Asus X53E Laptop

Featuring 2nd Generation Intel Core Processors and an elegant colour scheme based on premium aluminum textures, the new X53 Series offers an expressive combination of technology and style. The highly durable premium aluminium textures retain their looks and quality even during extensive, prolonged use, allowing you to do more with your X53 Series in complete confidence
IceCool Technololgy makes your PC experience cool and comfortable even during the longest computing sessions. Exclusive dual-sided motherboard design places hot components on the underside and away from users. Combined with heat pipes and vents, palm rests and typing surfaces stay cooler
Intelligent touchpad distinguishes between palm and finger contact to prevent inadvertent cursor movements during typing. 

Processor

Intel Core i5-2430M 2.4GHz

Memory

4GB DDR3 RAM 1066MHz
Configuration 2GB + 2GB
2 x soDIMM

Hard Drive

320GB SATA 5400rpm

Optical Drive

DVD Super Multi Dual Layer

Software

Operating System: Genuine Windows 7 Home Premium
ASUSDVD 6-in-1
Adobe Acrobat Reader 9.0
Trend Micro Internet Security 2010
ASUS SmartLogon
Asus Power4Gear Hybrid
Asus Live Update
Asus Multi-Frame
ASUS Wireless Console
Virtual Camera
ASUS Splendid
Asus Screen Saver
Fancy Start
eManual
AI Recovery
ASUS FastBoot
ControlDeck

Display

15.6" HD, Colour Shine
Resolution: 1366 x 768

Graphics

Intel GMA HD

Audio

Built-in speakers and microphone
Altec Lansing speakers

Input Devices

Keyboard and Touchpad

Networking

LAN: 10/100/1000
WLAN: 802.11 BGN

Power Supply

6 cells Battery

Dimensions

Width 37.8 cm
Depth 25.3 cm
Height 2.83 ~3.49 cm
Weight 2.6 kg

Interfaces

1 x Microphone-in jack
1 x Headphone-out jack
1 x VGA port/Mini D-sub 15-pin for external monitor
3 x USB 2.0 ports
1 x RJ45 LAN Jack for LAN insert
1 x HDMI

Expansion

4 -in-1 card reader ( SD/ MS/ MS Pro/ MMC)

Warranty / Miscellaneous

1 Year Manufacturer Warranty
Webcam

Mercedes E Superlight (2015)

Mercedes' answer to the Audi E-tron and BMW i is the new E Superlight, a revolutionary carbonfibre saloon depicted here in CAR's artist's impression.

In size the new Merc E Superlight is close to the CLS, though its price stretches closer to the S-class. In design, it's said to borrow elements from ho-hum concepts like F800 (C-class-size) and F125 (S-class-size).

We can only hope that the recently prevailing jellyfish-with-rabbit-hind-legs approach will soon give way to a trend-setting architecture that is aerodynamically efficient, functional and versatile, pretty to look at and sufficiently exciting to match the revolutionary content.

So you're not sure about the latest Mercedes design look?

The three German premium kings share a potentially fatal styling problem. Audi is reducing itself to the size of the singleframe grille and the number of LEDs they can cram into light clusters; BMW is following an inexplicable hit (5-/3-series) and miss (1/7/5series GT/X1) course; and Mercedes is indulging in flamboyantly decorative shapes with questionable proportions and OTT detailing.

Halo cars such as the new E Superlight, however, present an opportunity to break new stylistic ground.

Mercedes E Superlight in detail

The E superlight is a four-door notchback loosely based on the footprint of the next-generation E-class. A saloon may not have the marketing impact of a supercar or the deep green lustre of a subcompact, but the E-class segment is Mercedes heartland which harbours all the core brand values.

According to the Sindelfingen grapevine, E superlight features a state-of-the-art door concept with relatively short rear pantograph panels that swing out and back. Thanks to the stiff and strong carbonfibre structure, there is no need for reinforcing B-posts which should make entry and egress a truly grand experience.

Although the suicide doors draw a certain parallel to project i, Mercedes will go one step further by creating a full carbonfibre architecture which does without an aluminium chassis. This allegedly does not only reduce cost and complexity, it also brings the weight down to a new low level.

Thanks to a clever load-based confectioning scheme, suspension and drivetrain can be fully integrated into the monocoque. The sole initially intended source of propulsion is a 150bhp fuel-cell which drives the rear wheels in sync with a 50bhp electric motor. At a later stage, Mercedes may add a conventional petrol or diesel engine, or a plug-in hybrid application.

When can we expect to see the E Superlight?

Although the timing is still provisional, low-volume production is expected to commence in late 2015. By then, Mercedes will have gained plenty of carbonfibre experience by manufacturing body panels, suspension elements and structural parts from the new material.

By 2017, insiders expect an annual output of close to 20,000 E Superlight units, which is remarkably similar in volume to what the friends from Munich have in mind. The biggest quesion mark seems to concern the feasibility of the fuel cell for which the optimistic product planners have set a best-case scenario of 100,000 MB passenger cars and vans for the same timeframe.

But apart from some unresolved engineeering issues (membrane, valves, connectors), the main markets have also still to establish a hydrogen infrastructure, and so far neither the politicians nor the manufacturers seem to be able to agree on maximum on-board tank pressures and on filling procedure norms.

Having said that, E Superlight can of course also fly without a fuel cell. After all, its main asset is the lightweight structure which is tipped to undercut the current steel-bodied E-class by over 350 kilos. Once the E Superlight has taken off, the carbonfibre technology will also be applied to the SLS replacement, sources say.

Audi A1 1.6 TDI S-line (2011)

What did you get for Christmas? The Audi A1 got itself a brand new set of boots in the shape of four winter tyres. Seems like the must-have present this year – half the CAR long-term fleet has been decked out with rubber to cope with snow – but at £792 from your local Audi dealer (including fitting and VAT) it's an expensive gift. You can't blame us though. The past few years have been very snowy up here in the east Midlands

Only problem is, it hasn't snowed yet. Just as I’m still waiting to see how my very own pair of wedge wellies hold up in snow, so I'm none the wiser how our winter tyres will perform when the going gets slushy.

I’ve never tested winter tyres before and at first I found the A1 felt like a stilt-walker. As I write, England has just been battered by wind – not snow – and I've felt Audi's supermini wobble a little more than it did on normal 'summer'  rubber.

But as the gales subsided, I've pushed the A1 a little more on back roads and found the new Dunlop SP Winter Sport 3D grip well, even though they aren't designed for dry, warm roads. And because my A1 doesn't have too much poke, it's not constantly flashing its ESP light and struggling for traction, like our winter tyre-shod 1M and M5 are.

Naturally, winter tyres are designed to work come snow or no, and so long as the ambient temperature is below 7deg C they're supposed to outperform their fair weather cousins. So I’ll be keeping them for a few months longer yet.

Thing is, I don’t trust the English weather much. Perhaps we'll have snow some time around July this year. Around the Olympics sounds about right.

We recently had an Audi A1 1.4 TFSI Sport in the office. If you haven’t seen it, think Quattro colours. It’s decaled up to the nineses, but looks kind of cool if not to everyone’s taste. It made an interesting comparison with CAR's own diesel A1 in S-line trim.

Compared with our TDI, the 1.4 petrol turbo was quicker off the mark. The 1.4 TFSI is a great engine and suits the A1's character well. The trade-off for the fact it's more fun to drive? Its 126g/km CO2 rating can't match the diesel's double-digit figures. Although our 1.6 TDI spews out 106g/km, the latest versions actually snip under 100g/km by a digit.

Our A1 TDI is slow off the mark, by comparison with the petrol Sport. I find you have to switch into second quite quickly – if you don’t, the revs shoot up and the car sounds in pain; do it too early, and you lose all speed and are left floundering.

Apart from the style, gearing and step-off at low speed, both A1s shared similar characteristics. This remains one of the smartest superminis around.
But as much fun as the Sport was, I have a more understated personality. For me, I'll stick with my Audi A1 TDI in commuter silver. It's just fine for me. 

Silver suits the Audi A1. There – I’ve said it. I’ve read a lot of comments about the colour of my long-term A1 – apparently silver’s such a common colour on cars nowadays that it’s become rather passe. But I don’t agree. A quick look around the car park shows I’ve made the right choice. Only black does the job equally.

Actually, I’m amazed at how many A1s we have in the car park at CAR HQ. I’m worrying that it’s a bit too common. That’s the trouble with Audis – they seduce you with their chic looks, inch-perfect interiors and granite residuals and then you suddenly realise that everyone else has had the same idea. Before joining CAR I always used to go for a car because I liked it and because it was a rarity on the road. The A1’s too appealing to pull off that trick, which is why I’m talking colours. It’s all about differentiation.

As much as I admire the way our A1 looks (particularly in the less common ice silver) it’s a bit like walking into a gym full of muscle-toned men; you get bored of looking at them very quickly. Fortunately the A1’s no meathead – it has hidden depths; other features that keep it interesting. Like the rain and light sensors, although these have yet to come into their own in our Indian summer. I’m waiting for it to elaborate on these and other party tricks.

Meantime I’m impressed with the Audi upgraded sound system – it’s been great for going through all my mum’s

After a long await CAR Magazine's new Audi A1 is here. This may be the most luxurious small car I’ve had on long-term loan so far.

You pay for the privilege of picking an A1 over a Polo, however. In 1.6 TDI S Line spec, the A1 is not exactly cheap - and with a few choice extras onboard, the total jumps from £17,220 to £20,840. Yikes. 

Is it worth the extra dosh? Over the next six months time will surely tell.

For now though the A1’s sleek styling is definitely worth admiring, especially in our car's optional Ice Silver paint. Some in the office - step forward associate ed Tim Pollard - moan about silver being so boring these days, but on the A1 I find it sophisticated. No coloured rooflines for our A1; ours is just simple silver, through and through.

The extras on this particular A1 long-term test car weren't wildly over the top. Here's what's on board:

18in twin-spoke alloy wheels £410

 Technology package including HDD satellite navigation with Audi music interface £1375

Light and rain sensors £125

Climate control £330

 Audi sound system £225 

I might if this was my own personal car have gone for the optional air vent sleeves, to add a bit of colour inside - but at £100 you'd have to really want a bright cabin.

Time now to get on with living with our new Audi A1. Stay tuned for our regular online reports.

old music she’s been throwing out.

HP Pavilion G6-1251 Laptop

The perfect balance between design, performance, mobility and productivity. Latest Intel and AMD processors and discrete graphics give full PC performance and a streamlined workflow, with all the social networking and multimedia features you want.

Make sure you don’t lose touch! Use the integrated webcam and digital microphone to stay connected with family and friends, hop on to the web and share your photos and videos – all made easier with one-touch action keys and side-access I/O ports.

Enjoy a great audio experience! The HP Pavilion g6 gives fantastic audio and visual satisfaction with Altec Lansing speakers and SRS Premium Audio. View movies and photos and share them with your friends, on a 39.6cm (15.6”) HD BrightView display.

The HP Pavilion g6 comes in multiple colour options so everyone will find one to suit their personal style. Here is everything you need, in a compact, reliable, well-designed notebook. The HP Pavilion g6 means you can surf the web, manage daily tasks, listen to music – and all at a price you can afford.    
Processor

Intel Pentium B950 2.1GHz

2 MB L3 cache

Intel HM65 Express

Memory

4GB DDR3 RAM
Expandable to 6GB
Configuration 1 x 4GB
2 x soDIMM slot

Hard Drive

500GB 5400rpm SATA

Optical Drive

SuperMulti DVD±R/RW with Double Layer Support

Software

Operating System: Windows 7 Home Premium 64

Display

39,6 cm (15,6") High-Definition LED BrightView Display
Resolution: 1366 x 768

Graphics

Intel HD (up to 1.92 GB)

Audio

Altec Lansing speakers

Input Devices

TouchPad supporting Multi-Touch gestures with On/Off button

Networking

Integrated 10/100 BASE-T Ethernet LAN
WLAN: 802.11 b/g/n
Bluetooth

Power Supply

65W AC Power Adapter
6-cell Lithium-Ion (Li-Ion)

Dimensions

Height: 3.63 cm
Width: 37.4 cm
Depth: 24.5 cm
Weight 2.55 kg

Interfaces

1 VGA
1 HDMI
1 headphone-out
1 microphone-in
3 USB 2.0
1 RJ45

Expansion

Multi-Format Digital Media Card Reader for Secure Digital cards, Multimedia cards

Warranty / Miscellaneous

1 Year Manufacturer Warranty
Webcam with Integrated Digital Microphone (VGA)

Fujitsu Lifebook AH530 Laptop Product Description

The Fujitsu LIFEBOOK AH530 is a solid and reliable 39.6 cm (15.6-inch) notebook to overcome your daily challenges. Its high-definition glossy 39.6 cm (15.6-inch) LCD is big enough for ergonomic working. Anytime, anywhere with high connectivity for work and private use. Integrated WLAN, 1.3 megapixel webcam, and digital microphone.

Experience the ease of use and protect your most valuable data like confidential figures, pictures, videos and more. Special flat cap spill-resistant keyboard with full num pad and kensington lock

Processor

Intel Pentium Dual Core P6200 2.13GHz,
3 MB Cache

Memory

4GB DDR3 1066MHz RAM
2 x soDIMM slot

Hard Drive

500GB 5400rpm SATA

Optical Drive

DVD Writer

Software

Operating System: Genuine Windows 7 Home Premium

Display

39.6 cm (15.6-inch), TFT, (HD), LED backlight, glossy,
Resolution: 1366 x 768 pixel

Graphics

Intel GMA – Integrated
DirectX 10 support

Audio

Support of high-definition audio,
2x built-in speakers (stereo),
Built-in digital microphone

Input Devices

Spill-resistant keyboard with number block
Number of keyboard keys: 106, Keyboard pitch: 19.8 mm, Keyboard stroke: 1.8 mm
Touchpad

Networking

WLAN IEEE 802.11b/g/n
LAN 10/100/1000 MBit/s
Bluetooth v2.1

Power Supply

100 V - 240 V (AC Input)
50 Hz - 60 Hz
Li-Ion battery 6-cell, 4400 mAh, 48 Wh
up to 6 h Battery life

Interfaces

3 x USB 2.0
1 x VGA
1 x HDMI
1 x Ethernet (RJ-45)
1 x DC-in
1 x Audio: line-in / microphone
1 x Audio: line-out / headphone
1 x Internal microphones

Expansion

1 x 4in1 Card Reader (SD /SDHC / MS / MS Pro)

ExpressCard slots 1 (34/54 mm)

Warranty / Miscellaneous

1 Year Manufacturer Warranty
Webcam

 

 

BMW M5 (2012)

Ben Barry meets his new M5 – 6 January 2012

Almost exactly 10 years since I bought my first BMW M car – an E36 M3 – I’ve been lucky enough to take delivery of a new long-termer, the latest F10M-spec M5. With 552bhp and 501lb ft, the M5 has roughly double the power and torque of the old M3 that’s still tucked up in my garage. That’s pretty incredible, considering the E36 still feels like a fairly rapid car. Funnily enough, the M5’s colour combo reminds me of the old Estoril Blue/silver leather pairing that was such a staple of the old E36 Evo too.

I’ve done only a few hundred miles in this car so far, but I haven’t really got to stretch the M5’s legs: instead my first mission was to load it with two kids’ seats, and fill the boot with bags and Christmas presents. Both of which was easy, thanks to easily accessible Isofix points in the back (sometimes they’re fiddly and tucked away, which makes me shout), and a large, deep boot with a wide opening.

Kids and wife aboard, I snuggled into the plump driver’s seat and dropped it down to the floor, then fired the 4395cc twin-turbo V8 and pointed us up the A1 from Lincolnshire to Cumbria. The new M5 lets you tailor its throttle response, steering weight, suspension settings and gearshift modes, but I didn’t mess with any of that: I just left it all in Comfort, and the seven-speed dual-clutch gearbox in its default mode, the first of its three settings.

I noticed one anorak detail as I pulled away: the auto handbrake automatically disengages, where every other new 5-series insists that you do it manually. I always find this infuriating – why would I want the handbrake to stay on if I’m accelerating away in first gear? – so it’s interesting that the M bucks the trend. Is this a philosophy thing on the part of M Division – where the driver is firmly in control and doesn’t like being nannied by the car – or is it that the unique-to-the-M5 dual-clutch gearbox wouldn’t enjoy straining against the handbrake? I’ll have to ask Munich and risk being labelled a nerd before I can answer that.

If you’ve ever driven the old E60 M5, there are a couple of things you’ll instantly notice when you drive its successor: first is the easy flexibility afforded by that twin-turbo V8, which brings a new-found effortlessness to motorway cruising, the V8 giving a distant, tympanic rumbling that’s very, very different to the old car’s V10. It’s not as engaging as the naturally aspirated V10 when you wind it out, but it’s definitely quicker, and there’s the promise of big economy gains over the old car too. More on that later.

The other big difference is the gearchange: the E60 M5 used a seven-speed clutchless manual transmission with six different shift speeds. Despite – or perhaps because of – these multitudinous options, I never quite found the perfect setting in the old car. And the delay between gear changes was at times agonisingly ponderous, at others ferociously vicious. The new ’box is faster and much smoother, but it also has a pleasingly direct engagement, rather than a slur, and I know what I want in terms of settings: the third, most aggressive one for manual mode, and either mode one or two in auto. The gearbox is one of the new car’s biggest leaps.

As ever with dual-clutch auto M cars, one tap on the paddleshifter is all it takes to switch from auto to manual mode, and that’s definitely a philosophy thing on the part of M Division: the driver is in charge, and he doesn’t want the gearbox to overrule him and default back to auto like so many rivals do. By and large I agree with this, but every now and again on the journey home for Christmas, I found myself leaving the car in auto and pulling the paddles to make an overtake on the motorway, then forgetting I’d now completely transitioned to manual mode. It might be nice to be able to configure that through iDrive, so you can choose an auto mode that defaults back to auto even after you’ve pulled the paddles. After all, pulling the gearstick to the right locks you into manual mode anyway. Or perhaps I’m going soft here.

One thing that hasn’t changed much is the ride quality: this M5 still rides magnificently, and it’s such a quiet, comfortable, smooth thing to cruise about in that it’s incredibly easy to sneak up past 90mph without even realising it.

However, on our first trip the weather was largely foul and the M62 seemed covered almost entirely in 50mph zones, so while I did hit 90mph or more on a few occasions, my typical cruising speed was a more plod-friendly 70mph or so. I was intrigued to see how much fuel the M5’s new turbocharged engine would use – after all, the smaller turbo motor goes against M’s previous DNA, and has been introduced to make M cars cleaner and more frugal – and I’d zeroed the trip computer before we set off. After a few hours on the motorway with the engine nicely warmed through and the ’box mostly in seventh gear, the dash confirmed we’d averaged 24.6mpg. In similar circumstances, my old Mercedes E63 AMG would have averaged 21-22mpg, so the M5 offers a worthwhile improvement – although it’s worth noting that the new E63 engine is also smaller and turbocharged, and therefore more frugal than my old 6.2 V8 was.

If anything’s going to challenge the M5’s so-far-impressive mpg figures, it’s the next week or so: while I’m back home in Cumbria, I’ll be sneaking the M5 out onto some of my favourite back roads and having a bit more fun.

Skoda Superb Greenline Estate (2012)

I awaited the arrival of my new long-term test car with great excitement: a Skoda Superb Estate was on its way and I for one couldn’t wait. Others haven’t been quite so enthusiastic: the first thing my older brother did when news of my new wheels reached him on the family grapevine was email me a long list of ancient Skoda jokes lazily culled from the internet.

My eager anticipation was not to be dulled however, and when delivery day arrived I was duly impressed. First, err, impressions are of a large, handsome estate. Finished in white (a favourite colour of mine) with dark tints to the rear windows and pretty light clusters it looks smart – if a little indistinct. The wheels are a let-down: 16 inches would look small on a Micra, but here they are a necessary part of the fuel saving Greenline-spec of this model. The eco changes extend to the engine (a 1.6 TDI producing 104bhp), the gearbox (five speeds rather than six to save weight) and the ride height (a 15mm suspension drop, combined with a revised front bumper for better aero performance).

Despite the Greenline spec, which besides the wheels is thankfully signalled only by a couple of small and cheap green stickers, this is one luxury Czech barge. In Elegance trim it’s the top of the range model; I’ll save a full list of the goodies for a later report, but immediately noticed and appreciated were the full black leather interior, colour touch-screen sat-nav, multifunction steering wheel, heated and electric front seats, and xenon headlights. The cabin feels very well appointed indeed, if not quite Audi-esque then certainly more Phaeton than Golf.

If you really do want to get a joke out of your new Skoda then, rather than resurrecting playground gags from the 1980s, ask your victim to jump in the back seat and watch them start laughing. Unless you are used to limos or first class air travel you will find the legroom on offer frankly absurd – the footwells are around the size of my old Mini Countryman’s boot. Similarly large is the boot itself, with a good square shape, flat floor and low lip for easy loading. I’m a very happy photographer.

All in all I think the car is going to suit me just fine – I look forward to putting the big Skoda to work.