Features

Sometimes you cannot but stop and wonder why we keep asking for faster technology, especially computer and Internet technology. Is it just greed or is there a real need for constantly more? 

For once the usual comparison between cars and computers is not relevant. Indeed, you can rightly question the usefulness of cars that can clock 250 kilometres per hour (kph) or more when the maximum speed limit is 110kph in the best (or worst….) case on all roads in the country, including on the highways. But computers, smartphones and networks are a totally different story — why should there be any limit to their speed?

Most devices are significantly faster than they were only five or six years ago. For several decades the rate of the speed increase was observed according to what is known in the computer world as Moore’s Law. It says that speed would double every two years. It remained true until about last year when Intel, the leading maker of processors, found that the rate was now actually decreasing, albeit slowly.

Today, and mainly because of our steadily growing dependence on networks, on the Internet in particular, we have to make a clear distinction between the speed of the different parts of the devices: the processors, the hard disks, the USB interface, the graphic controller, and last but not least the Internet, be it wired or wireless — to keep all this down to a simple list.

An example to illustrate the reasoning. You can easily store 10,000 high resolution pictures on the micro-SD memory card of a smartphone if you like, provided you buy and install a 64GB such card, or one with a larger capacity. But when you go to the Gallery application to browse all these photos or to search for a specific one, the phone will respond slowly and will take a few seconds to react and to display the collection’s thumbprints, or to locate the photo you are searching for.

This is because the storage part is up to the job but the processor and the graphics controller are a little behind in this very case. Besides, smartphones, even the most expensive models, were not designed to store, display and handle 10,000 photos in the first place.

Perhaps digital storage equipment, disks and memory modules of all kinds, are the only elements which speed can be considered as good enough to satisfy the typical consumer’s current computing needs. For all the others, there is no such thing as fast enough.

The necessity is driven by three essential aspects of technology: the growing use and processing of high resolution multimedia contents, the reliance on networks, including the Internet, and the need to make copies of huge amounts of digital contents in as little time as possible, whether to keep security backup sets or to exchange such contents with other parties.

Today, the USB3.0 interface is very convenient to connect all types of external disks to computers and is fast enough for most tasks. When data gets really big, however, even USB3.0 is not fast enough. There has been question of a USB3.1 standard for more than a year now, but we have yet to see a machine fitted with it. USB3.1 is supposed to be 30 to 90 per cent faster than USB3.0. Wait and see.

Try to render a 30-minute video after having edited it, using for example Sony’s excellent Vegas video editing software. Even with the best hardware and a lot of memory the job will take at least 15 minutes to complete. This may not be the end of the world for most of us, but for people who work every day on video editing they would love to see it done in a minute or two, or even in a second, in a dream world; why not after all?

As for the Internet, and despite all improvements in the infrastructure and the service in the last couple of years, we generally feel that our needs are growing faster than the progress that ISPs (Internet Service Providers) are making, except in rare cases. Typically, the consumer would find the download speed more or less satisfactory in most cases, whereas the upload speed remains an issue. Some ISPs in Jordan, like Damamax and Vtel, among others, are now proposing decent upload speeds of 10 or 20 gigabits.

Video calls with smartphones have dramatically changed the way we communicate. Most of the time, unfortunately, such calls made using Viber, Whatsapp, Skype, or similar networks still come with less-than-perfect image. By moments the video becomes jerky or pixelated. Still, the way things are moving forward, we can hopefully expect high definition video calls in as few as two or three years.

There were so many comical moments during our daughter’s marriage ceremony last week that if I sat down to list them, I could compile an entire tome. From the Japanese tourists who came uninvited to the function, to one relative garlanding himself instead of exchanging the welcome garlands with another relation, to the chief photographer asking the Indian priest to move aside in the midst of the rituals so that he could photograph the bridegroom, to the Jordanian sunbathers in the nearby pool area who broke into impromptu applause as the bride walked in; the complete sequence was like an endless series of spontaneous hilarity.

It was not supposed to be like this. The customary rites for the first Hindu wedding at the Dead Sea had to be solemn. Following an ancient Vedic tradition, my husband and I had fasted for the whole day before placing our daughter’s hand over our brand-new son-in-law’s palm when the pundit instructed us to do so. It symbolised the handing of responsibility, according to our old patriarchal custom, from a father to a husband. It was a good thing that our feminist daughter could not understand the Sanskrit chanting or else she would have challenged it wholeheartedly. We raised her to believe in being capable of shouldering her own responsibilities and she needed no assistance in doing that.

My spouse had a stern look on his face initially because I think he was trying to keep a firm reign over his emotions. He kept telling me repeatedly that it was the happiest day of his life and he could not understand why people expected him to feel sad. Only trouble was that his expressions did not match his words. “Maybe he is hungry,” said the voice in my head. I avoided looking at him too closely because I had tears blinding my own eyes. The sombre religiosity of the service overwhelmed me. 

Staring at the holy fire that was burning in an iron pit right the middle of the ceremonies helped to calm my nerves. A similar fire had burned at my own wedding and it witnessed all the vows that I had made. The cycle was being repeated all over again even though half of the people, who were present then, including my parents, had by now left for their heavenly abode. But the fire was a constant and therefore we prayed to it.

Suddenly I saw a person behind a camera lens, almost touching the carpeted floor. The rest of his body was under the stage but his lensed head was imploring the priest to move aside. The pundit shifted slightly to accommodate him while continuing to chant the mantras. But abruptly, 10 or 15 arms holding cellphones, appeared from thin air as everyone from the audience got a clear glimpse of the bride and the groom. There was a mad scramble for selfies. The photographer pleaded with the priest again, to give him some more room. The pundit altered his position significantly, but once more there was a rush of cellphone picture takers. 

The chief photographer’s face was a study in misery. I looked around wondering what the priest would do next. 

“He should make us all stand up,” I whispered. 

“For better photo angle?” my spouse asked. 

“For better peace,” I mumbled. 

There was a moment’s silence as the pundit read my thoughts.

“All rise,” he instructed. 

“Thank God!” the photographer said, heaving a sigh of relief.

Having first learned to drive on its distant predecessor, Audi’s latest A6 35 TFSI mid-size saloon proved an occasion to reflect on how the Audi brand and automotive industry has developed over the past 30 years. On the cusp of breaking into the premium automotive bracket in the 1980s, with its futuristically aerodynamic 100 and rally conquering Quattro models, Audi has since become one of the most deeply established “big three” players in this German dominated segment.

Driving the front wheels through an in-line 1.8-litre four-cylinder engine slung out just ahead of the front axle, the said base model Audi 100CC otherwise has little in common with the current entry-level A6 35 TFSI successor. With just a 3-speed automatic gearbox and a meager 89BHP under the bonnet, the said 1984 100CC may have shared the same displacement, cylinder count and position in the Audi hierarchy, but had less than half the power and gears as the A6 35 TFSI, not to mention its sophisticated equipment and refinement

Sophisticated aesthetic

First introduced in 2012 and updated in late 2014, the current fourth generation A6 design bears a direct lineage to the wind cheating 100. However, with sharper tauter lines, more defined ridges and larger 235/55/R18 footwear, it has a more potent, road-hugging and purposeful presence, in addition to slipperier contemporary CD0.26 aerodynamics. Uncomplicated and sophisticated, the A6 fluently combines a somewhat understated character with a more assertive front featuring slim heavily browed lights and a tall and wide single-frame trapezoidal grille dominating the fascia.

With more defined bumpers, side air intakes and sills, new LED element strips and slimmer rear lights and wider exhaust tips, the revised A6 has a more stylishly horizontal emphasis. Similarly horizontal, the A6’s relatively low and level waistline and taut surfacing provide an airy cabin and good visibility to easily position it on road. Considerably heavier than its 1980s predecessor owing to huge leaps in equipment and refinement, the A6’s high aluminium content construction, however, keeps weight to a contemporarily trim 1,645kg.

Doubling up

With turbocharging an exotic feature only available top-spec 2.2-lire models in the 1980s, early base model 1.8-litre 100s even made do with carburettors before moving onto mechanical fuel injection. By contrast, today Audi fields an almost entirely turbocharged line-up. More reliable and efficient, Audi’s TFSI engines also feature dual multipoint and direct fuel injection systems. Much less susceptible to low-end turbo-lag and with power arriving at a higher and broader engine speed plateau, the A6 35 TFSI develops 187BHP at 4,200rpm-6,200rpm, allowing for brisk 7.9-second 0-100km/h acceleration and 233km/h top speed.

With 107lb/ft, the old 100CC’s torque provided good off-the-line responses, but nevertheless pales in comparison with the 35 TFSI’s 236lb/ft, available throughout a broad and versatile 1,400-4,100rpm range for confident overtaking flexibility and for seamlessly transitioning through to higher power build up at higher revs. And in place of the 100CC’s slushy and widely spaced three speed automatic, the modern A6 35 TFSI features a crisp and finger-snap slick 7-speed automated dual-clutch gearbox. 

Smoother and more economical by leaps and with stop and go engine activation, the A6 35 TFSI returns frugal 5.7l/100km combined fuel efficiency.

Smooth and tidy

Built using a longitudinal engine, front-wheel drive configuration with equal length drive shafts, as traditionally employed by most Audis, A6’s evolved platform benefits from good traction over loose surfaces and greatly minimises torque steer. However, with lighter components and the engine positioned nearer to the front axle, and more sophisticated multi-link suspension, the front-drive A6 35 TFSI feels more balanced and much better masks such an inherently nose-heavy configuration than the old front-drive 100’s MacPherson strut front and trailing arm rear suspension. Four-wheel drive Quattro models are better still.

Smooth, stable, reassuring and highly refined at speed, the A6 is a natural long distance companion, with a comfortable ride and settled recovery on rebound over crests and dips. Turning into corners it is far tidier than Audis of old, with only hints at its nose-heavy configuration evident if pushed hard and tight when entering. Through corners it feels settles, stable and committed, with plenty of rear grip and decent body control for its class. Steering is accurate, well weighted and designed for highway directional stability, if not especially nuanced or communicative cornering prowess.

Ergonomics and equipment

With a similar horizontal emphasis and at least as good, if not better, usable passenger room owing to its more upright cabin, the 100CC’s Spartan fabric and wind-down window interior is vastly surpassed by even entry-level current A6 standards. A model of sophistication, ergonomics, design and quality, the current A6 is a comfortable and refined environment with quality leathers, soft textures and clear functionality. Well accommodating passengers and luggage, the A6 features highly adjustable steering and seating in front, and reasonably generous standard features.

Well-equipped with standard convenience, infotainment and safety features, the A6 options list is, however, long and includes 4-zone climate control motion sensing boot release and MMI Plus infotainment system with satnav, Wi-Fi hot spot, handwriting recognition and voice control. Upholstery and trim options are likewise varied, while safety and driver assistance systems options include reversing and 360° cameras, parking assistance and sensors, heads up display, lane assistance, adaptive cruise control and more.

TECHNICAL SPECIFICATIONS

Engine: 1.8-litre, turbocharged, in-line 4 cylinders

Bore x stroke: 82.5 x 84.1mm

Compression ratio: 9.6:1

Valve-train: 16-valve, DOHC, direct injection

Gearbox: 7-speed dual clutch automated, front-wheel drive

Top gear/final drive ratios: 0.43:1/4.41:1

Power, BHP (PS) [kW]: 187.5 (190) [140] @ 4,200-6,200rpm

Specific power: 104.3BHP/litre

Power-to-weight: 114BHP/tonne

Torque, lb/ft (Nm): 236 (320) @ 1,400-4,100rpm

Specific torque: 178Nm/litre

Torque-to-weight: 194.5Nm/tonne

0-100km/h: 7.9 seconds

Top speed: 233km/h

Fuel consumption, urban/extra-urban/combined: 7.1/5/5.7 litres/100km 

CO₂ emissions, combined: 133g/km

Fuel capacity: 65 litres

Length: 4,933mm

Width: 1,874mm

Height: 1,455mm

Wheelbase: 2,912mm

Track, F/R: 1,627/1,618mm

Overhangs, F/R: 930/1,091mm

Headroom, F/R: 1,046/962mm

Shoulder room, F/R: 1,460/1,429mm

Luggage volume, min/max: 530/995 litres

Unladen weight: 1,645kg

Steering: Electric-assisted rack & pinion

Turning Circle: 11.9 metres

Suspension: Multi-link

Brakes: Ventilated discs

Tyres: 235/55R18 (optional)

About My Mother
Tahar Ben Jelloun
Translated by Ros Schwartz and Lulu Norman
London: Telegram, 2016
Pp. 247 

First published in French in 2008, this is Moroccan author Tahar Ben Jelloun’s account of the time spent with his mother in her last years (2000-2007), but that is only half the story. Parallel to his own thoughts and feelings, he records the memories of childhood, marriage and family which she imparts as he sits by her bedside. 

By devoting his eloquent prose to his mother, he constructs a memoir of her life, his own childhood and a perspective on Morocco’s past that might otherwise have been lost, for Lalla Fatma was illiterate. Plus, there were many things of which she had never spoken before due to social convention and her desire to smooth relations with others. 

Mother and son seem so opposite: she, who had no public life, lived totally within the parameters of family and neighbourhood, and never left Morocco; he, a world renown author living in Europe, travelling widely, and writing about unconventional topics. Yet, “About My Mother” reveals just as much about what they share: a common background in Moroccan customs, a very strong mother-son bond and an intuitive understanding of one another, no matter how different their worldviews and life styles became. 

As Ben Jelloun describes his mother, “She’s uneducated but not uncultured, she has her own culture, religious beliefs, values and traditions”. (p. 10)

“Mother’s revisiting my childhood. Her memory’s been toppled, lies scattered over the damp floor. Time and reality are out of kilter”. (p. 1)

Despite having lived in Tangier for decades, Lalla Fatma thinks she is still in post-war Fez, her birthplace and that of her children. She has erased the death of her last husband and talks to the dead, but vividly remembers how a woman noticed her at the hammam and engaged her mother in conversation with the intent of finding a wife for her son. Lalla Fatma was only 15 and still playing with dolls, but this encounter led to the first of three marriages in which she outlived her husbands and had four children, Ben Jelloun being the youngest.

The narrative also covers the time of resistance to French colonialism and the post-colonial opposition to regime repression in the 70s, which led Ben Jelloun to immigrate to France, and made his mother fear that his writing would land them all in trouble. 

Love, respect and anguish permeate this memoir, as does Ben Jelloun’s elegant, perceptive prose. One feels one has discovered a key source of the author’s descriptive powers for some of his mother’s ruminations are quite poetic. There is minimal medical information but more about how she perceives her declining health and memory loss. “All these dead people flitting around in my head! It must be the diabetes, it must be all the pills I’ve been taking for such a long time…” (p. 14)

She does not fear death but is plagued by boredom and the fear of being totally dependent on others. 

Gradually, sadness and distress take hold of the author in the face of his mother’s decline, her bodily failures, increasing incoherence and final retreat into silence — she who had always cared about her appearance, who had loved light and gathering her family to cook for them. Now, her greatest wish is that they will all be with her at her death, and Ben Jelloun does his best to honour that wish.

He also understands and honours her wish to stay in her own home, even though this involves many hassles, including dealing with a loyal but ornery caretaker who is both Lalla Fatma’s best friend and greatest enemy. All this leads to some introspection: “when the person you love goes missing and time stretches and disintegrates, you look at your own shattered image in that unreliable mirror and scrabble around for happy moments, hoping to fill these cracks in the soul and salvage words from this agonising confusion”. (p. 182)

It also leads him to ponder the differences between Europe and Morocco regarding care of the elderly, writing of Westerners’ propensity to place their parents in old people’s homes: “They blame lack of space, lack of time. They take refuge in easy selfishness, which these same parents will pass on to their children: the wheel keeps turning in the eternal cycle of a modernity that will sacrifice old people even as it seeks to prolong their life expectancy. This paradox is the inevitable result of a society in which the only values celebrated and protected are those of the market”. (p. 52)

Writing this book was surely not an easy task because of the conflicting emotions involved, but one can be glad that Ben Jelloun was up to it. His beautiful, honest account can provide comfort and guidance for an experience that most will go through at some time or another. Amazingly, in such a context, his writing is full of compassion, but devoid of sentimentality.

NEW YORK — Just one year after he catapulted into the ranks of top pop stars, The Weeknd has returned with a sprawling new album in which his silky voice goes into steamier territory.

“Starboy”, the third studio album by the Toronto singer, stretches for 18 songs plus an accompanying short film and is full of star collaborations including with the elusive French electronic duo Daft Punk.

The album came out Friday, almost exactly a year after the artist whose real name is Abel Tesfaye released his breakthrough “Beauty Behind the Madness”, which topped the charts through mega-hits such as “Can’t Feel My Face”.

As evidenced by his quick and voluminous return, the 26-year-old has no shortage of ideas for his latest album with tracks that take cues from hip hop to 1980s New Wave.

But the album’s overall vibe is steaminess, as if “Starboy” takes place in a packed but chilled-out nightclub in the early hours of the morning.

The Weeknd’s defining trait remains his celebrated voice, strong yet smooth with a comfortable falsetto. On the tracks such as “Secrets”, The Weeknd also shows his ease at lower ranges.

“Starboy” marks the highest-profile project by Daft Punk since the duo, long-time leaders of the French house scene, won worldwide mainstream acclaim with the 2013 album “Random Access Memories”.

Daft Punk injects a heavy bass that drives the title track and closes the album with a retro R&B feel on “I Feel It Coming” — a track that reinforces the oft-noted vocal similarities between The Weeknd and Michael Jackson.

While Daft Punk is only credited as featured collaborators on the two tracks, the French duo’s influence can be heard throughout “Starboy” with its embrace of audio filters and a minimalist production that emphasises beats and The Weeknd’s voice rather than synthetic effects.

The Weeknd said he had become friends with Daft Punk’s Guy-Manuel de Homem-Christo and went into the duo’s studio in Paris, with the three men experimenting with sounds and recording the two songs in just a few days.

The Weeknd said it had always been on his “bucket list” to work with the “enigmatic and mysterious” members of Daft Punk, who never appear in public outside of their robotic disguises.

“I was definitely inspired by that at the beginning of my career because nobody knew how I looked as well,” he told Apple Music’s Beats 1 radio.

The Weeknd, who grew up with humble means as the son of Ethiopian immigrants, made his name by posting recordings on YouTube, winning fame online despite his anonymity.

‘Homeless to Forbes list’

The quick earning of riches is much on the mind of The Weeknd, who topped the Forbes magazine list of top-grossing celebrity newcomers of 2016 with $55 million earned.

Much of the lyricism on the album recalls braggadocio rap as The Weeknd — or perhaps his alter ego “Starboy” — lists off the money he earns, the cars he drives and the women he woos.

“Homeless to Forbes list/These niggas bring no stress,” he sings on “Sidewalks”, a collaboration with leading rapper Kendrick Lamar.

“I feel like Moses. I feel like I’m chosen,” he sings.

Lana Del Rey imagines an erotic encounter as she sings on “Stargirl Interlude” — an apt collaboration with Del Rey’s music fitting in with the album’s breathy mood.

Yet, The Weeknd is also reflective, especially as the album nears its end. On “Ordinary Life”, he sings of a sexual experience with another woman he barely knows.

“If I could, I’d trade it all / Trade it for a halo,” he sings as he ominously suggests, “Like I’m James Dean, I’mma die when I young”.

Recent feedback from readers of this column says I may be putting the accent too much on Cloud and Cloud-related topics. So perhaps we can cover a more down-to-earth but still thrilling subject this week and talk about a few high-tech innovations; some big others small. And there are a certain number of them.

One of the most spectacular has been announced by Google and consists of improving the resolution, the sharpness of photos that are less than perfect, and after they have been taken, of course. The process is called up-sampling. Google calls its “invention” RAISR which stands for Rapid and Accurate Image Super-Resolution. Automated photo processing methods that pretend to improve the resolution of existing pictures have been around for years, and most are… well, like sometime the photo itself, less than perfect.

Whereas they do improve its resolution, they damage other traits of the photo at the same time, such as tones for example; or the photo ends up looking un-natural and artificially processed. One such easy to use method is called the “unsharp mask” and is often provided by Photoshop or simply by your scanner’s built-in software. Google’s RAISR claims to do much better by improving sharpness, resolution and focus while resulting in a photo without any the unwanted side effects. Sample photos found on the web seem rather convincing. Only actual use, however, and over a period of time and a number of photos, will tell if RAISR is as revolutionary as Google says it is.

On the more practical, tangible side, and so as to quench our thirst for data storage, Seagate, a leader in disk drive technology is making available to the masses a portable, external USB disk drive that provides an incredible 8TB of storage. This is eight terabytes! It is space enough to store 8 million MP3 songs, or as many high resolution photos, or 8,000 high resolution full-length movies. Is it enough for your personal collection?

Only five or six years ago such a portable disk drive would have been totally unthinkable — at least at consumer level – and yet it is available off the shelf now, for about JD150. Just like most other portable drives, it is small and directly connectable to the USB port of your computer. This is a dream come true for all those who manage large collections of pictures, music or videos.

Want to take selfie shooting to another level, literally? Forget about those sticks that let you move the camera somewhat far from your body, for here comes the drone for smartphones. It is called AirSelfie and it flies up in the air, remains under your control wirelessly and takes the stunning aerial pictures you tell it to take. It is actually a pocket-sized camera drone and it is the brainchild of Kickstarter. The project has not materialised yet though chances are high that it will soon. Kickstarter presents it as “the only portable flying camera integrated into your mobile phone cover”.

Kickstarter is a global community that is “…built around creativity…”. Since it started seven years ago the concept has brought in and convinced 12 million people who pledged a total of $2.7 billion. It has insofar successfully funded 115,597 projects. The AirSelfie is one of the projects currently under funding.

On the luxury side of computer accessories you cannot ignore Microsoft’s dazzling Arc Touch mouse. Everything in it is high-tech, class and refinement. It does not only look great with its superbly arched design that perfectly fits your hand, it is also super light, accurate and works well on virtually all surfaces, which means you do not necessarily need a mouse pad with it.

Its most spectacular aspect, however, is the fact that you can literally squeeze it and flatten it to carry it around easily in a laptop case or even in your pocket. This is because the Arc Touch mouse is thin and completely hollow under its arch. It is made of flexible matter, and, therefore, allows you to change its shape. This is what truly makes the design unique. Price also is on the luxury side. Count about JD75 for one such fine piece. It is not yet available in Jordan and should be ordered online. It is also wireless; it goes without saying.

I do not like to be hypnotised and that is the truth. Why? The main reason is that I intensely dislike being told what to do. So any trancelike state of altered consciousness, which is induced by a hypnotist to have his suggestions readily accepted by me, is a complete no-no.

Therefore, I have not witnessed many hypnosis shows in my life. I mean why take a chance and go to a performance where, before you know it, you are on a stage, ostensibly willingly but in fact involuntarily? And then become a part of the act itself? I would rather not pull out a rabbit from a hat and be instructed to eat both the rabbit and the hat by the mesmeric voice of whoever is performing the hypnosis. The idea itself gives me the heebie-jeebies.

However, a few years back, I was invited to a hypnotist’s concert. It was actually a formal black-tie affair, one of those that nobody actually likes to attend but is forced to, because of a real or imagined professional obligation. This charity fund-raiser had accumulated a lot of money and wanted to seat me in the front row. I declined politely and moved to one of the far corner tables where I could potentially duck under it, if I needed to. Dire situations called for drastic measures, you see.

I had two people accompanying me to the function. One was my spouse, of course, and the other was an old friend of mine who was visiting us from South Africa. Now, this gentleman, who I had known for donkey’s years, never gave me the slightest inkling that he was crazy about hypnosis. But soon I was informed that so insane was his addiction for anything mysterious that there was not a single illusionist or conjuror event that he had not been to. Also, he loved volunteering during such occasions and happily offered to become the proverbial guinea pig. You can imagine my dismay at being party to this information just when we were on our way to the official gathering.

I tried to dissuade him to the best of my ability. As he strode towards the first few seats I told him that they were reserved and pointed him towards the back table that had our place tags. His enthusiasm dipped momentarily but before sitting down, he smartly turned his seat around to face the lit up platform.

The show started, as it usually does, with some boring speeches. My husband and my friend settled into their typical social postures. One fiddled with his drink while the other puffed at his cigar. Things appeared to be normal. Suddenly the stage became dark and a lone spotlight shone on the new entrant. It was the hypnotist and he made a grand entry in a black tuxedo with a matching tall hat. He was also holding a black baton in his hand. We all sat up straight in attention.

From the corner of my eye I say my friend stubbing out his cigar. Even before the hypnotist could request for some volunteers, my friend stood up and started waving.

“5, 4, 3, 2, 1 you are asleep now,” the hypnotist told my friend

“Why did he rush up there?” I asked my husband. 

“He forgot to pack his sleeping pills,” my spouse confided. 

“What has that got to do with this?” I was confused. 

“He gets to sleep for free,” he guffawed.

LOS ANGELES — Just like credit cards, smartphones or search engines, autonomous cars will carry a trove of information about their owners as they make driving more comfortable, raising new concerns about privacy.

Automakers are engaged in a fierce race to develop the first driverless car, which experts say should hit the road by 2020.

Apart from legal obstacles facing the industry as the technology evolves — such as who is responsible in the event of an accident — a digital battle is being waged over the huge amount of technical data that will be stored in such vehicles.

“Data is the new oil,” Intel Chief Executive Brian Krzanich said this week during a speech at the Los Angeles auto show, AutoMobility LA.

“If you have rich data, your car will be able to deal with complex route situations,” Krzanich said. “If not, the car will stop.”

Sensors, radars and cameras on autonomous vehicles will be able to exchange data with other cars but also, perhaps, with “intelligent” roadways that can help set speed limits depending on weather and traffic conditions.

The passenger behind the wheel, meanwhile, can send e-mails and text messages, listen to music, stream movies, hold a conference call or make a restaurant reservation.

Even homes will be connected to vehicles.

South Korean automaker Hyundai revealed at the auto show a partnership with Amazon’s Alexa voice service to allow customers to start their car, charge their battery or turn on the air conditioner via a quick voice request.

Experts say the data stored in these vehicles represents a gold mine for companies.

“Where are you, where you stop, how often, what’s in there can be used to provide you a rich user experience,” Krzanich said. “What music you like, craft choices... that’s an opportunity as well.”

He said Intel was investing $250 million into self-driving technology over the next two years.

Karl Brauer, senior director of industry insights at Kelley Blue Book, said all the data collected will be used by carmakers and other companies to maximise profit.

“If they know you like to go to Starbucks [they will say] ‘Oh, he always stops at Starbucks,” Brauer said.

Krzanich acknowledged that the technology posed great challenges in terms of privacy protection and secure sharing.

CJ Frost, an Alexa executive, told a panel that consumers were heading into a world where applications will allow users, for example, to track down friends coming to dinner to ask them to stop on the way and buy a bottle of wine.

Security concerns

One question on many people’s mind is whether, in a world that could be edging closer to the Big Brother oversight of George Orwell’s dystopian novel “1984”, it will be possible to disconnect at some point.

“Consumer privacy is an open question,” said Jeremy Carlston, a senior analyst with IHS Automotive.

“A smartphone holds a lot of info about the owner but when we provide that info to a service provider, we’re getting value in return,” he added.

“It’s the same trade-off with an autonomous car.”

Cyber security was also the topic at a panel discussion during which speakers raised the issue of privacy.

“Connected cars have added firewalls against hacking,” Egil Juliussen, the director of research at IHS Automotive, told AFP. “Criminals could make the car inoperative and ask money to make it operate again.”

In mid-2015, two American online-security researchers demonstrated how easily they could hack into a Jeep Cherokee, remotely taking control of the car’s functions, including its braking system.

Krzanich said such challenges “will require the industry coming together and collaborating”.

SAN FRANCISCO — Airbnb expanded beyond home sharing services to letting travellers dive into local happenings, enhancing security measures in the process.

In what it described as the most significant development in the company’s eight-year history, Airbnb launched Trips, tools that tourists can use to book local offerings or happenings on Thursday.

“Until now, Airbnb has been about homes,” co-founder and Chief Executive Brian Chesky said in a statement.

With Trips, Airbnb seeks to bring together “where you stay, what you do, and the people you meet”, he added.

Trips launched with three categories: experiences, places and homes. Airbnb planned to eventually add flights and services.

Hidden gems

Experiences will provide access to “hidden gems”, such as violin making in Paris or marathon running in Kenya, that perhaps only could be learned about from local residents, according to Airbnb.

“Having already transformed where people stay when they travel through people-powered hospitality, Airbnb is taking this same people-focused approach to the rest of the trip and, in doing so, providing a way for people to make money from their passions and interests,” the company said.

Experiences were described as handcrafted activities led by local experts.

Trips launched with about 500 experiences in a dozen cities, including San Francisco, Havana, Paris, London, Tokyo and Seoul.

Airbnb also said it is adding Insider Guidebooks that feature recommendations from neighbourhood insiders about bars, restaurants, parks, cafés and attractions.

The company has partnered with a restaurant booking platform with the intention of adding an option to book tables from inside the Airbnb application.

Another potential revenue-generating feature being added was the ability of local businesses to host events for Airbnb guests to get together.

A new Trip Itinerary feature provides a timeline for booking accommodations and activities.

“Airbnb’s vision is to ultimately cater for every aspect of a trip,” the company said.

Checking ID

The Trips launch came with the introduction of a new identity authentication process in which hosts and guests of “experiences” will be asked to submit scans of official government identification along with photos of themselves to confirm who they are.

“Having a more robust standard of authenticating identity will make the Airbnb community stronger,” the company said.

The new identity authentication step was required for all Experiences users, and was being tested for home bookings, according to Airbnb.

The San Francisco-based start-up said in September that it took in $555.46 million through a private funding round that launched in late July and remained open, according to a filing with the US Securities and Exchange Commission.

The funding round had the potential to reach $850 million and valued Airbnb at $30 billion, a source close to the company told AFP at the time.

Money raised was expected to be used to fuel growth and international expansion of Airbnb.

First launched in late 2006, the Ford Edge was the Blue Oval’s first foray into a then still somewhat nascent car-based compact SUV segment that soon developed into the now booming Crossover or CUV segment. Replacing the long-serving original, the new Edge first launched in the US as a 2015 model and arrived in the Middle East and global markets earlier this year. Slightly larger, better packaged and with a more focused European flavoured dynamic experience, the new Edge is a huge all-round improvement on its predecessor.

Built on Ford’s contemporary CD4 platform underpinning many saloons, crossovers and MPVs, the Edge is perhaps most closely related to Ford’s somewhat sporty European S-Max model. More of a mid-size CUV by European standards rather than a compact model, the Edge’s ground clearance and design clearly mark it out as a Crossover SUV. However, its relation to the S-Max only becomes obvious when seated in the rear seats, where the Edge offers better passenger space and ergonomics than typical in its segment.

Ridged and rugged

Chunky and tightly packaged in terms of design, the new Edge’s fascia features a new two-slat hexagonal grille design with automatic opening and closing shutters to allow for better aerodynamics and enhanced efficiency or improved cooling when needed. Squinting headlights flank the grille and are topped with a ridged clamshell bonnet, which smoothly trails off to the roofline. From side view, the Edge features defined character lines and at the rear a tailgate spoiler and diamond-shaped lights connected by a central strip. 

Sitting high off the ground and with lower black cladding and skid-plate style lower lip, the Edge has a rugged sense of charisma and the clearance for off-road driving over rutted and gravelly dirt roads and trails and dusty, sandy and choppy plains, as driven at Wadi Rum during its regional debut event. Additionally, a slightly longer wheelbase short overhangs and provides added driving stability and improved cabin dimensions to comfortably seat even larger rear passengers with generous 1,023mm leg and 1,030mm headroom.

Perky performer

Powered by a twin-scroll turbocharged direct injection 2-litre four-cylinder Ecoboost engine almost identical to that driving the thuggishly good Ford Focus ST hot hatch, the Edge 2.0 Ecoboost develops 249BHP at 5,500rpm and
278lb/ft as quoted for Middle East markets. Though it may not pack quite the same brutal wallop as used in the Focus ST, the larger and heavier 1,849kg Edge’s 2.0 Ecoboost is nevertheless perky and punchy. Driven through a slick and quick shifting automated dual clutch gearbox, it is estimated to dash through the 0-100km/h benchmark in 8- to 8.5 seconds.

Responsive and eager, the Edge’s 4-pot Ecoboost engine suffers very little by way of turbo lag from idle, and with its turbo spooling up swiftly, yields and rich and creamily abundant mid-range sweet spot. Flexible and confident in mid-range, the Edge overtakes easily and feels responsive when powering out of corners through switchbacks. Building power with a punchy urgency slightly masked by its weight and refinement, the Edge 2.0 Ecoboost has an eager and willing character, and is quoted as returning reserved 10.2l/100km combined fuel efficiency for Middle East market models.

Control and comfort

Built on a stiffer structure than before, the new Edge’s enhanced rigidity helps make it safer and a more comfortable and better handling vehicle. With MacPherson struts in front, the new Edge receives integral-link rear suspension, which allows for a rigid lateral set-up along with supple vertical movements for improved dynamics and comfort. Smooth and stable at speed, the Edge processes road imperfections comfortably despite its optional low profile 255/45R20 tyres, while rebound control is settled after crests and dips.

Finds a happy medium between comfort and handling ability the edge turns into corners tidily, with its smaller and lighter engine lending it a more agile feel for its size and weight and in comparison with V6 rivals. Quick and precise, the Edge’s steering is reassuringly stable at speed, but feels responsive and positive through corners. Well controlling body lean for a vehicle this tall and heavy, the Edge’s longer wheelbase, meanwhile, lends itself to good stability and grip through long fast sweeping corners.  

Generous space and equipment

Driving the front wheel primarily, the edge’s four-wheel drive system reallocates power rearwards through and electronically controlled clutch, when necessary for additional traction or grip, through corners, over loose surfaces and in off-road driving. Meanwhile inside, the Edge’s well adjustable seats and steering provide a supportive, comfortable and alert driving position. Ergonomic, user friendly and practical, the Edge features good front visibility to manoeuvre, lots of storage compartments, reclining rear seats, rear armrest, big door apertures for easy access and a low loading height for its generous 1111-litre boot.

Thoroughly well-equipped with a slew of standard and optional convenience, infotainment, safety and driver assistance systems, the driven top-spec Titanium model features 10-way adjustable heated and cooled leather seats, hands-free automatic liftgate, 12-speaker Sony audio system and voice-activated Sync infotainment system with 8-inch LCD touchscreen. Also standard is torque vectoring, dual-zone climate control, rearview camera and glovebox integrated knee, height adjustable shoulder and other airbags including. Optional equipment includes inflatable rear seats, panoramic roof, remote stop/start, blind spot and cross traffic assistance and adaptive cruise control among numerous options.

TECHNICAL SPECIFICATIONS

Engine: 2.0-litre, turbocharged, transverse 4 cylinders

Bore x stroke: 87.5 x 83.1mm

Compression ratio: 9.7:1

Valve-train: 16-valve, DOHC, variable valve timing, direct injection

Gearbox: 6-speed automated dual-clutch, four-wheel drive

Power, BHP (PS) [kW]: 249 (253) [186] @5500rpm

Specific power: 124.5BHP/litre

Power-to-weight: 134.6BHP/tonne

Torque, lb/ft (Nm): 278 (378) @2500rpm

Specific torque: 189.6Nm/litre

Torque-to-weight: 204.4Nm/tonne

0-100km/h: 8-8.5 seconds (estimate)

Fuel consumption, city/highway/combined (US EPA): 11.76-/8.4/10.22 litres/100km

Length: 4,779mm

Width: 1,928mm

Height: 1,742mm

Wheelbase: 2,849mm

Track, F/R: 1,646/1,643mm 

Headroom, F/R: 1,020/1,023mm

Legroom, F/R: 1,081/1,030mm

Shoulder room, F/R: 1,531/1,536mm

Hip room, F/R: 1,420/1,461mm

Liftover height: 755mm

Luggage volume, behind 2nd/1st row, liquid, to roof: 1111-/2078 litres

Fuel capacity: 68 litres

Kerb weight: 1,849kg

Steering: Electric-assisted rack and pinion

Turning circle: 12 metres

Suspension, F/R: MacPherson strut/integral-link, coil springs, anti-roll bars

Brakes, F/R: Ventilated discs, 345mm/315mm

Tyres: 255/45R20 (optional)