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Marissa Robert graduated from Brigham Young University with a degree in English language and literature. She has extensive experience writing marketing campaigns and business handbooks and manuals, as well as doing freelance writing, proofreading and editing. While living in France she translated manuscripts into English. She has published articles on various websites and also periodically maintains two blogs.

Sat, 15 Jan 2022 15:41:00 -0600 en-US text/html
Killexams : HP releases testing tool for agile development teams

It’s no secret that agile has dramatically sped up the software development life cycle. But faster development means less time to test, and with the rise of mobile, it also means tests have to done at a larger scale. To help simplify and speed up testing in the agile world, HP is releasing a new performance testing solution.

“We see a large percentage of our customers doing some form of agile methodology; they may not be doing pure agile, but they are doing some form of it,” said Genefa Murphy, director of mobile product management, analytics and user experience at HP. “The goal of StormRunner Load is to really help teams who are looking for agile solutions and who also want to leverage the cloud.”

(Related: HP focuses on mobile and cloud testing in ALM revamp)

Unlike HP’s LoadRunner and Performance Center, StormRunner Load is exclusively focused on Web and mobile and is hosted in the cloud, instead of being an on-premises solution.

“As enterprises continue to migrate applications and solutions to the cloud, they need to ensure that the performance of their applications will not degrade as the volume of uses increases,” Raffi Margaliot, general manager of application delivery management at HP, said in the company’s announcement. “HP StormRunner Load is designed specifically to help agile teams deliver scalable, high-performing cloud-based modern apps while also helping them capitalize on their existing investments in HP.”

According to Murphy, StormRunner Load’s most attractive features are that it is smart, simple and scalable.

Smart: The test offering features built-in analytics to supply users the ability to understand anomalies and problems in real time. “This helps teams be more efficient, helps them to create a better communication path between the development and performance teams, and hopefully helps them with those goals of trying to release quicker,” Murphy said.

Simple: The goal of StormRunner Load is to have a very simple design that allows users to create a load test in 10 minutes, according to Murphy. “The UI and user experience are built to be very simple and straightforward,” she said. “In addition, it has built-in how-to guides that can help guide customers.”

Scalable: “We really built this to be able to essentially scale through a million virtual load tests,” Murphy said. “We worked with a lot of customers who applied this through our beta and got very good feedback in terms of the time that it took them to set up those tests and then to actually execute them at a large degree of scale.”

Wed, 14 Sep 2022 12:00:00 -0500 en-US text/html
Killexams : How to Check the Cooling Fan on an HP Pavilion Laptop

John Machay began writing professionally in 1984. Since then, his work has surfaced in the "West Valley View," "The Sean Hannity Show," "Scam Dunk" and in his own book, "Knuckleheads In the News." His efforts have earned him the Ottoway News Award and Billboard magazine honors for five straight years. Machay studied creative writing at Columbia College in Chicago.

Mon, 10 Jan 2022 06:45:00 -0600 en-US text/html
Killexams : DIY laptop offers Apple-like looks with PC repairability

“Instead, we had this kind of reverse trend where even though use cases had stabilised, devices were being designed in a way that [they] were not long-lived. Everyone started chasing this kind of industrial design ideal of a perfect seamless device, which looks great the day you buy it, but as you use it over the course of a few years, the real lived experience with it ends up being pretty poor,” he said.


“What went wrong is that we stopped thinking about how people actually use their products, and thought more about what should these things look like. It sort of hit me, this way to build a company where we could actually align the incentives around product longevity, in a way that makes sense for consumers, is better for the environment, but also functions well as a business model.”

That business model revolves around borrowing a trick from the tech giants, but with a twist. Similar to mega-profitable app stores, Framework intends to provide a community store for hardware. Users with Framework laptops (and, potentially in the future, other Framework devices) will have a place to go to buy anything they need to upgrade or repair their gear, while manufacturers will have access to a large audience that wants parts.

“If you look at Apple and Google, they’ve done exactly this on the software side of things. They’ve built app stores that are just these incredibly rich ecosystems of content, where anyone can access just almost anything they want, and developers get this huge install base of users,” Patel said.

“But then if you look at the hardware from both of those companies, they have none of those elements of community development, it’s just kind of bizarre.”

The Framework Laptop starts $1640 fully built, with Windows 11 and your choice of ports. Starting at $1279 you can also get the “DIY edition”, which leaves you to source and install an operating system and some of your own parts.

Inside, all the parts are labelled and have descriptions and QR codes printed.Credit:Tim Biggs

So, how does it stack up to something like Apple’s latest MacBook Air in terms of price and performance? After testing one out, I’d say it stands up better than expected, with some caveats. But first, let’s do the hypothetical build.

If I put together a good 2022 MacBook Air configuration with Apple’s M2 chip, 16GB of RAM, 1TB of storage and a 67w USB-C power adaptor, it’s going to set me back $2829.

On the Framework side, the pre-built chassis, mainboard with Intel’s 12th Gen Intel i5, keyboard and screen is $1279. I’ll match the Macbook’s setup of two USB-C ports on one side, and on the other I’ll put a pair of USB-A, for a total of $60.


For the RAM I’ll grab a 16GB card for $100 at the local shop, leaving one slot free in the laptop in case I want to double my memory in the future. I don’t want to skimp on storage, so I’ll also pay $180 for a fast 1TB drive. I’m going to be using Linux, which is free, but if you wanted Windows 11 you’d add $225. A 65w GaN charger is around $50.

All this together makes my Framework setup $1669. Or $1894 if you wanted Windows 11, still almost a $1000 saving.

Keep in mind that the extra money gets you a lot of extra features on the MacBook, including a much more efficient processor, better graphical capabilities and deep integration between hardware, software and other Apple devices. But they’re not features everybody needs or wants. Plus with the Framework, I have the option of big upgrades down the road for a much lower cost than an entirely new Macbook. For example, I could double the RAM for $100 if I wanted, or quadruple it for less than $400.

In real use the build, display, camera, keyboard, trackpad and fingerprint sensor are all nicer than I expected; easily on par with a $1800 Dell or HP. Nothing rattles or feels loose, and it looks cohesive. In fact, it looks a lot like a cross between a Surface Laptop and the wedge-shaped MacBook Air before Apple slimmed the design further this year. The only way a casual observer would know it’s not from a major PC-maker is the cog logo on the lid, and the visible seams around the ports.


I was expecting to say that the DIY aspect was for enthusiasts only and that everyone else would have to take it to their local shop for upgrades, but that’s not the case at all. Components are safe and easy to pop in and out, and Framework provides comprehensive guides if you’re unsure.

Patel said that the barriers to opening up and tinkering with devices are mostly mental; people just need encouragement and support to do it.

“I think everyone was surprised when we showed the Framework Laptop off for the first time, just how minor the trade-offs are,” he said.

“And I think consumers looking at that now realise that the reason products are the way they are is not that they can’t be made more modular, upgradable and repairable, it’s that companies don’t want to make them that way.”

Get news and reviews on technology, gadgets and gaming in our Technology newsletter every Friday. Sign up here.

Sun, 16 Oct 2022 13:31:00 -0500 en text/html
Killexams : Scorpion EV Is The Best of the Electric Cobras… So Far
  • Scorpion EV takes a Superformance Cobra and adds a powertrain from a Tesla Model S, though it’s not as simple as that.
  • There’s a 600-hp, rear-wheel-drive model and a 1000-hp, all-wheel-drive model.
  • Prices start at $185,000 for the 600-hp version.

Say, maybe this all-electric future they’re talking about won’t so bad after all. In fact, it could be downright thrilling.

Consider the all-electric Scorpion EV. It’s made in Temecula, California, from a Superformance Cobra. Scorpion adds a Tesla powertrain along with some proprietary controllers and software. The version I drove makes 600 hp and gets to 60 mph in a claimed 2.4 seconds. Stated range is 400 miles. And they’re in production now, with a sticker price of $185,000.

You may have seen articles about other electric Cobras, and there have been a few. Superformance itself showed one of its Cobra Mk IIIs that had been converted to electric power by GoTech Engineering in Florida. That one went on the media rounds last year, making various videographers giggle and squeak. But range is listed at only 100 miles, and production has proved elusive.

There’s an electric version of the Factory Five Mk4 Roadster out there, but it’s a kit that you have to build yourself. EV West sells a Factory Five EV conversion of its 818 model for just $8734. If you’re willing to cross the pond, AC Cars in the UK will sell you one of their Cobra Electric cars for £169,000, or Everrati one of its electric Superformance GT40 component cars.

So Scorpion seems to be further along than its competition, surprising for a company only founded in 2019.

“We’re not trying to replace the original format of this vehicle,” said company founder and CEO Guilherme “Bill” Cardoso. “What we’re trying to do is show what the next generation of this platform looks like. Shelby in the ‘60s innovated by picking up what became an iconic body from A/C in England, brought it to America and put a 289 or 427 Ford motor to make this car ridiculously fast. So what we’re doing is the next generation of that, and the next generation of speed and performance is an electric motor.”

Scorpion EV Electric Cobra © Scorpion EV Scorpion EV Electric Cobra

Both the electric motor and the battery are from the Tesla Model S. The motor in the car I drove sits at the rear axle and powers the rear wheels. A future Scorpion EV model will have motors front and rear. The battery pack is reconfigured from Tesla’s flat tray of cylindrical batteries to fit into spaces in the Superformance Cobra.

“The center of gravity of this car is good,” Cardoso said. “The driver already sits so low, we didn’t have room to put the batteries under (the floor as on the Tesla Model S). So we used SolidWorks, which is a CAD program for mechanical design, and with SolidWorks we designed a front battery box and a rear battery box and we ran finite element analysis simulations to properly balanced the car 50/50.”

That required splitting the battery pack in two in order to balance the car. Likewise, the independent rear suspension had to be redesigned to accommodate the relatively large Tesla motor.

“So we did all this engineering work on the computer first, did all the simulation. And then we had all the pieces waterjet or laser cut, TIG welded, and then put it in and assembled.”

From there they can put a car together in about two weeks.

“We are shipping vehicles now with a lead time of 90 days. So three months lead time, and that accounts for paint, bodywork, testing, and everything else.”

But this isn’t just a Tesla motor in a Superformance body—there’s more to it. Cardoso has a PhD (and a BS and MS) in electrical and computer engineering from IIT.

“The Tesla, you can’t really pull a Tesla and just use all electronics, there’s a lot of proprietary handshakes that happen. And I really wanted to have as much control as possible and be able to tweak things like I showed you, changing the power output and the region on the fly.”

Scorpion minimized the dash and loaded controls onto the steering wheel. © Scorpion EV Scorpion minimized the dash and loaded controls onto the steering wheel.

At the start of my drive in the Scorpion EV, the power was dialed all the way up to 600. Naturally, I floored it. Now, either I had great throttle control or there was some sophisticated traction control at work.

“There’s no traction control,” Cardosa said.

So I have great throttle control. In any case, the rears did spin, but not uncontrollably. It was quick, but not like a Rimac Nevera, Pininfarina Battista, or even a Tesla Model S in it’s more powerful mode. A little throttle—excuse me, accelerator—modulation kept the Scorpion EV in line as it launched. I wasn’t timing it but it sure felt like at least a 3- or 4-second 0-60 mph; maybe not quite as quick as a 2.4 as Cardosa claimed, but it’s possible that would come with even better control of the gas, er, accelerator pedal.

Remember, it’s not just a Tesla powertrain lifted out of a Model S and put in this. You can’t hack a Tesla.

“That’s very difficult to hack. I’m not saying it’s impossible, but it’s it hasn’t been done yet. What has been done, people have picked up the whole car, and place all the wires and all the sensors and the ECU and everything else from a Tesla and then just plopped that into a different chassis. That’s been done. But it’s again, that’s not the idea for this car. You want to keep it as nimble and as light as possible.”

So there was a lot of work involved?

“It was it was a lot of work, yes. There’s a lot of intellectual property in the car as it relates to the integration of all these different pieces. Putting an LS or a Coyote into a different platform, you can’t just go on YouTube and find 50 other guys before you who have done it. There’s a lot of the EV integration. Even for OEMs this is still in its infancy, there’s a lot of figuring out as you go. And we also don’t benefit from 100 years of automotive experience like gasoline internal combustion has. There’s not a vast range of experts out there you can call and have them say, ‘Oh, yeah, connect this point.’ So it’s a lot of reverse engineering, a lot of understanding how different pieces go together to end up in a package like this.”

A little more driving in an industrial area with no traffic reveals that the car is sporty, nimble, and light. Cardosa says it’s 2600 pounds “wet,” which includes the batteries. I ask him if it gets heavier when the battery is fully charged. He laughs. Electrical engineering humor.

He dials the power down and the regen up using his phone.

“Fifty horsepower is more than enough for this car,” he said.

It’s like a valet mode, or a teenage driver mode, or a maximize-your-range mode. The real range might be as high as 500 miles, given the lightweight body and overall efficiency.

How does Cardosa know there’s a market for yet another electric Cobra that costs $185,000?

“Initially, I wanted to build one for myself, right? And I started with that idea in mind. And as I started the build mine, a friend of a friend of a friend reached out to me and said, ‘Hey, can you make me one as well?’ And I thought, ‘Well, wait a minute, if two guys in the world want it, I might have a few more who want it.’ So the spark was lit to make more cars, and I’m slowly finding more and more people would actually interested in this in this package.”

So far they have delivered seven cars and have plans to make 25 to 50 in 2023. If you’re interested, contact Scorpion EV here. And enjoy the future.

text: EV Newsletter sign up © Hearst Owned EV Newsletter sign up Looking to purchase a car? Find your match on the MSN Autos Marketplace
Wed, 05 Oct 2022 06:00:00 -0500 en-US text/html
Killexams : HP's Latest Enterprise VR Workstation Is a Backpack

As VR (virtual reality) looks to transform itself into an increasingly more mobile (aka convenient) experience HP has debuted a novel solution to the wires and tethers associated with VR today – a backpack.

At SIGGRAPH 2017, HP announced the HP Z VR Backpack, a 10-lb, wearable PC with enough horsepower for both experiencing and creating VR content. While it is easy to imagine the entertainment potential of the Z VR, HP has made it clear that it wants its new wearable PC to be catalyst for bringing more robust VR experiences to business and enterprise first and foremost. Safer simulation and training, virtual walkthroughs for architectural design, and better collaboration in virtual environments for product designers, are just a few of the use cases cited by HP.

At its core the Z VR Backpack is a Windows 10 PC with an Intel Core i7 processor, 32 GB of SDRAM, a Nvidia Quadro P5200 GPU, and up to 1 TB of internal storage. It measures in at 13.11 x 9.29 x 2.39 inches and weighs 10.25 lbs according to specs released by HP. The backpack is powered by a 55Whr lithium-ion battery and features two, external portable 74 Whr hot-swappable batteries. The Z VR can also be docked and serve as a desktop PC.

If you've had a chance to try VR for product design you know that the cords and wires can make for a very cumbersome (and potentially unsafe) work experience, particularly with multiple users operating in the same physical space. Without some sort of handy rig overhead to manage the wires and someone to spot you and hold the cords connecting your headset and controllers to the workstation, it only takes a few turns before you end up wrapped in cable clutter.

Placing VR into a backpack form factor goes a long way in addressing the cable clutter issues, but in hands-on demonstrations at SIGGRAPH it feels like comfort is still a big issue. At 10 lbs the backpack itself is not terribly heavy, but it is just heavy enough to be noticeable and one wonders how it will play out with extended use – particularly if adapted to more physically demanding tasks like entertainment (live-action shooting games) or design sessions that require prolonged standing.

The other issue, which to be fair is completely outside of HP's control, is the weight of the headset. The latest version of the HTC Vive weighs in at just over a pound. That may not sound significant but it becomes very noticeable when it's attached to your moving head (also consider a pair of studying glasses only weighs about 30-40 grams). Anyone that has ever worked out will tell you that adding a total of about 11 lbs to your bodyweight can have a significant impact.

But headsets are only promising to get lighter. Kopin, a manufacturer of lightweight displays, recently unveiled a reference design, codenamed Elf VR, that will used patented microdisplay panels to create a VR headset the company estimates will be about 50% lighter than headsets currently available.

The move to untethered VR with internal tracking must also be considered. Oculus and HTC have promised the next generation of their headsets will be wireless and companies including Microsoft and Qualcomm are working with partners to deliver untethered headsets as well. A lightweight, wireless headset that delivers the same fidelity as a tethered headset could make the placement of a workstation entirely irrelevant.

Depending on how long it takes for wireless VR products to roll out wide, HP's backpack could catch on with customers too impatient for untethered solutions. We'll have to wait and see whether the backpack PC becomes a standard or a footnote, but for now it may offer a good intermediary step toward fully free VR.

What do you think of HP's VR Backpack solution? Let us know in the comments.

Chris Wiltz is the Managing Editor of Design News.  

Sun, 25 Sep 2022 12:00:00 -0500 en text/html
Killexams : 2023 Nissan Z Performance Manual First Test: Compromised but Still Intriguing nissan z Full Overview


  • Retrotastic style
  • More power than before is always better
  • Comfortable ride


  • Heavier, and you feel it
  • Dull responses
  • Nowhere as refined as Supra

When Nissan finally redesigned its Z sports car this year, the bar for the 370Z's replacement had lowered to mere microns off the floor. The old Z was available for sale continuously since 2009, receiving only minor upgrades along the way. We're not going to say "any new-ish car with four wheels and the shape of a sports car" would have sufficed, but the 2023 Z's job was relatively straightforward. Thankfully, Nissan exceeded most expectations with the new Z, delivering a sport coupe so stylish, so powerful, and so affordable as to almost make you forget the underlying platform is … effectively still the same as the ancient 370Z's.

We Found the Beef

You probably won't detect the connection to yesterday's 370Z unless you peek at the new Z's curb weight and notice the car's unusually tall cowl. Both are the direct result of Nissan recycling the 370Z's sedan-based platform; its bones were shared with the Infiniti G37, a larger vehicle that, when scaled to the Z's smaller footprint, betrayed its more upright structure. They can even trace their roots back to the two-decades-old 350Z. Reinforcing this architecture to its present, admirably stiff state required adding bracing and, thus, mass. Our Performance trim, stick-shift 2023 Nissan Z weighs 3,519 pounds, about 100 pounds heavier than a 2017 370Z we tested years ago.

Some of that extra cheddar comes from the new-to-Z, if not exactly all-new, VR30DDTT twin-turbo 3.0-liter V-6 engine. Borrowed from the Infiniti Q50 Red Sport 400 models, this engine spits out a Toyota Supra-beating 400 hp and 350 lb-ft of torque. Those figures are well beyond the 370Z's 332 hp and 270 lb-ft, generated by a tractor-like 3.7-liter naturally aspirated V-6, and they eclipse the last-generation 370Z NISMO variant's 350 hp and 276 lb-ft. However, contending with quite a bit more Z in the metal, the twin-turbo V-6's impact on the 2023 Z's performance is muted. We managed to scoot the new model to 60 mph in 4.9 seconds, a few tenths of a second quicker than non-NISMO previous-generation 370Zs and on par with the 350-horse NISMO variants. Toyota's lighter, until-now-automatic-transmission-only Supra is about a second quicker to 60 mph.

In practice, the VR30DDTT engine pulls strongly and with a refinement the old VQ engine could only dream of. The engine now spins without vibration and puts out pleasing guttural noises; by contrast, the previous Z's VQ engine behaved, sounded like, and felt like a truck engine. We noticed the six-speed manual's shift lever still bucks around when getting onto or quickly off the throttle, but it's the only notable physical manifestation of the engine's work. As before, there is no "sport" mode for the Z, only a satisfying physical button to the left of the steering wheel for defeating traction and stability control, and another alongside the shifter for the rev-matching S-Mode function. The manual transmission (a nine-speed auto is optional at no cost) is generally satisfying to use with rev-match on or off, but the throws are longer than in a GR Supra manual, and the decently weighted, springy clutch pedal has a long stroke.

New-Age Power, Old-School Moves

Nissan is adamant we should not view the Z as a "track car," which on the surface seems strange, because the Z is a 400-hp, rear-wheel-drive sports car that, as tested here, comes with a Performance trim option. That designation includes a new clutch-type locking rear differential, bigger Akebono front brakes, and lightweight 19-inch Rays wheels. Why its maker would deem a car set up this way as unwelcome on a track, even for an amateur track day, would normally be a head-scratcher. But it makes sense in the way the Z drives; it's soft, comfortable, even. The body leans in corners, dives when you hit the brakes, and goes on-plane when you goose the twin-turbo V-6.

We piloted the Z around a short, winding circuit at our testing venue, and found it entertaining for precisely, we think, the reasons Nissan feels it shouldn't have been there. The weightier forced-induction V-6 pushes the Z's weight distribution forward relative to the 370Z, such that 57 percent of its mass presses through the front tires. Along with the suspension's general compliance, this makes for an oversteery experience as you near and pass through the handling limits. But thanks to the body lean, even novices can figure out how much grip remains in reserve. On our skidpad, the Z hung on for a 0.93-g average, matching the previous-gen NISMO variant. Toyota's GR Supra has similar roll compliance, if not quite as much, and has higher limits while being snappier at the limit, making it less friendly for would-be drifters.

Of course, more than mere fun goes into a car's track-worthiness, and there's no getting around the Z's braking power. While it's fine on, say, a fast road, we noticed the binders fading after a few laps of our course. This aspect alone would make us hesitate to track the Z on a regular basis if we owned it, unless we addressed the issues via aftermarket components. Nevertheless, we recorded a 110-foot best stop from 60 mph, right in line with the lighter Supra.

Do You Zee Now?

Given the 2023 Nissan Z's lack of hardcore abilities or intent, most customers likely will be served just fine by the base model that costs $10,000 less than this Performance version. You get the same engine and the same general goodness, minus a few performance parts the Z doesn't put to particularly good use, anyhow—well, aside from that locking differential, which comes in handy when sliding the car around.

More to the point: Even in Performance trim, the Z lives in an interesting corner of the market; it costs a few thousand bucks less than an equivalent six-cylinder Toyota GR Supra—the base Z even undercuts the entry-level four-cylinder Supra—and may even be cross-shopped against V-8-powered Mustangs and Camaros, four-cylinder BMW 2 series Coupes, and maybe even BMW's two-seat Z4 roadster (the Supra's German cousin). On the other hand, it's priced in premium hot hatch territory, making it a less practical but similar-performing alternative to enthusiast models such as VW's Golf R, Honda's Civic Type R, and the new Toyota GR Corolla.

The fact this car puts up numbers akin to the old 370Z's tier-above NISMO variant shows this redesign brought improvement, even if the rest of the non-numbers-focused experience relaxes. And therein lies the rub: We think a softer-edged, more road-focused sports car is novel and worthy of praise in today's age of ever-stiffening suspensions and Nürburgring development laps. It's too bad, however, that behind its appealing tuning, the Z feels old in other ways that don't show up in the objective test results.

There's geriatric Nissan switchgear from previous generations interspersed among the new displays; the interior trim went abuzz over rougher roads, despite the soft ride; and there's still that old-timey driveshaft windup that clunks its head up when shifting amongst lower gears at city speeds. A truly all-new car could have addressed these shortcomings, all of which carryover from the 370Z. Instead, Nissan gives enthusiasts more power and slightly better performance, more style, and a fresh touchscreen. There's somehow still some charm in that.

Looks good! More details?
2023 Nissan Z Specifications
BASE PRICE $41,015
VEHICLE LAYOUT Front-engine, RWD, 2-pass, 2-door hatchback
ENGINE 3.0L Twin-turbo direct-injected DOHC 24-valve 60-degree V-6
POWER (SAE NET) 400 hp @ 6,400 rpm
TORQUE (SAE NET) 350 lb-ft @ 1,600 rpm
TRANSMISSION 6-speed manual
CURB WEIGHT (F/R DIST) 3,519 lb (57/43%)
WHEELBASE 100.4 in
LENGTH x WIDTH x HEIGHT 172.4 x 72.6 x 51.8 in
0-60 MPH 4.9 sec
QUARTER MILE 13.5 sec @ 105.3 mph
BRAKING, 60-0 MPH 110 ft
MT FIGURE EIGHT 25.3 sec @ 0.74 g (avg)
EPA RANGE, COMB 328 miles (est)
Thu, 06 Oct 2022 08:04:00 -0500 en text/html
Killexams : Vergecast: Kindle Scribe feelings, printer problems, and earbuds on a bike

Vergecast: Kindle Scribe feelings, printer problems, and earbuds on a bike

Vergecast: Kindle Scribe feelings, printer problems, and earbuds on a bike


The flagship podcast of hard copy peripherals

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Image by Jess Weatherbed / The Verge

Every Wednesday and Friday, The Verge publishes our flagship podcast, The Vergecast, where our editors make sense of the week’s most important technology news. On Wednesdays, editor-at-large David Pierce leads a selection of The Verge’s expert staffers in an exploration of how gadgets and software affect our lives — and which ones you should bring into your home.

Today’s episode is a true variety show: from a chat with Dave Limp, SVP of devices and services at Amazon, to an investigation into why printers make you feel bad and a field test of the latest wireless earbuds.