(Telecompaper) Enterprise equipment vendor Lancom Systems has announced the launch of its first Wi Fi 7-enabled access points...

(Telecompaper) US service provider Ritter Communications has closed an upsized debt refinance worth USD 590 million...

(Telecompaper) The Internet Corporation for Assigned Names and Numbers (ICANN) has signed a Memorandum of Understanding (MoU) with Smart Africa to enhance internet governance capacity development across Africa...

Refinance rates were mixed, but one key rate declined. Experts expect refi activity to go up as rates drop.

1. Ex-Warrior Klay Thompson awash in adoration in return to Chase Center  San Francisco Chronicle
2. Captain's hats, shimmy mark Klay's 'surreal' return  ESPN
3. ‘It was surreal’: Klay Thompson, Steph Curry reflect on epic homecoming for Warriors icon  East Bay Times
4. Emotional Klay Thompson gets cheers, heartfelt tribute in Bay Area return  NBA.com
5. Kurtenbach: ‘It’ll always be weird.’ What Klay Thompson’s return to the Bay really meant to him, the Warriors  The Mercury News

1. Google says Gems are ‘one of the most used Gemini Advanced features,’ adds file upload  9to5Google
2. Gemini Live is getting ready to chat with you about your files (APK teardown)  Android Authority
3. Google thinks attachments could be the perfect conversation starter for Gemini Live  Android Police
4. Google's Gemini AI may soon allow users to edit files using voice commands  The Times of India
5. Gemini Live could soon start messing around with your files  Android Central

Hyundai says that it is unlikely to bring the new Santa Fe to India, but that doesn’t really come as a surprise. With pricing that matches luxury car levels, a mass market badge on the nose, and only space and roominess to play up as an advantage, Hyundai actually discontinued the Santa Fe in India after selling it here for two generations. But with the Ioniq 5 having sold 1,100 units and the Tucson getting more and more popular, is this a mistake on Hyundai’s part? Let’s take a closer look.

Hyundai Santa Fe exterior design

This new, more outdoors-oriented Santa Fe with its chunky look and more luxurious cabin is certainly more revolutionary than evolutionary. Although the new lines and fresh details impress, it seems like the design and concept stem from a blank sheet of paper rather than any previous Santa Fe. The nose is almost block-like, with ‘H’ pattern LED headlights – just like the Exter. It gets active vents that help it achieve an impressive drag coefficient of 0.29, and what also works well are the bulky and chamfered wheel arches. 

In profile you also see plenty of elements that are similar to the Land Rover Defender. This is especially true of the blacked-out pillars and the ‘floating’ roof finished in body colour. Interestingly, there’s a step hidden inside the pillar, right above the rear tyre, so you can easily climb up and clean the roof. Wonder if you can store a micro fibre cloth? While the nose and the profile work pretty well, walk around to the rear of the SUV and the Santa Fe has a very van-like treatment. Yes, the simplicity of the design works from afar, however, get closer and the oversized logo, model name and block-like design don’t really impress.

Hyundai Santa Fe interior

On the inside, most versions of the Santa Fe come with up to three rows of seats, but the 1.6 hybrid we are driving gets only two. While the cabin is extremely long, it isn’t very wide. The look and feel of the dash also borrows heavily from Land Rover and Range Rover. The steering, in fact, looks like it could have come directly from a Land Rover parts bin, and this is also true of the treatment of the top of the dash and the glovebox.

What’s clear, however, is that the cabin works; it’s comfortable, quality levels are good and like all Hyundais, the Santa Fe comes with plenty of comfort enhancing, clever and cool features. The driver’s seat is easily adjustable and while the quality of the steering can’t quite match that of the original, the dash is beautifully built and material quality is good enough to make this one of the nicest Hyundai’s I’ve been in. I particularly like the raised and boxed in central console with its twin charging pads. There’s also loads of storage, both above and below the central console, and what I especially like is the beautifully curved instrument panel and touchscreen, which is perfectly angled for the driver. The second row seats are also comfortable. Set at a height with theatre seating, the view out and back support is good, and while the bench could have been more accommodating and longer in squab, it is a comfortable place to be. The boot opening is wide too and easy to load and load up.

Hyundai Santa Fe driving

The Santa Fe is an extremely relaxing car to drive. Part of this is down to the position of the driver’s seat: the view out and how easy it is to access the steering wheel. What also works well is the fact that the controls are nicely weighted and the electric boost from the hybrid system makes taking off from rest feel effortless.

The strong hybrid system that powered the Santa Fe we were driving blends a 1.6-litre turbo-petrol engine with an electric motor. With 180hp and 265Nm of torque, this front-wheel drive version pulls forward comfortably at most speeds. Performance isn’t electrifying, pun intended, and this isn’t an SUV for those interested in speed and performance.

While initial responses and acceleration are good, the 1.6 hybrid can’t sustain the thrust as you pull it harder. Sure, power delivery when the turbo chimes in is good, but keep your foot down after and performance flattens out, and the engine sounds strained. While gearshifts are smooth and imperceptible for the most part, acceleration is only good for a 0-100 time of 9.5 seconds, not something to write home about.

The Santa Fe is also not an SUV that likes to be hustled. The tall stance, relatively narrow track and long wheelbase mean you need to use progressively more lock on tighter corners; drive it hard and it’s clear you are giving the chassis too much to do. Ride quality, however, is pretty good, with it being supple and soft initially and soaking up most bad sections nicely. There is a bit of up and down movement at speed, and sharp edged-bumps do register with a thud.

Hyundai Santa Fe verdict

On the face of it this looks like the perfect SUV for India: big, comfy, available with an efficient hybrid powertrain, a unique identity, looks that are appealing and a genuinely nice cabin. Yes, more performance would have been nice and it doesn’t have a sporty bone in its body, but this isn’t a car you buy to howl around corners in. So while on the one hand you could look at the seven-seater version as a left field alternative to something like a Toyota Fortuner, are Indian car buyers ready to pay upwards of Rs 50 Lakh for a Hyundai? On the basis of how well the Hyundai Tucson and Ioniq 5 are doing, the answer could be yes.

Hanging onto the steering wheel for dear life while mumbling expletives is not what you imagine when you think of driving an S-Class. However, when it wears a ‘63’ badge, things are slightly different. More so when that badge gets red highlights, because that means the S-Class in question isn’t the usual, sophisticated, good boy, but its evil cousin. The Mercedes-AMG S 63 E-Performance is an 802hp limousine that is ready to rip a hole through time, and as its name suggests, it’s all about the performance. For once, the back seat takes a back seat in an S-Class. 

Mercedes-AMG S 63 powertrain and performance

The S 63 is a plug-in hybrid gone rogue. It gets a 4.0-litre twin-turbo V8, putting out 612hp and 900Nm, but then a 13kWh battery and electric motor on the rear axle put out an additional 190hp and 320Nm, bringing the total output to a hysterical 802hp and 1,430Nm. Deploying 1,430Nm of torque to the tarmac is like putting Usain Bolt on your home treadmill. There is so much grip that it feels like the car is trying to stretch the road beneath it every time you put your foot down. As a result, despite its 2.5-tonne heft, it can go from 0 to 100kph in just 3.4 seconds. The top speed is limited to 250kph, but if you opt for the Driver’s Pack, you can remove the limiter and get it up to 290kph. Clearly, range is not the priority for this hybrid. 

The numbers on the S 63 are intimidating, to say the least, and the experience from behind the wheel is, too. The car picks up the pace with zero lag, and you need to keep an eye on the speed readout; otherwise, it’s just a blur as you accelerate. 

What helps bring this earth-shattering performance to the road are two transmissions. The engine uses a speedshift 9-speed MCT, and the motor gets its own 2-speed transmission, because it spins at a different RPM from the engine. First gear on the motor is good enough for up to 140kph and only after that does it switch to second for a smoother torque transition. 

What you’ll be using most is the 9-speed with its paddle shifters. Needless to say, it is extremely responsive, and in Sport and Sport+, it’s extremely aggressive as well. When you push the car hard, shifts are immediate, and for total control, you can switch to ‘M’ or manual mode, where it will not upshift unless you tug at the right paddle. However, for everyday driving in the city, it isn’t the smoothest. There are noticeable jerks at low speeds, and even in Comfort mode, you’re constantly made aware of the massive power waiting to be unleashed. Then there is the exhaust, which, sadly, isn’t all-natural. A lot of it is fed through the speakers, and for the most part, you’ll barely hear it outside. Rev it high enough, though, and the V8 roar is very much there, along with pops and bangs that add to the drama. 

We’ve seen this powertrain in the GT 63 S E-Performance, where it had even more power (834hp) but a smaller (6.7kWh) battery. The S 63’s larger 13kWh battery results in a higher claimed electric-only range of 33km.  

Mercedes-AMG S 63 hybrid technology

The 13kWh battery pack uses Formula 1-derived tech and contains 1,200 individual cells that have a dedicated coolant line for thermal management. Not only is that better for packaging, but each cell can also be cooled individually, so you can push the car and not worry about overheating the battery. There are four recuperation modes—varying the level of regen—and you can charge the battery using a Type-2 port and the onboard 3.7kW AC charger. 

Exclusive to the S 63 is a ‘B’ or Battery Hold mode that helps preserve the SOC. This allows you to switch to the all-electric ‘EL’ mode in heavy traffic and save some precious high-octane fuel. 

Mercedes-AMG S 63 ride and handline

Because this is an AMG S-Class, there are two contrasting ideologies at work—sportscar handling and luxurious ride comfort. If you want S-Class levels of soft and supple, this won’t do the trick. The ride is inherently firm, and although it gets adaptive air suspension, you will feel jitters in the cabin even in Comfort mode. It also gets active engine mounts, which help keep things composed, and once you find a winding ribbon of tarmac with long swooping bends, the AMG side of the dynamic package is really felt. That said, on our bad roads, the one thing that you absolutely have to be aware of is the low ground clearance. Sure, the air suspension has a raise function that helps you gain some crucial millimetres, but you still have to crab crawl over big speed bumps to avoid grazing the underbody. 

In terms of handling, you don’t really expect big things from an S-Class, but AMG’s pedigree clearly flows through this car’s veins. The 4Matic+ system, along with 3-degree rear-wheel steering, makes a huge difference in the bends as well as in U-turns and three-point turns. Despite having the same long 3,216mm wheelbase as the standard S-Class, in the corners, it is agile and sharp. 

However, in seriously tight turns, its 2.5-tonne weight is what pulls it down, and at such points, all that handling tech can only do so much. 

Mercedes-AMG S 63 design

In terms of design, there are many telltale signs of it being an AMG. Edition 1 gets the ‘Night Pack’ that replaces every inch of bling with blackened bits and the ‘Carbon Pack’ that adds racy carbon-fibre elements to the air dams, splitter, side sill, mirrors and diffuser. Apart from that, it gets sporty bumpers with huge air dams, the massive ‘Panamericana’ grille and an AMG logo in place of the Mercedes-Benz emblem. There are also 21-inch wheels wrapped in Michelin Pilot Sport 4 tyres and carbon ceramic brakes (standard on the Edition 1).  

The rear, which many will find themselves looking at, features quad exhaust tips and red highlights for the badges, letting everyone know that this is an E-Performance and something that’s not to be trifled with. 

Mercedes-AMG S 63 interior and features

On the inside, the S 63 prides itself on its AMG roots with a healthy dose of carbon fibre. The dashboard gets a carbon-fibre slab with a red weave within. The upper half also gets red stitching along with Nappa leather seats, which, though sporty, are superbly comfy as well. The new bit is the performance steering wheel that gives it full-blown AMG cred. Wrapped in Alcantara and leather, its plethora of touch buttons might seem intimidating at first, but it doesn’t take long to get used to. The steering also features context-sensitive AMG knobs that feature shortcuts to adjust the suspension, gearbox, drive modes and even the exhaust. 

Also new are racier themes for the instrument cluster and telemetry, such as engine temperature, motor and battery readouts, and performance timing. The massive touchscreen in the centre is the nerve centre of the whole car, controlling everything from the AC to the chassis, and it’s super responsive. But rest assured, the screen has plenty of displays and data to satisfy your inner nerd.  

The rear seat may not be the best seat, given this is an AMG, but it’s always going to be special in an S-Class. You have plenty of room to stretch out, and all the bells and whistles like seat massaging, heating and ventilation, along with the ability to move the passenger seat ahead and fully stretch out.

There is a superb Burmester 4D sound system, panoramic sunroof, incredibly comfy seats, rear entertainment screens, and even noise-cancelling headphones if the V8 is not sonorous enough for you. That said, with all that carbon fibre surrounding you and the grin on your chauffeur’s face, it won’t be long before you want to jump back into the driver’s seat. Also, since the S 63’s hybrid tech sits over the rear axle, the boot space is down to 310 litres, and you don’t get a spare wheel either. 

Mercedes-AMG S 63 price

The S 63 E-Performance is priced from Rs 3.3 crore onwards, and the ‘Edition 1’ seen here, of which only three have been imported to India (and sold out), is listed at Rs 3.8 crore. It has supercar levels of power and all the luxury elements, and it is loaded with tech. Yet you’d struggle to justify the purchase. If you want a fun-to-drive car with lots of power, there are better options, and if you want a luxury car, the S-Class is already mighty impressive. It is difficult to see the logic, but as soon as you drive it, there is something about it that invokes your inner child. It won’t win track events or get you any drag race trophies. You won’t have a plausible justification. If you are the sort who looks for plausibility, this is definitely not the car for you. It’s a laugh, and you buy it because you can. If they ask you why you bought it, it’ll only take a quick spin to get them an answer. 

Also see: 

Mercedes India confirms over 12 new cars, SUVs coming this year

Next-gen Mercedes MB.EA Large EV platform cancelled amidst slow sales

Also see: 

Audi RS Q8 Performance revealed with 640hp

Mercedes-AMG has launched the new C 63 S E Performance in India at Rs 1.95 crore. The C 63 S E Performance marks AMG’s third new car launch this year and its third plug-in hybrid in India, following the S 63 E Performance and the GT 63 S E Performance. Bookings have opened today, and deliveries are expected from April 2025 onwards.

1. C 63 S E Performance pairs 476hp 4-cyl engine with 204hp motor
2. Gets sporty AMG-specific changes inside and outside
3. Buyers will get a complementary Nurburgring experience

Mercedes AMG C 63 S E Performance powertrain

Gone is the V8 engine that used to power the previous C 63. It’s been replaced with a 2.0-litre, four-cylinder, turbo-petrol engine that makes 476hp and 545Nm and is paired to a 9-speed automatic gearbox. The engine is paired to a rear axle-mounted electric motor that can put out a peak of 204hp and 320Nm. Total maximum output stands at 680hp and a whopping 1,020Nm of torque. Merc uses F1-derived tech for the turbocharger, which incorporates an electric motor that runs off the 400V electrical system, and helps the turbine spool faster.

Power is sent to all four wheels through the 4Matic+ system, which comes with a drift mode. The claimed 0-100kph time for the C 63 S E Performance is 3.4 seconds. The AMG Driver’s Package that's usually available as an option, is standard on the C 63. So top speed is 280kph.

The plug-in hybrid performance sedan gets a 6.1kWh battery pack (weighing 89kg), giving the C 63 an electric-only range of up to 13km. Four-wheel steering is also standard, which allows the rear wheels to turn up to 2.5deg in the opposite direction (up to 100kph), and up to 0.7deg in the same direction at speeds higher than that. The new C 63 gets eight drive modes – Electric, Comfort, Battery Hold, Sport, Sport+, RACE, Slippery and Individual – along three levels for its adaptive damping system – Comfort, Sport, and Sport+.

Mercedes AMG C 63 S E Performance interior, exterior

Compared to the standard C-Class, the AMG-spec model gets a vertically slatted grille with active shutters that open or close depending on the engine’s cooling needs. The restyled, more aggressive front and rear bumper increase the car's length by 83mm, and the wider front wheel arches make the performance version 76mm wider than the standard sedan. Lightweight 20-inch alloy wheels are standard.

Mercedes says AMG exclusive paint options like the Matt Graphite Grey Magno are customisable, and optional ceramic high-performance composite brakes can be specced instead of the standard ventilated and perforated metal ones. Naturally, the company offers a great deal of personalisation options with the C 63 S E Performance.

On the inside, the AMG and the standard model share the same layout, but this gets an all-black theme and an AMG-specific steering wheel. The ventilated sports seats in nappa leather and carbon fibre interior trim, a 12.3-inch touchscreen infotainment and head-up display, and the 710W, 15-speaker Burmester sound system are standard. AMG Performance seats are an optional extra. Along with the usual list of ADAS features, 7 airbags and a 360-degree camera are standard fit.

Mercedes-AMG says that every buyer of the C 63 S E Performance will get a complementary opportunity to race at the Nürburgring.

Mercedes AMG C 63 S E Performance price, rivals

While the Rs 1.95 crore Mercedes-AMG C 63 S E Performance has no direct rivals in India, other models that vie in this rarefied performance-focused space include the recently launched 550hp BMW M4 CS (Rs 1.89 crore) and the larger 500hp Porsche Panamera GTS (Rs 2.34 crore).

All prices, ex-showroom, India

Also see:

2024 Mercedes-AMG G 63 video review

Mercedes-AMG confirms future electric super SUV

11th edition of Mercedes-Benz Classic Car Rally slated for November 24

American design leader David Alhadeff on why modern design “can have as much soul as antiques”, and how he’s planning to team up with the country’s makers

‘Both individuals and businesses from across the country and overseas are increasingly wanting to have a share in the market’

As urbanisation accelerates, India risks surpassing global benchmarks for energy efficiency and carbon emissions in buildings. In such a scenario, HPBs offer resilience through adaptive, self-sufficient structures. They promote social well-being by nurturing healthier indoor environments, including air quality

The Mumbai-based architect and designer is now experimenting with metal and luxe fabrics such as cashmere to create gravity defying objects for the home

Mercedes-Benz India has introduced the Mercedes-AMG C 63 S E PERFORMANCE, a hybrid sports sedan that blends high-performance engineering with Formula 1™-inspired technology

It may be banned in Goa, but the batter fried cauliflower is part of Indo-Chinese cuisine’s rich history, harking back to the British Raj. And it has plenty of fans

1. Lego Horizon Adventures Sylens voice actor revealed following Lance Reddick’s passing  Video Games Chronicle
2. Lego Horizon Adventures Review  IGN
3. Lego Horizon Adventures: How Long to Beat (& Chapter List)  GameRant
4. Lego Horizon Adventures is a delightful, kid-friendly twist on Horizon Zero Dawn  Polygon
5. How LEGO Horizon Adventures was built with real LEGO bricks, out Nov 14  PlayStation

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Summary: The abundance of X.509 certificate authorities who already perform identity proofing for businesses provides a rich resource that can be leveraged to boot the verifiable data ecosystem.

When you used a verifiable credential to prove something about yourself, the verifier can know cryptographically: (1) the identifiers for the issuer, (2) the credential hasn't been tampered with, (3) the credential was issued to you, and (4) the credential hasn't been revoked. These four checks are important because their establish the fidelity of the data being transferred. They don't, however, tell them whether they can trust the issuer. For that, they need to take the issuer's decentralized identifier (DID) that they got from credential presentation and determine who it belongs to.

At the most recent Internet Identity Workshop, Drummond Reed gave a session on how X.509 certificates could help with this. The first step, like always, is to resolve the DID and retrieve the DIDDoc that associates keys and endpoints with the DID. The endpoint can be an HTTP server and, of course, should have an X.509 certificate providing TLS security. That certificate, at the very least, has a a domain name to bind that to the certificate's public key. It can, if you pay for the feature, also include information about the entity that applied for the certificate. The certificate authority proofs that information and is vouching for it when they sign the certificate.

The key to making the X.509 certificate useful for checking the provenance of a DID lies in one key change. X.509 certificates can contain and extended field called a Subject Alternative Name. This following figure shows how it can help.

In this figure:

1. The issuer (Attestor) creates the DID they will use to issue the certificate along with its associated DIDDoc, including an HTTP endpoint for DID verification.
2. Attestor applies for a X.509 certificate for that endpoint, including in the application the DID they created in (1).
3. The certificate authority does it's usual proofing of the application and issues a certificate that includes the DID in the Subject Alternative Name field.
4. The issuer creates a credential definition in the usual way that includes their DID and writes it to whatever Verifiable Data Registry their DID method dictates.
5. Attestor issues a credential to a holder (Alice) using that credential definition.
6. At some later time, Alice presents the credential to the verifier (Certiphi).
7. Certiphi resolves the DID to get the DIDDoc and retrieves the verfication endpoint from the DIDDoc
8. Certiphi retrieves the certificate for that endpoint¹.
9. Certiphi verifies the certificate by checking it's signature and ensures that the DID in the DIDDoc for the credential matches the one in certificate.²

The issuer's DID has now been tied in a verifiable way to whatever information is in the certificate. Provided the certificate includes information about the entity beyond the domain name, the verifier can use that information to determine whether or not the credential is authentic (i.e., issued by who the credential definition purports issued it). That might be all the evidence they need to determine whether to trust the entity. Certificate authorities could also issue verifiable credentials to the customer attesting the same verified claims—after all, it's one more product they can offer.

The benefit of doing issuer validation using X.509 certificates is that there are already many trusted X.509 certificate authorities in business who already do proofing of attributes about businesses. That's a huge chunk of the verifiable data ecosystem that doesn't need to be built because it can be leveraged. To make this work, digital certificate authorities would need to start offering to validate DIDs and include them in a certificate as a Subject Alternative Name. I don't discount that this will take some bureaucratic maneuvering. Certificate authorities will need to see a business opportunity. I'd love to see Digitcert or someone do a pilot on this.

Notes

1. Note that this step might be combined with the previous step if the Verifiable Data Registry is the same server as the endpoint, but that's not necessarily going to be the case for a number of reasons.
2. Note that this does not create a call back wherein Attestor can determine which credential was used, preserving the privacy of the presentation. Attestor does know one of its credentials has been presented to Certiphi. If this information leakage bothers you, then any web-based DID method is potentially a problem.

Tags: identity ssi decentralized+identifiers verifiable+credentials x.509

Digital Education Council, Nov 13, 2024

Members of the Digital Education Council (mostly from business and management schools) have signed this short declaration (5 page PDF) following their inaugural meeting this week. Most interesting is their desire to "commit to developing strategies to maintain curricula relevance, at speed with the rapidly-evolving pace of industry."

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JavaScript is a requisite and a crucial part for developing WebPages and Websites whether it be a professional website or a simple page or whether you are  an experienced developer or a naïve person JavaScript is a must for Web Development. In this day and age , JavaScript Framework have become extra specialized and powerful …

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Comscore’s first Interact Summit in London shared invaluable digital insights for the brand, publisher and agency professionals who gathered for our daylong event in Leicester Square. If there was one theme that continued to emerge in the panel discussions, presentations and Q&As throughout the day it was that relevance is the true path to reach.

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In this talk Fr. Stephen continues with the imagery of the One-Storey Universe, but uses it to challenge our sense of finitude and scarcity and instead boldly proclaims that the risen Christ has raised us to a kingdom where we are not bound by limits, but by the endless abundance of His love.

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