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Ban Huawei from core of 5G networks, government told

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The game of 5G and geopolitics: What’s at stake?
The world’s most promising technology platform has become the grand prize in a game of global trade war. As China seizes prime platform territory, US allies find themselves caught in the crossfire. ZDNet’s Scott Fulton sits down with TechRepublic’s Karen Roby and shows us how anyone wins a game like this. Read more: https://zd.net/2WYnbBj

Huawei should not be allowed to provide equipment for the core of the UK’s 5G networks, according to a committee of MPs, but they also said that there are no technical grounds for a complete ban on the Chinese company’s involvement in the country’s 5G network rollout.

While UK networks have been using equipment from Huawei for many years, in the last 18 months, the US in particular has become increasingly vocal about its concerns over the potential security risks involved with using Huawei equipment in the new 5G networks currently being rolled out.

It has argued that using Huawei equipment risks giving the Chinese state a backdoor into these critical networks, which could allow it to spy with ease. Huawei has denied that this would be possible, and the US has so far provided no evidence to back up its claims.

SEE: IT pro’s guide to the evolution and impact of 5G technology (free PDF)

Nonetheless, the US has been putting pressure on its allies, including the UK, to stop using Huawei kit. The Department for Culture Media and Sport (DCMS) is currently working on a supply chain review that will decide whether Huawei equipment should be used in UK 5G networks.

Now the House of Commons Science and Technology Select Committee has written to DCMS after its own evidence session when it heard from experts and Huawei itself.

“We have found no evidence from our work to suggest that the complete exclusion of Huawei from the UK’s telecommunications network would, from a technical point of view, constitute a proportionate response to the security threat posed by foreign suppliers,” the MPs said, and said the mobile network operators had a similar view.

“Subject to: restrictions on access to highly sensitive elements of the relevant networks; continued close scrutiny; and satisfactory improvements in Huawei’s cyber security in response to the Huawei Cyber Security Centre’s Oversight Broad – there are no technical grounds for excluding Huawei entirely from the UK’s 5G or other telecommunications networks,” the committee said.

However it said there “may well be geopolitical or ethical grounds for the government to decide to enact a ban on Huawei’s equipment”.

The MPs noted that because of the many vendors that use components manufactured in China, a ban on Huawei would not remove the potential for Chinese influence in the supply chain.

But it said Huawei should not be allowed to provide the equipment for the core – the brains which provide services like routing and billing – of the 5G network. While the UK’s mobile companies have already said they will not use Huawei for the core, restricting Huawei to elements like the radio access network, the committee noted that this decision is voluntary.

“The government should mandate the exclusion of Huawei from the core of UK telecommunications networks,” it said. But it should also make clear the grounds for the ban to provide clear criteria that could be applied to other companies in the future.

The committee also noted that the most recent report from the Huawei Cyber Security Evaluation Centre, a GCHQ-led organisation which monitors the security of Huawei kit used in the UK, warned that ‘significant technical issues’ have been identified in Huawei’s engineering.

While the company has said it will spend $2bn over the next five years to fix this, the committee said Huawei “must improve the standards of its cybersecurity”.

The MPs warned: “The government should monitor Huawei’s response to the issues raised by the Huawei Cyber Security Centre’s Oversight Board and be prepared to act to restrict the use of Huawei equipment if progress is unsatisfactory.”

But it also said the government should consider creating a similar oversight system for other 5G vendors to ensure security.

Norman Lamb MP, chair of the Science and Technology Committee, said the government also needs to consider whether the use of Huawei’s technology would jeopardise this country’s ongoing co-operation with our major allies – as the US has consistently warned.

“Moreover, Huawei has been accused of supplying equipment in Western China that could be enabling serious human rights abuses. The evidence we heard during our evidence session did little to assure us that this is not the case,” Lamb said.

Victor Zhang, senior vice president for Huawei, said: “We are reassured that the UK, unlike others, is taking an evidence-based approach to network security. Huawei complies with the laws and regulations in all the markets where we operate.”

The committee also said the DCMS review should be published by the end of August as the delay to the review – first due out in the spring – is having an impact on the roll out of 5G in the UK.

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Rumor claims Mercedes-AMG C63 will go hybrid

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One of the hottest AMG cars made by Mercedes-AMG is the C63. This car has traditionally had a big burly V-8 engine under the hood, making gobs of power. A new rumor has surfaced that claims that will change with the V-8 engine out and a hybrid four-cylinder powertrain in.

Automotive enthusiasts know that means an exhaust note that will lack the throaty rumble of the V-8 engine, but the hybridized four-cylinder will reportedly have massive amounts of power. What’s expected to live under the hood of the car is the AMG M139 turbocharged engine, which is used in the A45 S, combined with an electric rear-wheel-drive unit and integrated starter generator.

The turbocharger used on the four-cylinder also has electric assistance to reduce lag and improve throttle response. When all the electric and gas power is combined, rumor has it total output will be over 550 horsepower with maximum torque up to 590 pound-foot. The car will have active all-wheel drive, but a Drift mode will be standard for those who feel like putting on a smoke show.

All that power goes to the road via a nine-speed sport transmission, and the car will feature adaptive suspension and staggered tires. The vehicle will use a 400-volt electrical architecture rather than the 48-volt system used in other C-Class cars. Another interesting tidbit is that the car is tipped to drive about 40 miles on electricity alone.

One downside with hybridizing cars is the additional weight, with reports indicating the electric components add about 250 kilograms pushing the car close to 2000 kilograms overall. The upside is the smaller four-cylinder engine is reportedly 60 kilograms lighter than the outgoing V-8, and the vehicle will have a 50:50 weight distribution. The car is expected the land in the UK in early 2022, with the reveal by the end of the year.

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2021 Jeep Grand Cherokee L starts at $37,000

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Many SUV fans and Jeep fans are excited to hear that an all-new three-row Grand Cherokee was coming. Jeep has officially announced the starting prices for the all-new 2021 Jeep Grand Cherokee L line, including the entry-level Laredo, Limited, Overland, and Summit models. This vehicle marks the first three-row Grand Cherokee Jeep has ever offered.

The Laredo trim will start at $36,995 and promises a host of standard safety features. Standard features include adaptive cruise control and blind-spot monitoring along with all new LED exterior lighting, leather-wrapped steering wheel, tip and slide second-row seats, and a 10.25-inch frameless digital driver cluster with customizable menu options.

The next step up the ladder is the Limited model starting at $43,995. It includes Capri leather seats, a heated steering wheel, standard heated seats in the first two rows, remote start, and a power liftgate. The Overland model starts at $52,995, and 4×4 versions of this model include the Jeep Quadra-Trac II system and a unique Overland appearance.

Overland models get Nappa leather seats and door panels, standard ventilated front seats, premium navigation, LED ambient lighting, length adjustable front-row cushions, hands-free foot-activated power liftgate, and a dual-pane sunroof. Overland buyers can also opt for the optional Trail Rated-Road Group on 4×4 versions that adds skid plates, electronic limited-slip differential, 18-inch wheels, and all-season tires.

The Summit model starts at $56,995 and packs quilted leather seats, real wood veneers, 16-way adjustable front-row seats, and much more. The Summit Reserve starts at $61,995 and features quilted Palermo leather, open-pore waxed walnut wood trim, ventilated second-row seats, and a 950 Watt McIntosh audio system. None of the MSRP’s include the $1695 destination charge.

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The Hyundai Ioniq 5’s cleverest trick happens when the EV is standing still

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The 2021 Hyundai Ioniq 5 may be the automaker’s most dramatic – and appealing – production EV so far, but it’s the technology the automaker is pushing for when the electric hatchback is standing still that gives a taste of what’s to come. Announced earlier this week, the Ioniq 5 adopts a distinctly retro-futuristic aesthetic with its sharp creases and segmented LED lights.

At the front, the squared-off headlamps squint out from under a frowning hood edge. EVs often do away with a traditional grille – since the cooling needs are in different areas to those of internal combustion vehicles – but Hyundai has still applied one for design reasons, and with great result.

Cleanly fared-in bumpers and that sharp Z-shaped zigzag side crease lead around to a tapering hatchback rear. There, the rectangular light graphic makes another appearance, but without looking like there’s been a compromise in practicality with the tailgate opening. Factor in wheels that luxe sibling Genesis could be proud of, and you have a real looker of an EV.

According to Hyundai, we can expect a 72.6 kWh battery and either front-wheel drive or all-wheel drive for the US-spec Ioniq 5. 350 kW DC fast charging means a 5-percent to 80-percent top-up in under 20 minutes, assuming you can find a sufficiently-speedy charger. In the AWD version, with 302 horsepower and 446 lb-ft of torque, figure on 0-60 mph in 5.2 seconds.

The general response to how the Ioniq 5 looks and its performance numbers have been positive, but Hyundai is pushing the functionality you use when it’s standing still just as aggressively. V2L – or Vehicle to Load – basically allows you to use the Ioniq 5 as a huge mobile battery pack. Think along the lines of a Tesla Powerwall on wheels.

There are two power outlets in the Ioniq 5. One is in the rear, under the second-row seats; it’s active whenever the EV is switched on. A second is located alongside the charging port on the outside, and it’s capable of supply power even if the car is off. A converter, Hyundai says, can be used for running high-power electronic equipment off that port.

Relying on an EV as a mobile source of power isn’t new. We’ve already seen experiments with V2G – Vehicle to Grid – where electric cars act as temporary storage for times of low-cost excess power in the grid, and then feed it back when rates would typically be higher. The Plug & Charge standard beginning to get more commonplace among EV chargers also includes bidirectional charging elements alongside its zero-login session management.

Still, it’s not exactly a well-known feature at present, though that could change in the near future. The outages in Texas already this year, along with sky-rocketing costs as gas and electricity demand surged far beyond predicted levels, have demonstrated just what an impact climate change could have on utilities. Even if the grid is up to the task, natural perils like forest fires can still force a switch-off, as California has discovered over several seasons.

Home backup generators, which typically run on natural gas, are available but can be expensive, both to install and – depending on prices when you need that power – to run. Meanwhile home batteries, like those from Tesla and others, are increasingly capacious and can store power from solar, but are still expensive. If you don’t have solar panels, meanwhile – or you have the wrong sort of system installed – then once the home batteries run down you’re left out of power.

If your home battery is part of an EV, however, you could in theory drive to a charger and top up. That does, of course, rely on chargers themselves having power still, and it would leave the home offline while you were away charging, but a smaller fixed battery could potentially take up the slack during that shorter period.

For now, that sort of V2L application is beyond what Hyundai is explicitly talking about with the Ioniq 5. Its focus has been more on charging things like laptops and electric scooters, or running useful appliances while camping. Those sort of applications are probably going to be more readily understood to a mass market audience still learning to see an EV as more than just a car which happens to run on electricity.

Hyundai will explain more on that front as we get closer to the 2022 Ioniq 5’s arrival in US dealerships this fall. Down the line, though, it seems increasingly likely that the concept of an electric car using its power simply to drive around will be considered short-sighted. That’s only going to be accelerated as we see more examples of just how fragile the grid we rely on every day can be.

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