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https://killexams.com/exam_list/HPKillexams : The Last Scientific Calculator?
There was a time when being an engineering student meant you had a sword. Well, really it was a slide rule hanging from your belt, but it sounds cooler to call it a sword. The slide rule sword gave way to calculators hanging from your belt loop, and for many engineers that calculator was from HP. Today’s students are more likely to have a TI or Casio calculator, but HP is still in there with the HP Prime. It is hard to call it a calculator since the latest variant has a 528 MHz ARM Cortex A7, 256 MB of RAM, and 512 MB of ROM. But if you can’t justify a $150 calculator, there are some cheap and even free options out there to get the experience. To start with, HP has a free app that runs on Windows or Mac that works just like the calculator. Of course, that’s free as in no charge, not free as in open source. But still, it will run under Wine with no more than the usual amount of coaxing.
You might wonder why you need a calculator on your computer, and perhaps you don’t. However, the HP Prime isn’t just your 1980s vintage calculator. It also has an amazing number of applications including a complete symbolic math system based on xCAS/Giac. It is also programmable using a special HP language that is sort of like Basic or Pascal. Other applications include plotting, statistics, solvers, and even a spreadsheet that can hold up to 10,000 rows and 676 columns.
Portability
It is easy to think that HP provides the free PC software so you’ll go out and buy the real calculator, and that may be part of it. However, you can also get official apps for Android and iOS. They aren’t free, but they are relatively inexpensive. On iOS the cost right now is $25 and on Android it is $20. There are also “lite” versions that are free.
It appears that these apps are not emulating the genuine calculator hardware, but are ports of the calculator code. So this isn’t a case of someone just writing a pretend calculator, these apps act like the real calculator because it is running the same source code. For example, there is an application, HP Connectivity Kit, that lets you talk to a real calculator over the network. The PC and phone versions will also connect just like a real device.
Programming
You can write programs on the device or if you have the HP Connectivity software (also free) you can write programs on your PC. You can even find some from the Internet. If you miss your old calculator, there is a define feature that lets you program like a key macro recording.
The programming language isn’t hard to pick up. Here’s a short snippet:
EXPORT AREAVOL()
BEGIN
LOCAL N1, N2, L1;
CHOOSE(N1, "Area or Volume?", "Area", "Volume");
IF N1 == 1 THEN
CHOOSE(N2, "Choose shape", "Rectangle", "Triangle", "Disk");
ELSE
CHOOSE(N2, "Choose solid", "Prism", "Cylinder", "Cone", "Pyramid", "Sphere");
. . .
Hacking and What’s Next?
You’d think that the real hardware would be a prime platform for hacking, but so far that’s still on the to-do list. The only really good hardware hack for the real calculator adds a Samsung battery with a higher capacity to the machine. There are also some enticing pads on the PCB that appear to support a buzzer and I2C communications, but there’s no firmware for it. There have been a few attempts to load alien firmware into the device, but there’s no full-blown development system. Getting to the JTAG port looks pretty intense. There’s also been the inevitable hacking of the communication protocol.
History is replete with products that seemed amazing for their day but turned out to be just a stopgap for something better. Cassettes gave way to CDs and then CDs gave way to digital music. Telephone answering machines gave way to voicemail. Calculators have that feel to them. How much longer will we need them? Are the virtual HP Prime applications going to overshadow the physical device?
Regardless, the Prime is state of the art and would shame a personal computer from a few years ago. You can only wonder if it will be the last great calculator, or if there are more yet to come. And a calculator still makes a nice project. Not all homemade calculators are simple.
Wed, 03 Aug 2022 11:59:00 -0500Al Williamsen-UStext/htmlhttps://hackaday.com/2020/03/02/the-last-scientific-calculator/Killexams : Motorcycle Power-to-Weight Ratio and AccelerationNo result found, try new keyword!Kevin Cameron has been writing about motorcycles for nearly 50 years, first for Cycle magazine and, since 1992, for Cycle World. (Robert Martin/)Mass, which we measure as weight on a scale, determines ...Thu, 28 Jul 2022 07:32:42 -0500en-ustext/htmlhttps://www.msn.com/en-us/autos/news/motorcycle-power-to-weight-ratio-and-acceleration/ar-AA104TP2Killexams : HP delivers strong sales in 3rd quarterNo result found, try new keyword!HP shares rose 2.8% to $44.90 in after-hours trading on the news, released after markets closed. "It's a confirmation that fundamentals in the PC market continue to be healthy despite all the ...Wed, 20 Aug 2008 00:00:00 -0500entext/htmlhttps://abcnews.go.com/Business/Killexams : Save Money And Have Fun Using IEEE-488
A few months ago, I was discussing the control of GPIB equipment with a colleague. Based on only on my gut feeling and the briefest of research, I told him that the pricey and proprietary GPIB controller solutions could easily be replaced by open-source tools and Linux. In the many weeks that followed, I almost abandoned my stance several times out of frustration. With some perseverance, breaking the problems into bite-sized chunks, and lots of online searching to learn from other people’s experiences, my plan eventually succeeded. I haven’t abandoned my original stance entirely, I’ve taken a few steps back and added some qualifiers.
What is GPIB?
Example of HP-IB block diagram from the 1970s, from hp9845.net
Back in the 1960s, if test equipment was interconnected at all, there weren’t any agreed-upon methods for doing so. By the late 60s, the situation was made somewhat better by card-cage controller systems. These held a number of interface cards, one per instrument, presenting a common interface on the backplane. Although this approach was workable, the HP engineers realized they could significantly Boost the concept to include these “bridging circuit boards” within the instruments and replacing the card cage backplane with passive cables. Thus began the development of what became the Hewlett-Packard Interface Bus (HP-IB). The October 1972 issue of the HP Journal introduced HP-IB with two main articles: A Practical Interface System for Electronic Instruments and A Common Digital Interface for Programmable Instruments: The Evolution of a System.
To overcome many of the problems experienced in interconnecting instruments and digital devices, a new interface system has been defined. This system gives new ease and flexibility in system interconnections. Interconnecting instruments for use on the lab bench, as well as in large systems, now becomes practical from the economic point of view.
HP subsequently contributed HP-IB to the IEC, where it became an international standard. Within a few years it become what we know today as the GPIB (General Purpose Interface Bus) or IEEE-488, first formalized in 1975.
The Task At Hand
Why did I need to use a 50-year old communications interface? Since GPIB was the de-facto interface for so many years, a lot of used test equipment can be found on the second-hand market for very reasonable prices, much cheaper than their modern counterparts. Also, the more pieces of test equipment ending up on lab benches means less of them end up in the recycling system or landfills. But I don’t need these justifications — the enjoyment and nostalgic feeling of this old gear is reason enough for me.
Diagram of a typical digipot, the TPL0501 (from Digikey Article Library)
But why would you want to talk to your test equipment over a computer interface in the first place? In my case, I had a project where I needed to calibrate the resistance of a digipot at each of its programmable wiper positions. This would let me create a calibration algorithm based on measured data, where you could input the desired ohmic value and obtain the corresponding wiper register value. Sure, I could make these measurements by hand, but with 256 wiper positions, that would get tedious real fast. If you want to learn more about digipots, check out this article from the Digikey’s library on the fundamentals of digital potentiometers and how to use them.
Used Keithley 195A Bench DMM from c.1982
I scored a used Keithley 195A digital multimeter from the early 1980s. This is a 5-1/2 digit bench DMM, and my unit has the Model 1950 AC/Amps option installed.
Plan of Action
While searching around, I found a thesis paper (German) by [Thomas Klima] on using an easy-to-build GPIB interface shield on a Raspberry Pi or a Pi Zero to communicate with lab instruments. His project is open source and well documented on GitHub pages (Raspberry Pi version here and Pi Zero version here) his elektronomikon website.
It is a simple circuit, supporting my gut-feeling assertion that GPIB is not that complicated and you could probably bit-bang it with an 8051. I assembled the project, and I had a Raspberry Pi Zero-W all ready to go.
Software wise, the shield utilizes the existing Linux kernel module linux-gpib. It looked easy to install and get running on the Pi in short order. After a couple of hours installing PyVisa and some instrument-specific libraries, I should be automatically recording data with Python scripts in less than a day. Alas, reality doesn’t always match our expectations.
GPIB Architecture
Bob “Mr Fancy Pants” Stern Operating a Rack of HP-IB Equipment in 1980
A little background perspective will be helpful in understanding the concept of GPIB. If we visited an electronics lab in the 60s, using a computer to control repetitive test sequences was the exception rather than the rule. Instead, you might see magnetic tape, paper tape, magnetic cards, or even cards onto which commands were marked in pencil. And for some setups computer control might not even be needed. For example, a temperature sensor might directly plot on a strip chart recorder or save values on a magnetic tape drive. If you remember that this is the world in which the HP engineers were immersed, the architecture makes sense.
OMR for the HP-3260A Marked Card Programmer (from Prof Jones’s Punch Card Collection, Univ of Iowa)
The GPIB is a flexible interconnection bus using 15 signals: 8 bit data bus and 7 bits of control lines. Any device on the bus can be a passive listener or an active talker. A talker can speak to multiple devices at the same time, and devices can raise an interrupt if they have an event that needs to be serviced. Devices are interconnected using cabling and connectors which were small for their day, but are a nuisance compared to today’s USB, Ethernet, and serial cabling. The 24-pin Centronics connector allows for easy daisy chaining of devices, but is a hefty beast — in a pinch, you could use a GPIB cable effectively as nunchucks.
GPIB Cables Can Serve as Nunchucks in a Pinch
The traditional use of GPIB was a central control computer connected a chain or star cluster of test gear. This has historically influenced the available GPIB interface hardware. For decades, ISA and later PCI interface cards were installed in computers, or the GPIB interface might be integrated if you were using an HP computer. They tended to be a bit expensive, but since one interface board controlled all the instruments, you only needed one card in a given test setup. National Instruments has became the leader in the GPIB world of both interface cards and supporting drivers and software, but their proprietary software and reputation for steep prices is a bit off-putting for many small companies and home labs.
You can certainly implement an automatic test setup entirely using GPIB cabling, 1970s-style. Many such legacy systems still exist, in fact, and still have to maintained. But more than likely, our use of GPIB these days would be to adapt one or two instruments so they can be used in your non-GPIB test setup, be that LAN, USB, serial, or some combination thereof. This turns the economics of the situation upside down, and is why low-cost GPIB adaptors for just one instrument are sought after.
Let the Problems Begin
The Pi Zero-W has built-in WiFi — in fact, that’s the only LAN connection unless you connect up external circuitry. But I couldn’t get it to connect to my WiFi router. For the longest time, I thought this was an operator error. I have quite a few Raspberry Pi 3s and 4s using WiFi mode with no issues. As I started troubleshooting the problem, I learned that the network management tools in Debian / Raspberry Pi OS have changed over the years. There are many tutorials showing different ways configure things, some of them being obsolete.
A headless Pi Zero-W was really dead without any LAN connection, so I assembled a rat’s nest of USB cabling and an HDMI adaptor so I could at least get a prompt, and ordered a couple of USB-LAN adaptors to get me online temporarily. Hours and hours of searching and testing ideas, I finally found a couple of obscure posts which suggested that the Pi Zero-W’s radio had problems connecting in some countries — South Korea was on that list.
Indeed this was the issue. I could temporarily change my router’s WiFi country to the USA, and the Pi Zero-W would connect just fine. I couldn’t leave it like that, so I switched back to South Korea and continued using wired LAN cabling for my immediate work. This particular problem does have a good ending, however. On the Raspberry Pi forums, one of their engineers was able to confirm the bug, and submitted a change request to Cypress Semiconductors. Some weeks later, we got a proposed updated firmware to test. It solved the problem and hopefully will be added in an upcoming release.
Router Goes Crazy
At this point, I have a couple of Pi Zeroes, a Pi 4B, and a few USB-LAN adaptors all working. Since these USB-LAN adaptors can move around — an adaptor could be on computer ABC today and on computer XYZ tomorrow — I carefully labeled each adaptor and entered its particulars into the /etc/hosts and /etc/ethers files on my router. And my network promptly died. This was tough to solve, because surprise, extracting information from the router is awkward when the network is frozen. I finally figured out that I had mistakenly crossed up two entries for the USB-LAN adaptors in the router’s tables, and this drove OpenWRT crazy.
USB-LAN Interfaces Get MAC Address Labels
This took so long to find and solve, my solution was a bit overboard in hindsight. First of all, I completely wiped the router and re-installed the firmware from scratch. I also took the time to better organize my hostname and static lease data. I found this Gist from [Krzysztof Burghardt] that converts your /etc/hosts and /etc/ethers into OpenWRT’s /etc/config/dhcp file, and tweaked it to suit my needs. I bought a second backup router that I can quickly swap over if this happens again. And last, but not least, I broke down and bought a label printer to clearly mark these USB-LAN adaptors with their MAC addresses.
Ready to Go
Let’s Measure!
Finally, I’m ready to do real work on my project. Ignore the flying leads in the background are just for fun – they go to an Analog Discovery 2 logic analyzer to observe the GPIB signals. The wristwatch is a nod to my laziness — I put an old smartphone on a tripod to watch the meter in the lab, and monitored it from my office desktop PC while testing Python scripts. Every once in awhile the video would lock up, and I used the second hand as a sign of whether things were running smoothly or not. In part two of this saga, I’ll wrap up the measurement story, deliver some more information on GPIB and its revisions, and show graphs from my automated test setup.
Tue, 19 Jul 2022 12:00:00 -0500Chris Lotten-UStext/htmlhttps://hackaday.com/2022/01/31/save-money-and-have-fun-using-ieee-488/Killexams : HP Chromebook vs. Samsung Chromebook
What’s a Chromebook?
A Chromebook is neither Windows or Mac; it runs Google’s Chrome OS. The operating system is built around Google’s cloud apps and is optimized for Gmail and Google Drive, making it a good choice if you need a basic machine for work and you already have a Google account. They’re often small and affordable — a good choice for children or anyone who just needs a simple computer.
The Chromebook’s reputation for having poor computing power may be a turnoff for some, but there are powerful new Chromebooks by HP and Samsung that have better performance at the same low price tag. But which of these new options has the most value? How do you know which Chromebook is best for you? Before you buy, you should consider the following factors.
Price
One major advantage of any Chromebook is the low cost. They range anywhere from $100 to $1,000, but most hover around $300. These lightweight systems easily contend with notebooks that cost twice as much.
Power
When buying your Chromebook, you’ll notice that the more affordable options mostly utilize Celeron or N4000 processors. These low-end processors are slow and unsuited for much other than basic functionality. So if you want the best performance at the best price, look for midrange laptops with Intel processors and Intel UHD GPUs.
HP Chromebook x360 Convertible Laptop
The HP Chromebook x360 is powered by an Intel Core i3 processor. Its ultra-crisp, full HD display doubles as a touch screen, making this Chromebook a versatile option for a variety of situations, from classrooms to boardrooms. The Chrome OS makes navigation simple, and there’s a built-in fingerprint scanner on the touchpad so you don’t always have to input your password.
The 8 GB of RAM makes it easier for you to open multiple windows without a lag in performance, and the 64 GB hard disk size is impressive for the price.
The Intel UHD card isn’t suitable for graphics-intensive games, but it works perfectly for basic photo editing and casual gaming. The x360, like all Chromebooks, comes with access to the Google Play store, meaning you’ll have access to all of your favorite apps and mobile games.
The 360-degree flip and fold design and touch screen offer extreme utility and ease of use. It’s got a lot of power for a Chromebook, and at 2.1 GHz speed, you’ll be breezing through your work. It also comes with a USB port, two USB-C ports and a headphone jack.
It’s no gaming laptop, but it can handle a lot, and the backlit OLED screen ensures the colors really pop and edges feel crisp. For what you’re paying, this is the best performance you can get.
HP Chromebook x360 cons
This laptop might not be compatible with software such as Photoshop. The Chrome OS is useful in its simplicity but not always versatile. The 64 GB of storage is good, but you’ll still probably need to invest in external storage.
Samsung Galaxy Chromebook 4
The Galaxy Chromebook 4 is a steal at $240. But you don’t have to worry about the quality: It’s powered by an HD Intel Celeron processor with turbo boost, 6 GB of RAM and up to 64 GB of memory. Those are outstanding specs for a Chromebook under $300. It comes in silver-gray and has a 720p display. It’s extremely sturdy, compact and will fit into most bags for convenient transport. Smart Amp audio technology prevents your speakers from distorting at high volumes, allowing you to play music nearly twice as loud as other laptops.
The specs of this laptop are beyond impressive for something so affordable. You’ll be able to tackle most projects with this device and even do basic video or photo editing. It’s suitable for watching movies in the backseat or taking notes during a meeting. It also comes with responsive, backlit keys that make typing feel more natural and responsive. The large keys are clicky and respond fast when pressed. It also has a lightning-fast boot-up time. Turn it on and you’ll be working in as little as six seconds.
Samsung Galaxy Chromebook 4 cons
Some people have reported having problems with the screen since it’s not that high resolution, but it gets the job done for the price. This system also tends to get hot quickly. Make sure you clean it out now and then to help the fan run smoothly.
Is the Samsung Chromebook or the HP Chromebook better?
If you want a powerful computer you can use for work and playing games, HP’s x360 is the notebook for you. It’s a good quality laptop that will last you for years and perform reliably. If you need an inexpensive computer but still want a wide range of functionality, choose the Samsung Galaxy Chromebook 4, whose performance is almost as good as the x360’s.
HP enjoys an advantage over Samsung in terms of better components. Samsung doesn’t skimp on quality, but HP machines work faster and perform better.
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Sat, 23 Jul 2022 16:53:00 -0500en-UStext/htmlhttps://www.klfy.com/reviews/br/electronics-br/laptop-computers-br/hp-chromebook-vs-samsung-chromebook/Killexams : HP (HPQ) Dips More Than Broader Markets: What You Should Know
In the latest trading session, HP (HPQ) closed at $31.95, marking a -1.99% move from the previous day. This move lagged the S&P 500's daily loss of 1.15%. Meanwhile, the Dow lost 0.71%, and the Nasdaq, a tech-heavy index, lost 0.13%.
Coming into today, shares of the personal computer and printer maker had lost 7.81% in the past month. In that same time, the Computer and Technology sector lost 1.37%, while the S&P 500 gained 1.44%.
Wall Street will be looking for positivity from HP as it approaches its next earnings report date. In that report, analysts expect HP to post earnings of $1.05 per share. This would mark year-over-year growth of 5%. Meanwhile, the Zacks Consensus Estimate for revenue is projecting net sales of $15.8 billion, up 3.34% from the year-ago period.
For the full year, our Zacks Consensus Estimates are projecting earnings of $4.30 per share and revenue of $65.97 billion, which would represent changes of +13.46% and +3.92%, respectively, from the prior year.
It is also important to note the latest changes to analyst estimates for HP. latest revisions tend to reflect the latest near-term business trends. As such, positive estimate revisions reflect analyst optimism about the company's business and profitability.
Our research shows that these estimate changes are directly correlated with near-term stock prices. To benefit from this, we have developed the Zacks Rank, a proprietary model which takes these estimate changes into account and provides an actionable rating system.
The Zacks Rank system ranges from #1 (Strong Buy) to #5 (Strong Sell). It has a remarkable, outside-audited track record of success, with #1 stocks delivering an average annual return of +25% since 1988. Within the past 30 days, our consensus EPS projection has moved 0.12% lower. HP is holding a Zacks Rank of #3 (Hold) right now.
Investors should also note HP's current valuation metrics, including its Forward P/E ratio of 7.57. For comparison, its industry has an average Forward P/E of 7.57, which means HP is trading at a no noticeable deviation to the group.
Meanwhile, HPQ's PEG ratio is currently 1.89. This metric is used similarly to the famous P/E ratio, but the PEG ratio also takes into account the stock's expected earnings growth rate. HPQ's industry had an average PEG ratio of 1.94 as of yesterday's close.
The Computer - Mini computers industry is part of the Computer and Technology sector. This industry currently has a Zacks Industry Rank of 51, which puts it in the top 21% of all 250+ industries.
The Zacks Industry Rank gauges the strength of our individual industry groups by measuring the average Zacks Rank of the individual stocks within the groups. Our research shows that the top 50% rated industries outperform the bottom half by a factor of 2 to 1.
You can find more information on all of these metrics, and much more, on Zacks.com.
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Mon, 14 Feb 2022 02:27:00 -0600en-UStext/htmlhttps://www.consumerreports.org/cars/subaru/forester/2016/road-test-reportKillexams : Learn to Sail: School’s In for Charter and BeyondNo result found, try new keyword!A good sailing school can prepare anyone for a bareboat charter or a switch to the liveaboard life. The post Learn to Sail: School’s In for Charter and Beyond appeared first on Cruising World.Tue, 02 Aug 2022 08:35:33 -0500en-ustext/htmlhttps://www.msn.com/en-us/travel/news/learn-to-sail-schools-in-for-charter-and-beyond/ar-AA10eTiLKillexams : 2.0T S 4dr HatchbackKillexams : 2022 Volkswagen Golf GTI 2.0T S 4dr Hatchback Reviews, Specs, Photos - Autoblog
It’s difficult to view new offerings like the 2022 Volkswagen GTI as anything but lame ducks. VW has made it clear that, like the majority of the industry, its future product pipeline will transition to electric power over the course of the coming decade. Internal-combustion, enthusiast options like this one are officially endangered species, and automakers have few opportunities remaining to really get them right. And while GTI fans may be loyal, they also tend to be persnickety. Even an automaker as large as VW Group has finite resources, and utilizing them is a zero-sum game. Electrification’s gain is internal combustion’s loss, and niche products like the GTI often get the short end of the stick. If you feel like I’m prepping you for bad news, well … But let’s start with the good, because there’s plenty of it. Volkswagen was among those who long insisted that 200 horsepower was the reasonable limit for front-wheel drive. Advances in electronic throttle control and torque apportionment have softened the company’s resolve. The 2022 GTI's 241 hp and 273 pound-feet of torque feel perfectly tame and satisfyingly potent. VW says it’ll do 0-60 in under 5.4 seconds with the dual-clutch automatic; our manual test car on snow tires wasn’t an ideal candidate for testing straight-line speed. The new, MKVIII GTI’s fundamentals are incredibly sound. Everything that connects the driver to the road is flawless. The steering is dialed in perfectly. The clutch and gear selector both have excellent weight and communicate clearly. In typical GTI fashion, both the driving position and the support from the seat itself are excellent. The powertrain is equally perfect. There’s plenty of power and minimal lag when you’re out of the meat of the torque curve. The throttle response is borderline telepathic. In a week of driving, I didn’t once misjudge a blip. This, despite not driving a manual-transmission Golf or GTI (from this century) in years. It has just that natural of a rhythm to fall into. And if it were a toy, this would be enough. But unless you’re a cargo space enthusiast, you’re buying a GTI because it’s more than a mere weekender. Unlike a Miata, the GTI’s rear cargo area had no trouble swallowing a three-piece wooden baby barrier, some artwork, getaway bags and other assorted sundries. This is the point of a GTI. It’s the fun car you buy when you can’t really justify a truly fun car. I realize that sounds like a back-handed compliment, but believe me, it’s offered in good faith. My Volkswagen appreciation goes back to my first car — a B4 Passat. It was also my last Volkswagen. After that financial fiasco, I vowed to appreciate them from a distance, but I’ll be the first to acknowledge that the GLI, GTI and the various permutations of R have always represented the best all-around compromises in their respective categories. Not always the most fun, not always the most practical, but consistently a near-perfect balance between the two. By that … Full Review
It’s difficult to view new offerings like the 2022 Volkswagen GTI as anything but lame ducks. VW has made it clear that, like the majority of the industry, its future product pipeline will transition to electric power over the course of the coming decade. Internal-combustion, enthusiast options like this one are officially endangered species, and automakers have few opportunities remaining to really get them right. And while GTI fans may be loyal, they also tend to be persnickety. Even an automaker as large as VW Group has finite resources, and utilizing them is a zero-sum game. Electrification’s gain is internal combustion’s loss, and niche products like the GTI often get the short end of the stick. If you feel like I’m prepping you for bad news, well … But let’s start with the good, because there’s plenty of it. Volkswagen was among those who long insisted that 200 horsepower was the reasonable limit for front-wheel drive. Advances in electronic throttle control and torque apportionment have softened the company’s resolve. The 2022 GTI's 241 hp and 273 pound-feet of torque feel perfectly tame and satisfyingly potent. VW says it’ll do 0-60 in under 5.4 seconds with the dual-clutch automatic; our manual test car on snow tires wasn’t an ideal candidate for testing straight-line speed. The new, MKVIII GTI’s fundamentals are incredibly sound. Everything that connects the driver to the road is flawless. The steering is dialed in perfectly. The clutch and gear selector both have excellent weight and communicate clearly. In typical GTI fashion, both the driving position and the support from the seat itself are excellent. The powertrain is equally perfect. There’s plenty of power and minimal lag when you’re out of the meat of the torque curve. The throttle response is borderline telepathic. In a week of driving, I didn’t once misjudge a blip. This, despite not driving a manual-transmission Golf or GTI (from this century) in years. It has just that natural of a rhythm to fall into. And if it were a toy, this would be enough. But unless you’re a cargo space enthusiast, you’re buying a GTI because it’s more than a mere weekender. Unlike a Miata, the GTI’s rear cargo area had no trouble swallowing a three-piece wooden baby barrier, some artwork, getaway bags and other assorted sundries. This is the point of a GTI. It’s the fun car you buy when you can’t really justify a truly fun car. I realize that sounds like a back-handed compliment, but believe me, it’s offered in good faith. My Volkswagen appreciation goes back to my first car — a B4 Passat. It was also my last Volkswagen. After that financial fiasco, I vowed to appreciate them from a distance, but I’ll be the first to acknowledge that the GLI, GTI and the various permutations of R have always represented the best all-around compromises in their respective categories. Not always the most fun, not always the most practical, but consistently a near-perfect balance between the two. By that … Hide Full Review
Retail Price
$29,880MSRP / Window Sticker Price
Engine
2.0L I-4
MPG
24 City / 34 Hwy
Seating
5 Passengers
Transmission
6-spd man w/OD
Power
241 @ 5000 rpm
Drivetrain
front-wheel
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Fri, 18 Feb 2022 02:24:00 -0600entext/htmlhttps://www.autoblog.com/buy/2022-Volkswagen-Golf+GTI-2.0T_S__4dr_Hatchback/Killexams : My only advice about the 2022 CT5-V Blackwing is get one while you can
The gasoline era of Cadillac performance vehicles is going out with a roar, not a whimper.
Oh sure, soon there will be incredibly fast, exciting electric Cadillacs.
The performance numbers of the 1,000-horsepower GMC Hummer EVs leave no doubt about that. Their day will come.
But today belongs to the 2022 Cadillac CT5-V Blackwing, arguably the world’s most involving, intoxicating sport sedan.
The 668-hp 2022 Cadillac CT5-V Blackwing sport sedan can accelerate in 3.4 seconds with the optional 10-speed automatic transmission.
Boasting a 3.4-second 0-60 mph time and 200-mph top speed, the CT5-V Blackwing is the stuff of dreams: a super sedan that’s also an everyday driver you can get for less than the cost of some loaded mainstream SUVs.
Constrained by the twin challenges of the chip shortage and cratering demand for sedans, Cadillac won’t build many Blackwings — the car’s great, but the full name is an abomination; truncate it as you like — ensuring collectability.
Get one while you can.
2022 Cadillac CT5-V Blackwing sport sedan interior.
What makes it special?
The CT5-V Blackwing is the fastest vehicle in Cadillac history.
With 668 hp and 659 pound-feet of torque, it was also the most powerful, until the equally bonkers Escalade-V SUV hit the road earlier this year with 684 hp and 653 pound-feet Sic transit gloria, Latin that translates roughly as “Cadillac engineers been busy.”
The Blackwing — the name comes from a regrettably short-lived V8 engine Cadillac built for the equally regrettably discontinued CT6 large sedan — has a 6.2L supercharged V8 engine and rear-wheel drive. A six-speed manual transmission is standard.
The 2022 Cadillac CT5-V Blackwing sport sedan's supercharged 6.2L V8 engine develops 668 hp and 659 lb-ft of torque.
Other standard features include adaptive suspension with magnetic ride control shocks, summer run-flat tires, electronic limited slip rear differential. The base specification includes a feast of luxury and comfort features, including:
16-speaker AKG audio
The biggest factory brakes in Cadillac history, Brembos with 15.7-inch front and 14.1-inch rear rotors
Head-up display
18-way power heated and ventilated front seats
Wireless phone charging, Apple CarPlay
Alloy peddles
A 10-speed automatic that improves both acceleration and fuel economy is optional. Carbon fiber and alloy shift paddles come with it.
M3-killer, AMG slayer, call it what you will. The Blackwing is all that and a bag of chips.
AKG audio in the 2022 Cadillac CT5-V Blackwing sport sedan
Prices for the CT5-V Blackwing start at $83,995, plus $995 destination charge. For reasons that escape me, the Blackwing’s destination charge is $200 less than other CT5 models. Maybe even its delivery trucks are faster than regular CT5s?
2022 Cadillac CT5-V Blackwing sport sedan instrument cluster
I drove a lavishly equipped Blackwing with the manual transmission and options including:
Carbon fiber ceramic brake with cross-drilled rotors
Bronze brake calipers
Leather seats with quilting and carbon fiber backs
Torch Red seat belts (don’t laugh, they really spice up the interior)
Sueded microfiber trim
Performance data recorder
Carbon fiber trim
19-inch alloy wheels with bronze finish
Infrared tint coat paint
Rear camera mirror
Rear pedestrian alert
My test car stickered at $108,620, excluding the Blackwing’s oddly discounted destination charge.
The Blackwing competes with the world’s top sport sedans: the BMW M3 and Mercedes AMG C 43. Its base price is a bit higher than either, but the Blackwing has much more power. It has the highest top speed, too, but must we kid ourselves and pretend the difference between 155 mph and 200-plus is a real-world differentiator for a four-door sedan?
The extreme fringe of sport sedan isn’t a segment for bargain shoppers, but the Blackwing fares as well on that front as it does for power and performance.
Cadillac's signature light blade LEDs on the 2022 CT5-V Blackwing sport sedan
Cadillac CT5 trim levels and prices
Cadillac CT5 Luxury: $37,295
Cadillac CT5 Premium Luxury: $41,785
Cadillac Sport: $42,995
Cadillac CT5-V: $50,095
Cadillac CT5-V Blackwing: $83,995
Prices exclude $1,195 destination charge for all models but Blackwing, which is $995
Source. Edmunds.com
Driving impressions: fast, fun, easy
From the first time I drove a V-series in 2003 till today, the distinguishing characteristic of Cadillac’s performance brand has been ease of use. That’ll still be true when the first electric V-series arrives — it hasn’t been announced yet, but I’ll eat one of the Blackwing’s Michelin Pilot Sport summer tires if it doesn’t happen — and it applies to the 2022 Blackwing: It’s a comfortable grocery getter that’s equally at home on the track.
2022 Cadillac CT5-V Blackwing sport sedan steering wheel
From my car’s carbon fiber-ceramic brakes — massive stopping power that’ll get you home safe after a day of hot laps — to its surgically precise shifter and light, easy clutch, the Blackwing is a comfortable, practical car that’ll leave enthusiasts grinning.
Its steering is precise and direct, the adaptive suspension keeps the sedan planted and secure on fast curves and maneuvers. The interior is comfortable, with food head and leg room.
Small trunk, mirrors
The trunk, a snug 11.9 cubic feet, will accommodate weekend bags for two, but don’t bring a CT5 to a big box store.
As easy and enjoyable as the manual transmission is, I’m disappointed Cadillac charges an extra $2,275 for the 10-speed automatic, which delivers better acceleration — 0.2 seconds quicker 0-60 — and fuel economy — 1 mpg better than the manual in both highway and combined city/highway driving, according to EPA figures
The 2022 Cadillac CT5-V Blackwing sport sedan has small outside mirrors
The lack of standard adaptive cruise control — a $900 option — baffles me in a car with this level of price, performance and technology.
The sport seats offer a wide range of adjustments. Unlike many sport seats, they’re comfortable on long drives.
The interior is handsomely trimmed with carbon fiber trim, leather and real metal. The 10-inch touch screen for nav and audio is small by current standards, and tipped in a fashion that occasionally made it hard for me to brace my hand on the dash and touch the correct spot on first try.
As with the standard CT5, the side mirrors are small.
Optional red safety belts add a splash of color to the 2022 Cadillac CT5-V Blackwing sport sedan's interior.
2022 Cadillac CT5-V Blackwing at a glance
Base price: $83,995 (all prices exclude destination charge)
Rear-wheel drive five-passenger sport sedan
On sale now
Specifications as tested:
Price as tested: $108,620
Engine: 6.2L supercharged V8
Output: 668 hp @ 6,500 rpm; 659 pound-feet of torque @ 3,600 rpm