Potter in style with the “Potter Navi” cycling navigation unit to be released in late March from Pioneer’s Cycle Lab. With this navigation system, you can potter about (“putter around” in US English) using all the great tools that are built-in. It has a communication module using NTT docomo’s data and application services that cycling fans might appreciate, for example, for exercise stats, displaying/sharing information such as where your cycling friends …
This week we’ve had the pleasure of working with the brand new LG Optimus G Pro, taking photos as we covered the technology conference known as Mobile World Congress – of the 2013 variety. This device is one that we’ve now got in our possession still, and we’ll be bringing you a review in full in just a few days time. But meanwhile we’ve taken what LG has been very clear is a proud point for them in this device and put it to the test, right in the thick of thousands and thousands of ravenous mobile lovers in Barcelona, Spain – enjoy.
Before we go any further, you should know that this is just the second in what we’re expecting will be an extended series of Photo Tour posts here on SlashGear. The first was back a few months ago with the HTC Evo 4G LTE, a device whose photo setup was being pushed by its makers at the time. Of important note is the fact that both that device and this one both use Qualcomm Snapdragon processors – from different generations, yes, but both coming with architecture that Qualcomm is proud to speak about as having fabulous photo processing abilities. This time they team with LG, and here we go again on a different corner of the earth – Spain.
The first image you see above was shot with the camera right out of the box, automatic settings from start to finish, the shot taken in the morning of a Barcelona city street. Note that this photo was also the subject of another hands-on post earlier this week, the LG Pocket Photo – a miniature photo printer that requires no ink to use – like magic! Below you’ll see one of our first examples of an HDR photo. The shutter speed on this device, even with HDR, is rather quick – but because of the nature of HDR photos, you’ll still see multiple instances of the same people walking in this MWC 2013 crowd.
Below this you’ll find a gallery of photos taken in the same location as what you see above. With the quick shooting mode on this device, you’re able to collect a massive amount of photos in undeniably quick succession – 20 shots before it has to stop and think about what it’s done. The best way for you to visualize this here in still photos is to click (or tap) one of the photos below and move rapidly through the gallery with your arrow buttons. This will only work on a desktop computer with our gallery system unless you’ve got a wildfire-fast tablet or smartphone – if you do, go for it! The goal here it to see the images as a sort of stop-motion animation. When you do, you’ll see that this beast is a snappy shooter.
Another example of an HDR photo can be seen next – the big LG logo. Here you’ll get an idea of how this device shoots something lit up in a rather mixed-lighting environment. Again you’ll notice the multiple instances of the same faces because of the multi-exposure that happens when you shoot an HDR shot.
A macro photo can be seen next, even though the LG Optimus G Pro isn’t promoted for its macro abilities, you’ll find that this photo does the trick. The subject matter is the G Pro Quick Cover – an official LG-made cover for this device you can read all about over on Android Community. Up close and personal without a special setting looks rather nice and clear with the 13 megapixel camera we’re right here and now using with the LG Optimus G Pro.
Another HDR photo is next, in this case showing an especially dark locale. You’ll find that in this Beer shop in the midst of this week’s convention venue, the blacks have become in many cases a lighter shade of gray. With this you’ll see that there’s not much that you cannot see – that can be especially valuable if you’re doing photography for documentation rather than for the sake of high art. If you want 100% true-to-life colors, you wont want to use HDR with the Optimus G Pro.
Then there’s a two-up photo set here, the first of a Coke can taken without HDR, the next being that same Coke can, this time with HDR switched to “on”. You’ll be able to tell one from the other only with extremely sharp eyes – and by noticing that I’ve accidentally placed my finger into the edge of the HDR photo. The HDR photo looks almost identical to the non-HDR photo (besides the finger and the television picture behind the can, for obvious reasons). The HDR version is ever-so-slightly more intense, especially in the darks across the range – the red in the can, for example, is a bit more deep.
The gallery you’re having a peek at below shows two different examples of what the LG Optimus G Pro captures with its own unique version of a Photo Sphere. If you’ll remember back a few weeks when a new version of Android Jelly Bean was introduced, Google revealed Photo Sphere – a built-in camera mode that creates a panorama photo, but capturing a massive photo that covers all directions, something like what you see when you head to Street View in Google Maps. You’ll also remember that while it works great some times, it – at other times – doesn’t work so perfectly. The same is true of LG’s iteration of this feature, even with a slightly different user interface.
Another gallery rests below, this time showing a set of examples of a regular old panorama. This standard panorama mode has produced marginally better results for us thus far than the sphere-like mode above. It is important here – as it always is with panorama shooting at this time in history – to drag the camera across your scene at an even rate – and not too slow, not too fast either. One of the photos was taken at the Google Head Space party during MWC – as you can see, this club area was rather dark, and didn’t work too well with the panorama mode in the end. The others were taken on a bridge inside the main MWC 2013 event, lighting being a bit more generous.
Next you’ll see another example of a photo taken indoors of a rather large, open area at Mobile World Congress. The first shot was taken without HDR, the second was taken in HDR mode. This example set shows just a bit more clear the difference between the two – generally this is the case when you’ve got the possibility of a much more large range of colors and levels of light and dark.
The nighttime photo you see below is taken from across the street from the Mobile World Congress 2012 venue. This is a place where many MWC-goers stop on the train to transfer trains as it’s a large hub from one place to another – notably the new venue, mind you. The important point here is the levels of light in the darkness – and the idea that this photo was captured by hand. Normally a photo captured here at this time by hand – with most smartphone cameras, that is – would have lots of light streaks due to the shutter being open for enough time to capture the correct amount of light. In this case, LG’s setup allows you to do this much quicker – and the result is obvious.
Finally you’ll find a lovely gallery full of photos taken at one of the more challenging locations a person can take a photo at with results that look more than terrible. It is – once again – the Mobile World Congress 2013 Google party: Google Head Space. There are two rooms here, the first a smaller one made for chilling out and having a drink amongst a DJ mixing tunes under a massive Google Play Music set of orange headphones. The second is a massive room with a stage that held both Tinie Tempah and Florence and the Machine.
Enjoy this if you would, and have a peek at the rest of our Mobile World Congress 2013 content in our lovely MWC 2013 tag portal. You can also have a peek at our LG tag portal for more awesome Optimus action, there finding the review of the LG Optimus G Pro soon, and very soon.
Is this really happening, again? Why, yes, it is. Following up on its massive MDR-X10 bass-pumping headphones from last year, Sony and Simon Cowell have introduced the MDR-X05. As you might take from the name, the cans are basically a smaller addition to the series, packing 40MM drivers (down from 50) and a few more color options (red/black, red/red, white/silver, red/silver and black/silver) — some of which do the headphones more justice than the silver/red colorway we got our mitts on previously. As far as we can tell, by the way, these are very likely a re-badge of the MDR-X400 headphones for the American market. As you’d expect, the cans fold flat for storage and feature an iDevice-compatible inline remote and mic.
Unlike the X10, the tangle-proof flat cabling isn’t removeable and connects using both earcups, but the connections seem robust enough to handle a good bit of torture. Because the same materials and finish are used on the X05 as the X10, the headphones feel virtually the same in-hand — a bit plasticky, but solid overall. The headphones may be smaller, but they still manage to feel nearly as cosy and isolate a fair amount amount of external noise as their bigger brother, mostly because they’re packing the same style of plush memory foam earpads wrapped in synthetic leather. As far as sound quality goes, the bass push on these is just as smooth and open-sounding as the X10, but the high-end is noticeably harsher — we definitely felt the need to turn on “treble reducer” in our iPhone’s EQ settings. If you’re bass-hungry ears are interested, the X05 headphones are up for pre-sale at Sony’s online store for $200 (100 less than the X10), but the smaller discount won’t make them look any less loud on your ears while you’re out and about. You can expect ’em to hit shelves March 22nd. For now, find more details in the press release after the break.
Geeks who are into fast cars and stereoscopic displays must think that watching F1 races in 3D is the bees-knees. However, FIA, the sport’s governing body, has often been resistant to new technology — only adopting HD a few years ago. That’s why when the FIA asked Sky to produce a test-broadcast of the practice testing laps in the run up to the Barcelona Grand Prix, the British broadcaster jumped at the chance. Naturally, BSkyB wanted to show off its technical marvel, and so invited us to come and see what it was like. Of course, like the good geeks that we are, our attention was focused on keeping Sky’s chief engineer Chris Johns in a corner and needling him with questions. Curious to find out what he said (apart from “please go away,” of course)? After the break is where all the cool kids are at.
Google’s brand new Chromebook Pixel wasn’t entirely unexpected, but last week they blasted onto the high end laptop scene with the all-new device. With all previous models being aimed primarily at the low end, this Google-made Chromebook looks to change everything. With a stunning 2560 x 1700 HD ‘Pixel’ display, a powerful Intel Core i5 processor, and a beautiful design is it worth $1,299? Read on for our first impressions.
Google’s Chromebook Pixel was certainly needed, with all their previous devices being extremely budget-oriented laptops, but is Google and their OS ready? We’ll have to spend more time with it and let you know in our full review. Chrome OS aside, this device is stunning on all sides. From the display, design, build quality, and even the integrated speakers. Lets dig in!
The Chromebook Pixel is finally a Chromebook with specs to match some of the competition, which also surpasses them on many levels. The Pixel features a 12.85-inch ‘Pixel’ display with a 2560 x 1700 resolution at 239 PPI and 4.3 million pixels – and it absolutely looks amazing. It’s rocking a Gorilla Glass 2 protected multi-touch panel and offers excellent viewing angles, but out of the gate we’ll let you know the screen glare is pretty awful. Under the hood you’ll be working with a 1.8 GHz dual-core Intel Core i5 processor, 4GB of DDR3 RAM, and a 32GB SSD for storage. As well as a 64GB 4G LTE option coming later. That isn’t all either. With your purchase users get 1TB (1000GB) of free Google Drive cloud storage. Essentially putting anything and everything on the cloud. Then you’ll get two USB 2.0 ports, Displayport, and a full SD slot among other things.
It’s pretty safe to say our initial impressions on the screen are good. It is certainly on the same level as a MacBook Retina. The colors are amazing, but the viewing angles weren’t quite as good as we expected, and Apple has a leg up here. Using the touchscreen for our limited time with it we don’t have too many thoughts. The video below you’ll see how smooth the touchscreen operation is, but we’re not sure how useful real world usage will be. The actual device is blazing fast and the most smooth and fluid Chrome OS we’ve seen or used to date. That’s all thanks to the Core i5 processor and 4GB of RAM of course. For now we’ll just let you enjoy the video:
Everything about this Chromebook screams “premium high end product.” The all aluminum design is solid and extremely sturdy, the Gorilla Glass protected display is sturdy and creak free, and the keyboard is a joy to use. Typing on this thing has been a wonderful experience so far. The backlit LED keyboard is nice, and the speakers are safely integrated under the keyboard to keep things sleek. We do want to make one thing clear, the speakers are exceptional for a laptop. It’s loud, clear, and extremely crisp. I was blown away at the first video I watched.
For those that missed the announcement the all new Chromebook Pixel is up now on the Google Play Store for $1,299 which gets you the 32GB model, and $1,449 coming soon with 64GB and 4G LTE from Verizon. Yeah.. it’s certainly not cheap. Not one bit. Google needed a premium device, but this is really premium.
We’ll obviously need a few days to enjoy the Chromebook Pixel. Find some of its strong points, and the quirks, and we’ll report back shortly with a full review. Can this premium laptop be your daily device, or is Chrome OS too much in its infancy? Does Google tempt the daring with the Pixel – we’re not sure. Stay tuned for our full review to see if this is a Ferrari with a 4-cylinder, or if it can be the real deal.
Drivers on a budget: Dacia wants your money, but not much of it. The Renault subsidiary has been making quiet inroads into the European market, and is now targeting the UK with a pretty straightforward premise: a car the size of a compact for the price that undercuts the cheapest supermini. Some drivers don’t care about badge cachet, or halo branding, or being recognized as a high-flier at the traffic lights, Dacia argues: instead, the Sandreo is the automotive equivalent of white goods. And, with a starting price of £5,995 ($9,149) it has more than a few people interested, too. We caught up with Dacia for some time behind the wheel, and to see if cheap really does mean cheerful.
It’s easy to get distracted by luxury cars and marques coaxing ever more performance from sporty two-seaters, but life at the cheap end of the spectrum can be a lot tougher. Building to a budget isn’t easy, and so Dacia went for a strategy that mimics that of the low-cost airlines: in short, you pay a little bit for everything.
The entry-level Sandero Access comes in white only, with black plastic bumpers and a single engine choice: a 1.2-liter 16V 75bhp borrowed from Renault, with a leisurely 14.5s 0-62mph time and a top speed of 101mph. It’s 5-door only, but when you step inside you could be forgiven for thinking you were stepping back a decade or so. No electric windows, no air conditioning, no central locking, not even a radio (Dacia tells us that a lot of their buyers begrudge paying for something they never end up turning on, though the Access does come pre-wired to fit your own choice of aftermarket stereo).
You won’t mistake it for a BMW, or even a Ford inside. The plastics are sturdy but feel cheap, and there’s a lot of rhino-skin effect plastic and flocked headlining material. Some of the touch points, like the twisting, folding vents in the center console are particularly cheap to the touch, and the switchgear clicks with a crispness we’re not used to now that most car manufacturers go in for more premium-feeling dampening.
Start the Sandero up, though, and your £6k doesn’t seem like such a bad deal. For a start it’s a spacious five-seater, with a large trunk and legitimate room for an all-adult complement of passengers. Dacia purposefully opted to match the sort of dimensions of a car from the class above the price band, and while that means you miss out on some of the darting zeal of a smaller city car, you make up for it in space for people and luggage. It’s also cheap to insure, slotting into group 2.
The petrol engine is actually quite good, too, though it’s best when you wind the Sandero up. It’s a fizzy little thing, preferring to be worked hard else you face that ponderous climb back up to speed again. There’s power steering (along with emergency brake assistance, ABS, stability and traction control, front and side airbags, and all the other safety kit the regulators demand) but it’s not too over-assisted, meaning there’s a fair amount of feel from the road. We had the most fun when we ignored the “change up” indicator which flashed up with miserly regularity by the rev counter, but if you obey the instructions Dacia claims you could see combined fuel consumption of 48.7mpg (Euro).
Curiously, though, while the low starting price is working as the initial point of appeal, Dacia says most buyers actually opt to step up through the range. Pay £7,395 ($11,285) and you get the Sandero Ambiance, with a choice of TCe 90 or dCi 90 gas or diesel engines (with frugal ECO modes saving roughly 12-percent in fuel consumption) borrowed from Renault’s swankier 4th-gen Clio, as well as a Bluetooth-equipped radio/CD player, electric windows, body-color bumpers, alloy wheels and central locking. Finally, there’s the £7,995 ($12,200) Sandero Laureate, with the joys of air-con, rear electric windows, cruise control, electric mirrors, and even the unbridled luxury of a leather-wrapped steering wheel and gear knob (there’s no auto option anywhere in the range).
Then there are the options, like £395 ($603) for a 5-year (60,000 mile) warranty, or £850 ($1,450) for 7-years (100,000 miles); Dacia knows that other car companies go for 5- or 7-years as standard, but they also recognize that some of their customers would rather pay less and then run the car into the ground. You can even have leather seats and other luxuries, but we can’t help feel that over-speccing the Sandero starts to blunt its overall purpose.
With that in mind, the TCe 90 and dCi 90 engines, though more refined than the entry-level lump, lack some of the charm. They chug away well, are a little faster, and manage better fuel economy (56.5mph Euro combined for the TCe 90; 74.3mpg Euro combined for the dCi 90), but we’re not convinced the initial extra outlay is worth it. The Sandero makes most sense when you think of it in terms of a washing machine, or a refrigerator: it’s an appliance, not a luxury or a status symbol. That might not appeal to car enthusiasts, but anybody wary of the used car market and simply wanting cheap A-to-B transport should take a look.
This ain’t your daddy’s Tesla. In fact, the Renault Twizy is arguably the antithesis of the Model S: eye-catching where the Tesla is discrete; cheap where the electric sedan is expensive. Intended for city driving and the sort of short trips where nippy and straightforward are the key factors, the Twizy also manages to be a whole lot of fun, albeit with a couple of caveats (and preferably a pair of gloves). We raised our eco-cred with a Twizy blast around the urban jungle.
The Twizy may be small, but it’s certainly not discrete: expect to be looked at when you’re behind the wheel. The moon-buggy styling, prominent safety-shell cabin design, narrow footprint and comical dimensions add up to a car that gets noticed. Years ago, I used to drive a Smart car, back when they were still an unusual sight on the roads; the Twizy definitely gets the same sort of attention, with other drivers pausing at junctions to gawp, pedestrians stopping still and turning on the spot to watch you zip past, and kids pointing phone cameras at you.
European sales of the Twizy began almost a year ago, though the car is still relatively uncommon. That’s arguably down to the compromises owners have to make: in its base form, the Twizy lacks any sort of doors, for instance. Renault charges £545 ($832) on top of the base £6,795 ($10,370) for the scissor doors, though that still only gets you the side bars and translucent lower sections. In fact, it was only in October last year that Renault relented and offered plastic upper windows as a £295 ($450) add-on.
Even with the “doors” in place, the Twizy’s cabin can be an uncomfortable place to be. There’s no attempt to make it water-tight – there are gaps all around the edges, including huge holes where the scissor bar clicks into the rear locking mechanism that you could easily fit your hand through – and the waterproof seats are sturdy foam rather than something more cosseting. It’s also not a car you’d want to leave your phone or sat-nav in: security is limited to a lockable cubby behind the vestigial rear seat, and since you have to unzip the window from the outside merely to reach through to grab the door-opening switch, anything left in plain view is likely to be snatched.
Renault Twizy first-drive:
If the Tesla Model S’ vast, touchscreen dashboard is one example of EV usability, the Twizy’s console sits at the other extreme. There are the usual indicator, light, and wiper control stalks behind the steering wheel, and a pod binnacle showing speed, range, battery status, and drive status above. A hazard blinkers button is on the left, next to two buttons to select either drive or reverse (pressing them both puts the Twizy into neutral), while under the left hand side of the dash is a parking brake.
No rear view mirror – there’s no rear window, though a clear plastic roof is a £195 ($298) option – and the wing mirrors are manually adjustable. More worrying is the complete lack of heating options: in an effort to save battery power, you don’t get fans or heated seats, and even with the windows zipped up there was plenty of cold air circulating through the cabin. At least the windscreen gets a heating option for quick demisting. Your right foot is kept occupied with two pedals – accelerator and brake – and there are no gears to consider.
Starting off in the Twizy is an unusual sensation, even if you’re used to driving electric cars. The Renault is pretty much silent initially, and the feeling of openness from the minimal doors makes you feel quite exposed. As the electric motor ramps up (and you suppress the feeling that you really ought to change gear) it starts to work its way up to a heady whine, combining with the whistle of wind noise to make a cabin that you’d struggle to hear the radio in at comfortable levels, if that is Renault actually fitted one.
Then again, perhaps comfort should be left to drivers of $100k Teslas: the Twizy has its own brand of appeal. After the initial disconcert has worn off, you quickly realize that the tiny Renault is in effect a go-kart for grown-ups. The non-power-assisted steering is direct and immediate, and the tiny wheels and minimal seat padding contribute to a ride that tells you everything there is to know about the condition of the road and how much grip you have. Renault quotes a top speed of 50mph (we managed to squeeze out 52mph with the help of a mild slope) but even at sub-30mph rates the Twizy is incredibly fun, demanding you punt it round corners.
Acceleration lacks the instant verve of other EVs we’ve tried, but is perfectly fine for urban use. Less reassuring is the brake, which feels wooden and overly-stiff. Like other electric cars, the Twizy uses regenerative braking to top up its 52V drive battery – stored under the driver’s seat – with graphics on the LCD showing when you’re using power and when you’re creating it. Maximum range is 62 miles, Renault says, but that’s very dependent on driving style and, more pressingly in the 2-degree centigrade conditions we tried the car, temperature. In fact, we never saw more than 38 miles in estimated range on the display, though with the benefit of regenerative braking that didn’t quite drop in parallel with the actual distance we traveled.
A full charge from a 240V European domestic socket takes 3.5hrs, with the Twizy sprouting a curly extension cord from a hatch in its snout. In fact, the sticker price doesn’t actually include the drive battery at all: Renault is instead leasing them to owners, with finance packages depending on estimated usage (from 4,500 to 9,000 miles per year, ample considering this is not a car for the freeway) and length of agreement. For a year’s rental at the minimum mileage, you’re looking at under £0.15 ($0.22) per mile, not including actually charging the Twizy up.
The Twizy is undeniably a silly car. It’s impractical if your travel isn’t limited to urban use, potentially uncomfortable in inclement weather, suffers from limited range (like most small EVs), and is fairly expensive for a supermini once you add in “essentials” like doors and windows. The version we drove came to around £8,500 ($13,000) when you added in the wheels, doors, windows, clear roof, and a Parrot hands-free kit, which is a lot for a city toy.
And yet… there’s something addictive about it. Maybe it’s the purity of the driving experience, or that the bemused and entertained expressions of the people you whiz past can easily distract you from the fact that you’ve had to dig out gloves and a hoodie in order to keep warm. Maybe it’s the fact that you quickly start to believe you’re at the wheel of a lunar rover, or a car from a Gerry Anderson show. Stopping to recharge doesn’t seem like such a chore when you can combine it with warming up again over a coffee, watching pedestrians pause to ogle the Twizy parked outside.
Renault’s ambitions for the Twizy in the UK are conservative: whereas warmer countries on the European continent might be able to ignore the open-air cabin, it’s far less fun in rain and wind. Still, while we can appreciate the efforts of Tesla and the big car companies attempting to make EVs more mainstream, there’s no denying that the ridiculous (and ridiculously good fun) driving experience of the Twizy makes us glad Renault hasn’t gone entirely sensible as it looks beyond gas engines.
We never used to take the speakers in phones or tablets very seriously. Frankly, we’re not sure manufacturers did either. But the old assumption that tiny = tinny is starting to seem a bit unfair. Last year, Dutch chip-maker NXP released a new type of mobile audio component — the TFA9887 — that allowed a mobile device to monitor its speaker system in real-time in order to max out volume without risking damage to the driver. Although NXP is way too modest to confirm it, we happen to know that this chip made its way into a number of HTC devices, including the new One, One X+ and 8X, where it’s been described as “feedback” speaker technology.
The extra voltage delivered to speakers by this generation of component hasn’t been especially wild — just a couple of volts above the industry norm of around 3V. But what you’re about to hear after the break is the next-gen TFA9890, which is expected to appear in devices around the middle of this year, and which racks things all the way up to 9.5V. This promises to be a much more audible leap relative to traditional no-feedback speaker systems, and you should be able to spot the difference for yourself after the break.
First things first: We still haven’t seen the PlayStation 4. That said, if you’d like to see someone other than a Sony rep or developer putting their hands all over that DualShock 4 with touchpad and share button — we asked, but apparently network TV still trumps internet — then say no more. Managing Director of Guerilla Games Hermen Hulst came by the Late Night with Jimmy Fallon show with a prototype unit (not shown) loaded up with the Killzone: Shadow Fall demo we saw at the press conference. Jimmy and guest Anthony Anderson played a bit, with varying degrees of success and were predictably impressed by the new system, due to release by the end of this year. Unfortunately, there’s no new information to be had, unless you wanted to know what the ceilings in the game look like (clearly, Anderson prefers to play shooters inverted). Watch the video embedded after the break, we’re going to doublecheck ?uestlove’s Instagram to see if he got any backstage or setup shots of the system behind the curtain.
This is site is run by Sascha Endlicher, M.A., during ungodly late night hours. Wanna know more about him? Connect via Social Media by jumping to about.me/sascha.endlicher.
