one of the most unusual layouts I’ve ever seen, though ‘unusual’ is basically the norm in the world of Mini-ITX. The entire lot is divided into three main sections. At the bottom of the chassis, in the lower cubicle, there is room for up to SFX-L power supplies and a 120mm radiator. There is more space left here, but long GPUs will eat it up, and anything that remains will get filled with cable clutter. The top main cubicle houses the motherboard on the right of the chassis, with the graphics card sandwiched on the other side via a PCIe riser cable. Note that the riser cable only does PCIe 3.0, as at this time, many case makers seem to be struggling getting a PCIe 4.0 signal working over riser cables. At the front of the case you’ll spot a few thumbscrews to attach a 3.5-inch drive to, along with a tray that can house up to two 2.5-inch SSDs. To cool the system, Phanteks only includes a single 140mm spinner with addressable-RGB. If you’re buying the ‘air’ variant of this case with vented side panels instead of glass, you’ll get a fan without RGB instead as you won’t see it anyway, but you will still get the RGB controller, mainly because in the top vent is a power light that has RGB. To cool the CPU, the most common method I expect to see here is 120mm AIOs, which will fit at the bottom of the case. This pushes the pump above the radiator, and yes, that’s normally a style worth scolding at, but the Evolv Shift 2 means for you to mount the outlets on the side, meaning the air bubble can move to a spot on the radiator’s reservoirs where it won’t rise to the pump and break it. By removing the feet at the bottom of the chassis, you can add another 140mm spinner. The top and bottom of the case are filtered. The bottom intake filter is easily removable after removing the right glass panel, and the top will catch falling dust. Planning Your Build: Look at the manual before ordering If you’re planning a build for the Evolv Shift 2, Phanteks has already published the manual, and it’s surprisingly good. You can find it here, and in it you’ll find detailed information on exactly which hardware combinations fit and which don’t, so do give it a glance if you’re planning a build. Or just order the case before any other parts. Does it fit an RTX 3080? Yes, the Evolv Shift 2 has been updated to fit larger 2.9 slot graphics cards. They can be up to 13.2 inches in length (335mm), 5.9 inches wide (150mm), and up to 2.9 slots thick (59mm). Note that this also goes for the IO: the bracket only has room for dual expansion slots, and GPUs with an IO shield that’s three expansion slots thick won’t fit. Fortunately, those aren’t very common anymore. One thing to keep in mind, however, is that the tempered glass version of the case is only suitable for use with up to an RTX 3070. This isn’t because the RTX 3080 doesn’t fit, but because the TG side panel takes a heavy hit on thermals, and I reckon you wouldn’t want a GPU with a TDP over 250 W in that version.

Microsoft has pushed out a new update to it's To Do app for both Windows 10 and Android with various bug fixes and, in the case of the Windows 10 version, have included a few new features. On Windows 10, you can now right click on the To Do icon on the task bar or start menu and jump right to different smart lists you have set up. Microsoft also fixed the order in which tasks appear in "My Day" when tasks are imported in bulk. Here are the best laptops Check out the best Ultrabooks We'll show you how to fix Windows 10 problems Among the improvements that were added include bug fixes "around narrator announcements for tasks in the Planned smartlist and keyboard accessibility issues in the My Day Suggestions pane." The new features only apply to the Windows 10 update, as MSPoweruser notes, and not to the Android version, which only received the bug fixes. Stay up to date on the latest tech news with the TechRadar newsletter

New Skoda boss Thomas Schäfer says a small city car and family car are the “most important” priorities to add to its electric vehicle line-up within the next decade following the new Enyaq iV SUV. The Enyaq will go on sale early next year as the first Skoda model built on the Volkswagen Group’s dedicated MEB EV platform and is set to be joined next year by a coupé variant. Schäfer, who moved across from running Volkswagen's South African operation to take over from Bernhard Maier as Skoda chairman earlier this year, said the brand would focus its electric efforts on those two models for the next two years as demand for EVs grows. Asked whether Skoda planned to eventually offer an electric equivalent of every combustion engined model in its range, Schäfer said: “First of all you’ve got to pay for all of it. I could wish for another 10 cars but the total investment won’t happen. We’re not going to double the portfolio. “On the electric side, with the Enyaq and the Enyaq derivative that’s coming, that’s fine for now, but we need something smaller, maybe city-sized, and we need something in the flat [saloon] range, maybe an Octavia of the future, in a sense. For our brand, those are the most important electric vehicles we will see in this decade developing.” When asked about the timeline for a hatchback equivalent in size to the Volkswagen ID 3 to sit below the Enyaq, Schäfer said: “Starting vehicle concepts usually takes at least two or three years, so probably [the] middle of the decade, to be safe. "We still believe the Enyaq has a lot of potential to bridge quite a range of demand, going almost from a sleek SUV into estate terrain. We're balancing and trying to find out when our factories have to changeover to electric vehicle production as well. It’s a tremendous investment to change a factory around so you don’t do that for fun. “The Enyaq is for the next one or two years definitely our hero, and we have the derivative of the Enyaq launched at the end of next year. Those will take us through the next two or three years, and then we’ll see how quickly we’ll get onto another model.” The Volkswagen Group is currently developing an ‘ID Lite’ platform for small electric cars, with Volkswagen planning o use it for an ID 1 supermini and ID 2 crossover. Schäfer said: “If the platform is there, we will definitely do something off it, but it will definitely look completely different [to the Volkswagen models] and we’ll play in a different ground there.” Schäfer said that capacity remains Skoda’s biggest issue in growing its line-up, with the firm’s Czech factories in Mladá Boleslav and Kvasiny currently operating at 118% capacity. The firm will shift production of the next-generation Superb to Bratislava from 2023 onwards, freeing up annual capacity of 150,000 units at Kvasiny for a new model alongside the Kodiaq and Karoq. The Enyaq is currently produced at Mladá Boleslav on the same production line as the MQB-platformed Octavia and Karoq. Prior to Maier’s departure earlier this year, there had been reports that the Volkswagen Group wanted to reposition Skoda as a ‘budget brand’ to move it apart from Volkswagen, Audi and Seat. But Schäfer insisted that wasn't the case. “When you look at the statistics, the movement of customers between Volkswagen and Skoda is negligible,” he said. “The question for us strategically is: how do you address the maximum number of customers for the group? We have been doing this: we're more functional, more rational. You’ve got to see where the profit pools are and where the cars are sold, and you want to play in that. “I’ve got no instructions to move [the brand] in any direction: we have instructions to keep this company successful, and so far we’ve been doing well.”

Rabat – Morocco’s Foreign Exchange Office announced that remittances from Moroccans living abroad increased by 1.7% to MAD 55.83 billion ($6.19 million) in the 10 first months in 2020. The office shared the figures in its October 2020 bulletin on external trade indicators, cited by 2M. Travel receipts reached MAD 26.64 billion ($3 billion) at the end of October. Meanwhile, travel expenses fell by 50.4%, to MAD 8.79 billion ($975 million). The result means that the travel balance surplus fell by 63.8%. Despite the COVID-19 crisis, Moroccans abroad continue to send remittances to their families and relatives. In October, Morocco’s central bank, Bank Al-Maghrib, expressed satisfaction with the resilience of remittances from Moroccans residing abroad despite the pandemic. The bank estimated remittances from Moroccans residing abroad would show a “limited decrease of 5% to MAD 61.5 billion ($6.6 billion).” The bank expects an improvement of 2.4% in remittances from Moroccans residing abroad in 2021. It also forecasts remittances to reach MAD 63 billion or $6.8 billion. Thousands of Moroccans were unable to come to their homeland this year due to the COVID-19 pandemic. In the summer season, over two million Moroccans typically arrive in Morocco annually as part of the Marhaba operation, an annual campaign welcoming Moroccans residing abroad during the holidays. The pandemic, however, forced Moroccan authorities to cancel the campaign this year. Morocco’s government suspended all international flights, land, and sea travel in mid-March to contain the spread of COVID-19. The state launched special flights in July to serve Moroccans residing abroad wishing to come back to the country. The government also helped Moroccans who live abroad and were stranded in the North African country to return to their countries of residence through repatriation flights. FDI and IDMEs According to the Exchange Office, the net flow of foreign direct investment (FDI) dropped by 31.2% in the first ten months in 2020, compared to the end of October 2019. The office said that FDI continued to drop to MAD 11.69 billion ($1.3 billion) for the first ten months of 2020. The Exchange Office said the drop was due to the decrease in FDI income of 28% to MAD 20.43 billion ($2.27 billion). The drop was “mitigated by the fall in expenditure of 23.2%.” The office said that the net flow of Moroccan direct investments abroad (IDME) also decreased by over MAD 4.58 billion ($507.9 million). IDMEs reached nearly MAD 6.28 billion (696.4 million) at the end of October. The number represents a drop of 33.5%. The office said that the disposals of the IDMEs more than doubled, increasing by MAD 1.42 billion ($157.47 million).