The rally-honed Subaru WRX has been reborn for 2022 with a new platform, overhauled interior and heavily upgraded chassis – but it still uses a turbocharged boxer engine and offers a manual gearbox. The fifth-generation WRX, which has been marketed separately from the Impreza on which it is based since 2015, arrives three years after its predecessor was pulled from the UK. And, like its closely related BRZ sibling, it will not be sold in the UK. Subaru’s UK managing director, John Hurtig, told Autocar last year this decision was taken to allow the brand to focus on its more mainstream SUV line-up. “[The WRX] was a performance car, a rally car,” Hurtig said. “It was a good era in UK. But it’s history. It’s a long time ago now. It has nothing really to do with the Subaru brand as it is today.” Power comes from Subaru’s new 2.4-litre turbocharged four-cylinder boxer engine – a format used by every WRX since the Mk1 of 1992. Here, it pumps 271bhp and 258lb ft (43bhp and 74lb ft more than the naturally aspirated unit in the BRZ). Power goes to both axles via a six-speed manual gearbox or a new automatic Subaru Performance Transmission (SPT) said to offer 30% faster upshifts and 50% faster downshifts. The torque curve has been broadened to give peak output from 2000rpm to 5200rpm and Subaru claims the extra 400cc of displacement – along with a new electronically controlled turbo wastegate and bypass valves – improves the throttle response. One of the most significant evolutions for the WRX is the switch to Subaru’s new Global Platform, shared with the Outback estate and Forester crossover. This is claimed to bring “a substantial upgrade in ride and handling performance”, with increased chassis stiffness and a lower centre of gravity. It’s said to have 28% more torsional rigidity than the previous chassis and the rear stabiliser bar is now mounted directly to the body (rather than the subframe) for flatter cornering performance. With overhauled front suspension, quicker steering and ventilated disc brakes all round, the WRX is claimed to give “the highest levels of dynamic performance and ride comfort in its history”. The newcomer’s design is characteristically inspired by the WRX’s historic association with top-flight rallying. A sizeable bonnet scoop dominates the front end and chunky black trim adorns the wheel arches and side skirts in a nod to its off-road potential. The rear spoiler is more subtly integrated than on earlier WRX-badged models, but any top-rung WRX STI variant will be differentiated by a traditionally outlandish aero-influenced styling package. Subaru also highlights several ‘functional’ styling elements as factors in the WRX’s improved dynamic performance. New air outlets behind the front wheels, for example, reduce lift on the front tyres and improve stability, while similar outlets at the rear help to stop air getting trapped behind the rear bumper. Even the engine’s undertray features a special “aerodynamic texture” that reduces air resistance to increase front-end downforce. The WRX’s reinvention is perhaps most evident inside, where a wide-reaching overhaul aims to bring the sports saloon into line with more premium-oriented rivals. It’s still driver focused, with a flat-bottomed multifunction steering wheel and a smattering of red stitching and carbonfibre accents, but it now has Subaru’s latest Starlink infotainment platform, controlled via a 11.6in HD touchscreen with Apple CarPlay and Android Auto built in. New for 2022 is a range-topping GT trim package, which brings bespoke Recaro sports seats, adaptive cruise control and automatic emergency steering, along with improved dynamics courtesy of electronically controlled dampers and 430 different customisation options for the suspension and steering. Subaru has yet to confirm pricing for the new WRX, but it will be positioned, like its predecessor, to take on hot hatches like the Volkswagen Golf R and Honda Civic Type R. A US entry price of under $30,000 (£21,800) is likely.

US President Joe Biden has urged unity as his country remembers the victims of the 2001 11 September attacks. In a video released on the eve of the 20th anniversary, he paid tribute to the 2,977 people who lost their lives. "We honour all those who risked and gave their lives in the minutes, hours, months and years afterwards," Mr Biden added, speaking of the emergency workers who responded to the attacks. Commemoration events are due to take place on Saturday. "No matter how much time has passed, these commemorations bring everything painfully back as if you just got the news a few seconds ago," the president said. He acknowledged the "darker forces of human nature - fear and anger, resentment and violence against Muslim Americans" which followed the attacks, but said that unity had remained the US' "greatest strength". "We learned that unity is the one thing that must never break," he added. British Prime Minister Boris Johnson meanwhile said the attacks had failed "to shake our belief in freedom and democracy". Among the dead in the 11 September attacks were 67 Britons. The attacks, which were planned by al-Qaeda from Afghanistan, saw four US passenger jets seized by suicide attackers - two of which were flown into the Twin Towers of the World Trade Center in New York. Another plane crashed into the Pentagon, just outside the US capital, Washington DC, and a fourth plane crashed in a field in Pennsylvania after passengers fought back. President Biden is set to lead commemorations on Saturday and will visit the three attack sites with the first lady, Jill Biden. There will also be six moments of silence to correspond with the times the two World Trade Center towers were struck and fell, and the moments the Pentagon was attacked and Flight 93 crashed. The commemorations come at a difficult time for the president, who has faced strong criticism in recent weeks over the US withdrawal from Afghanistan, which ended a US presence that began less than a month after the 11 September attacks. Mr Biden had promised to leave Afghanistan by the 20th anniversary of the attacks, and said it was unlikely the Taliban could seize the country. Instead, the militant group went from taking control of their first major city to capturing the capital in less than 10 days.

What is it? This is arguably the last hurrah for Lamborghini’s ‘entry-level’ sports car in its current guise; the final encore before the Lamborghini Huracán and its epic mid-mounted V10 are consigned to history by the relentless march of electrification. As you’d expect, the Italians are determined to go out in flamboyant style, which is where this STO comes in. This circuit-sired, stripped-out version promises to be the most extreme and exciting incarnation yet, which is quite something, given that the Huracán has hardly been the shy and retiring type over its almost eight-year production run. Tuned for the track and boasting bespoke carbonfibre panels, a host of aero upgrades and unique suspension tuning, the STO (Super Trofeo Omologato, don’t you know) takes its cues from the firm's one-make race series cars. Very few stones have been left unturned in the pursuit of performance, with the look-at-me bodywork being the most obvious clue to this car’s hardcore intentions. Outrageous aero aside, the STO gets a carbonfibre clamshell front end and the same lightweight material is used for the engine cover and rear wings. There’s even a thinner windscreen. Overall, weight is down to 1339kg (dry), which represents a saving of 50kg over a standard rear-wheel-drive Huracán. And that aero? Well, at 174mph there’s up to 420kg of downforce available with the rear wing in its most aggressive setting (you’ll need an allen key to make adjustments), while aerodynamic efficiency is improved by 37% over the old Performante, the last attempt at an extreme, track-toasting Huracán. Big numbers, but largely irrelevant away from the confines of a circuit. Speaking of which, we’re already driven the car on track and came away more than a little impressed. With all that weight removed and the aero doing its invisible thing, the low-slung Lambo delivered a dynamic display to rival such paragons of motorsport-infused performance as the Porsche 911 GT3 and McLaren 765 LT. High praise indeed. Yet while track time was the ultimate target in the development of this outlandishly bewinged and carbonfibre-flavoured son of Sant’Agata, the reality is that it’s likely to spend more time sashaying down the road (or tucked up in a garage gathering value) than it will shaving tenths of a second from lap times. Even Lamborghini admits that only a third of owners will end up going around in circles. So what’s it like when you leave the circuit and hit some of the UK’s gnarliest and most knotted roads? What's it like? If anything, the Lambo looks even more outlandish on the road, its massive rear wing, vestigial roof-top snorkel (it appears to do very little because the engine still breathes through ducts in the rear wings) and gravel-grazing front splitter giving it true, eye-swivelling race car refugee visual appeal among the everyday traffic. The garish graphics won’t be to all tastes, but even if you choose the delete option on these decidedly aftermarket additions, you can still expect to be the centre of attention wherever you go. Inside, the louvred engine cover cuts rear visibility to zero, while the circuit-star vibe is enhanced by the Alcantara-wrapped wheel and dashboard, the liberal use of carbonfibre and the looped fabric door pulls. That said, the recumbent driving position is spot on, you get a great view forwards and there’s even Apple CarPlay. This Huracán is habitable. Flick back the red guard covering the starter, prod the button beneath and you’re granted entry to the STO’s star attraction: its mid-mounted 5.2-litre V10. This last-of-the-line celebration of naturally aspirated internal combustion is largely unchanged over the standard Evo, but a bespoke exhaust means it sounds even more extraordinary, while the carbon-clad, rear-wheel-drive STO’s weight savings add a little extra urgency to the performance. Even so, compared with the rabid turbocharged punch of the McLaren 765LT or a Ferrari 488 Pista, the Lambo feels a little lethargic at low revs. (We’re talking relatives here, of course.) Engineers have tweaked the mapping for more urgency at lower speeds but, surprisingly, there’s no power increase over the standard car, the 631bhp peak a telling sign that the 5.2-litre unit is at the very limit of development. Even so, as the digital rev-counter needle swings quickly around its dial, the STO’s true potential is uncorked. From around 4500rpm, the Huracán starts to accelerate with vicious intent, and by the time it hits the 8500rpm redline, the howling, bellowing, popping and crackling V10 will have sent you into sensory overload. especially once it starts to gobble through the seven-speed dual-clutch transmission’s short and closely stacked ratios. You can really use the performance in the first four ratios, unlike taller-striding rivals that are already travelling at highly illegal speeds by the time you’ve hit the top of second. Of course, you’d expect the Lambo’s engine to be gloriously unhinged, but more surprising is the deft way the chassis deals with the UK’s scarred roads. Yes, the ride is firm but, like the Performante that preceded it, the STO’s adaptive dampers round off all the worst edges. Ramp up the pace and body control is exceptional, the Huracán shrugging off challenging topography with near-perfect poise, with only really ragged surfaces upsetting its equilibrium. In fact, the STO feels remarkably at home on twisting back roads. It’s a bit darty and nervous to start with – the active rear steering is a little too keen to rotate the car into corners – but calm your inputs and you’re soon revelling in its twinkle-toed agility as it slices through a series of corners with an uncanny lack of inertia and laser-guided precision. Turn in and there’s virtually no understeer, while the mid-corner balance is sublime, allowing you to load up the chassis just so. Better still, the combination of beautifully judged throttle response and the engine’s deliciously progressive torque delivery means you can subtly play with the car’s angle on exit. It’s not quite as expressive as a Pista, but it’s not far off. It’s helped by the use of a fixed ratio for the steering rather than the Evo version's frustratingly inconsistent variable set-up, and in Trofeo mode, there’s a welcome meatiness normally absent from the Huracán, which allows you to more accurately judge grip levels, even if it’s not ultimately as chatty and revealing as a Porsche 911 GT3’s. The carbon brakes are up to Porsche standards, though. They lose their initial grabiness to deliver powerful and easily modulated stopping power. Should I buy one? If you have the means and don’t mind being the centre of attention, the Lamborghini rewards in spades on the road. A 911 GT3 gives a little more feedback and features controls with a finer polish, while a Pista is out-and-out faster, but for visceral thrills, the Huracán is up there with the best - and this time it’s not all down to that ludicrous yet life-affirming V10. In fact, it’s all so well judged on the road that you’ll soon have forgotten about meaningless downforce figures and faster lap times. Crucially, you’ll be mentioning the Lamborghini's name in the same breath as some hugely talented opposition. There’s also the small matter of it being a genuine series-production car, which means you’re more likely to get your hands on one than some of its rivals, even if this year’s allocation is already sold. More important, the STO is a truly fitting last hurrah for the Huracán.

The US economy added fewer jobs than expected in August as employment rose by 235,000. The figure was well down on the 1.05 million jobs created in July, adding to fears that the recovery from the pandemic may be running out of steam. Despite the disappointing hiring levels, the unemployment rate fell to 5.2% in August from 5.4% in July. Economists say rising infections caused by the Delta variant have hit spending on travel, tourism and hospitality. They also note that the Labor Department's data was collected in the second week of August, so does not reflect the impact of hurricanes Ida and Henri in the second half of the month. President Joe Biden said he was disappointed but defended his record on the economy, saying it was growing consistently. "Total job creation in the first seven months of my administration is nearly double, double any prior first-year president," he said. "While I know some wanted to see a larger number today, and so did I, what we've seen this year is a continued growth, month after month in job creation." Seema Shah, of Principal Global Investors, called the figures "a major miss" that "screamed Delta disruption". She added that the US Federal Reserve may have to rethink its plan to start withdrawing stimulus for the US economy this year. US Fed hints it will start easing stimulus McDonald’s in US hiring 14-year-olds amid shortage "Not only did payrolls rise by less than a third of what was expected, the [labour market] participation rate was unchanged suggesting that labour supply is still struggling to recover as Covid confidence takes another hit. "The Fed has hung its hat on the assumption that people are starting to return to work, and unfortunately today's number will be a disappointment to them."

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Volkswagen is poised to give a first glimpse in the near future at the vital £17,000 ID 2 crossover, which will spearhead a major Volkswagen Group assault on the entry-level EV market when it goes on sale in 2025. The ID 2 will be the first model built on the new MEB Entry platform that is being developed to allow for ‘affordable’ small EVs, and will be followed by models from sister firms Seat, Skoda and possibly Audi. The Volkswagen Group had originally planned to launch the first MEB Entry model in 2023, but that has been put back by two years due to the challenges of producing cars that can be sold for a profit at the €20,000 (£17,000) target price. The delay will allow both for an increase in demand for EVs and developments in battery technology that should help the firm achieve its target. The ID 2 will be a compact crossover roughly the same size as the ICE-powered T-Cross, although the flat-floored EV layout means it will offer more cabin space, closer to that of the larger T-Roc. Volkswagen is also looking at an ID 1-badged small hatchback that will be close in dimensions to the Polo, but it will focus on the crossover first. Concerns remain that, even by 2025, technology won’t allow for a small electric hatch to be sold for the same price as an identically sized ICE version. The ID 2 will play a key role in Volkswagen’s expanding ID range of bespoke EVs. The firm has already launched the ID 3 family hatchback, the ID 4 SUV and the ID 4 GTX hot SUV. The Chinese-only ID 6 large SUV has been unveiled and the ID 5 SUV-coupé will be displayed in GTX prototype form at the Munich show. The ID Buzz MPV and its commercial van equivalent will arrive next year. Volkswagen is also working on its next-generation EVs, starting with the Project Trinity luxury saloon model, which is due in 2026 with autonomous driving capability. The Volkswagen Group has invested heavily in upgrading its software technology and has recently begun offering over-the-air updates for the ID 3 and ID 4. That technology also allows Volkswagen to offer certain car features as downloadable options, and such systems are likely to feature on the ID 2. Selling it with a limited number of options will keep the sales price down, with buyers able to upgrade their cars later. That connectivity tech will also be vital for the likely use of the MEB Entry models on ride-sharing ‘mobility’ fleets, allowing users to hire them via a smartphone and enable the particular features they want. The Volkswagen Group is in the process of introducing a unified battery cell design for the bulk of its future EV models, to help reduce production costs through greater economies of scale. But while the cells will be unified, the overall design will enable the use of differing battery cell materials. The MEB Entry models will use lithium-iron-phosphate tech, which the Volkswagen Group estimates will be around 50% cheaper to make than current battery cells. Iron phosphate technology has limitations in terms of range and charging times, but Volkswagen Group bosses believe that is less of an issue given the typically fewer miles driven by entry-level city cars. The MEB Entry platform is likely to allow for a number of battery sizes, ranging from 30kWh to 45kWh in size. That would mean ranges in the region of 120 to 180 miles. It is understood the £17,000 target price is for the base-spec models with the smallest battery, with higher-specification models likely to cost from around £21,500.

I'm writing this in the middle of the night at my kitchen table in Moscow, looking over towards the dim red stars and golden domes of the Kremlin. But by the time you read it I'll be on my way back to England, expelled from Russia as a national security threat. After more than 20 years reporting from Moscow, I still can't believe it. I suspected I was being singled out around a year ago when the Russian foreign ministry started issuing me short-term visas. Even those would be approved at the last minute. At one point I was told I'd been given my last-ever visa, before the official claimed she'd been mistaken. But on 10 August I was taken aside at passport control at Moscow's Sheremetyevo airport and told I'd been barred from Russia by the FSB security service. The officer reading out the order had all the words, but no explanation. "Sarah Elizabeth," - he kept using my middle name - "You are being refused entry to the Russian Federation - indefinitely. This is for the protection of the security of Russia," he clarified and then said I was being deported. I told him I was a journalist: "Do I look like a threat?" "We're just the implementers," the border guard repeated multiple times. "Ask the FSB." I'd flown into Moscow that morning from Belarus where I'd been reporting on the suppression of mass protests against Alexander Lukashenko. Vladimir Putin's close ally was hosting his annual giant "conversation" with the press and I'd used the chance to question how he could possibly stay on as president after the torture and imprisonment of peaceful protesters. First, he slammed me as a Western propagandist, then his loyal supporters rounded on me, live on Belarusian television. That night, as we edited the exchange into our report, the foreign ministry back in Russia announced new sanctions against the UK: a group of unnamed British citizens were accused of engaging in "anti-Russian activity". It was Moscow's delayed response to UK sanctions over human rights abuses in Chechnya and high-level corruption. With the latest visa in my passport close to expiring, I felt nervous. A few hours later, my colleagues cleared the border in Moscow as usual but I was stopped. I was eventually left to wander freely in the departures hall, though without my passport, as others negotiated frantically to halt my deportation. I was sure they'd fail: the order against me came from the powerful FSB. That's why I'd signed the form that said I understood I'd be breaking the law if I entered Russia ever again. I'd protested, but I had no choice. At one point, I sat on a broken airport bench and recorded my feelings, crying into the camera. Then suddenly, 12 hours after landing, I got a call telling me I could cross the border - just once, to pack up my life in Moscow.

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The newly revealed Aston Martin Valhalla represents a seismic shift for its maker. When it enters production in 2023, it will give the Gaydon firm a direct rival to the likes of the Ferrari SF90, with 937bhp from a plug-in hybrid V8 - but the final product has come a long way from the initial concept teased at the 2019 Geneva motor show. We caught up with the man responsible for pushing through many of the changes that transformed the Valhalla from concept to reality, new company CEO Tobias Moers, at the car's unveiling. You’ve made big changes to new Astons since you arrived less than a year ago. What did you do to the Valhalla? "We’ve kept the spirit of the 2019 concept but changed everything under the skin. The engine is now a V8, and that change has meant we needed to modify the mechanical layout as a result. We chose the AMG V8 – an engine I’m pretty familiar with [Moers was AMG's CEO before his move to Aston] – because it’s versatile, and a known quantity. We’d rather invest in electrification than an all-new ICE engine." In the beginning, we were told the Valhalla would cost £1 million. Now you say it’s less. What’s happened? "We believe there’s a sweet spot in the market – where supercar meets hypercar, if you like – for a car priced between £600,000 and £700,000. At that price, we believe we can make around 1000 cars over two years, starting in the fourth quarter of 2023." The Valhalla is hugely fast. That 6min 30sec Nürburgring Nordschleife target you’ve set looks tough. Are you trying to start a new power race with supercar competitors like McLaren? "Sure, it is very fast and powerful, but I’ve never been interested in any pure power race. These days, the mark of a good car is the way it deploys its performance. Back in the day, the mark of excellence was lowest drag or peak torque. Now the task is to make very fast cars as predictable and drivable as possible. I’ve come to appreciate that. It has been part of my journey." Can a car that delivers a record lap at the ’Ring still be okay to drive on the road? "Sure, it’s definitely doable. The Valhalla may not ever be the easiest day-to-day car we make – for a start, it has fixed seats and movable pedals, a racer’s solution – but we’re well aware that buyers today expect a good level of capability, and we’re quite sure that can be delivered along with the performance and track ability." Since your arrival, Aston has concentrated mostly on SUVs and mid-engined cars. Does this indicate that traditional Aston GTs are moving out of favour? "Not at all. I’m very aware of my responsibilities to the traditional Aston Martin buyer. In fact, I've never met a more important or loyal customer body. But everyone has to recognise that a progressive brand like ours changes over time, so what you’ll soon see is a new level of GT cars. They will be breathtaking, and they will appeal to a broad range of buyers, not just our existing loyal customers but new arrivals as well."

WhatsApp is testing a new feature that will let people message without using their phone for the first time. At present, WhatsApp is linked to a user's phone. Its desktop and web apps need that device to be connected and receiving messages. But the new feature will let users send and receive messages "even if your phone battery is dead". Up to four other devices - like PCs and tablets - can be used together, WhatsApp said. To begin with, the new feature will be rolled out as a beta test for a "small group of users", and the team plans to improve performance and add features before enabling it for everyone. End-to-end encryption - a key selling point for WhatsApp - will still work under this new system, it said. Several other messaging apps already have such a feature, including rival encrypted app Signal, which requires a phone for sign-up, but not to exchange messages. But the feature has long been requested by WhatsApp users - of which there are a reported two billion. 'A rethink' In a blog post announcing the move, Facebook engineers said the change needed a "rethink" of WhatsApp's software design. That is because the current version "uses a smartphone app as the primary device, making the phone the source of truth for all user data and the only device capable of end-to-end encrypting messages for another user [or] initiating calls", the company said. WhatsApp Web and other non-smartphone apps are essentially a "mirror" of what happens on the phone. But that system has significant drawbacks familiar to many regular users, as the web app is known to frequently disconnect. The BBC is not responsible for the content of external sites. View original tweet on Twitter It also means that only one so-called "companion app" can be active at a time - so loading WhatsApp on another device will disconnect a WhatsApp web window. "The new WhatsApp multi-device architecture removes these hurdles, no longer requiring a smartphone to be the source of truth, while still keeping user data seamlessly and securely synchronised and private," the company said. WhatsApp launches privacy campaign after backlash Should encryption be curbed to combat child abuse? On a technical level, the solution was giving every device its own "identity key", and WhatsApp keeps a record of which keys belong to the same user account. That means it does not need to store messages on its own server, which could lead to privacy concerns. But Jake Moore, a security specialist at anti-virus-company Eset, said that no matter how robust the security is, having messages on more devices could still be a concern. "There will always be a malicious actor looking to create a workaround," he said. "Domestic abusers and stalkers could now have the potential of using this new feature to their advantage, by creating additional endpoints in order to capture any synchronised private communications." He also said that social engineering is an "ever-increasing" threat, and the responsibility lies with the user to keep an eye out for potential misuse. "It is therefore vital that people are aware of all the devices that are connected to their account," he warned.

If you’ve bought an OLED TV so far this year, you aren’t alone. Even though TV sales have generally slowed, market analysts are predicting 2021 will be the year of the OLED, with shipments of OLED screens meant to increase by 80% from 2020 (via LG). Market research firm TrendForce expects OLED TV sales to set records this year, with “excellent image quality” being a primary factor for consumers looking to upgrade their home cinema. Another analyst firm, Omdia, believes that the huge sporting events taking place this year (such as Euro 2020 and the delayed Tokyo Olympic games) are other driving factors for those grabbing a new OLED display. Who is the Nintendo Switch OLED really for? What is LG OLED evo? OLED is having a moment – and not just with Nintendo Switch As OLED displays become considerably cheaper, there's also been a rise in people buying OLEDs as secondary TVs in locations like bedrooms and gaming rooms. You can now consistently find OLED TVs under $1,000 / £1,000, albeit for older models or in limited flash sales. The tech is now so consumer-friendly that even the new Nintendo Switch OLED model will use an OLED display. You also can’t ignore all the extra time we’re spending at home since the Covid-19 pandemic first hit back in 2020. More than ever we’re spending time stuck indoors, and with TVs our main source of entertainment it makes sense that people would be desperate to make sure they can achieve the best experience possible. TrendForce predicts that these push and pull factors are what will lead to 7.1 million new OLED TVs finding their way into our homes this year. This huge increase over last year’s sales (just 3.65 million OLEDs) will mean that the displays will account for 10% of the overall global TV market by the end of 2021. If this turns out to be correct, 2021 could be the first year in a decade that LCD screens have accounted for less than 90% of the total TV market, marking a major milestone in the downward trajectory for LCD screen sales that we’ve been seeing since 2015. What is the best OLED TV for you? It seems like there’s never been a better time to get an OLED than in 2021, so what are our recommendations? Well if you’re looking for the best possible experience, why not check out our best OLED TV list? You’ll find a range of prices and options for a variety of TVs from the LG C1 Series to the Vizio OLED TV. Alternatively, if you’re on a budget, you’ll want to check out our monthly round up of the best OLED TV deals. We try to keep our selection as up to date as we can, and do our best to spot the cheapest and best OLED options out there. If there isn’t something that takes your fancy right now, be sure to check back in a week to see if there’s anything new – after all, this is the year’s everyone’s buying.

Gigabyte today introduced another lineup of products towards its CPU watercooling portfolio in the form of the AORUS WaterForce family. The new AIOs are compatible with all currently-existing CPU sockets, including the Intel Core i9-11900K via adapters, and take their DNA straight from the more premium AORUS WaterForce X products, inheriting many of their features. The AIOs are available in radiator sizes of 240 mm (2 x 120 mm fans), 280 mm (2 x 140 mm fans) and 360 mm (3 x 120 mm fans). Gigabyte extols the virtues of its 330-degree, manually rotatable cap design (this allows AORUS' branding to be upright relative to your preference), as well as the increased 7.8 mm tube diameter paired with a longer lasting ceramic axis. The company says that this design increases water flow by 37%, optimizing durability and heat dissipation. There's also reference to "graphene Nano lubricant bearings" on the radiator's fans for "ultra-low friction and noise" - offering a claimed 6% lower noise than standard dual ball-bearing fans while offering up to 2.1 times their operational longevity. As for performance, Gigabyte claim that even the AORUS WaterForce 240 mm AIO can cope with the heat output of Intel's 8-core, 16-thread Core i9-11900K running at 5.1 GHz all-core - and achieve maximum CPU temperatures of 83 Celsius during stress testing. Design-wise, we're looking at a pure black radiator, fan and pump, with ARGB highlights throughout that are compatible with Gigabyte's RGB Fusion 2.0. The copper-plated waterblock features AORUS' eagle design as well as a handy temperature control animation which changes ARGB lighting according to operating temperatures, for quick temperature checks at the glance of an eye. No word on pricing was available at time of writing; however, expect these the AORUS WaterForce AIOs to come in at lower pricing than the company's flagship WaterForce X products across comparable radiator sizes.

Boris Johnson has promised to ban people guilty of sending racist abuse to footballers from attending matches. The prime minister said he would ensure the "football banning order regime is changed" to crack down on racism. Labour has been calling for the law to be changed after England players were subject to abuse. But Sir Keir Starmer said the PM's promise to take action "rings hollow" after his previous refusal to condemn fans who booed players taking the knee. An online petition calling for the FA and the government to ban those who have carried out racist abuse to be banned for life has reached over a million signatures. What's taking the knee and why was it an issue at Euro 2020? Back players taking the knee, says senior Tory What more can be done to stop racist abuse online? A football banning order is used to ban someone from attending matches for a set period of time, and can be imposed for offences such as throwing missiles onto the playing area or into the crowd, and racist or indecent chanting at a match. Asked when the law would be changed, Home Office Minister Victoria Atkins told MPs: "I don't have a timeframe to hand." 'Culture war' At a stormy Prime Minister's Questions, Labour leader Sir Keir Starmer said: "We could all see what's happened here - the government has been trying to stoke a culture war and they've realised they're on the wrong side, and now they're hoping nobody has noticed. "Why else would a Conservative MP boast that he's not watching his own team? "Why else would another Conservative MP say that Marcus Rashford spends too much time playing politics when he's actually trying to feed children that the government won't? And why will the prime minister refuse time and time again - even now - to condemn those who boo our players for standing up against racism?" The prime minister said: "Nobody defends booing the England side." He said all MPs were "united" in admiration for the England team, adding: "I don't want to engage in a political culture war of any kind, I want to get on with delivering for the people of this country." Patel 'faced racism' Ahead of the Euro 2020 tournament, Mr Johnson declined to condemn England fans who booed players taking the knee, saying fans should "cheer them on, not boo". Home Secretary Priti Patel described the act as "gesture politics". Asked in June if she would criticise fans who booed England players taking the knee, Home Secretary Priti Patel said: "That's a choice for them, quite frankly." On Monday, the home secretary tweeted that she was "disgusted" by the online abuse directed at some England players, after the team lost to Italy on penalties in Sunday's Euro 2020 final. England footballer Tyrone Mings replied that she had "stoked the fire" through her stance on taking the knee. Sir Keir challenged the prime minister on the home secretary's stance, saying: "He (Mings) is right, isn't he?" Mr Johnson defended the home secretary and said Ms Patel had "faced racism and prejudice all her career of a kind that he can never imagine".

The interior of the forthcoming Mercedes-AMG SL roadster has been revealed, less than a month after a partially disguised prototype was spotted testing ahead of the car’s launch later this year. The interior design takes its inspiration from the AMG GT and GT 4-Door Coupé, according to Mercedes, but here the centre console is dominated by an 11.9in touchscreen. The company said the portrait orientation is better for navigation, and the entire screen can be tilted electronically to give drivers the best possible view. Running the brand’s MBUX infotainment system, the 12.3in instrument display is fully digital, and drivers can customise the menus to suit their individual preferences. Mercedes claimed the screen “is not designed to be free-standing but integrated into a high-tech visor” that prevents glare caused by sunlight. There is also an optional head-up display that can show the car’s surroundings in 3D. The AMG SL adopts a 2+2 seating layout for the first time since the Mercedes SL R129 model from 1989. The rear seats are suitable for children, and when they are not in use, Mercedes says a draught stopper can prevent unwanted airflow around the driver and front passenger. In keeping with the car’s sporty yet comfortable brief, Mercedes has paid close attention to the interior finish. Buyers can choose from single- or two-tone nappa leather, which can be combined with a variety of stitching colours. Burmester speakers are integrated into the doors, and 64-colour ambient lighting allows drivers to adjust the mood of the cabin. "The interior of the new Mercedes-AMG SL pampers driver and passengers with sophisticated luxury,” said Philipp Schiemer, Mercedes’ chairman of the board of management. “The new SL combines the highest levels of comfort and quality in its interior, coupled with just the right amount of sportiness. The high-quality combination of analogue world and state-of-the-art digital equipment makes one thing clear: the new SL is the rebirth of an icon for the modern era.” Last month, Mercedes revealed details of the new AMG SL in the build-up to an anticipated launch later this year. The new model uses an aluminium spaceframe with a “self-supporting structure”, and a wider range of powertrain choices will be offered. A mix of aluminium, steel, magnesium and fibre composites result in an 18% increase in stiffness over the old model, and the main shell of the car – without the doors, bonnet or bootlid – weighs 270kg. The new SL will be offered with a fabric roof, and 4Matic+ all-wheel drive is expected, too.

Cuba's communist rulers and state-controlled media are alleging that anti-government protests that swept across the island on Sunday were "organised and financed" from the United States, and egged on by a "perverse" and co-ordinated communications campaign on social media. "There was no social uprising," Foreign Minister Bruno Rodríguez was quoted by the Communist Party daily Granma as saying. "There were riots, disorder, caused by a communications operation that has been prepared for some time, to which multi-million dollar resources have been destined: laboratories, technological platforms [backed] with funds of the United States government." However, monitoring of state media websites prior to the protests shows that Cubans had been voicing deep frustration, despair and anger online long before they took to the streets in their thousands to complain about shortages of food and medicines, power and water interruptions and an apparently faltering government response to surging Covid-19 cases. In fact, they had been venting these feelings precisely on official online pages in Cuba, particularly on the readers' comments section of the government news website Cubadebate. This section, though undoubtedly controlled and monitored, has become something of a sounding-board of public opinion on the island in recent years. As Covid-19 cases and deaths announced by health authorities rose sharply recently, Cubans posted hundreds of comments on the site, with some openly criticising the health authorities and the government. "Let's leave pride aside, the health system is collapsed, it's the moment to ask for international help, for how long are people going to carry on dying, there are no resources [to fight] this resurgence [of Covid-19]," reader Padrino said. Danilo wrote: "We need medicines of all kinds and urgently". The comments will not have gone unnoticed by the ruling Communist Party, which has a dedicated polling unit to track public opinion. The government - for all its efforts to characterise the protests as a "communications operation" driven from the US - was well aware of the existing levels of frustration and anger among the po[CENSORED]tion. 'We've been begging for months' Some readers also berated authorities about living conditions, complaining about everything from power outages to the difficulties in obtaining food, with citizens often having to queue for hours at state shops to obtain supplies. "Lord, without water, or electricity, or food, that's how we all are," Dra J wrote. Reader Alheli took aim at the government's exhortations for the po[CENSORED]tion to show "resistance": "So how long is this resistance planned for? What happens to those who can no longer resist?... We've been begging for months for a change of strategy towards the pandemic and they've told us that no, that everything was under control." "This is worse every day, and why wouldn't it be, if the conditions are less favourable every day," a reader called China wrote. "How can you pretend to control the virus if we can't comply with the basic things like the hygiene measures?" Many readers repeated complaints - long made by citizens during the pandemic - that the food shortages meant that most people had to spend long periods outside of their homes, in crowded queues, just to obtain basic necessities, and were thereby exposed to increased risks of infection. "This isn't just indiscipline, this is out of control, we have to go out into the street to be able to eat, queuing up for three and four hours," Carmen wrote. Many who posted comments were particularly incensed that the government had continued to allow thousands of Russian tourists weekly into the premier beach resort of Varadero, in Matanzas province. This province is now one of the worst Covid-19 hotspots on the island. Reader Carlos directly upbraided President Miguel Díaz-Canel, writing: "Mr president, this situation in Matanzas is because of the Delta strain coming from Russia. What were you [the government] thinking when a few months ago you re-established the flights from Russia? Weren't you aware of the Covid situation in that country?" After being posted, and seen by BBC Monitoring, this comment was later removed from the site.