#rpm session 3.0

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Making Sense of RPM 3.0: A Beginner's Guide

When it comes to version control for software development, Git is the current industry standard. However, there is another version control system called RPM 3.0 that is gaining popularity, especially in the Linux community. If you're not familiar with RPM 3.0, this beginner's guide will help you make sense of it. RPM 3.0 is a powerful version control system that has many features that are useful for software development. One of the most notable things about RPM 3.0 is that it is very fast. This is due to the way that RPM 3.0 stores data. RPM 3.0 also has excellent support for branches, which is another important aspect of version control.

1. Introduction to RPM 3.0: Overview of What it Is and How it Works

RPM 3.0 is a package manager for RPM-based Linux distributions. It is used to install, update, and remove packages from the system. RPM 3.0 is the latest stable version of RPM. RPM is a Package Manager for Redhat Enterprise Linux, Fedora, and other RPM-based Linux distributions. RPM 3.0 is the latest stable version. RPM is a command line tool. The RPM command has many options, but the most common use is to install, update, or remove packages. RPM is a package manager, meaning it helps you manage software packages on your system. A package is a collection of files that are installed together. RPM is used to install, update, and remove packages. RPM is a command line tool, which means you run it from the command line. The RPM command has many options, but the most common use is to install, update, or remove packages. When you install a package, RPM stores information about the package in a database. This allows RPM to keep track of what packages are installed and what files they contain. When you update a package, RPM will check the database to see what files have changed. Only the changed files will be downloaded and installed. This makes updating packages much faster than installing them from scratch. RPM 3.0 is the latest stable version of RPM. It was released on February 28, 2017. RPM 3.0 introduces several new features and improvements, such as: - Support for installing packages from multiple repositories - A new command, rpm2cpio, for extracting the contents of an RPM package - Improved support for signed packages - Various bugfixes

2. Advantages of RPM 3.0: Benefits for Businesses and Organizations

RPM 3.0 comes with a lot of great benefits and advantages for businesses and organizations. One big advantage is that it helps you manage your software installations more effective. It automatically installs, configures, and updates software for you, so you don't have to worry about doing it manually. This can save you a lot of time and hassle, especially if you have a lot of software to keep track of. Another big advantage of RPM 3.0 is that it's much more secure than earlier versions. It uses digital signatures to verify the authenticity of packages, so you can be sure that the software you're installing is safe and comes from a trusted source. This is especially important if you're using software from third-party sources. RPM 3.0 also makes it easier to keep your software up to date. With the new update repositories feature, you can automatically update all the software on your system with just a few clicks. This can help you stay on top of security patches and other important updates, and make sure your systems are always up to date. Overall, RPM 3.0 brings a lot of benefits and advantages that can be very helpful for businesses and organizations. It can help you save time and hassle with installing and updating software, and it can also help you stay more secure.

3. Strategies for Implementing RPM 3.0: Step-by-Step Guide

When it comes to RPM 3.0, there are many strategies that can be used in order to ensure a successful implementation. Here is a step-by-step guide to help you get started: 1. The first step is to assess your current situation and decide whether or not you actually need to upgrade to RPM 3.0. If you are currently running an older version of RPM and are having trouble with it, then upgrading to the latest version may be the best option. However, if you are happy with your current version, there is no need to upgrade. 2. Once you have decided to upgrade, the next step is to gather all of the necessary information. This includes downloading the RPM 3.0 software, as well as any documentation that may be helpful. 3. Once you have all of the necessary information, it is time to start the upgrade process. The first thing you will need to do is uninstall the older version of RPM that you are currently running. 4. Next, you will need to install the new RPM 3.0 software. Be sure to follow all of the instructions carefully in order to avoid any problems. 5. Finally, once the new software is installed, you will need to configure it. This includes setting up the new software to work with your existing system. By following these simple steps, you can ensure a successful implementation of RPM 3.0.

4. Utilizing Advanced Features of RPM 3.0: Tips & Tricks

RPM 3.0 is a powerful tool that can be used to manage software installations on a variety of Linux distributions. While it is possible to use RPM 3.0 in a basic way to simply install and update software, there are a number of advanced features that can make working with RPM 3.0 much easier. In this section, we'll explore some of the tips and tricks that can make using RPM 3.0 much easier. One of the most useful features of RPM 3.0 is the ability to install software from remote repositories. This can be very handy when working with a large number of machines, as it eliminates the need to manually download and install software on each machine. To use this feature, simply specify the URL of the remote repository when prompted during the software installation process. Another useful feature of RPM 3.0 is the ability to install software from source code. This can be very handy when working with software that is not available in the pre-compiled form, or when you want to ensure that you're using the latest version of the software. To install software from source code, simply specify the URL of the software's source code when prompted during the software installation process. RPM 3.0 also supports a number of install time options that can be very useful. For example, it is possible to specify that certain files should be installed to a specific location, or that the installation process should be run in a chroot environment. These options can be very helpful when troubleshooting software installation issues. Finally, RPM 3.0 provides a number of ways to interact with the software management system. For example, it is possible to list the files that are installed by a particular package or to query the RPM database for information about a specific package. These features can be very helpful when troubleshooting software installation issues.

5. Integrating RPM 3.0 with Other Systems: Benefits and Challenges

When it comes to integrating RPM 3.0 with other systems, there are both benefits and challenges that need to be considered. On the plus side, RPM 3.0 is designed to be compatible with a wide range of software and hardware, making it easier to integrate with preexisting systems. Additionally, the use of standard protocols such as HTTPS and XML-RPC means that there is no need to install extra software or drivers. However, there are also some challenges that need to be taken into account. One potential issue is that RPM 3.0 uses a different database engine from previous versions, which could cause compatibility problems. Additionally, the use of new features such as repositories and virtual environments could also lead to challenges, as these may need to be configured correctly in order to work properly.

6. Security Considerations for RPM 3.0: Best Practices

Security is a primary concern when installing or updating any software, and RPM 3.0 is no exception. The best way to ensure the security of your system when using RPM 3.0 is to understand and follow some basic best practices. always verify digital signatures When installing or updating any software, it is important to verify the digital signature of the package. This ensures that the package has not been tampered with and is coming from a trusted source. RPM 3.0 uses the Gnu Privacy Guard (GPG) to provide digital signatures. always check checksums In addition to verifying digital signatures, it is also important to check the checksums of the packages you install or update. This helps to ensure that the package has not been corrupted in transit. RPM 3.0 uses MD5 and SHA-1 checksums. using a local repository If possible, it is always best to use a local repository when installing or updating RPM 3.0. This eliminates the need to download packages from the Internet and also reduces the chances of tampering or corruption. These are just a few of the best practices that should be followed when using RPM 3.0. By following these simple guidelines, you can help to ensure the security of your system.

7. Troubleshooting RPM 3.0 Issues: Common Problems and Solutions

If you're having trouble with RPM 3.0, you're not alone. Many users have reported issues with the software, and there are a few common problems that tend to crop up. In this section, we'll take a look at some of the most common problems and their solutions. One of the most common problems is that RPM 3.0 doesn't seem to be compatible with all versions of Windows. If you're having trouble installing or using the software on a Windows machine, make sure you're using a supported version of the operating system. Another common issue is that RPM 3.0 doesn't seem to work with some antivirus software. This can be a big problem, as it can prevent you from being able to scan your system for viruses. If you're having this problem, you'll need to either disable your antivirus software or add an exclusion for RPM 3.0. Still, other users have reported problems with the software itself. If you're having trouble with crashes or other stability issues, you may want to try reinstalling the software. Additionally, make sure you're using the latest version of RPM 3.0, as older versions may be more susceptible to crashes and other issues. If you're having any other problems with RPM 3.0, the best course of action is to contact the software's support team. They should be able to help you troubleshoot your problem and get you up and running again in no time.

RPM 3.0 is a powerful tool that can help you manage your software projects more effectively. However, like any tool, it has a learning curve. This guide has hopefully helped you get started with RPM 3.0 and understand its basic concepts. With a little practice, you should be able to use RPM 3.0 to streamline your software development process.

8. Leveraging Data Insights with RPM 3.0: How to Make the Most of Your Data

There's no question that Big Data is becoming more and more a part of our everyday lives. As we generate ever-larger quantities of data, we need ways to Leveraging Data Insights with RPM 3.0: How to make the most of your data become more efficient at making use of it. That's where RPM 3.0 comes in. RPM 3.0 is a big data analytics platform that helps you make sense of all the data you're collecting. It does this by giving you the ability to perform real-time analysis of your data, so you can identify patterns and trends as they're happening. This means you can make more informed decisions about how to use your data, and make the most of it. To get the most out of RPM 3.0, you need to Leveraging Data Insights with RPM 3.0: How to make the most of your data and understand how to use its features to your advantage. This guide will show you how to do just that, and help you get the most out of your data. RPM 3.0 offers a number of features that can help you make sense of your data. One of the most powerful is its ability to perform real-time analysis. This means you can identify patterns and trends as they're happening, and make more informed decisions about how to use your data. RPM 3.0 also offers a number of other features that can help you make the most of your data. For example, its data visualization capabilities let you see your data in a variety of different ways, so you can more easily identify patterns and trends. It also offers a number of tools for working with large data sets, so you can more easily manage and analyze your data. If you're looking to Leveraging Data Insights with RPM 3.0: How to make the most of your data, RPM 3.0 is a great option. By understanding how to use its features to your advantage, you can get the most out of your data and make better, more informed decisions about how to use it.

9. Automation with RPM 3.0: Streamlining Processes and Tasks

Last but not least, we come to automation—one of the main reasons to use a tool like RPM in the first place. After all, who wants to run the same tedious commands over and over again manually? That’s what computers are for, right? RPM 3.0 offers a few ways to automate processes and tasks. One is through the use of so-called “profiles”. A profile is simply a set of instructions ( written in the RPM language) that can be executed automatically, based on certain triggers or conditions. For example, you could create a profile that automatically updates your system to the latest version of the RPM software every time a new release is made. Or, you could create a profile that automatically backs up your system every night. The possibilities are endless. To create a new profile, simply open the RPM 3.0 software and go to the “Profiles” tab. From there, you can create, edit, and delete profiles as you see fit. Another way to automate tasks in RPM 3.0 is through the use of “jobs”. A job is simply a task that you want to be executed automatically at a certain time or interval. For example, you could create a job that automatically updates your system to the latest version of the RPM software every night at 2:00 am. Or, you could create a job that automatically backs up your system every week on Sundays at 3:00 pm. Again, the possibilities are endless. To create a new job, simply open the RPM 3.0 software and go to the “Jobs” tab. From there, you can create, edit, and delete jobs as you see fit. Finally, you can also use the RPM 3.0 software to automate processes and tasks from the command line. This is done using the “rpm-cmd” command. For example, to update your system to the latest version of the RPM software, you would use the following command: rpm-cmd update To backup your system, you would use the following command: rpm-cmd backup To see a full list of available commands, simply type “rpm-cmd help” at the command prompt. As you can see, there are many ways to automate processes and tasks using RPM 3.0. And, as we’ve seen, automation can be a huge time-saver, not to mention a lifesaver in some cases. So, if you haven’t already, be sure to take advantage of all that RPM 3.0 has to offer in this regard.

10. Maximizing Performance with RPM 3.0: Optimizing Performance

If you're looking to get the most out of your RPM 3.0 installation, there are a few things you can do to optimize its performance. Here are 10 tips to help you get the most out of your RPM 3.0 installation: 1. Keep your RPM database clean Your RPM database can become cluttered over time, which can lead to decreased performance. To keep your database clean, you can use the 'rpm --initdb' command. This command will initialize your database and remove any old or unused data. 2. Use a fast storage device RPM 3.0 works best when it is installed on a fast storage device, such as an SSD. If you're not using an SSD, you may notice a decrease in performance. 3. Use a recent Linux kernel RPM 3.0 requires a Linux kernel that is version 3.2 or higher. If you're using an older kernel, you may notice a decrease in performance. 4. Use a recent version of Glibc RPM 3.0 requires a recent version of glibc. If you're using an older version of glibc, you may notice a decrease in performance. 5. Use a recent version of zlib RPM 3.0 requires a recent version of zlib. If you're using an older version of zlib, you may notice a decrease in performance. 6. Use a recent version of openssl RPM 3.0 requires a recent version of openssl. If you're using an older version of openssl, you may notice a decrease in performance. 7. Use a recent version of libxml2 RPM 3.0 requires a recent version of libxml2. If you're using an older version of libxml2, you may notice a decrease in performance. 8. Use a recent version of expat RPM 3.0 requires a recent version of expat. If you're using an older version of expat, you may notice a decrease in performance. 9. Use a recent version of libcurl RPM 3.0 requires a recent version of libcurl. If you're using an older version of libcurl, you may notice a decrease in performance. 10. Use a recent version of gcc RPM 3.0 requires a recent version of gcc. If you're using an older version of gcc, you may notice a decrease in performance.

11. Cost-Benefit Analysis of RPM 3.0: Is it Right for Your Business?

As your business begins to grow, you'll need to decide whether upgrading to RPM 3.0 is the right choice for you. To do that, you'll need to weigh the cost of the upgrade against the benefits it provides. The cost of upgrading to RPM 3.0 will depend on a number of factors, including the size of your business and the number of employees you have. You'll also need to factor in the cost of training your employees on how to use the new software. The benefits of upgrading to RPM 3.0 include increased efficiency and productivity. The software is also easier to use than previous versions, so your employees will be able to get up to speed quickly. Ultimately, the decision of whether to upgrade to RPM 3.0 will come down to a cost-benefit analysis. You'll need to decide whether the benefits of the upgrade are worth the cost.

12. Case Studies: How Companies Have Successfully Utilized RPM 3.0

Since its inception, the Release Parties Movement (RPM) 3.0 has been gaining popularity and momentum. More and more companies are beginning to utilize this event-based marketing strategy to create a buzz around their product releases. In this chapter, we will take a look at a few case studies of how companies have successfully utilized RPM 3.0 to their advantage. The first case study is of a company called Foo Company. This company was one of the first to jump on the RPM 3.0 bandwagon. They decided to host a release party for their new line of products. The party was a huge success, with over 1,000 people attending. The event was so successful that it generated a lot of word-of-mouth marketing for the company. Another company that has utilized RPM 3.0 to great effect is Bar Company. This company hosted a release party for its new line of products as well. The party was a huge success, with over 1,000 people attending. The event was so successful that it generated a lot of word-of-mouth marketing for the company. Last, but not least, we have Baz Company. This company also hosted a release party for its new line of products. The party was a huge success, with over 1,000 people attending. The event was so successful that it generated a lot of word-of-mouth marketing for the company. As you can see, all of these companies had great success with their release parties. If you are thinking about hosting a release party for your company's new product, we highly recommend that you take a page out of their book and give RPM 3.0 a try.

13. Conclusion: Final Thoughts on RPM 3.0

When it comes to RPM 3.0, there are a lot of moving parts. But once you get a handle on the basics, it's not too difficult to make sense of it all. In this guide, we've covered the most important aspects of RPM 3.0 so that you can get started using it with confidence. Now that you understand the basics of RPM 3.0, you're ready to start using it to manage your software projects. If you have any questions, be sure to check out the official documentation or ask the community for help. With a little practice, you'll be a pro in no time.

Although RPM 3.0 has been out for a while, many people are still unfamiliar with it. This guide provides a basic overview of the program and its features and should help beginners get started with using it. With its new features and improved usability, RPM 3.0 is a great choice for anyone looking for a robust package management system.

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RPM 3.0 Review - Full OTO Details + Bonuses

RPM 3.0 Review – Product Overview

Originator: James Neville-Taylor

Offering: Rapid Profit Machine 3.0 (RPM 3.0)

Initial Cost:

Reimbursement: Affirmative, 30-Day Money-Back Assurance

Assistance: Prompt and Effective Support

Endorsement: Strongly Recommended

Skill Level Required: Suitable for All Levels

RPM 3.0 Review – Product Creator

James is a multiple award winning affiliate, multiple 7-figure marketer and international speaker. His programs have created multiple 6 figure success stories and he is driven to help people to Taylor their best life. He holds himself to a very high standad and gives trmendous value in all of his programs, paid and free.

RPM 3.0 Review – What is RPM 3.0?

Introducing Rapid Profit Machine 3.0, a revolutionary affiliate marketing system curated by James Neville Taylor. Essentially, Rapid Profit Machine 3.0 empowers individuals to become lucrative super affiliates, devoid of any technical expertise or prior knowledge.

This innovative system grants you entry to ready-made landing pages, email sequences, and high-converting products, already embedded with your affiliate links. By directing traffic to these landing pages, individuals willingly submit their emails to unlock a complimentary training video.

Subsequently, Rapid Profit Machine 3.0 systematically follows up with leads, endorsing high-ticket training and software programs in the background. This automation ensures substantial commissions on autopilot. Emphasizing its user-friendly nature, the system is entirely Done For You (DFY).

Additionally, participants gain access to comprehensive free training sessions, guiding them towards successful affiliate marketing. This includes mindset training, as well as tutorials on Google and Facebook retargeting for effective traffic generation, topped with solo ads training for an extra dose of high-quality traffic.

Features and Benefits Of  RPM 3.0

Features of RPM 3.0:

Advanced Analytics:

Real-time data insights.

Track clicks, conversions, and crucial metrics.

Informed, data-driven decision-making.

Conversion-Boosting Templates:

Expert-designed templates.

Optimized for capturing attention and driving actions.

A/B Testing Capabilities:

Efficient testing for campaign optimization.

Identifying the most effective elements.

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Integration with popular marketing tools.

Streamlined workflow for affiliate marketers and product creators.

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Ensures flawless performance across various devices. Enhanced user experience for mobile-first audiences

Benefits of RPM 3.0:

Skyrocketed Conversion Rates:

Exceptional 60% conversion rate.

Outperforms traditional marketing strategies significantly.

Increased Earnings Per Click (EPC):

Optimized funnels and high-converting templates.

Substantial boost in Earnings Per Click for affiliates.

Monthly Contests and Incentives:

Engaging contests to motivate marketers.

Attractive rewards for active participation.

Time-Saving Automation:

Automation features streamline campaigns.

Allows marketers to focus on essential business aspects.

In summary, RPM 3.0 provides advanced analytics, conversion-optimized templates, A/B testing, seamless integration, and mobile-responsive designs. Its benefits include exceptional conversion rates, increased Earnings Per Click, engaging contests, and time-saving automation for marketers.

Who Can Use RPM 3.0?

Product Creators

Affiliate Marketers

eCom Store Owners

Blog Owners

CPA Marketers

Video Marketers

Artists/Content Creators

Personal Brands

Freelancers

How Does RPM 3.0 Help You in Your Business? 

Optimized Conversion Rates:

RPM 3.0 boasts an exceptional 60% conversion rate, significantly outperforming traditional marketing strategies. This means more of your leads are transformed into valuable customers, increasing your overall conversion efficiency.

Increased Revenue Per Click (EPC):

Leveraging RPM 3.0’s optimized funnels and high-converting templates, affiliates can expect a substantial boost in their Earnings Per Click (EPC). This directly contributes to increased revenue generation for your business.

Data-Driven Decision Making:

The advanced analytics provided by RPM 3.0 offer real-time data and insights into your campaign performance. This allows you to make informed decisions based on the performance metrics, enhancing the effectiveness of your marketing strategies.

Enhanced User Experience Across Devices:

With mobile-responsive designs, RPM 3.0 ensures that your campaigns look and perform flawlessly across various devices. This enhances the user experience, reaching a broader audience and increasing the likelihood of conversions.

Motivation through Contests and Incentives:

RPM 3.0 hosts engaging monthly contests, motivating marketers to showcase their best efforts. The inclusion of attractive rewards adds an extra layer of motivation for active participation, fostering a competitive and dynamic environment.

Time-Saving Automation:

The automation features of RPM 3.0 allow you to streamline your campaigns. By automating certain processes, you free up time and resources, enabling you to focus on other critical aspects of your business.

Frequently Asked Questions On RPM 3.0

What is RPM 3.0?

RPM 3.0 is an advanced affiliate marketing system designed to help individuals generate income online. It provides tools, templates, and features to simplify the affiliate marketing process.

Who is the creator of RPM 3.0?

RPM 3.0 is created by James Neville-Taylor, an entrepreneur with over a decade of experience.

When was RPM 3.0 launched?

RPM 3.0 was launched on April 17, 2023.

What does RPM 3.0 offer in terms of analytics?

RPM 3.0 offers a sophisticated analytics dashboard providing real-time data and insights into campaign performance. Users can track clicks, conversions, and other metrics for data-driven decision-making.

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RPM 3.0 includes conversion-boosting templates designed by experts to capture attention and encourage action. Additionally, A/B testing capabilities help identify the most effective elements for improved conversion rates.

Is RPM 3.0 suitable for beginners?

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MySQL Connector/Python 8.0.22 has been released

Dear MySQL users, MySQL Connector/Python 8.0.22 is the latest GA release version of the MySQL Connector Python 8.0 series. The X DevAPI enables application developers to write code that combines the strengths of the relational and document models using a modern, NoSQL-like syntax that does not assume previous experience writing traditional SQL. To learn more about how to write applications using the X DevAPI, see http://dev.mysql.com/doc/x-devapi-userguide/en/ For more information about how the X DevAPI is implemented in MySQL Connector/Python, and its usage, see http://dev.mysql.com/doc/dev/connector-python Please note that the X DevAPI requires at least MySQL Server version 8.0 or higher with the X Plugin enabled. For general documentation about how to get started using MySQL as a document store, see http://dev.mysql.com/doc/refman/8.0/en/document-store.html To download MySQL Connector/Python 8.0.22, see the “General Availability (GA) Releases” tab at http://dev.mysql.com/downloads/connector/python/ Enjoy! Changes in MySQL Connector/Python 8.0.22 (2020-10-19, General Availability) Functionality Added or Changed      * Added Django 3.0 support while preserving compatibility with        Django 2.2. Removed support for Django 1.11 with Python 2.7.      * Previously, the client-side mysql_clear_password authentication        plugin was not supported. Now, it is permitted to send passwords        without hashing or encryption by using mysql_clear_password on        the client side together with any server-side plugin that needs a        clear text password, such as for LDAP pluggable authentication.        Connector/Python returns an exception if the mysql_clear_password        plugin is requested but the connection is neither encrypted nor        using Unix domain sockets. For usage information, see Client-Side        Cleartext Pluggable Authentication (https://dev.mysql.com/doc/refman/8.0/en/cleartext-pluggable-authentication.html).      * Connections made using the MySQL Enterprise Edition SASL LDAP        authentication plugin now are supported on Windows and Linux, but        not on macOS. Connector/Python implements the SCRAM-SHA-1        authentication method of the SASL authentication protocol.      * The new compression-algorithms connection option sets the order        by which supported algorithms are negotiated and selected to send        compressed data over X Protocol connections. The algorithms        available are specified by the server and currently include:        lz4_message, deflate_stream, and zstd_stream. Supported algorithm        aliases are lz4, deflate, and zstd. Unknown or unsupported values        are ignored.  Example usage: session = mysqlx.get_session({     “host”: “localhost”,     “port”: 33060,     “user”: “root”,     “password”: “s3cr3t”,     “compression”: “required”,     “compression-algorithms”: [“lz4′, “zstd_stream”] })      * For enhanced security of the existing allow_local_infile        connection string option, the new allow_local_infile_in_path        option allows restricting LOCAL data loading to files located in        this designated directory.      * Refactored the Connector/Python build system by removing        artifacts of old implementations, improved debugging, and now        statically link the C extensions. This also exposes the distutils        commands, to allow the end-user build packages.      * The pure Python and C extension implementations were combined        into a single package; this applies to both DEB and RPM packages. Bugs Fixed      * Fixed a memory leak in the C-extension implementation when using        the Decimal data type. Thanks to Kan Liyong for the patch.        (Bug #31335275, Bug #99517)      * Copyright and License headers were missing in the Python modules        generated by protoc. (Bug #31267800)      * When creating an index on a collection, if a collation was        specified but the field is not of the type TEXT, then an error        message was generated with a wrong field type.  It’d always        report it as GEOJSON. (Bug #27535063)      * The reset connection command was missing from the C-extension        implementation, which is required to reuse a connection from the        pool. As such, connection pooling is now allowed with the        C-extension implementation. (Bug #20811567, Bug #27489937) Enjoy and thanks for the support! On behalf of the MySQL Release Team, Nawaz Nazeer Ahamed https://insidemysql.com/mysql-connector-python-8-0-22/

[nealtv8]

Flying is the best way to get Point A to Point B — if you know how to navigate. This training session is all about the basics of VFR navigation: . Maintain a heading and calculate flight time to follow a planned route . Track aircraft location and flight progress visually via identifiable landmarks Social: Twitch: https://bit.ly/35N8IHF Non-Gaming Channel: https://www.youtube.com/c/2nealfire Twitch VOD Channel: hyperurl.co/yg8i18 Discord Server: https://bit.ly/2QcI4Ty Imgur: http://bit.ly/2ckec28 Facebook: http://bit.ly/2bPiBMt Twitter: http://bit.ly/2cpGHfa Instagram: http://bit.ly/2c66vRn Steam Profile: http://bit.ly/2bWgCD8 Steam Group: http://bit.ly/2bVD1lw Support: Patreon: https://bit.ly/2m3POFY Green Man Gaming: http://bit.ly/2cqrL3k CD Keys: https://bit.ly/2MIatyd Humble: https://bit.ly/2DPdgTs Donate/Tip: https://bit.ly/2TNoG29 Anonymous Donate/Tip: https://bit.ly/2GhjeN8 Download TubeBuddy: https://bit.ly/2Z0MLVQ Computer Specs: Main PC Specs: CPU: AMD Ryzen 9 3900X 3.8GHz, Dozen-Core CPU Cooler: AMD Wraith Prism Cooler Motherboard: MSI B450 Gaming Pro Carbon AC (AM4 ATX) RAM: G.SKILL TridentZ 32GB (4 x 8GB) DDR4-3200MHz SSD: Samsung 840 EVO 500GB HDD1: Seagate Barracuda 3TB 7200RPM HDD2: Western Digital Black 2TB 7200RPM HDD3: Western Digital Blue 4TB 5400RPM HDD4: Western Digital Black 6TB Case: Thermaltake View 71 RGB GPU: EVGA GeForce RTX 2080 XC2 Ultra ACX ICX2 (8GB GDDR6) PSU: EVGA Supernova 850 G5, 80+ Gold DISP 1: 1x Samsung S24R350 (24"/1080p) DISP 2: 1x ASUS VE248H (24"/1080p) MOUSE: Logitech G502 RGB KB: Corsair K68 (Cherry MX Red) Game Capture: AVerMedia Live Gamer 4K Camera Capture: AVerMedia Live Gamer HD 2 Streaming/Recording PC Specs: CPU: AMD Ryzen 7 1800X 3.6GHz, Octa-Core CPU Cooler: Corsair H100i V2 Motherboard: MSI B350M Mortar (AM4 Micro ATX) RAM: G.Skill Ripjaws V 16GB (2 x 8GB) DDR4-2400MHz HDD1: Western Digital Blue 2TB 5400RPM HDD2: Seagate Barracuda 500GB 7200RPM HDD3: Seagate Barracuda 4TB 5900RPM SSD: Western Digital Black PCIe 256GB GPU: EVGA GeForce GTX 1050 Ti FTW ACX (4GB GDDR5) Case: Thermaltake Core V21 PSU: Corsair RM750x, 80+ Gold Capture: AVerMedia Live Gamer 4K DISP 1: 1x ASUS VE248H (24"/1080p) DISP 2: 1x Sceptre E24 (24"/1080p) MOUSE: MSI Interceptor DS B1 KB: Logitech G710+ (Cherry MX Brown) Video Rendering PC Specs: CPU: Intel Core i7-7700k 4.2 GHz, Quad-Core CPU Cooler: be quiet! Dark Rock Pro 4 Motherboard: Gigabyte AORUS GA-Z270X Gaming 7 (LGA 1151 ATX) RAM: Kingston HyperX Fury Black 16GB (2 x 8GB) DDR4-2133MHz HDD: 2X Western Digital Black 1TB 7200 RPM SSD: Kingston A400 120GB GPU: EVGA GeForce GTX 1070 SC ACX 3.0 Black Edition (8GB GDDR5) Case: NZXT H500 PSU: Seasonic M12II Bronze EVO 850W, 80+ Bronze DISP: Samsung 5 Series J5202 (43"/1080p) KB/M: Logitech K400 Laptop Specs: Dell Precision M4600 CPU: Intel Core i7-2860QM 2.50GHz, Quad-Core GPU: Nvidia Quadro 1000M (1GB) DISP: 1920x1080 Display SSD: SanDisk SSD Plus 480GB HDD: Toshiba Hard Drive 750GB Controllers: Logitech G27 Logitech Extreme 3D Pro Saitek X52 Pro Simu SKRS Thrustmaster TFRP Rail Driver Steam Controller XBOX One Controller Track IR 5 Cameras: Logitech C922 Panasonic HC-V770 Audio: Yamaha MG12XU Cloud Microphones CL-1 Cloudlifter RODE PodMic

[dubaigamers]

Lenovo Legion Y520 Gaming Laptop (i7-7700HQ 2.8GHz, 16GB RAM, 1TB HDD + 128GB SSD, 15.6" Full HD, 4GB GTX 1050, Bluetooth, Camera, Windows 10) | 80WK0148AX

Description for Lenovo Legion Y520 Gaming Laptop (i7-7700HQ 2.8GHz, 16GB RAM, 1TB HDD + 128GB SSD, 15.6" Full HD, 4GB GTX 1050, Bluetooth, Camera, Windows 10) | 80WK0148AX

Enter the arena with this slim, lightweight, portable gaming PC, that easily plays your games. Powered by 7th Gen Intel® Core™ processors and NVIDIA GTX 1050 discrete graphics, and featuring premium audio and optional hybrid storage for added speed, it’s ready for action. An optional backlit keyboard lets you play day or night, while its optimized thermal engineering keeps it cool for as long as you want to play – which will probably be a while.    

Features

  The Latest in Gaming Performance

Featuring the latest generation of processors, the Y520 sports up to a 7th Gen Intel® Core i7 CPU. With a 12-percent increase in productivity compared to previous processors and a 19-percent increase in web performance via a dedicated media engine, you can enjoy the latest in gaming performance and online gameplay.

Next-Generation Graphics

The Y520 comes with up to NVIDIA GTX 1060, which allow you to play games smoothly and with capable frame rates. So escort the payload in a first-person shooter knowing this gaming laptop delivers all the performance you need.  

Play games smoothly, with capable frame rates.

  Superfast Speed and Storage

The Y520 comes with up to 512GB of PCIe SSD storage, ideal for reducing boot-up time and in-game loading, or 2TB of HDD storage, perfect for storing your entire gaming collection. Or you can do both and opt for hybrid storage, effectively getting the best of both worlds.

Harman Audio With Dolby Premium

With or without gaming headphones, the Legion Y520 has you covered with 2x 2W Harman speakers with Dolby Audio Premium. Dolby Audio Premium is custom-tuned to deliver premium-quality audio for all content, for truly immersive gameplay.  

Premium-quality audio means more immersive gaming.

  Customize and Record With Lenovo Nerve Sense

Easily customize your settings, such as audio, active keys, cooling, and network priority – so you can focus on the game. Then, once you’re in the zone, record your highlights for replaying or uploading to streaming sites. Lenovo Nerve Sense makes it effortless.

Shine On With Red-Backlit Keyboard

The Y520 features a red-backlit keyboard, perfect for those late-night gaming sessions. This brilliantly crimson backlit keyboard features keys with 1.7mm of key travel distance, delivering crisp, accurate and responsive keystrokes perfect for in-game chatting and gameplay.  

Easily customize settings with Lenovo Nerve Sense.

      Portable Design

Starting at a mere 1.01" / 25.8mm thick and only 5.5lbs / 2.5kg in weight, wrapped in a smudge-resistant body, this gaming laptop goes wherever you do. So just toss the Y520 in your bag and enjoy powerful mobile gaming no matter where you go.

Thermal Engineering

The Y520 was designed to fight heat with strategically engineered fans and vents. Located close to the graphics card and processors, this fan system keeps hot air moving while rear-placed thermal vents remove that heat. Furthermore, you can use the Extreme Cooling shortcut within Lenovo Nerve Sense for gaming firefights that require an additional push of cooling.  

Strategically engineered fans keep your system cool.         Processor 7th Generation Intel Core i7-7700HQ Processor (2.80GHz 6MB)   Operating System Windows 10   Graphics NVIDIA GeForce GTX 1050  4GB     Memory 16GB DDR4 2400 MHz   Storage 1TB HDD 5400 RPM   128GB PCie SSD   Dual Drive Configurations available. (HDD + SSD)   Audio 2 x 2W Harman Certified Speakers with Dolby Audio Premium   Battery Life Up to 4-Hour   Display 15.6" FHD (1920 x 1080) IPS Anti-Glare LED Backlight with integrated camera   Dimensions (W x D x H) 14.96" x 10.43" x 1.09" / 380 x 265 x 27.8 (mm)   Weight 5.29 lbs (2.4 kg)   WLAN & Bluetooth Lenovo AC Wireless WiFi + Bluetooth 4.1   LAN 10/100/1000M Gigabit Ethernet   Ports 1 x USB 3.0 (Type-C)   2 x USB 3.0   1 x USB 2.0   1 x HDMI   Audio Jack   Microphone Jack   RJ45 LAN   4-in-1 Card Reader (SD, SDHC, SDXC, MMC)   Free 24 Hour Delivery in UAE  We offer express delivery to Dubai, Abu Dhabi, Al Ain, Sharjah, Ajman, Ras Al Khaimah, Fujairah, Umm Al Quwain, UAE for Lenovo Legion Y520 Gaming Laptop (i7-7700HQ 2.8GHz, 16GB RAM, 1TB HDD + 128GB SSD, 15.6" Full HD, 4GB GTX 1050, Bluetooth, Camera, Windows 10) | 80WK0148AX. Best Price Guarantee We offer the best price for Lenovo Legion Y520 Gaming Laptop (i7-7700HQ 2.8GHz, 16GB RAM, 1TB HDD + 128GB SSD, 15.6" Full HD, 4GB GTX 1050, Bluetooth, Camera, Windows 10) | 80WK0148AX in Dubai, UAE. Buy now with the best price! Read the full article

[pablorussomc]

How to: Install the Tivoli Storage Manager Linux x86_64 client, Step by Step.

Today I’m going to explain how to install a TSM Linux client and let it ready to take backup. I will also instruct how to schedule a backup and verify it.

Step 1 - Download the TSM Client:

Download the archive with the latest TSM Client for your OS (This is Available in IBM Passport Advantage portal)

you also can download the latest maintenance release from IBM FTP

NOTE: In all cases, you must download and install the binary base archive from "Passport advantage" first, because this one includes the license file. The patches or maintenance release archive does not include the license file.

For example, lets download and unpack TSM Client 7.1.3.0 for RedHat 64-Bit. After unpacking you should see the following files: 

gskcrypt64-8.0.50.44.linux.x86_64.rpm

gskssl64-8.0.50.44.linux.x86_64.rpm

TIVsm-API64.x86_64.rpm

TIVsm-BA.x86_64.rpm

Step 2 - Installing TSM Client

Install gskcrypt and gskssl:

[root@]# rpm -ivh gskcrypt64-8.0.50.44.linux.x86_64.rpm  [root@]# rpm -ivh gskcrypt64-8.0.50.44.linux.x86_64.rpm

Then install API and BackupArchive client (BA)

[root@]# rpm -ivh TIVsm-API64.x86_64.rpm TIVsm-BA.x86_64.rpm

Additionally, you can remove the temporary folder, if the installation has completed successfully.

[root@]# rm -rf /tmp/tsminstall 

Step 3 - Configuring TSM Client

Create configuration files from the samples:

[root@]# cd /opt/tivoli/tsm/client/ba/bin/  [root@]# cp dsm.opt.smp dsm.opt [root@]# cp dsm.sys.smp dsm.sys

Edit the dsm.opt file and put this content:

************************************************************************ * Tivoli Storage Manager                                                   * *                                                                                         * * Sample Client User Options file for UNIX (dsm.opt.smp)*

************************************************************************ *  This file contains an option you can use to specify the TSM *  server to contact if more than one is defined in your client *  system options file (dsm.sys).  Copy dsm.opt.smp to dsm.opt. *  If you enter a server name for the option below, remove the *  leading asterisk (*). ************************************************************************

* SErvername       A server name defined in the dsm.sys file

SErvername Stanza1

Edit the dsm.sys file and put this content:

************************************************************************ * Tivoli Storage Manager                                                        * *                                                                                              * * Sample Client System Options file for UNIX (dsm.sys.smp) * ************************************************************************ 

*  This file contains the minimum options required to get started *  using TSM.  Copy dsm.sys.smp to dsm.sys.  In the dsm.sys file, *  enter the appropriate values for each option listed below and *  remove the leading asterisk (*) for each one. 

*  If your client node communicates with multiple TSM servers, be *  sure to add a stanza, beginning with the SERVERNAME option, for *  each additional server. 

************************************************************************

SERVERName   Stanza1 NODEName  NODE1 PASSWORDAccess     generate TCPServeraddress   192.168.4.7 ** IP from TSM server TCPPort            1500 HTTPPort          1581   ** Debe ser exclusivo para cada nodo COMMMethod   tcpip schedmode        prompted managedservices    schedule webclient schedlogname             /opt/tivoli/tsm/client/ba/bin/dsmsched.log ERRORLOGName       /opt/tivoli/tsm/client/ba/bin/dsmerror.log DOMAIN   ALL-LOCAL ERRORLOGRETENTION 7 SCHEDLOGRETENTION 7

Step 4 - Configuring TSM Server

Register the new node on your TSM Server.

Open the Operations Center console and register the new node by following the wizard in the "client" tab. Register the node with the same node name as in the option files. NODE1

Operations Center URL: https://TSMSererIP:11090/oc/

Then we go back to the Linux client server and start the command line client for the first time whit the dsmc command. If the session was successfully established, the password will be stored, and you won't need to type it anymore. 

NOTE: Put the same password that you put in the wizard 

STEP 5 - Configuring the Scheduler

Associate the new node with a schedule. Follow the wizard to create a new schedule and associate the node.

In the Linux client server Add the TSM client service to autostart:

# [root@]# chkconfig --add dsmcad # [root@]# chkconfig dsmcad on

Start the TSM client service:

[root@]# /opt/tivoli/tsm/client/ba/bin/rc.dsmcad start Starting dsmcad:[ OK  ]

or

[root@]# service dsmcad start

This generates a log file "dsmsched.log". Verify that the next backup has been successfully scheduled.

[root@]# tail /opt/tivoli/tsm/client/ba/bin/dsmsched.log

You will see something like this:

10/24/2016 17:21:37 Scheduler has been started by Dsmcad. 10/24/2016 17:21:37 TSM Backup-Archive Client Version 7, Release 1, Level 3.0 10/24/2016 17:21:37 Querying server for next scheduled event. 10/24/2016 17:21:37 Node Name: NODE1 10/24/2016 17:21:38 Session established with server TSM1: Linux/s390x 10/24/2016 17:21:38   Server Version 7, Release 1, Level 3.0 10/24/2016 17:21:38   Server date/time: 10/24/2016 17:19:49  Last access: 10/24/2016 17:18:49 10/24/2016 17:21:38 --- SCHEDULEREC QUERY BEGIN 10/24/2016 17:21:38 --- SCHEDULEREC QUERY END 10/24/2016 17:21:38 Next operation scheduled: 10/24/2016 17:21:38 ------------------------------------------------------------ 10/24/2016 17:21:38 Schedule Name:         INC_DIARIO_NODE1 10/24/2016 17:21:38 Action:                Incremental 10/24/2016 17:21:38 Objects: 10/24/2016 17:21:38 Options: 10/24/2016 17:21:38 Server Window Start:   23:00:00 on 10/24/2016 10/24/2016 17:21:38 ------------------------------------------------------------ 10/24/2016 17:21:38 Scheduler has been stopped.

In a case of any problems check the last error logs:

# tail /opt/tivoli/tsm/client/ba/bin/dsmerror.log 

STEP 6 - Configuring web access

Grant permissions to the node to be able to log in. Open the operation center console, open a command line interface and run the followings commands:

TSM1> reg admin NODE1 <Passw0rd> TSM1> grant authority NODE1 classes=system

TSM CLient URL: http://ip_node:1581/BACLIENT 

I hope you find it useful! If you have any questions, please contact me.

Pablo Russo TSM Certified Specialist Cel: 15 3136-4983 pablorussomc@gmail.com

https://ar.linkedin.com/in/pablorussomc https://twitter.com/pablofrusso

[robertkstone]

2019 McLaren 600LT Spider First Drive: Greater Than the Sum of Its Parts

I like being thrilled; not scared. I like a good challenge but avoid unwinnable carnival games. So when McLaren reported it had benchmarked and borrowed from its own 675LT, a notorious wild child in the automaker’s Super series, for the 600LT—itself derived from the 570S in the Sport series—I had concerns. You may recall we awarded the McLaren 570S coupe the Best Driver’s Car title in 2016, so we already knew and loved the chassis and engine. Would removing the top and adding power and the LT treatment make it better or worse? Without reservation, I can tell you it is the former.

LT5

The 600LT Spider is the fifth McLaren to receive the LT treatment. Starting with the progenitor, the successful 1997 McLaren F1 GTR Longtail FIA GT race car (GT1 Class LeMans winner), McLaren carried that ethos forward with both coupe and convertible versions of the 675LT, the 600LT coupe, and now Spider. Although it is extended by 76mm (3.0 inches) at the rear of its fixed spoiler, LT no longer simply means Longtail. Instead it relates to a handful of goals that McLaren uses to guide the engineering teams. Think of it as the equivalent to Porsche’s RS (Rennsport) performance derivatives. To McLaren (and Porsche), these goals are minimizing weight, optimizing aerodynamics, increasing power, enhancing driver engagement, tuning the chassis for track use, and limiting production. Indeed, McLaren has met its own self-set goals with the 600LT Spider. If one were to option the $22,090 McLaren Special Operations Clubsport Pack—consisting of carbon-fiber racing seats, carbon-fiber interior upgrades, MSO carbon-fiber front fender louvers, and titanium wheel bolts—the weight savings is maximized. To name a few of the larger items where McLaren “added lightness,” replacing the standard seats with carbon-fiber buckets saved 46 pounds alone, forged-aluminum wheels another 37 pounds, abbreviated by 3.5 feet, the top-exiting exhaust is worth 28 pounds, and so on for an astounding total of 219 pounds in total compared with the 570S Spider, a car with which the 600LT Spider shares only 75 percent of its parts.

Paradoxically, the 600LT Spider gains back all that weight traveling at 155 mph where its carbon-fiber bodywork—including front splitter, side sills, extended diffuser, and fixed rear wing—provide 220.5 pounds of downforce. Since the carbon-fiber MonoCell II tub upon which the entire car is built is so structurally sound, there was no additional strengthening or reinforcement necessary as in some other convertibles. It’s plenty stiff and stable, even with the slender A-pillars. The power-operated rear window and three-piece power-retractable roof and its mechanisms (which lowers in 15 seconds at speeds of up to 25 mph) mostly account for the 110-pound difference when compared with a 600LT coupe. All told, McLaren figures the meticulous, relentless weight reduction amounts to the equivalent of adding 60 horsepower. We’ll buy that.

M838TE

Speaking of horsepower, the mid-mounted twin-turbo 3.8-liter flat-plane-crank V-8 (internally known as M838TE) makes 30 horsepower more than the engine in the 570S, for a total of 592 at 7,500 rpm. Torque rises from 443 lb-ft to 457 at 5,500 rpm. The increased output is due mostly to reduced pumping losses of a more efficient water pump, as well as the reduced backpressure from that glorious, fire-spitting exhaust system. A side benefit of these is improved throttle response that is, indeed, noticeable. We estimate the weight of the 600LT Spider at 3,150 pounds, and that would mean it would move just 5.3 pounds of sports car with each horsepower. Utilizing a seven-speed twin-clutch automated manual and standard launch control, McLaren claims a 2.8-second 0–60 mph blast. That’s remarkable considering it doesn’t have the advantage of all-wheel drive. Yet, we’ve done the deed in a (5.7 pound/hp) 570S coupe in the same amount of time with less grippy tires, so we’re going to say the 600LT is even quicker than that (2.5 seconds) when we factor in NHRA roll-out. Due to the added downforce of the 600LT, quarter-mile performance will most likely be about the same, around 10.5 seconds at 135 mph. Top speed is 201 mph with the roof raised, or 196 mph with it lowered.

Road Trip

We did sample launch control on our remote road drive and will stick with our estimates, but we didn’t attempt any top speed runs. We’ll just believe McLaren. Top-down motoring with all windows up demonstrated clever aerodynamics that left the cabin calm and conversation friendly. Left in Sport chassis and Sport powertrain modes, the 600LT Spider was a happy little cruise missile on the highway with the top raised. At part throttle, the hum of the engine was not intrusive, and only the coarsest surfaces intruded into the cabin. The cleverness of the transmission in drive was impressive, but who leaves a McLaren in drive, right? While the ride is noticeably firmer than that of a 570S, it’s never jarring. The continuously variable adaptive dampers and front and rear anti-roll bars of the Sports series that are used on the 600LT Spider are, according to McLaren, stiffer by 14 percent at the front and 34 percent at the rear. There were several cattle-guard crossings the car took in stride, and doing the usual “double-plus-five” that the yellow, suggested-speed roads signs suggest in the corners was a piece of cake. I did notice—as we later verified—that the steering ratio is quicker in the 600LT compared to the 570S, so there’s far less input required to go through bends, which is appreciated.

Track Attack

Compared to a 570S, the 600LT is equipped with a wider front track, lower ride height, forged-aluminum control arms, re-engineered geometry, and bespoke Pirelli P Zero Trofeo R MC tires. The way the 600LT dissects a race track is truly something to behold. I’ve driven a 570S on a race track, and it’s a playful, exhilarating sports car, with an ability to flow, slide, and entertain its driver. The 600LT instead feels like a weapon its driver can wield with a confident precision, much like the Porsche 911 GT3 RS. With chassis and powertrain set to Track and the electronic stability control in Dynamic, the 600LT retains the playfulness of the 570S; however, its repertoire and capability are so much larger, and at the same time more accessible.

Charging out of the pits of Arizona Motorsports Park and snaking onto the track, I could already feel how much more grip was available over a 570S’ 1.04 g lateral acceleration. Down the first straight, the 600LT punched a hole in the atmosphere much like the fighter jets flying above from the adjacent Luke Air Force Base. Driver engagement with the feral machine under my control was certainly enhanced by the twin, top exhausts ripping and popping 2 feet behind my head. Although the standard carbon-ceramic discs are the same diameter as those on the 570S (15.5 inches front/15.0 inches rear), their stopping power, aided by the Trofeo R tires, was remarkable. What’s more noteworthy, however, is that the use of lightweight Super series aluminum calipers and (Ultimate series) McLaren Senna–derived brake booster combine to provide a delicacy and feel in the brake pedal few, if any, carbon-ceramic systems possess. If you’ve driven a car with discs like these, you know the difficult task is not in the downward motion of the brake pedal, where you’re merely asking the car to shed speed. They all do that. The tricky part is what happens as the driver begins to release the pedal. Most systems of this type just let go in an all-or-nothing sort of way; not the 600LT. As a driver initiates his turn-in and simultaneously releases the brakes, he can literally feel the nose of the car getting lighter as the front tires’ duties shift from slowing the car to cornering. And the transition between the two can be metered incrementally and precisely, meaning it can be adjusted and modified on the fly. That’s really hard to do.

Weighty Matters

Weight transfer, too, is a tricky thing that McLaren has nailed. There’s a hairpin on the track that demonstrated how accomplished the 600LT is at this game. After the braking and turn-in is done, it needs a little bit of maintenance throttle to keep the momentum up. Just after the apex, and to promote the rotation of the car, a driver can momentarily lift off the throttle, feel the rear get light and loose, and point the car at the exit while unwinding the wheel and feeding throttle. Again, the 600LT does this with a repeatable exactitude I’ve rarely observed in a sports car. The suspension keeps the car very flat in Track mode, yet the 600LT relishes clipping the tops of curbs in corners and esses, and doing so doesn’t spit you off course by an inch. There’s a particularly lovely complex where flat-out in fourth gear the car rides a curb on the right, followed immediately by a dab of brake and downshift to third gear for another curb on the left, then hard on the brakes for a second-gear corner to the right. It’s a darned thing of beauty to get it right, and after just two laps, and with the accuracy and confidence the 600LT provides by the carbon-fiber tub-load, I never got it wrong again. What an utter joy.

No Hangover

After two 20-minute sessions on track, I had to relinquish my car to our hosts. And here’s the other odd thing. Oftentimes, after lapping a really quick car on a track, when the adrenaline buzz is in retrograde, I get that wobbly knees/trembling hands hangover in the paddock. Not one bit this time. Instead, I was left wanting more. I wanted to go back out and have more fun, work on improving my line, and lowering my lap times in the process. The 600LT encourages its driver and provides a sense of confidence and calm in a way that is truly special and rare—like the McLaren 600LT Spider itself. Each limited-production 600LT Spider is hand-assembled at the McLaren Production Centre in Woking, Surrey, England, but for just one year. Built alongside other Sport series cars, McLaren is currently making two or three a day for a total of about 500 to be available. Judging from the previous 675LT coupes and Spiders that sold out within weeks of their debut, if you want a 600LT Spider—and you do—order one right now. You can thank me later.

2019 McLaren 600LT Spider BASE PRICE $256,500 LAYOUT Mid-eng, RWD, 2-pass, 2-door convertible ENGINE 3.8L/592-hp/457-lb-ft twin-turbo DOHC 32-valve V-8 TRANS 7-speed twin-clutch automated manual CURB WT 3,150 lbs (MT est) WB 105.1 in L x W x H 181.3 x 76.0 x 47.1 0-60 2.5 sec (MT est) EPA ECON 15/22/18 mpg (mfr est) ON SALE Currently

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[eddiejpoplar]

WORLD PREMIERE: BMW X3 M and X3 M Competition– M Division’s Most Deserving SUV

Years ago, I remember reading an article about a journalist talking to a BMW M engineer back in the ’90s, asking if there would ever be a BMW M8 made from the original E31 8 Series. The man from BMW M said no, citing its weight as the reason. The 8 Series was just too heavy to be a proper M car back then. Apparently, the M engineers a few decades later missed the memo because they created an M car out of, at the time, the brand’s heaviest vehicles — the BMW X5 M and X6 M. I was always a bit curious as to why BMW M would do such a thing. I’ve also wondered why BMW M hasn’t worked its magic on the smaller, more nimble X3. Now, though, I needn’t worry any longer, as the BMW X3 M is finally here.

  This current generation of BMW X3 must be the most deserving of BMW M treatment. While the brand-new X5 might be the best BMW SUV overall, the current X3 is the most fun to drive. After having driven the X3 M40i, we’ve all been dying to know what a proper M version would be like. It’s just such a nimble car for an SUV and has steering feel that’s reminiscent of old-school BMWs. So now that it’s finally been transformed into a BMW X3 M is incredibly exciting. And that transformation begins up front.

Powering the new BMW X3 M is a newly-revised version of BMW’s B58 engine, now dubbed the S58. It’s still a 3.0 liter inline-six cylinder engine but it’s been given a comprehensive M Division upgrade, to make more power while also making it more usable on the track. A forged crankshaft, closed-deck design and wide-arc sprayed iron coating for the cylinder walls have all combined to make the new engine stronger, more rigid, lighter and freer-revving than before. This has allowed BMW to increase power and durability. Even the core of the cylinder head has been 3D printed, to allow for geometric shapes that can’t be made with normal metal casting, thus allowing it to be even lighter than before. A new air intake as well as two mono-scroll turbochargers — one for cylinder 1-3 and one for cylinders 4-6 — now help the engine breathe better.

All of those tweaks and upgrades give the BMW X3 M a very healthy 480 hp and 442 lb-ft of torque. The latter of which is available from 2,600 – 5,600 rpm, giving it a nice, flat torque curve right in the middle of its rev range. According to BMW, it’s capable of 0-62 mph in 4.2 seconds but we reckon it will break into the three-second range in reality. It’s not just about power and performance, though. BMW has improved its cooling and oil management, so it can handle long track sessions without overheating or being starved of oil from high-g force cornering.

That engine is paired with an eight-speed automatic gearbox and an M-tuned xDrive all-wheel drive system. You’re all probably wondering about that xDrive, though, and whether or not it has the same “2WD” mode as the BMW M5. The answer, unfortunately, is no, it does not. However, that doesn’t mean you can’t play around with it. BMW has given the X3 M two different all-wheel drive modes —  4WD and 4WD Sport. The former is just conventional all-wheel drive, which is inherently rear-biased, but the latter shunts far more power to the rear wheels than normal, while still sending some to the front to save you from hurting yourself. There’s also an Active M Differential at the rear axle, helping to distribute power between the rear wheels.

The BMW X3 M has also been designed to have some real dance moves, as the chassis has been stiffened and given new structural bracing in its suspension. For instance, the BMW X3 M gets a unique front strut bar, with a carbon fiber version being available as an option come August, and some additional bracing at each axle. The way the carbon strut brace sits in the engine cover looks flipping awesome, too. It also gets unique chassis tweaks and revised elastokinematics at each axle. To make sure the X3 M is the real deal, the Bavarians took it to both the Miramas circuit in France and the Nurburgring in Germany to finer hone its skills.

Adaptive M Suspension is fitted as-standard, giving the X3 M some flexibility in its ride. Damping forces at each individual wheel are continuously adjusted, thanks to electromagnetic valves in each damper. The typical Comfort, Sport and Sport+ modes are on hand for the driver to choose from.

What’s nice is that the BMW X3 M benefits from some of the same tweaks to its variable steering as the 3 Series. So the steering ratio varies based on steering lock. Essentially, the more you turn the steering wheel, the sharper the steering becomes. This makes the variable rate progressive and predictable, allowing you to lean on it with confidence, while also giving it extremely sharp turn-in and comfortable straight-line cruising. Personally, I felt the BMW X3 M40i had better steering than the F30 3 Series, so I’ve very excited to test this X3 M.

To haul everything down, four-piston brake calipers are fitted at the front, with single-piston calipers at the back. The rotors are 395 mm in diameter at the front and 370 mm at the rear, both of which are drilled and vented.

It looks ace, too, this new BMW X3 M, especially at the back. Its quad exhausts and rear roof spoiler look downright devilish for an SUV and make it look very exciting. In profile, its lower ride height, roof spoiler, M wheels and little Air Breather all make it look cooler than the standard X3, even if it’s still a bit tame. Up front, there’s a more aggressive lower front fascia but it’s nothing too crazy and still looks rather reserved.

The BMW X3 M Competition models ride as standard on 21-inch wheels with a polished Jet Black finish. Tyres are 255/40 ZR21 items at the front and 265/40 ZR21 at the rear.

Inside, the interior is very similar to that of the F90 BMW M5. So it gets the same shift lever as the M5, the same steering wheel with its little red “M1” and “M2” switches, the same digital gauges and similar seats. That’s not bad thing, though, as it looks great and we expect the quality to be as excellent as it is on the standard X3.

Possibly even bigger news than the BMW X3 M itself is the addition of an X3 M Competition model. While not drastically different, the BMW X3 M Competition does come with enough to separate itself. For instance, it gets some carbon fiber bits on the outside, such as its rear diffuser, and some on the inside as well. It also gets M-striped seat belts and some other little visual touches, as well as an M Sport exhaust system. Oh, and I forgot to mention, it gets 510 hp. That’s right, the BMW X3 M Competition has five hundred and ten horsepower, or more power than the BMW M4 GTS did. Torque stays the same, though. According to BMW, the 30 hp bump is enough to drop the 0-62 mph time by one tenth.

The Competition models get a High-gloss Black finish around BMW kidney grille’s surrounds.

This new BMW X3 M, as well as its stronger X3 M Competition counterpart, seem absolutely fantastic. They both have more than enough power and performance to challenge genuine sports cars, look great, should handle and drive fantastically and have enough space and practicality to be everyday family cars. We can’t wait to drive them. Especially the 510 hp BMW X3 M Competition.

The article WORLD PREMIERE: BMW X3 M and X3 M Competition– M Division’s Most Deserving SUV appeared first on BMW BLOG

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[jonathanbelloblog]

First Drive: 2019 Mercedes-AMG GT 63 S 4-Door Coupe

AUSTIN, Texas – Right now is not the time to savor the 1450-watt Burmester surround-sound audio system or the 64-color ambient interior lighting or the 12.3-inch high-res color navigation display because, at the moment, the speedo is flashing 159 mph and if I don’t brake immediately and very hard indeed I will fly right through Turn 12 at Circuit of the Americas and into the kitchen of the nearby Green Mesquite BBQ. Fortunately, I do not currently have two passengers riding along in the back seats, because going airborne would undoubtedly spill their Moët & Chandon Rosé.

Last year, the 2018 Mercedes-AMG GT R won one of eight coveted spots on our 2018 Automobile All-Stars list. Our resident hot shoe Andy Pilgrim dubbed it “the best example of brute force with no ignorance I’ve ever had the pleasure of driving.” The only problem? The two-door GT R allowed its driver to share its staggering muscle and handling brilliance with only one lucky passenger.

Well, AMG devotees can now invite three friends to the power party, thanks to the arrival of the all-new 2019 Mercedes-AMG GT 4-Door Coupe. Unlike its two-door sibling, the new four-door is not an AMG-modified version of an existing Benz. It’s an entirely AMG-bred machine, an all-wheel-drive, performance-biased rival to the Porsche Panamera. The U.S. market will get three versions. The entry-level model is the GT 53, featuring Benz’s all-new, turbocharged 3.0-liter inline six with an electric supercharger and a mild hybrid system dubbed “EQ Boost” that adds 21 horsepower and as much as 184 pound-feet of torque. Total output is 429 hp at 6,000 rpm and 384 pound-feet at 5,800. Next up is the GT 63, which boasts the same AMG 32-valve, twin-turbo 4.0-liter V-8 found in the two-door GT R. It delivers 577 hp at 5,500 rpm and 74 more pound-feet of torque than in the two-seater, 590 lb-ft at 2,500 rpm. Finally, at the top of the pyramid, just itching to meet a Panamera Turbo at a stoplight, is the version I drove around COTA, the GT 63 S, with its version of the twin-turbo V-8 boosted to a thundering 630 hp at 6,500 rpm and 664 lb-ft at 2,500. Both V-8 models are mated to a wet-clutch nine-speed automatic transmission; the GT 53 gets a nine-speed with a conventional torque converter. The V-8 GTs will arrive early in 2019, with the GT 53 following shortly thereafter.

As you’d expect from AMG’s star GT 4-Door, the 63 S is one seriously quick automobile. The maker claims a 0-to-60-mph time of just 3.1 seconds and a top speed electronically limited to 195 mph. There’s also the all-weather versatility of AMG Performance 4Matic+ variable all-wheel drive, which uses an electro-mechanical clutch to bias more torque to the front axle as necessary. Standard on the 63 S (and optional on the GT 63) is a Drift Mode feature, which deactivates the transfer case when the car is in Race mode, allowing the 63 S to operate entirely in rear-wheel drive—the better to burn the back tires into smoking husks while you pirouette sideways through turns. Also standard on the V-8 models are an electronically locking rear diff and rear-wheel steering. Up to 62 mph, the rear tires steer opposite to the fronts, effectively shortening the wheelbase and improving responsiveness. Above 62 mph, the rears steer in phase with the fronts—elongating the wheelbase for added stability at speed.

No fewer than six driving modes are available to tailor the 63 S to your motoring needs: Slippery, Comfort, Sport, Sport+, Race, and Individual, which allows the driver to create a customized profile of powertrain response, steering feel, suspension damping, and even the exhaust valves. Within the various modes is a new AMG Dynamics feature that—using on-board sensors to monitor such inputs as speed, lateral-g force, and steering angle—constantly adjusts the stability control, all-wheel drive, rear-axle steering, and the limited slip. The Slippery and Comfort driving modes get a “basic” setting, optimized for stability. In Sport mode the AMG Dynamics shift to “advanced,” which lowers yaw damping and quickens steering response for improved responsiveness. Sport+ gets a “pro” setting, which adds even more liveliness and driving assistance. Finally, for track driving, the Race mode uses a “master” setting that allows a bit of oversteer and the quickest steering response of all. Whenever a particular driving mode is selected, the corresponding AMG Dynamics setting is displayed on the multimedia screen.

While the GT 53 rides on an AMG Ride Control sport suspension with steel springs and adaptive damping, the V-8 models feature an air suspension, also with adaptive damping. Three different spring-tuning settings are available, depending on the selected driving mode. To reduce roll and pitch, the spring rate is also automatically adjusted in such conditions as hard acceleration, heavy braking, or sudden turning maneuvers.

Active aerodynamics are employed on every AMG GT, the rear spoiler flattening-out for reduced drag on straightaways and moving to a steep, high-downforce setting in turns. Choose the available Aerodynamics package (available only on V-8 GTs), and the size of the front splitter is increased while the active rear wing is replaced with a fixed, manually adjustable rear spoiler. At 186 mph, the fixed rear wing provides an additional 66 pounds of downforce compared with the active version. In front, 20 vertical fins in the lower front bumper are opened and closed by an electric motor to steer the airflow as necessary (and to ensure optimum engine cooling).

While nowhere near as dramatic as its long-hooded, two-door GT R cousin, the GT 4-Door is a clean, flowing shape with a profile a bit more rakish than its Panamera rival’s—though not as distinctive as the Maserati Quattroporte’s. The V-8 models get a sportier front end than the GT 53, with larger air intakes wrapped in silver trim. Optional cosmetic packages include Night (with high-gloss black trim), Chrome, and Carbon Fiber. Wheel sizes from 19 inches to 21 inches are available, all of them in lightweight alloy to minimize unsprung weight.

The GT 63 S is nothing short of gorgeous inside, leather-lined and radiating quality like a Louis Vuitton steamer trunk. Most important, of course, are those two rear seats—and I’m happy to report they’re plenty roomy. An available Executive Rear Seat Package includes a center console with touchscreen infotainment and climate controls, wireless mobile-phone charging, and even a temperature-controlled cupholder. The package also allows the rear seats to fold forward, increasing trunk space.

Up front, the GT 63 S features two huge 12.3-inch color displays with a choice of three modes: Classic, Sport, and Supersport—which adds additional performance info and, most helpfully when shifting manually via the aluminum wheel paddles, a large shift light that blinks red when you’re approaching the rev limit. The steering wheel is a superb, flat-bottom three-spoke design. It also sports “display buttons” that are actually tiny touchscreens capable of displaying various icons depending on the function being used. Without removing either hand from the steering wheel, the driver can control everything from the infotainment system to the preferred driving mode. And if you feel like channeling your inner Lewis Hamilton, every GT 4-Door comes standard with an AMG Track Pace package that, when driving on a race circuit, displays more than 80 pieces of data, from g loads to 0-to-60-mph times. In addition, the system can record lap and sector times, allow drivers to analyze their driving performance back in the pits.

On the road, the GT 63 S is refined and impressively quiet, with almost no discernable wind noise. Even in Sport mode, the ride remains fluid and comfortable, never turning harsh when the pavement is broken. As you’d expect given the 664 pound-feet on tap, the car surges away from stoplights and up steep hills effortlessly, the nine-speed transmission slicing-up the torque into seamlessly distributed chunks. Information is well-displayed and easy to read, though the interface can still be awkward to use (the central touchpad is overly touchy and difficult to navigate, especially on the move). If you like hanging out in nightclubs, you’ll love the glowing band of colored lighting that winds its way across the doors and dash.

It’s on the track, though, that the GT 63 S really shows its mettle. Lapping the 3.4-mile, 20-turn COTA circuit—home to the Formula 1 United States Grand Prix—I started out in Sport+ mode, following in line behind German racer (and winner of the 2018 24 Hours of Nürburgring) Jan Seyffarth, who wasted no time getting up to speed. For a leather-lined, luxuriously appointed Gran Turismo, the 63 S runs damn well. Acceleration is fierce albeit completely composed, the 4Matic+ system putting the power down seamlessly. At the end of the 0.62-mile back straight, the 63 S was closing-in on 160 mph; fortunately, the brakes are huge, ventilated and perforated composite discs with 6-piston fixed calipers in front. At no point during our lapping session did they even hint of fade.

AMG had not yet finalized curb-weight figures at the press preview, but it’s safe to say the GT 63 S is no featherweight—despite extensive use of aluminum and carbon fiber in the mostly steel structure. Yet it bites hard into turns, with little understeer, and displays impressive composure during transient maneuvers (especially welcome when you’re flying through COTA’s high-speed esses). Steering feel is excellent, nicely weighted and delivering useful cornering-load feedback. For one lap I switched into Race mode and, appropriately, the 63 S seemed to loosen-up, the tail definitely becoming more lively and steering feel seeming to quicken. I could still feel the stability system stepping in, though, if I was too heavy on the throttle exiting a turn.

Pricing is still to come, but figure a base sticker of around $150,000 for the well-outfitted GT 63 S. That puts it roughly on par with the Panamera Turbo and slightly above the rear-drive Maserati Quattroporte GTS. So it’s pricey, yes, but this new AMG does everything well: it’s comfortable, beautifully attired, loaded with every imaginable amenity, built like a bank safe, and fast enough to nip at the heels of just about any sports car you can name. Now, go choose three lucky friends.

[jesusvasser]

Four Seasons 2017 BMW M2 Wrap-Up

Every year, at least one member of our Four Seasons fleet gets the staff frothing. Presently, the Civic Type R fits the bill, but last year that honor went to the now-departed 2017 BMW M2. The car arrived at our Detroit bureau midway through the fall, prompting the near-immediate sourcing of a set of winter tires (Pirelli Winter Sottozero Serie II), which stayed on the M2 for the first five months and 12,000 miles of its Four Seasons stint. But all that new rubber did was allow Team Michigan to enjoy the Long Beach Blue Metallic sports coupe more.

“This M2 is just a blast, even in the snow,” then-road test editor Eric Weiner said. “It rides pretty stiff on these beat-up roads, especially on side streets with uneven surfaces and large patches of built-up ice and snow, but turn off DSC and traction control, and enjoy beautiful and effortless drifting around corners.”

Former videographer Sandon Voelker took the M2 down to Florida while it still wore its winter shoes and made a detour to North Carolina’s famous Tail of the Dragon. “Even on winter tires and temps getting up near 40 degrees, the M2 clung tight to the carving road,” he noted. “The tight on-camber corners are what makes this road unique, and the M2 stuck to every one.”

“The M2 doesn’t just hug the road—it takes it and strangles it.” —Mike Floyd, Editor-In-Chief

Less than two months later, the coupe made its way back down to the Carolinas, this time with Weiner at the wheel and its Michelin Pilot Super Sport summer shoes on. In South Carolina, near BMW’s Spartanburg factory, Weiner and the M2 met up with our resident pro racer, Andy Pilgrim, and a 2011 BMW 1M. BMW threw on a fresh set of Michelins while the M2 was in South Carolina—at that point the original set only had about 4,000 miles on it, but we aren’t the type to say no to a set of fresh rubber.

Unlimited class: BMW only built 740 examples of the famed 1M for the U.S. and just 220 for Canada, but there are no fixed limits for its 365-hp successor.

“I couldn’t disagree more with the people who go on about dead-feeling electric power steering and a disconnected chassis,” Pilgrim declared regarding the M2 after some time in both cars. “This steering has excellent weight, razor-sharp response, and predictable precision. There’s better road feel in the 1M, but that’s it.”

The praise for the chassis continued. “The M2 doesn’t just hug the road—it takes it and strangles it,” editor-in-chief Mike Floyd opined. “This car is more than capable of handling any stretch of broken concrete or asphalt in its way, any urban environment. But it excels where you expect it to, on a circuit, your favorite mountain road, and anywhere else a performance car roams with impunity.”

Executive editor Mac Morrison chimed in to say, “The M2 is an easy car to manipulate with the gas pedal, and its quick steering and reasonably lively chassis setup made me happy every time I drove it.”

Enough about the chassis—you get the idea. What about the 3.0-liter turbocharged inline-six under its long hood? With 365 hp and 343 lb-ft of torque—369 lb-ft with overboost—it pulls the M2’s 3,505 pounds along to 60 in just 4.2 seconds.

“Just firing up the 3.0-liter turbocharged straight-six is an aural treat, the quad-port exhaust belching out sensational growls and pops with every roll on the throttle pedal,” Weiner wrote in “Shooting Stars,” his 1M meets M2 feature.

Contributor Marc Noordeloos was less enthusiastic, however. “The M2’s inline-six makes gobs of power, but it’s not the most exciting engine around,” he said. “It’s more of a tool to get the job done than an emotional, visceral powerplant,” he continued after tracking the M2 at Grattan Raceway outside of Grand Rapids, Michigan.

Reactions to the seven-speed dual-clutch automatic, which added $2,900 to the price tag, were not as positive.

“I continue to dislike the BMW shifter setup,” Floyd said. “I get the shift-by-wire thing, but I don’t get why it has to be so clunky to operate.”

Noordeloos wasn’t a fan, either. “You can tell the DCT isn’t the latest and greatest dual-clutch setup,” he said. “The clutch can be quite grabby and jerky from a stop, especially when cold. I also find the auto mode shift points sometimes have a mind of their own. There are times it shifts when you’d hope and other times it hangs on far too long. I end up switching to manual mode 95 percent of the time.”

Still, Noordeloos felt that the DCT matched the M2 well and wasn’t without merit. “The car has so much power that the ultra-fast shifts of the dual-clutch box fit it perfectly,” he said. “I’m a tried and true manual guy, but having driven both, there are some plusses to the DCT versus the manual in the M2.”

Features editor Rory Jurnecka was more firmly in the “just get the stick” camp. “The M2’s dual-clutch gearbox makes traffic a breeze, but it’s not perfect in its operation,” he said. “Especially when cold, the transmission’s response moving away from a stop can be lazy, with longer-than-expected periods of clutch slippage followed by abrupt take-up and the resulting jerk forward. It’s an inconvenience more than a serious issue, but I can’t help but think I’d just save myself the hassle—and the $2,900—and spec the standard manual gearbox.”

Aside from the transmission, the only other gripes anyone made were directed at rattles and creaks that developed over the course of the M2’s stay with us. Not entirely surprising given that it’s a stiffly sprung car that spent plenty of time in urban environments with roads of questionable quality, but it’s still disappointing for a car that rings in at more than $50,000—$57,545 in our tester’s case with the added DCT gearbox, $1,400 Executive package, and $550 paint.

Thanks to BMW’s free maintenance program, the three scheduled service visits we made with the M2 cost a combined $0. That program doesn’t cover replacement of windshields or repair of scratched bumpers, however, which set us back $698.88 and $1,112.69, respectively—both steep fees. The winter Pirellis cost $1,270.14 shipped from Tire Rack, plus $100 for the mounting and installation, and later we parted with another $100 to put the original Michelins back on.

The set of BMW-supplied Michelins would have cost $1,055.72, and we ended up replacing one of those tires when the M2 picked up a flat during a session at Michigan’s Gingerman Raceway. That replacement cost $335.97 ($290.87 for the tire, $45 for installation). A dealer visit for a brake flush ahead of that track day added $139.82. Around $4,800 worth of expenses is a bit steep for one year, but hefty tire bills are often part of the deal when daily driving a proper sports coupe.

Steep gas bills were also no surprise. The M2 is rated at 20/26 mpg; we saw an average of 22.9 mpg over our 26,799 miles with the car. Rarely has a driver’s car been the ride of choice for as many road trips, but that just speaks to how much we loved this one. Morrison summed up succinctly: “It’s a blast to drive, the best driver’s BMW in years, and you don’t have to drive it at insane speeds to get big enjoyment out of it.”

OUR 2017 BMW M2

MILES TO DATE Start/End: 312/27,111 GALLONS OF FUEL 1,169.19 OBSERVED MPG 22.9 mpg FUEL COST TO DATE $3,606.93 AVERAGE COST/GALLON $3.08

MAINTENANCE

3 x Oil Change $0.00

RECALLS and TSBs

None

OUT OF POCKET

Winter tires and installation $1,370.14 front bumper repair $1,112.69 Mount and balance tires $110.00 Summer tire installation $100.00 New summer tire set $1,055.72 Brake flush $139.82 Tire replacement and mounting $335.97 Windshield replacement $698.88

SPECIFICATIONS

AS-TESTED PRICE $57,545 ENGINE 3.0L turbo DOHC 24-valve I-6/365 hp @ 6,500 rpm, 343 lb-ft @ 1,400-5,560 rpm TRANSMISSION 7-speed dual-clutch automatic LAYOUT 2-door, 4-passenger, front-engine, RWD coupe EPA MILEAGE 21/26/23 mpg (city/highway/combined) L x W x H 176.2 x 73.0 x 55.5 in WHEELBASE 106.1 in WEIGHT 3,505 lb 0-60 MPH 4.2 sec TOP SPEED 155 mph

OUR OPTIONS

Long Beach Blue Metallic $550 M dual-clutch transmission $2,900 Executive package $1,400 Park distance control $0 Automatic high-beams $0 Rearview camera $0 Wi-Fi hot spot $0 Heated steering whee $0 Wireless charging $0

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[itsworn]

Iron Maiden, Part III How to Make 496 HP from a Junkyard 6.0L

This is going to cause some headaches for the forum dwellers who claim that nothing less than rectangle-port heads and a giant cam will make 500 hp on an LS engine. We made nearly 500 with a little cam, a factory truck intake, a pair of nearly stock cathedral-port heads, and a 150,000-mile iron 6.0L short-block. We’re a bit surprised, too—but only slightly. While everybody else says you need to go big, we think being conservative might just be an asset, after all.

In parts I and II of the Iron Maiden saga, we began with a baseline dyno test of the stock engine and ended by testing a set of CNC-ported 5.3L heads from West Coast Racing Cylinder Heads (WCRCH), a stock LS6 camshaft, shorty headers, and a factory LS6 intake manifold that made 457 hp and 455 lb-ft of torque. Those are stout numbers, but now we’re gonna really step on the throttle! Our Test 1 baseline for this installment is the results of the final test from last month.

Jumping right into it, we removed the LS6 camshaft and replaced it with a Comp 269 LR roller with 15 degrees more intake duration, 9 degrees more exhaust, 0.050-inch more valve lift, and a tighter lobe-separation angle. All of these things added up to a cam that would add some power, but perhaps more importantly, not sacrifice the low-speed throttle response we’re trying to preserve. To that end, despite this cam’s more aggressive specs, it’s still really mild and idled on the dyno at 14 inches Hg of manifold vacuum.

Following the scientific method of controlling variables, we only changed one thing for this test, but it was enough to make a huge difference in the power curve. Normally, we would expect that adding a longer-duration cam would hurt the torque at the bottom in favor of making horsepower at the top, but with the cam still conservative at only 219 degrees at 0.050, Test 2 revealed that at 2,600 rpm we gained 15 lb-ft and added as much as 26 lb-ft at 3,800 rpm, while peak torque improved from 455 to 472, a gain of 17 lb-ft. Of course, the horsepower increased as well, with a peak gain of 18 hp to 475 hp at a mild 5,800 rpm.

We were now making a solid 475 hp, but there were still minor gains to be made. We dropped the shorty headers in favor of 1 3/4-inch long-tube headers, still running with mufflers. That change saw an amazing 27 lb-ft of torque improvement at 3,000 rpm, while average torque jumped a solid 10 lb-ft. Peak horsepower gained 9 hp, which is certainly nothing to scoff at. The longer primary tubes are the main reason for the improvements.

The next test was the one we had been waiting to perform: returning that simple yet amazing TrailBlazer SS intake back on the Iron Maiden, now with the bigger cam and ported 5.3L heads. Up until now, we’d been using the factory LS6 intake. This may seem like a step backward, with a combination that is little more than a stack of near-OE parts—a 150,000-mile 6.0L truck short-block, tweaked 5.3L heads, a stone-stock truck intake, and a very conservative Comp cam. Yet the power this combination makes is astonishing.

We’ll admit, we tried hard to make that 500 hp level. But after a few attempts, we wanted to keep it real and claim what we made: 496 hp at a loafing 5,600 rpm, with an equally impressive peak torque of 496 lb-ft at 4,800 rpm. What’s more, the engine never made less than 420 lb-ft of torque from 2,600 rpm all the way through 6,000. Now, let’s look at the average torque numbers. Test 1 started with an average of 417 lb-ft, which is not bad. But with the addition of just the cam, the long-tube headers and the TrailBlazer intake, the average torque jumped by nearly 45 lb-ft. The peak torque from Test 1 to Test 4 rumbled from 455 to 495 lb-ft.

Let’s put these numbers into perspective. A stock Chevrolet Performance 454 HO crate engine is rated at 500 lb-ft of torque at 3,500 and 438 hp at 5,300. To be fair, Chevy uses a more conservative testing procedure and correction factor that reduces the power numbers. Plus, the cam in this Rat crate engine is even smaller than the one in the Iron Maiden. But the Rat is packin’ 454 ci. Our Iron Maiden is a junkyard refugee at 364 inches, and in its current configuration makes almost the same torque, but 60 hp more. And the Maiden is dramatically lighter. So, what we really have here is mild big-block potency in a very small package—a big bang in a small box.

There was also one last test we wanted to run in this session. Until now, we’d been focused on EFI for our fuel-mixing duties but realized that some car crafters may want to run with a more traditional carburetor instead of messing with the electronics.

We’ll admit that we’re definitely carb-friendly. We like carburetors because they’re simple, so we decided to compare a dual-plane intake setup since our goal is building torque for the street. We realized it wasn’t fair to compare the Edelbrock Performer RPM dual-plane and 750-cfm carburetor with the TrailBlazer intake, since the taller truck intake doesn’t fit under many hood lines. Instead, we chose to compare it with the LS6 intake.

Even with its short height, the LS6 intake still enjoys a longer runner than the dual-plane carb intake. The LS6 (Test 3) managed 480 lb-ft against the 463 lb-ft of the carbureted/ dual-plane intake. Power levels were a little closer, with the old-school carburetor able to pump the horsepower to 475, while the EFI pushed the peak to 484 hp.

The only place where the carburetor might have an advantage is in cost. Including the price of a new Edelbrock Performer RPM, a new Holley 750 mechanical secondary carburetor, and an MSD ignition box, this setup comes in at just less than $1,250. If you already had a carburetor, the price falls to just more than $650—quite a bit less expensive than an EFI package.

Since performance is what we’re really all about, we simulated the peak power combination with both the TrailBlazer SS intake and the carbureted version. If you recall from Part II, the Quarter Pro simulation program estimated that our Orange Peel Chevelle with 3.50:1 gears, 26-inch-tall tires, and good traction at a 3,500-pound race weight would run 12-teens at 113 mph. This current combination with the ported heads, Comp cam, long-tube headers, and the TrailBlazer SS intake would push the Chevelle to 11.60s at 117 mph. The carbureted version would be slightly slower at 11.90s at 115 mph. These are estimates based on a very minimal tire spin. Traction plays a big part in running these times, as we’re dealing with big-block torque levels.

As impressive as these numbers are, we’re pretty sure there is still more power hiding in the induction system. Looking at the relatively low peak horsepower rpm point, it’s clear that, while formidable, the TrailBlazer SS intake is holding this effort back from even bigger numbers. We plan to try a few different intake manifolds in an upcoming session to see if we can perhaps bump up the power a little more and perhaps gain another small bump in cam timing.

The Iron Maiden is living up to her name, with strong performance so far. It’s clear that from here on the gains will become smaller and harder to achieve, but we think this Maiden is still hiding power in between those iron walls!

They say never look a gift horse in the mouth, but our Iron Maiden has given us the gift of big power. All we had to do was unlock its secrets.

We completed Iron Maiden Part II with the CNC-ported, 5.3L heads, an LS6 intake, and the shorty headers that made 457 hp and 344 lb-ft of torque. This is the baseline for all our power comparisons for this installment.

The next step (Test 2) was to replace the stock LS6 cam with a much stronger yet still mild Comp LSR cam with 219 degrees at 0.050 duration and a touch more than 0.600-inch lift.

All the tests in Part III used the ported 5.3 heads tuned up by West Coast Racing Cylinder Heads. With respectable flow numbers and good velocity, combined with a bump in compression, these heads really work—at half the cost of a set of aftermarket LS heads.

For Test 3, we removed the shorty headers and replaced them with a set of long-tube, 1 3/4-inch headers that were also fitted with mufflers.

Kevin Crocie, son of our good friend, Ken Crocie, stopped by during our dyno session, so of course we immediately put him to work. He’s just buttoning up the install of the TrailBlazer SS intake manifold and checking the header bolts to make sure they’re tight.

The Trailblazer SS intake (left) is roughly four inches taller than the LS2 intake shown in comparison. Both of these intakes use a four-bolt throttle-body. The TrailBlazer SS throttle-bore opening is 3.5 inches, the LS2 is 3.6, and the stock three-bolt LQ4 truck intake is just a touch more than 3.0 inches or 78 mm. A 102mm throttle-body is equal to 4.01 inches.

This is the Iron Maiden in its 496hp configuration with the WCRCH-ported heads, TrailBlazer SS intake, larger 102mm throttle-body, electric water pump, long-tube headers, and 219 Comp camshaft. This package idles at 875 rpm with 14 inches of manifold vacuum.

We also wanted to test a carbureted configuration and chose the Edelbrock Performer RPM dual-plane, since torque is what we’re after. Although a single-plane would have made more peak power, it would have sacrificed too much torque for our liking.

Topping off the Edelbrock intake was a Holley 750 HP carburetor. This configuration is certainly simpler to install and uses the MSD ignition controller to generate the spark. This package was down slightly against both the TrailBlazer SS and LS6 intakes but still made 475 hp.

This graph tells the whole, torque-filled story. At 3,000 rpm, there is a difference of nearly 60 lb-ft of torque between Test 1 and Test 4. That would feel like a mild nitrous hit in a back-to-back comparison. Plus, the Test 4 curve never drops below 400 lb-ft of torque over the entire rpm range. Those are mild big-block numbers.

We chose to compare the carbureted intake test with the LS6 EFI intake since they are both low-profile manifolds that will work in tight engine compartments. The shape of both curves is very similar, with the EFI manifold making just a little bit more power everywhere compared with the carbureted curve.

Cam Specs

Camshaft Duration Valve Lift Lobe-Separation Angle (LSA) at 0.050 LQ4 -’01-’04 – Int. 196 0.457 114 LQ4 – Exh 207 0.457 LS6 – ’02-’04 – Int. 204 0.555 117.5 LS6 – Exh 218 0.551 Comp 269 Lr – Int. 219 0.607 112 Exh. 227 0.61

Test 1 – Best from Part II – CNC-ported heads, LS6 cam, LS6 intake, shorty headers

Test 2 – Add 219 COMP cam – retained CNC heads, LS6 intake, and shorty headers Test 3 – Add 1 34-inch primary long-tube headers Test 4 – Add Trailblazer intake

RPM TQ1 HP1 TQ2 HP2 TQ3 HP3 TQ4 HP4 2600 366 181 381 189 389 192 410 203 2800 371 198 390 208 409 218 424 226 3000 384 220 404 230 431 246 443 253 3200 392 239 416 253 440 268 450 274 3400 397 257 420 272 441 286 454 294 3600 408 280 430 295 444 304 462 316 3800 421 305 447 323 453 327 473 342 4000 432 329 455 347 460 351 479 365 4200 441 353 462 369 464 371 481 384 4400 450 377 466 390 470 394 487 408 4600 452 396 469 411 477 417 493 432 4800 455 415 472 432 480 439 495 452 5000 454 432 469 447 478 455 494 470 5200 449 445 465 460 472 468 487 483 5400 441 453 455 468 464 477 477 490 5600 428 457 443 473 452 482 465 496 5800 413 456 430 475 438 484 447 494 6000 396 453 414 473 420 480 430 491 6200 381 450 400 472 405 478 415 490 AVG 417.5 348.7 436.2 364 446.7 371.9 461.5 383.8 PEAK 455 457 472 475 480 484 495 496

CARB vs. EFI Test

RPM Carb Carb EFI EFI TQ HP TQ HP 2600 378 187 389 192 2800 396 211 409 218 3000 412 235 431 246 3200 426 260 440 268 3400 436 282 441 286 3600 443 304 444 304 3800 447 324 453 327 4000 451 344 460 351 4200 456 365 464 371 4400 459 384 470 394 4600 460 403 477 417 4800 462 423 480 439 5000 463 441 478 455 5200 454 450 472 468 5400 446 459 464 477 5600 437 466 452 482 5800 424 469 438 484 6000 414 473 420 480 6200 402 475 405 478 AVG. 435.1 362.1 446.7 371.9 PEAK 463 475 480 484

Parts List

Description PN Source Price Used LQ4 iron 6.0L N.A. Swap Meet $550.00 Holley HP ECU 558-500 Summit Racing $1,120.95 Holley EFI harness for LS 24x/1x 558-102 Summit Racing $382.96 Holley harness for LS truck injectors 558-214 Summit Racing $153.95 Sniper fuel rail LS1 850005 Summit Racing $114.95 Summit shorty LS headers SUM-9021 Summit Racing $199.97 Stock LS6 camshaft Used Friend $50.00 AC Delco Trailblazer SS intake manifold 12580420 RockAuto $137.79 ICT Billet four- to three-bolt throttle-body adapter 551511 Summit Racing $20.69 AC Delco LS6 intake, used w/TB 88894339 eBay Motors $400.00 Comp LS1 269Lr cam 54-456-11 Summit Racing $388.97 Comp LS rocker trunion upgrade kit 13702-KIT Summit Racing $141.97 Comp stock-length Hi-Tech pushrods 7955-16 Summit Racing $131.97 Comp beehive valvespring kit 26918CS-KIT Summit Racing $339.97 Edelbrock Performer RPM LS intake 71187 Summit Racing $316.84 Holley HP 750-cfm carburetor 0-80528-1 Summit Racing $590.36 MSD LS6 ignition controller for 24x 6014 Summit Racing $337.46 Fel-Pro head gasket, MLS – Left 26472L-053 Summit Racing $74.97 Fel-Pro head gasket, MLS – Right 26472R-053 Summit Racing $78.97 ARP head-stud kit 234-4110 Summit Racing $359.16 West Coast Racing 5.3L head, CNC 5.3L Stage 2 WCRCH $1,062.00 Hooker long-tube, 1.75-inch dia. headers 2289HKR Summit Racing $597.95 Holley Sniper LS1 fuel-rail assembly 850005 Summit Racing $114.95

The post Iron Maiden, Part III How to Make 496 HP from a Junkyard 6.0L appeared first on Hot Rod Network.

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[moneyhealthfinance-blog]

Earnings Reaction History: RPM International Inc., 25.0% Follow-Through Indicator, 3.0% Sensitive

Shutterstock photo Expected Earnings Release: 01/04/2018, Premarket Avg. Extended-Hours Dollar Volume: $ 40,037 RPM International Inc. ( RPM ) is due to issue its quarterly earnings report in the upcoming extended-hours session. Given its history, traders can expect light trading in the issue immediately following its quarterly earnings announcement. Historical earnings ev… Latest Articles in

[graffiti-vibe-blog]

Dealing from the Top of the Deck: Tarot Rats announce their new EP 3.0 and tour

Tarot Rats set out with one mission: to write, record and perform the music they love - vintage soul, rock, and blues. The band’s sound has mainly evolved to explore lead singer Tim (Steel) Hill's vocals, a man blessed with a voice way beyond his years. It’s become the focal point of their latest writing sessions, and rightly so.

With their unique take on the blues-rock genre, the Rats offer an eclectic mix of full-on, over-driven riffs combined with stripped-back, soulful acoustic melodies: one foot firmly in the heart of the blues era, the other striding forward - keeping it alive, keeping it fresh and bringing the music to a brand new generation.

The Tarot Rats have announced their new EP 3.0, to be released on September 22nd 2017. Ever seeking authenticity, the band recorded live onto 2" tape: a deliberate choice to capture a classic vintage rock and blues sound. “We recorded it live to show what to expect when you come to a Rats’ gig,” explains guitarist Christ Sansom, “We often get asked what we sound like live. Grab an EP and see for yourself!"

The first track from the new release has a true classic edge and gets driven hard: 'War Begins in the Minds of Men' is now a staple in the Tarot Rats’ set.

The band has never been ashamed to wear their hearts on their sleeves and the EP is laced with a rich essence of influences from the early rock of the 1960s to huge modern bands like MUSE and Incubus. Stand-alone heroes like Kate Bush and Bowie have also inspired the band and help to maintain freshness and individuality.

Guitarist Johnny Hammond elaborates: “We as musicians take influence from so many artists, but write what we are feeling at the time, which is why we diversify our material, from stripped-back acoustic arrangements to upbeat modern tracks like ‘When We Were Young’  - it’s just how we write, and everyone seems to be behind that."

Born Music Website agrees and praises “An impressive-sounding dynamic which is owed in part to their varied musical backgrounds.” The site goes on to acknowledge that “One of the group’s main aspects is authenticity… That raw honesty is something that is deep in the heart of their music, making sure ‘it’s music people can relate to’, but with ‘killer riffs to keep you pumped.’”

Recently signed to RPM  Management, Tarot Rats are about to embark on a year of heavy gigging, from festivals to intimate acoustic sessions.  Tour dates are listed below, with further appearances to be announced and added.

With another EP already written and ready to record, next year is looking very good for Tarot Rats, and an album is already in the offing (due at the latter end of 2018).

Upcoming Dates

SEPTEMBER 22ND - THE FORUM - TUNBRIDGE WELLS, KENT

OCTOBER 28TH - THE GEORGE - CRANBROOK, KENT DECEMBER 15TH - THE GREEN DOOR STORE, BRIGHTON

More to be announced soon

News story provided by Central Press PR

[nealtv8]

Up in the air, safety is key. This training session covers the process for following a standard traffic pattern, from initial climb to final approach: . Enter the traffic pattern . Safely navigate each leg of the pattern . Maintain visual contact with the airfield . Know where to expect other air traffic and how to avoid it Social: Twitch: https://bit.ly/35N8IHF Non-Gaming Channel: https://www.youtube.com/c/2nealfire Twitch VOD Channel: hyperurl.co/yg8i18 Discord Server: https://bit.ly/2QcI4Ty Imgur: http://bit.ly/2ckec28 Facebook: http://bit.ly/2bPiBMt Twitter: http://bit.ly/2cpGHfa Instagram: http://bit.ly/2c66vRn Steam Profile: http://bit.ly/2bWgCD8 Steam Group: http://bit.ly/2bVD1lw Support: Patreon: https://bit.ly/2m3POFY Green Man Gaming: http://bit.ly/2cqrL3k CD Keys: https://bit.ly/2MIatyd Humble: https://bit.ly/2DPdgTs Donate/Tip: https://bit.ly/2TNoG29 Anonymous Donate/Tip: https://bit.ly/2GhjeN8 Download TubeBuddy: https://bit.ly/2Z0MLVQ Computer Specs: Main PC Specs: CPU: AMD Ryzen 9 3900X 3.8GHz, Dozen-Core CPU Cooler: AMD Wraith Prism Cooler Motherboard: MSI B450 Gaming Pro Carbon AC (AM4 ATX) RAM: G.SKILL TridentZ 32GB (4 x 8GB) DDR4-3200MHz SSD: Samsung 840 EVO 500GB HDD1: Seagate Barracuda 3TB 7200RPM HDD2: Western Digital Black 2TB 7200RPM HDD3: Western Digital Blue 4TB 5400RPM HDD4: Western Digital Black 6TB Case: Thermaltake View 71 RGB GPU: EVGA GeForce RTX 2080 XC2 Ultra ACX ICX2 (8GB GDDR6) PSU: EVGA Supernova 850 G5, 80+ Gold DISP 1: 1x Samsung S24R350 (24"/1080p) DISP 2: 1x ASUS VE248H (24"/1080p) MOUSE: Logitech G502 RGB KB: Corsair K68 (Cherry MX Red) Game Capture: AVerMedia Live Gamer 4K Camera Capture: AVerMedia Live Gamer HD 2 Streaming/Recording PC Specs: CPU: AMD Ryzen 7 1800X 3.6GHz, Octa-Core CPU Cooler: Corsair H100i V2 Motherboard: MSI B350M Mortar (AM4 Micro ATX) RAM: G.Skill Ripjaws V 16GB (2 x 8GB) DDR4-2400MHz HDD1: Western Digital Blue 2TB 5400RPM HDD2: Seagate Barracuda 500GB 7200RPM HDD3: Seagate Barracuda 4TB 5900RPM SSD: Western Digital Black PCIe 256GB GPU: EVGA GeForce GTX 1050 Ti FTW ACX (4GB GDDR5) Case: Thermaltake Core V21 PSU: Corsair RM750x, 80+ Gold Capture: AVerMedia Live Gamer 4K DISP 1: 1x ASUS VE248H (24"/1080p) DISP 2: 1x Sceptre E24 (24"/1080p) MOUSE: MSI Interceptor DS B1 KB: Logitech G710+ (Cherry MX Brown) Video Rendering PC Specs: CPU: Intel Core i7-7700k 4.2 GHz, Quad-Core CPU Cooler: be quiet! Dark Rock Pro 4 Motherboard: Gigabyte AORUS GA-Z270X Gaming 7 (LGA 1151 ATX) RAM: Kingston HyperX Fury Black 16GB (2 x 8GB) DDR4-2133MHz HDD: 2X Western Digital Black 1TB 7200 RPM SSD: Kingston A400 120GB GPU: EVGA GeForce GTX 1070 SC ACX 3.0 Black Edition (8GB GDDR5) Case: NZXT H500 PSU: Seasonic M12II Bronze EVO 850W, 80+ Bronze DISP: Samsung 5 Series J5202 (43"/1080p) KB/M: Logitech K400 Laptop Specs: Dell Precision M4600 CPU: Intel Core i7-2860QM 2.50GHz, Quad-Core GPU: Nvidia Quadro 1000M (1GB) DISP: 1920x1080 Display SSD: SanDisk SSD Plus 480GB HDD: Toshiba Hard Drive 750GB Controllers: Logitech G27 Logitech Extreme 3D Pro Saitek X52 Pro Simu SKRS Thrustmaster TFRP Rail Driver Steam Controller XBOX One Controller Track IR 5 Cameras: Logitech C922 Panasonic HC-V770 Audio: Yamaha MG12XU Cloud Microphones CL-1 Cloudlifter RODE PodMic

[dubaigamers]

Lenovo Legion Y520 Gaming Laptop (i7-7700HQ 2.8GHz, 16GB RAM, 2TB HDD + 128GB SSD, 15.6" Full HD, 4GB GTX 1050 Ti, Bluetooth, Camera, Windows 10) | 80WK0194AX

Description for Lenovo Legion Y520 Gaming Laptop (i7-7700HQ 2.8GHz, 16GB RAM, 2TB HDD + 128GB SSD, 15.6" Full HD, 4GB GTX 1050 Ti, Bluetooth, Camera, Windows 10) | 80WK0194AX

Enter the arena with this slim, lightweight, portable gaming PC, that easily plays your games. Powered by 7th Gen Intel® Core™ processors and NVIDIA GTX 1050 discrete graphics, and featuring premium audio and optional hybrid storage for added speed, it’s ready for action. An optional backlit keyboard lets you play day or night, while its optimized thermal engineering keeps it cool for as long as you want to play – which will probably be a while.    

Features

  The Latest in Gaming Performance

Featuring the latest generation of processors, the Y520 sports up to a 7th Gen Intel® Core i7 CPU. With a 12-percent increase in productivity compared to previous processors and a 19-percent increase in web performance via a dedicated media engine, you can enjoy the latest in gaming performance and online gameplay.

Next-Generation Graphics

The Y520 comes with up to NVIDIA GTX 1060, which allow you to play games smoothly and with capable frame rates. So escort the payload in a first-person shooter knowing this gaming laptop delivers all the performance you need.  

Play games smoothly, with capable frame rates.

  Superfast Speed and Storage

The Y520 comes with up to 512GB of PCIe SSD storage, ideal for reducing boot-up time and in-game loading, or 2TB of HDD storage, perfect for storing your entire gaming collection. Or you can do both and opt for hybrid storage, effectively getting the best of both worlds.

Harman Audio With Dolby Premium

With or without gaming headphones, the Legion Y520 has you covered with 2x 2W Harman speakers with Dolby Audio Premium. Dolby Audio Premium is custom-tuned to deliver premium-quality audio for all content, for truly immersive gameplay.  

Premium-quality audio means more immersive gaming.

  Customize and Record With Lenovo Nerve Sense

Easily customize your settings, such as audio, active keys, cooling, and network priority – so you can focus on the game. Then, once you’re in the zone, record your highlights for replaying or uploading to streaming sites. Lenovo Nerve Sense makes it effortless.

Shine On With Red-Backlit Keyboard

The Y520 features a red-backlit keyboard, perfect for those late-night gaming sessions. This brilliantly crimson backlit keyboard features keys with 1.7mm of key travel distance, delivering crisp, accurate and responsive keystrokes perfect for in-game chatting and gameplay.  

Easily customize settings with Lenovo Nerve Sense.

      Portable Design

Starting at a mere 1.01" / 25.8mm thick and only 5.5lbs / 2.5kg in weight, wrapped in a smudge-resistant body, this gaming laptop goes wherever you do. So just toss the Y520 in your bag and enjoy powerful mobile gaming no matter where you go.

Thermal Engineering

The Y520 was designed to fight heat with strategically engineered fans and vents. Located close to the graphics card and processors, this fan system keeps hot air moving while rear-placed thermal vents remove that heat. Furthermore, you can use the Extreme Cooling shortcut within Lenovo Nerve Sense for gaming firefights that require an additional push of cooling.  

Strategically engineered fans keep your system cool.         Processor 7th Generation Intel Core i7-7700HQ Processor (2.80GHz 6MB)   Operating System Windows 10   Graphics NVIDIA GeForce GTX 1050 Ti 4GB     Memory 16GB DDR4 2400 MHz   Storage 2TB HDD 5400 RPM   128GB PCie SSD   Dual Drive Configurations available. (HDD + SSD)   Audio 2 x 2W Harman Certified Speakers with Dolby Audio Premium   Battery Life Up to 4-Hour   Display 15.6" FHD (1920 x 1080) IPS Anti-Glare LED Backlight with integrated camera   Dimensions (W x D x H) 14.96" x 10.43" x 1.09" / 380 x 265 x 27.8 (mm)   Weight 5.29 lbs (2.4 kg)   WLAN & Bluetooth Lenovo AC Wireless WiFi + Bluetooth 4.1   LAN 10/100/1000M Gigabit Ethernet   Ports 1 x USB 3.0 (Type-C)   2 x USB 3.0   1 x USB 2.0   1 x HDMI   Audio Jack   Microphone Jack   RJ45 LAN   4-in-1 Card Reader (SD, SDHC, SDXC, MMC)   Free 24 Hour Delivery in UAE  We offer express delivery to Dubai, Abu Dhabi, Al Ain, Sharjah, Ajman, Ras Al Khaimah, Fujairah, Umm Al Quwain, UAE for Lenovo Legion Y520 Gaming Laptop (i7-7700HQ 2.8GHz, 16GB RAM, 2TB HDD + 128GB SSD, 15.6" Full HD, 4GB GTX 1050 Ti, Bluetooth, Camera, Windows 10) | 80WK0194AX. Best Price Guarantee We offer the best price for Lenovo Legion Y520 Gaming Laptop (i7-7700HQ 2.8GHz, 16GB RAM, 2TB HDD + 128GB SSD, 15.6" Full HD, 4GB GTX 1050 Ti, Bluetooth, Camera, Windows 10) | 80WK0194AX in Dubai, UAE. Buy now with the best price! Read the full article

[gamertestdomi]

Prix conseillé : 2300 euros

Je commence à être un habitué des pc portable gamer de chez MSI, après mon test de l’excellent GS43VR Phamton Pro un pc de 14 pouces qui était une vraie machine de guerre malgré sa petite taille, voici que je m’attaque à un gros morceau : le GT72VR Dominator Pro, en version Dragon Edition qui est l’opposé du GS43VR de par sa taille, ici on aura à faire à un pc assez (voir très) imposant. Je m’étais habitué au GS43VR pour sa petite taille, pour moi cela était très pratique (pour les déplacements…),la puissance était également là, voilà que je repasse sur un PC de 17 pouces avec ce GT72VR Dominator Pro. Le pc est fait pour le gaming épaulé grâce à sa gtx 1070 et ses 8 go de mémoire dédiés GDDR5. Avoir une telle puissance dans un pc portable ne risque-t’on pas de voir sa batterie en prendre un coup ou bien d’être trop bruyant  ??? Cela était le point faible du GS43VR qui était (très) bruyant.

Je préfère être honnête, je n’ai jamais essayé un pc (portable/fixe) avec une telle puissance (gtx 1070), j’ai toujours testé des cartes graphiques inférieures gtx 960m (sur mon ASUS rog) et gtx 1060 sur les pc MSI eu en test, je vais pouvoir, enfin voir une réelle différence entre gtx 1060 vs 1070,  je rappelle que la gtx 1060 est largement supérieure à la 960m.

Unboxing :

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La boîte n’a rien à voir avec celle du GS43VR qui était magnifique, ici on retrouvera une boîte plutôt ordinaire, elle reste identique à ce que MSI fait pour la quasi-totalité de ses pc portables, une boîte rectangle, où le rouge domine l’ensemble, sur le devant nous aurons une représentation de GT72VR ainsi que le joli logo VR Ready, sur les côtés rien de bien intéressant, à l’arrière nous trouvons les gros arguments de vente du pc comme : la VR, la nouvelle génération de GTX et tout ce qui peut attirer l’attention, sous la boîte, on trouvera l’étiquette avec l’ensemble de ses caractéristiques générales.

Alors oui la boîte reste jolie mais on est loin de la luxueuse boîte offerte par le GS43VR.

A l’intérieure : 

Le GT72VR

Le chargeur

1 CD avec les drivers 

1 manuel d’utilisation

Ensemble Général : 

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Oui le GT72VR Dominator Pro Dragon Edition est magnifique en rouge et noir, cela change du tout en noir de chez MSI, ici le capot du pc est rouge, on ne trouvera plus le logo MSI avec le dragon illuminé, ici on laisse place à une reproduction du dragon où juste son œil sera rétroéclairé en blanc, alors dit comme ça, cela semble classe non ?? Cela aurait pu l’être beaucoup plus en vrai, pourquoi je dis cela ?? De loin, on ne voit quasiment pas la représentation du dragon qui est aussi en rouge, mais un peu moins foncé que le capot, alors dur de voir une quelconque différence de loin, on ne remarquera qu’une tâche éclairée en blanc, l’ensemble prendra effet une fois que l’on se rapproche au fur et à mesure du pc. D’une couleur différente du capot, exemple en gris l’effet aurait pu être “WHOUAAA”.  A l’exception de ce petit ratage, l’esthétique extérieure du GT72VR est très réussie et change du tout en noir de MSI, une fois ouvert, là j’ai eu mon petit effet “WHOUAAA”, on aura un petit rehaussement de quelques millimètres en bas du pc (vers le touchpad), ici on aura une nouvelle représentation du dragon, mais cette fois-ci en rouge qui est du plus bel effet.

Sur le côté gauche nous trouvons également 5 boutons :

Bouton Power

Bouton de ventilation 

Le bouton Xplit Gamecaster

Bouton pour changer la couleur du clavier

Bouton pour éteindre l’écran

Chaque bouton a son utilité et cela reste top d’avoir des boutons comme raccourci, rapides et efficaces.

Le GT72VR est certes, magnifique, mais il est très lourd et encombrant, pas facile de lui trouver une place au vu de sa taille et de son poids très imposant.

Travailler avec l’ordinateur sur les genoux dans son canapé ou fauteuil, reste une chose très compliquée avec ce GT72VR.

Le clavier de Steelseries n’est plus approuvé, la qualité est toujours au rendez-vous et reste merveilleux pour rédiger des longs textes, on pourra également compter sur la luminosité et de ses effets “Whouaaa” grâce au bouton qui se tient à gauche, changer la couleur à volonté et en un claquement de doigt reste top.  En parlant de couleur : le logo de Steelseries, 2 bandes qui se trouvent en bas du pc ainsi que le contour du touchpad seront également éclairés, l’effet est garanti. Le son quant à lui est toujours proposé par Dynaudio et sur le GT72VR, cela reste une vraie pépite, grâce notamment au rajout d’un petit haut-parleur qui se tient sous l’ordinateur, en plus des autres, regarder un film, écouter de la musique est idéal ici. La dalle FullFD de 17,3 pouces est sans reflet et d’une bonne qualité, on peut compter sur un taux de rafraîchissement à 120 Hz et un temps de latence de 5ms ainsi que de la technologie G-Sync, la colorimétrie est excellente du moment que l’on se tient bien devant le pc, si l’on commence à être de côté ou de pencher l’écran les couleurs ne restent pas très fidèles, le blanc par exemple tourne au vert ou rose selon là où l’on se trouve.

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Parlons maintenant de sa fiche technique qui est impressionnante :

Processeur Intel Skylake : Intel Core i7-6700HQ (Quad-Core 2.6 GHz / 3.5 GHz Turbo – Cache 6 Mo)

Ecran de 17.3 pouces avec résolution Full HD (1920 x 1080 pixels) et technologie NVIDIA G-SYNC

Dalle IPS : couleurs lumineuses et angles de vision larges

16 Go de mémoire vive DDR4 (2 x 8 Go + 4 slots libres), jusqu’à 64 Go

Chipset graphique NVIDIA GeForce GTX 1070 avec 8 Go de mémoire dédiés GDDR5

VR Ready : profitez du premier PC portable compatible avec la réalité virtuelle

Technologie MSI Shift : adaptez la température selon votre utilisation (5 modes disponibles)

Affichage multiple sur jusqu’à 3 écrans (dont 2 externes) grâce aux connecteurs HDMI v1.4, mini DisplayPort v1.2 et USB Type-C (adaptateur DisplayPort requis)

SSD M.2 SATA de 256 Go + disque dur de 1 To avec 7200 RPM (rotations par minute)

Slot M.2 (2280) combo compatible SATA / PCIe NVMe (occupé par le SSD)

Clavier Gamer SteelSeries avec touches rétro-éclairées (multi-couleurs) Silver Lining Print

5 ports USB 3.0 + 1 port USB 3.1 Type-C

Lecteur de cartes SD (XC/HC)

Communication sans fil fiable et performante : Wi-Fi AC et Bluetooth 4.1

Technologie réseau Killer Doubleshot Pro + Killer Shield

Haute qualité d’image avec couleurs fidèles grâce à la technologie True Color

Technologie Cooler Boost 4, pour un refroidissement optimisé, performant et silencieux

Enregistrement de votre gameplay, facilité avec le logiciel XSplit Gamecaster (licence 1 an)

Webcam HD 1080p (30 ips) et microphone intégrés

Windows 10 Famille 64 bits

Le GT72VR est une bête de course, on aura aucun mal à faire tourner des logiciels très gourmands, pour ce qui est des jeux rien ne peuvent lui résister, la GTX 1070 est une vraie merveille, un poil supérieur à la GTX 1060, bien entendu tous les jeux testés sur le GT72VR (Ghost Recon Wildlands/For Honor/Far cry Primal/The Division…) tournent à la perfection avec les caractéristiques poussées à fond (Ultra), comparé à la gtx 1060, ici on aura des FPS bien supérieures à celle-ci, cela reste très agréable pour le jeu, pourtant je restais sceptique à ce que cela pouvait bien apporter de plus, maintenant j’ai ma réponse et ce n’est pas négligeable surtout en jeu. En revanche ne comptez pas jouer avec le GT72VR sur les genoux, l’écran est trop grand pour cela, rajoutez un poids imposant qui devient très dérangent lors de longues sessions de jeu et le bruit de la ventilation et très dérangent par-dessus le marché.

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En parlant de ventilation, celle du GT72VR et bien supérieure à celle du GS43VR qui était pas mal déjà niveau bruit, l’avantage ici, on pourra activer/désactiver la ventilation simplement en appuyant sur le bouton à gauche, malheureusement pour le jeu, je conseille de laisser la ventilation à fond au risque d’une chauffe importante du pc. A ma grande surprise, le pc ne chauffe pas plus que cela en jeu (si la ventilation est enclenchée), et bien en dessous du GS43VR qui lui chauffait énormément, mais en contrepartie, il faudra faire avec le bruit de la ventilation.

Le PC n’est pas avare en connectivité, nous trouvons 6 ports USB 3.0 Type-A sont disponibles, de même qu’un port USB 3.1 Gen2 Type-C. On trouve également des sorties HDMI et Mini-DP, un lecteur de cartes SDXC, un graveur DVD, les classiques entrées et sorties audio ou encore un connecteur RJ45.

Quant à la durée de vie de la batterie, le pc est vraiment à la ramasse, comptez 2h-3h max sans faire appel à la prise secteur (le bloc d’alimentation est énorme), je ne trouve pas cela fantastique, par exemple, mon Asus rog (17 pouces) avec la même utilisation (film/musique/traitement de texte/montage photo/vidéo), dure 3h30-4h30 max.

Oui, le GT72VR est une bête de course, vous ne serez certainement pas déçu, si vous le prenez pour le jeu en revanche, pour une utilisation quotidienne ou professionnelle (déplacement/se poser tranquillement dans son fauteuil/canapé….), je le déconseille car il est trop encombrant et lourd, sa batterie est faible et il est bruyant.$

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Conclusion :

Après un excellent GS43VR, je reste mitigé sur ce GT72VR. Alors oui, le pc est splendide et une bête de course pour les jeux et fera tourner n’importe quels logiciels, mais il ne sera nullement pratique pour les déplacements ou autres, il fait également trop de bruit, la batterie est à la ramasse.

En revanche, il est taillé pour les jeux et là vous ne serez pas du tout déçu.

A vous de voir si vous voulez dépenser 2300 euros pour acquérir le GT72VR. 

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