China’s BOE Seeking to Become OLED Panel Supplier to Apple

China-based BOE Technology Group is stepping up its bid to become an OLED panel supplier for Apple’s future smartphones, according to a new report from The Wall Street Journal.

BOE is the world’s top producer of large liquid crystal screens and already makes displays for Apple’s iPads and MacBooks, but the firm now has its sights set on the lucrative OLED panel market.

The earliest BOE could supply the OLED screens would be from 2020, one person familiar with the matter said. For iPhones intended for release later this year, Apple is set to procure screens mainly from Samsung, with a small portion coming from LG Display Co. , people have said.

If Apple and BOE were to agree to a deal, the Chinese manufacturer would become Apple’s first OLED supplier outside of South Korea and Japan. Samsung exclusively produces OLED displays for the current iPhone X, but Apple is in the process of opening up to LG, Sharp and Japan Display.

Apple has considered using BOE as an OLED supplier before. In February 2017, Bloomberg reported that Apple had been testing BOE’s OLED displays for months, but that it hadn’t decided whether to add the company as a supplier.

One of the reasons for the delay may have been down to the OLED panel manufacturing process, which is much more difficult than making liquid crystal displays. If so, BOE will need to do more to convince Apple that it can produce large numbers of OLED panels while maintaining the highest quality controls.

If it succeeds, BOE will not only prove its manufacturing prowess with a technically challenging product, but also will score a big win for China in its race to catch up to South Korea and Japan in advanced display-screen manufacturing.

Buying display screens from BOE, which is controlled by the Beijing city government and whose biggest shareholders are state-linked companies, could help Apple stay in China’s good graces—as long as BOE can meet Apple’s high bar for quality.

BOE is one of China’s largest display makers, recently spending about $14.5 billion on two AMOLED factories. One of the new factories opened last summer, while another will open a couple years later. When they’re up to full capacity, BOE says they’ll be able to produce 1.6 million square-meters of flexible glass substrates (surfaces that displays are carved out of) a month.

Tags: China, OLED, BOE
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Qualcomm Announces First Fully-Integrated 5G Millimeter Wave Antenna Module

Qualcomm today announced the launch of what it says are the world’s first fully-integrated 5G millimeter wave and sub-6 GHz RF modules for smartphones and other devices, with the new 5G mmWave antenna combining a 5G millimeter wave radio, power amplifier for signal boosting, and antenna array, all in a package that’s small enough to fit on a fingertip.

Qualcomm’s QTM052 mmWave antenna module family and its QPM56xx sub-6GHz module family are designed to pair with the previously announced Qualcomm Snapdragon X50 5G modem to pave the way for smartphones and other devices able to take advantage of 5G networks.

“Today’s announcement of the first commercial 5G NR mmWave antenna modules and sub-6 GHz RF modules for smartphones and other mobile devices represents a major milestone for the mobile industry. Qualcomm Technologies’ early investment in 5G has allowed us to deliver to the industry a working mobile mmWave solution that was previously thought unattainable, as well as a fully-integrated sub-6 GHz RF solution.

The new 5G mmWave antenna modules are designed to fit in the bezel of a smartphone and the idea is to put multiple antenna modules (up to four) into different locations in the bezel so a 5G signal can be received even if one of the antennas is covered up by a hand or blocked by something in the environment, as is common with the way millimeter wave signals work.

This design also boosts signal that’s received, with the device able to choose the module receiving the strongest signal and swap between them seamlessly for a reliable 5G connection. Up to 800MHz of bandwidth in the 26.5-29.5 GHz, 27.5-28.35 GHz, and 37-40 GHz mmWave bands is supported.

In technical terms, QTM052 mmWave antenna modules support advanced beam forming, beam steering, and beam tracking technologies for improved range and reliability.

Millimeter wave technology is ideal for dense urban areas and crowded indoor environments, but broad 5G coverage requires the sub-6GHz spectrum bands, which is what Qualcomm’s new QPM56xx RF module family addresses. This includes the new QPM5650, QPM5651, QDM5650, and QDM5652 modules.

Qualcomm says the first 5G millimeter wave antenna modules are being shipped out to customers this week, and the first crop of devices able to take advantage of 5G networks will be released late this year.

Mobile hotspots are likely to be the first accessories to include Qualcomm’s technology, but the company says that we can expect Android smartphones with this 5G millimeter wave antenna during the first half of 2019. 5G devices require 5G networks, which carriers are working on.

T-Mobile is building out its 5G network with plans to roll it out to 30 cities this year, AT&T plans to deploy 5G to customers in a dozen cities in 2018, and Verizon plans to activate fixed 5G services in Sacramento in late 2018, with a mobile 5G service to launch approximately six months later.

As announced at Mobile World Congress, Qualcomm is partnering with more than 20 electronics manufacturers who will use its 5G technology, including Asus, Fujitsu, Nokia, HTC, LG, Oppo, ZTE, Xiaomi, OnePlus, Vivo, and more.

Apple is not a known Qualcomm partner and it is not clear if the two companies will work out their differences given the intense legal battle that is going on between the two. When asked whether Apple would potentially choose this technology for future iPhones, Qualcomm said it was not able to comment on that.

Little is known about Apple’s 5G plans at the current time, but November rumors suggested Apple was “leaning heavily” towards using Intel’s 5G modems in future iPhones, with Apple engineers already working with Intel on 5G technology.

That report, from Fast Company, suggested at the time that Apple’s discussions with Qualcomm have been “limited.” Other reports have suggested Apple is considering eliminating Qualcomm chips from future iPhones and iPads, and this year, it looks like Intel will be supplying the majority of chips needed for the 2018 iPhone lineup.

Tags: Qualcomm, 5G
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Qualcomm Touts ‘Superior Cellular Performance’ of Android Phones With Snapdragon 845 Chips

Qualcomm this morning published a blog post touting the superiority of its Snapdragon 845 chip with integrated X20 LTE modem compared to other competing chips such as the Intel XMM 7480, which is the LTE chip used in some iPhone X models.

The data Qualcomm is sharing comes from an Ookla database of more than a million speedtests conducted by smartphone users all over the world. For those unfamiliar with Ookla, the company makes a Speedtest service that is designed to provide users with a way to measure their LTE and WiFi connectivity speeds.

Ookla regularly creates reports based on the user-submitted tests that it collects, which have become popular advertising points for cellular carriers and smartphone manufacturers who come out on top. Qualcomm’s blog post focuses on data collected in the most recent Ookla report, from the period between April and June 2018.

Because Ookla reports can determine connectivity speeds between different devices and chipsets, the data can provide an interesting look at the top performing LTE chips. Qualcomm says that because of the large number of samples taken, the impartiality of the Ookla test, and the notable difference between the Snapdragon 845 and competing chips, it felt compelled to publicize the Ookla results.

In Ookla’s results, which measured download speeds, upload speeds, and latency on the T-Mobile and AT&T networks, the Android smartphones equipped with the Snapdragon 845 included in devices like the Galaxy S9 and S9+, beat out smartphones equipped with Intel XMM 7480 and XMM 7360 chips, which includes the iPhone X, iPhone 8, iPhone 8 Plus, iPhone 7, and iPhone 7 Plus.

On T-Mobile’s network, for example, the Snapdragon X20 LTE chip was 53 percent faster than the Intel XMM 7480 included in the iPhone X/8/8 Plus when it came to download speeds, and latency was 32 percent lower. It was 68 percent faster downloading content than the Intel XMM 7360 in the iPhone 7 and 7 Plus and offered 35 percent lower latency.

On AT&T’s network, download speeds with Qualcomm’s chip were 40 percent faster than the XMM 7480, upload speeds were 20 percent faster, and latency was 20 percent lower. Compared to the XMM 7360, download speeds were 64 percent faster, upload speeds were 41 percent faster, and latency was 27 percent lower.

Apple’s iPhones actually use a mix of chips from Intel and Qualcomm, with some models equipped with Qualcomm’s X16, but these devices were not included in the data shared by Qualcomm. The X16 chip is not as new as the X20 and is slower, so this chip would not measure up to Android smartphones equipped with newer technology.

Samsung also recently used Ookla’s speedtest results in an anti-Apple advertisement highlighting the faster download speeds of the Galaxy S9 and the Galaxy S9+.

It’s worth noting that the Galaxy S9 and S9+, along with other Android smartphones equipped with Snapdragon 845 processors and X20 LTE chips, like the LG ThinQ, Asus Zenfone 5Z, and OnePlus 6, are newer than Apple’s flagship device, the iPhone X, and thus have newer technology.

Apple provided the following statement to Bloomberg in response to the speed-test data shared by Qualcomm:

With both LTE-Advanced speeds and Apple’s custom-designed A11 Bionic, the smartest and most powerful chip ever in a smartphone, iPhone 8, iPhone 8 Plus and iPhone X provide an incredibly fast wireless experience that can easily handle today’s most demanding tasks. With up to 27 LTE bands, more than any other smartphone in the world, these iPhones also provide the best worldwide LTE coverage.

Apple is planning to introduce a new lineup of smartphones that are set to debut in just about a month and a half, if Apple follows its typical release schedule, and these devices will have new LTE technology.

Rumors have suggested Apple will introduce improved antenna technology for faster connection speeds, plus dual-SIM dual standby functionality. Apple may be planning to use Intel’s XMM 7560 and Qualcomm’s X20 chips, both of which are faster than the LTE chips in the iPhone X and will allow Apple’s iPhones to better compete with the current crop of Android devices.

Full, detailed speed comparisons of the Snapdragon 845 with Intel’s modems can be found over on Qualcomm’s site for those interested.

Tag: Qualcomm
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The coming hydrogen fuel cell evolution

Jeff Zurschmeide/Digital Trends

Hydrogen is not only the most common element in the universe but also the most common element here on Earth. Yet the limited availability of pure hydrogen in gaseous form has held back hydrogen fuel cells for decades.

Out in the cosmos, stars are mostly made of hydrogen. Here at home, our hydrogen is mostly bonded with oxygen to make water. To get hydrogen to use in a fuel cell to make electricity, you have to either break down a water molecule or break down a complex hydrocarbon like natural gas. When you break the natural gas molecule, you get hydrogen — but you also get carbon dioxide, which leads to global warming. Plus, you’re using a non-renewable resource. That leaves water, which is a great source except that you have to put more energy into breaking the molecule than you’ll get back out when you use the hydrogen to generate electricity.

“… What we’ve shown so far is if you can open up a hydrogen station, automakers can sell a car.”

The solution that makes hydrogen a workable fuel is this: using renewable energy to create enough excess electricity that you can break down the water and store that energy in the form of hydrogen. It’s not as elegant as it could be, but it’s pretty good if you consider what had to happen to store solar energy in the form of oil, coal, and natural gas.

That’s one side of the hydrogen conundrum. The other issues are building cars that will run on hydrogen and creating a big enough infrastructure to deliver hydrogen to those cars where and when they need it. To learn more about that, we went to San Francisco to attend SEMICON West, and we sat down with the California Fuel Cell Partnership to find out where things are today and what’s planned for the near future.

It’s About Infrastructure

Finding the funding for any infrastructure project is always a challenge. If a state funds a project to build hydrogen stations and the network to refill them, as well as hydrogen-generation facilities, that money generally comes from other projects, which has slowed the adoption rate. But now several states and national governments are deciding that hydrogen will have a place in their plans.

“I think that really the big issue is getting the infrastructure built because what we’ve shown so far is if you can open up a hydrogen station, automakers can sell a car,” said Keith Malone, legislative outreach and communications officer for the California Fuel Cell Partnership.

Malone’s organization works with automakers and government policy makers to argue the case for hydrogen infrastructure, and they’re getting results not only in California, but around the world.

By placing hydrogen stations strategically, a few stations can effectively serve a large community of hydrogen cars.

“In the Northeast, 12 [hydrogen] stations are being built in the New York to Boston corridor,” Malone revealed. “It’s a private effort, but different regions require different approaches. In California, we had legislation back in 2013 that established the first milestone, which was 100 strategically located stations and the funding to do it. Right now, we’re at 35 stations that are open and operational. We have more than 30 stations in development. This fall we’ll have another funding cycle that will most likely get us above and beyond 100 stations.”

Right now, California has the most hydrogen stations of any state in America, but it’s still just a start.

Jeff Zurschmeide/Digital Trends

“To put this all in perspective in terms of the number of stations that are needed, right now in California, we have 8,000 gas stations,” Malone told us. “But only about 1,800 of them are providing 50% of the fuel to the consumers. The governor just said we want to get 200 hydrogen stations by 2025. Then our membership is coming out with a road map in a couple of weeks to get to 1,000 stations by 2030.”

The thinking is that by placing hydrogen stations strategically, a few stations can effectively serve a large community of hydrogen cars.

Right now, Germany and Japan actually have more hydrogen stations than we do. But we have more cars on the road.

“1,000 stations and a million cars,” Malone said. “It’s a stretch goal, but that’s the vision we have. It’s not just about passenger vehicles. You also need the medium duty/heavy duty vehicle category because with those larger vehicles and those fleets, they’re also driving volume on the hydrogen side. So, you start to see the per-unit costs go down.”

Creating demand for large amounts of hydrogen is key to making it economical, and support is coming from around the world.

“When I first started six years ago, we were talking about California, Germany, Japan, and South Korea,” Malone recalled. “In the last year, we’ve added China to the list because they will drive volume. Right now, Germany and Japan actually have more hydrogen stations than we do. But we have more cars on the road. As of July 1st, we have over 5,000 hydrogen vehicles on the road in California.”

It’s Also About Storing Energy

The advantage of fueling a car with hydrogen is that automakers can get to the magical 300-mile range between fill-ups and refilling a hydrogen fuel cell car takes no longer than getting gasoline. Like gasoline, the energy to power the car is stored in the hydrogen, as opposed to being stored entirely in a battery.

Hyundai

“The interesting thing is in California we’re kind of leading with fuel cell cars and hydrogen infrastructure,” Malone explained, “and I keep joking that California’s going to launch the model, but Texas will prove it.”

Can hydrogen fuel cell vehicles really sell in the Texas oil country?

“I think Texas will come to fuel cell vehicles through a different route because they have so much wind power, which means they have excess,” Malone pointed out. “I’m pretty sure they have excess capacity and they don’t know what to do with it. But one of the things you can do is split water to make hydrogen. In Texas, you can store that hydrogen in underground salt caverns. We’re not talking about kilowatts or gigawatts of power; we’re talking upwards of terawatts of power that can be stored. Hydrogen becomes the battery in many ways.”

“Hydrogen can become a grid balancer.”

When large amounts of energy are storable and accessible when needed, new applications are possible.

“Hydrogen can become a grid balancer,” Malone said. Grid balancers help energy distribution systems match generation to demand. Because fuel cells ramp up and down just about instantly, with stored hydrogen utilities can match output to demand on a moment-to-moment basis.

“If you look at the kind of stationary fuel cell market, it’s been kind of under the radar,” Malone said, “but it’s been very active. Telecoms are using fuel cells as backup generators because the tanks can hold the hydrogen for quite a long time. When superstorm Sandy happened on the east coast, there were about 80 fuel cell backup generators operating up and down the east coast. One of them went down, that’s it. It went down because it was under water for about four hours, and then it went back online.”

A West Coast Corridor

As California builds out its hydrogen infrastructure, the next step is to link the major west coast cities with available hydrogen stations to enable both passenger vehicles and heavy truck traffic to move up and down the coast conveniently.

“They just opened their first state hydrogen station in Canada,” Malone told Digital Trends. “British Columbia funded a study and asked a group of companies to look at taking their renewable grid and making renewable hydrogen to export to Japan and California. Then you’ve got California and really Oregon, Washington need to come together because you can’t do one without the other.”

In the last decade, California, Oregon, Washington, and British Columbia committed to and built a network of electric vehicle charging stations known as the West Coast Electric Highway. This network allows EVs to travel the entire west coast from the Mexican border into Canada. A hydrogen network would likely look much the same.

The Next Steps

As of today, there are two fuel cell vehicles on sale in California. Both the Honda Clarity and the Toyota Mirai are enjoying sales success in areas where hydrogen infrastructure exists. Hyundai had a fuel cell Tucson SUV in 2017 and plans to return with the Nexo crossover in 2019.

“Tokyo is spending over $300 million to showcase this technology [at the 2020 Olympic Games].”

“BMW is coming to market,” Malone said. “In about 2019, you have Mercedes-Benz with its plug-in fuel cell car. Audi is coming to market with a vehicle. It talked about a serious production run. Recently, you had Honda and GM announce a jointly owned subsidiary to build fuel cells in Michigan or Ohio. If you look at that announcement as I recall it, GM also talked about the fact that this is a power unit and reserved the right to use it for non-vehicular purposes or non-transportation purposes.”

One planned showcase for hydrogen power is the 2020 Olympic Games in Tokyo.

“Tokyo is spending over $300 million to showcase this technology,” Malone said. “We’re talking thousands of vehicles and hydrogen stations funded by Honda, Toyota, and Nissan. You will also have 100 buses and they’re going to power the athletes’ village using stationary fuel cells and hydrogen.”

Jeff Zurschmeide/Digital Trends

Malone has some advice for people interested in the technology but not residing in areas with an active hydrogen infrastructure plan.

“I’m going to get a little political here,” he warned. “For those who want to see fuel cell vehicles in their state, you have to call your legislators and you have to start talking to them. If they don’t have the information, then connect me with them and I will talk with those legislators and their staff.”

It’s likely to be much more difficult than simply placing a phone call, but it’s a start.

Editors’ Recommendations

• In a smoke-choked port, riding along in Toyota’s hydrogen-powered semi
• These living solar cells make energy, even in bad weather
• We tried some of the RED Hydrogen One’s crazy tech: Here’s what you need to know
• Waze on iPhone just landed on your Ford’s infotainment screen
• Mysterious RED Hydrogen One will likely allow you to share 4V to social media

Apple Seemingly Unable to Recover Data From 2018 MacBook Pro With Touch Bar When Logic Board Fails

In 2016, when Apple introduced the first MacBook Pro with Touch Bar models, the repair experts at iFixit discovered the notebooks have non-removable SSDs, soldered to the logic board, prompting concerns that data recovery would not be possible if the logic board failed. Fortunately, that wasn’t the case.

Apple has a special tool for 2016 and 2017 models of the MacBook Pro with Touch Bar that allows Genius Bars and Apple Authorized Service Providers to recover user data when the logic board fails, but the SSD is still intact.

The tool is essentially a little black box that is able to transfer data from a failed logic board to a functioning MacBook Pro. The box has a flex cable that connects to a data recovery port on the failed logic board, while the box and a functioning MacBook Pro are connected via USB-C to USB-C cable.

Apple’s internal Customer Data Migration Tool
Once the logic board is placed into a special holder, and all cables are connected, technicians simply power on the functioning MacBook Pro, open Migration Assistant, and proceed with the standard steps for data transfer.

Customer Data Migration Tool connector on 2016 MacBook Pro logic board
While not fail-proof, the tool is a convenient, last-ditch option for data recovery when a MacBook Pro’s logic board goes kaput. But, unfortunately, it appears the tool will not work with the latest models.

Last week, iFixit completed a teardown of the 2018 MacBook Pro, discovering that Apple has removed the data recovery connector from the logic board on both 13-inch and 15-inch models with the Touch Bar, suggesting that the Customer Data Migration Tool can no longer be connected.

MacRumors contacted multiple reliable sources at Apple Authorized Service Providers to learn more, and based on the information we obtained, it does appear that the tool is incompatible with 2018 MacBook Pro with Touch Bar models.

Multiple sources claim that data cannot be recovered if the logic board has failed on a 2018 MacBook Pro. If the notebook is still functioning, data can be transferred to another Mac by booting the system in Target Disk Mode, and using Migration Assistant, which is the standard process that relies on Thunderbolt 3 ports.

The data recovery port was likely removed because 2018 MacBook Pro models feature Apple’s custom T2 chip, which provides hardware encryption for the SSD storage, like the iMac Pro, our sources said.

Apple’s internal 2018 MacBook Pro Service Readiness Guide, obtained by MacRumors, advises technicians to encourage customers to back up to Time Machine frequently, and we highly recommend following this advice, as it now appears to be the only way to preserve your data in the rare event your MacBook Pro fails.

MacRumors also confirmed that Apple’s internal document for its Customer Data Migration Tool has not been updated to reflect use with the 2018 MacBook Pro, and nothing else we’ve seen outlines any alternative solutions.

While it appears Apple itself is unable to recover data from failed 2018 MacBook Pros, the Service Readiness Guide does state that customers can consult with data recovery specialist companies, such as DriveSavers, Knoll, Seagate, and Payam, but it’s unclear how they might be able to help.

We’ve reached out to Apple for clarification. If we receive any information, we’ll update this article accordingly.

Related Roundup: MacBook ProBuyer’s Guide: MacBook Pro (Buy Now)
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Google to run a 4,000-mile cable between Virginia and France

France and Virginia will soon be connected — all in the name of better internet service.

In a statement this week, Google announced that it would be constructing an undersea, transatlantic cable that will span 4,000 miles of open ocean, from Virginia Beach to the French Atlantic coast. The project is expected to be completed and fully functional by 2020 and is meant to help with the expansion of Google Cloud. Moreover, Google says that web traffic across the Atlantic is now particularly busy, which makes the timing and placement of this new cable particularly appropriate.

The U.S. landing of Virginia Beach is also convenient: The company has plans for a data center in the northern part of the state. This won’t be the first internet cable to call Virginia Beach home, for the record; just last year, a cable between Virginia Beach and Bilbao, Spain also went into operation. That particular project was a joint effort among Microsoft, Facebook, and telecommunications firm Telxius.

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Google

Underwater cables serve as the major carriers of the internet, and are responsible for the vast majority of the world’s digital traffic — 90 percent, to be exact. Google’s latest private subsea cable (named Dunant after the first Nobel Peace Prize winner and Red Cross founder, Henri Dunant), will add “network capacity across the Atlantic, supplementing one of the busiest routes on the internet,” noted Google’s Jayne Stowell, a “strategic negotiator,” in a blog post.

The Dunant is the second private subsea cable project Google has taken on. Its first was named Curie, and the name of its third (if it’s built) will follow the same alphabetical scheme, and begin with an “E.” So why has Google chosen to take on these projects independently? The company explained that there were three major considerations: first, performance and latency; second, customer needs with regard to capacity; and finally, guaranteed bandwidth for the lifetime of the cable.

Google notes that all of its investments in internet cables seek to satisfy the same goals: “helping people and businesses can take advantage of all the cloud has to offer.” The tech giant added, “We’ll continue to look for more ways to improve and expand our network, and will share more on this work in the coming months.”

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Meet the gigantic machine that eats land mines for breakfast

MMD

For the person with a hammer, every problem they see is a nail. And for a person working for the one of the world’s biggest anti-landmine organizations, every bit of technology is a possible de-mining tool. That’s what happened with Tom Meredith, regional director for the HALO Trust, back in 2012.

“It was crucial that it would work, since even letting a single mine through by accident would be unacceptable.”

HALO as an organization has been working toward its goal of a landmine-free planet since 1988. While things have certainly improved since then, its goal is in no way complete. Landmines continue to represent a terrible plague on the world, maiming or killing an estimated 15,000 to 20,000 people every year. Of these, children account for one in five victims.

To remove these mines, HALO has thousands of employees around the world, many of whose job is to spend long days on mine field manually locating the explosives with metal detectors and then digging them out by hand.

In the case of one particular site, however, that approach simply wasn’t going to cut it. And Meredith was struggling to come up with an answer.

The trouble with soil

“We had this problem of how to process wet, sticky soil,” he told Digital Trends. “One area we were working with had these plastic anti-personnel mines, which are very difficult to find with a metal detector. These were mixed in with some of the stickiest soil you can imagine. We had no easy way of dealing with it.”

Things changed when a chance connection led to him being linked up with a U.K.-based machinery company called MMD.

MMD builds heavily armored agricultural diggers, used for chewing up tough ground full of clay and rocks and breaking it into tiny chunks of 25mm or less. Meredith wondered whether it could do the same for landmines.

Using one single rig, HALO and MMD believe it should be possible to destroy 100,000 mines by 2025.

He reached out to the company, and found they were receptive. So receptive, in fact, that they offered to not only donate one of their vehicles to the HALO Trust, but to actually build an entirely new scaled-down machine which could be easily deployed on minefields around the world.

“It was a use for one of their machines that they had never considered before, and one which carried a real human benefit,” Meredith continued. “They knew that the core principle of their technology — taking big lumps of rock and making smaller ones — was up to the job, but they’d never made anything like this before. They had to adapt their whole ‘sizer’ unit in order to accomplish this task. It was crucial that it would work, since even letting a single mine through by accident would be unacceptable.”

The landmine muncher

Six years of research and development later, and MMD has delivered its awesome final product: a mine-munching tank of a machine, weighing 30 tons, and capable of chewing through 50 tons of soil every hour. This soil is loaded into the armored rig and then fed through two sets of rotating steel teeth called “sizers.”

While the mines do detonate inside the machine, the 150 grams of high explosive each mine packs has about as much impact as a tiny pothole does on a tractor. Using one single rig, HALO and MMD believe it should be possible to destroy 100,000 mines by 2025.

MMD

“It will be heading off to Zimbabwe within a month or two,” Meredith said, referring to the African country where thousands of landmines were laid along its borders during the Liberation War of the 1960s and 70s. Even today, there are an estimated 5,500 unexploded landmines per 3,000 cubic feet in these zones.

“Once it’s out there, there will be a period of testing and accreditation. But we hope it will then be out in the field destroying mines before the end of the year.”

The future of anti-landmine tech

Landmine-munching machines aren’t the only example of smart tech intended for this task. Previously at Digital Trends, we’ve covered other innovative initiatives, such a project to use drones to locate landmines, one that uses lasers and fluorescent bacteria for the same task, and even one based around an army of oddball robot turtles.

“It’s rarely a perfect football pitch with a precise pattern of mines for you to go and spot.”

“We have a lot of really bright ideas that come across our desk,” Meredith said, discussing the future of landmine-eliminating technology. “Sometimes it comes from military use, sometimes it’s from commercial companies, other times it’s just your stereotypical inventor in their garage conjuring up clever tools.”

While he warns that the issue is more complex than some expect (“It’s rarely a perfect football pitch with a precise pattern of mines for you to go and spot”), it’s out-of-the-box thinking like this that will lead to a world in which injuries and deaths by landmine are relegated to be a terrible relic of the past.

Most important of all is to keep your eyes and ears open. Because you never know when a chance comment about a piece of ground-chewing agricultural machinery could change the game.

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Dell XPS 13 2-in-1 review

Research Center:

Dell XPS 13 2-in-1

Once bulky and awkward, 2-in-1 devices have matured with grace over the past couple of years. Awesome new options from Acer, HP, and Lenovo suddenly made the 2-in-1 a reasonable alternative to a traditional clamshell laptop. Unlike their predecessors, these devices didn’t sacrifice laptop usability to gain tablet convenience.

There was one company notably missing from their ranks – Dell. But that changed at CES 2017, as the company proudly launched its XPS 13 2-in-1. Today, it has both a 13-inch 2-in-1 and a 15-inch 2-in-1, but unlike the XPS 15 2-in-1, which has an 8th-gen Core CPUs with AMD’s RX Vega M for graphics, the XPS 13 2-in-1 uses lower-end specs and hasn’t been updated since 2017. Recent reports have leaked that Dell could be working on an update to the device with a new Y-series chip from Intel, though that could still be a ways out.

In addition, Dell no longer sells the lowest configuration, so you’ll $1,200 to buy the XPS 13 2-in-1, which snags you a Core i5-7Y54 processor, 8GB of RAM, and a 256GB hard drive. How does this 2-in-1 stand up to the competition?

Staying true to its heritage

The original Dell XPS 13 is now two years old, so you might expect the company to go a new direction with the design of its 2-in-1. Instead, the company has stuck to the formula. The Dell XPS 13 2-in-1 we received, with its matte silver display lid, is hard to distinguish from the original XPS 13 we reviewed in 2015. Only an indentation near the display hinge – and the fact this model has two small hinges, rather than one broad hinge – gives it away.

Luckily for Dell, the original’s formula is still rather unique. The combination of a professional metal exterior with soft-touch, carbon-fiber weave interior, is unlike anything else sold today. We still think it’s a great design. It’s subtle enough to fit in at a meeting, but luxurious enough to justify the XPS line’s pricing. And the soft-touch interior feels more inviting that the cold aluminum or magnesium used by rivals.

Of course, the XPS 13 2-in-1 does make an important tweak to the formula. The display hinge allows 360-degree rotation, making it possible to enjoy a tablet experience. Dell’s hinge design works as well as its rivals, such as Lenovo’s Yoga line or HP’s Spectre x360 laptops. Swinging it up is a breeze, and stay in place once adjusted where you’d like. The XPS 13 2-in-1 is also slightly smaller and lighter than both the HP Spectre x360 and Lenovo Yoga 910, which means it’s easier to use as a tablet.

Make no mistake; this device still isn’t thin enough or light enough to entirely work as a stand-alone tablet. An iPad is still far lighter, so if you want a tablet specifically, the XPS 13 2-in-1 won’t do. But the XPS 13 2-in-1 comes as close to that experience as any 2-in-1 with a 360 degree hinge, and it’s perfectly fine for half-hour bouts of web surfing from a couch.

Limited ports, webcam woes, and a stylus joins the party

Unlike the normal XPS 13, which tries to support legacy connections, the XPS 13 2-in-1 goes all-in on USB-C. There’s only two such  connections available, one of which also handles Thunderbolt 3. Either USB-C port can be used to charge the system. There’s also a microSD card reader, a headset jack, and a lock slot.

Dynamic Power Mode isn’t a gimmick – it boosts performance noticeably.

The slim connection options aren’t strange in this category, but users should keep them in mind. You’re probably going to need a dongle. At least Dell includes one USB-C to USB-A adapter in the box.

Several wireless connection options are available including 802.11ac Wi-Fi, Bluetooth 4.2, and Miracast. This is about the best you’ll find on a modern PC.

Unfortunately, Dell hasn’t resolved the awkward location of the XPS 13’s 720p webcam. It remains below the display in laptop mode, which leads to an unflattering angle. However, Dell say the webcam’s orientation will rotate if the 2-in-1 is switched to tent mode, or tablet mode, which puts a band-aid on the problem. The webcam will support Windows Hello after a planned Windows update, according to Dell. A fingerprint reader with Windows Hello support is also included.

Finally, the touchscreen is compatible with Dell’s Active Pen, an active stylus that supports 2,048 levels of pressure sensitivity. This is not included, but sold for $49. Dell didn’t send one for use with our XPS 13 2-in-1 review unit, so we can’t comment on its quality.

A class-leading keyboard, with a mediocre touchpad

It’s great the Dell XPS 13 2-in-1 makes a passable tablet. Frankly, though, that’s a secondary concern. We think every 2-in-1 needs to be built on a great laptop. That means it needs a great keyboard.

And the Dell XPS 13 has a great keyboard. Though slightly smaller than some competitors — a design decision that translates to small backspace key — the keyboard is otherwise near perfect. Each key provides smooth, long travel, and an enjoyable bottoming action that’s firm without feeling harsh. The overall experience is essentially identical to the regular XPS 13.

Dan Baker/Digital Trends
Dan Baker/Digital Trends

Keyboard backlighting is standard, though only two brightness settings are available. Both are dim enough that they’re usable in a dark room. Some light leaks around the keys, and particularly from a few function keys, but the overall look is like other high-end laptops.

The touchpad has also changed little from the original XPS 13, and it’s one trait that’s starting to feel outdated.  There’s nothing wrong with it, as it feels perfectly responsive, and it’s large for the XPS 13 2-in-1’s footprint. But competitors have new tricks. Acer and HP now use ultrawide touchpads that offer almost twice the usable space, and Apple has moved to a gigantic touch surface that absolutely dwarfs this Dell.

A beautiful display with a few quirks

Dell has long used its expertise in displays to enhance the XPS series, and the XPS 13 was a standout at time of its introduction, not only because of solid test results, but also because of an optional 3,200 x 1,800 touchscreen. Times have changed since then. Most competitors now offer similar options. Some, like the Lenovo Yoga 910, even serve up 4K resolution.

On paper, Dell doesn’t move the display forward. The base XPS 13 2-in-1 has a 1080p touchscreen, which our review unit equipped, and the most expensive models improve that to 3,200 x 1,800 resolution. The usual IPS panel technology is offered, behind Gorilla Glass NBT. That’s great. It’s also nothing new.

Let’s start with the bad. We measured a maximum brightness of just 251 lux. That’s bright enough for most situations, but noticeably dimmer than competitors. The HP Spectre x360 and Lenovo Yoga 910 hit 355 and 340 lux, respectively. Another oddity is the gamma curve, which came in at a measurement of 2.6. That indicates a display that skews way darker than it should. And indeed, blacks do appear overly dark on the XPS 13 2-in-1.

These oddities are balanced by solid results elsewhere. The color gamut spans 97 percent of sRGB and 75 percent of AdobeRGB –- both numbers are a point or two behind the Dell’s main competitors. However, the XPS 13 2-in-1 produced an excellent contrast ratio of 1,120:1. That’s on par with contrast standouts like the MacBook Pro 13, and the Surface Book 2. As mentioned, the XPS 13 2-in-1’s display is not bright, so strong contrast comes from excellent black level performance.

Dell XPS 13 2-in-1 Compared To

Dell Inspiron 13 5000 2-in-1

Dell Inspiron 13 7000 2-in-1 (2016)

HP Envy x2 (2017)

Asus NovaGo

Acer Spin 7

Samsung Notebook 7 spin

Dell Inspiron 17 7000 2-in-1 (2016)

Acer Switch Alpha 12

HP Spectre x360 13-w023dx

Huawei Matebook

Vaio Z Flip

Dell Inspiron 11 (2015)

Dell Inspiron 13 7000 Special…

Toshiba Satellite Click 2 Pro

HP Spectre 13t x2

It’s clear this 2-in-1’s display makes some sacrifices, and those sacrifices won’t work for everyone. We’re not sure why the backlight is so dim, or why the gamma skews so dark. Still, in subjective viewing, we were impressed by the screen. It delivers vibrant color and inky blacks, traits that help high-quality videos and games pop. A professional photographer won’t be pleased with this screen, but a more casual user will come away impressed.

The speakers don’t stand out

The XPS 13 2-in-1 has speakers, and they produce sound. Moving on…

Seriously. Sound quality is not a priority for this system, and it shows. The speakers don’t sound bad, and they provide clear sound in most situations, at most volumes. But they’re not loud, and they don’t sound crisp – good enough for a meeting, or a podcast, but inadequate for watching a movie. You’ll want to pair it with headphones, or external speakers.

Dell’s Dynamic Power Mode isn’t a gimmick

The XPS 13 2-in-1 is thinner and lighter than the normal XPS 13, yet retains an equally excellent keyboard, and bundles in touchscreen. Something had to give, and that something is the processor.

Dell has opted for Intel’s low-powered “Y-Series” processors, formerly known as the Core M line. These chips are designed to draw less power, but suffer a performance penalty for it. Our review unit came with the Core i7-7Y75, while base models of the XPS 13 come with the Core i5-7Y54.

To eek every ounce of performance from the Y-Series, Dell has introduced a feature called Dynamic Power Mode. Normally, the Intel processor works with a maximum thermal design power (TDP) of seven watts. With Dynamic Power Mode, Dell can temporarily increase that to nine watts. It’s like bumping up the rev limiter on a high-performance sports car — without the risk of blowing the engine.

Does it work?

Geekbench 4’s single-core test gives Dynamic Power Mode a chance to strut its stuff. The XPS 13 2-in-1 actually beat the HP Spectre x360, which is powered by a 15-watt Core i7-7500U. It also left the Acer Spin 7 in the dust, despite the fact Acer’s system was reviewed with the exact same processor.

The benefit becomes harder to see in the Geekbench 4 multi-core test. There, the XPS 13 2-in-1 does fall behind the HP Spectre x360 and Lenovo Yoga 910, but it also continues to run rings around the Acer Spin 7. The XPS 13 2-in-1 is over 25 percent quicker than the Spin 7.

So far, so good, but there is some bad news. Handbrake held back the XPS 13 2-in-1, which required over thirty minutes to transcode our 4K test clip to x.265. That’s actually a bit longer than the Spin 7, and twice as long as the HP and Lenovo.

That result is not unusual. Handbrake is the worst enemy of the Y-Series, because it forces the chip to run flat-out for a long time. Eventually the processor, which is passively cooled, hits its power peak. It simply can’t sustain maximum performance long enough to complete the test.

The question, then, is how you plan to use your system. In most situations, the XPS 13 2-in-1 performs surprisingly well, giving little ground to competitors with chips that draw more power. If you plan to run a processor-demanding task for a half-hour, though, the XPS 13 2-in-1 will fall behind.

We think Dynamic Power Mode does its job. Just be aware of its limits. We doubt many readers are considering the XPS 13 2-in-1 for video editing or similar processor-heavy work, but if you are, think again – you’ll need a larger laptop for that.

Unlike the HP Spectre x360 and Lenovo Yoga 920, Dell didn’t give the XPS 13 2-in-1 an 8th-gen update in 2017.

The SSD is no slouch

A variety of hard drive options are available with the XPS 13 2-in-1, ranging from 128GB to 1TB. Our review unit came with a 256GB solid state drive connected over PCI Express. The drive was a Toshiba XG4, which is common in laptops.

There’s nothing to complain about here. While the drive isn’t the fastest we’ve tested, it performs well across the board, and its write speeds are better than average. This certainly isn’t going to hold you back.

Not cut out for gaming

Gaming is not this system’s goal, as is true with many 2-in-1 laptops. Intel HD graphics powers games and, because it’s on a chip with a lower power draw than typical, performance suffers. Dynamic Power Mode does not apply here.

3DMark’s Fire Strike test drives the point home. There, the Dell XPS 13 2-in-1 scores just 608, which is about 30 percent less than the HP Spectre x360. The Lenovo Yoga 910 does even better, scoring 933.

To be clear, none of these laptops are great for games, but the XPS 13 2-in-1 is notably worse. Running Civilization VI at 1080p resolution is unenjoyable no matter the settings, unless you have a thing for slideshows. Players will have to reduce the settings of most new 3D games to the lowest preset to have any hope of acceptable performance.

If you want a 2-in-1 that can game, you’ll need to check out something like the Surface Book 2 or the Dell XPS 15 2-in-1.

Smaller battery doesn’t cut endurance

At just 2.7 pounds, and no greater than .54 inches thick, the XPS 13 is easy to tuck into a bag. It’s not as slim as competitors like the Acer Spin 7, but a tapered chassis helps it feel small enough.

To keep it small, Dell has reduced the battery’s capacity from 60 watt-hours (in the most recent XPS 13) to a more mundane 46 watt-hours. That’s not bad; it’s barely less than the Apple MacBook Pro 13, which is a fair bit heavier, and larger. But any reduction will make frequent fliers feel skeptical.

Thankfully, the reduction in battery size doesn’t have much impact on endurance. The Dell XPS 13 2-in-1 lasted four hours and fifty-four minutes in our demanding Peacekeeper test. That’s exactly the same as HP’s Spectre x360, and more than either the Lenovo Yoga 910 or the Acer Spin 7. The Dell XPS 13 with Core i7-7500U processor does last slightly longer, hitting five hours and seven minutes.

The XPS 13’s design remains unique.

Our 1080p video loop extended the battery to 10 hours, 37 minutes, which exceed the Core i7-equipped Dell XPS 13, and also beats the Lenovo Yoga 910. The HP Spectre x360 lasted just six additional minutes.

It’s clear that Dell’s reduction in battery size hasn’t compromised endurance. The XPS 13 2-in-1 lasts longer than average. Do note, however, that versions with the 3,200 x 1,800 display will not last quite as long, due to higher power draw from the screen.

A bit too much bloat

The XPS line has always forgone the bloatware, and there’s little to be found on the XPS 13 2-in-1. McAfee Antivirus does make an appearance, complete with an upgrade nag-screen, and there’s also a Dell warranty sign-up.

Warranty information

Dell ships the XPS 13 2-in-1 with a one year warranty. That’s typical for a notebook, no matter its price. However, Dell does offer a unique support plan called “Premium Support.” The company says this plan, which starts at $89 per year. This plan activates on-board diagnostics that can advise you of a problem, such as hard drive failure, before it happens, and schedule a fix before the failure occurs. It’s an interesting option, but it’s hard to say if it’s worth the price.

Our Take

We gave the Dell XPS 13 2-in-1 our Best of Computing at CES 2017. Handing out such an award is always a risk. Sometimes, a device doesn’t hold up to closer scrutiny. But Dell’s latest is rock solid. It posted great scores in our benchmarks and, just as importantly, is a joy to use every day. Just be prepared to pay for quality. Starting at $999, or $1,299 as-tested, this is not an affordable machine.

Is there a better alternative?

Plenty of excellent competitors exist including the Acer Swift 7, Asus Transformer Book 3, HP Spectre x360, Lenovo Yoga 910, and Lenovo ThinkPad Yoga X1. Many of these systems are quite good, but the HP Spectre x360 is the 2-in-1 to beat, especially the updated 8th-gen. model. The Lenovo 2-in-1 got an 8th-gen. update in 2017 as well with the Yoga 920. Unlike both of those devices, the XPS 13 2-in-1 didn’t get an update to the most recent Intel CPU architecture.

The DT Accessory Pack

ProCase 13 – 13.5 inch sleeve case

$20

Logitech MX Anywhere 2 wireless mobile mouse

$57.70

Aukey USB-C Hub with 4 USB 3.0 ports

$13

Choosing between the Dell and the HP is difficult. They offer similar performance by most metrics, including battery life and display quality. However, Dell’s XPS 13 2-in-1 starts at $999, while the HP Spectre x360 starts at $899. HP also bundles twice the RAM and hard drive space in its base model, both of which are upgrades you’ll notice every day. Dell’s advantage lies in its size. It’s noticeably smaller than the HP in every dimension, and that makes it easier to use as a tablet.

In addition, there are now high-powered 2-in-1 devices that could be considered. The 13-inch Surface Book 2 comes with a discrete GPU and manages some insane battery life. Unfortunately, it starts at $1,499. Once it hits store shelves, the Dell XPS 15 2-in-1 also can play games — though again, it starts at a higher cost of $1,299.

How long will it last?

The XPS 13 2-in-1 has a 7th-generation Intel processor technology, and most models equip a solid-state drive that connects over PCI Express. Bluetooth 4.2 is supported, though Wireless AD is not. Still, this laptop is as future-proof as any sold today.

Should you buy it?

The Dell XPS 13 2-in-1’s strength lies in how well it melds the productivity of a laptop with the convenience of a tablet. Like the HP Spectre x360 and Lenovo Yoga 910, it’s a great laptop, and it’s more usable as a tablet than either. We recommend shoppers go for the step-up models, rather than the baseline entry – and if you do, you’ll end up with one of the best 2-in-1s ever made.

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Rolls-Royce wants to put you in a flying taxi come the early 2020s

Rolls-Royce wants to take you for a ride in the skies. The U.K.-based jet engine maker has unveiled a new concept for a propulsion system that would power a flying taxi. This would rival similar offerings from Airbus and Uber, and could make air travel far more common (and affordable) than ever before. As it stands, the flying taxi is nothing but an idea, and Rolls-Royce is beginning a search for partners who would help bring this vision to fruition.

The concept electric vertical take-off and landing (EVTOL) vehicle can be customized to suit a number of purposes, including personal transport, public transport, and military applications. Rolls-Royce notes that the hardware and software needed to bring this EVTOL to life either already exists, or is now being developed. Consequently, the engine maker hopes that it could be accepting passengers as soon as the “early 2020s.”

Initially, Rolls-Royce hopes to leverage gas turbine technology in order to create the power needed for six electric propulsors, all of which are designed to have a low noise profile. The flying taxi would also have a battery for energy storage, and as configured, would have space enough for four to five passengers. But where things really get interesting is in the EVTOL’s speed and range. The vehicle ought to be able to travel for approximately 500 miles at a top speed of 250 mph, and because its battery would be powered by the gas turbine, it wouldn’t have to make pit stops in order to recharge. Moreover, Rolls-Royce says that its flying taxi would be able to make use of existing infrastructure for take-off and landing, including heliports and airports.

The EVTOL’s wings, as designed, are capable of rotating 90 degrees, which means that the taxi would be able to take off and land vertically. And because the propellers on the wings could fold away at cruising height, Rolls-Royce believes it has a solution to drag and cabin noise. The first models of the EVTOL will likely boast an M250 gas turbine in the rear of the aircraft, and can be adjusted in order to match the specifications of the hybrid electric propulsion system.

“Electrification is an exciting and inescapable trend across industrial technology markets and while the move to more electric propulsion will be gradual for us, it will ultimately be a revolution,” said Rob Watson, who heads up Rolls-Royce’s electrical team. “Building on our existing expertise in electric technologies and aviation, Rolls-Royce is actively exploring a range of possible markets and applications for electric and hybrid electric flight. We are well placed to play a leading role in the emerging world of personal air mobility and will also look to work in collaboration with a range of partners.

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