What is it? The new Toyota GR Yaris has actually been coming for even longer than most of us may realise. While this car’s had an extensively previewed gestation, it’s the first ground-up performance car that Toyota has developed ‘all on its own’ in some twenty years. By which is meant ‘without the help of another dedicated car-maker,’ of course. Because believe me, to have made a hot hatchback this good, Toyota must have had quite a lot of help from some very clever people who been spending a lot of weekends with messrs Makinen, Meeke, Tanak and Latvala. So, now that we’ve driven it – extensively, on a mix of UK roads and on track, and in its most alluringly specialized mechanical specification, we should add – we can at last confirm what matters most: that the hubbub of anticipation might actually have undersold the GR Yaris. This is a wonderfully exciting, amazingly capable and strangely evocative drivers’car, and a very rare and special hot hatchback indeed. First, we’d better define precisely why it exists. If the prospect of this 257bhp, four-wheel drive supermini takes you back, it’s not by accident. The GR Yaris is undoubtedly the closest thing we’ve seen in some thirty years to a downsized rally homologation special; a modern MG Metro 6R4 or Peugeot 205 Turbo 16, it may seem. It certainly has much of the unmistakable visual presence of those cars, with its dramatically swollen wheelarches and air intakes – and the association will do the Toyota no harm whatsoever. But that’s not actually what it is at all. Rather than commissioning a very limited production run of road cars, built out-of-house, in order to legitimize a World Rally Championship campaign, Toyota did the reverse when it sewed the seed for this car back in 2015. It invested in a new motorsport division (Gazoo Racing) and a top-level rallying program with the specific intention of applying what it might learn into better series-production performance cars that it would make itself – and which might therefore be able to influence production Toyotas more widely for years afterwards. In an attempt to radically shift the market perception of the Toyota brand, then, boss Akio Toyoda would accept nothing less than such a bold, radical – and undoubtedly expensive – strategy; which actually makes this car a fascinating anti-homologation car - of a sort. If you disqualify the GR Supra produced two years ago as many do because of its shared BMW underpinnings and the last-gen Yaris GRMN as the appetite-testing exercise it so clearly was, the GR Yaris is the first opportunity that Toyota has had to show the world how seriously it intends to take its mission. It is not an opportunity squandered. What's it like? The very idea of this car promises big. It is a compact, supermini-sized package with an engine and drivetrain that lifts it way out of the hot supermini niche, and actually place it on a par with an Audi S3 or VW Golf R for power-to-weight ratio. It has a unique chassis that’s a hybrid of Toyota’s GA-B and –C platforms, and that’s been strengthened and reinforced all over the place. It has lightweight aluminium and carbonfibre-composite panels, and all-independent suspension and aerodynamics that have been developed with the help of designers and engineers from Toyota’s WRC team. It also has a manual gearbox; nothing less than the most powerful three-cylinder engine in any production vehicle in the world; and the first proprietary four-wheel drive system that Toyota has developed for a road car in two decades, which can be set for a rear-biased torque distribution and augmented with proper ‘Torsen’ limited-slip differentials for both axles as you prefer. If that doesn’t excite you, folks? Well, I’m not sure any modern hot hatchback will. Then again, even if it doesn’t, I’m pretty sure the driving experience would. The GR Yaris is of a performance breed that you might have unconsciously consigned to history. It’s redolent of a time before seeking a thrill out on the public road became so socially toxic. When our roads were quieter, and the affordable performance cars we had to enjoy on them – from Delta Integrales to fast Imprezas and Lancer Evos – wore dynamic qualities like hard-hitting mid-range performance, any-weather traction and unconditional handling stability as badges of honour, and their affordable pricetags just as proudly. That doesn’t make the GR Yaris the most modern-feeling of vehicle concepts, granted – but boy, is it ever good. Improbably fast and composed over the ground, with a stability and simple drivability that make it indecently easy to carry speed in. And yet it’s also characterful, involving and mechanically tactile, with a chassis ready to liven up underneath you just enough when the opportunity presents. It’s a car that just begs to be driven quickly, in other words – and the more you’re prepared to explore how quickly it’ll go, the better it gets. And what makes all of the above seem to deliciously improbable is the fact that it’s a Toyota Yaris; although not much of one. The only body components that it shares with a regular Yaris are its lights, door mirrors and roof aerial. The car’s roofline has its own profile and sits some 45mm lower to the ground, so you duck your head ever so slightly on the way in. The driving position isn’t so different from that of the regular supermini, though: you sit high at the controls but really well supported in a good-sized sports seat, with decent passenger space and adjustment range for the controls even for taller drivers. The car’s instruments have a few new digital modes, but down on the transmission tunnel is where the chief differences are. In place of the regular Yaris’ electronic handbrake you’ll find a manual one with an old-fashioned lever; if you pull it on while the car’s moving, the four-wheel drive system automatically disconnects the rear halfshafts (which might be my favourite technical feature about the whole car). Meanwhile, Toyota has also moved the gearshift console upwards and forwards for more intuitive access, and next to it you’ll find the GR’s rotary drive mode selector. It defaults to ‘normal’ mode, in which the clutch-based driveline gives you a 60:40 front-to-rear torque split. Tweak it to the right and you get ‘track’ mode, which moves the default torque bias to 50:50. But rotate it to the left and, in ‘sport’ mode, you get a 30:70 split. It’s not a lockable torque split, so that lion’s share of torque only stays at the rear contact patches until the front ones begin to spin up; but it does have an influence over the way the GR Yaris handles. The car’s performance level is quite a lot more serious than you might imagine any supermini – those ‘80s homologation legends notwithstanding – could ever be. The three-cylinder engine sounds vocally meek-and-mild at first; a bit like an angry Daihatsu Charade with a loud-hailer. You warm to its charms, though – particularly once you’ve discovered how keenly it responds to throttle inputs, how indefatigably boosty it feels through the mid-range, and how freely it revs beyond 5000rpm. And the resulting potential for roll-on acceleration? I’d swear it feels every bit as potent as early Subaru Impreza Turbos did, only without the laggy pause for intake of breath of the old Scoob. It’s a giggle to say the very least. The medium-heavy, alluringly tactile shift quality is surprisingly ‘Scoobyish’ too; likewise the progressive, composed-yet-supple way it rides and handles at pace. There was just a little bit of bite about our test car’s low-speed ride (Toyota’s optional Circuit Pack, as fitted, adds stiffer springs, dampers and roll bars, as well as lightweight forged 18in alloy wheels, Michelin Pilot Sport 4S tyres and the aforementioned Torsen slippy diffs front and rear), but it becomes pleasingly fluent at cross-country speeds. Most importantly, there isn’t a hint of the occasionally hyperactive vertical jiggle over testing roads that you can find in an equivalent fast Ford, say. You just get really authoritative underlying body control blanketed by an initial absorbency that’s as reassuring as it is pleasingly pragmatic to unearth. With steering that’s only medium-paced and a hint of moderation about the suspension tuning, the car doesn’t pivot and swivel on turn-in quite like some hot hatchbacks. It might give back just a little bit more reassuring weight and feel through its slightly muted steering, too. It has really striking mid-corner agility, however, changing direction energetically once it’s committed to a bend, and rolling only enough to communicate lateral load clearly. The four-wheel drive system isn’t there to allow the car to do an impression of a rear-driven two-seater, clearly; even in sport mode, it only gently straightens the car’s cornering attitude with power rather than rotating it towards the inner verge. Even so, it allows you to pour on power before you pass an apex - waiting just an instant as the boost builds, the diffs bite in, and the car catapults itself viscerally inwards and onwards like a fast 4x4 of old. And the way it does so is as compelling a phenomenon as any driver’s car at this price level or below it can supply.

AMD has come out and said that it doesn’t make any sense to be taking a leaf out of ARM’s book by using something similar to big.LITTLE tech for Ryzen desktop CPUs, at least not in the near future – which is a not so subtle way of casting doubt on Intel’s processor plans. Mainly because as you may be aware, Intel attends to adopt a big.LITTLE kind of approach – where ‘big’ (standard) processor cores are paired with low-power more efficient ‘little’ cores – with Alder Lake, which will be the following generation of CPUs (expected to arrive later in 2021) to come after next-gen Rocket Lake chips (which debut in early 2021). Here are the best gaming PCs We’ve picked out all the best processors And check out the best motherboards AMD simply believes the time isn’t yet right for this kind of approach, and indeed since hearing about Alder Lake’s implementation, pretty much everyone has been scratching their heads wondering exactly how this will benefit desktop PCs in a meaningful way (considering the efficient low-power cores are really there to drive battery-related benefits, so there’s certainly an obvious argument for laptops). As PC Gamer spotted, AMD’s Joe Macri, Vice President & Product Chief Technology Officer, commented in an engineering roundtable: “We’ve been studying big.LITTLE, it’s been 15+ years, so this is not a new concept in any way shape or form. We continue to study it, we continue to look at it. “We’re not going to talk about whether we’ll do it or not, but I’m going to talk about some of the challenges of it and around what you really want to do with it. Is the goal power efficiency? Is the goal more performance? Is the goal just marketing, 'I want more core count', regardless of what it does for the other two variables?” Macri adds: “At AMD, the marketing one we’re going to throw out the window. We’re not going to do it just to have a bigger number.” Naturally, more cynical types could read that as a suggestion that perhaps Intel is doing it for the count, considering it’s not yet clear what the benefits of such an approach might be for desktop PCs with Alder Lake. Software progression At any rate, AMD asserts that it won’t make sense to go down this path on the desktop until the software side of the equation takes advantage of this hardware configuration. Macri observes: “Just driving up the core count with little isn’t going to be that useful until software comes along. It’s not a simple problem, and I think there’s been at least one company who has got it right. I wouldn’t say all the companies have got it right that have started doing it. What we’re really fighting, for big.LITTLE with AMD, is that Mike’s team is doing such a great job with big, it makes it hard to win with LITTLE.” Of course, we have indeed seen that Ryzen processors have made some extremely impressive advances in terms of power-efficiency. That’s not to say AMD is ruling out any kind of big.LITTLE plans for the future, of course – it just won’t be the near future, unlike Intel which has Alder Lake coming out in 2021. Macri notes: “Over time I think there will be a point when we are going to need LITTLE, and it will be a point in time when the OS has the right attributes, the right capabilities in its scheduler and memory allocator, we’ll have the right memory subsystem. We’ll be able to give you not just a little bit better experience, but a much better experience. If we can’t get that experience change to be noticeable, why do it?” Intel calls its big.LITTLE style approach Hybrid Technology, and as you may be aware, it’s already a thing in Lakefield chips. Alder Lake is going to be a huge change for Intel, not just with the introduction of Hybrid Technology for the 12th-gen chips, but these will be Intel’s very first 10nm-based desktop CPUs, with an entirely new socket featuring a whole different rectangular shape, rather than a square.

The Argon ONE M.2 is a great case for your Raspberry Pi 4. It provides great cooling, SATA SSD storage and access to the GPIO. But what if you already own the original Argon ONE case for the Raspberry Pi 4? As listed on UK Pi reseller Pimoroni’s website and confirmed on the official Argon40 site, the Argon ONE M.2 Expansion Board is an upgrade part which provides an M.2 SATA SSD slot for your Argon ONE for just $20. The Argon ONE M.2 is a great all round case, With active and passive cooling options it keeps the Raspberry Pi 4 cool even under heavy loads. It looks great, and keeps all of the wires out of the way by routing them to the rear of the case. In the Argon ONE M.2 we have cheap, fast and reliable storage for our Raspberry PI 4. For $20 this is an essential upgrade for those who already own an Argon ONE, the benefits of fast and reliable SSD drives are plentiful and this add on is a simple and neat means in which to add that benefit. As we noted in our review of the Argon One M.2, the Argon ONE and the M.2 are identical, save for a plastic “riser” in which a custom PCB is used to slot any size of M.2 SATA SSD. Connection to the Raspberry Pi 4 is made using a USB 3 connector that joins the SSD PCB to a spare USB 3 port on the Pi 4. Argon ONE M.2 is a Raspberry Pi 4 compatible case that is made with aluminum alloy and polished with a modern Space Grey finish for stunning aesthetics and functionality. It has a 30mm software-controllable fan and air vents for better cooling. Also, you can connect an SSD via the m.2 connector and therefore supports high-speed data transfers. This case has two full-sized HDMI ports and also has a built-in power button for safe shutdowns, reboots, and forced shutdowns. Furthermore, it has two power management modes and has programmable IR support. Argon ONE M.2 Case for Raspberry Pi 4 Be the first to review this product M.2 SATA SSD Compatibility | Accepts any size of M.2 SATA SSD with Key-B or Key-B&M UASP Supported for Raspberry Pi 4 | Maximizes the high speed data transfers for Raspberry Pi 4 Two Full-Sized HDMI | Improves the dual-monitor support of the Raspberry Pi 4 for its video input Power Management Modes | Offers 2 power management options with automatic booting or “Always ON Mode” Built-in IR Support | Programmable IR support to the Raspberry Pi with streamlined options. Works out of the box with the Argon ONE Remote. Active Cooling | Software Programmable 30mm FAN via the Argon ONE software Passive Cooling | Aluminum alloy top case acts as a giant heatsink connected to the CPU of the Raspberry Pi 4 Cable Management | Repositioned all ports to the back of the Raspberry Pi 4 to highlight its sleek and modern design.

The total of confirmed coronavirus cases has surged past 50 million following record numbers of new cases in several countries. More than 1.25 million people have now died after contracting the virus, according to Johns Hopkins university. But the numbers are thought to be higher because of insufficient testing in many countries. A second wave of the virus has accounted for a quarter of all cases, Reuters reported. Europe, with more than 12.5 million cases and 305,700 deaths, is again a hotspot after being the first epicentre of the pandemic earlier this year. In the US just under 10 million have tested positive. It has seen more than 125,000 cases per day three days in a row. The states of North and South Dakota have the highest rates of death per capita. Tracking the global pandemic How close are we to a coronavirus vaccine? US President-elect Joe Biden has vowed a much more aggressive approach to the pandemic, after Mr Trump repeatedly downplayed its gravity and resisted public health measures including wearing masks and social distancing. Mr Biden has vowed to name a group of top scientists to his coronavirus task force as early as Monday, wants more testing and plans to call on every American to wear a mask when they are around people outside their own household. He is likely to take charge when the pandemic is at its peak in the country, former US Food and Drug Administration commissioner Dr Scott Gottlieb says. Dr Gottlieb told US media that the rate of new infections would probably be starting to decrease by late January, and "the only question is going to be how many people have died in the course of this and how many people have been infected". In Europe, France on Sunday recorded 38,619 new cases - many less than Saturday's record increase of 86,852 cases. However the health ministry said it had problems collecting data and there would be a correction on Monday. France also registered 271 deaths, bringing the total to 40,439. The country is just over a week into a second lockdown with the aim of curbing the spread of the virus. Under the lockdown restrictions, expected to be in place until 1 December, people can only leave their homes to go to work if they cannot work from home, to buy essential goods, seek medical help or to exercise for one hour a day. In the UK - which has seen the highest number of deaths in Europe - there were 20,572 new cases and 156 new deaths, bringing the total to 49,044 deaths. However the latest figures from the UK's Office for National Statistics suggest the increase in infections may be stabilising around the UK, with the rate of increase slower than in recent weeks. India and Brazil have also been hard hit. Elsewhere: Portugal is to bring in a curfew across most of the country from Monday Switzerland is deploying 200 army reservists who have had four months of training to its hospitals to help with growing numbers of admissions Algeria has extended a curfew already in place in 20 of the country's 48 regions to a further nine areas The health of Algerian President Abdelmadjid Tebboune is said by the presidency to be "continuously improving". The 74-year-old, a heavy smoker, has been undergoing treatment in Germany since late last month In Japan, gymnasts from four nations competed in Tokyo in an event seen as a trial run for next year's postponed Tokyo Olympics. Competitors were tested daily for the virus and wore masks as they entered the arena, while spectators had their temperatures taken and were misted with disinfectant as they entered

Lotus is already far into the development of one of the most important models in its history: an SUV tasked with generating sales volumes the British marque has never seen before. It’s the key component in Chinese parent company Geely’s commitment to “restoring Lotus into being a leading global luxury brand”. Autocar has learned that the high-riding model, internally codenamed the Lambda, will adopt fully electric power from launch in 2022, rather than hybrid propulsion, as was originally believed. Production will also centre on China, where demand for premium electric vehicles remains strong. Conceived under former Lotus boss Jean-Marc Gales, the SUV project first surfaced in 2016. At that time, it was understood the intention was to initially launch the model with a high-performance petrol-electric powertrain like those used by Geely sibling brands Polestar and Volvo. However, the EV market was significantly less mature than it is now – particularly in countries such as China, where more than 1.2 million electric cars were sold last year – and incentives to encourage people into EVs remain common. It’s understood Geely therefore reversed the decision to make a combustion-engined version of the Lotus SUV to arrive ahead of the all-electric one. Lotus wants the new model to lead the brand’s volume growth, particularly in places such as China and the US. The initial goal is to more than triple sales in the next few years, taking Lotus from 1500 to around 5000 units annually, and beyond that in future. The first big step of this volume growth plan is the ‘new Esprit’, a V6-engined hybrid sports car that’s due next year. With Lotus’s base in Hethel, Norfolk, undergoing major renovation, the SUV could in theory initially be built there, because its capacity is for up to 10,000 cars per year. However, it will be reserved as the brand’s sports car base. Instead, Geely will seek to make use of the greater economies of scale and lower costs of a recently finished £1 billion factory in Wuhan, China, with an annual capacity of 150,000. Much of that is for home-market Geely products, but a special section will be set up for building the Lotus SUV. It’s possible other Geely factories around the world could also produce the SUV, depending on demand. At the core of the SUV is an adapted version of Geely’s recently announced Sustainable Experience Architecture. Lotus is able to cherry-pick the best of the group’s components, while all engineering decisions still go through Hethel. Lotus is understood to have worked extensively on material usage for its SUV to ensure that, even with a heavy battery, lightness remains at its core. In 2017, Geely design boss Peter Horbury admitted that the SUV is “never going to be as light as an Evora. But I’m sure if you’re calling it a Lotus, it has to be the lightest it can be of that genre.” Given that the Tesla Model X weighs just over 2500kg in top-flight P100D form, Lotus could be aiming for the twot-onne mark with its SUV. That would make the expected EV propulsion level more than sufficient. Autocar understands that two variants will be offered: a base model approaching the 600bhp mark from a dual-electric-motor powertrain and a flagship variant offering up to 750bhp and an even more substantial torque figure. That should give the Lotus SUV the necessary firepower to take on the Model X, as well as any number of planned rival electric performance SUVs. Range is understood to be competitive, too. Lotus’s target is 360 miles, with an ambition to go beyond that. Despite production taking place in China, engineers at Hethel are taking the lead with regards to chassis and powertrain development. Knowledge gained from the Evija electric hypercar will inform the latter, while Lotus’s expertise in ride and handling should result in a driving experience more athletic than that offered by most SUVs. Lotus declined to comment on its SUV but said the firm has “a very bright future” due to “continued significant investment”, adding that its “focus is to deliver the best driver’s cars in the business”. An unveiling event for the Lotus SUV will be held in 2022 before sales start in 2023. Pricing is set to be competitive with volume-produced rivals.

DH1 - Better one ❤️

What is it? Just a few short weeks ago, Autocar magazine readers will have seen that we declared the Focus ST a better hot hatch than the new Volkswagen Golf GTI (website viewers that missed it will want to check in over the weekend). There can be few doubts over the Ford's overarching performance and desirability, then. The question that hangs over this seven-speed automatic version: whether the extra £1450 you spend on the gearbox is worth the investment over a manual. What's it like? The most obvious visual difference is that a six-speed gearlever gives way to a rotary selector on the centre console, plus a pair of small (arguably too small) plastic paddles behind the steering wheel. Like the rest of the interior, they’re not very impressive to look at, but function well enough. The auto has the same mechanism as the manual for picking up Normal, Sport, Slippery or Race Track driving modes on the steering wheel — but there is an M switch for manual in the middle of the selector dial if you want to do the cog-swapping yourself. The auto is virtually as rapid as the manual (it concedes 0.3sec from 0-62mph), but it’s a good deal more effortless, especially for the kind of driving with a high workload — lots of traffic or frequent B-road overtaking. Shifts are smooth if you want simple bouts of acceleration, but the kickdown (or paddle response) can be disappointingly slow if the powertrain is asked to change its mood quickly. Things in the ‘box don’t get appreciably quicker if you go for Sport or Race Track mode, either, which is a bit of a surprise. But you do get more alert throttle, at least, and the Continuously Controlled Dampers firm things up a lot, while the steering becomes firmer to heft (a boon, because it feels rather artificial in the Normal mode). Should I buy one? To love this car for its autoness, I would want a considerably quicker response to paddles and kickdown and snappier shifts in Race Track. Still, the ST auto is an impressive, quick car with a broader appeal across the spectrum of families, because it’s easy and smooth for anyone to drive. But there’s no doubt the manual is where it’s at for drivers.

Spider-Man: Miles Morales (PS4, PS5 [reviewed]) Developer: Insomniac Games Publisher: Sony Released: November 12, 2020 MSRP: $49.99 Although Peter is a part of the intro mission, this is very much Miles' story: as the former is whisked away to Europe fairly quickly with his significant other and stealth-sequence expert Mary Jane Watson. New York only has one Spider-Man in it for the time being. From the start, it does a really good job of bringing you in where you need to be. It's not an origin per se (the ending of the first game took care of that); it's more like a Batman Year One tale after he has some of the toys. If you want, you can get a quick recap of the original, but it's not wholly necessary since, again, this is an isolated story that involves Miles, his family and circle of friends, and new villains. Beyond a few Easter eggs, you can also go straight to this version and be fine. Over time I started to realize how different Miles Morales really was. Sure it has a lot of the same framework mechanically (both in and out of combat), but this is a much more personal story. It fits the game perfectly and allows it to step out of the shadow of Peter Parker, with a large focus on the people close to Miles that most players haven't quite met yet. The Christmas time period and wintery sparkle of the city also help add to the feeling that this is not a copy-and-paste job. My most beloved element of the game though has to be Miles himself. As most Spider-Verse film fans know, he's quite the character, with his own insecurities and demons he has to reckon with in addition to his heroic responsibilities. Insomniac manages to showcase his personality not just with the narrative, but with subtle in-game animations too. Sometimes Miles will struggle with an attack or even look off-balance. He's also willing to be heroic out of the costume, too. Seeing as this is a PS5 game after all, it's also important to talk about all of the next-gen goodies. The big (and I can't stress this enough) thing that stands out to me way more than the visual upgrades is the load time situation: or, lack thereof. The SSD effect is real, with the game taking mere seconds to load up or fast travel. There were times in the original where it was sometimes quicker to manually zip to a location as to not force a load — but in Miles Morales, he literally walks out of a fast-travel point in about a second. I hope the entire generation is this fast. The visual options are slightly less impressive but totally workable, especially if you were fine with the situation in the original. Insomniac makes you choose between 30FPS and ray tracing or 60FPS, the latter of which provides a "4K picture from a lower resolution base." While native 4K/ray tracing/60 is ideal, the game is absolutely fine in either setting, and the ray-tracing effects (including the puddles) look great. Combat is still very smooth, with Insomniac nailing the agility and strength of the Spider-Man character in an action system that mostly emulates the original. Miles has two powers at his disposal that are important to note: a bio-electric shock ability (Venom Blast) and a camouflage skill. The former really reminds me of the neon aesthetic from inFamous: Second Son in all the best ways, how it pops when you're blasting a single target or unleashing an electric blast into a crowd. Miles' camouflage, like most of its gaming ilk, is governed by a meter, which depletes as the ability is used or after you whack an enemy out of stealth. I'm sure some people will feel like camouflaging makes the stealth sequences easier, but they're also more fun as a result. Miles can speed through those portions of the game a little quicker than Peter, but you still have to maintain a degree of anonymity, lest you blow your cover. Miles also sports four gadgets (one of which is the classic web shooter) in tandem with his newfound skills, giving the whole game a welcome allure of familiarity. Insomniac did not have to reinvent the wheel here, so this approach is appreciated. I'm nearly done with the review, but I felt compelled to answer a still-burning question for some: so what exactly is this game? I know it's been confusing. So the answer really is: "it's something like Uncharted: Lost Legacy." It's a shorter, roughly 10-hour (or less) campaign that can be stretched to 15 hours or so if you go for a 100% rating/Platinum trophy. Once that's in the bag, you can opt for a New Game+ run, which has its own unique unlocks in tow. While you might want more, the benefit of this approach is that the game doesn't feel bloated nor does it overstay its welcome. The in-game challenges and collectibles never get out of hand, and there's only two easy-to-follow currencies to juggle. I actually 100%ed it with gusto for this review because I was compelled to. Just like Into the Spider-Verse, I was pleasantly surprised by Miles Morales. I came in fully expecting it to be a side story, but it was much more than that. If this is setting us up for Spider-Man 2 where both Miles and Peter are playable: I'm in. CPU: Intel Core i3-560 3.3GHz Or AMD Phenom II X4 805 Graphics: Nvidia GeForce GTX 750 TI 2 GB or AMD Radeon R7 360 v2 2GB RAM: 6 GB Windows: Windows 7,8,8.1 and 10 (64 Bit) DirectX: DX 11 HDD Space: 50 GB

The sales season is upon us, and that means plenty of Black Friday deals to pore over in the coming weeks. And if you’re after an OLED TV specifically, we think this is going to be a very good time to adopt the technology for your home. There’s plenty of reasons for that, including gradually dropping prices, new panel sizes, and improvements in OLED tech across the board – such as measures to tackle image retention, and ways to calibrate brightness according to the ambient light in your living room. But the best reason for picking up an OLED TV is always going to be because it’s good. OLED is the pinnacle of premium TV tech right now – sorry, 8K – and there are some sets you really don’t want to sleep on. With that in mind, we’ve brought together four OLED televisions that are really worth keeping an eye on over Black Friday and Cyber Monday this year – so you know to head to checkout if a good discount drops. The LG CX OLED was our favorite OLED TV this year, for a perfect price-to-performance ratio, gorgeous OLED picture, and implementation of the webOS smart TV platform. Our only real complaint is that the bass can sound a bit distorted on the audio side, but otherwise this is a pretty exceptional OLED TV that a lot of people have no doubt already picked up. With successive price drops over the past couple of months, LG is clearly hoping to clear out the remaining stock, and you might well miss out if you don’t nab one of the earlier deals on this one. The LG BX is that little bit cheaper, and should still offer a capable picture – though we haven’t reviewed this one, and can’t say for sure. Sure, the A9G OLED isn’t talked about that much these days, what with the A8H/A8 being the talk of Sony TVs this year. But the 2019 television is still widely in stock – likely due to its high price at launch – and is competitively priced these days, costing around the same as the new A8. Performance is pretty similar on both sets, even if the newer A8 comes with lower input lag and slightly higher brightness. TVs are also aesthetic objects on the outside though, and you may well prefer the A9G’s central TV stand over the A8’s two feet. The former model is a little bit slimmer, too. Most importantly, it’s more likely we’ll see a price cut that’s truly tempting on the older Sony A9G – so if you’re not fussed about getting the latest Sony OLED, then the A9G might be the one for you. The HZ980 is a new entry-level OLED TV model from Panasonic, which got a surprise launch several months after its HZ1000, HZ1500 and HZ2000 siblings were announced. It’s largely the same as the HZ1000, with an OLED panel and HCX Pro Intelligent processor, though it’s taken a hit to motion smoothing, and doesn’t come with the neat swivel stand (or ramped-up audio) of the step-up models either. For a basic OLED television without the bells and whistles of more expensive sets, though, this is an OLED that’s already offering good value, and is definitely worth keeping an eye on over Black Friday.

With Bitcoins trading at almost $14,000 per bitcoin, perhaps it is finally time for me to get into the cryptocurrency game? Instead of buying bitcoins, could I use my Raspberry Pi to mine for bitcoins instead? What is Cryptocurrency mining? Crypto mining is the digital version of mining for gold, combining performing complicated calculations and pure luck (being the first to complete the calculation) with your computer. Mining is essential to cryptocurrencies in order to maintain their distributed ledger, aka Blockchain. While Bitcoin is the most well-known form of cryptocurrency, it’s hardly the only game in town. All forms of cryptocurrency use blockchains to maintain the validity of each transaction and prevent someone from fraudulently spending their coins more than once. Is Raspberry Pi Bitcoin mining profitable in 2020? My initial research showed that mining for bitcoins with any consumer grade computer is not profitable when factoring in the cost of electricity and hardware. Most bitcoin mining is now done on ASIC Bitcoin Miners; hobbyists and individuals can find limited success by joining a mining pool, harnessing the power of a group of distributed computers. What if we joined a mining pool, used solar panels to power our Pi, and ‘wrote-off’ the cost of our hardware? Bitcoin mining is an extremely competitive venture with too many other miners, increasing difficulty levels, and lower rewards for miners. Mining Pools Individual cryptocurrency mining was out of the question since we are using a Raspberry Pi and not an ASIC Bitcoin Miner. I looked at several mining pool software groups I could join; most had options for Windows and MacOS; there were no mining pools with support for Raspberry Pi. Raspberry Pi is not supported by Linux miner software due to its ARM Architecture. Supported Linux mining software is based on x86 processors found in typical PCs. Disclaimer: This article is presented as an educational opportunity to spark interest in learning more about blockchain and cryptocurrency, and not necessarily to generate cryptocurrency. The methods described in this article are hacks and not officially supported. The easier and faster method is to download and install the free software associated with the mining pool of your choice on your PC. What You’ll Need for this Project Raspberry Pi 4 or Raspberry Pi 3 8 GB (or larger) microSD card (see best Raspberry Pi microSD cards) with a fresh install of Raspberry Pi Lite OS or Raspberry Pi OS with Desktop. Power supply/Keyboard/Mouse/Monitor/HDMI Cable (for your Raspberry Pi) Optional (Recommended): Heatsinks and fan for your Raspberry Pi Optional: Solar Panel Power Bank with USB-C Optional: Raspberry Pi Cluster Case with Heatsinks and Fans This tutorial is based on terminal commands. If you are not familiar with terminal commands on your Raspberry Pi, we highly recommend reviewing 25+ Linux Commands Raspberry Pi Users Need to Know first

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What is it? Here's another review on a plug-in hybrid executive option from a German premium brand, I’m afraid. Apparently, everybody wants one. It must be true, otherwise why would there suddenly be so many? For now at least, the BMW X3 xDrive30e may be one of the more significant examples of this new tax-efficient band of cars, however. It’s an SUV, which will make it appeal to a great many for its practicality; unlike some electrified luxury SUVs, it might just be cheap enough to sneak onto your company car scheme; but mainly because it’s one of very few cars of its kind that qualifies for a 10% benefit-in-kind rating. Interested fleet ‘user-choosers’ who do some cross-shopping will notice that even the very latest versions of the equivalent Volvo XC60, Audi Q5 and Mercedes-Benz GLC ‘plug-ins’ don’t quite make it into the same tax bracket. The only other premium-branded, part-electrified, mid-sized SUV that does is the new Land Rover Discovery Sport P300e. For private buyers, UK prices on the car start just below £50,000, making it a good chunk more expensive than any other four-cylinder X3 and about level on price with the six-cylinder 30d diesel. Like most other X3s, it can be had in SE, xLine or M Sport trim, and in all versions it gets four-wheel drive and an eight-speed automatic gearbox. There are one or two technical distinctions and sti[CENSORED]tions associated with the car, though, of which canny customers ought to be aware. It uses the same combination of a 181bhp four-cylinder turbocharged petrol engine and a 108bhp electric motor for power as BMW's other 30e derivatives, plus the same 12kWh lithium ion drive battery, which in this case sits under the back seats. Unlike in Volvo and PSA Group PHEVs, the motor is housed within the transmission and so drives through all four wheels, just as the piston engine does. But the X3's drive battery does displace the fuel tank, which is carried above the rear axle instead of in its usual berth, and that difference does adversely affect loadbay space just a little. M Sport trim is likely to be the most po[CENSORED]r choice in the UK market, with its racier styling touches, and in this case you can have it without worrying that the extra rolling resistance of the bigger wheels and tyres or the weight of the extra kit will tip your optioned-up car into the next tax bracket. The infotainment can be mastered via the iDrive scroller, via fingertip touchscreen input or by voice command, and its usability is very good. Customisable homescreens, whose layout you can adapt so that the information you refer to most often is always displayed, help a lot once you’ve figured out how to configure them. There's a familiar degree of complication about the driving experience, too, but only as much as comes with the modern premium car territory, and you will have negotiated it long before the end of your first lengthy drive. There’s the usual choice of driving modes (Comfort, Sport, Eco Pro and Adaptive), and the hybrid system adds only one more button with which you will need to fiddle, marked eDrive. It allows you to switch the powertrain between all-electric, hybrid and battery-save running modes, with hybrid being the default choice and the one the majority will use most often. In hybrid mode, the car has a generally slick, well-rehearsed way of managing its power sources. Most town running will be done electrically. While the size and weight of the X3 clearly demand more of the 108bhp motor than the 30e versions of the 3 Series and 5 Series, it still copes quite well in urban environments, with enough pedal response and accessible power to make good progress through stop-start traffic. As you leave the city, you will rouse the piston engine if you want the car to accelerate briskly, which it will certainly do. But it’s still easy enough to get up to 70mph without burning any hydrocarbons – and you won’t be holding anybody up while doing so. Out of town, electric-only range isn’t quite worth the 31 miles in practice that the WLTP lab tests promise (although it might well be in exclusively urban running). On a typical UK office commute, you would probably see something between 20 and 25 miles of electric range on a full charge. Charging the battery back up to 80% from a 16-amp post or wallbox connection then takes just over two-and-a-half hours at a maximum charging rate of 3.7kW. Even when the drive battery is depleted, the powertrain still runs and performs very satisfactorily. Our testing suggested that a ‘range-extended’ fuel economy return in the low-40mpg range should be easy to achieve. Moreover, the engine starts and runs smoothly even at high loads and revs, which isn’t something you can say about many PHEVs. Because the car is clever enough to take data from the sat-nav and to decide for itself when to use its engine and when to shut it down, you can find that overall fuel economy is surprisingly good, even on longer journeys, only part of which can be powered electrically. Our test route was a 55-mile loop embarked on with 80% charge in the battery and concluded with just under 5%, which the trip computer recorded for fuel economy at just over 70mpg. You can, of course, easily find fault with the logic of presenting information like this. It would be a lot more honest and informative if the car’s petrol efficiency counter simply stopped running when the engine was shut down and there were a counterpart for electric running displayed just as prominently, wouldn’t it? For the time being, though, (and for as long as the prevailing thinking is that electricity is free and petrol efficiency is all that matters) this is what we will likely continue to get. And not only from BMW, I should add.

One-Minute Review We were hoping for great things from the PS5, and Sony's next-gen console delivers. Sony has re-imagined the key parts of the experience – from a simpler setup and new well-thought-out user interface, to a revolutionary controller and added bonuses for PS Plus members – and the result is a console that we can't help but be impressed with. Where to buy the PS5: pre-order and price updates PS5 size comparison: is the PlayStation 5 too big? PS5 vs PS5 Digital Edition: which next-gen Sony console is for you? Sony PlayStation 5 at eBay for £649 Sure, there are problems with how few first-party games there are at launch – and it would have been nice to see support for previous generations of PlayStation titles, not just PS4 games – but the PlayStation 5 feels like a solid investment nevertheless, and we're confident that the PS5 experience will improve with age. You may feel tempted to run out and buy a 4K/120Hz TV with HDMI 2.1 to take full advantage of the console's peak capabilities, but even without one you'll enjoy unbelievably fast load times and a gorgeous new UI. The PS5 caters to both primed and ready next-gen gamers and tepid PS4 owners looking to dip their toes into the future of gaming - and for the latter it's a console that so seamlessly bridges the gap between the last generation and the next that you probably won't need to boot up your PS4 ever again. From big upgrades like the super-fast NVMe SSD and powerful GPU that enable higher frame rates and ray tracing, to subtle touches like the built-in microphone on the controller that can serve as a quick stand-in for a headset, the PS5 feels like it was built for ease of use as well as pure power. We've yet to get our hands on the PS5 Digital Edition, which we may feel differently about, and we've yet to try out some of the PS5's streaming apps and entertainment functionality, but if you're still on the fence about buying the PS5, we can wholeheartedly recommend the console as a welcome upgrade over the PS4, and an exciting portal to next-gen gameplay. PS5 vs Xbox Series X: which console should you pick? What's in the PS5 box? Find out in our PlayStation 5 unboxing video: PS5 release date: November 12 or November 19 depending on region PS5 price: $499.99 / £449.99 / AU$749.95 PS5 Digital Edition price: $399.99 / £359.99 / AU$599.95 The PS5 release date in North America, Australia, Japan, South Korea and New Zealand is November 12, 2020, which is just two days after the release of its next-gen rivals, the Xbox Series X and Xbox Series S. For the rest of the world, the console becomes available one week later on November 19. In terms of the PS5 price, you’re looking at $499.99 / £449.99 / AU$749.95 for the standard version of the console with a 4K Blu-ray disc drive. However, if that’s more than you want to spend, there’s also the PS5 Digital Edition, which doesn’t have a disc drive, and which is available for $399.99 / £359.99 / AU$599.95. That's more than the launch price of the PS4 and PS4 Pro, which both came in at $399.99, but they arrived seven and four years ago respectively now, and you're getting a generational leap in hardware here for only a few hundred more. It's still expensive, don't get us wrong, but the jump in price does feel warranted for what you’re getting here. Sony isn't the only console maker with new hardware on the block – you also have to consider the Xbox Series X and Xbox Series S that are available at almost exactly the same time. Priced at $499 and $299 respectively, they each have their own separate reviews so we won't spend much time talking about them here, but be sure to check out our PS5 vs Xbox Series X breakdown for more details about how the consoles stack up.

With the Ryzen 5000 series, it's fair to say that AMD has finally, and fully, eclipsed Intel's performance dominance in desktop PCs. AMD’s flagship $799 Ryzen 9 5950X has landed in our labs, boasting 16 cores and 32 threads bristling with the potent new Zen 3 microarchitecture. AMD’s new halo part expands Ryzen 9’s dominating lead in productivity applications and beats Intel’s competing processors in every other metric, including 1080p gaming performance, by surprising margins. Our 5950X sample even breaks the 5 GHz barrier at stock settings (at least sporadically), outstripping its spec and making it an easy choice for our list of Best CPUs. But the Ryzen 9 5950X is just the tip of the Zen 3 spear. We also have the more amenable $549 Ryzen 9 5900X that comes with 12 cores and 24 threads. Aside from its bruising performance in applications, it’s even faster than the 5950X in gaming, even beating out Intel's overclocked flagships at 1080p, too. Much of Ryzen’s early success stemmed from industry-leading core counts and plenty of freebies for enthusiasts, like bundled coolers and unrestricted overclockability paired with broad compatibility. Still, AMD was long relegated to the role of a value alternative. AMD’s clockwork execution on new Zen architectures has slowly whittled away Intel’s performance superiority with each new launch, though, leaving Intel an ever-shrinking cross-section of advantages. To counter, Intel added more cores and features of its own, but AMD’s relentless innovation left Intel clinging to the life raft of its single-threaded performance advantage. AMD narrowed the gap when it transitioned to the denser 7nm process and Zen 2 architecture for the Ryzen 3000 chips, which largely reduced Intel’s gaming advantage to the imperceptible level – particularly in the mid-range of the market. With sales surging, AMD has begun to capitalize by repositioning itself as a premium brand. The first signs of that shift began with the company’s recent Ryzen XT lineup, which found the company largely discarding some of the freebies we’ve become accustomed to and tacking on a higher price tag to its almost imperceptibly-faster chips. Ryzen 5000 changes the game entirely, though. The chips come with the same refined 7nm process found in the Ryzen XT processors, but AMD paired the node with a ground-up redesign of the Zen core microarchitecture. AMD says the new Zen 3 microarchitecture provides a 19% average increase in instruction per cycle (IPC) throughput, erasing the last vestiges of Intel’s performance advantages while delivering a new level of power efficiency. According to our tests, the Ryzen 5000 processors deliver, beating Intel in nearly all metrics that matter, including performance, power consumption, and thermals, and largely remove Intel’s performance lead after overclocking. And yes, that includes in 1080p gaming. AMD is also leveraging its position as the only CPU maker that also makes discrete GPUs by rolling out its new Smart Memory Access feature. This new tech boosts gaming performance by enhancing data transfer performance between the CPU and GPU, but it only works if you have a Radeon RX 6000 graphics card, Ryzen 5000 processor, and a 500-series motherboard. We won’t know the full implications of this new tech until the Radeon RX 6000 “Big Navi” launch later this month, but it looks promising. Now that Ryzen 5000 firmly establishes AMD as the performance leader, the company has hiked up prices by $50 across its entire lineup and left a noticeable gap in its product stack – you'll have to take a steep $150 step up the pricing ladder to get above the entry-level six-core twelve-thread Ryzen 5 5600X. AMD's premium pricing could be an Achilles heel, but it's hard to determine the final pricing story given that AMD's suggested selling prices almost never manifest at retail.

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What is it? The Audi RS E-tron GT raises a few interesting questions relating not only to the future of the performance car as a concept, but also to all cars in a far broader sense. It’s no secret that the first electric vehicle to wear Audi Sport’s coveted RS badge shares in effect all of its componentry with the Porsche Taycan. From its twin electric motors to its three-chamber air suspension, and from its 800V battery to its layout and the J1 platform upon which it’s based – all of the things that make these cars stop and go and ride and change direction – are pretty much one and the same. So it’s tempting, if a little reductive, simply to label the RS E-tron GT as a Taycan in an Audi frock, purely by dint of the fact that the Porsche came first. So the first of those questions, I guess, should be, ‘how much truth is there in such a label?’. And the big, rather more philosophical one has to be, ‘how different from one another can we expect the electric performance cars of the future to actually be?’. We’ll come to the first in a bit, but that second one is a bit of a humdinger. Combustion-engined performance cars have taken many forms over the years, and everything from cylinder count to engine positioning, forced induction and transmission type all combine to determine how a car will ride, handle, perform and respond to your inputs. Crucially, however, they all help to form a car’s unique sense of personality. There’s a degree more uniformity where the high-performance EV is concerned. Most will house their batteries beneath the floor, between the axles for a low centre of gravity and better weight distribution. Most will have an electric motor up front, joined by one or two motors at the rear for all-wheel drive. All will offer immediate throttle response and a slug of torque available from the basement and which enables them to accelerate with all the ferocity of a jump into hyperspace. Great for making the Kessel Run in less than 12 parsecs, perhaps, but it’s all a bit samey, isn’t it? Just like the Taycan, the Audi fits that blueprint to a tee. Its 83.7kWh (net capacity) battery sits between the front and rear axles, each of which houses a permanent-magnet synchronous electric motor. Combined, they endow the RS E-tron GT with system outputs of 612lb ft and 590bhp – that latter figure rising to 646bhp during launch control starts. Curiously, that’s not quite as much as the middleweight Taycan Turbo’s peak of 671bhp, but is still enough to make this EV the most powerful RS model yet and to allow it to accelerate from 0-62mph in ‘considerably less time than 3.5sec’. So just how different from the Porsche is the Audi? According to Dennis Schmitz, technical project manager for RS E-tron GT, the clue is in the name. “We want to show high performance, but also everyday usability in an electric car,” he says. “That’s why we call it a gran turismo; to show it’s super-sporty on the one hand – RS always means extreme sport – but also that it’s really usable. It’s a four-door car, it’s a car you can travel longer distances in, you can travel with your family in, you can switch from a really comfortable setting to a really sporty one.”

New releases fail to crack the physical Number 1 spot Despite the launch of three brand new titles, Electronic Arts' football sim FIFA 21 has managed to retain the top spot of this week's UK Charts, at least as it applies to physical sales. Ubisoft's open-world sequel Watch Dogs: Legion, Nintendo remake Pikmin 3 Deluxe, and Bandai Namco's horror title Dark Pictures Anthology: Little Hope all debuted in the Top Ten, but failed to secure the number one spot, landing at numbers two, seven, and nine respectively. Of course, with the ever-increasing shift to digital sales, the digital charts may tell a different story. Next week sees the start of the next generation of video gaming, a generation that will likely see digital sales further supersede physical sales. While there will always be a market for physical games sales, via online retailers and the high street, recent years have seen a constant and undeniable market shift towards digital downloads, which is very unlikely to halt anytime soon. U.K. video game sales chart w/e: October 31, 2020 (Chart reflects in-store physical sales only) 1. FIFA 21 - Electronic Arts 2. Watch Dogs: Legion - Ubisoft 3. Animal Crossing: New Horizons - Nintendo 4. Mario Kart 8 Deluxe - Nintendo 5. Minecraft - Nintendo 6. Super Mario 3D All-Stars - Nintendo 7. Pikmin 3 Deluxe - Nintendo 8. Ring Fit Adventure - Nintendo 9. The Dark Pictures Anthology: Little Hope - Bandai Namco 10. Minecraft Dungeons - Nintendo

The DJI Mini 2 has flown into our lives just a year after the arrival of the DJI Mavic Mini. It's surprising to see a successor to DJI's smallest and cheapest drone already, so what new tricks has it learnt in just 12 months? On the surface, the DJI Mini looks identical to the Mavic Mini, with both drones featuring identical designs and three-axis gimbals. There are other similarities, too – both the Mini 2 and Mavic Mini have the same image sensor, automated QuickShot modes and DJI Fly companion app. But DJI has managed to add a few headline upgrades that could tempt existing Mavic Mini owners to trade their drones in for the new model. While the Mini 2 remains an beginner drone that falls short of offering pro-level flying performance or features, it is the most powerful little flying camera we've seen at this size and price point. Here are the five main ways the DJI Mini 2 differs from 2019's Mavic Mini, which will remain on sale as an even cheaper alternative... These are the best drones in the world right now Black Friday deals: check out the hottest tech deals so far Or check out our guide to the best DJI drones you can buy right now 1. The Mini 2 shoots 4K video One of our main criticisms of the DJI Mavic Mini was that it didn't record 4K video, instead topping out at a maximum 2.7K/30p resolution. The Mini 2 addresses that with a headline 4K/30p mode, which it can shoot at a bit-rate of 100Mbps. That said, the DJI Mavic Air 2 offers another step up with its combination of a larger 1/2-inch sensor and 120Mbps bit-rate. The Mini 2 actually uses the same 1/2.3-inch sensor as the Mavic Mini, and we're slightly disappointed to see there's still no 2.7K/60p mode on the new model. But its 3-axis gimbal means you can expect superior overall quality than the most other entry-level drones and the extra resolution gives you 2x lossless zoom when shooting in 1080p (or 4x digital zoom if you're prepared to take an image quality hit). 2. Ocusync helps the Mini 2 fly further DJI uses different transmission systems (which is the way the drone and controller communicate) for different models. Its beginner drones tend to use Enhanced Wi-Fi, which is what we saw on the DJI Mavic Mini. But thanks to a new controller, the Mini 2 has surprisingly has a more advanced proprietary system called Ocusync 2.0. What does this mean? You'll be able to control and see the Mini 2's video feed from much further away than on the Mavic Mini. While the latter's maximum range is 4km, its successor promises to be controllable via a reliable HD video feed from 6km away (in Europe) or 10km in FCC-compliant countries like the US and Australia.

Today, AMD is launching its 5000-series Ryzen CPUs based on the Zen 3 architecture, and thus ASRock is grabbing the opportunity to show off its new X570 motherboard. This board is called the ASRock X570 PG Velocita! which as its name implies is meant for speedy systems. The Velocita follows a pretty standard ATX layout, packing an AM4 socket at its heart, wired to four DDR4 memory slots with support for up to DDR4 5000. In the lower half you'll find two PCI-Express 4.0 x16 slots, which will run in 8x if both are occupied or the full 16 lanes if only using the top slot. Being a speed-focused board, ASRock equipped the board with a lavish 14-phase VRM circuit to power the CPU, claiming 'unmatched overclocking capabilities' in its exciting promo video. The chipset of the board is cooled by a heatsink along with a small fan that can spin up to 6500 RPM, and the VRM circuitry has a beefy heatsink spanning around the CPU socket. For storage, ASRock equipped the board with two PCIe 4.0 M.2 slots (one of which is wired through the chipset) for NVMe SSDs along with a total of eight SATA ports. In the theme of speed, ASRock also opted for 'Killer DoubleShot Pro' ethernet, which combines WiFi 6 capabilities through the Killer AX1650 controller with 2.5Gbe Ethernet using the Killer E3100 controller. Of course, you don't have to use this motherboard with a 5000-series AMD CPU. It's still unclear what availability will be like for those chips, so in the meantime, a 3000-Series AMD Ryzen CPU will work just fine with upgrade options down the road. Killer™ Wireless and Killer™ Ethernet ASRock X570 PG Velocita has both Killer E3100 and Killer AX1650, which support Killer Prioritization Engine and Killer DoubleShot Pro, offering the most reliable networking. The Killer Prioritization Engine can Identifies thousands of games, applications, and websites. It prioritizes real time packets over other packets and makes Gaming in first priority, offering more enjoyable and uninterrupted online entertainment experiences with better throughput and lowest latency. Killer DoubleShot Pro is a technology for systems that have both Killer Wireless and Killer Ethernet products, enabling your computer to use Wi-Fi and Ethernet at the same time. It will automatically utilize the fastest network connection for all of the PC’s high priority traffic, and all standard traffic are then sent over the other interface. This ensures the highest priority traffic will always be put on the fastest and most reliable link. Gamer-Centric Features for Incredible Performance For AMD Ryzen 5000 series processors, X570 PG Velocita provides the 14 Digi Power Phase & 50A Dr. MOS, offering a completely smooth power delivery to fully develop the OC potential of CPUs with optimized heat dissipation. Besides, it provides two Hyper M.2 sockets with full-coverage heatsink for up to Gen4 x4 (64 Gb/s), ensuring that high-performance M.2 SSDs can always work at full capacity and have the longer component lifespan. With PCI express 4.0 slots for graphic cards and all features above, gamers have been already one step forward than other competitors.

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