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

1. 18 New Things Your iPhone Can Do in iOS 18.2  MacRumors
2. iOS 18.2 makes AirPods more powerful than ever, here’s why  9to5Mac
3. Apple Likely Planning to Release iOS 18.2 on December 9  MacRumors
4. iOS 18.2 Public Beta 2 Upgrades Find My and Brings More AI to Some iPhones  CNET
5. iOS 18.2 beta 3: 4 Apple Intelligence features you can test now  Mashable

1. Trump’s Cabinet: Here Are His Picks And Finalists For Key Roles—Mike Huckabee, Kristi Noem And More  Forbes
2. Once They Were Neocons. Now Trump’s Foreign Policy Picks Are All ‘America First.’  The New York Times
3. Trump's top team: who's who?  Hindustan Times
4. Tracking Trump’s Cabinet picks  POLITICO

1. Democrat Dave Min keeps Katie Porter’s House seat blue  POLITICO
2. Democrat wins California House seat to replace Porter  The Hill
3. In California’s 47th congressional district, former Republican Assemblyman Scott Baugh concedes to Democrat Dave Min  The Mercury News

(Telecompaper) Charter Communications said that its Spectrum has promoted Elena Ritchie to the position of senior vice president of video. In her new role, Ritchie will advance the company's video strategy, including video experience, hardware and software architecture and engineering, and product and digital...

Skoda Kylaq design head Oliver Stefani speaks on the Kylaq design, challenges and India specific requirements. Tap to watch the full interview.

Contrary to the Mini in its name, the Countryman is a large, four-door, spacious crossover squarely aimed at family buyers. Now in its third generation, it has undergone some revolutionary changes, and for the first time ever, it’ll be sold with an electric heart, along with the ICE versions. For India, though, Mini has only introduced the Countryman EV as an import, which, due to its single-motor, front-wheel drive setup, is priced rather competitively at Rs 55 lakh. 

But India’s entry-level luxury EV segment is quite populated, by electric car standards at least. It includes the BYD Seal and Hyundai Ioniq 5 at one end – priced sub-Rs 50 lakh – and the Mercedes-Benz EQA (Rs 66 lakh) and BMW iX1 (Rs 67 lakh) on the other end. So, how does the new Mini Countryman EV stack up?

2024 Mini Countryman: design

With dimensions larger than a Jeep Compass, this new Countryman can be termed as anything but small.

Think Mini, and you’d visualise a compact hatchback. However, with dimensions larger than a Jeep Compass, this new Countryman can be termed as anything but small. Despite its size, a curvy design language and smooth body lines devoid of cuts or creases make it appear chic and urbane rather than brawny and intimidating. Executed with undeniable panache is the matte champagne-coloured garnishing around its closed-off front grille and on the C-Pillar and the front, side and rear skid plates. Even the Mini logos and the Countryman badge are finished in this shade.

Our test car was fitted with optional 19-inch alloys sporting the champagne scheme, although 17-inch alloys come as standard. A wraparound glass area and a blackened roof mask the Countryman EV’s height well, lending it a wagon-like silhouette. Adding to its feel-good factor are the (optional) LED DRL eyebrows and matrix LED tail-lamps that have a customisable light show upon locking or unlocking.

2024 Mini Countryman: interior, features

Like Minis of yore, its cabin is minimalistic with a circular theme.

Like yesteryear Minis, the Countryman EV’s cabin has a minimalistic theme with circular elements. The centre of attraction is a 9.4-inch circular OLED touchscreen, which is exceptional in terms of its usability and responsiveness, and its clarity is second to none. Furthermore, fun themes, funky animations and musical notifications will most certainly make you smile while operating it. This screen also doubles up as the speedometer and driver display, which is inconvenient to read on the move. You could consider opting for the Favoured Pack, which gets you a head-up display (HUD) bundled with several other extras, for an additional Rs 4.60 lakh. And while the HUD does make it convenient to read the speed, the unit is simply too basic, especially when compared to the ones available in hatchbacks at a fraction of this Mini’s cost.

The dashboard is replete with fabric made out of recycled materials. However, its open-pore texture might not be ideal for our dusty conditions. It is finished in blue and neatly fades into a shade of brown towards the rear half of the car; the seats are also brown. The champagne-coloured theme is carried over on the inside and is the most prominent around the air vents and on the vertical door handles.

The optional JCW Sport driver’s seat on our test car is too sculpted and firm for comfort; hence, it is an option we recommend you uncheck. It has a seat massaging function, though. Things are a bit better at the rear. Space is adequate, the backrest reclines, and even though the floor height is raised and you’re seated in a knees-up position, it is still quite comfortable. Also, accommodating a third passenger is possible due to a flat floor and a broad seat.

Being the more practical Mini, the Countryman has an abundance of storage areas; the central console shelf and door pockets are huge, and even its 460-litre boot is large. Sadly, it isn’t equipped with a spare tyre beneath the floor.

As far as its equipment goes, the Mini gets the aforementioned OLED touchscreen, LED lights, 17-inch alloys, rear-view camera and panoramic sunroof, among others. Customisable LED lights, electrically operable boot and drive modes are some of the optional extras bundled in the Classic Trim, which costs Rs 2 lakh more. In addition, buyers who want a head-up display, JCW Sport seats, 19-inch alloys and a Harman Kardon sound system will need to opt for the earlier-mentioned Favoured Pack. However, this Mini still misses ventilated seats, a 360-degree camera, side and curtain airbags, and adjustable regen via steering-mounted paddle shifters.

2024 Mini Countryman: powertrain, performance

The talking point of this EV is its 66.45kWh (gross capacity) battery, which it shares with its platform-mate, the BMW iX1. But unlike its BMW cousin, which uses a twin-motor setup, the Mini makes do with a single-motor, front-wheel-drive setup. And while its motor makes 204hp, its 250Nm torque output doesn’t impress, especially when compared to turbo-petrol cars available at half its price.

There’s no storage area beneath its bonnet.

But then factor in the instantaneous responsiveness of its motor, and you never yearn for more pep while ambling around town or when driving in a leisurely manner, which is how most owners would drive their Countryman EV.

Demand more out of it, though, and its torque curve flattens quickly. The Countryman’s outright performance is lacklustre, and it doesn’t feel as effortless as its rivals. To put its acceleration into perspective, the Mini will sprint from 0-100kph in 8.6 seconds (claimed), slower than a similarly priced Volvo XC40 Recharge front-wheel drive’s 7.3 seconds or a Hyundai Ioniq 5’s 7.5 seconds.

Although adequate, its performance feels muted compared to its rivals.

Interestingly, the Mini features ‘Iconic Sounds’, which gives drivers the option to play synthesised motor sounds via the speakers. These sounds are loudest in the Go-Kart mode, wherein it’ll also emit its own version of ‘pops and bangs’ when you lift off the accelerator pedal. These certainly liven up the drive experience and add a degree of fun to the otherwise quiet and drama-free EV experience.

2024 Mini Countryman: ride, handling

Its Mini-ness is evident when you find yourself on a winding section of a road.

The Mini-ness of the Countryman EV becomes evident when you find yourself on a winding section of a road. Its sharp steering and pointy front end make it feel very agile, and despite its size, it still handles in a ‘go-kart-like’ manner. Ride quality isn’t harsh or jarring per se, but you hear each and every ‘thud’ and ‘thwack’ while driving on our less-than-perfect roads on account of a noisy suspension that’s further exacerbated by its upsized, optional 19-inch wheels. The suspension noise seriously hampers the driving experience, coaxing you to drive with more caution than what the Countryman EV can actually handle.

2024 Mini Countryman: verdict

It’s hard not to be enamoured by the charming new Mini Countryman. Besides oozing character, it carries forward the traditional go-kart-like driving mannerisms associated with Minis, all while being spacious and practical. But the Countryman EV’s proposition isn’t complete – rivals are more comfortable, offer better performance and provide more equipment. So, like other Minis, even this ‘practical’ Countryman is purely an emotional purchase, and if you decide to take the plunge, be rest assured that it’s a car that’ll make you smile every time you’re behind the wheel.

Also see:

2024 Mini Countryman video review

Mini Countryman Electric launched at Rs 54.90 lakh

Electric Mini Cooper JCW gets 258hp

The Pulsar 125, in its Classic guise, continues to be a massive seller for Bajaj, but the company needed something fresh and youthful to address the TVS Raider and Hero Xtreme 125R. After all, those two have carved out a new segment of about 50,000-60,000 sales per month. The N125 is Bajaj’s answer, and the interesting thing is that it has nothing to do with any other Pulsar before it.

Bajaj Pulsar N125 design, colours, quality 

Bajaj wanted to make a 125 that weighed 125 kilos (which is nearly 20kg less than the existing 125cc Pulsar models), and that necessitated an entirely new platform. The N125 also carries a new design language, and it’s great to see that this isn’t just another Pulsar wearing a familiar set of clothes.

Plenty of floating panels all over and a rather un-Pulsar-like headlamp bring freshness to the design philosophy. But there’s also familiarity in elements like the shape of the tank extensions as well as the new take on the twin-slash brake lamps. 

While so much aero-inspired bodywork on a tiny 125 is almost purely for aesthetics, the vents on the front mudguard shroud are actually functional. The story goes that the initial design did not have any vents, but the engine development team complained to the design department that their air-cooled engine wasn’t getting enough flow, which is why the vents were incorporated. 

There are some unusual touches, like the body panel along the side of the subframe. We’re used to seeing this kind of bodywork at the tail section on most motorcycles, but it finds itself positioned between the rider and pillion seat on the N125. This has the effect of adding mass to the design but also keeps the tail quite slim. The fat fork shrouds do a good job of masking the skinny 30mm telescopic fork, but while they certainly give the bike more presence, some may find them to be excessively wide.

Quality levels are decent, but some visible panel gaps on our bike do leave room for improvement. In all, the N125 has a striking design that will be a little polarising yet also easily identifiable, especially in the funky colour schemes Bajaj has gone with. It doesn’t have the same ‘big-bike’ look as the Hero Xtreme 125R, but it certainly stands out, and that’s a good thing.

Bajaj Pulsar N125 ride and handling

The seating position is more or less what you’d expect from a bike like this. At 795mm, the seat height isn’t the lowest in the class, but it’s still very manageable, and the seats are spacious and comfortable. The footpeg placement is a little sporty, which goes well with a bike like this. However, the narrow handlebar felt a bit too ‘commutery’, which slightly dilutes the special feeling a bike like this should have. 

Happily, the new chassis makes up for this in its sheer lightness and behaviour. 125kg is nearly on par with the TVS Raider, and just like that bike, the N125 has a delightfully nimble, easy-going character without any nervousness. Bajaj let us experience this on a go-kart track, and the N125 was genuinely good fun, displaying an eagerness to change direction and lean over. The footpeg placement enabled plenty of cornering clearance without any scraping, and the bike never displayed any fidgety moments you might expect with a very light machine. The MRF tyres were nice and grippy in this situation as well, and the only thing I’d have liked was a bit more initial sharpness in the front brake.

Bajaj Pulsar N125 engine refinement, mileage

Nevertheless, the N125’s dynamics will translate into an enjoyable experience on densely packed city roads. Going nicely with this is a very light clutch effort, which they say is 50 percent less than the competition. With 12hp, the new engine is the most powerful in the segment alongside the NS125, but this bike has a much better power-to-weight ratio of nearly 100hp/tonne.

More importantly, the engine is smooth and tractable, and it makes a nice sound as well. While the strong acceleration only arrives at quite high revs, the engine can also pull you along in third gear (out of 5) as low as 20kph, which is crucial in a city bike like this. 

Refinement is excellent, but I noticed that the motor would stall if the revs got too low without any of the typical warning signs (like a juddering sound or feel) that come when an engine’s revs get too low. This isn’t really an issue on its own, but the problem arises in that the N125 doesn’t have a gear position indicator or even a rev counter. With its tractable nature, you will often find yourself riding around at rather low revs in heavy traffic, and that’s when these stalls can catch you out, so it’s something you’ll need to learn to work around.

Bajaj claims a 0-60kph time of 6 seconds and a top speed of 97kph, although you’ll see over 110kph on the display. The bike hits about 80kph quickly, and overall performance feels up to the mark of the best in the segment. The company also claims an overall fuel efficiency of about 60kpl.

Bajaj Pulsar N125 price, features and verdict

One of the big success factors with bikes like the Raider and Xtreme 125R is that they offer the looks and feature set of bigger 150-200cc machines. When it comes to the latter, the Pulsar N125 isn’t quite up there with its rivals. On the one hand, it has a front disc brake and LED head/tail lamps as standard, while the top model gets Bluetooth connectivity and a silent start/start-stop system. But then it misses important things like a rev counter, gear position indicator or single-channel ABS – although Bajaj says it will introduce the latter if there’s demand.

While the Pulsar N125 probably won’t sway buyers with segment-leading features, it has most of the essential fundamentals in place, the key among them being the price. At Rs 95,000 for the base model and 98,000 for the top model, it is more affordable than a similarly specced Raider and on par with the Hero Xtreme 125R. As of now, we can’t confirm whether it’s the best in its segment, but the new Pulsar N125 definitely has a fighting chance. 

Also See: Bajaj Pulsar N125 video review

Hero’s Xpulse 200 4V has been updated, and it’s offered in two variants: Standard and Pro. As the name suggests, the Pro is essentially the erstwhile Rally Edition, and it’s the more extreme version of an already capable off-road motorcycle. It is also available with a set of optional Maxxisknobbies that you see on our test bike. Hero has given the Xpulse 200 4V Pro some new features this year, and I took this motorcycle out in its natural habitat to find out what it’s like.

Hero has made some noticeable changes to the 2024 Xpulse range, which includes new reinforced knuckle guards, new switchgear, revised footpeg position, a new projector LED headlamp, a USB charging socket and ABS modes. The all-new headlamp is significantly brighter and incorporates an all-new Daytime Running Lamp design, making the Xpulse appear slightly more upmarket.

Unique to the Xpulse Pro is a new rally-styled windshield that is 60mm taller than before. The rally visor deflects wind well on the road. All in all, the new changes are a welcome addition and will improve the overall usability of this motorcycle. As before, the Pro variant towers over everything else on the road and stands tall while looking purposeful. Its size is deceptive, and many onlookers assume it is a motorcycle with a much larger capacity.

The Xpulse continues to be powered by a 199cc, oil-cooled motor that produces 19hp at 8,500rpm and 17.35Nm at 6,500rpm. What has improved is that with its OBD2 update, the engine now needs to be serviced every 6,000km instead of the 3,000km. Due to its easy power delivery, this motor continues to perform adequately, and is a boon to use for inexperienced off-road riders. At 161kg, the Pro variant is only 2kg heavier than its standard counterpart, which isn’t too bad given all the added hardware.

While the knobby tyres provided excellent grip, the engine lacked the power to overcome it. So sliding this motorcycle was not as easy as it is on ADVs that sit in a higher segment. What helps its case is that you will never find yourself running out of grip, and the Xpulse Pro keeps its cool even when climbing up sections with loose surfaces. While I still wish for more power, I have also come to enjoy its underpowered and calm nature on such tricky trails.

The Xpulse Pro is a challenge to ride on the tarmac if you choose the Maxxistyres – they are road legal, but are also zero-compromise knobbies built for off-road. Grip itself is fine, but the tyres feel scary when the bike is leaned over and they also make a loud, constant droning noise. The tyres also get unsettled over road irregularities and expansion joints can change the bike’s course at any given moment. On the normal Ceats, the bike would be much nicer, but you’ll still need to live with the very tall seat height – we’ll get back to that.

However, when they hit the dirt, these tyres come into their elements and provide an incredible amount of grip. Compression and rebound damping can be dialled in on the adjustable fork, and the owner’s manual has multiple setting recommendations for various riding situations and these settings are a good starting point from where you can tweak the set-up to your liking.
My biggest challenge was the 891mm seat height, which can take getting used to and initially be a little daunting. Mind you, this is with the stock seat and going for the optional rally style bench seat will take that number above 920mm.

The added height makes the motorcycle feel sluggish and more top-heavy, and this is where the humble engine’s limits become more apparent. However, in time, I’ve gradually gotten more comfortable with its size, and wrestling it off-road has become easier as you go. What has helped is the new footpeg positioning along with the handlebar risers that allow riders to get a better grip and find a more suitable position while standing.

Hero’s Xpulse 200 4V is a competent machine, and the Pro variant makes it even more unstoppable. That being said, it takes a certain skill level to get the most out of this bike. The suspension is best suited for high-speed off-roading. Shorter, or lesser skilled riders might be better off with the standard Xpulse for slower-speed trails. Either way, the updated features do a great job of uplifting the overall experience.

It is worth noting that all of the above-mentioned additions have come at a mild price bump of Rs 3,000, which sounds like a sweet deal. All in all, the Xpulse 200 4V Pro is an excellent alternative to the standard variant and costs Rs 8,000 more, which, given its credentials, sounds too good to be true. The Pro variant is an easy recommendation for anyone skilled enough to dive deeper into the off-road genre of motorcycling.

Also see: 2024 Yezdi Adventure review: Incremental changes
 

Hero’s Xpulse 200 4V has been updated, and it’s offered in two variants: Standard and Pro. As the name suggests, the Pro is essentially the erstwhile Rally Edition, and it’s the more extreme version of an already capable off-road motorcycle. It is also available with a set of optional Maxxisknobbies that you see on our test bike. Hero has given the Xpulse 200 4V Pro some new features this year, and I took this motorcycle out in its natural habitat to find out what it’s like.

Hero has made some noticeable changes to the 2024 Xpulse range, which includes new reinforced knuckle guards, new switchgear, revised footpeg position, a new projector LED headlamp, a USB charging socket and ABS modes. The all-new headlamp is significantly brighter and incorporates an all-new Daytime Running Lamp design, making the Xpulse appear slightly more upmarket.

Unique to the Xpulse Pro is a new rally-styled windshield that is 60mm taller than before. The rally visor deflects wind well on the road. All in all, the new changes are a welcome addition and will improve the overall usability of this motorcycle. As before, the Pro variant towers over everything else on the road and stands tall while looking purposeful. Its size is deceptive, and many onlookers assume it is a motorcycle with a much larger capacity.

The Xpulse continues to be powered by a 199cc, oil-cooled motor that produces 19hp at 8,500rpm and 17.35Nm at 6,500rpm. What has improved is that with its OBD2 update, the engine now needs to be serviced every 6,000km instead of the 3,000km. Due to its easy power delivery, this motor continues to perform adequately, and is a boon to use for inexperienced off-road riders. At 161kg, the Pro variant is only 2kg heavier than its standard counterpart, which isn’t too bad given all the added hardware.

While the knobby tyres provided excellent grip, the engine lacked the power to overcome it. So sliding this motorcycle was not as easy as it is on ADVs that sit in a higher segment. What helps its case is that you will never find yourself running out of grip, and the Xpulse Pro keeps its cool even when climbing up sections with loose surfaces. While I still wish for more power, I have also come to enjoy its underpowered and calm nature on such tricky trails.

The Xpulse Pro is a challenge to ride on the tarmac if you choose the Maxxistyres – they are road legal, but are also zero-compromise knobbies built for off-road. Grip itself is fine, but the tyres feel scary when the bike is leaned over and they also make a loud, constant droning noise. The tyres also get unsettled over road irregularities and expansion joints can change the bike’s course at any given moment. On the normal Ceats, the bike would be much nicer, but you’ll still need to live with the very tall seat height – we’ll get back to that.

However, when they hit the dirt, these tyres come into their elements and provide an incredible amount of grip. Compression and rebound damping can be dialled in on the adjustable fork, and the owner’s manual has multiple setting recommendations for various riding situations and these settings are a good starting point from where you can tweak the set-up to your liking.
My biggest challenge was the 891mm seat height, which can take getting used to and initially be a little daunting. Mind you, this is with the stock seat and going for the optional rally style bench seat will take that number above 920mm.

The added height makes the motorcycle feel sluggish and more top-heavy, and this is where the humble engine’s limits become more apparent. However, in time, I’ve gradually gotten more comfortable with its size, and wrestling it off-road has become easier as you go. What has helped is the new footpeg positioning along with the handlebar risers that allow riders to get a better grip and find a more suitable position while standing.

Hero’s Xpulse 200 4V is a competent machine, and the Pro variant makes it even more unstoppable. That being said, it takes a certain skill level to get the most out of this bike. The suspension is best suited for high-speed off-roading. Shorter, or lesser skilled riders might be better off with the standard Xpulse for slower-speed trails. Either way, the updated features do a great job of uplifting the overall experience.

It is worth noting that all of the above-mentioned additions have come at a mild price bump of Rs 3,000, which sounds like a sweet deal. All in all, the Xpulse 200 4V Pro is an excellent alternative to the standard variant and costs Rs 8,000 more, which, given its credentials, sounds too good to be true. The Pro variant is an easy recommendation for anyone skilled enough to dive deeper into the off-road genre of motorcycling.

Also see: 2024 Yezdi Adventure review: Incremental changes
 

At the second edition of Delicious Design Project by Glenmorangie, designers Shivan & Narresh’s hat-tip to scotch whisky in the form of bespoke couches

Kochi-based farmer KK Vijayan plants sunflowers on a 50 cent plot. The blooms are drawing curious locals looking for selfies

Marble fireplaces carved with Rudyard Kipling’s stories to carpets with line drawings of Mahabalipuram’s shore temple — India Design ID 2024 was all about a new craft idiom

The home decor brand supports artisan communities across the country and prefers to work as a small batch company

Indian Army tents, truck tarps, and dhurries and upcycled into bags and decor accessories

At the 47th Cycle of World Architecture Community Awards, three of the 10 winning projects are from India

Design principles and precautionary measures for a resilient home

Yes it’s back. If you’ve been a regular reader, you might remember we had already published the final report of this particular Kushaq Monte Carlo. Thing is though, a lot of us really love this bright red SUV. So when we asked Skoda if we could keep it a bit longer, they very kindly obliged. These days it’s rare to find a mass-segment offering that’s high on driving pleasure. Most are set up to deliver a comfortable but anaesthetised drive. Not this one. And that’s why we all love driving it.

Shapur loves the 1.5-litre TSI engine that’s strong and makes the Kushaq quick off the line as well as in roll-ons. Hormazd took it to his favourite haunt – Mahabaleshwar – and came back proclaiming this to be the best mass segment DSG by a long shot. And I am really smitten with its ride and handling balance. These traits have really come in handy during the monsoons – overtaking black-and-yellow cabs, struggling through rain-ravaged streets with fogged up windscreens is a breeze. Flex your right foot and you get by in an instant, and if you need to, tug on the paddle and the gearbox is super quick to respond. The best part is it rarely second guesses you, so it does exactly what you want and that’s what Hormazd really liked. Coming down through the ghats, one to two successive paddle pulls, and gear changes are delivered quickly and without hesitation. A side note: in very-low-speed traffic, it does trip up, fumbling between first and second gears.

The monsoons have also put the suspension to the test. While I like the ride and handling overall, my preference leans towards handling, with a firmer setup. And although this means you don’t have a cushy ride over the rough stuff, it also means it does not bottom out on the many potholes and sharp edges that are literally everywhere.

The wet stuff has managed to trip up the rearview camera though. On two occasions – both during a heavy downpour – the feed began to stutter rapidly, making it impossible to see and judge your parking. It’s most likely moisture or water related and might disappear come drier days, but in any case, we will have the dealership inspect the connections as it’s not a screen issue.

That aside, the monsoons have been a breeze for the Kushaq. Even the AC, which used to struggle maintaining low temperatures in the summer heat, does just fine in weather like this. Fuel efficiency has not dropped too much, either. A slower pace overall has seen me get single-digit figures – around 7kpl – but in freer-moving traffic, it does rise to low two digits. That’s thanks to the cylinder-deactivation function, which, during steady low-load cruising, shuts down two cylinders for better efficiency. I’m definitely going to hang onto this one until the rains stop. I’ve got an out-of-town trip planned, and so far I’ve not had to contend with water-logged and flooded streets. But if I do, the Kushaq’s 155mm laden ground clearance will certainly come in handy.

Skoda Kushaq Monte Carlo long term review, 12,200km report

Skoda Slavia, Kushaq prices down by about Rs 1 lakh

These updates have been released ahead of the October 2023 deadline that requires all cars and SUVs to come with six airbags and three-point seatbelts as standard

With Bluarmor’s C30, one no longer needs to shout to be heard above the din of traffic

The bike does win when it comes to its look and sound, but, is that enough?

Unlike many autonomous vehicles, the zPod does not employ the use of LIDAR (light detection and ranging) but uses an array of six cameras — four on the sides and two at the front and back

Kia India unveils the EV9 e-SUV and Carnival Limousine, blending cutting-edge technology, luxury, and sustainability

Moplah’s is a product of this nostalgia. Its name itself is a tribute to the restaurateur, Venu Nambiar’s neighbours at his ancestral home

The menu, featuring 100 dishes, is a diverse mix of cuisines with dishes like spanakopita, Thai curry, muttai 65 and avakkai urulai

The legendary wedding caterer Mountbatten Mani Iyer who was known for cooking memorable traditional wedding feasts passed away peacefully on September 22 in Chennai

1. Last Supermoon Of 2024 Emerges This Week—Here’s What To Know About The ‘Beaver’ Moon  Forbes
2. November supermoon will rise this week, and here's why it's so special  NBC Chicago
3. The Next Full Moon Will Be the Last of Four Consecutive Supermoons  Science@NASA
4. Beaver Moon 2024: See the final 'supermoon' of the year rise next to the 'Seven Sisters'  Livescience.com
5. Be sure to catch this week's full supermoon, the last one for a year  MLive.com

1. Fantasy football rankings Week 11: Sleepers, projections, starts, Russell Wilson, Calvin Ridley and more - The Athletic  The New York Times
2. Start 'Em, Sit 'Em Quarterbacks For Fantasy Football Week 11  Sports Illustrated
3. Week 11 Waiver Wire: Top Pickups, Drops Likely Available After Reviewing Box Scores  Bleacher Report
4. Fantasy Football Week 11 Defense (DST) Rankings and Streamers  NBC Sports
5. Fantasy plays: Players to start and sit for NFL Week 11  The Associated Press

1. Apple to Launch AI-Powered Home 'Command Center' as Soon as March 2025  MacRumors
2. Apple’s Next Device Is an AI Wall Tablet for Home Control, Siri and Video Calls  Bloomberg
3. Apple is going after Google and Amazon with a new smart home competitor  Quartzy
4. Apple’s rumored six-inch ‘AI wall tablet’ could control your smart home by March 2025  The Verge
5. I effectively previewed Apple’s wall-mounted smart display in 2019, and I think it’ll be a winner  9to5Mac

Wondering what the ✨ (sparkle) emoji means? This fun and glittery emoji can be used in a variety of ways, so we’ve put together an easy guide just for you! Keep reading to learn what the sparkle emoji means and how you can use it.

Looking to improve your looks? Good news: there are actually tons of ways to become more attractive instantly, without too much work. Plus, at the end of the day, confidence and self-love makes anyone beautiful. From hair, to makeup, to clothes, to charisma, read on for our in-depth guide to becoming a more attractive person.

The real estate industry in Mumbai has suffered the most as a result of the heavy rains and the numerous cases of waterlogging that have been reported. Real estate experts claim that between July and August, during the monsoon, walk-ins … Continue reading →

Mumbai’s wealthy citizens, who seek forward-thinking and upward-looking homes, prefer a novel idea of ultra-luxury living. In Mumbai, duplex and triplex apartments redefined the definition of living in luxury. Duplex and triplex apartments are becoming increasingly popular in Mumbai’s ultra-luxury … Continue reading →

North Goa may be the best option if you want to invest in real estate in Goa and make significant profits. The area is an investment-friendly destination because it attracts large numbers of tourists year-round and because properties such as … Continue reading →

Godrej Properties Ltd has announced the acquisition of a roughly 46-acre land parcel in Indore. According to the company’s July 31 regulatory filing, the development on this land will mostly consist of plotted residential units and offer an estimated saleable … Continue reading →

The Delhi-Alwar Regional Rapid Transit System (RRTS) is currently under construction and will link Delhi with the outlying satellite towns of Manesar, Rewari, and Alwwar. It will also link Delhi Metro’s four lines. Ten kilometers of the route are currently … Continue reading →

Critics of the Diebold touch-screen voting machines turned their attention Wednesday from the machines themselves to the computers that will tally the final vote, saying the outcome is so easy to manipulate that even a monkey could do it. And...

국제어린이양육기구 ‘한국컴패션’이 지난 6일 한국광고홍보학회와 글로벌 지역 사회 및 어린이를 위한 사회공헌협약식(MOU)를 체결했다고 13일 밝혔다. 서울 용산구 한국컴패션 사옥에서 진행된 협약식에는 한국컴패션 황덕신 부대표, 김내은 팀장과 한국광고홍보학회 이정교 학회장, 김예솔란 교수 등 관계자가 참석했다. 이번 협약을 통해 한국광고홍보학회와 한국

Kyra Wilson, Aylin Caliskan, Proceedings of the AAAI/ACM Conference on AI, Ethics, and Society, Nov 13, 2024

The topic of AI-based recruitment and hiring has been discussed here before and research continues apace. This item (13 page PDF), despite the characterization in GeekWire, is a fairly narrow study. It looks at three text-embedding models based on Mistral-7B-v0.1, and tests for gender and racial bias on applications containing name and position only, and name and position and some content (the paper discusses removing the name but does do it). The interesting bit is that intersectional bias (ie., combining gender and race) is not merely a combination of the separate biases; while separate biases exaggerated the discrimination, "intersectional results, on the other hand, do correspond more strongly to real-world discrimination in resume screening." Via Lisa Marie Blaschke, who in turn credits Audrey Watters.

James Devitt-NYU, Futurity, Nov 13, 2024

This article challenges us to think more deeply on the distinction between knowledge and memory. The claim made here is that parts of the body - the kidney, say - can replicate the massed-spaced effect, retaining information over time, which is the same thing we see when connections are formed between neurons in the brain. But is that the same as forming a memory? I have Haglund's Deformity, a 'memory' of my many years of walking in bad shows. That seems more like "what our pancreas remembers about the pattern of our past meals to maintain healthy levels of blood glucose" and rather less like "knowing Paris is the capital of France". We can interpret these 'memories' as retained information, but it's not clear this is in any way any sort of knowledge.

Alexandra Mihai, The Educationalist, Nov 13, 2024

Interesting commentary on the state of research in educational technology today and what's missing. What's missing? Research that links theory through technology to needs and practices (so I summarize). Thus, Alexandra Mihai looks for "insights into how educational technology can enhance the learning process" and "how technology can contribute to addressing the increasing diversity of our learner population." Mihai also considers the impact of AI on the research process, suggesting "it's so important to maintain our agency in the research and writing process." I don't think education as a discipline has come to terms enough with how people actually learn, which (to me) explain the persistence of the sort of teacher- and institution-focused approaches Mihai asks for here.

Vinay K. Chaudhri, The Hechinger Report, Nov 13, 2024

This is an idea straight from the 50s but expect to see more of the same as companies wrestle with how to make their publications relevant in the age of AI. Vinay K. Chaudhri beghins with a reaffirmation of the importance of textbooks (as "a carefully curated body of knowledge... nearly 100 percent accurate... (and) the view of an expert educator"). Needed now, though, is "authoring textbooks so that their concepts can be read as computer code." How? Back to the 50s - a controlled vocabulary. "Textbooks, using the discipline of knowledge engineering, can support the curation, preservation and learning of all forms of human knowledge." Next up? I guess it would have to be the unification of the sciences.