Prince Latest Tech Discoveries



That’s partly due to the sheer size of it: at 5080 millimetres long, 1865mm tall and 1980mm wide, this is a very large SUV. It’s even bigger than the Toyota LandCruiser 200 Series, and the LX570 could be considered the well-heeled fraternal twin of that model.

Over that car, the Lexus has – aside from more outlandish styling – a considerably higher price tag, starting at $140,500 (plus on-road costs). The flagship LC200 Sahara starts at $113,500. Further to that, the V8 petrol-powered LC200 has a smaller engine (4.7-litre versus 5.7-litre) with less power and torque than the Lexus (227kW and 439Nm versus 270kW and 530Nm, respectively).


It does have a few more luxury features, though. Well, truth be told, the standard equipment list is almost ludicrous.

It includes: keyless entry and push-button start, quad-zone climate control with ventilation for all three rows, easy entry air suspension that drops the car for better access, leather trim, heated front seats with driver’s side memory function, electric steering column adjustment, a fridge between the front seats, LED headlights with auto high beam, auto lights and wipers, electric sliding second row seats, electric folding third row seats, power tailgate, 20-inch wheels, and a 19-speaker Mark Levinson sound system that is controlled via a 12.0-inch media screen with satellite navigation and traffic updates.

Safety kit is a strong point, too, with a surround-view camera (with configurable forward-view monitor for off-roading), front and rear parking sensors, lane departure warning, blind spot warning, forward collision warning and auto braking, rear cross-traffic alert, and radar cruise control. Further, the LX has dual front, dual front knee, front side, rear side, and full-length curtain airbags (10 in total). Oh, and it has eight seats, all with lap-sash belts.

  • Yet, there’s still more standard gear: read the full pricing and specifications story here.

    Furthermore, Lexus still has an ‘enhancement pack’, as fitted to our car, which includes 21-inch wheels, a heated steering wheel, ventilated front seats, and heated and ventilated second-row outboard seats. This adds $16,500 to the price.


  • To say you get a lot of car for your money with this Lexus is probably an understatement.

    Having such a big petrol engine under the bonnet also makes something of a statement – there’s no diesel available here due to the Australian specification requirements.

    The engine is certainly adequate at hauling this much heft (2645 kilograms), and when you plant your right foot it is actually pretty quick. Though that kind of behaviour is not advisable, as the fuel use is pretty epic. The claimed consumption for the LX570 is 14.4 litres per 100 kilometres, and we saw 19.2L/100km over our week of testing which included 400km of highway driving.

    The new eight-speed automatic gearbox is smooth and more refined than the existing six-speeder, though the additional high gears means the ‘box has a tendency to shuffle quickly to the highest possible ratio. That’s good for saving fuel, but can be a bit annoying around town, as the car is almost constantly hunting for the correct gear as you accelerate and brake in traffic. When actually on the highway, the gearbox works commendably, with the big bus virtually idling at highway speeds in eighthy

  • With such mass to move, the braking performance is somewhat compromised. The feel of the pedal is terrible, initially feeling squishy and not actually biting until partway through the travel of the pedal. There’s a squishy sound from the pedal, too, and the body of the vehicle pitches forward when you apply heavy brakes. Also featured is an autonomous braking system, which manhandles the big SUV to a complete halt, albeit somewhat jerkily.

    While hardly any buyers of such a blinged-up SUV will likely venture off-road, at the launch of the LX570 in Canberra last week there was an all-terrain component of the drive loop that showed how effortless it was for the big Lexus.

    With the “Crawl Control” function borrowed from the Toyota LandCruiser, as well as a proper low-range gear set and the ‘Active Height Control’ air suspension, the Lexus is more than adept at scrambling down steep rocky slopes or scrabbling up slippery hillsides with ease.

    The multi-view camera system allows you to see over crests at speeds below 20km/h, and there’s a brilliant ‘Turn Assist’ system that can be activated in low-range. It works kind of like a skid-steer, in that it locks the inside wheels and powers outside wheels to assist with tight turning moves.

    That feature makes the Lexus feel a lot smaller than it is, which is important when you’re off-roading down tight tracks. And the level of comfort at which the Lexus rides over rough terrain means it’s kind of like driving a loungeroom to your favourite camping spot.


    All occupants will be kept cool and comfortable, though, with air conditioning vents everywhere you need them, and cup/bottle holders being plentiful, too.

    All Lexus models come with a four-year/100,000km warranty, but the brand doesn’t have a capped-price service program unlike some of its luxury SUV rivals (such as BMW and Mercedes-Benz).

    So, does this V8 SUV with off-road cred and sharp styling have a spot in the market? Definitely – but even Lexus admits the demand will only be about 20 units per month. The 2016 Lexus LX570 isn’t for everyone – if you’re after a high-powered performance SUV, look elsewhere – but there’s certainly a lot of value to be had and plenty of practicality, too.

Featured post

The 2017 Bugatti’s chiron

Leaving the 99.999 percent in its dust, the Chiron is a 1500-hp smackdown of every hypercar ever produced in the history of time. An 8.0-liter 16-cylinder engine utilizes four turbos to make 1500 hp and 1180 lb-ft of torque for what will surely be epic acceleration; Bugatti claims a top speed of 261 mph. A seven-speed automatic routes that power through all four wheels. If you have to ask, you can’t afford it—it’s priced at around $2.7 million dollars.

Its 1500hp and 16 cylinder makes acceleration so fast and intresting.

You could als see it 

It’s whatever you wanna call it a super car , luxury car , sport car .It’s worth the price.

Hackers Turn Tesla Into a Brain-Controlled Car

“Oh it’s turning. Brake! Alright, we’re scared but we’re good.”
The Tesla Model S had only gone a few feet, rolling mostly straight from one empty spot in the parking garage to another. The driver wasn’t actually behind the wheel, though. He sat in the passenger’s seat, donning an EEG headset that allowed him to control the vehicle with his mind. Meet Teslapathic.

This feat is the brainchild of California-based technologists Casey Spencer, Lorenzo Caoile, Vivek Vinodh and Abenezer Mamo. Their team used Spencer’s 2015 Tesla Model S 85D for the hack, and their project placed third at the Cal Hacks event for university students this month.

The team only had 36 hours to make Teslapathic happen for the hackathon. In their setup, an EEG headset translates the brain activity for “stop” or “go” into analog signals broadcast by an off-the-shelf RC radio and articulated actuators on the pedals and a motor on the steering wheel, according to the team’s description.
A machine learning training program turned the braMORE

ctivity into specific commands. For “go,” Spencer thought about tapping his right foot, and for “stop,” he thought about clenching his left hand. The analog signal for “go” caused a linear actuator affixed to the brake pedal to recede, and the actuator on the gas pedal to engage. For “stop,” it was the opposite.

This feat is the brainchild of California-based technologists Casey Spencer, Lorenzo Caoile, Vivek Vinodh and Abenezer Mamo. Their team used Spencer’s 2015 Tesla Model S 85D for the hack, and their project placed third at the Cal Hacks event for university students this month.

The team only had 36 hours to make Teslapathic happen for the hackathon. In their setup, an EEG headset translates the brain activity for “stop” or “go” into analog signals broadcast by an off-the-shelf RC radio and articulated actuators on the pedals and a motor on the steering wheel, according to the team’s description.
A machine learning training program turned the brain activity into specific commands. For “go,” Spencer thought about tapping his right foot, and for “stop,” he thought about clenching his left hand. The analog signal for “go” caused a linear actuator affixed to the brake pedal to recede, and the actuator on the gas pedal to engage. For “stop,” it was the opposite.

Steering was slightly clunkier, and not brain-controlled. They installed a windshield wiper motor fitted with a potentiometer on the steering wheel. A head-mounted gyro for the driver provided some steering so when the Spencer turned his head right or left, the steering wheel responded.
For safety, the code included an emergency brake in case of failure, the user had to hold a dead-man’s switch in order to broadcast a signal, and a block wedged behind the accelerator prevented the Tesla from going too fast. And, at worst, the passenger could kick the actuators away from the pedals.
Granted, once it went, the Tesla wasn’t quite between the lines and probably would have dinged the neighboring sedan if Spencer didn’t think hard enough about stopping. But those few feet represent an incredible surge into the future.
A year ago, Spencer created a brain-controlled golf cart (video) dubbed the “Cranium Cart” for Cal Hacks. Potentially wrecking a golf cart isn’t the same as risking a $85,000 Tesla, but Spencer clearly isn’t afraid to put his car to the test. He is upfront about participating in Tesla’s referral program, too, which probably helps.


As HP’s second go at the Chrome OS, the $299 Chromebook 14 is a success. For those who mainly use their notebook to surf the Web, watch videos and send email, this may be all the machine you need. We appreciated the color options for the exterior (snow white, ocean turquoise and coral peach), as well as the impressive 7 hours and 57 minutes of battery life.

The solid feel of the HP Chromebook 14 suggests a reliable build quality, and its soft keyboard deck felt comfortable against my wrists. If you’re looking for a more premium design, check out the Dell Chromebook 13, which has a soft-touch carbon-fiber finish and a sturdy magnesium-alloy design.
HP Chromebook 14 Size


3.48 pounds


13.54 x 9.45 x 0.7 inches
Weighing 3.48 pounds, the 14-inch HP Chromebook 14 is heavier than the 13-inch Toshiba Chromebook 2 (2.97 pounds) and the Dell Chromebook 13 (3.23 pounds). Measuring 0.7 inches thin, the HP Chromebook is about as thick as the Dell (0.72 inches) and the Toshiba (0.76 inches).
Ports and Webcam

HP’s put a security lock slot, an HDMI port, a USB 3.0 port, a headphone jack and a microSD reader on the Chromebook 14’s left side, and a pair of USB 2.0 ports on its right side.

Battery Life
Unlike its competitors, the HP Chromebook 14 doesn’t have enough battery life to make it through a day. The Laptop Mag Battery Test needed only 6 hours and 42 minutes to drain the notebook of its charge, a time that the Dell (13:25) and the Toshiba (10:05) both beat.

The HP Chromebook 14’s 1080p screen may be sharp, but it’s on the dim side. When I watched the Star Wars: Rogue One trailer on the HP Chromebook 14, multiple scenes looked dark and muddied. The blue lasers were rendered green and the orange of rebel pilot jumpsuits failed to pop. I could see the scratches and other fine details of Forrest Whitaker’s armor, but the screen reproduced the Imperial Star Destroyer in a yellow hue that made it look like an old prop.
HP Chromebook 14 Display: Test Results

Benchmark Score How it Compares

Brightness 212 nits Weak

Color Gamut (sRGB) 65 percent Below Average

Color Accuracy (Delta e) 0.5 Above Average

Based on our tests, the Chromebook 14 emits only 212 nits (a measurement of brightness). That’s lower than the Dell (270 nits) and the Toshiba (378 nits). Its viewing angles aren’t great, either, as its color darkened at 35 degrees to the left or right.
According to our colorimeter, the HP Chromebook 14 can produce only 65 percent of the sRGB spectrum. That’s less than the Dell Chromebook 13 (96 percent) and the Toshiba Chromebook 2 (110 percent).
The HP Chromebook 14’s panel fared better in the Delta-E color accuracy test, where it earned a 0.5 (closer to zero is better). That beats the Dell (1.4) and the Toshiba (0.9). This score is contrary to our experience, but if the notebook can produce only a limited range of color, its accuracy doesn’t mean as much.
Those who like their music loud and clear will appreciate the HP Chromebook 14. The notebook filled a large conference room with an accurate version of CFO$’s “The Rising Sun,” reproducing its strong bass guitar riffs, crisp drums and high synths.
Keyboard and Touchpad
The HP Chromebook 14’s keyboard isn’t perfect, but it makes for decent typing. I noticed its deck bounced a lot as I used the 10FastFingers typing test, where I clicked my way to 70 words per minute with 99 percent accuracy. That’s below my 80-wpm average. The keys have 1.3 millimeters of travel, while we prefer 1.5 mm.

The HP Chromebook 14’s 4.3 x 2.7-inch, buttonless touchpad accurately tracked my input as my fingers navigated around the Chrome browser, and there was a solid feel to each click. The notebook smoothly responded to my two-finger scrolling, and it correctly registered my three-finger navigation gestures.
Armed with a 1.8-GHz Intel Celeron N2940 CPU, 4GB of RAM and a 16GB eMMC drive, the HP Chromebook 14 provides enough power for multitasking. When I split my screen between a dozen tabs and a streaming YouTube video and opened Cut The Rope and Google Keep, the system stayed speedy, with no lag as I typed in a Google Doc and moved from tab to tab.

The HP Chromebook 14 did poorly on Google’s Octane 2.0 performance benchmark, which gave it a score of 7,869. The Celeron 3205U-powered Dell Chromebook 13 (14,453) and Celeron 3215U-powered Toshiba Chromebook 2 (17,044) earned better scores.
The Browser mark test for overall browser performance produced similar results, with the HP Chromebook 14 (2,300) getting bested by the Dell (4,199) and the Toshiba (4,576), again.
HP’s Chromebook 14 is also not as good at running JavaScript as its competitors, earning a 46.1 in the JetStream 1.1 test. That score is lower than those of the Dell (86.3) and the Toshiba (99.2).
I had no trouble playing casual games like Cut The Rope and streaming 1080p video from Netflix on the HP Chromebook 14, but again, synthetic test scores favor its competitors. This system earned a score of only 1,480 in the Oort Online test, which measures the browser’s ability to display simulated environments. That’s far below the Dell Chromebook 13 (5,050) and the Toshiba Chromebook 2 (5,060).

The HP Chromebook 14 also performed poorly in the Aquarium graphics simulation, which tests 3D rendering. The notebook mustered 47 frames per second with 250 and 500 fish in the tank, while the Dell and Toshiba both sped along at 60 fps with as many as 1,000 fish.


Those who like their music loud and clear will appreciate the HP Chromebook 14. The notebook filled a large conference room with an accurate version of CFO$’s “The Rising Sun,” reproducing its strong bass guitar riffs, crisp drums and high synths.

The HP Chromebook 14 stays cool up top, but heats up down below. After we streamed 15 minutes of HD video on the notebook, our heat gun recorded a temperature of 99 degrees Fahrenheit on its underside, which exceeds our 95-degree comfort threshold. Its touchpad (75 degrees) and keyboard (83 degrees) did not get hot.
Chrome OS
Google’s Chrome OS is the light, minimalist alternative to Windows and OS X. After I logged in to the HP Chromebook 14 with my Google account, I was greeted with a desktop background of a trolley car at night and relatively few icons in the lower corners of the display.

When I clicked on the magnifying glass, it brought up my most commonly used apps and Google Now cards about the weather and baseball.
Chrome OS also includes voice control, so if you have a Chrome tab or the launcher open, you can say, “OK, Google,” to bring up the voice assistant.
In the right corner, Chrome places its notification counter, the time, software update indicators, the volume, Wi-Fi connectivity, battery life, keyboard layout and your user account photo.
After you log in to the Chromebook using your Google account, the system automatically loads whatever apps you have previously used. In our case, that consisted of Google’s own productivity and Play apps, Word Online, games like Cut The Rope and Offline Solitaire and favorites such as Netflix and Spotify.
For more apps, you can check out the Chrome Web Store, which has tens of thousands of titles available. The Stress Relievers section has games like 2048 and a white-noise-producing add-on; apps for checking the local forecasts and getting rain alerts are filed under Weather & Outdoor; and image-editing programs can be found in Unleash Creativity. Other categories in the Chrome Web Store include Business Tools, Social and Communication, and Education.

When I poked around in the store, I found some of the apps I use every day, like Pocket, which I use to save articles to read later. LINE, a popular messaging app, is also in the store.
Google Docs and Slides users will find the ability to save files for offline use useful for those moments when they do not have a connection. You’ll need to make sure that that setting is enabled in Google Drive in advance. Offline access isn’t available for all apps in the Chrome Web Store, but some work when you’re not in the cloud.
The Chrome Web Store still has a ways to go if it intends to seriously compete with Windows and OS X. I found myself missing my favorite Twitter client, Tweetbot, and HipChat, which we use for inter-office communication. If you’re looking to play your favorite games, you will spend a while hunting for them, as that section of the store is filled with knockoffs like Fruits Slice and Bubble Shooter.
Configurations and Warranty
Our test unit of the HP Chromebook 14 is the ak060nr model, which costs $279.99 and packs a 1080p display, a 1.8GHz Intel Celeron processor, 4GB of RAM and a 16GB eMMC drive. HP also sells the ak010nr model, which costs $249.99 and includes a 2.16GHz Celeron N2840 processor, 2GB of memory, a 16GB eMMC drive and a 1366 x 768-pixel display.

Bottom Line
The $279.99 HP Chromebook 14 is a solid notebook for general activities. If you want a large screen for simultaneous document editing, internet browsing and video streaming, it packs enough punch to suit your needs. On the other hand, those who want to make it a whole day on a single charge or enjoy brighter and more colorful images may want to look elsewhere.
If you’re willing to get a 13-inch display, both the Dell Chromebook 13 and the Toshiba Chromebook 2 earned our Editor’s Choice awards for their long battery life and even faster performance. The $269 Toshiba Chromebook 2 CB35 is even less expensive than the HP, but you may want to pay more for the $429 Dell Chromebook 13’sfantastic design. But if you want a big notebook that runs Chrome OS and can kick out the jams, the HP Chromebook 14 is worth your consideration.


The Spectre x360 might be the best laptop HP has ever made. This 2.8-pound stunner sports a premium design and full 7th-generation Core i performance, plus an extra 4 hours of battery life versus the previous model. Plus, the x360 has a lower starting price of $1,050. Even though it’s a 2-in-1, the Spectre boasts a stunningly thin and light chassis for a 13-incher that’s even smaller than traditional laptops like the Dell XPS 13.

From top to bottom, the new Spectre x360 is the most striking 2-in-1 HP has ever made. And by shaving excess metal off from almost every side of the machine, HP also made the x360 one of the most portable 2-in-1s available.

What I love most about the Spectre x360 is how precise it feels. If the hard edges on its all-aluminum body were any sharper, they’d cut you, and the polished sides provide a great highlight accent to the Spectre x360’s large swaths of smooth brushed metal. Simply put, the Spectre x360 is one of the most attractive laptops on the market, 2-in-1 or otherwise.
However, if I had to nitpick, I’d say I wish the Spectre x360’s hinge were a bit stiffer. When the machine is sitting on a table in laptop mode or propped up in tent mode, it’s fine. But if you pick the 2-in-1 up and walk around, those little bounces sometimes cause the screen to slowly shift out of its original position.
Measuring 12.03 x 8.58 x 0.54-inches and weighing 2.8 pounds, the Spectre x360 is actually thinner than even the nonconvertible Dell XPS 13 (11.98 x 7.88 x 0.33-0.6 inches and 2.7 pounds), which is our current favorite overall laptop. Lenovo’s Yoga 900S has a smaller, 12.5-inch screen, but at 12.75 x 8.86 x 0.59-inches and 2.8 pounds, it’s still slightly bigger than the Spectre x360. 
MORE: Best HP Laptops
I can’t wait for when we can finally ditch the boxy, USB ports of old for the slim, multipurpose USB Type-C ports of the future. But until that happens, we’re going to need both varieties in order to avoid carrying annoying dongles around. Thankfully, the Spectre obliges, with one USB 3.1 Type- A port and two USB-C ports that support Thunderbolt 3 and power delivery. That means if you have the right dock or monitor, you can use a single cord to carry video and data and recharge the system, instead relying on the bird’s nest of wires you’d need on older systems.

The one feature I kind of wish HP hadn’t removed from previous versions is some sort of SD or microSD card slot. For me, the Spectre x360 would be an almost perfect mobile photo-editing and presentation platform. However, in order to transfer photos from my camera to the laptop, I’d need to carry an external card reader or USB cable.
Featuring a new, glossy, 13.3-inch, full-HD display with superthin side bezels, the Spectre’s screen is a great complement to the 2-in-1’s gorgeous design. It’s bright and colorful, and when I watched the latest trailer for Rogue One, the Spectre x360 dazzled as crimson and verdant blaster bolts flew across the display.

On our tests, the Spectre x360’s screen put out 317 nits of brightness, which is more than both the Samsung Notebook 9 spin (283 nits) and Lenovo Yoga 900 (284 nits), and about the same as the more-recent Yoga 900S (320 nits).
The Spectre’s color range was also quite good, as the panel covered 101.7 percent of the sRGB spectrum. That beat out numbers from both the Yoga 900 and 900S, although the showing didn’t quite match the spin 9’s richer 135 percent

Finally, with a Delta-E of 0.74, the Spectre x360 demonstrated superb color accuracy (lower numbers are better). Both the spin 9 and Yoga 900’s accuracy scores were worse, at 3.43 and 2.8. However, the Yoga 900S was actually a touch more precise, with a rating of 0.64.
In addition to a revamped design, the Spectre x360 also features a new Intel 7th-Gen Kaby Lake CPU. You can choose either a Core i5 processor or a Core i7 chip like the one in our 2.7-GHz Core i7-7500u, 16GB of RAM and 512GB PCIe SSD-equipped review unit.

With this kind of setup, the Spectre x360 absolutely flies. Multitasking was a breeze, even with 20 or more browser tabs open. The convertible notched a Geekbench 3 score of 7,933, which means that overall performance increased by 16 percent over last year’s model. That also means the Spectre x360 tops almost all of its competitors, including the Samsung Notebook 9 spin (6,948), the Lenovo Yoga 900 (6,264) and the Yoga 900S (5,343). To be fair, though, those models used Intel’s last-gen chip.
The Spectre’s PCIe SSD is also blazing fast. When asked to copy a DVD’s worth of mixed-media files, the SSD posted a transfer speed of 318 megabytes per second. That’s faster than pretty much all of the device’s competitors, including the spin 9 (173 MBps) and Yoga 900 (181 MBps). It’s also on a par with more expensive hybrids such as Microsoft’s Surface Book (318 MBps).
For people who crunch a lot of numbers, the Spectre x360’s time on our spreadsheet test is pretty impressive. When we used OpenOffice to sort 20,000 names and addresses, the Spectre x360 (3:33) finished 30 seconds faster than its closest rival, the Samsung spin 9 (4:05). 


The evolution of mobile devices has created a visible borderline between mobile and PC. The swift movement from PC to mobile is one that several people have embraced even though they still crave for certain core PC experiences on their mobile.

Remix OS 2.0 drives the DroiPad 10 Pro II beyond the borderline
The TECNO DroiPad 10 Pro II comes with the latest Remix OS, an Android based desktop operating system that pioneers productive computing on Android tablets, while offering mobile device users the flexibility of choosing apps from the Google play store that fit their routines and preferences.
This operating system harmonizes mobile and PC functionality and gives the DroiPad 10 Pro II an appealing balance of both experiences. On the DroiPad 10 Pro II, you can drag and drop files, switch swiftly between screens, open several windows and multitask with relative ease. Upon its release later this September, the TECNO DroiPad 10 Pro II will be the first mobile device to debut the Remix OS in Africa.
1.3GHz quad-core processor, 32GB large memory and a massive 7000mAh battery
Powered by a 1.3GHz quad-core processor, the DroiPad 10 Pro II is a 2-in-1 body device built for speed and seamless user experience. It carries a clear 10.1’’ IPS touchscreen with full lamination that delivers stunning color consistency, an inbuilt 32GB storage capacity to hold your multimedia content and a 2GB RAM to enable faster responses when multitasking. It also comes with a detachable wireless keyboard, which enables you turn your tablet into a laptop for sheer convenience at any time while enjoying more productivity and video playback of up-to 11hours on its 7000mAh battery for a single charge.
Unlike many other tablets which comes with single SIM enabled devices for data only, the DroiPad 10 Pro II offers a Dual-SIM slot supporting both 4G-LTE network for seamless internet connectivity, as well as the normal voice calls – giving consumers an All-in-One package.

“The TECNO DroiPad 10 is designed to eliminate the boundary between mobile and PC forever. Beyond doubling as a mobile PC and a handheld tablet, the device is beautifully designed to complement the user’s style and provide adequate functionality,” said Steven Huang, General Manager, TECNO Tablet division.
The TECNO DroiPad 10 Pro II is currently being sold in retail market outlets at an affordable price.

The new iphone 7


iPhone 7 dramatically improves the most important aspects of the iPhone experience. It introduces advanced new camera systems. The best performance and battery life ever in an iPhone. Immersive stereo speakers. The brightest, most colorful iPhone display. Splash and water resistance.1 And it looks every bit as powerful as it is. This is iPhone 7.
 Design (make a splash)

A new home button, splash and water resistance….improved black and jet black finished.


An entirely new camera enters the picture.



Optical image stabilization


FaceTime HD camera 

Quad-LED True Tone flash


Improved LTE experience

Up to 450Mbps

3x faster LTE than iPhone 6 


Up to 25 bands

Answer WhatsApp and other third-party calls without any obstruction


iOS 10. It’s why there’s nothing else like an iPhone.


The most powerful chip ever in a smartphone.

faster than iPhone 6 

Longest battery life ever in an iPhone


Effortless, Magical,Wireless


You might think that bombing around in a V12, 800-horsepower, 1,047-pound-feet of torque, triple-black German mega-SUV – both on paved roads and over broken ground – would be more than enough entertainment for your average gazillionare. As it turns out, or at least as the Brabus G800 iBusiness would suggest, even all of that gets a little dry if you can’t also check your email or play a spot of Minecraft.

Well known for tuning Mercedes-Benz vehicles within an inch of their proverbial lives, Brabus has set about waving its bonkers wand on the M-B G65; this time with a notion to add full connectivity to the mix. While other Brabus versions have offered similar power and torque outputs, none that we recall have also come with a baked-in Apple Mini computer, a 15.6-inch LCD monitor, charging ports for your iPad and your iPod and a keyboard and mouse.

Connected up to the vehicle’s onboard electronics system, an iPad Mini can be used to control vehicle functions while also surfing the web via an integrated high-speed modem and WLAN. Brabus has even spliced an Apple TV in with the more common DVD player, meaning occupants can watch Internet television while moving from 0 to 62 miles per hour in just 4.2 seconds. We’re not certain how well car-based WiFi works at 155 mph, but we’re more than willing to accept a test drive to find out.

Beyond all the Apple gear – and, oh yeah, there’s a refrigerator back there too – the iBusiness offers your run-of-the-mill Brabus insanity: 23-inch wheels, a massively pumped-up body kit, a Bilstein ride-controlled suspension and carbon fiber as far as the eye can see. The combination of tech and grunt is powerful enough that Brabus tells us in the press release below that the car “literally knows no limits,” which we suppose is technically true, unless the computers have made the truck self aware… you’ve all seen 

How it works : all wheel and four wheel drives.

​Still, it can be confusing to many buyers when they have to navigate between all-wheel drive (AWD) and four-wheel drive (4WD or 4×4), since the terms are sometimes used interchangeably. And even AWD doesn’t always mean that all wheels are being driven all the time.
First, some background. If they aren’t AWD or 4WD, vehicles will use either front-wheel drive (FWD), in which the front wheels are powered by the engine, or rear-wheel drive (RWD), where power goes to the rear wheels.
AWD and 4WD systems can send power to all four wheels, but in most cases, it won’t be an equal amount to each one. Most commonly, AWD vehicles send more power to the front wheels (often called front-wheel biased), while 4WD systems send more to the rear ones (rear-wheel biased).

Many AWD systems run almost entirely in front-wheel drive until they react to situations, such as slipping or acceleration, whereupon they send some power to the back. Older systems could take time to react, and you sometimes got stuck before they could help you out, but most today are far more sophisticated and almost instantaneous. Some even measure speed, braking, steering angle and ambient temperature to predict slippage, and distribute power proactively as necessary. All of this happens automatically and with no action from the driver. The power distribution is indicated by a percentage, so if the system is “60/40,” for example, it can divert a maximum of 40 per cent of engine power to the rear wheels.
Some systems also have torque vectoring, which can further distribute that power between the left and right wheels. This is more often found on performance vehicles, where providing extra torque to an outside rear wheel can help nudge the front end tighter into a curve for better handling.
Some AWD models have a “lock” button that will provide an equal 50/50 distribution. Most only work at low speeds, and are meant for such situations as getting out of a snowy driveway. Once you exceed the system’s limit, usually around 30 to 40 km/h, the lock automatically disengages and the system goes back to its normal AWD operation.

So how do you know what type of system your AWD vehicle has? It isn’t always easy to tell, since manufacturers may just advertise the all-wheel drive without specifying exactly how it works or the percentage of torque distribution. Your owner’s manual may give you some information on it, including how to use the “lock” button if you have one, but you may have to call the automaker’s customer service line to find out for sure.
Most AWD systems are meant for slippery conditions or mild cottage trails, not for heavier-duty off-roading. For that, you’ll want 4WD, but once again, you need to know exactly what type you’re getting. (And that’s assuming the automaker hasn’t used the term to describe something that’s really closer to an AWD system.)
A true 4WD system, such as that found on pickup trucks or sport-utilities like the Jeep Wrangler, runs in rear-wheel drive until you engage 4WD, usually with a dial or a lever. This is where you have to be careful, because using it improperly could potentially damage it.

Most 4WD systems on the market are “part-time” systems. Under almost all conditions, you keep it in rear-wheel drive only, which is the 2WD setting on the dial. Putting it into 4WD locks the front and rear axles together for maximum traction, and it should only be used on loose surfaces such as gravel, mud or deep snow. On hard asphalt, with the axles locked together, the system can bind or wear.
The 4WD’s “4High” setting locks the axles for equal power to both. Most will also include “4Low,” which uses gears to increase engine torque to the wheels. Check the owner’s manual for instructions on how to engage it. The 4Low setting is for the roughest stuff and at low speeds.
The exception to the no-asphalt rule is “full-time” 4WD. This may be indicated by an “Auto” setting on the dial. On some SUVs, it’s the default system and is engaged all the time. Full-time 4WD compensates for potential binding and can be driven on dry pavement, although it uses more fuel and is best turned on when driving on slippery hard surfaces, such as alternating patches of bare road and snow.
It’s possible that a lower-priced trim line may not have the “Auto” setting that a higher-priced version of the same vehicle does, so be sure you know what you’re getting when you buy.


Like other components on your car, shocks will eventually wear out. Replace them if your car bounces excessively over bumps, or if you notice oil leaking out of them. It may seem like you’re just giving up a bit of ride quality if you don’t change them, but when shocks get bad enough, they can affect how your tires contact the road. It’s possible you could lose control in certain situations, such as if your vehicle hits a bump and bounces when you’re trying to negotiate a curve or make a lane change.
Regular shock absorbers do adjust to the road surface; on a harder bump, the shock’s internal piston will move more, and encounter more resistance from the hydraulic oil. But there are also shocks that can be adjusted by the driver for a firmer or softer ride, and systems that automatically adjust depending on road conditions.
Ford, which adds an adjustable system to its 2017 Fusion Sport, uses electrohydraulic shocks. “Instead of having a fixed set of mechanical valves that defines the response of the damper at all times, we have an additional valve,” says David Russell, vehicle dynamics technical specialist at Ford. “The valve is actively controlled and adjusted by sensors in the vehicle. We use 46 inputs to decide how much to tighten or open that additional valve. It goes through those inputs 500 times per second, and it takes 10 to 20 milliseconds for the damper to achieve the new target.”
Controlled by an electric actuator, the shock reacts to input from the vehicle as it measures such considerations as the vehicle’s speed and the driver’s steering input. The shock also changes its character when the driver hits the “Sport” button on the console. On some vehicles, this only changes the driveline performance, such as holding the shifts longer on an automatic transmission. But on a vehicle with an adjustable suspension, it can also change the way the shocks react, making them firmer in sport mode.
Even 10 milliseconds might seem like an eternity to some drivers. To get even faster results, some automakers, including Ford, GM, Ferrari and Audi, among others, offer shocks that use magnetic force to dampen the ride, rather than a valve. Developed by GM’s Delphi division and first used on vehicles in 2003, and now owned by BMI Group, MagneRide uses fluid that contains tiny iron particles, along with an internal piston that contains electromagnetic coils.
Under normal driving, the particles are disbursed evenly throughout the fluid. But when the shock needs to tighten on a bump, the car sends an electrical current to the coils in the piston, which magnetizes it. This almost instantly aligns the particles, increasing the resistance and keeping the ride controlled over the rough patches. If the shock needs to be even firmer, the system adjusts the current to make the magnetic field stronger, increasing its effect on the particles. The shock works entirely on electricity, rather than on mechanical valves. While the effect is the same — the shock reacts to input as the car moves down the road — it can adjust itself some five times faster than one with valves.

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