Revo

Rabat – Morocco’s Ministry of Health recorded 5,875 new COVID-19 cases in the past 24 hours. This brings the country’s total number of confirmed infections to 282,336. Morocco also reported another 5,744 COVID-19 recoveries in the last 24 hours. The total number of recovered COVID-19 carriers in Morocco is now 234,904. The national recovery rate is 81.5%. Meanwhile, the Ministry of Health counted 66 more COVID-19-related fatalities, bringing the death toll to 4,697. The mortality rate decreased to 1.6%. The number of active COVID-19 cases in Morocco is 48,610 as of 6 p.m. on Saturday, November 14. Morocco counts 1,053 patients with severe symptoms, including 152 of today’s newly-identified patients. Approximately 82 are under intubation, while 482 are under non-invasive ventilation. According to the ministry, the occupancy rate of intensive care beds dedicated to COVID-19 patients rose to 39.4%. Health authorities in Morocco excluded 17,248 suspected COVID-19 cases in the last 24 hours. Approximately 3,335,308 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 2,254 new COVID-19 cases in the past 24 hours, in addition to 18 fatalities. Casablanca-Settat has recorded the highest number of COVID-19 infections and fatalities of any region in Morocco. The region of Rabat-Sale-Kenitra confirmed 1,036 new cases. Rabat-Sale-Kenitra also recorded six additional deaths. The Souss-Massa region recorded 655 new COVID-19 cases and seven more fatalities. The Oriental region confirmed 501 new cases and eight more deaths. The region of Tangier-Tetouan-Al Hoceima followed in today’s case numbers, reporting 443 new cases and eight new deaths. The region of Marrakech-Safi confirmed 283 new COVID-19 cases and seven additional fatalities. The Beni Mellal-Khenifra region reported 201 additional cases and six more fatalities. The region of Fez-Meknes confirmed 117 additional COVID-19 cases and four more deaths. The Guelmim-Oued Noun region recorded 142 new COVID-19 cases and two new deaths. The regions of Draa-Tafilalet (107 new cases), Laayoune-Sakia El Hamra (76), and Dakhla-Oued Eddahab (60) did not report any COVID-19-related deaths today.

HyperX is the latest vendor to attempt to make the best gaming mouse with a honeycomb design. Although some might see the HyperX Pulsefire Haste ($50 as of writing) as a sign of market saturation -- how many companies are going to put their mice on a diet? -- it actually seems like a sign that ultra-lightweight mice are no longer niche products. That's about the market, however. The real issue at hand is whether or not HyperX delivered with the Pulsefire Haste. It hits a lot of the right points, so is the Pulsefire Haste worth checking out or just another copycat offering from a manufacturer keen to hitch a ride on this bandwagon? The Pulsefire Haste should look familiar to anyone who's even heard of ultra-lightweight gaming mice. It features the same honeycomb shell used by most other mice in the segment, of course, as well as the ever-po[CENSORED]r faux-ambidextrous design that only has two side buttons meant for right-handed use. HyperX also includes some premiums in the design, namely TTC microswitches rated for 60 million clicks for the primary mouse buttons, pure virgin-grade PTFE feet that should offer smooth gliding over most mouse pads and a braided, paracord cable, dubbed HyperFlex, that ought to be less noticeable than its non-braided counterparts, even during the most frantic swipes. which are each 2.05 or 2.08 ounces, depending on the finish. The Pulsefire Haste otherwise reads like many other ultra-lightweight mice: it has six customizable buttons via two primary buttons, two side buttons, a CPI switch and the scroll click. You also get one RGB lighting zone, which is under the scroll wheel and, therefore, typically visible even when you’re gaming. Gaming Performance of HyperX Pulsefire Haste Unlike many of its contemporaries, the Pulsefire Haste doesn't rely on the high-end PMW 3360 or 3389 sensors. HyperX opted for the PAW 3335, which PixArt markets as a "highly power-efficient sensor suitable for wireless gaming." Unfortunately, it's also technically inferior to the PMW 3389, which means it’s not exactly a top-tier sensor. The sensor’s specced for up to 16,000 CPI, a max velocity of 450 IPS and acceleration of 40g. That might seem odd. Why use an inferior sensor whose primary benefit is power efficiency in a wired mouse? Fortunately, that's an easy question to answer: The PAW 3335 is cheaper than the PMW 3389, and many won't notice the difference, especially since its performance is comparable to the now-somewhat-dated PMW 3360 (up to 12,000 CPI, 250 IPS and 50G) still found in other mice. Most ultra-lightweight mice are marketed specifically towards people who play first-person shooters. Responsiveness matters in every game, of course, but in shooters, a few pixels can make all the difference. That means it's important to be able to aim precisely and quickly as reliably as possible. Luckily, the Pulsefire Haste performed as expected in my competitive shooter of choice, Valorant, despite using a sensor that's slightly worse than what I'm used to. Pro players might notice more of a difference, but those of us in the middle of the rankings should be fine with the PAW 3335. The Pulsefire Haste’s braided USB cable also lived up to its promise. I didn't notice any drag or tangling even when it wasn't placed in a bungee. A best wireless mouse contender would be even better, if only because my cat wouldn't be able to grab the cord in the middle of a match, but this is the kind of wire upon which all mice should rely. I was also content with the Pulsefire Haste's side buttons while gaming. There wasn't noticeable pre- or post-travel during gameplay; they're located at the right height for my grip and they aren't weirdly shaped. The scroll wheel was serviceable, too, although it felt a bit too rubbery during everyday use. HyperX includes additional mouse feet with the Pulsefire Haste, which is a nice touch, as well as grip tape for the primary mouse buttons. I was less sold on the latter because they felt too abrasive for my liking, but it's nice to see them included. People with sweatier (or perhaps less sensitive) hands might like them. My only real complaint about the Pulsefire Haste's gaming performance comes from the primary mouse buttons. HyperX used a split-button design that's supposed to make it easier for the mouse to register clicks no matter where you rest your fingers on the buttons. Unfortunately, that made it easy to mis-click. It's hard to gauge whether that's a flaw with the mouse or with my grip. Ultimately, it's something I'll chalk up to personal preference. If you like extremely responsive mouse buttons, you'll probably like the Pulsefire Haste's. If you want to be more deliberate with each click, well, look elsewhere. The Pulsefire Haste relies on HyperX's NGenuity software for setting the four CPI setting you can toggle through with the dedicated button. You’ll also need it if you want to assign functions to any of the buttons or record macros, which are stored to a single profile on the mouse's onboard memory. Of course, NGenuity is also how you change the RGB lighting that shines under the device's scroll wheel. I haven't encountered the same problems with NGenuity that I did when I reviewed the HyperX Pulsefire Raid in February, when I suffered numerous crashes and other wonky behavior. With those problems seemingly resolved, NGenuity has become another standard peripherals management tool. Is it flashy? No. Does installing different software for each peripheral make anyone happy? Probably not. But at least now that software is functional. It’s exciting to see how much $50 can buy in 2020. The HyperX Pulsefire Haste is an ultra-lightweight mouse with an excellent cable and doesn't require anyone to break the bank. It's almost hard to believe ultra-lightweight mice used to be prohibitively expensive or that braided cables were seen as a luxury. However, the Pulsefire Haste doesn’t excel in any particular category. It’s more a signpost for the category than a compelling destination unto itself. And for people who want the best-of-the-best when it comes to optical sensors, the PAW 3335's inclusion will be a disappointment. I still prefer the HK Gaming Mira-M when it comes to budget ultra-lightweight mice, and the Glorious Model O and Glorious O- are also compelling. But for people who don't like the shape of those mice (apparent similarities between the Pulsefire Haste and the Model O lineup aside), the look or want to buy something from a more established brand, the Pulsefire Haste is a sensible option.

Some of the most po[CENSORED]r purchases available on Black Friday might end up being a lot more intrusive than expected, new research has warned. The latest Privacy Not Included holiday shopping guide from Mozilla has highlighted how a wide range of tech gadgets and goods are somewhat lacking in privacy protection. The suspect products include children's toys, fitness trackers and even smart coffee makers from some of the biggest manufacturers around today, showing how many areas of the technology industry still needs to up its game when it comes to making sure consumers are protected. Make sure you stay protected online with the best VPN services around Check out our roundup of the best endpoint protection solutions Also, see our list of the best antivirus software Privacy not included Mozilla's report reviewed 136 po[CENSORED]r connected gifts available for purchase in the United States across seven categories: Toys & Games; Smart Home; Entertainment; Wearables; Health & Exercise; Pets; and Home Office. As well as the basic figures, the company's researchers examined the product privacy policies, as well directly surveying companies to answer questions including: Can this product’s camera, microphone, or GPS snoop on me? What data does the device collect and where does it go? What is the company’s known track record for protecting users’ data?” Overall, 37 products were branded with a “Privacy Not Included” warning label, including well-known items like Amazon Halo, Dyson Pure Cool, Facebook Portal, Hamilton Beach Smart Coffee Maker, NordicTrack T Series Treadmills, Oculus Quest 2 VR Sets, Whistle Go Dog Trackers, Ubtech Jimu Robot Kits, and Roku Streaming Sticks. Amazon, Huawei and Roku were highlighted as particularly troubling, with the former's Halo Fitness Tracker singled out for its use of sensors and microphones, and the latter described as a "privacy nightmare" for its overzealous tracking and sharing of personal data with advertisers and other third parties. At the other end of the spectrum, Apple was praised for its privacy protection, with the company's pledge not to share or sell user data, and work to make sure Siri requests stay private, highlighted by Mozilla. “Holiday gifts are getting ‘smarter’ each year: from watches that collect more and more health data, to drones with GPS, to home security cameras connected to the cloud,” said Ashley Boyd, Mozilla’s Vice President of Advocacy. “Unfortunately, these gifts are often getting creepier, too. Poor security standards and privacy practices can mean that your connected gift isn’t bringing joy, but rather prying eyes and security vulnerabilities.” Here's the best ransomware protection tools around today

Nickname : @Revo 324 Tag your opponent : @Abdollahシ Music genre : Moroccan Rap Number of votes ( max 7 ) : 6 Tag one leader to post your songs LIST : @XZoro™

Welcome !

my vote goes to DH1 , i like it more that DH2

What is it? The new Mercedes-Benz S580e is the most powerful petrol-electric plug-in S-Class yet. But what raises eyebrows even more than its 503bhp is the electric range: 64 miles on the WLTP cycle. The drivetrain behind those figures combines the turbo 3.0-litre petrol engine used by the S450 and S500 with a gearbox-mounted electric motor and a large battery. Drive is channelled through a nine-speed automatic to all four wheels. All up, there are four driving modes: Battery (which keeps the petrol engine running to top the battery up), Electric, Comfort and Sport. An Individual mode lets you tailor the steering, throttle and damping responses to your tastes. What's it like? The S580e’s ability to set off in complete silence and travel for truly extended distances on its electric motor alone is impressive. With 148bhp from the electric motor, it isn’t exactly rapid in Electric mode but the presence of 325lb ft of torque the moment you nudge the throttle provides sprightly step-off and near-to-silent cruising at up to 87mph. The key to the 64-mile WLTP electric range is a 28.6kWh lithium ion battery under the boot floor. For comparison, the Audi A8 60 TFSIe quattro can manage only 29 miles and BMW 745Le xDrive 36 miles. Even more impressive is the performance when the two power sources are combined. With a system output of 503bhp and 553lb ft, there is crisp response and huge flexibility in Hybrid mode out on the open road. It is quite quick, too, sprinting effortlessly to three-figure speeds and beyond on German autobahns. All this and claimed consumption of 217.3-353.1mpg as well as average CO2 emissions of 18-30g/km on the WLTP cycle, thanks in part to a coasting function and a very effective brake energy regeneration system. The potency extends to charging. The new plug-in hybrid S-Class comes with a 3.7kW AC charger as standard but also supports charging on both an optional 11kW AC system and 60kW DC system – the latter of which is claimed to provide it with a 10-80% charge inside 30 minutes. Should I buy one? It’s not all rosy, though. The gearbox isn’t always silken, the brake pedal lacks precision and the battery’s extra weight makes this the least dynamically adept new S-Class we’ve driven. Still, it’s refined, potent, smooth and very impressive.

The latest Cadbury Celebrations’ ad for Diwali 2020 looks quite different from the rest of its commercials. While highlighting the festive mood and family bonding synonymous with Diwali, the ad also goes on to promote several local retailers. The advertisement is part of Mondelez India’s ‘Iss Diwali Aap #KiseKhushKarenge?’ campaign that features more than 1,800 local retailers, across more than 260 pin codes in the country. In fact, it has been designed as a personalised ad that shows stores specific to a pin code in Mumbai, Delhi, Pune, Indore, Ahmedabad and Lucknow. The ad ends with the message: “When all of us support our local stores, all of us can have a Happy Diwali.” Talking about the new campaign, Anil Viswanathan, senior director – marketing (chocolates), insights and analytics, Mondelez India, told indianexpress.com, “This year, more than any other, warrants for acts that signify new beginnings and the potential of goodness in an imperfect world. Our latest campaign infuses this thought at the back of evoking generosity. Banking on the proposition of ‘Iss Diwali Aap #KiseKhushKarenge’, we took a step further by example by creating ‘Not Just A Cadbury Ad’ – our most generous ad ever, that helps us promote local retailers. giving them the much-needed geo-targeted visibility, among relevant consumers.” Geo-targeted visibility was achieved through artificial intelligence. “Most of the stores in India do not have a digital presence. So we have to manually feed our system to create a database of local retailers, mapping them to their location which we identified through pin codes. As the ad was served to an individual, an algorithm located the pin code and then mapped the various local stores in that pin code and served the one closest to the individual in real time,” explains Cadbury Celebrations in a YouTube video. “The AI-enabled system created thousands of permutations for the localised version of the same ad.” “This is possibly the first hyper-personalised ad. We are certain that this will help in instilling a better recall for local sellers and cascade into action once people start visiting and purchasing from them, and an even stronger consumer connect for the brand through a new level of personalised engagement within the digital realm,” added Viswanathan.

Rabat – Morocco’s Ministry of Health recorded 5,515 new COVID-19 cases in the past 24 hours. This brings the country’s total number of confirmed infections to 282,336. Morocco also reported another 3,120 COVID-19 recoveries in the last 24 hours. The total number of recovered COVID-19 carriers in Morocco is now 229,160. The national recovery rate is 81.2%. Meanwhile, the Ministry of Health counted 61 more COVID-19-related fatalities, bringing the death toll to 4,631. The mortality rate stands at 1.7%. The number of active COVID-19 cases in Morocco is 48,545 as of 6 p.m. on Friday, November 13. Morocco counts 999 patients with severe symptoms, including 183 of today’s newly-identified patients. Approximately 77 are under intubation, while 406 are under non-invasive ventilation. According to the ministry, the occupancy rate of intensive care beds dedicated to COVID-19 patients rose to 37.3%. Health authorities in Morocco excluded 18,189 suspected COVID-19 cases in the last 24 hours. Approximately 3,318,060 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 2,179 new COVID-19 cases in the past 24 hours, in addition to 21 fatalities. Casablanca-Settat has recorded the highest number of COVID-19 infections and fatalities of any region in Morocco. The region of Rabat-Sale-Kenitra confirmed 946 new cases. Rabat-Sale-Kenitra also recorded eight additional deaths. The Oriental region confirmed 589 new cases and seven more deaths. The Souss-Massa region recorded 471 new COVID-19 cases and five more fatalities. The region of Tangier-Tetouan-Al Hoceima followed in today’s case numbers, reporting 401 new cases and eight new deaths. The region of Marrakech-Safi confirmed 235 new COVID-19 cases and four additional fatalities. The Beni Mellal-Khenifra region reported 170 additional cases and three more fatalities. The region of Fez-Meknes confirmed 122 additional COVID-19 cases and four more deaths. The Draa-Tafilalet region recorded 120 new COVID-19 cases and one new death. The regions of Guelmim-Oued Noun (167 new cases), Laayoune-Sakia El Hamra (96), and Dakhla-Oued Eddahab (19) did not report any COVID-19-related deaths today.

Deepcool's new single 140mm air cooler, the AS500, resembles half of the company's Assassin III large tower cooler. If the nickel-plated cooling heatpipes and black accent trim on the AS500 attributes to its proper, tuxedo-like appearance, consider the lighted accent top plate the dynamic aRGB bow tie. The Deepcool AS500 will be available in UK (£54.99) and European markets around October 20, 2020, arriving sometime in November in the US, for $59.99. With simple installation and support for most current Intel and AMD CPUs (sorry, no Threadripper), the AS500 shines as an intermediate option between budget and large air cooling options. Deepcool ships the AS500 with an assortment of nickel-plated mounting hardware and a universal backplate which provides mounting compatibility with most current Intel and AMD CPU sockets, although AMD Threadripper does not make the list. Spring clips are provided for those wishing to run an additional fan on their AS500 for push/pull operation, while a syringe of thermal paste and an aRGB control module round out the accessory package. Deepcool covers the AS500 with a 3-year warranty. The AS500 features a set of five nickelplated heatpipes which converge at the base of the cooler between the mounting plate and a milled baseplate. Tension screws are fixed within the mounting plate bracket, providing simplified installation. Deepcool provides a 140mm TF140S PWM fan rated at 70.8 CFM at 1200 RPM. The trailing edges of the fan blades are trimmed with fins for directional airflow through the fan chassis and into the cooling tower. The fan itself is not aRGB capable, but it does come equipped with rubberized fan mounts for minimizing vibration noise. Deepcool makes use of offset heatpipes within the aluminum cooling tower to increase airflow around each thermal conduit. The top bezel of the AS500 is trimmed with an aRGB opaque diffuser and topped with a black top piece. Cabling for the aRGB lighting module runs down a vertical channel cut into the cooling tower to prevent interference of the cabling with the 140mm fan. In checking the milling of the baseplate, we can see just a slight bit of convexity, which meets the CPU integrated heat spreader (IHS). This should not be an issue for most installations but could amplify a problem with improper installation or seating of the cooler atop the CPU. Our installation resulted in an even distribution of thermal compound across the entire IHS face of our Core i9-10850K CPU. This is precisely what we like to see following a cooler install. Since the Deepcool AS500 is a single tower cooler, it is centered over the CPU and allows for wider compatibility with memory DIMMs which might feature tall heat spreaders, like our Corsair Dominator DDR4-3600 modules, but some installations might still bump into this problem, depending on your configuration and motherboard. The installation of the AS500 is quite simple, making use of mounting crossbars and the fixed tension springs on the mounting plate which try to automatically align the cooler correctly over the mounting brace. While not completely immune to memory interference, the AS500 does a better job than most 140mm coolers. This is nearly always an issue with CPU air cooling solutions featuring large fans, so make sure to do a bit of research and shop accordingly.

There are some great Black Friday laptop deals dropping right now over at the official Lenovo including some great $200 off options on ultrabooks. You'll have to hurry though - stocks are quite limited by the looks of it. There's two Lenovo Yoga C640 13's up for grabs cheap right now, the first of which is going for just $649.99 (was $849.99) currently. Inside this 13-inch 2-in-1 laptop features a 10th gen Intel Core i5 processor, 8GB of RAM, and a 256GB SSD - fairly standard ultrabook specs but for an exceptionally reasonable price. These specs, for example, would set you back at least another $200 and maybe even $300 more on a new 2020 Dell XPS 13. The second Lenovo Yoga C640 13 is maybe even better value at $799.99 (was $999.99). This one's rocking a 10th gen Intel Core i7, 8GB of RAM, and a really spacious 512GB SSD - premium-level specs, and not often seen on ultrabooks this side of $1,000. And finally, we have this hefty price cut on a Lenovo ThinkPad X1 Carbon for $1,199.99 (was $3,359). The ThinkPad X1 series is Lenovo's top of the line business-focused ultrabooks and generally carry a pretty high price tag to match. Luckily, this particular Black Friday deal from Lenovo helps offset that cost substantially. We're going into these laptop deals in more detail just below, but if you're interested in seeing what else is available today, head on over to our main Black Friday deals page. Lenovo Yoga C640 13 (Core i5) laptop: $849.99 $649.99 at Lenovo This Lenovo Yoga C640 features a 10th gen Intel Core i5 processor, 8GB of RAM and a 256GB SSD - standard ultrabook specs, but, crucially a $200 price cut makes this Lenovo come it at well under budget today. Compared with the latest Dell XPS 13, this one's an absolute steal. Lenovo Yoga C640 13 (Core i7) laptop: $999.99 $799.99 at Lenovo Alternatively, spend a little more to bag this Core i7 rocking Lenovo Yoga C640 today at the official store's Black Friday sale. This one's also got a 512GB SSD inside too, which gives it plenty of extra-speedy storage space on the side. A great deal, especially considering you'd normally pay well over a grand for such an ultrabook. Lenovo ThinkPad X1 Carbon (Gen 7): $3,359 $1,199.99 at Lenovo The ThinkPad X1 Carbon are Lenovo's top of the line business-focused ultrabooks, but that doesn't mean they're not also great for casual use - if you can afford them that is. Luckily, this hefty price cut from Lenovo can bag you an Intel Core i7, 16GB RAM, 512GB SSD equipped model for much less today.

my vote for DH2 , nice song

Nickname : @Revo 324 Tag your opponent : @Seuong Music genre : Arabic Music Number of votes ( max 7 ) : 6 Tag one leader to post your songs LIST : @XZoro™

What is it? The sixth-generation of BMW’s M5 super saloon has barely been in UK showrooms for three years, but it is already quite a different prospect than it used to be. The standard M5 has come and gone, withdrawn from the UK price lists despite the fact that BMW UK reckoned, back in early 2018, that a 591bhp executive saloon ought to be more than feisty enough for the majority of customers. Seems reasonable to you and me, doesn’t it? But, of course, it wasn’t. This is the modern luxury car market, where more is always more. Better just hand it over. So along came the extra-hardcore, 616bhp M5 Competition, pretty quickly at that, by late 2018. And that’s the car that has just been replaced by this updated version, which gets many of the mid-cycle tweaks that have lately been applied to the rest of the BMW 5-Series range, as well as some of its own special revisions to exterior, interior and running gear. We’ll get to those. For now, let’s pause while we contemplate the first series-production version of the BMW 5-Series with a pricetag made up of no fewer than six digits. Phew indeed. BMW will tell you, because the standard equipment tally of this car has swollen somewhat, that it is actually better value than the outgoing M5 Competition. Well, maybe – but I’m not convinced that ‘value’ is quite the right word anymore. Fair’s fair: this isn’t the first fast, four-seat executive option of its kind to breach the £100k barrier – and I’m sure it would indeed be ‘surprisingly affordable’ on a two-year finance deal. But however you want to wrap up that price, it clearly takes us leagues beyond a time when a vaguely attainable sticker price, and a compelling ‘bang-for-the-buck’ ownership position, was a key constituent part of the appeal of a car like this. German super saloons used to be pretty simple things. Here’s a car that’s cheaper, faster and more powerful than a contemporary Porsche 911, sir – and about twice as useful. These days, though, BMW, Mercedes-AMG and Audi Sport seem increasingly to prefer pitching their extra-fast four-doors and wagons to people who also have sports cars, track cars, supercars and classics in their collection – but who probably don’t use any one car within it that much – than to people who can only justify spending big on something by genuinely being able to use it every day. People who therefore need their daily driver to be practical, fast and engaging – but also just a little bit realistic – seem to have been forgotten about. What's it like? New bumper, headlight and taillight designs, a new (and only slightly different) radiator grille and some slightly slimmer quad exhaust pipes are how you might spot this car from a pre-facelift model. Most easily by the blue-coloured highlights of the new ‘Laserlight’ front lamps, actually (although they’re optional-fit). The seventh-generation 5-Series always has been a handsome saloon, and this latest performance treatment adds just enough darkly purposeful menace to whet your appetite very effectively, at least to these eyes. On the inside, the general ambience is one of a pervasive and convincing blend of material richness and understated performance piquancy. BMW has dialed up the car’s technological hand with a larger infotainment display running its very latest ‘Operating System 7.0’ software. The car’s head-up display is large, too, and now standard-fit; it works to compliment the digital instrument screen well, although some of the display modes of the latter seem a bit contrived and could be simpler and easier to read. As for controls, the car’s primary ones are located as well as its driver is – which is to say, very well indeed – while some of the secondary ones have been usefully rethought. Just adjacent to the gear lever, instead of the column of toggle buttons for steering, powertrain and suspension calibration settings that BMW M Division regulars may expect, there is now just a button labeled ‘setup’ and another marked ‘M Mode’. Rather than cycling through each menu in turn to find the calibration you’re after for the car’s steering weight, damper tune and throttle response, for example, now you just hit ‘setup’ and can configure each individual system at once using the car’s central touchscreen display. It’s a bit like you’re defining your own ‘individual’ driver mode. It’s simpler and quicker than old system, and seems to present the driver with slightly less top-layer complexity. Where usability is concerned, that feels like progress to me. Meanwhile, that ‘M Mode’ button we mentioned before is a new attempt to corral the car’s driver assistance systems into themes. Press it and you can choose between ‘road’ mode (in which all of the various lane keeping, automatic emergency braking and advance warning systems are active); ‘sport’ mode (which disables most of them, particularly those than intervene on the car’s steering, while dialing back others); and ‘track’ mode (which switches off all of them). It’s a lot to take in, I realise. But the significant thing here may be that BMW’s never before sought to filter out, wrap up or conceal any of that complication. It has often come in for criticism as a result. Might they finally be getting it, though? Be making life just a little bit simpler for the driver, and configuring the car at least a little bit on his behalf? These are certainly only the most embryonic of signs if so – but they’re good ones. Most of the car’s driving experience is as it was. The M5 remains one of the most dynamically ambitious performance cars of its kind. Even though driver-configurable four-wheel drive systems are now pretty common in the super saloon niche, few cars like this attempt such versatility. The M5 tries to be as taut, agile and playful as a one-tonne sports car in one moment and as fast as a supercar the next, while offering everything against that backdrop of high-speed stability and real-world touring comfort on which the lumpiest German autobahn specials have been trading for decades. And judged strictly objectively, it succeeds really well at much of that stuff. I’m not sure an Alfa Romeo Giulia Quadrifoglio, probably still the most sports-car-like of all performance saloons, attempts to cover so much ground. The M5’s engine and drivetrain are unchanged, and they make for an enormously fast and potent saloon. Technically a Mercedes E63 S will give you more torque, but I’d be deeply suspicious of anyone who said they could use any more of it on UK roads. The V8 has huge, elasticky-feeling mid-range reserves and responds keenly even to smaller changes in pedal position. It also covers the last 2000rpm of its crankspeed up to the 7200rpm redline really freely for turbocharged engine. The car’s automatic gearbox can be quite aggressive with its engagement in the sportier driving modes, surprising you sometimes when it’s shifting by itself. It’ll almost always deliver a downshift in manual mode when you ask for it, though – and you can almost always choose a comfier operating setting if it’ s getting spiky or unsettling. There are rather a lot of those operating settings, after all. My only lingering disappointment was with the way that engine sounds. It’s got a digitally synthesized audible character that’s still too smooth and anodyne to trick your ear. It doesn’t seem detailed enough, and doesn’t adapt nearly enough to changes in throttle load, to sound like authentic V8 rumble. But, while the M5’s powertrain has been carried over pretty much unchanged, its suspension specification certainly hasn’t. New adaptive dampers feature as standard, with a set of manually adjustable coilovers available through the BMW M Performance catalogue that drop your car between 5- and 20mm closer to the Tarmac than the adaptive setup. The M Division’s ‘compound’ lightweight brakes feature as standard and its carbon-ceramics are optional, the latter being set off by those eye-catching gold calipers and worth a combined 23kg of unsprung mass across all four corners of the car. The new adaptive suspension setup, as fitted to our test car, seems to have calmed down the car’s formerly grabby, hardcore ride a little bit. BMW claims a worthwhile improvement to the way the car deals with small and medium-sized inputs, and reasonably so. I don’t think I’d have chosen to drive the last version of this car with the dampers set to anything other than ‘comfort’ anywhere but on a circuit; and it would have needed to be a pretty smooth circuit at that. This new one might actually have a better, more level and settled cross-country ride with its suspension set to ‘sport’, although there’s certainly still a time and a place for ‘comfort’ around town. Although the secondary ride is still quite abrupt and percussive, the suspension deals with the majority of inputs that a typical UK B-road might pose without much jiggling or bristling. It works as well as ever on wide, smooth motorway lanes at high speed. The car retains a decidedly highly-strung, frisky handling feel, though, in light of the way the negative camber on its front axle makes it seek out and react slightly to bumps and cambers on the road. Also because, even before you’ve wound the four-wheel drive system all the way into its naughtiest rear-driven mode or the stability control all the way off, this M5 will begin to rotate around its rear axle under power as you turn. Make no mistake, and four-wheel drive or not, this is a livewire of a saloon car. If you don’t get on with it, it’ll most likely be because it doesn’t match your more traditional idea of what a super saloon ought to be. An armchair with afterburners this most certainly isn’t. Should I buy one? Well, I’m not sure there’s another car quite like it, with such a broad and variously convincing range of abilities. There are certainly simpler and more honest-feeling super saloons. Also, one or two that offer a bit more tactile feel and genuine, burbling hotrod charm. If the M5's driving experience is missing something, amiability may be it; that ability to reward and entertain you while simply tickling along in daily use. But what the car is missing most clearly in a broader sense may well be a pricetag that makes it relevant; one that might put it at least nearly within reach of people of remotely ordinary means. For the super saloon, we might well wonder if developing beyond that kind of affordability is entirely healthy. The thing is, super saloon-making probably isn’t the most healthy, viable part of the car business to be in anymore, is it? What we may now be witnessing folks, sad as it may seem, are the final throws of a vehicle type that is staring oblivion square in the face. Can BMW either sell enough electric cars, or buy enough carbon credits from elsewhere, in order to allow the M5 to continue to exist? You wouldn't bet on it; not for long, at any rate. It’s not a very cheery note on which to end, and you’ll have to forgive me for thinking it. But if the M5’s going out any time soon – and the V8-powered Mercedes-AMG C63 is about to, let’s not forget – well, it might as well do it with a bang.