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Windows 7 holdouts have been warned to expect a notification suggesting that perhaps an upgrade might be in order. Matt Barlow, corporate veep for Windows, has promised Windows 7 users are to receive a "courtesy reminder" that support is running out for the venerable OS as 14 January 2020 looms large. Barlow also noted that Office 2010 ends its support run shortly thereafter, but for now the focus is on Windows 7. The helpful notifications will doubtless send a shiver of déjà vu down the spines of users who found themselves on the receiving end of Microsoft's increasingly shrill exhortations to switch to Windows 10 for free during the operating system's first year. The "free upgrade" notification back in the day was a bit confusing, and some users reported Windows 10 sidling up to their systems without permission. Microsoft quietly killed the nagware – after all, 350 million or so devices running Windows 10 after the first year was mission accomplished. That billion couldn't be far away, right?While the official freebie upgrade offer is long gone, Microsoft has clearly learned lessons from the nagware experience. This time around the notifications will only appear a "handful" of times, and users will have an option to "do not notify me again". Barlow also insists the notification is for "information only" and clicking "learn more" will send the user off into a world full of shiny new hardware and software. We checked with Microsoft to find out what "handful" actually meant. Some people have pretty big hands (although the claws of this Vulture have been described as "Trumpian" after remarking on the size of the iPhone XR). We also asked whether enterprises would be able to able head the things off before weary PFYs start fielding the inevitable support calls. The software giant has yet to respond. ®

So I published a rather long list of mobility leaks recently, but I guess no one wants to read those (yes, this is me being sour) and people are only interested in desktop graphics these days. Well, if that’s what you want to read, then that’s what you will get. I have with me the first concrete information about 7nm Navi’s launch. Navi GPU was initially slated to launch in 2018, but you might remember my exclusive last year in which I told you it would be landing in 2H 2019 – well, 2H 2019 is almost here. AMD’s 7nm Navi GPU will launch mid-Q3, a month after 7nm Ryzen – most likely event: Gamescom 2019 Before I go into the details, I want to point out that roadmaps are whimsical things. Unlike concrete details like specifications etc., they are at the mercy of AMD’s management and may change without any intimation. The information that I am providing (as far as roadmaps go) is accurate at the time the article is published but may change in the future. Also, this is going to be a rather short piece since there is only so much you can discuss with just a launch window. With that little disclaimer, let’s get into the deets. I have been told that AMD’s Navi GPU is at least one whole month behind AMD’s 7nm Ryzen launch, so if the company launches the 3000 series desktop processors at Computex like they are planning to, you should not expect the Navi GPU to land before early August. The most likely candidates for launch during this window are Gamescom and Siggraph. I would personally lean towards Gamescom simply because it is a gaming product and is the more likely candidate but anything can happen with AMD! Some rumors previously had suggested an October launch, but as of now, AMD is telling its partners to expect the launch exactly a month after the Ryzen 7nm launch. Those who read my original exclusive will remember that I talked about how Navi is going to be the first non-GCN GPU and the first card to break free of the 4096 SP limit imposed by the GCN macro-architecture. Rumors about the RX 3000 series have been swirling for a while now with some that said that the company might even launch the cards at CES early in 2019. This is something I did not include in my pre-CES AMD agenda article and that is because I had been told that yields aren’t good enough for a consumer card yet – and that is where the Radeon VII entered the stage. Now that enough time has passed for yields to improve, we could see the first batch of 7nm Navi GPUs hit the shelves before the third quarter of 2019 is up.

We're driving one of the very first examples of the Tesla Model 3 to hit European roads. Some said it would never make it here, others that it would never live up to the hype if it did. Experience teaches that you’re either with or against the ever-controversial Elon Musk and his world-leading electric car manufacturer. And if you’re with him, you may very well be angrily shouting things at your keyboard right now, as I imagine fully paid-up members of the Teslarati habitually do when defending the company’s honour on social media. You may be shout things about how Musk really does keep his promises and that we should know better than to question him. Hmm. About how despite early difficulties with the production volumes associated with the Model 3, Tesla has already smashed its 5000-cars-per-week factory target and is now aiming for 10,000. About how having promised a $35,000 version of the car back at launch, Tesla has just just been delivered exactly that. Let’s give the man some well-earned credit, then. Musk is, slowly but surely, realising a project considered by many so ambitious as to be way beyond his company’s abilities when it was first mooted. If the Model 3 succeeds, it will undoubtedly be the car that transforms Tesla from bit-part player to global player – although the recently announced downsizing of its global dealer network might suggest that outcome is still not guaranteed.At any rate, the haters can clearly suck tailpipe on one score; while the Model 3 is still about a year from becoming available in the UK and in right-hand drive form, deliveres have now commenced in Europe – albeit only in its richer and more expensive forms. And it’s the first Tesla to come here with a CCS charging port, so it’s compatible not only with Tesla’s own proprietary Supercharger network but also the majority of other public rapid chargers: another significant score on everyday usability. Both versions that Europeans can now order have two electric motors and the biggest-available 75kWh battery pack. The Dual Motor Long Range is rated for a WLTP-accredited 338 miles of range, makes a combined 346bhp and will hit 62mph from rest in 4.8sec. The Performance we’re testing gives up a smidgeon of that range but counters with a combined 444bhp and a claimed 0-62mph time of 3.7sec. The Performance, however, is likely to come to the UK pricelist with a five-figure price tag beginning in a six. But if you bought into the big sell about the everyman Tesla, don’t fear: there will be several lesser versions, the cheapest of which, the Standard Range, should be sold (50kWh battery, one motor, circa-220-mile range, sub-6.0sec 0-62mph time) in the UK at around £35,000. But we’ll have to wait for another day to report on that. For now, it’s the range-topping Performance we’re getting acquainted with.The Model 3 is smaller, rather than small, for starters, and perhaps not the most pleasing of Tesla’s cars to look at. It's taller-of-profile and a bit dumpier-looking than the Model S, with less agreeable proportions that combine a low waistline with a lot of glazed area. It’s not an objectionable shape to look at by any means, but there’s something about the front end in particular that makes it seem slightly bland and oddly characterless. Likely it’s the total absence of a radiator grille; it reminds us of those dream sequences in horror films in which somebody wakes up without a mouth. The Model 3 has, just like its rangemates, frameless doors and a brace of cargo compartments. Space up front is good and visibility likewise, with leather chairs (you wouldn’t call them sports seats) sitting you higher at the controls than in most saloons of the size but very comfortably so. Rear space isn’t quite at mid-sized saloon level: on head, knee and foot space, the Model 3 affords only as much room as a biggish hatchback. It's the sort of deficiency about which only a taller adult might complain, though. Tesla claims 425 litres of boot space in total, which is comparable with what you’d get in any typical mid-sized saloon. The boot looks a little bit meagre until you realise that a good chunk of the space it appears to be missing is to be found under the bonnet. The rear seatbacks fold flat to allow you to expand the rear cargo area when you need to, but because the Model 3 has a bootlid rather than a hatchback, it doesn’t make this space as accessible as the Model S. The Model 3's driving environment is the kind that you’ll want to spend a good half-hour getting to know before you glide almost silently off into the distance. At first, it seems there isn’t much to know: a slimline dashboard entirely free of switchgear; a steering wheel hosting only a couple of unmarked scroll wheels; a steering column with an indicator stalk on one side and a gear selector lever on the other; some usefully deep storage cubbies where the transmission tunnel would otherwise be; and a 15.0in infotainment touchscreen installed centrally, loud and proud, in the middle of the fascia. There's no instrument panel or head-up display, with the car’s instruments instead being displayed on the nearer third of the central touchscreen. We’d certainly rather have a speedometer, a speed limit display, a gear selector instrument and some indication of battery energy consumption displayed closer to the natural line of sight, but you do get used to finding the information you need after a while. That said, some secondary controls are needed so often that they really do merit their own button, knob or bit of dashboard real estate: electric mirror adjusters, steering column adjusters, volume control, climate control and the like. In some cases, Tesla makes dual use of fittings to give you the one-touch control you imagine you’ve been denied; the gear selector stalk doubles as the adaptive cruise control, for example. But even so, you’d say an interior like this, undoubtedly of better perceived quality than Tesla owners might expect but slightly bare and featureless, feels a bit empty and bereft. And when that fact hurts usability, why tolerate it?Perhaps because you’re in love with the way the Model 3 drives? You might well be. Compared with wider Model 3 specification, the Performance gets lowered steel-coil suspension, 20in wheels, upgraded brakes and specially developed Michelin Pilot Sport 4S tyres. That’s on top of a powertrain with four driven wheels, 444bhp and 471lb ft of torque from the word go. Even in a car weighing more than 1.8 tonnes, it’s enough to make for a lasting crick in the neck when you dive deep into the accelerator pedal’s travel at low speeds. Yet it’s not that ability that leaves the most lasting impression about the Performance. In fact, you barely need to tip into the accelerator to feel what it does best. Even if you’re used to the instantaneous way a good modern electric car responds to throttle inputs and the uncanny feeling of linearity of control they give you over the rate of forward progress, the Performance will be a step up. It has two driving modes: Sport and Chill (the second no doubt christened for the approval of the Instagram generation). And in Sport, it has the kind of throttle response that would come as a surprise even to the owner of a Porsche 918 Spyder.From low speeds, it’s almost too responsive: you have to use your big toe gingerly to avoid inadvertently activating the stability control away from T-junctions or finding yourself executing improvised overtaking manoeuvres when all you had planned was a nip into a lull on the dual carriageway. At urban speeds, the Performance stands ready for gaps and opportunities you probably won’t even perceive, never mind contemplate taking. Compared to a modern combustion-engined car when reacting to a green light – wasting time, turn after turn, as its engine restarts, its crankshaft spins up, its transmission locks up, its turbos spool up and then it finally delivers the thrust you asked for three or four seconds ago – it’s off like a startled greyhound barely an instant after you’ve realised that your right foot has begun to move. Up to about 50mph, it feels quite brutal at full power: supercar-fast without question but different in its synapse-quick responsiveness and uncanny seamlessness. But from there on, as the directly driven motors drop away from peak torque, its outright potency gets easier to deploy and process. Up to everyday motorway speeds, it still feels really muscular and properly sporting under your foot. Above that, the car apparently can go on all the way to 155mph, but we're not sure there are Superchargers close enough even on German autobahn to encourage us to witness the car’s ability to drain its battery at that sort of lick. While we’re on the subject, the Model 3's range doesn’t seem to be quite what the WLTP tests suggest, but it’s still pretty good. The best energy efficiency we saw over a couple of days of testing was the equivalent of 3.9 miles per kWh. So, driving like a saint with an aversion to more than 45mph, you might just get 300 miles out of a charge. Driving more typically, in mixed urban and out-of-town use and enjoying a biggish lug of power every now and again, you’ll get more like 2.8 miles per kWh, giving you 210 miles between charges. From the longer-range derivatives, you might do 10-20% better. Even so, that’s similar to what you get from the Jaguar I-Pace and slightly less than from the Hyundai Kona Electric and Kia e-Niro. Not quite market-leading stuff, then, and certainly not paradigm-shifting in the way the Model S once was. It’s also perhaps not the sort of electric autonomy that would have you disappearing in search of great driving roads at the weekend or taking the long way home. But if you did, you would find the Model 3 Performance handles well. It rides comfortably and handles keenly, in both cases better than either Model S or Model X manage, even if it feels rather like a heavy car doing an impression of a light one. It doesn’t roll too much, but you sit higher in it than you’d like to, at greater altitude above the roll axis, and are therefore more aware of every degree of lateral lean. The car tries to cover for its weight with quick steering (two turns between locks) and by limiting torque at an axle that’s running short of grip, thereby helping to rotate itself in corners. It works well enough up to a point, and the car feels grippy, accurate and well-contained on a smooth surface. The dynamic picture deteriorates a bit when the suspension has to deal with bumps as well as bends, though, when outright body control becomes poorer. It’s also a shame the steering isn’t more naturally weighted and doesn’t better connect you with the front contact patches. As it is, it feels anodyne and lifeless. These are the reasons the Performance eventually comes up short as a driver’s car – those, at least, combined with an electric powertrain that excites at first like an intravenous drug but might be less absorbing than a great combustion engine in a more lasting and meaningful sense. Assuming that comparison is an any way relevant, of course, and it may very well not be to someone who wants an electric car for what they consider to be altruistic reasons.We dare say you’re either definitely buying a Model 3 or definitely not; either way, the outcome might not be up for debate. It's a polarising kind of car, if you’ll forgive the unintended pun. A proper Tesla, then. All sorts of other questions ought to be answered before we get near to answering the big one. Is this now the market’s best electric car? Does it restore Tesla’s place at the vanguard of the zero-emissions market as carved out by the Model S in 2012? Is it a better driver’s car than any other electric offering? Is it the car many are hoping it might be? Is it good enough to deliver the electric car to a place where it’s a genuinely viable alternative to a big-selling, £40,000, combustion-engined compact executive saloon? Some of those questions would clearly depend on a thorough test of a £40,000 Model 3 for an answer, and we haven’t driven one of those yet, but we’ll be getting as close as possible to a meaningful answer or two in an upcoming comparison test. The initial impression is that this is certainly a better Tesla, a more viable everyday prospect and a better driver’s car than we’ve yet seen from the company. But it also has a much tougher life than the Model S seven years ago and still plenty to prove before we can call it the best of its kind. Audi, Mercedes-Benz, Volkswagen, Volvo and others will all have credible alternatives by the start of next year. On this evidence, the Model 3 will be well placed in the mix. It has the powertrain and the performance to stand out, technology that really distinguishes it, an interesting and fairly practical interior, access to charging infrastructure that should be the envy of most electric car drivers and a good enough range to compete - although we'll have to wait a while to be sure on that last front. It also drives well, much as Musk might prefer Tesla owners not to be imposed upon to actually drive their cars at all, as he strives forward with development of the company’s autonomous driving technolody with the kind of disruptive commitment that suggests he’ll be ahead of the curve of industry technology progress again before very long. Until then, and with this car in particular, he’ll have to settle for a place somewhere near the front of the pack rather than being the leader of it. Luckily for the Teslarati, of course, he's not one for settling.

The multi-starrer ambitious period drama Kalank that is slated to hit the theatres in April, was originally supposed to be directed by Karan Johar and feature Shah Rukh Khan, Ajay Devgn, Kajol and Rani Mukerji. KJo had revealed in his book An Unsuitable Boy that Kalank was conceptualised 15 years ago. “When my father was alive, I was writing a love story set in pre-partition times. But the canvas was too large, it was supposed to have Shah Rukh, Ajay, Rani and Kajol. It was about homes, and it had a Hindu-Muslim angle. It was a very strong subject, and would be called Kalank,” Karan wrote in his book. The Kalank teaser video was launched on Tuesday at a grand event in Mumbai that had the film’s entire cast in attendance. It was an instant hit online and has already garnered more than 14 million views on YouTube. Speaking at the teaser launch on Tuesday, Karan said, “Kalank is a movie that is close to my heart and my father’s since 2003 and it’s been on my mind since then. It was difficult without him to touch this film and one day I just decided to do it. I must say it’s been possible because of Sajid Nadiadwala and Vijay Singh. It’s been a pleasure and I’m looking at working on more films with him in future.” He also said they were supposed to begin shooting the film in 2004 but his dad, Yash Johar, died even before they could begin the shoot. Directed by Abhishek Varman, Kalank is a love story set in the 1940s India. The film will be Alia and Varun’s fourth film together after blockbusters like Student of the Year, Humpty Sharma Ki Dulhania and Badrinath Ki Dulhania. The film also brings together Sanjay and Madhuri after two decades. They were a hit onscreen pair in the 90s..

RAWALPINDI: Malaysian Prime Minister Dr Mahathir Mohamad will be the Guest of Honor at the Pakistan Day Parade on March 23, military spokesman Major General Asif Ghafoor said on Wednesday. Related story: Mahathir accepts Imran’s invitation to visit Pakistan The spokesman tweeted that Defence Minister Azerbaijan, Bahrain’s army chief and govt officials from Oman will attend the parade He said various contingents from Azerbaijan,Bahrain,China, KSA, Sri Lanka & Turkey will participate in Parade

Java has a problem – the language and platform is evolving faster than ever, but many developers are stuck on the five-year-old Java 8. When Trisha Gee, a developer advocate for Java tool company JetBrains, surveyed Twitter ahead of a talk at QCon conference in London this week, 78 per cent stated they were using Java 8 – and considering that her following is likely to tilt towards the bleeding edge, the reality is likely even higher. So why have developers not upgraded? Simply, Java 9 introduced major changes, including internal restructuring, new modularity (known as "Project Jigsaw"), and the removal of little-used APIs. These changes broke code, and even developers who are happy to make the necessary revisions have dependency issues. "We have problems with libraries that do not yet support the latest versions," said one QCon attendee. "I want to explain why it was necessary," said Oracle's Ron Pressler, part of the Java platform group developing the language and lead for Project Loom. "There are billions of lines of code in Java, and Java 9, it did break some things. The reason is that Java is 20-something years old. It will probably be big and po[CENSORED]r in another 20 years. We have to think 20 years ahead. The way the JDK was structured prior to Java 9 was just unmaintainable. We could not keep Java competitive if we had not done that change. That was an absolute necessity." Martijn Verburg, CEO of Java performance troubleshooter JClarity, said there had been some progress. "Of the top 1,000 most po[CENSORED]r Maven libraries, about 65 per cent of them are now Java 9+ compatible. Six months ago it was about 42 per cent. There is probably another year to go before it is all cleaned up." However, obscure open-source and internal enterprise libraries have a long tail. Java 8 is still well supported, and there is no strong incentive to move. "There are going to be two worlds," said one attendee. "A Java 8 world, and a Java 11 and later world." At a QCon Java panel, Pressler expressed some frustration. "There is no fundamental reason why your Java code won't run on Java 9+. You may need to change access to old APIs etc. But it's not a different language." At the same time, he acknowledged that the current practice of giving Java a new version number every six months gives the wrong impression. "One of the biggest confusing things that we've done is to give the new six-month releases integer version numbers. So going from Java 9 to Java 10 you think that is a new Java major version. It is not. Java 10 is not a major Java release. It is a small release. The last ever major Java release was Java 9. There will be no more for the foreseeable future." Is Oracle's licensing change in Java 11 – it has to be commercially licensed unless you are willing to move with the pace of the open-source implementation, OpenJDK – also a problem? "Java is actually more free," said Verburg. The reason is that Oracle officially supports the OpenJDK and works with OpenJDK providers to share security fixes. "But if you just go to the Oracle download site, you have to make a decision. Do you want commercial Java, or Oracle's OpenJDK build, or OpenJDK from somewhere else? You have to make a choice. That's the confusion in the marketplace." Oracle Java SE product manager Donald Smith concurred, but added: "Unfortunately, The Register can't run an article that says 'Java now more free than ever'. People won't click on it." Ahem. ®

AMD Navi GPUs are launching this year but we haven’t really got any information on how they would perform and what the specifications would look like until now. Over at CompuBench, we might have our first listing of an AMD Navi “Radeon RX” part which delivers interesting results. AMD Navi “Radeon RX 66AF: F1” GPU Performance Benchmarks Leak Out – Faster in Graphics, Slower in Compute Workloads The listing at CompuBench was revealed by Dylan522p over at the r/hardware subreddit. The site lists down the specifications and performance metrics of a device codenamed “66AF: F1” and from the first impression, this seems like a next-gen part based on the Navi GPU as this specific device id hasn’t appeared before. Now one thing to note is that this device may be based on the Navi GPU architecture or something entirely different hence I am treating this information as a rumor but the results are very interesting so let’s take a look. RELATED NVIDIA Discrete GPU Market Share Grew To 81.2%, AMD Fell To 18.8% During Q4 2018 – Worst Fourth Quarter For AIBs in Over 10 Years The purported AMD Navi GPU comes with 20 CUs which would amount to 1280 Stream processors. Now, this would be true if AMD keeps their CU design similar with 64 shaders per CU and the GPU is, in fact, featuring 20 CUs since CompuBench does has a habit of reporting the compute unit count incorrectly. When it comes to performance numbers, we first have to take a look at whether we are comparing the various devices in the same OS and API as CompuBench can yield variable results when users run different OS/API. A device running in Windows/DirectX API would be much faster than a device running in OSX and using either OpenCL or Vulkan APIs. When it comes to performance results, the first tests are pure graphics where the rumored AMD Navi GPU posts much higher results and performance numbers compared to the Radeon RX 580. This almost matches the AMD Radeon RX Vega 56 territory. In compute benchmarks, however, the card is almost similar to the Radeon RX 580 which is what we had also been expecting since AMD Navi GPUs was tailormade for maximum graphics and gaming performance rather than compute horsepower. The deals with Microsoft and Sony for their next-generation consoles made that much very clear. So it’s easy to tell that the desktop PC and notebooks parts would be getting a similar treatment.Now if we compare the device to the Radeon RX Vega 64 graphics card, the compute performance of the Vega part is almost double but the AMD Navi GPU manages to come close to it in some graphics and bandwidth intensive tests which indicate that AMD would be relying on HBM2 VRAM, even on their mainstream cards. Other possible reason for this could be the use of GDDR6 which also delivers some great results as a 256-bit wide interface can go as high as 448 GB/s which is close to the 512 GB/s bandwidth of the Vega 56 and Vega 64 parts and possibly cheaper to implement.With all that said, I still want to mention that this is just pure speculation of the part being based on a Navi GPU. The only credible information available right now is that the AMD Navi GPUs will feature the 7nm process node and a revamped architecture that is designed for gaming first. The GPUs will be used in both upcoming next-generation consoles and will be aiming a launch of 2H 2019 with mainstream gaming being the priority target market. We will keep you posted once we have more information on AMD’s Next-gen Navi graphics cards.

BMW is getting ready to launch a radically re-engineered 1 Series hatchback, which is planned to go on sale in the UK in September following a public premiere at the Frankfurt motor show this year.A Comprehensive under-the-skin revamp will see the third-generation model forgo traditional rear-wheel drive for a space-saving front-wheel-drive layout adopting the German car maker’s new FAAR platform. The versatile high-strength steel structure is already used by the latest BMW X1 and its mechanically identical sibling, the second-generation Mini Countryman. The switch to front-wheel drive for the entry-level BMW comes 15 years after the original rear-wheel-drive 1 Series was launched in 2004. BMW’s internal studies have revealed that existing 1 Series customers are more concerned with factors such as interior versatility and accommodation than outright driving dynamics, which is behind the decision to follow the example of key premium-brand rivals such as the Audi A3 and Mercedes A-Class. However, other factors are in play, too. Industry analysts suggest the new layout, which sites the engine of the new 1 Series transversely rather than longitudinally, is set to save BMW up to €660 per car in comparison to the rear-wheel-drive underpinnings of today’s model. That’s thanks to a simpler rear axle assembly and lack of a rear propshaft. At the same time, it will draw on greater economies of scale through the sharing of components across a greater number of models, including the complete Mini line-up. With global 1 Series sales totalling 201,968 in 2017, this points to potential savings of more than €1.3 billion per year – money that high-ranking Munich sources have told Autocar is earmarked for the development of further electric models and autonomous driving technology. As fundamental as the switch to front-wheel drive is, though, it is not the first time BMW has committed a 1 Series model to such a set-up. The front-wheel-drive 1 Series saloon has been sold only in China since 2016. The FAAR platform is a further-developed version of the UKL underpinnings shared across all Minis and BMW’s 2 Series MPVs. In addition to supporting petrol and diesel engines and a new petrol-electric plug-in hybrid drivetrain, it has also been engineered to accommodate electric drive. It could, therefore, follow the latest X3 and upcoming 4 Series in siring a pure electric model, possibly as an indirect replacement for today’s i3. Still, BMW is not abandoning 1 Series enthusiasts. A sporting M130iX model is planned to crown the new line-up, bringing with it a 302bhp version of BMW’s turbocharged 2.0-litre four-cylinder engine, standard four-wheel drive and a unique suspension set-up. Sources at the firm claim that this will be the most powerful 1 Series offered at launch, despite it being 33bhp less powerful than the current car’s range-topper, the M140i. That nomenclature is reserved for six-cylinder models so, instead, the higher-performance focus will be on the rear-driven 2 Series. BMW dealer sources have revealed to Autocar that the new 1 Series will be sold with the choice of up to five petrol and three diesel engines as well as a new petrol-electric plug-in hybrid drivetrain. Four-wheel drive can also be ordered on more powerful engine variants. The petrol units start with an updated version of BMW’s compact 1.5-litre three-cylinder developing 138bhp and 162lb ft in the 118i. Above it is a quartet of four-cylinder models, each running a 2.0-litre engine in differing states of tune. It delivers 187bhp/206lb ft in the 120i, 221bhp/228lb ft in the 125i and 261bhp/280lb ft in the 130i. The diesels are all expected to run a 2.0-litre four-cylinder with 148bhp in the 118d, 187bhp in the 120d and 228bhp and 368lb ft in the M135dX. The new 1 Series will also line up with rivals by only being sold in five-door form. The changes to the new 1 Series are clearly apparent in its altered proportions, which are now more in keeping with its key hatchback rivals than at any time since its introduction. Prototype images reveal the adoption of a transverse engine layout and front-wheel drive has enabled designers to provide it with a much shorter bonnet, with the A-pillars and front bulkhead repositioned further forward. In combination with a longer wheelbase and increased track widths, this change in packaging is claimed to provide the new hatch with a longer interior, larger door apertures and greater accommodation. The switch to the front-wheel-drive FAAR platform and a decision to do away with the three-door hatchback are expected to allow BMW to pitch the new model at prices little changed from those of the outgoing rear-drive model, with the base 118i likely to cost close to £23,000 in the UK. Other BMW models due to adopt the new FAAR platform include the second-generation 2 Series Active Tourer and a new 2 Series Gran Coupe – conceived to rival the second-generation Mercedes-Benz CLA with a coupé-like profile and four frameless doors. Rumours out of Munich suggest the existing 2 Series Gran Tourer will not be replaced, though this has yet to be officially confirmed. In a bid to satisfy the enthusiast crowd, BMW plans to retain rear-wheel drive for the 2 Series coupé and cabriolet, which are set to use a short-wheelbase version of the CLAR platform developed for the fourth-generation Z4. Although not planned to be made available until 2020, details of BMW’s new petrol-electric plug-in hybrid drivetrain have been leaked following a recent presentation to dealers. Set to be offered in a new 125xe-badged model, it comes with a 1.5-litre three-cylinder petrol engine with 138bhp and 162lb ft and an 87bhp electric motor. The combined output is a claimed 225bhp, while an 11.6kWh battery is said to provide an electric range of up to 50 miles

Power couple Jennifer Lopez and Alex Rodriguez are "so excited to begin their next chapter as husband and wife," a source told E! News on Sunday, a day after the two got engaged. The 43-year-old former New York Yankees star proposed to the 49-year-old singer and actress during a trip to the Bahamas, after two years of dating. A source told E! News that A-Rod had recently begun telling friends that he would propose to J.Lo this year. "Even though this trip to the Bahamas has been planned for a few weeks, friends had no idea that Alex would be popping the question this weekend," a source told E! News on Sunday. "Alex kept all of the details surrounding his ring shopping and his proposal very private—almost everyone in their inner circle was caught by surprise when Jennifer posted the photo of the ring." Both J.Lo and A-Rod announced their engagement on Saturday night at the same time via a photo of her wearing a massive emerald-cut diamond engagement ring, which is estimated to be worth at least $1 million. "Jennifer absolutely loves the ring Alex selected for her," the source said."The proposal was a complete surprise," a second source told E! News. "Jennifer had no idea he was planning on doing it. Alex was very happy he was able to pull it off without her knowing." "They've been madly in love since very early on in the relationship and he has made it very clear he wanted to marry her," the source said. "But she had no idea it was going to happen on this trip." The first insider also told E! News that Lopez and Rodriguez have "already combined most of their finances, and recently purchased a new home in Malibu, telling their friends that this would be their new home base for them to spend time together as a blended family." This, the source said, led their friends to believe the engagement was coming soon.Lopez and Rodriguez have sparked engagement rumors multiple times. "Many of those close to them feel this engagement is long overdo," the first source said. This will mark the fourth walk down the aisle for J.Lo, who shares 10-year-old twins, Max and Emme, with ex-husband Marc Anthony, and second for A-Rod, who has two daughters, Natasha and Ella, from one previous marriage. The blended families have spend much time together over the past couple of years. "Jennifer is head over heels in love with Alex and thinks that he will be an amazing step-father to her children," the first source told E! News. "Their families couldn't be more supportive of their love and believe that these two are truly soul mates. Alex loves her kids so much and Jennifer loves his kids so much, and the kids all love each other. With two families already blending together so well the marriage will likely only bring everyone even closer, if that's possible." "Jennifer is happier than she's ever been and is excited to make it official with her children and Alex's children," the second source said. "They are a family unit and this next step is important to all of them. Alex especially felt it was very important to make Jennifer his wife. He wants to go forward and make a lifelong commitment to her because they are soul mates." So when will J.Lo and A-Rod walk down the aisle? "Alex has hinted at wanting to celebrate with a huge wedding," the first source told E! News. "But no official plans have been made and no date has been set."

LAHORE: The Pakistan Peoples Party (PPP) has accused the government of spoiling the harmony created by the opposition parties in the wake of recent Indian aggression. Speaking at a meeting of the party’s senior leaders here on Sunday, PPP chairman Bilawal Bhutto-Zardari said the country was facing dangers on its borders while the rulers were indulging in non-issues. He said the ministers were creating stir on non-issues both in the National and Punjab assemblies. The ministers would waste the parliament’s time by giving controversial statements there, he added. Announcing his plans for visiting each town of Punjab, the PPP chairman said he could not sit as a silent spectator because the government had gone to its extreme. He said he would address bar associations and also visit press clubs and other platforms during his mass-contact drive. Bilawal spells out plan for mass contact drive He directed the PPP parliamentary party in the Punjab Assembly to raise issues of national interest and avoid wasting time of the nation as well as disallowing hijacking of the house by the Pakistan Tehreek-i-Insaf (PTI) through the latter’s tendency of indulging in non-issues. Talking to the media along with ­party’s provincial information ­secretary Hassan Murtaza after the meeting ­outside the Bilawal House, Punjab PPP president Qamar Zaman Kaira said that the ministers’ controversial statements were spoiling the ­atmosphere of harmony in the country created by the efforts of the opposition parties. He said the national unity exhibited by the nation, media and opposition was spoiled by late Gen Umar’s son (Asad Umar) through his speech in the National Assembly. He regretted that Prime Minister Imran Khan also displayed a similar attitude (in his speech in Thar) which was condemnable. Mr Kaira claimed that a grave conspiracy was in the works against the country but the unity shown by the masses and the opposition parties foiled the plot. Criticising the PTI government, he said that the rulers considered abusing the (opposition) people as their achievement. Despite this attitude, he said, the PPP had tried to take the government along in the larger national interest. He said the PPP never sought NRO in the past nor it would do so in future.

Good news, everyone! Now you can shout "Hello? Can you hear me?" at Skype on the web just as if you were using the app. Unless you want to use something other than Chrome or Edge. Having spent a few months in preview, the new-and-improved version 8 desktop-alike Skype for Web has gone live. Depending on how you feel about the current Skype interface, the web incarnation either looks impressively or distressingly like the rich client experience. The update – which features HD video, notifications and the gallery of its desktop cousin – requires Google Chrome or Microsoft Edge running on Windows 10 and macOS 10.12 or higher. A bit unfortunate for Linux fans, those not in the vanishingly small group of Edge users, or those simply giving Google's products a wide berth. Of course, with a bit of userstring tinkering, Skype can be persuaded to come up on unsupported platforms. By instructing FireFox 65.0.2 to don a pair of Edge specs or a comedy Chrome moustache, we were able to log in and use the messaging functionality with little difficulty. Anything else (like video calling, for example) did not work quite so well. Which is fair enough – Microsoft is clear in what is supported and what is not. We can't help thinking, however, that extending messaging over all browsers and simply dropping the trickier video and audio for non-Chrome and Edge users would have been better. We took the web client out for a spin on a supported platform and, after the usual niggles in getting audio and video to actually work (good to see the desktop experience replicated), we were impressed by the quality. In our highly unscientific test (using Edge), the clarity of video was easily as good as the desktop version. Other desktop features, such as OneDrive sharing, are sadly missing. You can, however, record video... for those "special moments" in front of a browser. For a product supposed to connect people, it is disappointing that other browsers are unsupported at present. After all, the last web client also started out supporting FireFox and Safari - "whichever browser you prefer". Judging by the Skype forums, Skype Classic users who have made the move to 8 know all about features going AWOL between versions. ®

Former world champion Jim Clark says it’s the most exciting sport he’s ever tackled. We’ll take his word for it. But if you have any doubts, he recommends "a Cortina, lots of nerve, and plane tickets to Italy for you – and your doctor.” So concludes the astonishing minute-long newsreel about the ‘Salute to Cortina Champions’ of December 1964, when road-going Ford Cortinas were driven down an Olympic bobsleigh track. You can read about this audacious (read foolhardy) event at the bottom of this page. Fifty-five years on, we’re taking one of Ford’s current stars, the suitably game Ford Fiesta ST, to revisit the site of this historical madness. Following a night-time handover at Treviso Airport, our eager little three-door ST pounds up the empty Autostrada before climbing deep into the Dolomites to the chic ski resort of Cortina d’Ampezzo, home of the 1956 Winter Olympics and regional epicentre for la dolce vita. There’s a particular excitement to arriving somewhere scenic in the dark, and we bed down in a hotel beside the town’s landmark bell tower in anticipation of what sunrise will reveal. And rightly so. The next day, drifting wisps of mist can’t hide the huge, broken crags of limestone that cradle the Ampezzo Valley, their haywire structures jutting at all angles, barely softened by January’s snowAt the base of the Tofane range on the north edge of town, we meet Gianfranco Rezzadore, president of Bob Club Cortina and former Italian international bobsleigh driver. Our rendezvous is Bob Bar, a tiny wooden shack and local hang-out nestled beside the Eugenio Monti bob track’s finish. Founded almost a century ago, the course was 1700 metres long by the 1956 Winter Games, with 16 turns and a 152m vertical drop. Unchanged by 1964, it was just wide enough to accommodate a Ford Cortina. The track was shortened, narrowed and artificially refrigerated from 1979 (until then, snow and ice were hand-packed) but closed in 2008. There are plans to recommission it should Cortina successfully bid to host the 2026 Winter Olympics in partnership with Milan – they’ll find out in June. For the moment, the smooth, concrete-lined track lays dormant but largely intact, so we walk its length with Rezzadore, who has piloted 3000 runs down here (not including extra-curricular jaunts aboard a snow shovel). He says bobs used to hit 80mph on track, and that centrifugal forces pushed 4g through his spine on the ‘Cristallo’ hairpin: “I used to be taller.” Rezzadore’s sceptical that the Ford Cortinas reached the 50mph-plus claimed in the newsreel, but the dangers were very real. Back then, the huge, banked corners – easily twice my height – had no horizontal safety barriers above them. At times, the cars ran almost vertically along what were literally walls of death: sleighs have left this course with fatal consequences, including during the filming of For Your Eyes Only in 1981. Past the pine straw-strewn lower corners, we amble uphill, where sheet ice crackles beneath our feet along the snaking ‘Labyrinth’ complex and on through yet more vertiginous banked corners. Turning to look back down, it eludes me how anyone – let alone a valuable sporting professional – could have driven an unmodified, carburetted family saloon with woolly steering, rear cart springs and 1960s tyre compounds down here in the snow. Different times indeed. The route straightens under a bridge and into a clearing that marked the event’s start. This is where group photos were taken, Clark embellishing his race overalls and iconic two-tone lid with a fetching cable-knit sweater, before the cars took to the icy helter-skelter. With the straights now barely wide enough for a bobsleigh, we’ll enjoy no such mischief – but we have another plan to get our alpine thrills while we’re here. You see, Cortina was a haven for racing drivers long before Clark et al arrived. Most famously, the Coppa d’Oro delle Dolomiti road race was based in the town each July for 10 post-war years along a 189- mile mountain route. The thought of period sports cars from Alfa Romeo, Lancia, Maserati and Ferrari thrashing between these peaks is spine-tingling. These days, regularity rallies are the next best thing, and we’re going to trace the best bit of the WinteRace – an annual, snow-bound classic car rally whose seventh edition kicks off from Cortina this Friday. Its organisers point us towards part of the route that strings together a succession of mountain passes to the west. Soon after dawn the following day, we burble out of town onto a smooth, rising back road towards the first summit at Passo di Giau. We are immediately met with hairpins – lots of them. Between corners, the Fiesta’s 197bhp, 1.5-litre blown triple offers ample thrust. Such are the incline, short straights and gearing that I’m mostly riding second, the engine scaling from 2000rpm to 6000rpm and back without complaint nor more than fleeting inductive hesitation. When shifting is required, the short-throw gearbox action is neat and doesn’t mind being rushed. I don’t really need the sharpened throttle, heightened mapping and bass-drum overrun of Sport mode, and Normal’s lighter steering feels more natural, so I stick with that. Turn-in is immediate, and while the sub-zero temperature and polished asphalt prevent our Performance Pack-equipped car from grapple-hooking around the corners as it might on a dry British B-road, the Quaife limited-slip differential at least puts paid to any ungainly front-end scrambling – instead, it gently and progressively runs wide until a throttle lift clips us back into line. Body control impresses too – at these moderate speeds, long-wave bumps are tidily parried and roll barely registers. But grit soon starts pinging off the underside, and beyond the treeline hefty snowbanks flank the road and glassy strips of ice leach across it. The banks close in to leave barely a car’s width of blacktop as we nip past a crawling snowplough that’s spewing a frozen white arc down the mountainside. Moments later the road disappears, so it’s steady with the throttle to retain momentum, then a little patch of black lets us add enough speed to crest the summit. Around here, it’s compulsory to have winter tyres or chains from November to April. Our car comes with the latter, so 2236m above sea level and with frost-tingled fingers (it’s –5deg C), we’re reading how to attach our ‘Maggi Trak Auto’ snow chains to the front tyres. In a routine that gets swifter as the day progresses, we hook them up and shuffle around to feel them out. From outside, the chains make the merry jangle of Saint Nick’s sleigh, but in the cabin the constant rumble of graunching snow is underscored by a locomotive clickety-clack. Crucially, however, they provide the purchase the Fiesta needs to claw itself onwards. Before pressing on, we take a moment to drink in our location. The pass sits beneath sky-scraping Monte Nuvolau, and I can just see zig-zagging footpaths in the scree that lead climbers to the foot of its perilous vertical faces. On the peak’s far side 339m above us is an eagle’s nest of a wooden hut from 1883 – once a military lookout, it now welcomes adventurous climbers.Our route down is a perfect sequence of hairpins with barely a straight between and, as the snow clears within a few hundred metres, it’s off with the chains and up with the speed. We carve down the mountain, past the first of countless ski areas and along frozen streams, then barely touch the valley floor and start rising again. We join a wider road with fast sweepers that the Fiesta gobbles up before the Tarmac starts to writhe again. Subsident lumps and bumps don’t worry the chassis, while broken, frost-fissured patches of Tarmac reveal its firm setup, though without undue resonance. Closing on Passo Pordoi, to our right is the imposing stone ossuary where 8582 German and AustroHungarian soldiers rested after battling Italy here during the Great War. Year-round trench warfare on this terrain defies contemplation. The road flits between clear straights and snowbound corners, so it’s on with the chains again, the heavily cambered corners helping press us into the surface as we clamber on up. It’s blowing a gale as wind funnels through the 2239m summit’s saddle, so we don’t tarry. The snow thins on the descent, so we remove the wheel jewellery for another slalom whose switchbacks and kinks don’t let up for three full miles, plunging from windswept mountainside to sheltered forest. Trunk-shaped dents in the Armco denote the enduring timber trade; before the early 1900s tourism boom helped forge this road, wood was instead transported by the area’s numerous ice-blue rivers. Rising again to Passo Sella (2244m), we pause on a panoramic hairpin so photographer Luc Lacey can capture the jagged skyline beyond. There are no other cars, and there is no sound but for the creaking Armco and a whirling snow devil whispering by. It’s one of those moments to feel small. The pass itself is an ice-free up and down, then we barrel along the smooth, tree-lined Val Gardena road, skirting bizarre, precarious-looking rock formations so tall and so steep I get dizzy peering up their walls. Winding upwards again, we bounce swiftly between second and third gears before cresting spectacular Passo Gardena at 2115m where, as the sunset turns peaks to molten lava, some well-heeled skiers hitch a helicopter ride down the valley before the weather turns. No such luxury for us. Even with chains reinstalled, it’s tricky going, the road dipping and diving as much as it twists. Approaching one particularly evil left-hander, the naked rear tyres try to overtake the fronts before a delicate dose of throttle straightens us out. Once below the snowline, we veer east again under a freezing, clear sky, the crescent moon peeping between peaks as we home in on the welcoming lights of Cortina. It’s been a brilliant drive and, unlike our counterparts from 1964, we’ve kept our borrowed Ford largely horizontal and entirely intact. Mind you, there is one remaining Olympic bobsleigh track wide enough to drive a car down. Now we just need them to launch the Ford St Moritz. The Crazy Gang The 1964 Salute to Cortina Champions celebrated more than 200 competitive wins in 26 countries for the humble Ford Cortina, launched just two years before. Alongside Jim Clark, the field of 19 drivers included luminaries such as Colin Chapman, John Whitmore, Jack Sears, Vic Elford, Eric Jackson, local Olympic sledder Lino Zanettin and speed polymath Henry Taylor – a British bobsleigh team captain turned Formula 1 pilot turned Ford works saloon racer. Their challenge was to navigate a half-mile section of the Cortina d’Ampezzo bobsleigh track used for the 1956 Winter Olympics in a collection of two- and four-door Cortinas. The cars came in road-going GT trim, which meant an uprated, 78bhp version of the 1498cc Kent four-pot with a Cosworth camshaft and a kerb weight of 864kg – though some baited gravity by driving four-up. As for the results, a Ford insider reported: “It was never intended to be competitive but rather a celebration of the Cortina’s successes. However, it quickly developed into a match between the race and rally drivers, with each side doing considerably more runs than originally envisaged. The Cortinas were absolutely bog-standard – with the result that the front suspension struts broke through the top mounts.” Competitive spirits thus unsated, a snowball fight broke out, during which Clark slipped a disc in his back, causing him to wear a corset for the subsequent South African Grand Prix (which he won). He really did need that doctor after all.

Undertaker has removed any WWE affiliation from his social media accounts and has made himself available for non-wrestling events with different promotions. Taker is expected to appear at the Starrcast II wrestling convention on May 25 in Las Vegas. Reports suggest WWE Chairman and CEO Vince McMahon was angered by the news because the event takes place on the exact same night and place as rival promotion All Elite Wrestling’s first ever major show Double or Nothing.But Ross believes the seven-time world champion’s decision to take those booking shouldn’t upset anyone as he still needs to make a livingRoss said on The Jim Ross Report: "They're not happy in the front office, apparently. "How mad can you get at The Undertaker“And secondly, you've got a 50-year-old guy with young children, a son in college. “His track record with marriages is much like mine. “It takes a while sometimes to find the right one and he hasBut he has got to make a living and if he's at a point age-wise where WWE doesn't want to use him in the ring, or if he doesn't feel able to compete in the ring, and you want to keep him around, then you've got to pay him something. “But you might not pay him the same if you can't get the one, two, three matches a year out of him." Undertaker tends to appear at WrestleMania but his status ahead of this year’s wrestling extravaganza is unknown.

Canonical has made good on its promise to keep on patching the venerable 14.04 Long Term Support (LTS) version of the Ubuntu operating system as it emitted updated installation media.14.04, aka Trusty Tahr, was released back in 2014. A time before Brexit, Trump, and the discovery of an alarming flaw in APT (CVE-2019-3462) that could allow altered packages to be installed as part of a man-in-the-middle attack. Canonical had already patched affected versions of Ubuntu (at least those it still supports) from the current 18.10, back through the 18.04, 16.04 and 14.04 LTS editions. The install media for the 16.04 LTS was given an update last week. While the update doesn't bring along any exciting new hardware support, it does roll up updates for "additional high-impact bugs". Since this is the LTS, Canonical is obviously all about keeping things stable and compatible. New installations of Trusty Tahr will now contain the fixes. However, it is also a salutary reminder that free support for 14.04 is coming to an end soon, something that will send shivers down the spines of admins. After the April cut-off, 14.04 will enter Extended Security Maintenance, as the team were quick to remind users (with impeccable timing). Ubuntu 12.04 LTS was on the receiving end of the scheme back in 2017, which costs $150 per desktop per year, or $750 per year for server. It has since received "hundreds of high and critical security patches". When ESM was announced for 14.04 LTS last year, Canonical reckoned that while desktop users "probably don't need Ubuntu extended maintenance support", things were a bit less straightforward for servers. The company admitted: "People really don't like fixing what isn't broken." No, they don't. And Canonical will be very happy to keep the support taps turned on – for a fee. The update to the 14.04 LTS media is a salutary reminder that it is time to do that upgrade or reach for the company credit card. ®

The latest discrete GPU market share report from Jon Peddie Research has been published and looks like NVIDIA gained a major chunk of the market during Q4 2018 compared to AMD. While overall GPU shipments from all three giants were reported last week, this report covers the AIC (Add-in) discrete graphics cards that are used on desktop and notebook segments. NVIDIA Discrete GPU Market Share Climbs to 81.2%, AMD’s Share Plummets To 18.8% in Q4 2018 According to JPR, the latest report covers the market share for the fourth quarter of 2018. It is said that during the previous quarter, overall GPU shipments decreased by 2.65% (quarter to quarter). During the same quarter, the GPU shipments were down 3.3% (year/year), desktop graphics were down 20% (year/year) and notebook shipments increased by 8% (year/year). Given these numbers, this Q4 (2018) is reportedly the worst to hit the market and below the 10 year average of 11.59% increase. RELATED Exclusive: AMD’s Ryzen 7 3750H Mobility Flagship Will Hit The Shelves In April AMD NVIDIA GPU Discrete GPU “The channel’s demand for add-in boards (AIBs) in early 2018 was out of sync with what was happening in the market,” said Dr. Jon Peddie, president and founder of Jon Peddie Research. “As a result, the channel was burdened with too much inventory. That has impacted sales of discrete GPUs in Q4, and will likely be evident in Q1, and Q2’19 as well.” “The fourth quarter is normally flat to up seasonally, “said Dr. John Peddie, President, and founder of Jon Peddie Research. “However, this quarter we found that AIB shipments decreased from the last quarter by 10.7%, which is which is below the ten-year average of a 2.3% decrease. This has largely been attributed to the hang-over of the crypto-mining gold rush.” via Jon Peddie Research During the same quarter, however, PC shipments saw a slight increase of 1.61% which is always a good sign with a strong standing DIY market and influx of AAA titles that prompt PC purchases in these dire times. Discrete GPUs were in 27.78% of PCs, which is down -3.83% from last quarter. The overall PC market increased by 1.61% quarter-to-quarter and decreased -3.79% year-to-year. Desktop graphics add-in boards (AIBs) that use discrete GPUs decreased -10.75% from last quarter. Q4’18 saw a no change in tablet shipments from last quarter. The total sales from AIB partners amounted to over $2.8 Billion in the fourth quarter of 2018. The market share for NVIDIA currently stands in at 81.2% (74.3% during Q3 2018) and 18.8% for AMD (25.7% during Q3 2018). Several developments happened during the previous quarter with NVIDIA introducing their first Turing based GeForce RTX 20 series graphics cards aiming the $500 US+ segment. AMD Radeon 590 was also launched in the previous quarter with a more mainstream segment approach. The current quarter can end up siding with NVIDIA with three major mainstream and budget options being launched including the GeForce RTX 2060, the GeForce GTX 1660 Ti and the upcoming GTX 1660, all of which aim the sub $350 US market. RELATED AMD Ryzen 3000 Series CPUs Aiming Mid-2019 Launch, 3rd Gen Ryzen Threadripper in 2019, Confirmed – Zen 2 Cores, Higher Clocks and More AMD, on the other hand, focused on strengthening their high-end side with the Radeon VII graphics card, a $699 US compute juggernaut but their RX mainstream cards based on the Navi architecture are supposed to hit the market around Q3 2019. It will be interesting to see if NVIDIA can maintain their lead in the coming months or not.

The latest version of the Ford Focus rival has previously been spied without a camouflage livery, but the new images – featuring several cars in a variety of colours – are the clearest yet. They show how the eighth-generation version will maintain the familiar styling of the Golf, but sharpened and refined in line with the latest Volkswagen designs. Volkswagen management have also begun offering some details about the latest version of the Golf, the most important machine in the firm's range. Speaking at the Geneva motor show, Volkswagen sales boss Jürgen Stackmann said the new Golf maintained the heritage of previous versions, but with the benefits of new technology. "The new Golf will be everything people loved for years, but now made digital," said Stackmann. "People want a Golf – it's iconic – but now there's a huge leap forward in the digitisation inside it. It's still a Golf, but now digital. It's kept what people have loved and moved it to the next phase." Stackmann also confirmed there will be no e-Golf in the next generation to avoid overlap with the ID hatch and the range will instead "end with the GTE" in terms of electrification, with all future electric VWs based on the firm's dedicated electric platform. The GTI and R will be replaced, with the R again the range-topper. That means there will be no huge power boost for the hybrid GTE. Stackmann said there will be an announcement on the GTD, without confirming whether or not it will return. The new Ford Focus rival was recently photographed by Volkswagen fan and Instagram user johannes.vag when it was passing through a McDonald's drive-thru in Germany with virtually no protective camouflage. The Mk8 Golf, which will go into production in the autumn, will have levels of fuel-saving technology, connectivity, autonomous driving capability and refinement that are intended to render the mainstream competition second best. Its exterior styling will be an evolutionary design that again emphasises a wide, flowing C-pillar. There is expected to be a little more sharp-edged definition to the bodywork, following the template of the latest Polo. The GTI version will feature large corner air vents in its lower bumper, as previewed by the GTI TCR concept earlier this year. Volkswagen will use the Mk8 Golf to introduce a powerful 48V mild-hybrid powertrain and a new range of micro-hybrids. There will also be versions powered by compressed natural gas, but there won’t be a new electric Golf, because Volkswagen will begin introducing its new ID range of electric cars shortly after the Mk8 is launched. The model’s range will be simplified, with the three-door and estate bodystyles the most likely candidates for the axe. With consumers increasingly turning to SUVs and crossovers, and with makers of large mainstream cars under significant cost and profit pressures, insiders say the Golf Mk8 will attempt to lure buyers who are downsizing from larger cars and premium models such as the BMW 3 Series and Mercedes-Benz C-Class, offering more cabin and luggage space than is normal in this segment, outstanding refinement and exceptional fuel economy. The new Golf will have a noticeably wider track and even more room in the already spacious cabin, as well as a marginally longer wheelbase and a bigger boot than its hatchback rivals. The car is also expected to have an interior that’s almost completely devoid of conventional switches, at least on the higher-end models. Volkswagen design boss Klaus Bischoff has been quoted as saying that the Mk8’s interior is a “total” digital environment, with the steering wheel the only conventional component. Touchscreens will replace the traditional instrument binnacle and the climate controls. Even the headlight switch could be replaced by a touchpad. Update of Mk7 platform The basis for the next Golf is an updated version of the versatile MQB platform used by today’s model. VW insiders suggest it will use a greater percentage of lightweight metal than the existing structure for a 50kg reduction in weight. Planned modifications to the construction process are also said to provide more streamlined production and reduced build times as part of a strategy aimed at improving the economy of scale and profitability of VW’s best-selling model. Although there is still some time to go before the new Golf’s introduction, VW says it has already locked in the car’s design, which has been developed under the guidance of the company’s latest design boss, Michael Mauer, who was responsible for the styling of the current Porsche line-up. Those privy to the latest clay model mock-ups say the new Golf advances the classic hatchback look of its predecessors, with familiar proportions, reinterpreted details and simple surfacing to make it instantly recognisable as a Golf. Key styling features described to Autocar include a thin horizontal grille bookmarked by smaller angular headlights than those in use today, with a distinctive LED daytime running light graphic. The new car is also said to have more pronounced wheel arches and a heavily defined side swage line, in combination with typically wide C-pillars and a relatively upright tailgate. Petrol and diesel engines The new Golf Mk8 will get a range of 12V mild-hybrid engines for the entry-level and mid-range variants. The 1.5-litre TSI ACT petrol unit will be carried over from today’s Golf Mk7 but this will be joined by a 1.0-litre three-cylinder petrol motor and an all-new 1.5-litre diesel, which is also likely to be sold as a 12V mild hybrid. Autocar understands that the assistance of the mild-hybrid system’s starter/ generator lessens the load on the engine and reduces the spikes of NOx emissions from the diesel’s exhaust. One of the more intriguing rumours is that the 1.0-litre petrol engines might not be turbocharged at all, but could instead rely solely on direct assistance from a belt-driven starter/generator motor (SGM). The thinking is that the SGM will provide enough extra power and torque for the base engines, allowing the turbocharger, intercooler and associated piping and control systems to be dropped. The Golf Mk8’s diesel line-up will include the new 2.0 TDI (codenamed EA288 Evo) engine. VW says the base version of this unit has been significantly re-engineered to reduce exhaust pollution. There is a more efficient and responsive turbocharger and the engine is lighter, loses less heat and has reduced internal friction. More important, the engine’s particulate filter and catalyst have been resized for improved performance, particularly over time. VW claimed the engine offers an average of 9% more torque and power together with an average 10g/km decrease in CO2 emissions. The firm said the new diesel unit will come in versions ranging from 135bhp to 201bhp and will be seen in Audi models before being installed in the Golf Mk8 next year. Crucial ID concept - click here for more VW has already released details of the Golf’s 1.5-litre TGI Evo natural gas engine, production of which starts this year. Based on the 1.5-litre TSI engine, the TGI unit uses the same Miller cycle valve timing and a variable geometry turbocharger. It develops 129bhp and 148lb ft from 1400rpm when installed in the Golf Mk7. VW claims that this engine emits about 93g/km of CO2 on the NEDC cycle when it is hooked up to the standard- issue dual-clutch gearbox. Natural gas engines are also lower in NOx and particulate emissions than diesel and cars can be refilled from the gas mains network via small wall-mounted compressors. However, the lack of a natural gas infrastructure in the UK means this variant is unlikely to reach these shores. The new or upgraded powertrains will be offered in combination with either a six-speed manual or seven-speed dual-clutch automatic gearbox, depending on their configuration. Alongside front-wheel drive, VW also plans to offer optional four-wheel drive (which it calls 4Motion) in selected models, like it has done in the previous four generations of its perennial best seller. Two kinds of mild hybrid The big surprise for the Golf Mk8 drivetrains is that VW says it will be investing in both 12V and 48V mild-hybrid systems after the company re-engineered the Golf family MQB electrical architecture (one of the more expensive component systems in a car) to accommodate a 48V system. Until now, 48V mild hybrids have only been used in premium VW Group cars such as the Bentley Bentayga and Audi SQ7. Frank Welsch, VW’s technical development boss, has already revealed the firm’s new ‘affordable’ 48V system, which uses a belt-integrated starter/ generator/alternator to assist the engine by providing extra power and torque directly to the engine’s crankshaft. The key to adopting 48V in a mass-market car was VW and its suppliers developing a less expensive and more compact set-up, which uses a small DC-to-DC converter and small lithium ion battery. Welsch said the 48V set-up allows much greater amounts of energy to be recuperated than with 12V systems, which means significantly improved fuel economy. These new mild-hybrid engines can also start and stop extremely quickly, which will allow the Golf Mk8 to switch in and out of coasting mode when driving, making further fuel savings. GTI set to go hybrid, too The next-generation Golf GTI is also set to adopt a mild-hybrid powertrain. The adoption of the 48V electrical system and integrated starter motor on the new hot hatchback are set to make the upcoming model the most powerful series-production Golf GTI yet. Although the new Golf GTI is still over a year away from introduction, sources close to VW research and development boss Frank Welsch have revealed that the initial performance targets point to a power output similar to the 261bhp of the limited-edition Golf GTI Clubsport. Scheduled to go on sale in the UK in 2020, the Mk8 Golf GTI will retain an internal combustion engine: VW’s familiar turbocharged 2.0-litre petrol unit. However, the introduction of the 48V electric system will allow the four-cylinder engine to receive comprehensive modifications. It’s likely that the exhaust gas turbocharger of today’s model will make way for an electrically operated compressor that offers improved low-end response and a broader plateau of torque for added flexibility. Additionally, the integrated starter motor will allow VW to provide the front-wheel-drive Golf GTI with a so-called boost function, in which an electric motor mounted in the front section of its standard seven-speed dual-clutch automatic gearbox supplements the combustion engine in Performance mode. Connected tech takes precedence VW sources have already promised that the next Golf will be ‘always connected’. Using the same eSIM card that has already appeared in the new Touareg, the Golf Mk8 will be permanently connected to the internet. This will allow the car to tap into 3D satellite mapping, hybrid radio (where the audio system finds the strongest signal for a station, whether analogue or digital) and the option of live information such as the latest pricing at nearby fuel stations. The permanent connectivity opens the way for these future models to ‘read’ the topography of the road from 3D mapping, for example, and switch to coasting when heading downhill, or approaching a junction. Autonomous driving will be a key feature of VW's best-seller in its eighth generation, as the brand will shoehorn even more advanced autonomous technology into the new model, as well as ensuring that it is the most connected car in the company's history, ahead of the all-electric ID hatchback that's also due in late 2019. Head of VW's compact series, Karlheinz Hell, revealed: "The next Golf will take Volkswagen into the era of fully connected vehicles with extended autonomous driving functions. It will have more software on board than ever before. It will always be online and its digital cockpit and assistance systems will be the benchmark in terms of connectivity and safety." The current Golf benefits from VW's semi-autonomous Traffic Jam Assist system, which controls the steering, acceleration and braking of the car under 37mph, so it's certain that the Mk8 model will take a leap in advancement over this. Elsewhere, the Audi A8 is the first car in the wider VW Group to achieve level three autonomy where permitted. Golf to set VW design agenda While the new Golf will be an evolutionary take on the outgoing car, it will feature new design elements that design chief Klaus Bischoff described being “more fluid, more sporty with a very unique face”. It’s part of a new VW strategy to differentiate its standard model range from the new ID family of electric cars, said Bischoff: “[ID is] a new world of proportions and totally new bodystyles which are more emotional. As we go through the ceiling design- wise on ID cars, we need to echo that with ICE cars, so these will have more sporty proportions [and] a more progressive, clean design.” Bischoff said future cars will remain faithful to VW’s traditional design cues: “We are looking to our origins so no ‘me too’ products. They will all remain as very individual VWs. “If you look at front- of-car designs, nearly everybody is copying Audi. VW will go down its own road to stay true to the brand, and not look over the fence to others.” Volkswagen reaps MQB’s rewards Volkswagen’s MQB architecture underpins its best-selling model, the Golf, of which 968,284 were sold in 2017. The modular toolkit is used for most of the firm’s most successful models. In total, five MQB models currently account for 3.8 million global sales. The firm’s second-bestseller last year was the Jetta/Sagitar (the latter is a Chinese-market compact saloon), with 883,346 units sold. The seventh-generation Jetta, which went on sale this year, is now based on MQB, as are the firm’s two next best-sellers: the Tiguan SUV (769,870 sold), in both short- and long-wheelbase forms, and the Polo. The Lavida, a Jetta-sized MQB saloon sold only in China, is the firm’s sixth best-selling model, with 507,000 made in 2017. That leaves the Passat/Magotan family, which is sold in Europe, the US and China. Current European versions of this model are built on MQB, with the US and Chinese versions switching to the architecture in 2019, adding another 660,000 or so MQB cars to the sales total. Those figures are simply for Volkswagen itself: the MQB toolkit is also used widely across the group’s other brands.

Brock Lesnar will defend the WWE Universal Championship at WrestleMania against one of WWE's most po[CENSORED]r stars and is widely expected to lose the match. Chances are, you've heard that at least two other times, like at WrestleMania 34 when Roman Reigns was the overwhelming betting favorite to slay "The Beast" but surprisingly lost the bout or at Crown Jewel last November when it seemed like a shoo-in that Braun Strowman would defeat Lesnar for the vacant Universal title. Of course, fans were left with their jaws on the floor when Lesnar won the belt for the second time after having previously held it for more than 500 days. Lesnar will enter WrestleMania with a Universal title reign of more than five months and all of one title defense, and there is a sense of optimism that WWE will end his second reign of terror by having him pass the torch to Seth Rollins on the grandest stage of them all. But if fans have learned anything from recent experiences, it's that Rollins isn't at all a lock to beat Lesnar at WrestleMania 35. In fact, he's far from it. Although Lesnar's WWE contract reportedly runs out at WrestleMania 35 and he's been linked to a potential UFC return, history suggests he won't be going anywhere, and if he isn't leaving, he will probably leave WrestleMania still the Universal Champion. The widespread belief, after all, is that Lesnar has been flirting with a potential UFC return simply to leverage a better deal out of WWE, something he's done effectively in the past, like when he managed to get a "seven figure" payday for his bout at Crown Jewel. Now, Lesnar been linked to possible talks with All Elite Wrestling, and indications are that he isn't seriously considering a jump to the upstart AEW but is, as we've seen before, using another company as leverage to get himself a massive contract from WWE. Because of WWE's massive upcoming TV deals, the company can essentially spend at will, especially when it comes to acquiring and keeping talent. The fact that Dean Ambrose, a consistent upper midcarder but certainly no Brock Lesnar, was reportedly offered $1 million per year to remain with WWE certainly bodes well for Lesnar's chances of getting a lucrative contract to remain one of WWE's part-time attractions. That unfortunately doesn't bode well for Rollins at WrestleMania. The entire purpose of Lesnar's WWE run in general should be to use him as a catalyst for the creation or elevation of new stars. That was the intention of Lesnar's feud with Reigns, but WWE dropped the ball on numerous occasions in that regard. Reigns should have beaten Lesnar at both WrestleMania 34 and Greatest Royal Rumble last year but didn't. When Reigns finally did win the Universal title at SummerSlam 2018, it didn't have nearly the impact it should have had because he had previously failed so many times to conquer WWE's most protected star.Just a few months later, WWE repeated that same mistake with Strowman when he lost to Lesnar at Crown Jewel, marking the fourth pay-per-view match and second singles bout in which "The Monster Among Men" failed to topple "The Beast." Strowman hasn't been the same since, and now, WWE finds itself in a situation with Rollins that essentially mirrors the one Strowman was in just a few short months ago: It'll be Rollins vs. Lesnar at a "Big Four" pay-per-view, and though Rollins will likely have 99% of fans in his corner, WWE doesn't always listen to its audience, despite what Stephanie McMahon says. By virtually all accounts, Rollins is now WWE's best option to beat Lesnar. Reigns already has, the Strowman train has long passed, Finn Balor got his one chance, and there isn't another star in WWE, at least on Raw, who's been pushed well enough to even be considered for that spot. "The Architect" has been doing the best work of his career for more than a year now, establishing himself as a top merchandise mover and becoming arguably WWE's most po[CENSORED]r star and its best all-around performer. If not him, then who? There isn't a better or more deserving choice on Raw or SmackDown to dethrone Lesnar, so common sense says that WWE will finally pull the trigger on a Universal title win at WrestleMania 35. However, logic is often superseded by money, bad booking and the political game, which means, at best, fans should be cautiously optimistic about Rollins' chances of picking up a career-defining win on WWE's flagship pay-per-view. Ideally, he'll win. Realistically, no one can be sure that he will. Blake Oestriecher is an elementary school teacher by day and a sports writer by night. He’s a contributor to @ForbesSports, where he primarily covers WWE. You can follow him on Twitter @BOestriecher.

CHACHRO: Reiterating the country’s desire for peace and not war, Prime Minister Imran Khan on Friday categorically stated that Pakistan would not be subdued at all and would fight till the end to protect its independence and sovereignty. “Be it India or any Super Power, if anyone wants us to be subdued, we and our armed forces would fight to the end. Our people as well as the armed forces are fully prepared”, he warned while addressing a large public meeting here in District Tharparkar after distributing health cards among the poor families. The Prime Minister said since Pakistan desired peace and had also sent this message to New Delhi time and again, adding, “We also handed over to India their [captured] pilot, because we do not want war, and also offered Pakistan’s cooperation to India after the Pulwama incident.” He, however, categorically stated that no one should have any misunderstanding that it was due to any fear. “This is a new Pakistan and we want poverty alleviation”. The Prime Minister said after coming to power, he talked to Indian Prime Minister, telling him that the subcontinent was facing highest levels of poverty in the world, and that all issues should be resolved through dialogue. “But I did not know that Modi will do all this after launching his election campaign,” the Prime Minister regretted. “If you (Modi) indulged in any bloodshed of Pakistanis to win the elections, there should not be any misunderstanding, we will retaliate”, he warned. Imran Khan said since he was born in an independent Pakistan as against his parents who were born in a slave India, his parents never let him forget this fact. “When I describe Tipu Sultan as our hero, it is because of the fact that Tipu Sultan opted to fight for independence till his last moment of life, whereas Bahadur Shah Zafar surrendered and accepted slavery”, he remarked. The Prime Minister said the government as well as all the political parties in Pakistan under the National Action Plan were committed to and had decided not to let any armed group to function in the country. “We have decided to fully implement the National Action Plan and will not let any armed or militant group to use Pakistani soil for terrorism”, he added. The Prime Minister said it was a new Pakistan which was aiming to attract investment, giving employment to youth and eliminating poverty. Prime Minister Imran Khan said since half of the po[CENSORED]tion in Tharparkar belonged to Hindu religion, his government stood with them and would protect them by all means as it considered all the minorities, be it Hindus, Sikhs, Christians etc., as equal citizen and was committed to protecting their rights. He said as his role model was Quaid-e-Azam Muhammad Ali Jinnah, who did not want the division of people and was initially a strong advocate of Hindu-Muslim unity, and later he struggled for Pakistan after realizing that Congress would not ensure the protection of minorities’ rights. The Prime Minister regretted the treatment of minorities including Muslims and Kashmiris in India under the Modi government and said “Today minorities in India are endorsing the views and apprehensions of the Quaid-e-Azam.” He said it was the duty of Pakistanis to protect the rights of minorities in line with the vision of Quaid-e-Azam Muhammad Ali Jinnah who had dreamt of a country which would ensure equal rights for all without any discrimination of religion, race or creed. The Prime Minister also referred to the politics of hatred in Karachi over the last two to three decades and said only one person destroyed peace of Karachi, which would have been a Dubai of Pakistan today, for his personal political gains. It was due to that politics of hatred and violence, promoted by only one person, that led to outflow of businessmen and investors from Karachi to Dubai, Malaysia and other destinations, he remarked. Similarly, the Prime Minister said, some politicians in Punjab, when faced political hardships, raised the slogans like “Jag Punjabi Jag”. “Even in Sindh when the corruption of rulers is talked about, they use Sindh card”, he remarked. The Prime Minister said unfortunately some leaders in Sindh did not know what the political struggle was? “How a person, who changes his name from Zardari to Bhutto, can know about the struggle”, he remarked. Imran Khan also referred to recent a speech of Chairman PPP Bilawal Bhutto Zardari in the National Assembly, delivered in English and said he (Bilawal) should know that most of the people, especially the members of PML-N and JUI-F, did not fully understand the English language. The Prime Minister also rejected the view of PPP Chairman about U-Turn and said the true political leaders have to take U-Turns to reach the destination and achieve their goals. He said that if Asif Ali Zardari, who had reportedly secured his US $ 60 million from the Swiss banks after getting NRO from Pervez Musharraf, would have taken a right U-turn at that time, should not be facing the courts nowadays. The Prime Minister said though the 18th Amendment had empowered the provinces with enough funds, the federal government would do all to provide relief to the people of Tharparkar by all means. Giving the break-up of public kitty, he said, with a total annual budget of Rs. 5500 billion, Rs. 2000 billion are used for debt-servicing, Rs. 2500 billion allocated for provinces, Rs. 1700 billion for defence and security, adding, the federal government starts its financial year with a deficit of Rs. 600 billion. “Unless, we do not raise our tax collection, we do not fulfill our needs and ensure the uplift of backward areas like Tharparkar”, he added.

A third preview of .NET Core 3 has hit, along with the news that, no, the framework isn't going to feature in the upcoming Visual Studio 2019 until the second half of this year at the earliest. Microsoft first gave a sneak peek of .NET Core 3 at Build 2018 and promised to deliver a first preview of the latest open-source, cross-platform version of Micrsoft .NET tech later that year and a "final version in 2019". It actually squeaked in right at the end of 2018. Springtime for Visual Studio 2019, Autumn for .NET Core 3 As such, it is unsurprising to learn that "2019" has become "late 2019" for the much-anticipated production release of the open-source framework, replete with support for Windows desktop applications. The release will remove yet another reason for devs to keep using the ageing .NET Framework. Visual Studio 2019 is due to hit on 2 April, less than a month from now, and while it will include .NET Core 2.1 and 2.2, 3.0 won't ship until the second half of 2019 – which means it will become part of a later update to Visual Studio 2019. Richard Lander, program manager for the .NET team, has said the actual ship date will be announced at Microsoft's Build 2019 conference in May. Lander also noted that future previews of .NET Core 3.0 will be emitted monthly from now on until release. Hopefully we will not see a Preview 12. There are, however, plenty of tweaks in Preview 3 worthy of a closer look. And they call it Docker love Developers dealing with applications packaged with containers will be happy to hear that work has been done on memory limits. Lander admitted that the work done in 2017 on memory limits "isn't aggressive enough" with apps being killed as they blow past set limits. Setting Docker limits below 100MB gave results that Lander described as "not great". The gang has therefore implemented default heap maximums significantly lower than the Docker limits with an explicit size set as either an absolute value or a percentage of the control group (cgroup) limit. Lander acknowledged the focus had been making the limits work well for Linux containers and plans were afoot to do the same for Windows. There is also support for authoring .NET Standard 2.1 libraries, although the default continues to be 2.0. After all, .NET Standard 2.1 isn't going to be supported by the .NET Framework any time soon. And, of course, if you want any of that .NET Standard 2.1 goodness in Visual Studio, you had best upgrade to 2019. It won't be supported in 2017. A minor increment over .NET Standard 2.0, 2.1 includes support for handy features such as Span<T> as well as virtually all of the 800 or so new members added since .NET Core was open-sourced. As for the much-wished-for Windows Desktop functionality, high DPI support has been added to the Application class. Lander also issued an update on the open-sourcing of the Windows Presentation Foundation (WPF) and WinForms projects. The gang is nearing the end of the work and expect the remaining bits of WPF code to be published some time after .NET Core Preview 4. Those swears are clearly taking a while to excise. ®

In an investor presentation, AMD has confirmed that their 3rd Generation Ryzen and Ryzen Threadripper processors will be launching this year. This confirms the rumors we have been hearing on Ryzen 3000 series with a possible launch timeframe in July. The more interesting development is the confirmation of Ryzen Threadripper 3000 series processors in 2019. AMD Ryzen 3000 and Ryzen Threadripper 3000 Series CPUs With Zen 2 Cores Confirmed To Launch in 2H of 2019 AMD’s Ryzen and Ryzen Threadripper processors are aimed at two completely different markets. The Ryzen CPUs are featured on the mainstream AM4 platform while the Ryzen Threadripper are accompanied by the higher end TR4 platform. We have seen two generations of both Ryzen and Ryzen Threadripper CPUs since the first Gen arrived in 2017 and soon, we will be getting our first taste of what the 3rd Generation Ryzen and Ryzen Threadripper processors will have to offer to consumers.Both processor families will be based on the new Zen 2 core architecture which is made possible with TSMC’s bleeding edge 7nm process node. AMD has reaffirmed that their Zen 2 based Ryzen 3000 series processors for the AM4 desktop platform will be available in mid of 2019. We are now hearing multiple reports of a possible launch in early July and that might be it as far as the launch day is concerned for the new desktop processors. AMD has made significant changes to their CPU architecture which help deliver twice the throughput of their first generation Zen architecture. The major points include an entirely redesigned execution pipeline, major floating point advances with doubled the floating point to 256-bit and double bandwidth for load/store units. One of the key upgrades for Zen 2 is the doubling of the core density which means we are now looking at 2x the core count for each core complex (CCX).Improved Execution Pipeline Doubled Floating Point (256-bit) and Load/Store (Doubled Bandwidth) Doubled Core Density Half the Energy Per Operation Improved Branch Prediction Better Instruction Pre-Fetching Re-Optimized Instruction Cache Larger Op Cache Increased Dispatch / Retire Bandwidth Maintaining High Throughput for All Modes Zen 2 also includes stronger hardware level enhancements when it comes to security. This further solidifies AMD CPUs against enhanced Spectre variants and these mitigations will be adopted fully be Zen 2. When it comes to Zen, AMD already had strong software level support when it came to security and they have further enhanced it through low-level software mitigations.AMD will also be hosting a public demonstration of their Ryzen 3000 series processors early at Computex 2019 but the actual launch would take place a month later. In addition to the Ryzen 3000 series processors, AMD has also confirmed that their HEDT Ryzen Threadripper processors will also get an update in the form of 3rd Generation Ryzen Threadripper. The new high-end CPU lineup aims to feature an even higher number of cores and really good clock speeds compared to the current generation lineup. We know that EPYC “Rome” CPUs will be featuring up to 64 cores and 128 threads so it’s not hard to suggest that we will also be getting something similar on the TR4 (HEDT) platform.AMD Ryzen Threadripper 3000 Series CPUs – Here’s What To Expect In Terms of Price, Specs, and Performance The AMD Ryzen Threadripper 3000 series family will debut in the second half of 2019. This family will be internally known as “Castle Peak” and is stated to bring dominant leadership in the HEDT market. The family will prove to be a new watermark in performance and overall efficiency while new platform features will be introduced on the TR4 socketed motherboards to take them to the next level. We will also be looking at PCIe Gen 4.0 support on these Considering that AMD would want to remain in dominant position with Threadripper 3000 series, we will be looking at some spectacular amounts of multi-threaded performance numbers which would only get better with the added clock speeds thanks to the 7nm process node. The CPUs will also be getting a major core bumps but AMD would like to keep prices close to current levels. If we look at the trend with AMD’s jump from Ryzen Threadripper 1000 to Ryzen Threadripper 2000, we saw that the new processors with core parity of the previous generation were priced around the same with a $200-$300 shaved off from their previous price tag. The 1950X became 2950X and cost $200 US less. The higher core count parts were at a different market tier entirely, costing north of $1200 US but at the same time, much cheaper than their Core-X competitors.In terms of raw performance output, the new die layout remains to be tested but since it is more refined over the previous two generations with a stronger interconnect between them, the cache and latency performance may end up giving a bigger boost to total system responsiveness. AMD X570 Chipset – A New House For AMD’s Next-Gen Ryzen 3000 Series CPUs As we saw with X470, there were a few features for the Ryzen 2000 series processors which were only supported by new motherboards such as Precision Boost Overdrive and XFR 2.0. There’s no doubt that AMD’s Zen 2 based Ryzen mainstream processor family would come with new features but the main highlight would be support for PCIe Gen4. The X570 platform would be all PCIe Gen4 solution which means this would most probably be the first consumer platform to feature support for the new PCIe standard. That, however, doesn’t mean that AMD Ryzen 3000 series would only be compatible on X570 boards since just like last time, the new CPUs will be backward compatible with X470 & X370 boards too. They certainly won’t display the same feature set that will be available on the newly launched X570 lineup but will feature fully stable functionality for users who just want to drop in a new CPU and continue using their PCs without the hassle of upgrading the motherboard and everything from scratch.Motherboard manufacturers are said to be expecting 12 and 16 core parts and would design their upcoming motherboards around this information. So we can see better power delivery and more stable operation for higher core count chips. Our sources have also confirmed that the first Ryzen 3000 samples are already delivered to partners with the second batch heading out soon. It only proves that AMD is in a much ready state with Ryzen 3000 series processors and we can’t wait to hear more details from the red team on their new mainstream and high-end desktop parts soon.confirmed for the X570 chipset based AM4 motherboards for Ryzen 3000 series CPUs.

Following the unveiling of three landmark concept cars at the Geneva motor show, Aston Martin has released new images and a video of its upcoming DBX SUV undergoing extreme weather testing in Sweden. Testing is taking place at tyre manufacturer Pirelli's Flurheden proving ground as part of the two brands' ongoing partnershipAston Martin chief engineer Matt Becker said: "Testing these prototypes in cold climate conditions helps us to assess the car’s early dynamics and, crucially, ensure confidence-inspiring sure-footedness on low-grip surfaces. "This car propels Aston Martin into a new segment and our engineering team are enjoying the challenges of developing a quality luxury SUV experience through this robust testing schedule. Progress is on track and I am confident that we will deliver over and above what our customers would expect from an Aston Martin SUV." The DBX is the first Aston Martin to go through a new dedicated test programme, to ensure it can produce the kind of dynamic on-road performance on which Aston has always made its name, allied to some credibility off road. Testing is also due to take place in the deserts of the Middle East, on German autobahns and at the Nürburgring. The DBX was recently seen on UK roads testing the brand's AMG-sourced twin-turbocharged 4.0-litre V8, which is expected to be the first engine offered in the SUV when it arrives before the end of the year. Expect a similar power output to the DB11's 503bhp.The new images from Sweden show the same five-door body shape as the official 'spy shots' released by Aston Martin last year. The model is expected to retain this profile for production. Unlike the concept, the production DBX will feature a more conventional five-door layout rather than the sleeker three-door design that was originally expected. The DBX is one of the most important models in Aston Martin’s history and the next phase of the company’s turnaround plan under boss Andy Palmer. While every Aston produced under Palmer to date as part of his ‘Second Century’ plan has been a replacement for an existing model (DB11, Vantage and DBS Superleggera), the DBX breaks new ground by having no direct predecessor.As well as being the first Aston SUV, it is also the first Aston to be produced in a new purpose-built factory in St Athan, Wales. During its life cycle, it will introduce hybrid technology to Aston and it will also play a key role in trying to attract female buyers to the Aston Martin brand. The DBX is built on an Aston Martin architecture that will be closely related to that set to underpin the Lagonda saloon and Lagonda SUV, which Aston also has in the pipeline. The new Lagondas will be built alongside the DBX in Wales, starting from 2021. However, whereas the Lagonda models will be electrically driven, the DBX will start life with petrol power before getting Mercedes-sourced hybrid technology early in the next decade. Aston Martin’s own V12 and Mercedes-AMG’s V8 engines will both find their way into the DBX, with Mercedes also donating the car’s electrical architecture. The DBX will compete against the likes of the Lamborghini Urus, Bentley Bentayga, Rolls-Royce Cullinan and upcoming Ferrari SUV. Given the broad appeal and rise in po[CENSORED]rity of SUVs, the DBX is expected to quickly become Aston’s best-selling model. The DBX was first seen in its distincitive prototype camouflage on the gravel stages of the Wales Rally GB, for the first time giving hints of the final production car’s design. There’s little left of the DBX concept in the camouflaged test mule, although the sleek silhouette does remain, albeit with an extra pair of doors.Sharp body creases and a pronounced shoulder line help reduce the overall visual bulk of what is the most high-sided Aston yet produced, while a new integrated grille design performs a similar role at the front of the car. It will also be the first all-new Aston Martin model launched after the company’s stock market flotation, after the firm returned to profitability last year. Aston Martin's Andy Palmer on stock flotation: Q&A Aston Martin has changed significantly as a company under the leadership of Andy Palmer, who joined as CEO in 2014. He has brought financial stability to the company and returned it to profit. In 2017, the company was in the black for the first time since 2010. Aston’s first-half results in 2018 showed that it recorded a pre-tax profit of £20.7 million.Palmer has underpinned that growth with his so-called ‘Second Century’ plan, which is formed of seven models being launched over seven years at the rate of one per year, each then on sale for a seven-year model cycle with various derivatives and special-edition versions launched within that. Opinion: Ferrari shows how far Aston still has to go Hybrid powertrains to arrive later in DBX's lifecycle Daimler will provide Aston’s hybrid technology and is also one of two routes for sourcing full-electric drivetrains, according to Palmer, with other external partners also being explored. Aston has sourced an 800V system for its first electric car, the limited-run RapidE due in 2019, and Palmer said 800V and access to the latest chemistry is key to any future EV powertrain from the firm. Although hybrid versions of the DBX are a long way off, the car will be launched with a Mercedes-sourced 4.0-litre V8 and Aston’s own 5.2-litre V12 as core engine options. Palmer said that although he lists the DBX’s rivals as the Bentayga, Urus, Cullinan and upcoming Ferrari, each model performs a very different role in the super-luxury SUV segment. “Those minded towards a beauty of execution will move to Aston,” he said. First-time Aston customers are expected to be found in China and North America in particular for the DBX, but Palmer said plenty of existing Aston owners will be interested, too. “It’s fascinating to me that 72% of Aston customers also own an SUV, and normally these are Cayennes or Range Rovers,” he said. “If you’re converted to Aston, it’ll be easier to convert buyers to an Aston SUV.”The DBX is expected to sell at around 5000 units per year, which would comfortably make it Aston’s most po[CENSORED]r model. Last year, the firm sold 6441 units in total, with the long-term goal of up to 14,000 split between 7000 each from Gaydon and St Athan, plus additional sales of two special, limited-run models each year.

Amidst the tensions between India and Pakistan, there are sane voices emerging from either sides of the border paving way for peace to prevail instead of fueling the hostility even more, unlike a few prominent names in Bollywood. Forty-six-year-old John Abraham has come forth as a pacifying voice a midst the strains who at the trailer launch of his upcoming film RAW –Romeo Akbar Walter, stated that Indians should not be stereotyping Pakistan and should root for peace. “Indians are stereotyping the people of Pakistan and that’s probably the most dangerous sign. It shouldn’t happen. There has to be a war against terror, not against a country, a particular religion or between multiple religions,” he stated. “I am very clear in my outlook. I will probably get picked on, but I am not going to sit on the fence and say nahi yaar, yeh audience ko acha lagega, yeh bura lagega [The audience will like this and they will not like this],” he added. Regarding his film that encircles a patriotic story, hitting theaters at a politically relevant time, the actor clarified that the release had been planned since last year and this was merely a coincidence. “We don’t want to sound like opportunists in the current situation. The producers had planned almost a year ago that they will be releasing the film around this time,” he stated.