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Computer scientists at Rice University have created a deep-learning, software-coding application that can help human programmers navigate the growing multitude of often-undocumented application programming interfaces, or APIs. Known as Bayou, the Rice application was created through an initiative funded by the Defense Advanced Research Projects Agency aimed at extracting knowledge from online source code repositories like GitHub. A paper on Bayou will be presented May 1 in Vancouver, British Columbia, at the Sixth International Conference on Learning Representations, a premier outlet for deep learning research. Users can try it out at askbayou.com. Designing applications that can program computers is a long-sought grail of the branch of computer science called artificial intelligence (AI). "People have tried for 60 years to build systems that can write code, but the problem is that these methods aren't that good with ambiguity," said Bayou co-creator Swarat Chaudhuri, associate professor of computer science at Rice. "You usually need to give a lot of details about what the target program does, and writing down these details can be as much work as just writing the code. "Bayou is a considerable improvement," he said. "A developer can give Bayou a very small amount of information -- just a few keywords or prompts, really -- and Bayou will try to read the programmer's mind and predict the program they want." Chaudhuri said Bayou trained itself by studying millions of lines of human-written Java code. "It's basically studied everything on GitHub, and it draws on that to write its own code." Bayou co-creator Chris Jermaine, a professor of computer science who co-directs Rice's Intelligent Software Systems Laboratory with Chaudhuri, said Bayou is particularly useful for synthesizing examples of code for specific software APIs. "Programming today is very different than it was 30 or 40 years ago," Jermaine said. "Computers today are in our pockets, on our wrists and in billions of home appliances, vehicles and other devices. The days when a programmer could write code from scratch are long gone." Bayou architect Vijay Murali, a research scientist at the lab, said, "Modern software development is all about APls. These are system-specific rules, tools, definitions and protocols that allow a piece of code to interact with a specific operating system, database, hardware platform or another software system. There are hundreds of APIs, and navigating them is very difficult for developers. They spend lots of time at question-answer sites like Stack Overflow asking other developers for help." Murali said developers can now begin asking some of those questions at Bayou, which will give an immediate answer. "That immediate feedback could solve the problem right away, and if it doesn't, Bayou's example code should lead to a more informed question for their human peers," Murali said. Jermaine said the team's primary goal is to get developers to try to extend Bayou, which has been released under a permissive open-source license. "The more information we have about what people want from a system like Bayou, the better we can make it," he said. "We want as many people to use it as we can get." Bayou is based on a method called neural sketch learning, which trains an artificial neural network to recognize high-level patterns in hundreds of thousands of Java programs. It does this by creating a "sketch" for each program it reads and then associating this sketch with the "intent" that lies behind the program. When a user asks Bayou questions, the system makes a judgment call about what program it's being asked to write. It then creates sketches for several of the most likely candidate programs the user might want. "Based on that guess, a separate part of Bayou, a module that understands the low-level details of Java and can do automatic logical reasoning, is going to generate four or five different chunks of code," Jermaine said. "It's going to present those to the user like hits on a web search. 'This one is most likely the correct answer, but here are three more that could be what you're looking for.'"

AMD’s rumor mill, it definitely be a turning. According to Red Gaming Tech and OC3D AMD’s delayed Navi architecture could be launching as early as July this year. Indeed with Lisa Su announcing that: “you will hear more about Navi in 2019,” multiple sites are now reporting on a new source who’s suggesting that the company is very happy with the outcome of Navi so far, and expecting an announcement at E3 this year, followed by a hard launch one month later. Based off of the TSMC’s 7nm architecture debuted at CES with the Radeon VII, Navi is supposedly aimed at the low-mid range GPU portion for now, designed to tackle the likes of the GTX 1070 Ti/RTX 2060 respectively. What is surprising about this rumor is there’s no mention of a high-end Navi variant until early 2020, suggesting that Navi as a whole is a replacement for the now aging, and much refreshed Polaris graphics architecture. Looking back at the original notes we have from AMD on Navi’s architecture, the big key word that keeps popping up is its “scalability”, although there’s no actual confirmation on what that exactly means, whether it’s a multi-die chip similar to Ryzen, or just a better scaling architecture than GCN’s max 4,096 stream processor limitation, it’s an exciting prospect to see AMD break down that artificially imposed barrier, and opens up a lot of options for the company. If this is true, it should give the Radeon VII a healthy-ish shelf life, and at least give the company a chance to stymie the oncoming tide of Nvidia’s high-end flagship GPUs, at least for the time being. The big mystery now is going to be how exactly Navi will fit into the lineup. We know Arcturus, Navi’s successor should be launching some time in 2020 as well, as a true high-end successor. Yet Navi itself is being labelled as AMD’s prodigal son. Is it purely because of it circumventing GCN’s limitations? Who knows. If I were a betting man, and I’m afraid to say I am, I’d put my money on Navi being a true new architecture 7nm test, with the following Arcturus cards being enterprise oriented, followed by a big Navi, high-end flagship in 2020 with a 7nm+ refresh.

Ghosn remains in custody in Japan after being indicted on charges of serious financial misconduct, aggravated breach of trust and understating his income for three years. New allegations come direct from two of his former employers, claiming he failed to consult the board when receiving payments from Nissan-Mitsubishi BV (NMBV), a Netherlands-based joint venture set up to explore greater collaboration within the group. Prosecutors laid further charges against Ghosn last week, days after he issued a public statement claiming that he has been "wrongly accused" of serious financial misconduct. The 64-year-old was arrested by prosecutors in Japan in November last year. His hearing at a court in Tokyo on Tuesday was his first public appearance since then. In a prepared statement to the court issued by his legal team, Ghosn said: “I am innocent of the accusations made against me. I have always acted with integrity and have never been accused of any wrongdoing in my several-decade professional career. “I have been wrongly accused and unfairly detained based on meritless and unsubstantiated accusations.” The court hearing was requested by Ghosn’s lawyers to explain the reasons for his prolonged detention. The judge, Yuichi Tada, said it was because he was considered a flight risk, and the possibility of concealing evidence. According to reports, Ghosn was led into the court in handcuffs and with a rope around his waist, and appeared notably thinner than previously. Find an Autocar car review Driven this week Volkswagen Polo GTI 2018 long-term review - hero front 19 JANUARY 2019 FIRST DRIVE Volkswagen Polo GTI 2019 long-term review Does VW’s hot supermini prioritise quality over driving fun? Let’s find out Volkswagen Arteon 2018 long-term review hero front 18 JANUARY 2019 FIRST DRIVE Volkswagen Arteon long-term review Is this a shrewd, lower-cost route to sleek four-door luxury motoring? Let’s... Alfa Romeo Stelvio Quadrifoglio 2019 road test review - hero front 18 JANUARY 2019 CAR REVIEW Alfa Romeo Stelvio Quadrifoglio Alfa’s latest Quadrifoglio performance model meets the Autocar timing gear.... In his statement, Ghosn also listed his achievements during his time as head of Nissan, and added: “I have a genuine love and appreciation for Nissan. “I believe strongly that in all of my efforts on behalf of the company, I have acted honourably, legally and with the knowledge and approval of the appropriate executives inside the company – with the sole purpose of supporting and strengthening Nissan, and helping to restore its place as one of Japan’s finest and most respected companies.” While he has been removed as the chairman of Nissan and Mitsubishi, Ghosn remains the chairman and CEO of Renault. Ghosn denies claims in statement Responding to the claims of under-reporting his salary, Ghosn said: “I never received any compensation from Nissan that was not disclosed, nor did I ever enter into any binding contract with Nissan to be paid a fixed amount that was not disclosed.” Ghosn’s statement included rebuttals of several of the specific charges made against him, which include claims he moved personal investment losses totalling 1.85bn yen (£13.3m) to Nissan. He said he did ask the company to take on the collateral temporarily due to his foreign exchange contracts, but that the company did not lose money through this move. Ghosn has also been accused of using Nissan funds to make payments to Saudi businessman Khaled Juffali, in return for a letter of credit to help with investment losses. In response, Ghosn said that Juffali was “appropriately contributed” for helping Nissan secure funding, solve an issue with a distributor in the Gulf region and negotiate the development of a plant in Saudi Arabia. Representatives of the Khaled Juffali Company also issued a statement, saying that the payments it received from Nissan were "for legitimate business pusposes".

The anthem for the latest Pakistan Super League was unveiled on Friday. The PSL 4 track, Khel Deewano Ka, was sung by EP’s frontman, Fawad Khan and produced by Coke Studio famed Shuja Haider. The first three anthems of the cricket league were sung by Ali Zafar and were very well received. However, the latest track has garnered mixed reactions from the audience. Soon after the track was released, Twitter lit up with hilarious (and mean) tweets. Here’s what people are saying Fawad and Shuja’s latest composition: Its not that bad but the lyrics and composition of the anthem made the whole anthem below average! #PSL4Anthem #FawadKhan

The devastated father of an Israeli student who was murdered on the way home from a night out has tearfully told of how he dreams to be with his daughter. Aiia Maasarwe (left), 21, was killed in the Melbourne suburb of Bundoora after getting off a tram on Tuesday night, and her partially naked body was found in parkland near a shopping centre on Wednesday morning. Ms Maasarwe's heartbroken father Saeed (centre) broke down and cried while speaking to reporters at the spot her body was found on Friday. Police arrested a 20-year-old man (top right) on Friday afternoon as heartbroken local residents gathered in a vigil for the murdered woman (bottom right).

Accpet !

GTA

Call of Duty began as WW2-era shooter focused on recreating the tense drama of war. Since then, we've had CoD games set during the Cold War, Vietnam War, modern day, even the far future and outer space. Black Ops 3 is the current Goldilocks of the CoD legacy, which is to say it sits somewhere in the middle and manages to feel juuuust right. Not too futuristic, not too held back by the past, Black Ops 3 infuses smart design with fluid gameplay to create something that feels unique and powerful without straying too far from its roots. Choosing a specific character gives competitive multiplayer a slight MOBA feel, while the campaign re-introduces four-player co-op to the series. And of course, let's not forget our undead friends lurking in the Zombies mode, which gets an entire city in Black Ops 3. Best for: A night (or week, or month) of fast-paced, highly-competitive running and gunning, or anyone who wants to see Jeff Goldblum as a zombie-slaughtering magician. Sam Prell

The extra-hardcore run-out special edition is a feature that’s become more common than red piping and chrome pedals within the model lineage of the average modern hot hatchback. Even the most celebrated and well-established of them all, the VW Golf GTI, can’t last for a whole model lifecycle without one. We’re lucky it can’t, by the way – or we’d have missed out on some utterly brilliant fast hatchbacks over this car’s long and illustrious history: the ‘G60’-engined supercharged mkIIs, the mkV Edition 30 and the stellar mkVII Clubsport S. These fast Golfs are, at their best, irresistible enigmas: cars whose brilliance seems simultaneously to make both absolutely perfect sense and no sense whatsoever. The superbly adaptable Golf GTI has sat, for the past three model generations at least and arguably for even longer, precisely where real-world performance, driver reward, usability and value have met in the hot hatchback segment. Any change you make to that supreme compromise, therefore, ought to make for a lesser hot hatchback. And yet still Wolfsburg has tinkered – not least, you suspect, because the GTI’s ice-cool 'needn’t be the class hard man' positioning means there’s always been both the demand and the opportunity to do it. And when they’ve done it, perhaps not invariably but at least pretty regularly and so often against the odds, an even better Golf GTI has emerged. Emerging this time, as a farewell to what we might call the GTI mk7.5, is an ode to the FIA’s now globally po[CENSORED]r Touring Car Racing motorsport formula. The GTI TCR is also a clear attempt to keep VW’s evergreen hot hatchback competitive. In a field of increasingly powerful fast front-drivers, the regular GTI Performance version’s 242bhp (the 228bhp GTI having been removed from sale in the UK last year) doesn’t cut much Grey Poupon these days. So, here, power jumps to a peak 286bhp, and torque to 280lb ft, courtesy of a version of the 2017 GTI Clubsport Edition 40’s ‘EA888’ 2.0-litre turbo four pot that’s been updated with new software management, furnished with a couple of extra radiators, and made WLTP-emissions compliant. Unlike the pre-facelift GTI Clubsport 40, however, the GTI TCR only comes in two-pedal, DSG-gearbox form – and it uses the mk7.5’s seven-speed twin-clutch transmission rather than the Clubsport’s six-speed paddle-shifter. Like the GTI Performance, the GTI TCR gets VW’s electronic locking ‘eDiff’ as standard, but it adds the sizable composite brake discs and 17in calipers of the old GTI Clubsport S, as well as forged 18in alloy wheels. It comes as standard with passive suspension developed from that of the GTI Performance, with revalved, firmed-up dampers, and with shortened, stiffened coil springs that drop the car 5mm closer still to the Tarmac. “The Clubsport S was even stiffer again,” explained VW touring car racer Benny Leuchter (who had a hand in the development of the road-going GTI TCR), “but the bigger difference between them is how much more negative wheel camber the Clubsport S had. The TCR has been developed primarily for road use but also for more typical racing circuits. The Clubsport S was set up especially for the Nordschleife.” The Nordschleife – and just about any British B-road you cared to hurl it down, as it turned out. On the GTI TCR, you can choose between two optional rolling chassis upgrade packages. The first adds forged 19in rims and beefed up adaptive dampers, the second a slightly different set of forged 19in rims, the same sports adaptive dampers and Michelin Pilot Sport Cup 2 tyres (the latter appeared as standard on the Clubsport S, you may remember). Both upgrade packages also see the car’s 155mph speed limiter removed. While UK prices on the GTI TCR and its options are to be confirmed, the more expensive of the two upgrade packages is likely to add about £3000 to your order. Outwardly, the TCR is probably best distinguished from the lesser GTI by its matt black alloy wheels, and the extended front splitter, rear diffuser and roof spoiler that make up its new TCR racer-inspired aero kit. Well, those and the car’s motorsport-tastic hexagonal side decals (which are effectively a no-cost option – so you can dispense with them if you prefer). You can add carbonfibre door mirror caps, which make for a classier-looking extra identifying visual touch; or you can opt for ‘pure grey’ paint if you like, which is exclusive to the TCR – but, in this tester’s opinion, looks about as exciting as a pallbearer’s cravat. On the inside of the car, meanwhile, a new pair of microfibre-and-cloth sports seats appear, as does a modified steering wheel with perforated leather grips and a competition-style dead-centre marker in red. VW insiders say the interior of the eighth-generation VW Golf, which is due for a public airing later this year, is a big step on from this car. But, while that’s an entirely believable claim, it’s not as if there’s much wrong with the cabin of the seventh-gen car. The TCR’s driving position is near-perfect for a hot hatchback. Its new sports seats are almost ideally, oh-so-comfortably clenching, and its interior fittings look and feel absolutely first class, showing very few signs of age. But most of that’s also true of a regular GTI, of course, and wouldn’t be a good reason for find an extra £5000. So what would be? Well, the TCR certainly delivers a dose more straight-line pace than the car on which it was based – though not a huge one. There is only 7lb ft of extra torque on offer here than in a GTI Performance, which probably isn’t enough to notice in terms of mid-range thrust – although the TCR doesn’t feel short on the stuff. Where the car really delivers on its makeover is at high revs, and particularly so over the last 1500rpm of the operating rev range, when that freed-up 2.0-litre pulls with notably greater enthusiasm and venom than GTI drivers will be used to. The engine also retains a nicely balanced broad spread of potency, and has better low-range response than the old Clubsport series cars thanks to better ECU mapping. It may not quite have the measure of absolutely every engine of its kind, but the TCR’s motor effectively banishes any semblance of meekness from the GTI’s character. If you want a really fast and exciting hot hatchback, this engine just about puts the Golf GTI back in the conversation. Whether the TCR’s ride and handling keep it in that conversation, however, is unexpectedly open to question. From an engineering team that could so easily have simply duplicated the axles of the superb GTI Clubsport S here, but for some reason chose not to, that comes as a surprise to say the least. The TCR is still a fine hot hatchback and a compelling driver’s car, but one that doesn’t have the otherworldly body control and wheel dexterity of the last extra-special GTI – and that’s regardless how you’ve got it its adaptive dampers configured. And yet – because the TCR is still a GTI at heart – it doesn’t have the hip-swivelling handling agility, tactile driver engagement or the sheer excitement value of its greatest rivals, either. The car is totally at home on track, particularly so on the optional Michelin Cup 2 rubber on which we tested it – but with more notable precision and unflappable stability about its handling than balance and direction-changing vigour. It’s enormously capable and viceless when being driven fast, keeping its body supremely flat and working its tyres very evenly, and sticking as assiduously to a chosen line as a besieged British cabinet minister. On the road, though, where you expect a fast Golf to be nothing short of brilliant, the TCR’s ride is guilty of the odd stumble and stutter. It can feel firm, stubborn and excitable when dealing with bigger, sharper intrusions – though it’s not so reactive as ever to deflect the car’s steering, nor is it any kind of barrier to your enjoyment of the car when the surface is good. But now and again, when a ridge or lump in the road taken at pace makes the car’s damping bristle and grab – and when the suspension seems keener on pummeling the road and rebounding off it than engaging with it – one particularly telling and unwelcome thought may begin to interrupt your enjoyment of this car, just as it did for me: “wouldn’t a standard GTI have dealt with that better”? Outwardly, the TCR is probably best distinguished from the lesser GTI by its matt black alloy wheels, and the extended front splitter, rear diffuser and roof spoiler that make up its new TCR racer-inspired aero kit. Well, those and the car’s motorsport-tastic hexagonal side decals (which are effectively a no-cost option – so you can dispense with them if you prefer). You can add carbonfibre door mirror caps, which make for a classier-looking extra identifying visual touch; or you can opt for ‘pure grey’ paint if you like, which is exclusive to the TCR – but, in this tester’s opinion, looks about as exciting as a pallbearer’s cravat. On the inside of the car, meanwhile, a new pair of microfibre-and-cloth sports seats appear, as does a modified steering wheel with perforated leather grips and a competition-style dead-centre marker in red. VW insiders say the interior of the eighth-generation VW Golf, which is due for a public airing later this year, is a big step on from this car. But, while that’s an entirely believable claim, it’s not as if there’s much wrong with the cabin of the seventh-gen car. The TCR’s driving position is near-perfect for a hot hatchback. Its new sports seats are almost ideally, oh-so-comfortably clenching, and its interior fittings look and feel absolutely first class, showing very few signs of age. But most of that’s also true of a regular GTI, of course, and wouldn’t be a good reason for find an extra £5000. So what would be? Well, the TCR certainly delivers a dose more straight-line pace than the car on which it was based – though not a huge one. There is only 7lb ft of extra torque on offer here than in a GTI Performance, which probably isn’t enough to notice in terms of mid-range thrust – although the TCR doesn’t feel short on the stuff. Where the car really delivers on its makeover is at high revs, and particularly so over the last 1500rpm of the operating rev range, when that freed-up 2.0-litre pulls with notably greater enthusiasm and venom than GTI drivers will be used to. The engine also retains a nicely balanced broad spread of potency, and has better low-range response than the old Clubsport series cars thanks to better ECU mapping. It may not quite have the measure of absolutely every engine of its kind, but the TCR’s motor effectively banishes any semblance of meekness from the GTI’s character. If you want a really fast and exciting hot hatchback, this engine just about puts the Golf GTI back in the conversation. Whether the TCR’s ride and handling keep it in that conversation, however, is unexpectedly open to question. From an engineering team that could so easily have simply duplicated the axles of the superb GTI Clubsport S here, but for some reason chose not to, that comes as a surprise to say the least. The TCR is still a fine hot hatchback and a compelling driver’s car, but one that doesn’t have the otherworldly body control and wheel dexterity of the last extra-special GTI – and that’s regardless how you’ve got it its adaptive dampers configured. And yet – because the TCR is still a GTI at heart – it doesn’t have the hip-swivelling handling agility, tactile driver engagement or the sheer excitement value of its greatest rivals, either. The car is totally at home on track, particularly so on the optional Michelin Cup 2 rubber on which we tested it – but with more notable precision and unflappable stability about its handling than balance and direction-changing vigour. It’s enormously capable and viceless when being driven fast, keeping its body supremely flat and working its tyres very evenly, and sticking as assiduously to a chosen line as a besieged British cabinet minister. On the road, though, where you expect a fast Golf to be nothing short of brilliant, the TCR’s ride is guilty of the odd stumble and stutter. It can feel firm, stubborn and excitable when dealing with bigger, sharper intrusions – though it’s not so reactive as ever to deflect the car’s steering, nor is it any kind of barrier to your enjoyment of the car when the surface is good. But now and again, when a ridge or lump in the road taken at pace makes the car’s damping bristle and grab – and when the suspension seems keener on pummeling the road and rebounding off it than engaging with it – one particularly telling and unwelcome thought may begin to interrupt your enjoyment of this car, just as it did for me: “wouldn’t a standard GTI have dealt with that better”? Outwardly, the TCR is probably best distinguished from the lesser GTI by its matt black alloy wheels, and the extended front splitter, rear diffuser and roof spoiler that make up its new TCR racer-inspired aero kit. Well, those and the car’s motorsport-tastic hexagonal side decals (which are effectively a no-cost option – so you can dispense with them if you prefer). You can add carbonfibre door mirror caps, which make for a classier-looking extra identifying visual touch; or you can opt for ‘pure grey’ paint if you like, which is exclusive to the TCR – but, in this tester’s opinion, looks about as exciting as a pallbearer’s cravat. On the inside of the car, meanwhile, a new pair of microfibre-and-cloth sports seats appear, as does a modified steering wheel with perforated leather grips and a competition-style dead-centre marker in red. VW insiders say the interior of the eighth-generation VW Golf, which is due for a public airing later this year, is a big step on from this car. But, while that’s an entirely believable claim, it’s not as if there’s much wrong with the cabin of the seventh-gen car. The TCR’s driving position is near-perfect for a hot hatchback. Its new sports seats are almost ideally, oh-so-comfortably clenching, and its interior fittings look and feel absolutely first class, showing very few signs of age. But most of that’s also true of a regular GTI, of course, and wouldn’t be a good reason for find an extra £5000. So what would be? Well, the TCR certainly delivers a dose more straight-line pace than the car on which it was based – though not a huge one. There is only 7lb ft of extra torque on offer here than in a GTI Performance, which probably isn’t enough to notice in terms of mid-range thrust – although the TCR doesn’t feel short on the stuff. Where the car really delivers on its makeover is at high revs, and particularly so over the last 1500rpm of the operating rev range, when that freed-up 2.0-litre pulls with notably greater enthusiasm and venom than GTI drivers will be used to. The engine also retains a nicely balanced broad spread of potency, and has better low-range response than the old Clubsport series cars thanks to better ECU mapping. It may not quite have the measure of absolutely every engine of its kind, but the TCR’s motor effectively banishes any semblance of meekness from the GTI’s character. If you want a really fast and exciting hot hatchback, this engine just about puts the Golf GTI back in the conversation. Whether the TCR’s ride and handling keep it in that conversation, however, is unexpectedly open to question. From an engineering team that could so easily have simply duplicated the axles of the superb GTI Clubsport S here, but for some reason chose not to, that comes as a surprise to say the least. The TCR is still a fine hot hatchback and a compelling driver’s car, but one that doesn’t have the otherworldly body control and wheel dexterity of the last extra-special GTI – and that’s regardless how you’ve got it its adaptive dampers configured. And yet – because the TCR is still a GTI at heart – it doesn’t have the hip-swivelling handling agility, tactile driver engagement or the sheer excitement value of its greatest rivals, either. The car is totally at home on track, particularly so on the optional Michelin Cup 2 rubber on which we tested it – but with more notable precision and unflappable stability about its handling than balance and direction-changing vigour. It’s enormously capable and viceless when being driven fast, keeping its body supremely flat and working its tyres very evenly, and sticking as assiduously to a chosen line as a besieged British cabinet minister. On the road, though, where you expect a fast Golf to be nothing short of brilliant, the TCR’s ride is guilty of the odd stumble and stutter. It can feel firm, stubborn and excitable when dealing with bigger, sharper intrusions – though it’s not so reactive as ever to deflect the car’s steering, nor is it any kind of barrier to your enjoyment of the car when the surface is good. But now and again, when a ridge or lump in the road taken at pace makes the car’s damping bristle and grab – and when the suspension seems keener on pummeling the road and rebounding off it than engaging with it – one particularly telling and unwelcome thought may begin to interrupt your enjoyment of this car, just as it did for me: “wouldn’t a standard GTI have dealt with that better”? Outwardly, the TCR is probably best distinguished from the lesser GTI by its matt black alloy wheels, and the extended front splitter, rear diffuser and roof spoiler that make up its new TCR racer-inspired aero kit. Well, those and the car’s motorsport-tastic hexagonal side decals (which are effectively a no-cost option – so you can dispense with them if you prefer). You can add carbonfibre door mirror caps, which make for a classier-looking extra identifying visual touch; or you can opt for ‘pure grey’ paint if you like, which is exclusive to the TCR – but, in this tester’s opinion, looks about as exciting as a pallbearer’s cravat. On the inside of the car, meanwhile, a new pair of microfibre-and-cloth sports seats appear, as does a modified steering wheel with perforated leather grips and a competition-style dead-centre marker in red. VW insiders say the interior of the eighth-generation VW Golf, which is due for a public airing later this year, is a big step on from this car. But, while that’s an entirely believable claim, it’s not as if there’s much wrong with the cabin of the seventh-gen car. The TCR’s driving position is near-perfect for a hot hatchback. Its new sports seats are almost ideally, oh-so-comfortably clenching, and its interior fittings look and feel absolutely first class, showing very few signs of age. But most of that’s also true of a regular GTI, of course, and wouldn’t be a good reason for find an extra £5000. So what would be? Well, the TCR certainly delivers a dose more straight-line pace than the car on which it was based – though not a huge one. There is only 7lb ft of extra torque on offer here than in a GTI Performance, which probably isn’t enough to notice in terms of mid-range thrust – although the TCR doesn’t feel short on the stuff. Where the car really delivers on its makeover is at high revs, and particularly so over the last 1500rpm of the operating rev range, when that freed-up 2.0-litre pulls with notably greater enthusiasm and venom than GTI drivers will be used to. The engine also retains a nicely balanced broad spread of potency, and has better low-range response than the old Clubsport series cars thanks to better ECU mapping. It may not quite have the measure of absolutely every engine of its kind, but the TCR’s motor effectively banishes any semblance of meekness from the GTI’s character. If you want a really fast and exciting hot hatchback, this engine just about puts the Golf GTI back in the conversation. Whether the TCR’s ride and handling keep it in that conversation, however, is unexpectedly open to question. From an engineering team that could so easily have simply duplicated the axles of the superb GTI Clubsport S here, but for some reason chose not to, that comes as a surprise to say the least. The TCR is still a fine hot hatchback and a compelling driver’s car, but one that doesn’t have the otherworldly body control and wheel dexterity of the last extra-special GTI – and that’s regardless how you’ve got it its adaptive dampers configured. And yet – because the TCR is still a GTI at heart – it doesn’t have the hip-swivelling handling agility, tactile driver engagement or the sheer excitement value of its greatest rivals, either. The car is totally at home on track, particularly so on the optional Michelin Cup 2 rubber on which we tested it – but with more notable precision and unflappable stability about its handling than balance and direction-changing vigour. It’s enormously capable and viceless when being driven fast, keeping its body supremely flat and working its tyres very evenly, and sticking as assiduously to a chosen line as a besieged British cabinet minister. On the road, though, where you expect a fast Golf to be nothing short of brilliant, the TCR’s ride is guilty of the odd stumble and stutter. It can feel firm, stubborn and excitable when dealing with bigger, sharper intrusions – though it’s not so reactive as ever to deflect the car’s steering, nor is it any kind of barrier to your enjoyment of the car when the surface is good. But now and again, when a ridge or lump in the road taken at pace makes the car’s damping bristle and grab – and when the suspension seems keener on pummeling the road and rebounding off it than engaging with it – one particularly telling and unwelcome thought may begin to interrupt your enjoyment of this car, just as it did for me: “wouldn’t a standard GTI have dealt with that better”?v Outwardly, the TCR is probably best distinguished from the lesser GTI by its matt black alloy wheels, and the extended front splitter, rear diffuser and roof spoiler that make up its new TCR racer-inspired aero kit. Well, those and the car’s motorsport-tastic hexagonal side decals (which are effectively a no-cost option – so you can dispense with them if you prefer). You can add carbonfibre door mirror caps, which make for a classier-looking extra identifying visual touch; or you can opt for ‘pure grey’ paint if you like, which is exclusive to the TCR – but, in this tester’s opinion, looks about as exciting as a pallbearer’s cravat. On the inside of the car, meanwhile, a new pair of microfibre-and-cloth sports seats appear, as does a modified steering wheel with perforated leather grips and a competition-style dead-centre marker in red. VW insiders say the interior of the eighth-generation VW Golf, which is due for a public airing later this year, is a big step on from this car. But, while that’s an entirely believable claim, it’s not as if there’s much wrong with the cabin of the seventh-gen car. The TCR’s driving position is near-perfect for a hot hatchback. Its new sports seats are almost ideally, oh-so-comfortably clenching, and its interior fittings look and feel absolutely first class, showing very few signs of age. But most of that’s also true of a regular GTI, of course, and wouldn’t be a good reason for find an extra £5000. So what would be? Well, the TCR certainly delivers a dose more straight-line pace than the car on which it was based – though not a huge one. There is only 7lb ft of extra torque on offer here than in a GTI Performance, which probably isn’t enough to notice in terms of mid-range thrust – although the TCR doesn’t feel short on the stuff. Where the car really delivers on its makeover is at high revs, and particularly so over the last 1500rpm of the operating rev range, when that freed-up 2.0-litre pulls with notably greater enthusiasm and venom than GTI drivers will be used to. The engine also retains a nicely balanced broad spread of potency, and has better low-range response than the old Clubsport series cars thanks to better ECU mapping. It may not quite have the measure of absolutely every engine of its kind, but the TCR’s motor effectively banishes any semblance of meekness from the GTI’s character. If you want a really fast and exciting hot hatchback, this engine just about puts the Golf GTI back in the conversation. Whether the TCR’s ride and handling keep it in that conversation, however, is unexpectedly open to question. From an engineering team that could so easily have simply duplicated the axles of the superb GTI Clubsport S here, but for some reason chose not to, that comes as a surprise to say the least. The TCR is still a fine hot hatchback and a compelling driver’s car, but one that doesn’t have the otherworldly body control and wheel dexterity of the last extra-special GTI – and that’s regardless how you’ve got it its adaptive dampers configured. And yet – because the TCR is still a GTI at heart – it doesn’t have the hip-swivelling handling agility, tactile driver engagement or the sheer excitement value of its greatest rivals, either. The car is totally at home on track, particularly so on the optional Michelin Cup 2 rubber on which we tested it – but with more notable precision and unflappable stability about its handling than balance and direction-changing vigour. It’s enormously capable and viceless when being driven fast, keeping its body supremely flat and working its tyres very evenly, and sticking as assiduously to a chosen line as a besieged British cabinet minister. On the road, though, where you expect a fast Golf to be nothing short of brilliant, the TCR’s ride is guilty of the odd stumble and stutter. It can feel firm, stubborn and excitable when dealing with bigger, sharper intrusions – though it’s not so reactive as ever to deflect the car’s steering, nor is it any kind of barrier to your enjoyment of the car when the surface is good. But now and again, when a ridge or lump in the road taken at pace makes the car’s damping bristle and grab – and when the suspension seems keener on pummeling the road and rebounding off it than engaging with it – one particularly telling and unwelcome thought may begin to interrupt your enjoyment of this car, just as it did for me: “wouldn’t a standard GTI have dealt with that better”?

The Great Internet Mersenne Prime Search (GIMPS) has discovered the largest known prime number, 277,232,917-1, having 23,249,425 digits. A computer volunteered by Jonathan Pace made the find on December 26, 2017. Jonathan is one of thousands of volunteers using free GIMPS software. The new prime number, also known as M77232917, is calculated by multiplying together 77,232,917 twos, and then subtracting one. It is nearly one million digits larger than the previous record prime number, in a special class of extremely rare prime numbers known as Mersenne primes. It is only the 50th known Mersenne prime ever discovered, each increasingly difficult to find. Mersenne primes were named for the French monk Marin Mersenne, who studied these numbers more than 350 years ago. GIMPS, founded in 1996, has discovered the last 16 Mersenne primes. Volunteers download a free program to search for these primes, with a cash award offered to anyone lucky enough to find a new prime. Prof. Chris Caldwell maintains an authoritative web site on the largest known primes, and has an excellent history of Mersenne primes. The primality proof took six days of non-stop computing on a PC with an Intel i5-6600 CPU. To prove there were no errors in the prime discovery process, the new prime was independently verified using four different programs on four different hardware configurations. Aaron Blosser verified it using Prime95 on an Intel Xeon server in 37 hours. David Stanfill verified it using gpuOwL on an AMD RX Vega 64 GPU in 34 hours. Andreas Höglund verified the prime using CUDALucas running on NVidia Titan Black GPU in 73 hours. Ernst Mayer also verified it using his own program Mlucas on 32-core Xeon server in 82 hours. Andreas Höglund also confirmed using Mlucas running on an Amazon AWS instance in 65 hours. Jonathan Pace is a 51-year old Electrical Engineer living in Germantown, Tennessee. Perseverance has finally paid off for Jon -- he has been hunting for big primes with GIMPS for over 14 years. The discovery is eligible for a $3,000 GIMPS research discovery award. GIMPS Prime95 client software was developed by founder George Woltman. Scott Kurowski wrote the PrimeNet system software that coordinates GIMPS' computers. Aaron Blosser is now the system administrator, upgrading and maintaining PrimeNet as needed. Volunteers have a chance to earn research discovery awards of $3,000 or $50,000 if their computer discovers a new Mersenne prime. GIMPS' next major goal is to win the $150,000 award administered by the Electronic Frontier Foundation offered for finding a 100 million digit prime number. Credit for this prime goes not only to Jonathan Pace for running the Prime95 software, Woltman for writing the software, Kurowski and Blosser for their work on the Primenet server, but also the thousands of GIMPS volunteers that sifted through millions of non-prime candidates. In recognition of all the above people, official credit for this discovery goes to "J. Pace, G. Woltman, S. Kurowski, A. Blosser, et al." The Great Internet Mersenne Prime Search (GIMPS) was formed in January 1996 by George Woltman to discover new world record size Mersenne primes. In 1997 Scott Kurowski enabled GIMPS to automatically harness the power of thousands of ordinary computers to search for these "needles in a haystack." Most GIMPS members join the search for the thrill of possibly discovering a record-setting, rare, and historic new Mersenne prime. The search for more Mersenne primes is already under way. There may be smaller, as yet undiscovered Mersenne primes, and there almost certainly are larger Mersenne primes waiting to be found. Anyone with a reasonably powerful PC can join GIMPS and become a big prime hunter, and possibly earn a cash research discovery award.

Western Digital Black carries a sort of connotation that is synonymous with performance. I still have a WD Black 1TB operating in a PC in my house and it has been kicking strong since 2007, seriously bought it in 2007 and it has yet to skip a beat. But times have changed and gumstick size storage solutions are all the rage, and understandably so. Smaller, faster, and much easier to cable manage when they’re stuck straight to the motherboard. We had a chance to sit down with Western Digital during CES to talk about their future plans for NVMe and things are looking pretty interesting. Today they’re launching the 1TB model to join the 250GB and 500GB in the market with a single sided 2TB heatsinked model to come later. That big boy is the one we’re looking forward to as you can pretty much have just one massive and insanely fast NVMe drive for your entire gaming rig. They’re also Launching a new WD SSD Dashboard to give users more control and information regarding their drives. One of the more useful features for desktop users is the ‘game mode’ which will disable the lower power states so that the drive is always up and running in full performance in an effort to increase responsiveness after idle times. The second-generation NVMe SSD to be built on Western Digital’s own 3D NAND technology, firmware and controller,the WD BlackSN750NVMeSSD features a vertically integrated SSD platform designed to maximize NVMe SSD performance. Delivering exceptional sequential read up to 3,470 MB/s for 500GB and 1TB model and write performance up to 3,000MB/s for 1TB model. Additionally, the SSD features up to 515,000 random-read and 560,000 random-write IOPs for 1TB model. This enables higher responsiveness when accessing multiple files in various locations to load new levels or games, with less time required to save in-game recorded clips during game play.

First trailer for Keanu Reeves’ John Wick franchise, John Wick: Chapter 3 — Parabellum was released on Thursday. It starts where Chapter 2 ended, with John running for his life after being declared Excommunicado by an secret outfit of assassins . The fans are preparing for gruesome violence unleashed by trained assassins. With a bounty on his head, Wick is running around killing everyone out with an intention to eliminate him. Directed by Chad Stahelski, John Wick: Chapter 3-Parabellum slated for release on May 16 .

Anastasia Vashukevich, 21 (inset), was manhandled by several plain-clothed FSB officers after arriving in Moscow (main), who first attempted to put her into a wheelchair before carrying her to an elevator. Vashukevich, also known as Nastya Rybka, was arrested in Thailand on charges of prostitution for running a sex workshop for tourists before being deported to Russia. She claims to have evidence of secret meetings between unnamed Americans and Oleg Deripaska, her former lover and a close ally of Vladimir Putin. His associates include Paul Manafort, Trump's one-time campaign adviser who has been jailed as part of the FBI probe into Russian election meddling.

@Kompact if you want to buy or add sv contact @Mr.Love Or @Sethhh.

When Admin talk in Public chat in sv with people the chat color is yellow so why you guys add the chat color green when admin talk in public the admin chat should be great It will will make more admin vibez I hope you like this

Welcome