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How to fix coffee-shop wi-fi

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Qantas customer experience improves thanks to in-flight Wi-Fi
Qantas reported statutory net profit of AU$980 million on revenue of AU$17.1 billion for FY18, as well as an increased entertainment Net Promoter Score due to its in-flight Wi-Fi. Read more: https://zd.net/2MJ9FeW

When you’re on the road, Starbuck’s ‘third space’ idea can become compelling. You might want to get out of your hotel room for a change of atmosphere, or you might need a better cup of coffee. And you probably still need to get online with something other than your phone, and coffee shops mean wi-fi as much as caffeine.

If you pick the big chains, the wi-fi is pretty reliable. If you choose somewhere smaller the coffee is often far tastier, but the wireless can be hit and miss. Ducking into a little coffee place in Maple Leaf, Seattle to get out of the rain and catch up on some work over the weekend, my phone warned me that it could connect to the wi-fi but not to the internet.

I had the same problem when I connected my laptop to the coffee shop wi-fi. It’s not always possible to diagnose what’s wrong with a wi-fi connection; often the bandwidth is overloaded by the number of people connected to free wi-fi, or the router isn’t properly configured to hand out IP addresses to devices. That means waiting for a few people to leave or asking the staff to restart the router.

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

But frequently, the problem with networks is DNS; the wi-fi router is probably using the DNS server of the ISP to which it’s connected. Switch to a public DNS service like Cloudflare’s 1.1.1.1 and you should get connected – and probably find websites a bit more responsive, too.

In Windows 10, click the network indicator in the taskbar to open the network menu and choose Change adapter options to open the Network Connections control panel with the list of network hardware you can use. Right-click on the wi-fi connection and choose Properties. Click on Internet Protocol Version 4 (TCP/IPv4) and choose Properties again, then click to fill in your own DNS details. Fill in 1.1.1.1 to use the Cloudflare service; you can use 1.1.1.0 for the alternative DNS server if you want Cloudflare as the fallback, or 8.8.8.8 to use Google’s DNS service.

Dialogs with the Wireless Adapter and IPv4 settings for a Wi-Fi connection

Setting DNS for a wi-fI connection can fix a broken wireless network.


M Branscombe

You can do the same thing on a Mac; choose System Preferences / Network and select your wi-fi connection, then click Advanced and choose the DNS tab. On an iPad, look under Settings / Wi-Fi and tap next to the wi-fi network name. Scroll down and select the Configure DNS option, then tap Manual and fill in the addresses. Then you can get back to your coffee and get on with some work. 

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Tesla Q2 2021: Deliveries break 200,000, Bitcoin bites and Semi pushed to 2022

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Tesla delivered over 200,000 vehicles in Q2 2021, with the electric car company announcing a 98-percent rise in revenue year on year. It’s not all good news, though, with the Tesla Semi having been pushed back to 2022, and a Bitcoin-related impairment hitting the balance sheet.

For the three month period, Tesla saw revenue of $11.958 billion, and earnings of $1.45 per share (non-GAAP). Operating margin was 11-percent.

Tesla produced 2,340 Model S and Model X, and delivered 1,890 of the EVs. The bulk, though, was over with the more affordable Model 3 and Model Y. There, Tesla built 204,080 and delivered 199,360.

That increase in Model 3 and Model Y shipments did, however, have an impact on vehicle average selling price. That declined by 2-percent, year on year, as Model S and Model X deliveries were lower for the latest quarter. “Production ramp of Model S progressed over the course of Q2,” Tesla says, “and we expect it will continue to increase throughout the rest of the year.”

85 megawatts of solar were deployed, and 1,274 MWh of power storage.

As for the downs of the quarter, one notable hit was a $23 million “Bitcoin-related impairment” recorded. Tesla had announced back in February 2021 that it was buying $1.5 billion worth of the cryptocurrency; the following month, it revealed it would allow EV shoppers to pay for their new car with Bitcoin. Come May, however, Elon Musk ended that, amid concerns at the ecological impact of cryptocurrency mining.

The other disappointment is news on the Tesla Semi. Production of the electric haulage has been pushed back, Tesla confirmed today, as the automaker focuses on building its first Model Y at the Berlin and Austin factories later this year.

“To better focus on these factories, and due to the limited availability of battery cells and global supply chain challenges, we have shifted the launch of the Semi truck program to 2022,” Tesla said.

For the Tesla Cybertruck, meanwhile, there’s really just a single mention of the upcoming electric pickup. “We are all making progress on the industrialization of Cybertruck,” the automaker says, “which is currently planned for Austin production subsequent to Model Y.”

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Lucid Motors goes public, grabs $4.4 billion and loses its last excuse

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Lucid Motors has gone public, listing as $LCID on the NASDAQ and raising $4.4 billion as it heads into the final countdown for producing and selling its Air all-electric luxury sedan. It’s been a tumultuous journey for the automaker from its founding in 2007 to here, and the clock is ticking for Lucid to prove it really can disrupt the EV status-quo as it has long claimed it will.

We first saw the Lucid Air back in late 2016, and since then the automaker’s claims haven’t exactly been coy. Certain configurations will offer 500+ miles of EPA range on a charge, Lucid has said, with performance as rapid as 0-60 mph in 2.5 seconds.

Still, like many would-be auto industry disruptors, Lucid has had to battle to make the whole thing make sense financially. Production of the Air was pushed back, though now the company says it should begin that in the second half of 2021. It’ll use the new merger with SPAC Churchill Capital Corp IV – and the funds it raises – to help pay for that.

There are, Lucid says, currently over 11,000 reservations for the various configurations of Air it plans to build. All of its Air Dream Edition models – which will be manufactured first – have been reserved; subsequent trims, including the Grand Touring, Touring, and most affordable Pure, will follow, though it won’t be until 2022 at the earliest before the cheapest Air arrives.

Part of Lucid’s challenge, of course, is raising its profile amid the increasingly crowded electric luxury segment. With Tesla dominating mindshare, and established brands like Mercedes-Benz preparing to weigh in with all-electric heavyweights such as the new EQS, speed and range aren’t going to be sufficient in themselves to distinguish models like the Lucid Air.

The automaker’s strategy there is to put the Air where people can’t miss it. Three new “Lucid Dream Ahead” boxes have been placed around well-trafficked spots in New York City, for example; they’ll be uncovered to reveal an Air sedan in each. Unable to count on Tesla’s “we don’t pay for advertising” model, Lucid is putting ads on CNBC, in newspapers, and on the Times Square digital billboards.

The reality is that, at $131,500 for an Air Grand Touring, the Air will go head to head with some strong competition. Mercedes hasn’t confirmed pricing for the 2022 EQS arriving in the near year, but says to expect it to be roughly on a par with the S-Class. Meanwhile, a more powerful Tesla Model S Plaid is $129,990.

Despite that, the automaker is looking ahead to how it can best spend its new windfall. “Lucid will add 2.7 million square feet of additional space at our greenfield factory in Arizona,” CEO Peter Rawlinson said today. “This will allow us to add a separate line for our Project Gravity electric SUV even as we accelerate its development.”

The short-term question, as customer car production nears, is just how many of the reservation holders convert their refundable deposit into an actual order. We’ll find that out later in the year, when Lucid opens the order books officially.

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2021 Toyota RAV4 Prime Review

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It’s probably fair to say that Toyota put hybrids on the map. The Prius defined the category, came to resemble every stereotype of a “green” car (and, for that matter, of your next Uber or Lyft), and for many has been a first taste of electrification. What’s odd, then, is that it’s taken until now – and the 2021 Toyota RAV4 Prime – for the automaker to get around to making a compelling plug-in hybrid.

The nomenclature can be tricky, so first a quick recap. The original Prius – and indeed most models of Prius since – have been a hybrid in that they pair a gas engine with an electric motor, and a small battery. As you slow down, instead of wasting all that energy heating up and wearing away the brake pads, the hybrid drivetrain converts it into electricity; hit the accelerator, and it uses it to give you a little extra jolt of speed.

It’s a great way to nudge up your miles-per-gallon numbers, without demanding owners do anything as unusual as plug their car into a charger. The downside is that the electric-only range is tiny: maybe about a mile, if you have a light right foot. For more than that, you’ll need at least a plug-in hybrid, or PHEV.

That way you get not only a bigger battery – meaning more electric-only range, before the gas engine kicks in – but the ability to charge it externally. For most people that means while they’re at home or at work, but you can also plug PHEVs into public chargers. They’re a reassuring stepping-stone to full electric because, even if you don’t have time or access to a charger, you can simply fill up the gas tank for more range.

Toyota has flirted with PHEVs, but it’s only with the 2021 RAV4 Prime where it feels like it truly took the category seriously. Maybe that’s because the RAV4 is such an important model in the automaker’s line-up: the best-seller of out of its whole range, in fact, in the first half of 2021. If you’re going to wear the RAV4 nameplate, then, you need to live up to the billing.

Here, Toyota pairs a 2.5-liter four-cylinder gas engine with two electric motors, and an 18.1 kWh battery pack under the trunk floor. Now EVs with batteries capable of anything close to a decent range tend to be on the heavy side, and the RAV4 Prime is no different at around 4,300 pounds, but it still manages to be Toyota’s second most potent model on sale right now.

Sure, a Supra will best it, but 302 horsepower is plenty for a compact SUV. The two-door coupe can’t drive 42 miles on electric power alone, either, or accommodate a family of five and their luggage. Toyota claims a 0-60 mph time of 5.7 seconds, which is positively perky.

Exactly how much of that perkiness you get depends on which drive mode you’re in. Auto mode blends the gas and electric powers as the RAV4 Prime sees fit; you’ll know when the fossil fuels are being burned, because the four-cylinder grunts a little noisily into life. EV mode avoids that happening until the battery is depleted, though sacrifices performance in the process. If you want maximum power, you’ll need to be in Auto.

Finally, there’s a mode where the gas engine stays active more, so as to charge up the battery while you’re driving. It’s definitely not the most efficient way to do that, mind. Instead, you’re going to want to plug the crossover in.

As standard, the RAV4 Prime comes with a 3.3 kW onboard charger. Plug the PHEV into a regular, 120V outlet – such as with the Level 1 charger Toyota supplies – and you’re looking at 12 hours for a full charge. With a Level 2 240V charger, that dips to 4.5 hours. Optional on the fancier 2021 RAV4 Prime XSE trim is a 6.6 kW onboard charger, as part of the Premium package. That trims the 240V Level 2 charge time to 2.5 hours.

42 miles of EV-only range may not sound like a lot, but it’s more than the average American drives in a day. With a full tank of gas to play with, the EPA says you could do a whopping 600 miles before needing to stop: the SUV is rated for 94 MPGe, or 38 mpg on gasoline only.

Sadly, you don’t get DC fast charging support, so don’t expect faster top-ups at higher powered public chargers. That’s not an unusual sacrifice for PHEVs, mind, where the ability to fill up a gas tank generally offsets the absence of fast charging.

On the road, the RAV4 Prime falls victim to the same shortcoming many plug-in hybrids suffer. In a straight line it’s definitely speedy, the dual-motor all-wheel drive setup launching you forward with all the instantaneous torque that we’ve come to love electric vehicles for. The eagerness with which it surges away from stop signs and lights makes it a pleasing tool for urban jaunts.

Cornering, though, is not the Toyota’s forte. Not that, quite frankly, anybody looked to the RAV4 for its handling prowess. The suspension is clearly tuned in an attempt to offset the battery heft, and the result is body roll in the corners and some dive when you brake on the harder side. The steering is precise but not quick. Fine for cruising, then, but this doesn’t really put the “Sport” in SUV.

The “Utility,” however, is another matter. Toyota’s cunning packaging not only hides the battery, but cuts only a little into cargo space in the process. With the rear bench up, you’re looking at 33.5 cu-ft; drop it down, that expands to almost 70 cu-ft. Both the entry RAV4 Prime SE at $38,250, and the nicer XSE at $41,575, get a power liftgate.

As for the rest of the cabin, Toyota’s current curse of “sensibly dour” continues. It’s not that the RAV4 Prime’s dashboard feels cheap, or even that it’s lacking in features, it just seems a little too sober for its own good. Everything is laid out cleanly and sensibly, and there are some nice, soft-touch materials, I just wish it wasn’t so dark in there.

Dual-zone climate control is standard, along with heated front seats, a leather-trimmed steering wheel, and an 8-inch infotainment systems with 6-speaker audio, Apple CarPlay and Android Auto, and five USB ports spread around the cabin. Sadly Toyota’s new UI isn’t included, meaning the infotainment is serviceable but hardly aesthetically-delightful. The XSE gets a slightly bigger, 9-inch touchscreen, wireless phone charging, a foot-operated tailgate, along with SofTex seats rather than just fabric. Options include ventilated front seats, a heated steering wheel, heated rear seats, a 120V/1500W outlet in the trunk, navigation, and front and rear parking assistance.

Standard either way is Toyota Safety Sense 2.0, which bundles together adaptive cruise control, Lane Departure Alerts and Lane Tracing Assist, pre-collision braking with pedestrian detection, and auto high-beams. Blind spot alerts are included too, as is trailer sway control for when you’re taking advantage of the 2,500 pounds of towing capacity.

2021 Toyota RAV4 Prime Verdict

The RAV4 Prime’s wildcard is the US federal tax incentive. Though the PHEV is almost $10k more than the regular RAV4 Hybrid – which has much less electric-only range and no ability to plug it in to charge – it’s eligible for the full, $7,500 tax credit. Take advantage of other incentives at the state and local level, and you can quickly pare down that difference.

At that point, quite honestly, the 2021 RAV4 Prime becomes a no-brainer for the average crossover shopper. Would I love a little extra electric range? Sure, but Toyota’s 42 miles is readily achievable on the road, and its overall package of electrification without demanding too much in the way of cabin and cargo compromise is solid. A bigger battery would take up more space, add weight, and make the whole thing more expensive.

It’s hard to argue with the idea that the automotive world is headed toward full-electric. Not everyone, though, is quite ready for the transition, and I think there’s still absolutely a place for plug-in hybrids that acknowledge that fact. The 2021 Toyota RAV4 Prime is easy to live with and practical, and the fact that you can drive it on electric power alone only adds to the experience, rather than complicating it.

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