When the Xerox Duplex Combo Scanner earned one of our Best of 2019 Awards, its rival the HP ScanJet Pro 2500 f1 was already three and a half years old. Now HP has finally replaced that model. The new ScanJet Pro 2600 f1 ($379), like its predecessor, combines a flatbed scanner with a sheetfed automatic document feeder (ADF) for handling everything from stacks of printed sheets to book pages and delicate documents. It's significantly faster than the 2016 model and comes with a much-improved edition of HP's Scan Pro interface and document processing software, making it—like the higher-end Editors' Choice winner the ScanJet Pro 3600 f1—a superb dual-function scanner for small and home offices. (It lists for $80 to $110 more than its closest competitors, though that's likely to come down soon, and already has at a couple of online outlets.) The 2600 f1 edges out the Xerox Combo as our new Editors' Choice pick among entry-level sheetfed/flatbed document scanners.
The ScanJet Pro 2600 f1 is the least expensive of four combination scanners HP debuted a few weeks ago. We've already reviewed the 3600 f1 mentioned above and the corporate ScanJet Enterprise Flow N6600 fnw1. While they vary widely in speed, capacity, volume, and price, these three are similar in size and weight.
However, while the other two were significantly smaller than their predecessors, the ScanJet Pro 2600 f1 is a bit bulkier than the 2500 f1 at 5.2 by 19.4 by 12.8 inches (HWD) and 11.9 pounds. The Xerox Duplex Combo Scanner is smaller and weighs about half as much, and the Epson DS-1630 Flatbed Color Document Scanner sits between the Xerox and this new HP in heft.
Like the 3600's, the 2600's control panel is a modest, easy-to-use array of buttons and LEDs. From the left, the buttons are Cancel, Shortcut Select (for selecting workflow profiles, which we'll discuss momentarily), Scan to PDF, Scan to JPEG, Scan to Email, Scan to Cloud, Scan to USB, Simplex/Duplex (toggling one- and two-sided scanning), Scan/Start, and the power button. As minimal as this array is, the Epson and Xerox's control panels are even sparser.
Most of the buttons correspond with preconfigured workflow profiles installed by the HP Scan Pro software (more about it in a minute). Scanning resolutions are 600dpi from the ADF and 1,200dpi from the flatbed. Color depth is 24-bit external and 48-bit internal, and the maximum document size is 8.5 inches wide by 10.2 feet long.
If you want a color touch screen for configuring and executing scans, you'll have to step up to a midrange or high-volume model such as the HP N6600 fnw1 or the Raven Pro Max. The latter, in fact, lets you edit scans, configure document-management settings, and much more from an 8-inch tablet-like touch panel. Such advanced features don't come cheap, however; the enterprise HP and the Raven Max cost three or four times as much as the ScanJet Pro 2600 f1.
The HP's auto-duplexing ADF holds up to 60 pages, and the device's daily duty cycle is 1,500 scans. The Epson DS-1630 and Xerox Combo have matching duty cycles, though their automatic document feeders hold slightly fewer sheets. High-end scanners like the Raven Pro Max and the HP ScanJet Enterprise Flow come with 100-page ADFs and much higher daily maximums (6,000 and 8,000 scans, respectively).
I've looked at several combination sheetfed/flatbed scanners lately, and this HP is the only one except the Xerox Combo with a USB 2.0 port instead of a 10-times-faster USB 3.x connection. (As our test scores suggest, however, reading document pages at the speed of this class of scanner doesn't really demand a lot of bandwidth.)
It doesn't matter which flavor of USB you use, as all require a direct connection to a single Windows PC or Mac, ruling out Ethernet, Wi-Fi, or access from smartphones and tablets. Nor does the 2600 f1 have an auxiliary USB port for scanning to flash drives or other USB storage devices, a common feature on next-level-up models like the HP 3600 f1.
As mentioned, whether you scan from the control panel or your computer, you must install either the HP Scan Pro software or one of the WIA, ISIS, or TWAIN scanner drivers. The former allows you to create and modify preconfigured workflow profiles (HP calls them shortcuts), while the latter let you scan directly into many programs such as Microsoft's Office suite or Adobe Creative Cloud apps.
HP Scan Pro is, not surprisingly, an enhanced version of HP Scan. Not only does it let you control the scanner directly, but you can also edit or create shortcuts including all aspects of a scan job: the scanning resolution, whether simplex or duplex, the file type, the destination, and so on.
HP rates the 2600 f1's scanning speed at 25 one-sided pages per minute (ppm) and 25 two-sided images per minute (or ipm, where each page side counts as an image). We don't see many sheetfed scanners nowadays with lower ratings. The Xerox and Epson advertise the same speed, while the ScanJet Pro 3600 f1 is rated at 30ppm and 60ipm. The HP ScanJet Enterprise Flow N6600 nfw1 boasts a 50ppm/100ipm rating, topped by the Raven Pro Max at 60ppm/120ipm.
I tested this HP on our usual Intel Core i5 testbed running Windows 10 Pro and, in this case, HP Scan Pro. First, I clocked the 2600 f1 and its software as they captured our 25-page one-sided and 25-page two-sided text documents, then converted and saved the scans to image PDF format. The scanner narrowly beat its ratings at 26.8ppm and 53.7ipm.
I can't compare those results to its 2500 f1 predecessor, which was reviewed with a different test methodology. The Xerox Combo was slightly faster. The Epson DS-1630 was considerably slower, thanks to its dual-pass automatic document feeder—instead of having two sensors to capture both sides of a page in one pass, it scans one side, pulls the paper back in, and flips it before scanning the other side. That naturally takes more than twice as long as the single-pass ADFs found on the other machines mentioned here, and on most other sheetfed scanners on the planet.
Next, I clocked the ScanJet Pro as it scanned our two-sided 25-page (50 sides) text document and converted and saved the scans to the more versatile, document-archiving-friendly searchable PDF format. The entire task—from clicking Scan to displaying the PDF—took 54 seconds.
That's 6 seconds behind the midrange ScanJet Pro 3600 f1, 4 seconds ahead of the Xerox Combo, and miles ahead of the dual-pass DS-1630. The HP N6600 fnw1 was nearly twice as fast as its entry-level sibling at 28 seconds, and the Raven Pro Max was quicker still at 24 seconds. The Fujitsu fi-8270, one of three new sheetfed/flatbed combos from that company, did the job in 25 seconds.
The purpose of scanning pages and converting them to an editable format is, of course, to avoid typing or retyping. There was a time when optical character recognition (OCR) wasn't nearly as precise as it is today; without clean, original (not photocopied) text pages using common fonts, you'd find yourself entering line after line of corrections.
Today, even the cheapest portable scanners and their software do a terrific job of scanning text and converting it to desired document types even with the smallest fonts. The ScanJet Pro 2600 f1 proved error-free down to 6-point type in both our sans-serif (Arial) and serif (Times New Roman) tests, which is wonderfully accurate, if basically average for modern scanners. Both the Epson and Xerox (tested in 2017 and 2019, respectively) were perfect at 6 points for Arial and 8 for Times New Roman. Their software's likely improved since then, and you're not likely to run into much text that's any smaller, anyway.
I also scanned several photos, brochures, and PowerPoint and Excel handouts with colorful business graphics, as well as a couple of stacks of business cards. Like its higher-end siblings, this ScanJet handles colors deftly. When I set the flatbed to 1,200dpi resolution, fine details and gradations from one color to another were impressive. As with the 3600 f1, I've no complaints about this flatbed.
There's little to dislike about this compact scanner—aside from its $379 list price, that is. Again, it's a good bet that you'll be able to find this HP for less. (At the time we published this, a couple of outlets offered it for $299.) Even at MSRP, the ScanJet Pro 2600 f1 is just robust and ground-breaking enough to edge into the Editors' Choice circle among entry-level combination sheetfed/flatbed scanners. And as its price comes down (and it will), it will become an even greater value.
Charles R. Goulding and Julia Wallace review thoughts from a panel discussion on the use of AM in the automotive industry.
The “Innovation in the EV Ecosystem with Polymer Additive Manufacturing” webinar took place on June 9, 2022. Aaron Delong and Wes Kramer from HP discussed the benefits of Multi-Jet Fusion (MJF) 3D Printing in the auto industry.
The auto industry is heavily impacted by the supply chain shortage, as are most American industries. Silicon chips are not being produced fast enough, and shipping times have increased almost ten-fold in the last year alone.
This impacts the electric vehicle industry just as much as the traditional auto industry. It is estimated that 50-80% of new auto sales will be electric vehicles by 2035, and nearly 400 new EV models will be launched in the next 8 years. This boom will strain the development cycle and tooling and materials required to make prototypes.
Aaron Delong, a 3D printing application development manager, explained that the best way to accelerate product cycles is to enable digital development process from concept to customer, allow multiple low-cost iterations, reduce total build time, and have more analytical tools.
Increasing the use of additive manufacturing is a huge step toward these goals. Many auto manufacturers, including BMW, Jaguar, and GM, are already using 3D printed parts in their cars, and have been for years; Stellantis is using the technology to make customized car accessories, as well. The spare parts market is worth US$288B in the U.S. alone, and 3D printing these parts only when needed would reduce the waste and emissions of this massive industry.
HP’s MJF printing technology allows for a variety of materials and uses. The materials include rigid polymers, such as PA12, as well as elastomers, like TPU. The printers are very advanced and can often be used in replacement of or in conjunction with injection molding.
For example, specific parts of the air conditioning system in an EV could be modeled in CAD and tested before being printed. Engineers run simulations to test the fluid dynamics, part combination, and chemical resistance before even creating a prototype.
This design freedom is both cost-effective and innovative. Many other aspects of EV design can benefit from this freedom as well, using both the computational and generative design that comes with the use of additive manufacturing.
Wes Kramer, a 3D printing application engineer, spoke on the aesthetic benefits of using 3D printing to achieve “Class-A” surface finish. Texturing makes it much harder for a user to find inconsistencies in a surface, creating an intentional pattern for the user to focus on.
Injection molding is commonly used for this purpose, like creating a leather grain on the dashboard of a car, which also raises the perceived value of the vehicle. The number of texture designs produced by traditional manufacturing is very limited, but additive manufacturing makes it quite literally limitless.
The design library comes largely from the movie industry, where CGI is used to make real-life textures look as realistic and high-definition as possible on the big screen. Many textures are not even possible using injection molding, such as through-holes and custom designs, which can be scaled down as much as the user wants (such as the example Kramer showed with the HP logo shrunk down and turned into a subtle pattern on a printed part).
This tremendous design freedom allows designers to create incredibly unique textures, or to match the finished texture of injection molded parts to that of the 3D printed parts, creating a virtually seamless transition between materials.
The now permanent Research and Development (R&D) Tax Credit is available for companies developing new or improved products, processes and/or software.
3D printing can help boost a company’s R&D Tax Credits. Wages for technical employees creating, testing and revising 3D printed prototypes can be included as a percentage of eligible time spent for the R&D Tax Credit. Similarly, when used as a method of improving a process, time spent integrating 3D printing hardware and software counts as an eligible activity. Lastly, when used for modeling and preproduction, the costs of filaments consumed during the development process may also be recovered.
Whether it is used for creating and testing prototypes or for final production, 3D printing is a great indicator that R&D Credit eligible activities are taking place. Companies implementing this technology at any point should consider taking advantage of R&D Tax Credits.
HP’s Multi-Jet Fusion printers come with the necessary build manager software and API. Lots of 3rd party software is also used for design, such as the movie industry’s texture library. The pieces created will last about as long as traditionally manufactured parts would, but can be ground up and recycled (HP has a partnership with Smile Direct Club, where the material is reused to create custom molds). The use of additive manufacturing with machines such as these has already proved to be a huge asset to many industries, and it will likely continue to be used to advance the electric vehicle industry through the supply chain shortage.
Inspiring productivity and streamlining print transformation for IT teams
Workers miss their office printer more than happy hour or a free lunch
Work flows fast with the new HP LaserJet Managed E800/E700 series
Bringing value to customers with a secure, customizable and easy-to-manage portfolio
PALO ALTO, Calif., July 19, 2022 (GLOBE NEWSWIRE) -- Re-imagining the office experience, companies are resetting plans to cater to new ways of working. Tasked with creating modern and inspiring workplace environments, CIOs and ITDMs require the right technologies to enable a fast moving, digitally enabled workforce to be productive.
A accurate Morning Consult survey1, commissioned by HP, polled 1,000 office workers in the US and Canada to find out what they appreciate (and had missed) most about the office. It turns out, what they really missed was printing. In fact, 57% of office workers surveyed said they missed their office printer more than a free lunch or happy hour.
To address the need for a true workplace of the future, HP Inc. (NYSE: HPQ) today introduced the HP LaserJet Managed E800/E700 series, a new portfolio of multi-function printers that support and inspire a productivity-focused hybrid workforce, with intelligent solutions that can make work flow faster.
“As the hybrid work model continues to evolve, CIOs and IT departments have never been more challenged,” said Carles Farre, Global Head of Print Services and Solutions, HP Inc. “They need intelligent printers with advanced features that streamline work processes. The HP LaserJet Managed E800/E700 series offers our customers and channel partners a sleek, fully customizable and easily manageable portfolio to meet today’s workplace and digitization goals – now and in the future.”
The HP LaserJet Managed E800/E700 series delivers:
Simplified Workflows & Boosted Productivity: The E800/E700 Flow series offers comprehensive workflow solutions with new FLOW 2.0 features, including the ability to make edits directly to your content on the control panel (highlight, redact – even simply sign), as well as customized shortcuts2. Innovative Reverse and Retry technology3 detects and resolves double feed issues and paper jams aiding workflows to be kept at a premium.
Powerful, Fast Performance: Get more done faster; up to 70ppm fast printing4 speed and 300 ipm5 duplex scan speed powered by HP’s custom designed quadcore processor. Utilizing autosensing technology, customers automatically save time with tone and color management, two-sided document detection and automatic job separation features.
Customizable and Sleek Design: Modern designs include five color panels6 to match your office decor and HP Flex Build for flexible configurations to meet different business needs7.
World’s Most Secure Printing8: A accurate Morning Consult survey1, commission by HP, found that 67% of ITDMs believe privacy and security in a flex work environment have become more complex, especially when it comes to printer security. With HP Wolf Enterprise Security9, the HP LaserJet Managed E800/E700 series protects, detects, and self-recovers. Specifically, these new devices include Memory Shield™, which helps detect malicious attacks on the printer and, if detected, automatically self-heals. Memory Shield™ uses a hardware-protected solution called Runtime Intrusion Detection to actively scan memory for anomalies, and XGuard CFI from Karamba to monitor the execution flow of the printer firmware to help detect and prevent potential zero-day attacks.
Built-in Sustainability: Supports zero deforestation10 and helps save resources with HP’s energy efficient printing.11
For more information about the E800/E700 series, please visit https://www.hp.com/us-en/printers/laserjet-managed-e800-e700-series.html.
The HP LaserJet Managed E800 series is expected to be available in North America on August 1 with expanded availability expected in select countries in Europe in October. The series will continue to roll out to additional countries this year and next. The HP LaserJet Managed E700 series is expected to be available in North America in September and select countries in Europe in October. The series will continue to roll out to additional countries this year and next.
HP Inc. is a technology company that believes one thoughtful idea has the power to change the world. Its product and service portfolio of personal systems, printers, and 3D printing solutions helps bring these ideas to life. Visit http://www.hp.com.
© Copyright 2022 HP Development Company, L.P. The information contained herein is subject to change without notice. The only warranties for HP products and services are set forth in the express warranty statements accompanying such products and services. Nothing herein should be construed as constituting an additional warranty. HP shall not be liable for technical or editorial errors or omissions contained herein.
1 HP commissioned Morning Consult to conduct a survey between March 19th and 23rd, 2022. A total sample of 200 enterprise IT decision makers (100 in US/100 in Canada) and 1,000 office workers (500 in US/500 in Canada). Morning Consult works with panel providers to recruit people through a variety of methods (e.g., loyalty programs, in-app promos, etc.) to build a pool of respondents willing to take surveys in exchange for rewards, such as gift cards. Respondents are not endorsing an HP product. The interviews were conducted online, and the data was unweighted. Results for ITDMs have a margin of error of plus or minus 7 percentage points, while results for office workers have a margin of error of plus or minus 3 percentage points.
2 Management of customized delivery options are only available with the optional Workflow accelerator card availability expected in January 2023.
3 Reverse and Retry technology is only available on Flow-based models.
4 Measured using ISO/IEC 24734, excludes first set of test documents. For more information, see http://www.hp.com/go/printerclaims. Exact speed varies depending on the system configuration, software application, driver, and document complexity.
5 Scan speeds measured from ADF. genuine processing speeds may vary depending on scan resolution, network conditions, computer performance, and application software. Measured using standards found at: http://standards.iso.org/ittf/PubliclyAvailableStandards/SC28_Test_Pages/.
6 Color panels are optional and availability may vary. Check with your HP Reseller for details.
7 The availability of Flex Build program differs by region or country.
8 HP’s most advanced embedded security features are available on HP Managed and Enterprise devices with HP FutureSmart firmware 4.5 or above. Claim based on HP review of 2022 published features of competitive in-class printers. Only HP offers a combination of security features to automatically detect, stop, and recover from attacks with a self-healing reboot, in alignment with NIST SP 800-193 guidelines for device cyber resiliency. For a list of compatible products, visit: hp.com/go/PrintersThatProtect. For more information, visit: hp.com/go/PrinterSecurityClaims.
9 HP Security is now HP Wolf Security. Security features vary by platform, please see product data sheet for details.
10 100% outer fiber-based packaging and internal fiber-based cushions made from sustainably sourced certified and recycled fibers.
11 HP voluntarily designs and tests its printing systems to prevent emissions that exceed Blue Angel and EPEAT eco-label guidelines.
CONTACT: Susan Vander May, HP email@example.com www.hp.com/go/newsroom
With new additive manufacturing machines hitting the market from HP and GE, Autodesk is ramping up generative design software that works directly with the new printers. The company has developed a comprehensive design-to-print workflow for additive manufacturing—based on Autodesk’s Netfabb and Fusion 360—that connects Autodesk generative design technology with HP Multi Jet Fusion 3D printers.
The goal is to streamline the conversion of digital design to physical part. The workflow is designed to increase accessibility to rapid prototyping to accelerate production-ready 3D printed parts. Autodesk is also collaborating with GE Additive to create a design-to-print workflow to bring end-to-end generative design to GE 3D printing machines.
3D Printing Reaches Production Value
At the heart of the design-to-print workflow and the HP collaboration is the build-out of production-based 3D printing that delivers feasible, cost-effective additive manufacturing. “The HP multi-jet fusion printers are changing the value equation when it comes to 3D printing for production. The plastic printers are now becoming cost-efficient versus injection molding for part counts in excess of 10,000 parts,” Robert Yancey, director of manufacturing industry strategy at Autodesk, told Design News. “The new metal printers promise to have similar value benefits compared to metal injection molding. HP is helping move the additive manufacturing market from prototyping to production applications.”
The shift in 3D printing production comes from the capabilities of the new machines and materials. “HP multi-jet fusion printers promise higher volumes and higher customization than plastic printers that have been in the market for some time,” said Yancey. “To unlock the full value of HP MJF printers, you need a good design, a good material, and a good print process. Autodesk develops the design tools and technology, HP develops the print process, and HP with their material partners develops the materials. All aspects are required to achieve maximum efficiency.”
Proving out the Workflow
Penumbra Engineering, a generative design company that is a customer of both Autodesk and HP, was recently enlisted by a client to design and additively manufacture a new state-of-the-art ultrasonic sensing device that delivers the accuracy and durability to withstand use in extreme environments. The company used Autodesk generative design and HP Jet Fusion technology to meet stringent performance requirements while producing a design that is lightweight and balanced enough to ensure proper stability and ease-of-use in the field.
“The Penumbra case study uncovers the value of HP working with Autodesk generative design technology,” said Yancey. “We’re supporting HP printers in Fusion 360 and Netfabb so that HP multi-jet fusion customers have the design and print prep tools they need. We’re working with HP to provide support for the new metal printers they recently announced.”
Building out a Workflow for GE Additive
Autodesk is also working with GE Additive to simplify metal additive manufacturing. The companies have agreed to collaborate on an integrated workflow for GE Additive machines. Based on the Fusion 360 platform, the workflow will connect all phases of additive manufacturing—from design and simulation to printing processes and machine analytics.
Autodesk is using GE Additive software algorithms, interfaces, and specialized data models to offer predictive insights. The workflow is also designed to provide cost and timeline projections in the early stages of design so that design engineers can make engineering and business decisions without first having to physically produce the parts. “Working with Autodesk will provide a powerful design-to-print environment for our customers, helping lower the barriers of additive adoption while accelerating a customer’s time to first good part,” said Lars Bruns, software leader at GE Additive in a statement.
One-Stop End-to-End Workflow
For GE, the goal was to develop a complete end-to-end workflow for the GE Direct Metal Laser Melting (DMLM) systems within Fusion 360. GE and its customers presently have to use multiple software products and multiple data formats to go from concept to printed part. “The GE and Autodesk collaboration has the goal of providing a single platform and environment for users to conceive of a part design using Fusion 360, which includes generative design,” said Yancey. “The platform will simulate that design, print the design, and capture all of the relevant print data to store with the design file so we have a single source of truth for each printed component.”
GE will also share preliminary cost data to generative design studies so users can compare cost variations between the options, versus just engineering and weight variations. “This will significantly increase the value of generative design by giving users an environment to quickly assess both engineering and business tradeoffs for the many options generated,” said Yancey.
Rob Spiegel has covered automation and control for 17 years, 15 of them for Design News. Other subjects he has covered include supply chain technology, alternative energy, and cyber security. For 10 years, he was owner and publisher of the food magazine Chile Pepper.
BMW began its push toward electrification with a pair of purpose-built cars on carbon-fiber platforms, the i3 EV (with or without a gas-engine range extender) and the plug-in hybrid i8. For the M performance division’s first EV, the 2022 BMW i4 M50, the German brand takes a half-step back to a vehicle built for internal-combustion engines, but now fitted with battery-electric power. The result is a fun car that required limited investment dollars, but one that is also compromised.
The BMW i4 M50 swaps out the gas engine of the 4-Series Gran Coupe for a dual-motor all-wheel-drive electric powertrain. While it’s not EV state of the art, it’s a compelling car that captures some BMW magic, with plenty of room for improvement.
I could feel some of that BMW magic behind the wheel during my week with the i4 M50. The car’s M-worthy power became immediately obvious. BMW outfits the i4 M50 with 255-hp front and 308-hp rear synchronous motors. They combine to make 469 hp and 538 lb-ft of torque while providing all-wheel drive. Engage the Sport mode, and a boost function increases the output to 536 hp and 586 lb-ft of torque for more than 10 seconds at a time. In that mode, the i4 M50 will rocket from 0-60 mph in 3.7 seconds and on to a 130 mph top speed, or 140 mph with the High Performance package, according to BMW. It’s been even faster in magazine testing, hitting 3.3 seconds in the 0-60 mph run for Car and Driver—even quicker than the line-topping M4.
2022 BMW i4 M50
2022 BMW i4 M50
2022 BMW i4 M50
The M50’s electric motors feel different than the fantastic twin-turbo 3.0-liter inline-6 in the M4. It doesn’t sound the angry howl of the M4’s engine, opting instead for a digitally created spaceship whirr that can be disabled. The power is more immediate than the horses that take a slight pause before they giddyup in one of the finest gas engines money can buy. The i4 M50’s passing punch hits hard and fast with a mere flick of the right foot, pushing you past that slow-motion Camry before you can say, “Are you going anywhere?!”
Drivers have a choice of brake regeneration modes in the i4. Shift to B mode, and you can mostly drive with one pedal, only activating the friction brakes when coming to a stop from higher speeds. B mode also helps for the on-off style of driving needed for a track or attacking a canyon road. I preferred it for neighborhood driving with many stops, but mostly opted for the default coasting function in Drive because it just made the i4 seem like a normal BMW. Drivers can also dig into the iDrive screen to adjust the amount of regen in Drive.
A hefty burden to overcome
Power in an electric M car is expected, but could the M team overcome the effects of weight due to a heavy battery pack?
The i4 M50 uses a tweaked version of the brand’s CLAR (CLuster ARchitecture) and comes cloaked in the same body as the gas-powered 4-Series Gran Coupe. CLAR is an advanced platform that uses aluminum, steel, and even carbon fiber to save weight, but it’s not optimized for a battery electric vehicle, and those compromises show up in the i4 in both space and weight.
The i4’s 324-cell, 81.5-kwh pack takes up 4.3 inches of space beneath the floor and lowers the car’s center of gravity by 1.3 inches compared to a 3-Series sedan. However, it adds considerable weight. The i4 M50 carries 5,018 lb compared to 3,792 lb for the gas-powered 430i Gran Coupe.
BMW i4 production and technology
BMW i4 production and technology
BMW i4 production and technology
BMW i4 production and technology
BMW makes some changes from the ICE version of the chassis to help the car wear that weight well. Bolted to the floor and connected to the front subframe, the battery pack becomes a structural component. A standard rear air suspension on all i4s provides load-leveling and counters any sag due to the battery’s weight. Up front, an aluminum shear panel teams with the high-voltage battery housing to act as another structural element. The M50 model also gets adaptive M dampers, specially tuned anti-roll bars, and a front strut tower brace.
While the M50 model comes standard with staggered 19-inch wheels and tires, my tester had the High Performance package that adds 255/35R20 front and 285/30R20 rear Pirelli P Zero PZ4 Elect summer tires. That gave the car some pretty serious footwear to go with its serious power.
The back-woods test
I put those shoes to the test on the twistiest roads I could find outside of Milwaukee, where the i4 M50 outperformed its weight. The low-set center of gravity limited the body lean like I’d expect from a sporty BMW rather than a 5,000-lb car. The i4 reacted quickly to inputs from the quick, direct steering (which could use more feel), and was happy to change direction again and again. The Pirellis gripped well, and while the ride was firm it didn’t pound over a large patch of broken pavement. B mode slowed the car for corners but not enough, and the brakes felt natural and strong when I had to use the pads and calipers.
I haven’t driven the i4 M50 on a racetrack—it’s not intended as a track car anyway—but instrumented testing tells the tale of just how well it handles. Car and Driver reports it has 0.97 g of grip on a skidpad compared to 1.03 g for the M4, which weighs some 1,200 lb less. Still, 0.97 g of grip qualifies as real performance territory, and shows that the low center of gravity offsets much of the handling losses that would normally be caused by so much weight. At two-and-a-half tons, the i4 M50’s handling is compromised, but not by much.
The bigger compromise comes in packaging. The switch to EVs allows automakers to rethink the form factor of cars as motors and battery packs take up much less space than engines, transmissions, driveshafts, and exhaust systems.
2022 BMW i4 M50
2022 BMW i4
2023 BMW i4 eDrive35
As a 4-Series Gran Coupe with a battery and electric motors instead of an engine, the i4 doesn’t enjoy that advantage. In fact, it doesn’t even have a frunk because the power electronics and front motor sit under the hood. The floor-mounted battery also intrudes on interior space, though not too much. Front seat occupants have 0.4 inch less head room, and rear seat passengers lose 0.7 inch of leg room. The Gran Coupe’s hatchback cargo hold suffers, too, due to the rear air suspension, but it still offers good cargo space, especially with the rear seats folded down.
Not so home on the range
Performance also compromises range. While the i4 eDrive40 gets 301 miles of electric range, the M50 cuts that to an EPA-rated 270 miles; the optional 20-inch wheels cut it further to 227 miles. During my 104 miles behind the wheel, I averaged a modest 2.3 miles per kwh and noticed that the car had averaged 2.5 mi/kwh over its first 2,556 miles. My results are right in line with the EPA’s estimated 2.36 mi/kwh, though over its brief lifetime, the test car proved more efficient than estimated.
The i4 uses a 400-volt electrical architecture that can accept a DC fast-charge up to 195 kw, which can add 90 miles of range in 10 minutes. Buyers also get $100 in credits to use at EVgo fast chargers throughout the country. On a Level 2 home charger, it can charge at a rate of up to 11 kw and go from empty to full in less than eight hours.
2022 BMW i4 M50
The 2022 BMW i4 M50 starts at $66,895, and my tester ran $76,670 with the aforementioned High Performance package ($2,500), a $1,700 Driver’s Assistance package, a $700 Parking Assistance package, and a smattering of other options. The starting price is about $3,000 more than a Tesla Model 3 Performance, which has 315 miles of range, is just as fast or faster, and uses its space more efficiently.
However, Tesla doesn’t match BMW build quality or feel, and I turned in the key thinking why would anyone buy a Tesla again now that BMW has an EV? Well, range and space are the reasons. However, the 2022 BMW i4 M50 is an excellent first EV from the M division and future M EVs will only improve. Batteries will get lighter, handling will get sharper, range will increase, and purpose-built platforms, such as the Neue Klasse platform due in 2025, will open up more space. Tesla still has some important advantages for now, but the electric future is bright for BMW M.
The final phase of the TE-1 project put the working prototype through testing for the first time, managing results that uphold initial claims of game-changing tech, but a production electric motorcycle from Triumph is unlikely to come any time soon.
Triumph partnered with Williams Advanced Engineering (WAE), Integral Powertrain, and the University of Warwick in 2019, pursuing the creation of its first electric motorcycle, backed by the Innovate UK initiative. By March 2021 the first phase of the TE-1 project led to the unveiling of the prototype frame, engine and battery block, adding some impressive numbers regarding performance and charging times.
The first official sketches of the motorcycle followed a few months later, sprinkled with some more detailed specs; 175-hp (130-kW) peak power, 15-kWh battery capacity, and 0-80 percent charge in less than 20 minutes sounded delicious.
The third phase of the prototype’s development was completed in early 2022 prompting Triumph to reveal the official photography of the motorcycle. Benchwork over, it was then time for the fourth and final phase, where Daytona 200 champion racer, Brandon Paasch, got to test the working prototype on the race track.
All the intriguing theoretical figures that had been publicized had to be substantiated in practice. Triumph says the TE-1 did just that; in fact, it “exceeded expectations.” The motorcycle seems wildly enjoyable, as underlined by the enthusiastic review from the test rider.
“The throttle response on the TE-1 is kind of incredible, it’s very torquey and when you first touch the throttle it’s instant power, which is obviously what I love as a motorcycle racer – I love when it’s super-torquey and picks up right away, so for me it was a really great experience,” said Paasch. “I got to peg this thing all the way from zero to 100 percent throttle and it’s unbelievably quick, it pulls like crazy.”
Integral Powertrain’s 175-hp electric motor weighs just 10 kg (22 lb), produces peak torque of 109 Nm (80 lb.ft) and offers outstanding performance. The official test results include 0-60 mph (0-96 km/h) standing start acceleration at 3.2 seconds, and 0-100 mph (0-160 km/h) at 6.2 seconds, prompting a direct comparison to its own Speed Triple which boasts similar performance and power figures from its 1,200-cc in-line triple engine.
At 220 kg (485 lb), the TE-1 prototype would probably top its class in the electric market, while Triumph has revealed that its physical dimensions are comparable to the, even slimmer, Street Triple.
The 360-V battery pack plays a pivotal role in the bike’s size. Triumph and WAE promised a slim and very energy-dense package, and by the looks of it they’ve achieved it. There’s hardly any information regarding the technology used here, but a 2021 strategic collaboration between WAE and Nyobolt just might have something to do with it. Nyobolt has developed a new class of niobium-powered lithium-ion battery technology, promising exactly what the TE-1 boasts: denser energy storage, key to lower weight and smaller dimensions, and ultra-fast charging.
Testing results claim a per-charge range of 161-km (100-miles), although Triumph does not reveal the riding conditions under which this was generated, mentioning only that it was “based on live testing and official projections.”
For the time being, on the range matter we’ll have to rely on the credibility of WAE and Triumph, both of which also trumpet 20-minute battery charging time from zero to 80 percent capacity.
No mention has been made on electronic safety and control systems, a feature that has certainly been part of the testing strategy. Triumph has plenty of expertise on tuning electronic kits to handle both engine performance and motorcycle dynamics, and in fact confirms that the prototype's throttle action and torque delivery maps derived from the Speed Triple 1200 RS.
Some parameters of the electronic kit also influence power consumption, namely the traction control and front wheel lift control systems. The evolution of this software, based on the telemetry data collected on the road, together with managing regenerative braking, points to another energy-saving path.
Triumph has also worked on the soundtrack of the TE-1, stating that it produces a distinctive sound building to a spine-chilling crescendo. Admittedly, the culprit can be traced to the primary transmission, in the shape of a helical gear described as unique.
As far as handling is concerned, Triumph promises performance comparable to its current triple cylinder sports motorcycles. Taking it a step further, Paasch wished he could have raced the TE-1 at Daytona 200, amazed at the way it corners. Once again, it all sounds delicious.
The working prototype looks convincingly like a production-ready model, sporting styling cues that intuitively relate to the Speed Triple clan. Unfortunately, there’s very little chance we’ll get to see it in Triumph showrooms.
“We have already seen an incredibly positive reaction to the TE-1 prototype from motorcyclists all around the world, where many people are telling us that for the first time, they are seeing an electric motorcycle as desirable, and something that they would genuinely want to own,” said Steve Sargent, Chief Product Officer, Triumph Motorcycles. “Being the first step in our journey towards developing our future approach to electric powertrain technology, the TE-1 prototype and the incredible results it has achieved in its intensive testing program has provided crucial insights and capabilities that will ultimately guide our future development. Of course, the final production motorcycle will not be exactly what you see here today, but rest assured, the models we do develop will encompass all of its learnings and its exciting dynamic spirit.”
Though many would have craved an imaginary road-legal TE-1, probably only a very few would be able to afford it, but the bottom line is that Triumph’s electrification plans have no specific timeline as of yet. The company does have some impressive testing results though, and a lot of room for optimism with a solid technological base for Triumph to plant its next day.
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ANN ARBOR, Mich. — The Genesis GV60 rounds out a trio of new, state-of-the-art electric cars from the Hyundai family. It follows the excellent Hyundai Ioniq 5 and also-excellent Kia EV6, and is built on the same electric platform (called E-GMP) with the same 800-volt battery architecture. The GV60, the first of two new electric vehicles from the Genesis luxury brand (the Electrified G80 being the other), aims to set itself apart from its cousins in design, performance and level of luxury.
It certainly looks different than the others, though its lines are closer to the sleek but still sharp EV6 than the creased, futuristic aesthetic of the Ioniq 5. Like the EV6, it boasts athletic proportions, with the wheels pushed far out to the corners. With a wheelbase of 114.2 inches, the GV60 is identical in footprint to the Kia EV6 and smaller between the axles than the Ioniq 5. At 177.8 inches in overall length, however, the Genesis is shorter than both. The GV60 stands at 62.4 inches in height, which is in between its siblings, and like the taller Ioniq 5, seems even loftier until you're standing right next to it.
Inside, the GV60 is a place of tasteful luxury, putting design and tech at the forefront. The first thing you’ll probably notice after climbing inside is the glass orb on the center console. When you start the car, this sphere flips upside-down to reveal a rotary gear selector. It’s a feature made for Instagram and TikTok. The interior materials appear to be of a higher quality than the Hyundai and Kia, and the overall ambience feels more like traditional luxury than the Ioniq 5’s minimalist modern atmosphere or the EV6’s sporty cabin. In other words, it’s a proper Genesis. The compromise here is that the Genesis GV60’s rear legroom is outdone by both the Hyundai and Kia. Cargo volume, at 24 cubic feet behind the second row, is almost identical to that of the Kia EV6, but less than the Ioniq 5’s 27.7 cubic feet (though as we’ve seen in the Ioniq and EV6 luggage tests, the specs may not equate to real world usefulness).
Like its cousins, the GV60 uses a pair of digital screens for the infotainment system and instrument panel. These are easy to use and quick to respond, but the GV60 puts an emphasis on its hard-button controls, which means less digging through menus to fiddle with settings. There are a number of hard buttons on the steering wheel and center stack that you can program as shortcuts to various menus or vehicle features as well (like Quiet mode, phone projection or turning the display on or off), plus a redundant rotary knob controller like in the GV70 and 2023 Electrified G80. There’s also a head-up display that provides you with useful information like speed, navigation instructions and blind-spot info without having to take your eyes off the road.
When you drive a car for the first time, it's not unusual to say "you're getting to know it." With the GV60, the car gets to know you thanks to its fingerprint and facial recognition. Setting them up were fairly simple processes. Messages on the screen prompted me to use the little button-like circle at the fore end of the floating center console to scan different parts of my finger — sides, tip, center — until it had a full print. Then, for facial recognition, it instructed me to step out of the car and look directly into an illuminated circle in the B pillar until it turned green. Done. Now I could unlock the car with a glance, and start it with a touch. At least theoretically. I wasn’t ready to tempt fate by leaving the keys behind as my first outing in the GV60 was to be a highway trip to Detroit for a concert, and I didn’t care to risk a logistics nightmare near midnight.
With an especially motion-sickness-prone date riding shotgun, we left Ann Arbor and headed toward Detroit. As tempting as the “Boost” button on the steering wheel was (more on that later), acceleration and handling would be tested another day. The ride, however, was up to the task of keeping the evening free from emesis. In Comfort mode, the GV60 rides smoothly and quietly, thanks to its adaptive suspension — MacPherson struts up front, five-link in the rear. Pulling from the Genesis bag of tricks, the GV60’s Preview Electronic Control Suspension feature further improves things by using the front camera and navigation system to assess road surface conditions and recognize things like speed bumps to control the damping. The Mercedes-Benz EQS is one of the few other cars on the road with similar technology, which is saying something for this much cheaper Genesis.
In the U.S. right now, the GV60 offers a choice of two all-wheel-drive powertrains (a 225-horsepower rear-drive version doesn’t appear to be coming here). The Advanced trim, starting at $59,985 including destination, has a rear motor that provides 160 kilowatts (214.6 horsepower), while the front motor offers an additional 74 kW (99.2 hp). Total output is 314 hp and 446 lb-ft, and is roughly equal to the current top versions of the Ioniq 5 and EV6. Our tester, the GV60 Performance, starts at $68,985, and serves up 160 kW and 258 lb-ft from each motor, for a total of 429 horsepower and 516 lb-ft of torque. Using the aforementioned “Boost” button cranks things to 483 hp for 10 seconds at a time.
There are no free lunches, however. Both get the same-sized 77.4-kilowatt-hour battery pack as its E-GMT siblings, but worse range. The Advanced provides an EPA-estimated 248 miles of range, while the Performance falls to 235 miles. The latter is an uninspiring number these days and if range is a priority, the Electrified G80 and its bigger battery rated at 282 miles is likely to be the more appealing Genesis EV. Still, some will view losing those miles as an acceptable sacrifice given the Performance’s extra 115 ponies.
And when unencumbered by the comfort requirements of a queasy passenger, those numbers translate in practice to an accelerative experience that is comically spanking, sending the front tires spinning and the speedometer sweeping past 60 mph sooner than you can think to check (seems like a scant 4 seconds, tops). Using Boost mode while already underway instantly feels like you’ve cut loose an anchor you’ve been dragging, allowing you to whip past a slower driver or shoot your way into a gap in traffic from a freeway on-ramp. After the 10 seconds are up, Boost mode is ready to do it all over again, no cooldown required.
You can also choose from a number of drive modes: Eco, Comfort and Sport. There’s also a Custom mode, which allows you to pre-select settings for the motor, steering, suspension, E-LSD and stability control. For each of those individual settings, you can choose between Comfort and Sport. The motor setting also has an Eco option, while the E-LSD has an “Off” option. To adjust your regenerative braking settings on the fly, you can use the paddles on the back of the steering wheel. You can dial it down to a coast, or up to the “i-Pedal” mode that approaches one-pedal driving. As in the Ioniq 5, EV6 and Electrified G80, however, the GV60 will not “remember” if you were using i-Pedal the last time you drove the car. You have to re-select it every time.
While the fastest of the E-GMP trio, the handling of the Genesis GV60 is not as sharp as that of the sportiest (and priciest) EV6 and Ioniq 5. The comparison is a bit like that of the Ford Mustang Mach-E and Volkswagen ID.4 — like the Ford, the GV60 is quick and smooth in a straight line, but a bit wallowy when responding to steering inputs. The steering feel is great, with a good weight and balance, especially in Sport mode, with nice tactile feedback. It provides a good sense of the interaction between the tires and the pavement, which is always in flux with this much torque on tap. Turn-in is a little slow, and the GV60 has a tendency to roll a bit on its compliant suspension as you build up lateral g forces.
The GV60 is also quick to provide away its traction. When launching from a stop in Sport mode, with or without Boost activated, there’d be a chirp from the front tires as they first started spinning. Then, if Boosting, there’d be another, longer squeal a moment later. Feed in some steering angle, and you get even more drama from the tires. It’s fun when you want to goof off, but it wouldn’t help with any lap times … but that’s not what the GV60 is for.
Speaking of inappropriate, Genesis thought to include a Drift mode in the GV60. There’s a bit of a trick to activating it, not unlike a video game cheat code. You put it in Sport mode, hold the stability control button for about 3 seconds until it turns off completely, then hold both regen paddles on the back of the steering wheel simultaneously for 3 seconds. If done correctly, you should get a notification on the instrument panel that the car is ready to provide up some grip and rubber. Your neighbors and the owners of local parking lots will probably not approve, but go ahead, drift away.
To add a sensual layer to the driving experience, the GV60 offers a number of artificial sounds — Active Sound Design, in Genesis terms — that correspond to the forces you’re feeling under acceleration. The “Futuristic” setting sounds the most sci-fi of the three, with overlapping tones rising and falling along with your speed. “G-Engine” does a fairly convincing impression of a gasoline engine, like a quiet version of a sporty exhaust. “E-Motor” provides a simple, familiar whine, which is most like what you’d hear if the GV60’s sound deadening and noise canceling weren’t as good as they are. You can choose between three volume levels for each sound, or you can choose to turn the fake noises off completely, which is what we elected most of the time.
Thanks to the platform’s 800-volt architecture, the Genesis GV60 is one of the fastest-charging EVs. If you can find a working 350-kW DC charger, it can charge the battery from 10% to 80% in about 18 minutes, much like the Ioniq 5 and Kia EV6. With no extended road trips during our week with the car, simply keeping it topped up using the car’s mobile charge cable and a Level 1 household outlet in the garage was sufficient.
So, the first Genesis EV is a success, at least in terms of execution. Time will tell how its sales fare relative to other luxury EVs, but GV60 customers should be happy with their cars. It’s hard not to like a vehicle built on the back of the Hyundai Ioniq 5 and Kia EV6. Sharper handling would be nice, especially for the model dubbed “Performance,” but not if it meant sacrificing the calm, quiet ride or the car’s suitably elevated refinement. How about a trade for Drift mode instead?
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"It's more than the $3 million you'd pay for an AMG One but less than the $142 million someone paid for the 1955 Mercedes-Benz 300 SLR Uhlenhaut Coupe." That's the line the Mercedes-Benz Vision EQXX lead project manager fed me when I asked about the prototype's cost. The wild-looking EV holds the title of the most efficient vehicle Mercedes has ever built, and I was set to drive it the following day at the brand's proving grounds in Immendingen, Germany. Most test drives are designed to advise consumers on a potential purchase, but not this one. You can't buy this, nor can you buy its technology—yet. This is Mercedes flaunting its brainpower and near-unlimited resources; its way of previewing the future, according to Stuttgart.
And much like the price, the details surrounding the test were intimidating. "There's only one in the world," the project manager went on. ”So remember that as you drive around the track."
Once the idea for any new car is conceived, it is immediately tasked with meeting multiple objectives. From safety and performance to comfort and luxury, a new Mercedes has to check a lot of boxes before it's rolled out to customers. When the EQXX was greenlit two years ago, however, it had only one goal: to travel 1,000 kilometers (about 621 miles) on a single battery charge.
The team met that goal this April when the car traveled 1,008 kilometers (about 626 miles) in real-world driving conditions from Germany to France. There was a little "problem," however: The car had some range left to spare. So, Mercedes decided to provide it another go to completely drain the thing on a follow-up run from Stuttgart, Germany, to Silverstone, England, in June. The car went even further this time, driving 1,202 real-world kilometers (about 747 miles) on a single charge. That's an average consumption of 8.3 kWh per 100 km (62 miles) at an average speed of 52 mph.
With a drag coefficient of 0.17, the EQXX isn't the most aerodynamic four-wheeled vehicle ever. That superlative goes to something that looks like salmon fillet on wheels. The EQXX is, however, more aerodynamic than a regulation football (0.19). And its production sibling, the EQS sedan, is currently the most aerodynamic production car in the world. This is important to know because the EQXX's design was always shaped by its mission, not vanity.
Efficiency is slippery, hence the 195-inch-long body that begins with a low and wide face and culminates with a luxurious longtail. Active shutters throughout the car optimize airflow depending on driving conditions, while a special algorithm retracts and detracts a massive rear diffuser as needed. Hidden door handles and aero wheels maximize airflow through doors and wheel wells, while an underbody tray seals the chassis to prevent turbulence. At speed, this equates to a feeling of gliding rather than driving, but more on that later.
The EQXX's drivetrain is as bespoke as it gets, with the Mercedes-AMG Formula 1 team chiming in with a lot of components. Engineers were tasked with making the car lighter, stronger, more efficient, and then lighter and stronger again. Although full specs aren't available, the basics are these: a near-100-kWh battery rated at more than 900 volts that produces 180 kW, which translates into 240 horsepower. A rear-mounted motor drives the rear wheels while the fronts focus on steering.
I wasn't behind the wheel to break any records. My co-pilot—an EQXX engineer—recited key objectives for the drive, such as a target efficiency of under 10 kWh per 100 km, though I was still trying to catch my bearings after squeezing my large frame into the low-riding prototype. Despite it being a big car with a spacious cabin, the door openings are narrow and the roofline is low. The seat and wheel also have limited adjustability compared to a production car, making it tricky for me to get in and out without looking like a clown.
Closing my door took a few tries because they're mostly carbon so they're extremely light and feel fragile, though they're actually very strong. I kept pulling it closed via the pull strap (no door handle) until my co-pilot finally told me to not be afraid and provide it a good wham. It worked. All I could think was that yesterday I was told to be careful with it!
I was ready. I shifted into drive via the steering column-mounted shifter and... nothing happened. "Give it a bit of throttle," my co-pilot said. I did, and the car began rolling the way most EVs do, with a tiny jolt forward and an audible clunk of the brakes releasing the wheels.
It took me all of 25 feet to realize this was something special. It felt like I was steering a block of solid aluminum on wheels. Set in the most neutral of three drive gears (more on its complex gear setup later), the EQXX rolled smoothly and without making much of a sound. It wasn't a completely silent experience because of the tire noise and the occasional creak of the chassis or suspension, but compared to a normal EV, most of the electrical whirring sounds were absent.
For a one-off prototype, the interior felt almost production-ready and very much so like a Mercedes-Benz. While it may look transplanted from a swanky Maybach, all cabin materials are actually plant-based and recycled. The faux leather-wrapped steering wheel, seats, and door panels made the EQXX look and feel like it could hit dealerships tomorrow. An enormous single screen serves as a one-stop shop for all of the car's controls, combining drivetrain, media, and informational displays into one. It's a radical take on Mercedes' already huge Hyperscreen, which I previously experienced in the EQS AMG. This one must be a good five feet long, if not more, given that it runs the entire width of the dash.
Once plugged into one of Immendingen's test loops, I was free to provide it the beans and see what the EQXX was capable of until I was reminded that outright speed wasn't the car's—nor the test drive's—purpose. That would be efficiency. And that's where the single-speed transmission truly shines. With one click of the left paddle, I shifted into D- (D minus). This meant stronger regen braking when off the accelerator so the car could recapture some energy and boost that key kWh-per-100-km number. As the test loop got curvier, I was instructed to click down even further into D--. This setting is as hardcore as regen braking gets this side of a Formula E car. Lift your foot off the accelerator and you get thrust forward like an unrestrained watermelon. I can confirm the prototype's seatbelts work.
The special Bridgestone tires felt adequate during cornering—given their purpose of efficiency, not outright grip—and were aided by the car's ridiculously low center of gravity. The steering feel was incredibly direct. Monumentally better than any production EV I've driven, including other Mercedes cars. In medium-speed, tightening-radius corners, the front end felt a bit light due to the EQXX being rear-wheel drive and lacking much of anything directly over the front axle. Not to mention I wasn't familiar with the car's handling characteristics, so I took it fairly easy. Dive-bombing into corners in a one-of-one prototype wouldn't have been wise.
There was a specific straightaway that especially highlighted the car's drivetrain and aerodynamic wizardry. At my co-pilot's command, I clicked the right paddle into D-, then D, then D+, and once more to D++. (D++ is the opposite of D--, sort of like first and sixth gear.) I was then instructed to accelerate to 62 kph and take my foot off the pedal. What followed was the oh-shit moment of the drive.
Do this in any normal car and you'd coast for a second or two before you start drastically decelerating. In the EQXX, the car simply kept going, and going, and going. This straightaway wasn't at a decline, either. Cruise control wasn't activated, so the car wasn't sneaking in some forward propulsion. I sat there with my jaw on my lap, watching the speedo remain at 62 kph for nearly a quarter of a mile. This magnificent performance was due to one of the—if not the—most efficient drivetrains on the planet. The EQXX provided a surreal experience more akin to gliding rather than driving.
Back at the garage, program engineers downloaded the car's telemetry and sat me down for a debrief. I tried to tell them I wasn't Lewis Hamilton so there was no need, but they insisted on reviewing the data.
It turns out I drove much more efficiently than I imagined: 7.2 kWh per 100km(!) average consumption. This was better than the 7.9 set by a Mercedes driver during testing, which was pretty amazing, I was told. My average speed was 45.85 kph (28.48 mph) versus their 49.32 kph (30.64 mph), meaning my superb efficiency was a result of my slightly slower speed—but I can live with that. Also, telemetry showed I only used the brake pedal once during the recorded 20-minute run.
It's fair to consider this funky-looking car that Mercedes claims it won't build and wonder what the hell it's for. But look at it this way: the AMG One is a monumental hypercar powered by a Formula 1 engine. It's the pinnacle of Mercedes' engineering prowess and the last hurrah for ICE development. It's representative because it closes a long and very important chapter in the company's history.
The Vision EQXX is the opposite. It starts a new chapter for the three-pointed star. Think of it as an advanced, rolling telescope that looks into the future. Its F1-level technology may be strictly for prototypes today, but Mercedes wouldn't be dumping bags of money into it if it didn't foresee a payoff. More importantly, it's perhaps the first EV from a luxury brand that focuses on efficiency rather than monstrous speed. I mean, 240 hp? That's 511 fewer ponies than the EQS AMG. Heck, it's 693 less hp than the Lucid Air.
Yet, on a road trip, those two would drop out hundreds of miles before the EQXX ran out of juice. That's a future I'm on board with.
Email the author at firstname.lastname@example.org
If you are well acquainted with the spinning wheel of doom, you have come to the right place.
There is no reason why your laptop should be holding you back or taking an age to load even the simplest of web pages. It’s 2022 and we live in a technologically advanced world where there are newer, faster, better models available – and contrary to what you might believe, it doesn’t need to cost you an arm and a leg.
Amazon Prime Day is almost here and with it comes a bevy of discounts across tech staples, ranging from TVs, tablets and Amazon Devices, to laptops – the focus of this particular article (although we have specific ones for both of the aforementioned).
Investing in a new device is only going to enhance your productivity. With most of us still working hybrid between home and the office, our laptops have become the most essential bit of kit that we own. Our devices have had to take on a whole new role to cope with the daily grind too and for many, this was a feat too challenging to meet.
Taking you from work to the weekend, it may also be the place where you watch the majority of your TV on streaming services like Netflix and Prime Video or for the gamers among you, it will be where you shoot, kick, or explore in virtual worlds – all of which require a level of horsepower to get going.
Find out all about the sales event and shop the best laptop deals on Amazon right now.
The two-day mega discount event is taking place on July 12-13. Over 48 hours, you can stock up on tech, home and even baby essentials where the prices have been slashed.
It is important to have a Prime Day membership otherwise you will not be able to make the most of the reductions. The subscription costs just £7.99 per month or £79 per year, but for those new to the service, you can test the waters with a free 30-day trial. Students get the reduced rate of £3.99 a month.
This monthly or yearly cost includes next or even same day delivery, Prime Video, Music and much more so gives real bang for your buck.
Look out for three kinds of deals; ones that will last the duration of the event (until the item sells out), Deals of the Day or Lightning deals that - as the name suggests - will only last a few hours. Once the items are gone, they’re gone, so don’t wait to snap up the bargains.
Amazon Prime Day is the time to invest in a new laptop. The discounts last year were across all the big names including Acer, Asus, Huawei, Samsung, HP, Microsoft and Apple. There were also tablets, monitors, hard drives and accessories that came in particular handy for those looking to elevate their set-up.
The biggest reductions were on the Samsung Galaxy Book that was discounted 45 per cent as well as the HP Pavilion 15-dk1019na, reduced from £1,149.99 to £899.99.
The deals will follow in last year’s footsteps with Microsoft, Samsung, Apple and HP among the names to watch.
HUAWEI Matebook D15 15.6 Inch Screen - was: £749.99, now: £399.99 (47 per cent off)
Samsung Galaxy Book Pro Intel Core i5 with Windows 10 Home 13.3 Inch 4G Laptop 8GB RAM 256GB Storage Mystic Blue (UK Version) - FREE Upgrade to Windows 11 - was: £1,099, now: £599 (45 per cent off)
ASUS Touchscreen Chromebook C204MA 11.6” HD Laptop - was: £179.99, now: £99 (45 per cent off)
HP Chromebook 14” Laptop PC 14a-nd0001sa, AMD 3015Ce, 4GB RAM, 64GB SSD, HD - was: £249.99, now: £149.99 (40 per cent off)
ASUS Vivobook L410MA Full HD 14 Inch Laptop (Intel Pentium N5030, 4GB RAM, 64GB eMMC, Windows 10) - was: £299.99, now:£179.99 (40 per cent off)
Samsung Galaxy Book Go 14 Inch with Windows 11 Home LTE Laptop 4GB RAM 128GB Storage Mystic Silver (UK Version) - was: £399, now: £299 (25 per cent off)
The most extensive range of laptop discounts can be attributed to Taiwanese laptop maker that is known for its impressive budget laptops that prove you don’t need to spend an arm and a leg to get a great device. Even more attractive as this Prime Day, shop with up to 30 per cent off and £279.99 slashes from the price tag.
Acer Aspire 5 A515-56 15.6 inch Laptop - (Intel Core i5-1135G7, 8GB, 1TB SSD, Full HD Display, Windows 10, Silver) - was: £699.99, now: £499.99
Acer Nitro 5 AN515-56 15.6 inch Gaming Laptop - (Intel Core i5-11400H, 8GB, 512GB SSD, NVIDIA RTX 3050, Full HD 144Hz, Windows 10, Black), plus Headset, Mouse and Mouse Pad - was: £849.99, now: £599.99
Acer Swift 1 SF114-33 14 inch Laptop - (Intel Pentium N6000, 4GB, 128GB SSD, Full HD Display, Microsoft Office 365, Windows 10 in S Mode) - was: £399.99, now: £279.99
Acer Swift 3 SF314-42 14 inch Laptop - (AMD Ryzen 5 4500U, 8GB, 512GB SSD, Full HD Display, Windows 10) - was: £649.99, now:£499.99
Acer Chromebook 311 CB311-11H - (MediaTek MT8183, 4GB, 64GB eMMC, 11.6 inch HD Display, Google Chrome OS) - was: £229.99, now: £159.99
Acer Chromebook 314 CB314-H - (Intel Celeron N4020, 4GB, 128GB eMMC, 14 inch Full HD Display, Google Chrome OS) - was: £279.99, now: £199.99
Acer Chromebook 317 CB317-1H - (Intel Pentium N6000, 4GB, 128GB eMMC, 17.3 inch Full HD Display, Google Chrome OS) - was:£399.99, now: £299.99
Acer Spin 1 SP114-31N 14 inch Convertible Laptop - (Intel Pentium N6000, 4GB, 128GB SSD, Full HD Touchscreen Display, Microsoft Office 365, Windows 11 in S Mode, Silver) - was: £429.99, now £305
ASUS is one of the biggest laptop makers in the game and the laptops are as attractive as they pack a real punch. There are discounts of up to 40 per cent.
ASUS Vivobook L410MA Full HD 14 Inch Laptop (Intel Pentium N5030, 4GB RAM, 64GB eMMC, Windows 10) - was: £299.99, now:£179.99
ASUS Chromebook CX1100 11.6" Laptop (Intel Celeron Processor, 4GB RAM, 64GB eMMC, Chrome OS), Silver - was £229.99, now £129.99
ASUS Vivobook 15.6 Inch M513UA Full HD OLED Laptop, Black (AMD Ryzen 5-5500U, 8GB RAM, 512GB SSD, Backlit Keyboard, Windows 11) - was £699.99, now £479.99
ASUS Touchscreen Chromebook Flip C433TA 14-inch Full HD Laptop (Intel Core i5, 8GB RAM, 128GB eMMC, Chrome OS) - was:£499.99, now: £399.99
ASUS Touchscreen Chromebook C204MA 11.6” HD Laptop (Intel Celeron N4020, 4GB RAM, 32GB eMMC, Chrome OS, 3 Year Warranty) - was: £179.99, now: £99
ASUS Chromebook Flip C433TA 14-inch Full HD Touchscreen Laptop (Intel M3-8100Y, 4GB RAM, 128GB eMMC, Chrome OS, 360-degree hinge) - was: £349.99, now: £269.99
The Samsung Galaxy range includes tablets, phones and laptops to supercharge your streaming, working or online shopping needs. Devices are up to half price off with discounts of up to £650.
Samsung Galaxy Book Pro Intel Core i5 with Windows 10 Home 13.3 Inch 4G Laptop 8GB RAM 256GB Storage Mystic Blue (UK Version) - FREE Upgrade to Windows 11 - was: £1,099, now: £599
Samsung Galaxy Book Go 14 Inch with Windows 11 Home LTE Laptop 4GB RAM 128GB Storage Mystic Silver (UK Version) - was £399, now £299
Samsung Galaxy Book Flex2 5G Intel Core i5 - 13.3 Inch 2-in-1 Touchscreen Laptop - Silver (UK Version) - was £1,649, now £1,099
Made to add efficiency to your work from home life, Dell has excellent laptops in its arsenal. You can get over £200 off.
Dell Inspiron 3000 15.6" FHD Laptop, AMD Ryzen 5 3500U, 8GB RAM, 256GB SSD, Windows 11 Home - was: £499, now: £399
Dell G15 5511 15.6" FHD 120Hz Gaming Laptop, Intel Core i7-11800H, NVIDIA GeForce RTX 3060 6GB, 16GB RAM, 512GB SSD, Backlit Keyboard - was £1.149.99, now £949
Dell Inspiron 3501 15.6” FHD Laptop, Intel Core i3-1115G4, 4GB RAM, 128GB SSD, Windows 10 Home S Mode (Black)e - was: £1,149.99, now: £949
HP has a long history of producing impeccably designed and life-enhancing laptops, dating back to 1939. The brand has discounts of up to 63 per cent this Prime Day.
HP ENVY 13.3" Laptop PC 13-ba1014sa, Touch Screen, Intel i7, 16GB RAM, 1TB, FHD, Natural silver - was: £1,199.99, now: £749.99
HP OMEN 15.6" Laptop PC 15-en1007sa, AMD Ryzen 7, 16GB RAM, RTX 3060, 512GB SSD, QHD - was: £1,299.99, now: £974.99
HP Chromebook 14" Laptop PC 14a-nd0001sa, AMD 3015Ce, 4GB RAM, 64GB SSD, HD - was: £249.99, now: £149.99
HP Laptop 15s-fq2039na, 15" Full HD Laptop, Intel Core i3 , 4.1GHz, 4GB Ram, 128 GB SSD, Windows 10 in S Mode, Full Size Keyboard, Micro Edge Display, Anti-Glare - was: £399.99, now: £249.99
HP Stream 14" Laptop PC 14s-fq0023na, AMD 3020e, 4GB RAM, 64GB SSD, HD, Blue with Microsoft 365 - was: £239.99, now: £189.99
HP Stream 11 Inch Laptop PC 11-ak0028sa, Intel Celeron 1.1Ghz, 4GB RAM, 64GB SSD, HD 1366 x 768, Rose Pink, Microsoft 365 Personal 12 Months Included - was: £219.99, now: £159.99
HP Laptop 14s-fq1000na, 14" Full HD Laptop, AMD Ryzen 5 5500U, 8GB Ram, 256 GB SSD, Windows 10 Home, Amazon Alexa, Dual Front Facing Speakers - was: £529.99, now: £329.99
Huawei’s Matebook range is filled with excellent devices that are brilliant all-rounders. With a slash in price by over £300, this is one to add to basket.
HUAWEI Matebook D15 15.6 Inch Screen - Windows 11 Intel Core i5 11th Gen Laptop - 8GB RAM and 512GB SSD memory - Thin & Light - 1080P Eye Comfort FullView Ultrabook - Space Grey - was: £749.99, now: £399.99
HUAWEI MateBook D14 - 14 Inch Laptop - Intel Core i7 11th Gen with Windows 11 16GB RAM, 512GB SSD - 1080P Eye Comfort Full View Display - Wi-Fi 6 - was: £649.99, now: £579.99
Microsoft excel (if you’ll pardon the pun) in its Surface range with easy to get on with devices that are made for everyday use. There is 35 per cent off selected laptops this Prime Day.
Microsoft Surface Pro 8 - 13 Inch 2-in-1 Tablet PC - Silver - Intel Core i5, 8GB RAM, 128GB SSD - Windows 11 Home - was: £999, now: £616.55
Microsoft Surface Laptop 4 Super-Thin 13.5 Inch Touchscreen Laptop (Platinum) – 6x Cores AMD Ryzen 5 with Radeon Graphics (Microsoft Surface Edition) 8GB RAM, 256GB SSD, Windows 11 Home, 2022 Model - was £999, now £799
Gaming laptop experts, Razer has super speedy devices with strong graphics as well as cinema audio systems that justify the high price tags. Get over £1,000 off with reductions of almost 40 per cent.
Razer Blade 14 - 14 Inch AMD Gaming Laptop (AMD Ryzen 9 5900HX, NVIDIA GeForce RTX 3070, QHD-165Hz, 16GB RAM, 1TB SSD, Chroma RGB Lighting, Vapor Chamber Cooling) - was: £2,199.99, now: £1,649
Razer Blade 15 Base Model - 15.6 Inch Gaming Laptop with 144 Hz FHD Display (Intel Core i7-10750H, NVIDIA RTX 2070, 16 GB RAM, 512 GB SSD, Chroma RGB ) - was: £1,895, now: £1,599
Razer Blade 15 Advanced - 15.6 Inch Gaming Laptop with 165Hz QHD Display (Intel Core i7-11800H, NVIDIA RTX 3070, 16 GB RAM, 1 TB SSD, Chroma RGB, Windows 11) - was: £2,399.99, now: £1,849.99
Razer Blade 17 - 17.3 Inch Gaming Laptop with 165 Hz QHD Display (Intel Core i7-11800H, NVIDIA RTX 3070, 16 GB RAM, 1 TB SSD, Chroma RGB) - was: £2,599.99, now: £1,899
When you’re travelling from home to the office, you need the portability of a laptop but if you are deskbound for the forseeable, you may want the processing power, speed and storage that a desktop computer provides.
Lenovo IdeaCentre AIO 3 Desktop PC 23.8" (AMD Ryzen 5 5500U processor, 8 GB RAM, 512 GB SSD, Windows 11 Home 64) - All-in-One Computer, Calliope Wireless Keyboard/Mouse – was: £599.99, now: £399
In terms of productivity, doubling up on your screens is invaluable - and there’s no better time to invest. Models from Lenovo, LG, Huawei and more are reduced by up to 40 per cent.
Lenovo G27c-10 27 inch FHD Curved Gaming Monitor (VA Panel, 165Hz, 1ms, HDMI, DP, FreeSync, Metal Stand) - Tilt/ Lift Stand - was: £189.99, now: £129.99
LG UltraGear Gaming Monitor 27GL83A-B - 27 inch,144 Hz,1 ms,2560 x 1440 px,AMD FreeSync,IPS Monitor - was: £349.99, now: £279.99
HUAWEI Display 23.8 Inch FHD Monitor, IPS, Ultra-slim Bezels, 90% Screen to Body Ratio, Low Blue Light, Black (1920 x 1080) - was:£149.99, now: £98.90
Back up your data and ensure it stays safe and secure and readily accessible with up to 64 per cent off.
SanDisk Extreme 2TB portable NVMe SSD, USB-C, up to 1050MB/s read & 1000MB/s write speed, water & dust-resistant - was: £139.99, now: £68.99
WD_BLACK SN850 2TB M.2 2280 PCIe Gen4 NVMe Gaming SSD with Heatsink - Works with PlayStation 5 up to 7000 MB/s read speed - was: £257.99, now: £99.74
SanDisk Portable SSD 1TB, up to 520MB/s read speed - was: £139.99, now: £68.99