Intel has announced the XMM 8160 5G multimode modem, making the product available six months earlier than initially planned in order to support deployments of 5G mobile networks globally.
The modem will provide 5G connectivity to smartphones, PCs, and broadband access gateways, with Intel saying it will provide peak speeds of up to 6Gbps when it launches in the second half of 2019.
The modem will support standalone and non-standalone 5G NR deployments, as well 4G LTE, 3G, and 2G in a single chipset, and supports millimetre-wave (mmWave) spectrum as well as frequencies between 600MHz and 6GHz to support carriers worldwide.
“The Intel XMM 8160 5G modem will enable device manufacturers to design smaller and more power-efficient devices. This can be achieved without the added complexity, power management, and form factor adjustments of two separate modems for 5G and legacy connectivity, as will be introduced in early competing 5G modems,” Intel explained.
“By advancing directly to a multimode solution, Intel will offer very clear improvements in power, size, and scalability.”
According to Intel, devices that use the XMM 8160 5G modem will become available in the first half of 2020.
“We are seeing great demand for the advanced feature set of the XMM 8160, such that we made a strategic decision to pull in the launch of this modem by half a year to deliver a leading 5G solution,” corporate vice president and GM of Intel’s Communication and Devices Group Dr Cormac Conroy said.
Read also: Intel at MWC: How 5G will change the PC
Intel had in September revealed that its technology will be used by both Nokia and Ericsson in the first series of 5G deployments globally.
“Intel is powering the first wave of 5G networks,” Intel SVP of 5G and Network Platform Group Sandra Rivera said.
“Starting with our 5G New Radio modems, we’re building a portfolio of capabilities that lend an additional foundation to the hundreds of millions of modem devices that we have shipped to the market for 4G networks.”
Nokia told ZDNet that there have been three main areas of collaboration between Intel and Nokia: Its AirFrame, AirScale, and ReefShark products.
“On the technical aspect, we’re looking at the AirFrame platform that Nokia has, which is the basis for our cloud core infrastructure, the edge cloud … the second area we were talking about is the AirScale, which is our radio access family; it’s the same family that we use for 2G, 3G, 4G, and now 5G so it’s like a multi-radio access technology,” Nokia told ZDNet.
“We have developed with Intel’s support on the manufacturing side the system on a chip chipsets that go into that, because you need to develop these things with silicon rather than components in order to reach the power consumption levels, and that ReefShark chipset family is one that they’ve been heavily involved with.”
Lastly, Intel enabled Nokia to undertake trials with customers by opening up its 5G Mobile Trial Platform, Nokia said.
According to Ericsson head of Networks Portfolio Management, Product Area Networks Jawad Manssour, Intel and Ericsson have collaborated on 5G for carriers across the globe, including T-Mobile, Sprint, AT&T, Verizon, Deutsche Telekom, Vodafone Group, BT, Telia, Swisscom, Telefonica, Lifecell, Etisalat, MTN, Turkcell, Ooredoo, Orange, China Mobile, China Unicom, SoftBank, NTT DoCoMo, KDDI, Chungwa Telecom, Far EasTone, and Telstra.
“We’ve been collaborating for quite a few years since the early 2000s, and for 5G we’ve been collaborating since four years back,” Manssour said.
“It’s a really comprehensive collaboration, so it started by … predicting how the standards would look like, and this enabled us to start very early on to develop systems for trial activities.”
One such collaboration was during the Winter Olympic Games earlier in 2018.
At the end of September, Intel also announced a series of new 5G developments in China alongside Huawei, ZTE, Tencent, China Mobile, China Telecom, China Unicom, Baidu, and Unisoc.
As part of the swathe of announcements this week, Unisoc CTO Xiaoxin Qiu said his company will be using Intel’s 5G modems in mid-tier Android smartphones globally.
2021 Cadillac CT5 Review: Personality Matters
For all the luxury sedan segment may be dwarfed by sales of lavish SUVs, that hasn’t made the category any less competitive. On the one side, the German mainstays bring reputation and refinement to the party; on the other, comparative upstarts like Genesis, Lexus, and Acura claw back attention with imaginative risk-taking. What to make, then, of the 2021 Cadillac CT5 somewhere in the middle?
I like Cadillac’s styling, with the CT5’s blend of angles and LEDs making for a handsome sedan from most angles. As with the most recent Escalade, the CT5 isn’t quite as vocal in its aesthetic as its predecessor: the grille feels like it could be a little larger; the side proportions a little beefier. 18-inch alloys are standard, with 19- and 20-inch versions available. I’d say step up at least one size, as the regular wheels look a little small to my eyes.
The 3.0-liter twin-turbo V6 is paired with a 10-speed automatic transmission, and is good for 360 horsepower and 405 lb-ft of torque. They’re certainly healthy numbers, and a fair sight more than the 237 hp / 258 lb-ft the standard 2.0-liter turbo-four delivers.
What you can only get on the CT5 V-Series, though, is Cadillac’s upgraded performance suspension and Magnetic Ride Control. The electronic limited-slip differential and Performance Traction Management system are exclusive to the V, too.
It leaves the regular CT5 with independent MacPherson strut front suspension and independent 5-link rear, and it’s all tuned on the soft side. Where the V-Series can flip from comfort to sport at the touch of a drive mode button, switching between Tour and Sport in the standard car is less dramatic. The 10-speed holds lower gears for longer, and the engine sounds louder, but it doesn’t have the sharpened dynamics which leave the CT5-V feeling poised and eager.
The multi-valve dampers on the CT5 simply aren’t so adaptable. It’s not that the sedan can’t hustle, it just doesn’t really encourage that. Long-distance cruising would be a joy in this Caddy, and pickup in a straight line is as urgent as the power figures would lead you to expect. Where some luxury sedans encourage leaving the family at home and playing on the backroads occasionally, though, the CT5 just doesn’t inspire the same.
Doubling down on that road trip ethos is the interior. The CT5’s cabin has plenty of space – for passengers, at least, though the 11.9 cu-ft trunk is a little small – and there’s no shortage of equipment. Premium Luxury trim comes with 14-way power front seats, leather, keyless start, a wireless phone charger, wireless Android Auto and Apple CarPlay, and ambient lighting as standard. You get rear parking assistance and cross traffic alerts, forward collision alerts, blind zone warnings, and front pedestrian braking too. That’s all for $40,795.
As well as $3.5k for the V6 and $2k for all-wheel drive, my test car had the $1,350 navigation and Bose 15-speaker audio, the $1,090 Climate Package with heated and ventilated front seats and a heated steering wheel, and the $600 Lighting Package with LED cornering headlamps and illuminated sill plates. $500 adds auto high-beams, lane-keep assistance, and following distance indicator, and $625 gets the Dark Moon Metallic paint. In all, with $995 destination, you’re looking at $51,455.
All the pieces are there, but I wish there was a little more oomph in how they were put together. The CT5’s cabin seems solid and the switchgear generally feels sturdy, but there’s little of the aesthetic consideration that rivals deliver. Shared parts with the rest of GM’s brands, combined with sober finishes that border on dour, feel neither special nor particularly luxurious.
It all works, it just doesn’t go beyond that to delight. Cadillac’s infotainment system feels like just what you’d find in a recent Chevy or GMC (because, funnily enough, it is) whereas the new Escalade serves up something a lot more unique. The chromed switchgear is too clearly plastic when you touch it, while the 10-inch touchscreen looks tagged on rather than integrated. A fully-digital driver’s display is optional, but the smaller standard panel – sandwiched between analog dials – could benefit from nicer graphics. Again, it does the job, it just doesn’t make itself memorable.
Super Cruise is finally available on the CT5, though the $2,500 option was absent from my test car. It’s the enhanced version, too, which can automatically change lanes for you. Honestly, if I was buying a CT5, it’s the option that would be top of my list.
As for economy, the V6 with AWD is EPA rated for 18 mpg in the city and 26 mpg on the highway, for 21 mpg combined. Conspicuous by its glaring absence is any sort of electrification; for a Caddy EV we’ll have to wait for the Lyriq crossover, which is still some way out.
2021 Cadillac CT5 Verdict
So many of my complaints about the CT5 could be boiled down to “just commit more, Cadillac.” There are hints at greatness throughout, but it seldom quite feels like the automaker goes the whole way and delivers on them. The styling is handsome but falls short of gravitas; the cabin is spacious and well-equipped, but feels bland; and the driving dynamics, especially with the twin-turbo V6, are promising yet not quite as engaging as the sum of the parts would lead you to expect.
That adds up to a problem, because rivals aren’t making the same mistakes. BMW’s 3 Series is more engaging, Genesis’ G70 takes more styling risks, and Mercedes’ C-Class has more comfort. Importantly, all three are just more memorable than the CT5.
Cadillac is quick to point out that its sedan is aggressively priced compared to its competitors, particularly the Germans, and that it outweighs them on things like power and standard equipment. Problem is, in focusing on comparisons, the CT5 has forgotten to factor in Cadillac’s own inherent charm: that singularly American presence and borderline-excess. The result is a car that’s good in many ways, but not great, and that’s just not enough in this segment to rise above the crowd.
Lincoln Zephyr Reflection is the bold car design we’ve been waiting for
Lincoln has revealed its latest concept car, and the Zephyr Reflection is a striking reminder that “American Luxury” can be darn handsome too. Unveiled at Auto Shanghai 2021, the shapely sedan is focused entirely on Chinese tastes, Lincoln says, and pushes beyond some of the more monolithic cues of the automaker’s current line-up.
The goal, Lincoln claims, was to draw in a younger audience. The grille gets a starburst pattern, and is considerably larger than usual, extending into the leading edge of the hood and down deep into the lower fascia.
It’s bisected with a line that links the narrow headlamps, and then trails back into the sharply creased shoulder-line. Flush door handles and high-end trim like tinted chrome, copper, and satin silver add some sparkle, while a trunk-spanning light bar joins the slimline clusters. A blacked-out A-pillar give the Zephyr Reflection a profile like no other Lincoln sedan in the range right now.
The automaker has been thinking about lighting a lot, it seems, with new welcome patterns and ambient lighting promised. The same goes inside, with glowing controls that only appear on touch-surfaces when they’re required. A huge, dashboard-spanning display dominates the dashboard, and can be split into three virtual sections.
As for the UX, that’s a new system being called Lincoln Constellation. Themed around the night sky, it’ll have three different versions – Normal, Sport, and Zen – each with unique animations and graphics.
What Zephyr Reflection doesn’t appear to be, however, is anything more than a styling exercise at this stage. Lincoln’s announcement is conspicuously absent of any sort of powertrain discussion, instead focusing entirely on the design of the sedan. That “hints at the future of Lincoln’s design philosophy and signature features ahead of the production model debut later this year,” the automaker says.
China is aggressively pushing EV adoption – and, indeed, Lincoln is using Auto Shanghai 2021 to debut the locally-produced version of its Corsair PHEV there – but though we’re expecting full-electric Lincoln news soon, it doesn’t seem like the Zephyr Reflection will be the model for that. Indeed, look closely at the dashboard display render, and there’s clearly a little gas pump icon there, suggesting this is a PHEV at best.
Of course, trying to read into production plans from a concept car is usually a shortcut to confusion, and so we’ll have to wait a little longer to find out Lincoln’s actual production plans. Certainly, sedans are still popular in the Chinese market, as is the concept of “American Luxury” itself, meaning whatever the Zephyr Reflection evolves into will likely be more of a hit there than it would be in Lincoln’s home market.
Genesis Electrified G80 is more than just a luxury EV sedan
Genesis promised us an all-electric model, and now we get to see just what that is, with the Electrified G80 giving the luxury automaker its first pure EV. Unveiled at Auto Shanghai 2021 today, it takes the well-received G80 sedan and gives it an all-wheel drive electric makeover.
Gone is the usual choice of 2.5-liter or 3.5-liter turbocharged gas engines, and indeed the rear-wheel drive option. However the Electrified G80 can switch between RWD and AWD depending on road conditions, with a Disconnector Actuator System (DAS) selectively decoupling the drive shaft.
The result is 0-60 mph in 4.9 seconds, Genesis says, in AWD mode. As for range, on the NEDC test you’re looking at over 310 miles, though we’d expect the US EPA numbers to be lower than that. Something that’s particularly impressive is 350 kW DC fast charging support which – if you find a suitably potent charger – could mean going from 10-percent to 80-percent in 22 minutes.
The underlying architecture supports 400/800V switchable modes, to suit different charger types. Just as exciting, though, is the inclusion of V2L (Vehicle to Load) support, effectively turning the Electrified G80 into a huge battery on wheels that’s capable of powering a home in the case of a grid outage or similar. In that situation, Genesis says, the EV can deliver 3.6 kW – more, it suggests, than the typical household requires.
On the outside, the changes from the internal combustion G80 are subtle. The Crest Grille switches from its usual mesh, with an inverted G-Matrix pattern instead. In the upper right corner is a door for the charging port; open that, and as well as a place to plug in, you’ll also find some Two Lines chrome detailing to harmonize with the exterior styling.
Inside, meanwhile, Genesis has blended traditional materials with some eco-minded treatments. There’s natural dyed leather on the seats, console, and rear seat armrest, for example, while the wood uses recycled timber. Recycled PET – the sort of plastic used in water bottles – features in other fabrics.
The GV80 SUV donates its Active Noise Control-Road system, which promises extra cabin hush by analyzing road noise and then creating opposite sound waves to cancel it out. There’s also Genesis’ Electronic Control Suspension with Road Preview system, which uses a front-facing camera to scan the asphalt ahead and preemptively adjust the suspension settings to iron out potholes and bumps.
Though Genesis is debuting the Electrified G80 in China – its first vehicle launch, it points out, outside of South Korea – it will be bringing the EV to the US and Canada, it’s confirmed. More information on localized specifications for that version will be shared later in the year, Genesis says, in addition to news on the other BEVs the automaker has planned.
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