The PHP team is pleased to announce the fifth release candidate of PHP 8.2.0, RC 5. This continues the PHP 8.2 release cycle, the rough outline of which is specified in the PHP Wiki.For source downloads of PHP 8.2.0 RC5 please visit the download page.Please carefully test this version and report any issues found in the bug reporting system.Please DO NOT use this version in production, it is an early test version.For more information on the new features and other changes, you can read the NEWS file, or the UPGRADING file for a complete list of upgrading notes. These files can also be found in the release archive.The next release will be the sixth release candidate (RC 6), planned for Nov 10th 2022.The signatures for the release can be found in the manifest or on the QA site.Thank you for helping us make PHP better.

The PHP team is pleased to announce the release of PHP 8.2.0, RC 6. This is the sixth release candidate, continuing the PHP 8.2 release cycle, the rough outline of which is specified in the PHP Wiki. For source downloads of PHP 8.2.0, RC 6 please visit the download page. Please carefully test this version and report any issues found in the bug reporting system. Please DO NOT use this version in production, it is an early test version. For more information on the new features and other changes, you can read the NEWS file or the UPGRADING file for a complete list of upgrading notes. These files can also be found in the release archive. The next release will be the seventh release candidate (RC 7), planned for Nov 24th 2022. The signatures for the release can be found in the manifest or on the QA site. Thank you for helping us make PHP better.

The PHP team is pleased to announce the release of PHP 8.2.0, RC 7. This is the seventh release candidate, continuing the PHP 8.2 release cycle, the rough outline of which is specified in the PHP Wiki. For source downloads of PHP 8.2.0, RC 7 please visit the download page. Please carefully test this version and report any issues found in the bug reporting system. Please DO NOT use this version in production, it is an early test version. For more information on the new features and other changes, you can read the NEWS file or the UPGRADING file for a complete list of upgrading notes. These files can also be found in the release archive. The next release will be the production-ready, general availability release, planned for December 8th 2022. The signatures for the release can be found in the manifest or on the QA site. Thank you for helping us make PHP better.

The PHP team is pleased to announce the first testing release of PHP 8.3.0, Alpha 1. This starts the PHP 8.3 release cycle, the rough outline of which is specified in the PHP Wiki.For source downloads of PHP 8.3.0 Alpha 1 please visit the download page.Please carefully test this version and report any issues found using the bug tracking system.Please DO NOT use this version in production, it is an early test version.For more information on the new features and other changes, you can read the NEWS file, or the UPGRADING file for a complete list of upgrading notes. These files can also be found in the release archive.The next release will be Alpha 2, planned for 22 Jun 2023.The signatures for the release can be found in the manifest or on the QA site.Thank you for helping us make PHP better.

The PHP team is pleased to announce the second testing release of PHP 8.3.0, Alpha 2. This continues the PHP 8.3 release cycle, the rouch outline of which is specified in the PHP Wiki.For source downloads of PHP 8.3.0 Alpha 2 please visit download page.Please carefully test this version and report any issues found in the bug reporting system.Please DO NOT use this version in production, it is an early test version.For more information on the new features and other changes, you can read the NEWS file, or the UPGRADING file for a complete list of upgrading notes. These files can also be found in the release archive.The next release will be Alpha 3, planned for 6 July 2023.The signatures for this release can be found in the manifest or on the QA site.Thank you for helping us make PHP better!

The PHP team is pleased to announce the third testing release of PHP 8.3.0, Alpha 3. This continues the PHP 8.3 release cycle, the rough outline of which is specified in the PHP Wiki.For source downloads of PHP 8.3.0 Alpha 3 please visit the download page.Please carefully test this version and report any issues found in the bug reporting system.Please DO NOT use this version in production, it is an early test version.For more information on the new features and other changes, you can read the NEWS file, or the UPGRADING file for a complete list of upgrading notes. These files can also be found in the release archive.The next release will be Beta 1, planned for 20 Jul 2023.The signatures for the release can be found in the manifest or on the QA site.Thank you for helping us make PHP better.

The PHP team is pleased to announce the first beta release of PHP 8.3.0, Beta 1. This continues the PHP 8.3 release cycle, the rough outline of which is specified in the PHP Wiki. For source downloads of PHP 8.3.0 Beta 1 please visit the download page.Please carefully test this version and report any issues found in the bug reporting system.Please DO NOT use this version in production, it is an early test version. For more information on the new features and other changes, you can read the NEWS file, or the UPGRADING file for a complete list of upgrading notes. These files can also be found in the release archive. The next release will be Beta 2, planned for Aug 3 2023.The signatures for the release can be found in the manifest or on the QA site.Thank you for helping us make PHP better.

The PHP team is pleased to announce the second beta release of PHP 8.3.0, Beta 2. This continues the PHP 8.3 release cycle, the rough outline of which is specified in the PHP Wiki. For source downloads of PHP 8.3.0 Beta 2 please visit the download page.Please carefully test this version and report any issues found in the bug reporting system.Please DO NOT use this version in production, it is an early test version. For more information on the new features and other changes, you can read the NEWS file, or the UPGRADING file for a complete list of upgrading notes. These files can also be found in the release archive. The next release will be Beta 3, planned for Aug 17 2023.The signatures for the release can be found in the manifest or on the QA site.Thank you for helping us make PHP better.

The PHP team is pleased to announce the third beta release of PHP 8.3.0, Beta 3. This continues the PHP 8.3 release cycle, the rough outline of which is specified in the PHP Wiki. For source downloads of PHP 8.3.0 Beta 3 please visit the download page.Please carefully test this version and report any issues found in the bug reporting system.Please DO NOT use this version in production, it is an early test version. For more information on the new features and other changes, you can read the NEWS file, or the UPGRADING file for a complete list of upgrading notes. These files can also be found in the release archive. The next release will be RC 1, planned for Aug 31 2023.The signatures for the release can be found in the manifest or on the QA site.Thank you for helping us make PHP better.

The PHP team is pleased to announce the release of PHP 8.3.0, RC 1. This is the first release candidate, continuing the PHP 8.3 release cycle, the rough outline of which is specified in the PHP Wiki. For source downloads of PHP 8.3.0, RC 1 please visit the download page. Please carefully test this version and report any issues found in the bug reporting system. Please DO NOT use this version in production, it is an early test version. For more information on the new features and other changes, you can read the NEWS file or the UPGRADING file for a complete list of upgrading notes. These files can also be found in the release archive. The next release will be the second release candidate (RC 2), planned for 14 September 2023. The signatures for the release can be found in the manifest or on the QA site. Thank you for helping us make PHP better.

The PHP team is pleased to announce the release of PHP 8.3.0, RC 2. This is the second release candidate, continuing the PHP 8.3 release cycle, the rough outline of which is specified in the PHP Wiki. For source downloads of PHP 8.3.0, RC 2 please visit the download page. Please carefully test this version and report any issues found in the bug reporting system. Please DO NOT use this version in production, it is an early test version. For more information on the new features and other changes, you can read the NEWS file or the UPGRADING file for a complete list of upgrading notes. These files can also be found in the release archive. The next release will be the third release candidate (RC 3), planned for 28 September 2023. The signatures for the release can be found in the manifest or on the QA site. Thank you for helping us make PHP better.

The PHP team is pleased to announce the release of PHP 8.3.0, RC 3. This is the third release candidate, continuing the PHP 8.3 release cycle, the rough outline of which is specified in the PHP Wiki. For source downloads of PHP 8.3.0, RC 3 please visit the download page. Please carefully test this version and report any issues found in the bug reporting system. Please DO NOT use this version in production, it is an early test version. For more information on the new features and other changes, you can read the NEWS file or the UPGRADING file for a complete list of upgrading notes. These files can also be found in the release archive. The next release will be the fourth release candidate (RC 4), planned for 12 October 2023. The signatures for the release can be found in the manifest or on the QA site. Thank you for helping us make PHP better.

The PHP team is pleased to announce the release of PHP 8.3.0, RC 4. This is the fourth release candidate, continuing the PHP 8.3 release cycle, the rough outline of which is specified in the PHP Wiki. For source downloads of PHP 8.3.0, RC 4 please visit the download page. Please carefully test this version and report any issues found in the bug reporting system. Please DO NOT use this version in production, it is an early test version. For more information on the new features and other changes, you can read the NEWS file or the UPGRADING file for a complete list of upgrading notes. These files can also be found in the release archive. The next release will be the fifth release candidate (RC 5), planned for 26 October 2023. The signatures for the release can be found in the manifest or on the QA site. Thank you for helping us make PHP better.

The PHP team is pleased to announce the release of PHP 8.3.0, RC 5. This is the fifth release candidate, continuing the PHP 8.3 release cycle, the rough outline of which is specified in the PHP Wiki. For source downloads of PHP 8.3.0, RC 5 please visit the download page. Please carefully test this version and report any issues found in the bug reporting system. Please DO NOT use this version in production, it is an early test version. For more information on the new features and other changes, you can read the NEWS file or the UPGRADING file for a complete list of upgrading notes. These files can also be found in the release archive. The next release will be the fourth release candidate (RC 5), planned for 26 October 2023. The signatures for the release can be found in the manifest or on the QA site. Thank you for helping us make PHP better.

The PHP team is pleased to announce the release of PHP 8.3.0, RC 6. This is the sixth and final release candidate, continuing the PHP 8.3 release cycle, the rough outline of which is specified in the PHP Wiki. For source downloads of PHP 8.3.0, RC 6 please visit the download page. Please carefully test this version and report any issues found in the bug reporting system. Please DO NOT use this version in production, it is an early test version. For more information on the new features and other changes, you can read the NEWS file or the UPGRADING file for a complete list of upgrading notes. These files can also be found in the release archive. The next release will be the production-ready, general availability release, planned for 23 November 2023. The signatures for the release can be found in the manifest or on the QA site. Thank you for helping us make PHP better.

The PHP team is pleased to announce the first testing release of PHP 8.4.0, Alpha 1. This starts the PHP 8.4 release cycle, the rough outline of which is specified in the PHP Wiki.For source downloads of PHP 8.4.0 Alpha 1 please visit the download page.Please carefully test this version and report any issues found using the bug tracking system.Please DO NOT use this version in production, it is an early test version.For more information on the new features and other changes, you can read the NEWS file, or the UPGRADING file for a complete list of upgrading notes. These files can also be found in the release archive.The next release will be Alpha 2, planned for 18 Jul 2024.The signatures for the release can be found in the manifest or on the QA site.Thank you for helping us make PHP better.

The PHP team is pleased to announce the second testing release of PHP 8.4.0, Alpha 2. This continues the PHP 8.4 release cycle, the rough outline of which is specified in the PHP Wiki.For source downloads of PHP 8.4.0 Alpha 2 please visit the download page.Please carefully test this version and report any issues found in the bug reporting system.Please DO NOT use this version in production, it is an early test version.For more information on the new features and other changes, you can read the NEWS file, or the UPGRADING file for a complete list of upgrading notes. These files can also be found in the release archive.The next release will be Alpha 3, planned for 1 Aug 2024.The signatures for the release can be found in the manifest or on the QA site.Thank you for helping us make PHP better.

The PHP team is pleased to announce the second testing release of PHP 8.4.0, Alpha 4. This continues the PHP 8.4 release cycle, the rough outline of which is specified in the PHP Wiki.For source downloads of PHP 8.4.0 Alpha 4 please visit the download page.Please carefully test this version and report any issues found in the bug reporting system.Please DO NOT use this version in production, it is an early test version.For more information on the new features and other changes, you can read the NEWS file, or the UPGRADING file for a complete list of upgrading notes. These files can also be found in the release archive.The next release will be Beta 1, planned for 15 Aug 2024.The signatures for the release can be found in the manifest or on the QA site.Thank you for helping us make PHP better.

The PHP team is pleased to announce the release of PHP 8.4.0, Beta 3. This is the first beta release, continuing the PHP 8.4 release cycle, the rough outline of which is specified in the PHP Wiki. For source downloads of PHP 8.4.0, Beta 3 please visit the download page. Please carefully test this version and report any issues found in the bug reporting system. Please DO NOT use this version in production, it is an early test version. For more information on the new features and other changes, you can read the NEWS file or the UPGRADING file for a complete list of upgrading notes. These files can also be found in the release archive. The next release will be Beta 4, planned for 29 August 2024. The signatures for the release can be found in the manifest or on the QA site. Thank you for helping us make PHP better.

The PHP team is pleased to announce the release of PHP 8.4.0, Beta 4. This is the second beta release, continuing the PHP 8.4 release cycle, the rough outline of which is specified in the PHP Wiki. For source downloads of PHP 8.4.0, Beta 4 please visit the download page. Please carefully test this version and report any issues found in the bug reporting system. Please DO NOT use this version in production, it is an early test version. For more information on the new features and other changes, you can read the NEWS file or the UPGRADING file for a complete list of upgrading notes. These files can also be found in the release archive. The next release will be Beta 5, planned for 12 September 2024. The signatures for the release can be found in the manifest or on the QA site. Thank you for helping us make PHP better.

The PHP team is pleased to announce the release of PHP 8.4.0, Beta 5. This is the third beta release, continuing the PHP 8.4 release cycle, the rough outline of which is specified in the PHP Wiki. For source downloads of PHP 8.4.0, Beta 5 please visit the download page. Please carefully test this version and report any issues found in the bug reporting system. Please DO NOT use this version in production, it is an early test version. For more information on the new features and other changes, you can read the NEWS file or the UPGRADING file for a complete list of upgrading notes. These files can also be found in the release archive. The next release will be RC 1, planned for 26 September 2024. The signatures for the release can be found in the manifest or on the QA site. Thank you for helping us make PHP better.

The PHP team is pleased to announce the release of PHP 8.4.0, RC 1. This is the first release candidate, continuing the PHP 8.4 release cycle, the rough outline of which is specified in the PHP Wiki. For source downloads of PHP 8.4.0, RC 1 please visit the download page. Please carefully test this version and report any issues found in the bug reporting system. Please DO NOT use this version in production, it is an early test version. For more information on the new features and other changes, you can read the NEWS file or the UPGRADING file for a complete list of upgrading notes. These files can also be found in the release archive. The next release will be RC 2, planned for 10 October 2024. The signatures for the release can be found in the manifest or on the QA site. Thank you for helping us make PHP better.

The PHP team is pleased to announce the release of PHP 8.4.0, RC2. This is the second release candidate, continuing the PHP 8.4 release cycle, the rough outline of which is specified in the PHP Wiki. For source downloads of PHP 8.4.0, RC2 please visit the download page. Please carefully test this version and report any issues found in the bug reporting system. Please DO NOT use this version in production, it is an early test version. For more information on the new features and other changes, you can read the NEWS file or the UPGRADING file for a complete list of upgrading notes. These files can also be found in the release archive. The next release will be RC 3, planned for 24 October 2024. The signatures for the release can be found in the manifest or on the QA site. Thank you for helping us make PHP better.

The PHP team is pleased to announce the release of PHP 8.4.0, RC3. This is the third release candidate, continuing the PHP 8.4 release cycle, the rough outline of which is specified in the PHP Wiki. For source downloads of PHP 8.4.0, RC3 please visit the download page. Please carefully test this version and report any issues found in the bug reporting system. Please DO NOT use this version in production, it is an early test version. For more information on the new features and other changes, you can read the NEWS file or the UPGRADING file for a complete list of upgrading notes. These files can also be found in the release archive. The next release will be RC 4, planned for 07 November 2024. The signatures for the release can be found in the manifest or on the QA site. Thank you for helping us make PHP better.

The PHP team is pleased to announce the release of PHP 8.4.0, RC4. This is the fourth release candidate, continuing the PHP 8.4 release cycle, the rough outline of which is specified in the PHP Wiki. For source downloads of PHP 8.4.0, RC4 please visit the download page. Please carefully test this version and report any issues found in the bug reporting system. Please DO NOT use this version in production, it is an early test version. For more information on the new features and other changes, you can read the NEWS file or the UPGRADING file for a complete list of upgrading notes. These files can also be found in the release archive. The next release will be the production-ready, general availability release, planned for 21 November 2024. The signatures for the release can be found in the manifest or on the QA site. Thank you for helping us make PHP better.

Information on how to get your favourite tag before your competetor gets hold of it.

Posted on Tuesday, March 24, 2015

I tried my GEDCOM fragment on several programs. This is what happened:

• Legacy 6.0: First warned there's no HEAD section. Then that there's no TRLR. Then asked if it should try to load anyway. After it tried, nothing was loaded.
• RootsMagic 3.2.4 trial version: No warning and it only loaded 1 person.
• GenViewer 1.21: was able to read the individuals. Hooray for GenViewer! The trial version does not let you see families, so I don't know if it was able to link those correctly.
• PAF 5.0: Opens a nice log file with 318 error messages, the last of which says that it can't find a HEAD record at the beginning of the file. But nothing gets loaded.
• Family Tree Maker 2005: Tells you it doesn't recognize the format of the file, and stops there.
• Family Tree Maker 2008: Tells you file is not correctly formatted, and stops there.

$20 off AncestryDNA Test

[Leadership] Some parents of the August 1st protesters released to the Kano State government have expressed happiness over their children's return.

[Independent (Kampala)] Kampala -- CFAO Mobility Uganda is thrilled to announce the return of the Toyota Dream Car Art Contest for its 18th edition, marking the second time Uganda will host this exciting global event. This contest encourages young, creative minds aged 15 and under to imagine the future of mobility through art.

Have you noticed that people tend to wear different hairstyles during summertime? So have we and that is why we decided to investigate what types of wigs are the most sought after during this season. If you are looking at wigs for sale wondering which style to get for yourself, we are here to help [...]

The post Confidence in Every Strand: Shop the Hottest Wigs for Sale this season appeared first on Braves News World.

[Africa CDC] Addis Ababa, Ethiopia -- Africa Centres for Disease Control and Prevention through its Diagnostic Advisory Committee (DAC) has recommended the first locally manufactured Real-Time PCR test for mpox from Morocco. Africa CDC's approval underscores the test's reliability and efficacy, potentially boosting Morocco's role in global health initiatives.

[Dabanga] Amsterdam -- Since the Sudanese Armed Forces (SAF) and Rapid Support Forces (RSF) began clashing on April 15, 2023, independent media--particularly those operating abroad--have become critical sources of information. However, the warring parties have escalated efforts to silence these channels, seeking to enforce a total media blackout.

[CPJ] Dakar -- The Committee to Protect Journalists calls on Cameroonian authorities to investigate and hold accountable those responsible for detaining and violently abusing Nsoyuka Guy-Bruno Maimo, a reporter with the privately owned Volcanic Times newspaper, while he covered a demonstration on October 24.

Après une vidéo très détaillée de PIONER lors des événements non-E3 de cet été et une promesse d’ouverture de phases de tests qui n’arrivait toujours pas, on s’était finalement résigné en se disant avec humour « rendez-vous… en 2025 ». Finalement, on était peut-être mauvaise langue car les devs du studio GFAGAMES ont publié un […]

You think that you have mastered the art of RSS, but how much do you really know? Take the RSS quiz to test your knowledge of RSS.

A Quiz: Test Your RSS Smarts

You think that you have mastered the art of RSS, but how much do you really know? Take the RSS quiz to test your knowledge of RSS.
Question: If something is in an RSS feed, it is perfectly fine to reproduce the contents of the feed. I mean after all RSS means really simple syndication, right?

Answer: No, that is not true. Regardless of whether content is in a feed or not, the original creator of the content has the right to restrict its use. While most people do feel that if content is in an RSS feed, it is available for syndication--that is not always the case. Various groups have made efforts to add namespaces which expand the tags used in RSS, to define whether the content is available for syndication. The two most notable namespaces that detail permissions are the Creative Commons extension and the Bloglines' Access extension. These two extensions are not yet widely supported so it is always best to check the terms of service associated with the feed or website to determine if the feed is available for syndication.

A Quiz: Test Your RSS Smarts

You think that you have mastered the art of RSS, but how much do you really know? Take the RSS quiz to test your knowledge of RSS.

Question: If something is in an RSS feed, it is perfectly fine to reproduce the contents of the feed. I mean after all RSS means really simple syndication, right?

Answer: No, that is not true. Regardless of whether content is in a feed or not, the original creator of the content has the right to restrict its use. While most people do feel that if content is in an RSS feed, it is available for syndication--that is not always the case. Various groups have made efforts to add namespaces which expand the tags used in RSS, to define whether the content is available for syndication. The two most notable namespaces that detail permissions are the Creative Commons extension and the Bloglines' Access extension. These two extensions are not yet widely supported so it is always best to check the terms of service associated with the feed or website to determine if the feed is available for syndication.

A Quiz: Test Your RSS Smarts

In a feat that can only be described as legendary, and after many months and a catastrophic setback, Polaris Spaceplanes has finally accomplished something that's never been done before: lit the fuse of an aerospike rocket in flight.

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Category: Aircraft, Transport

Tags: Rocket

Sharp Imaging has added a new family member to its pro-level X Series projectors. The dual-laser XP-X171Q should provide, ahem, sharp 4K visuals even in brightly lit rooms.

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Category: Technology

Tags: Projectors, 4K UHD, Laser, Sharp, bRight

Researchers at University of California San Francisco (UCSF) have developed a single genomic test that can quickly detect virtually any kind of pathogen in a patient. This allows for much quicker diagnoses, enables targeted treatment to begin sooner, and could lower healthcare costs.

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Category: Medical Innovations, Body & Mind

Tags: Health care, Disease, Genome, DNA, University of California San Francisco

Trains as fast as planes? Maglev technology promises this, allowing speeds of over 600 km/h and even up to 1,000 km/h, the current world record!

YouTube is experimenting with a feature that allows to zoom in on videos for premium users

When you're a couple with varying sleep preferences, finding the perfect bed for you can be tough. So, will the Saatva Classic work for both of us? We tried it for 30 nights to find out.

The made-in-India BSA Gold Star 650 has been available overseas for a couple of years but Classic Legends has now launched the bike in India. That gave us a chance to pit it against its closest competitor, the Royal Enfield Interceptor 650 and also to see how fuel efficient the engine is

BSA Gold Star 650 real world fuel efficiency

Our fuel efficiency tests are split into separate city and highway runs. The city run was conducted on a variety of roads in South Mumbai with everything from jam packed traffic under the JJ Flyover to faster, more flowing traffic down Marine drive. After covering over 40km, the bike returned 22.96kpl. With that completed, we then covered about 60 kilometres of highway riding while holding speeds of 70-80kph. In this test, the BSA Gold Star’s mileage increased to 29.14kpl. 

BSA Gold Star 650: fuel economy analysis

It is worth noting that while these numbers are a little lower than the Royal Enfield Interceptor 650, the BSA actually proved to be slightly quicker in our performance tests, despite being tested in wet conditions. 

The Gold Star weighs slightly less than the Enfield, but its big single cannot match the RE’s smooth parallel twin engine when it comes to fuel efficiency, although it makes up for this with more low and midrange torque than any other made in India motorcycle.

Autocar India’s fuel efficiency testing

Our fuel efficiency testing routine starts off by first brimming the tank and ensuring that the bike is running the manufacturer's recommended tyre pressures. The bike is then ridden on fixed city and highway routes, where we maintain pre-decided average speeds that best mimic real-world scenarios for the bike in question. The payload on the bikes is kept constant by balancing rider weights and ballast, ensuring consistency across different vehicles and riders. At the end of the test cycle, the fuel tank is once again filled to the brim, giving us an accurate figure of how much fuel has been consumed, against the trip metre reading.

Also See: BSA Gold Star 650 vs Royal Enfield Interceptor 650 comparison review

BSA Gold Star 650 road test, review

Bajaj Pulsar NS400Z real world fuel efficiency

Bajaj Pulsar NS400Z: fuel economy analysis

Autocar India’s fuel efficiency testing

It might seem like Tata has replicated the Nexon EV’s winning formula with the Punch, which is a quick swap of all the ICE mechanicals for the electric bits and fitting them into available vacant spaces. However, with the Punch, the ALFA platform that underpins it has undergone a comprehensive re-engineering. It isn’t all new of course, the top hat is largely the same, as is the track, wheelbase, the suspension mounting points and the suspension system itself. But with the monocoque’s floor completely redone to flatten it, and a new electronic and electric (e&e) architecture, Tata Motors has given it a new name calling it the Acti.ev architecture. 

The EV’s centrally mounted battery pack has been integrated into the cabin floor, rather than bolting it underneath the body. As a result, its 190mm ground clearance is identical to the ICE version. With the ICE platform’s floor massively reengineered, it resulted in an increase in structural stiffness over its ICE counterpart too. That aside, the EV gets revised damping and stiffer springs, heavy-duty brake calipers, and the Long Range (LR) version also boasts of rear disc brakes to enhance stopping power and compensate for the EV’s added performance and weight.

The Punch EV gets a heavily restyled front end, which draws inspiration from the updated Nexon EV’s design. In fact, their front styling is so similar that when viewed head on, you could mistake one for the other. Sure, the Punch might have lost a bit of its individuality by adopting a family design face, but t here’s no denying that the Punch EV still commands attention, thanks to its striking new LED DRLs which flank the pilot lamp LED strip running across the bonnet. Tucked behind its blanked-out grille is its charging port, housed behind the Tata logo. It releases electrically via a switch on the centre console but has to be manually closed. An additional button on its key fob would have been much more convenient though.

While its side profile is similar to the outgoing car, thenew 16-inch dual-tone wheels sport a futuristic design. There are multiple EV badges scattered across the car and its tailgate has Punch.EV lettering spelt out. Dimensionally, the Punch EV is 30mm longer and 18mm taller than the ICE version, however, its width, front and rear track as well as its wheelbase, remain unchanged.

Like on the outside, the interior of the Punch EV is similar to the updated Nexon EV. Borrowed from its bigger sibling are its free-standing 10.2-inch touchscreen, a funky two-spoke steering (with an illuminated logo), and a new 10.2-inch digital instrument cluster, all of which add style and a touch of modernity to the Punch’s exuberant interior. Also new is a piano-black panel with touch-operable keys for the climate control. These keys are backlit, and the temperature and fan speed control have physical toggle switches that make it convenient to use; also, this panel lends a very premium, uncluttered look. On the centre console sits a very premium knurled-finish drive selector flanked by drive mode buttons as well as the electronic parking brake and auto-hold button. Like before, contrasting white panels, textured plastics and other materials are carried forward for a rather upmarket look and feel. 

While there’s a lot to like, the execution of some bits could be better. As an example, the feature-packed touchscreen often tends to glitch, sometimes while using wireless Android Auto/Apple CarPlay, and also while using the 360-degree camera. Then, the fonts and numbers on the digital instrument cluster are microscopic, which make them difficult to read. The gloss black touch panel for the climate control is a fingerprint magnet. Users will also have to make peace with the slow-shifting drive selector, which can get particularly annoying while trying to make quick three-point U-turns. 

An upright driving position and the seat ventilation feature enhance seating comfort. Further, the low window line, flat bonnet and large outside mirrors ensure outside visibility is very good. Elderly folk will appreciate its easy ingress and egress thanks to doors that open up to 90 degrees and the raised seating.

Despite being smaller than the regular crop of compact SUVs, the Punch’s excellent space management liberates respectable space for adults at the back. The backrest, however, is quite upright, the chair-like position is comfortable and there’s ample room beneath the front seat to tuck your feet. Unlike other EVs, you don’t sit in a ‘knees-up’ position, and thanks to its long seat squab, thigh support is plenty. 

Interestingly, to accommodate its battery, Tata engineers have raised this EV’s cabin floor by 20mm. It is because of this reason, six-footers are likely to find headroom a bit restrictive and this issue is exacerbated in sunroof-equipped cars, which have lower roof liners.

The Punch EV has a larger 366-litre boot compared to its ICE counterpart’s 319 litres. This added space comes at the cost of a spare wheel, which Tata has skimped on in the EV, and owners will have to make do with a puncture repair kit provided with the car. There is a small frunk too, which is well shaped and is a nifty solution to store additional, smaller items.

The freestanding 10.3-inch touchscreen is vibrant and stuffed with features and apps.The range-topping Empowered +S LR variant gets nearly as much equipment stuffed in as a top-spec Nexon EV, only missing out on vehicle to vehicle (V2V) and vehicle to load (V2L) charging. So equipment like a sunroof, a crisp 360-degree camera, lane-view monitor, ventilated front seats, an electronic parking brake with auto hold, an air purifier, auto LED headlamps and wipers, an auto-dimming rear view mirror and a  wireless charger are all part of the spec. As mentioned, it also gets  a 10.2-inch feature-packed touchscreen with wireless Android Auto and Apple CarPlay, in-built Alexa voice assistant, connectivity features and the cabin’s sound experience is enhanced by an 8-speaker setup. For an otherwise very well equipped car, the Punch EV misses AC vents and charging provisions for rear passengers. 

The freestanding 10.3-inch touchscreen is vibrant and stuffed with features and apps.

In its electric guise, the Punch finally lives up to its name, something which sadly doesn’t hold true for its three-cylinder petrol version. The Punch EV comes in two versions – standard and Long Range (LR). The former gets a 25kWh battery and an 82hp/114Nm electric motor, while the LR gets a larger, 35kWh battery and a more powerful 122hp/190Nm electric motor, and we’ve tested the latter. Being its fourth EV offering, Tata has really mastered the art of fine-tuning them, making the electric Punch one of thesmoothest and perhaps the most refined car to roll out of Tata Motors, EV or otherwise. 

Drive the Punch EV for a few metres and you’ll immediately notice its progressive power delivery, very tame though by the snappy EV style. Tata claims to have intentionally blunted the motor’s responses in the interest of comfort so that newer drivers or those switching from ICE vehicles aren’t caught off-guard by its sudden acceleration. As a result, you don’t feel any neck-flexing thrust, each time you flex your right foot.

On offer are three drive modes – Sport, City and Eco. In fact, the latter two perform very similarly, with the motor delivering only about 60 percent of max torque. Despite the restricted output, both Eco and City mode feel adequate for a majority of the driving, thanks to the EV’s inherent instant response. What differentiates Eco and City mode are the vehicle’s top speed, which is limited to 115kph in the former and 132kph in the latter (as per our GPS measured speed test), respectively.

But for spirited driving, it is the third mode that’s the one to dial up. Sport mode unleashes the full potential of this EV, delivering the entire 190Nm of torque. While it gathers pace rapidly, the measured power delivery robs away the drama to some extent, which might disappoint thrill-seeking driving enthusiasts. That said, progress is rapid, with the Punch EV sprinting to 100kph from a standstill in just 9.4 seconds in Sport mode, which is 4.2 seconds quicker than in the other modes, both of which go from 0-100kph in 13.6 seconds. 

Like its other EVs, Tata has included three levels of regenerative braking in the Punch EV, with Level 3 being the most aggressive and an option to turn off this feature as well. These modes can be selected independently to the drive modes. Level 1 feels most natural in its operation, wherein it reduces speed in a gradual, predictable manner, akin to engine braking in an ICE vehicle. Level 2 is about 1.7 times more aggressive than Level 1, but it is still quite usable and easy to get accustomed to. Level 3 is said to give 0.18g of deceleration, and in the real world, it feels roughly 2.5 times stronger than Level 1, akin to depressing the brake pedal with some force. It’s simply too strong for everyday use and we would recommend this only when descending steep slopes so that you come down in a controlled manner while harvesting energy. There’s no one-pedal functionality and the car only slows down to crawling speeds using regenerative braking; it doesn’t come to a standstill.

For our range test, we drove the car as per our standards: so in Eco mode regen was set to its maximum setting in the city, and mid setting on the highway. In the city, this levied a huge penalty on its efficiency, as the car slowed down far more and earlier than expected thanks to the strong level 3 regen. This warranted a longer time spent on the accelerator pedal robbing it of charge. Of course, outside temperatures nudging 40 degrees made the climate control work hard to maintain a cool cabin temperature. As a result, the Punch EV’s average city efficiency was only 5.43km/kWh. However, repeating the test with regen set at the mid setting (level 2), felt more natural in its operation and we achieved an average city efficiency of 6.92km/kWh, extrapolating to a real world range of 242km and on the highway we achieved 6.17km/kWh, translating to a range of 216km.

The Punch gets a single CCS2 charging port, which is the industry standard. The company claims that on a DC fast charger, the battery can be topped up at a maximum speed of 25kW taking it from 10 percent to 80 percent in 56 minutes; not very fast by modern EV standards. To put it to the test, we plugged it into a 60kW DC fast charger and charged its battery from 15-100 percent. In the process it consumed 31.99kWh of energy, took about 99 minutes to complete and averaged a charging speed of 19.5kWh. However, it is worth noting that beyond 90 percent, the battery management system (BMS) automatically reduces the charge rate for cell balancing and SOC calibration, in the interest of the battery’s health.

The Punch EV is also available with a 3.3kW portable charger – good for charging wherever you have to use 15A plug. Top variants also get a 7.2kW AC fast charger that can be installed in your home or office. 

The Punch EV’s chassis is 30 percent stiffer than that of its ICE counterpart, and a key contributor to this additional torsional rigidity is the battery pack itself, which acts as a stressed member. Further, with a rigid chassis, Tata engineers were at liberty to use a softer damper setting for improved ride comfort, without compromising body control and stiffer springs – than the ICE version – to compensate for the LR EV’s 1,360kg weight; 325kg heavier than the top-spec Punch AMT. 

When it comes to ride comfort, Tata has nailed the suspension tune. Softer dampers have made the ride more supple, and while the ICE version always felt confident over bad and broken roads, the EV does it with a bit more finesse. On the flipside, it does roll more than its petrol-powered counterpart, however, with its heavy battery sitting beneath the cabin floor resulting in a low center of gravity, the EVs tyres feel planted to the tarmac. Infusing confidence further is its steering feel with a very fluid, predictable nature. What’s nice, particularly for newer drivers, is that it doesn’t feel overly pointy or sharp like some other Tatas, and there’s just the right amount of slack in the straight-ahead position.

Lastly, the Punch EV LR gets all-wheel disc brakes and has a natural pedal feel. And what’s nice is that its braking performance in a panic brake test from 80-0kph is identical to its over 300kg lighter ICE counterpart. Notably, in regen Level 3, you can feel a distinct transition from the regen braking of the motor to the friction brakes. There’s a nifty ‘auto hold’ feature that adds a degree of convenience while halted; however, you will hear a distinct grinding sound each time you depress the accelerator to start moving.

As an urban runabout, the Punch EV has all the right ingredients – a smooth powertrain, compact dimensions, a pliant ride, and to top it off, an expansive features list that will appeal to new-age techy EV buyers. Furthermore, performance is strong, the real-world (combined) range of about 230km on a full charge is respectable, and those transitioning from an ICE car will feel at home behind the wheel of this EV. There are, of course, shortcomings. To begin with, the software is infested with glitches, something that Tata must iron out, considering this is the company’s fourth EV. Then, Tata’s sales and support experience is hit or miss, which will be instrumental in shaping the buying and ownership experience. And lastly, the price of the top variants of the Punch EV overlap with lower variants of the Nexon EV, the latter being larger, more spacious and with more power and torque to boot. But look again at the Punch EV’s merits and its extremely impressive as a package. And as a city car, it doesn’t get better than this.

The C3 Aircross is Citroen’s attempt to take on the crowded midsize SUV segment that has players like the Hyundai Creta. After our first drive experience, we were impressed by the Citroen’s strong fundamentals, clever packaging and attractive price tag; however, we also found it lacking in some crucial areas. We’ve now subjected it to our exhaustive, instrumented real-world tests to shed more light on it.

Citroën has done a good job of making the C3 Aircross stand out from the crowd by giving it some flair in its design. It is quite similar to the C3 hatchback, with which it shares some sheet metal panels as well as the C-Cubed platform it’s based on. The front, in particular, is very similar—right up to the B-pillar—but the Aircross gets a new lower bumper with a prominent skid plate and a pair of distinctive squarish design elements above it.

There’s a wide air intake placed above the bumper and number plate housing, and the grille and Citroën’s chevron logo are finished in black with chrome detailing. The headlamp and Daytime Running Lamp (DRL) cluster are carried over from the C3 hatchback, and so are the halogen lights. The only LEDs on this SUV are the DRLs. 

The C3 Aircross’ best angle is perhaps its profile. Citroën’s designers have done well to bring together the long, 2,671mm wheelbase and the short overhangs to make it look well-proportioned. It has the typical upright stance expected of an SUV and Citroën has also added some pizzazz to its design. There’s plastic cladding on the doors, which helps reduce the visual mass. There’s cladding around the wheel arches, a distinctive crease in the rear fender, an optional dual-tone roof and smart, stylish 17-inch alloys. 

The wraparound effect given to the small quarter glass and the rear windshield is well executed and the C-shaped tail-lights look attractive, too. However, even these aren’t LEDs, and it only gets one reversing light on the left-hand side. Rounding off the rear design is a chunky, faux skid plate and a roof-mounted spoiler.

The Aircross shares quite a bit with the smaller C3. You’re greeted with a dual-tone, layered dashboard that looks nice and has some attractive details. The textured, bronze-coloured trim on the dash adds a dose of style and the large AC vents look unique. The leather-wrapped steering wheel is nice to hold, and features buttons on either side for the infotainment and instrument cluster. The fully digital cluster is easy to read on the go and has different layouts to choose from. 

Sitting high up in the centre console is the touchscreen, under which are the chunky knobs for the HVAC system. There’s two cupholders ahead of the gear lever and a slot for your smartphone, but your phone will slip out under hard acceleration as it doesn’t have a lip. Other than that, there’s sizeable door pockets that’ll easily fit 1-litre bottles and the glovebox is fairly spacious as well.

Overall, the fit and finish in the cabin is decent by segment standards, and the quality of materials is also good, except in certain areas like the leather steering and knitted roofliner. There are some hard and scratchy plastics on the door cards and the lower portion of the dash. Our test car, which was relatively new, already developed some rattles with some parts being ill-fitted. Also worth noting, the light cream-coloured upholstery tends to get soiled quite easily.

Citroën’s cars are known for their comfy seats and the C3 Aircross is no exception. The driver’s seat is well-cushioned and supportive, and the height-adjustable seat and reach-adjustable steering make it easy to find your ideal driving position. What also adds to the comfort is the driver’s armrest.

The middle row is also comfortable, with ample headroom and kneeroom even for taller passengers. The 5-seater version gets a centre armrest, and the backrest can be reclined for more comfort. However, underthigh support is a bit short, there’s no centre headrest or a three-point seat belt (you get a lap belt). The middle row of the 5+2 seater is also a pleasant place to be, and you also get the benefit of roof-mounted AC for the rear passengers with blower control, but it misses out on an armrest and backrest recline.

Getting into the third row is a straightforward process thanks to the tilt and tumble operation of the second row. These seats are placed on the boot floor, so you end up sitting knees up. The tight kneeroom and headroom also mean that this space is best reserved for kids, or adults for a short journey.

But what’s really ingenious is the versatility of these third-row seats. When you don’t need them, they can be removed from the car in about 20 seconds and used as picnic chairs when you’re outdoors. With both third-row seats removed, you get 511 litres of boot space (67 litres more than the 5-seater), which can be further expanded to 839 litres with the second-row seats folded. There’s also the   option of removing just one seat and using the SUV as a 6-seater with some luggage space. It’s this unique versatility that’ll be a big draw for potential C3 Aircross buyers. 

This is an area where the C3 Aircross leaves you wanting. Sure, it packs in a large touchscreen, a great-sounding audio system, a digital instrument cluster, USB ports for all rows, a rear-view camera, six airbags, a tyre pressure monitoring system, hill-hold assist and traction control. But it also misses out on a load of essential features that rivals offer like auto climate control, push button start/stop, ventilated seats, a powered driver’s seat, a sunroof, a wireless phone charger, LED lighting, a 360-degree camera, cruise control, a heads-up display and ADAS tech.

What’s even more annoying is the blatant cost-cutting. The C3 Aircross makes do with a simple key with lock/unlock buttons, which doesn’t belong on an SUV of this price range. The wing mirrors can’t be electrically folded, the driver’s door only houses switches for the front windows and rear window switches are not present on either rear door but placed in the middle of the front seats. Additionally, you only get an auto-down function for all windows and not auto-up because that would have meant installing an anti-pinch function.

So while it does get some of the basic features expected in this class, the absence of some crucial ones too limits the appeal of the C3 Aircross.

Top-spec C3 Aircross gets a 10.2-inch free-standing touchscreen infotainment system that features wireless Android Auto and Apple CarPlay compatibility. The screen is bright and the user interface is easy to navigate. However, it misses out on physical buttons or knobs to control functions like volume up/down, next/previous track etc. During our test, the system never malfunctioned or lost Android Auto connection.

Powering the C3 Aircross is a sole, 1.2-litre, three-cylinder, turbo-petrol engine that also does duty in the smaller C3. Power output is 110hp and 190Nm with the 6-speed manual, and 210Nm with the 6-speed torque converter.

This engine, dubbed ‘Puretech’, remains one of the nicest small capacity turbo-petrol engines on the market, impressing with its smoothness and strong performance. There is that typical three-cylinder rocking and vibration at start-up, but the engine settles into a silent idle soon after. It’s quick to respond off the line and the strong midrange makes overtaking effortless. It’s also keen to respond to part-throttle inputs and pulls cleanly till it’s over the 6,000rpm redline. It’s only when you press your right foot down real hard that you encounter turbo lag and hear some of the thrummy engine noise. So while it doesn’t have the capacity or output as some of its more expensive rivals, you’ll never be left wanting for more in terms of performance. 

The 6-speed manual gets shorter ratios than the C3 to compensate for the approximately 240kg that’s extra on the Aircross. In terms of rolling acceleration times, from 20-80kph in third gear and 40-100kph in fourth gear, the MT takes 10.61sec (0.37sec slower than C3) and 14.54sec (0.17sec faster), respectively. As for flat-out acceleration, the Aircross manual is expectedly slower than the C3, completing the run in 12.80sec, 2.08sec slower.

The manual gearbox is precise and has short throws, which makes it enjoyable to drive. However, the clutch pedal has a springy action and you’ll need some time to get used to it. The ratios are also cleverly stacked, meaning you are always in the meat of the powerband after upshifting.

Coming to the automatic, the gearbox is an Aisin-sourced unit that also does duty in some of its rivals. This 6-speed unit stands out for its smoothness and off-the-line response, but quick shifts are not its forte. Part-throttle responses are good, but there is a moment of hesitation before it kicks down and moves you forward. You also get manual control for the gears via the lever but you’ll rarely be tempted to use this as the gearbox is good at keeping the engine in the meat of the powerband. Considering the auto also gets more torque, it doesn’t come as a surprise that it’s quicker than the manual in flat-out and roll-on acceleration, with a kickdown, of course. The Aircross AT takes 11.87sec for the 0-100kph sprint, while 20-80kph and 40-100kph in kickdown take 6.72sec and 8.68sec, respectively. 

While the turbo-petrol is more than capable in this SUV, its appeal is limited as rivals in this segment also offer diesel and strong-hybrid powertrain options.

The Citroën C3 Aircross manual returned 9.76kpl in the city and 14.04kpl on the highway. As for the automatic, it was slightly less efficient as expected, managing 9.46kpl in the city and 13.62kpl on the highway.

Both versions get fuel-saving auto start/stop tech, but owing to high ambient temperatures during our test (around 40-degC), the system rarely switched the car off in order to keep the AC running. For reference, while cruising on the highway, in top gear, the manual sits at 2,000rpm at 100kph while the automatic spins at a slightly higher 2,100rpm.

Citroën is synonymous with comfort and the C3 Aircross only furthers that claim by being one of the best-riding SUVs in the segment. Low-speed ride is great as the suspension does a phenomenal job of soaking up bad roads, potholes and ruts. There’s a soft edge to the ride which makes for a cushy low-speed ride, but on the flipside, this results in some vertical movement at higher speeds. Firmer damping would have given it a flatter, composed ride but that would’ve compromised the overall ride comfort. Road and tyre noise is also well-contained in this SUV but what is very apparent is the suspension noise.

Despite being a long SUV, the Aircross’ handling is fantastic with good body control and grip levels. A special mention has to go to the steering, which is one of the best around. It’s nice and easy to twirl at low speeds, and weighs up nicely as you pick up the pace allowing you to be precise around bends. Straight line stability is also very good and as such, the C3 Aircross is a joy to drive at higher speeds. The Aircross’ brakes are also confidence-inspiring, with a good initial bite and progressive stopping power there on.

The Citroen C3 Aircross is unconventional and it stands out with its innovative seating configuration, strong mechanicals, and good ride and handling balance. The powertrains are also smooth and punchy, it’s affordable and the design makes it stand out as well. However, what’s disappointing is the cost-cutting with some materials, a severe lack of features, and the lack of powertrain options, especially when compared to nearly every rival in this segment.

Being a late entrant to the Indian market and competing in the hotly-contested midsize SUV segment, Citroën would have benefitted from throwing everything at the C3 Aircross—including missing features and a longer standard warranty—that would at least pull potential buyers to the showroom. In conclusion, then, the Citroën C3 Aircross is a well-engineered SUV that’s let down by poor product planning.