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Will India allow Huawei to sell its 5G networking equipment in the country?

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Image: Angela Lang/CNET

2019 has been a perilous year so far for the world’s leading telecom equipment manufacturer, and second largest smartphone maker, China’s Huawei. First, Donald Trump banned the company on May 15 from selling its phone or telecom equipment in the US through a national security order. In June, Trump decided to lift some restrictions to its most popular products but the company remained on the Commerce Department’s blacklist.

Meanwhile, its CFO Meng Wanzhou is still languishing in a Canadian prison awaiting extradition to the US on charges ranging from money laundering to obstruction of justice.

Now, the latest news to give it further worry is that India — on the verge of inviting telecom majors to conduct trials for the upcoming network — is still undecided on whether to invite Huawei or not, as disclosed to Reuters by the telecom minister Ravi Shankar Prasad. This would be a major blow to a company that is keen on solidifying its presence in one of the fastest growing telecom market in the world and is projected to grow to 103.9 billion in 2020.

Not surprisingly, Chinese officials who were called by India’s ambassador in Beijing, Vikram Misri, to discuss this issue suggested that there would be reverse sanctions if New Delhi were to go ahead with its decision. 

Will New Delhi be justified in shutting the door on Huawei? After all, Huawei hardware has already been used in 5G trials in Malaysia, Philippines, Thailand, and Singapore, and the extreme cost competitiveness of its equipment would make it a front runner in these countries. Meanwhile, the UK may have huffed an puffed about Huawei’s notoriety when it comes to security breaches but the fact remains that Vodafone launched its 5G network in the United Kingdom with both Huawei’s hardware and broadband modem. Apparently, even its competitors EE, Three, and O2 are currently using or plan to use Huawei’s equipment.

See also: How 5G network builders are competing with Huawei in Asia

But detractors remain, and strident ones at that, including current arch enemy the US led by Trump’s confusing and contradictory diktat’s as well as New Zealand and Australia — three members of the ‘Five Eyes’ intelligence community — as well as Japan who have decided to give the Chinese maker a wide berth. Canada, despite detaining CFO Wanzhou on an extradition order, has not enacted a complete ban on Huawei equipment — yet.

For India, the stakes are significantly higher considering it shares a border with China, who is a staunch ally of nemesis Pakistan. China too has had chronic border disputes with India where the two countries went to war in the 1960s over this. Therefore, the fact that Huawei founder Ren Zhengfei is a former member of the People’s Liberation Army will undoubtedly not be very reassuring. 

As the Asia Nikkei article details, security experts feel that companies in China are ultimately subservient to the state and would have to kow-tow to its intelligence and security agency demands, which makes Chinese companies, especially those selling electronic infrastructure equipment, not the safest to go along with. In fact, China’s National Intelligence Law passed in 2017 demands this from its citizens.

To make things worse, Huawei has been accused by India of allegedly hacking into networks several times over the past decade and allowing ‘backdoors’ in its networking hardware for surveillance purposes, according to Venturebeat, something that Huawei denies. The problem for India is Huawei is simply very tough to beat on price. And it is omnipresent. It has 20% of all 5G patents globally which has allowed it to suck up 50 of the world’s commercial 5G contracts. 

A MIDDLE GROUND?

Clearly, considering China’s clout in the world of trade, many countries would wish to appear to appease it while protecting themselves against incidents of hacking. So no surprise that a ‘middle approach’ is apparently being explored in India where Huawei would be blocked from operating in sensitive border areas while relegated to more central geographies. 

Moreover, the UK has already implemented such a plan where its carriers use the Chinese telco’s ‘non-core’ components, such as transmitting radios used in close proximity to homes, rather than equipment used in guiding network traffic, which is more susceptible to breaches such as core servers that house encryption keys.

Read: The winner in the war on Huawei is Samsung

This could possibly be the most pragmatic solution that optimises both security and cost, the latter which is increasingly becoming more important in a beleaguered industry squeezed badly by the entrance of the price gouging Jio. But regardless of how attractive the numbers may look for Indian telecom operators like Vodafone and Airtel sizing up Huawei versus its competition, to put all one’s eggs in the Huawei basket simply for price advantages would simply be foolish.

As a telecom executive in the Economic Times put it: “We don’t want to be caught in a situation where we have deployed Huawei and then a ban comes. It would be such a big gamble to do so and already, given the stress in the sector, looks like nobody is going to take that risk.” 

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Toyota foils leakers by offering an official image of the 2022 Tundra

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Earlier this week, leaked images were going around claiming to show the next generation 2022 Toyota Tundra. Automakers never like leaks, and often they simply deny that the images are of their vehicle or ignore the leak altogether. However, Toyota used a different tactic when images of its 2022 Tundra leaked, choosing to release an official image of the truck.

2022 Tundra TRD Pro

With Toyota’s move, talk of the 2022 Tundra has moved from the leaked images to Toyota’s official image. However, it’s worth noting that Toyota only offered a single image of the TRD Pro version of the Tundra and offered no details on the truck. Last month, SlashGear posted a review of the 2021 Tundra TRD Pro, highlighting that it was the last hurrah for the current generation of the truck.

However, it does offer a nice opportunity for us to compare the exterior of the 2021 model to the 2022 model. What we see is significant changes on the exterior of the truck. While the overall profile remains virtually the same, the 2022 has a completely new front end that closely resembles the style used on the Tacoma and 4Runner SUV. That means a large black grille with hexagonal openings and bulky Toyota branding on the grille.

It’s unclear if non-TRD Pro versions will have the same front-end treatment. Another interesting tidbit that is easily seen from the official Toyota photograph is that the truck is equipped with an LED light bar underneath the Toyota logo in the grill and what appear to be LEDs underneath the grill on the front black portion of the bumper. The headlights are much smaller and appear to be LED.

2021 Tundra TRD Pro

The truck has modest black fender extensions and rolls on very attractive black wheels. We also note that the truck has integrated sidesteps to make it easier to get in and out. Unfortunately, there’s no indication of what changes might have been made to the interior or under the hood of the truck at this time.

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Ford to purchase Electriphi for integration with Ford Pro services for EV fleets

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Ford has announced it will purchase Electriphi, a California-based provider of charging management and fleet monitoring software for electric vehicles. Ford intends to integrate Electriphi capabilities with its Ford Pro services to develop advanced charging and energy management experiences for commercial users. Many large commercial fleet operators are actively transitioning from combustion-powered vehicles to electric vehicles, and managing charging is a significant challenge.

Ford believes that the acquisition of Electriphi will help spur the adoption of the new F-150 Lightning Pro and E-Transit van by fleet operators around the country and the world. The automaker also notes that the acquisition is part of its plan to invest more than $30 billion by 2025 to enable it to lead in electrification for both commercial and retail customers.

Ford Pro is a new global business within Ford designed to help improve commercial customer productivity and develop advanced charging and energy management services. Charging infrastructure and managing charging capabilities for large fleets of electric vehicles is seen as one of the biggest challenges to the adoption of electric vehicles by commercial users. Ford Pro estimates that the depot charging industry will grow to over 600,000 full-size trucks and vans by 2030.

Ford Pro expects to have over $1 billion in revenue from charging by 2030. Ford’s full-electric E-Transit van is currently scheduled to begin shipping later this year, and the F-150 Lightning Pro will begin shipping in the spring of 2022. Electriphi had a team of over 30 employees, and the software they developed is designed to simplify the electrification of fleets, save energy cost, and track critical metrics like the real-time status of vehicles, chargers, and maintenance services. Ford expects to close the acquisition this month at undisclosed terms. Ford Pro will begin for customers in North America, but it will launch in Europe later.

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2021 Volkswagen Jetta Review: Sober Value

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Volkswagen would probably call the 2021 Jetta “pragmatic,” and rationality certainly is the name of the game for one of the most affordable cars on the market right now. A mainstay of the compact sedan segment since 1979, the Jetta always promised a balance between the playful Golf and the grown-up Passat. These days, though, the Jetta may have matured a little too far.

Much as with the Golf in the US, VW has pared back the Jetta configurations to a single engine. In fact it’s the same engine: a 1.4-liter turbocharged four-cylinder, with 147 horsepower and 184 lb-ft of torque. The cheapest 2021 Jetta, the S trim from $18,995 (plus $995 destination), comes with a six-speed manual. So, too, does the $22,795 Jetta R-Line.

Otherwise you get an eight-speed automatic, with front-wheel drive across the board. In the case of my 2021 Jetta SEL Premium – the swankiest Volkswagen offers – it pushes pricing to $28,045 plus destination. Part of that is the Cold Weather Package, which is $500 on lesser trims, and the equally priced Driver-Assistance Package.

All Jetta get LED front and rear lights, and R-Line and above upgrade the 16-inch alloy wheels to 17-inch versions. SE and above have heated side mirrors and a panoramic power sunroof. SE and above get dual-zone automatic climate control and heated front seats; cars with the Cold Weather Package have a heated steering wheel and heated rear seats. Only the SEL Premium has actual leather upholstery, though.

On the safety side, automatic post-collision braking is standard across the board, while SE and above get forward collision warnings with emergency braking, blind spot monitoring, and rear cross-traffic alerts. SEL and SEL Premium cars throw in adaptive cruise control with lane-keeping assistance.

The Jetta may have the same engine as the 2021 Golf, but the end result still feels fairly different. The Golf has, of course, near-sublime chassis tuning, and is altogether more eager with its 147 horses. Even with the same platform underneath, the Jetta plays things a little more grown-up. It’s surprisingly zippy from a standing start, easily pulling away, but corners see more body roll and the steering is dialed in light.

I suspect that’s what Jetta owners like, though, and certainly it’s a relaxed and unchallenging experience from behind the wheel. The Jetta GLI promises a few more thrills, thanks in no small part to its active damping, but this regular car is unlikely to get your heart rate up.

The same could be said for the cabin, which is dark and sober enough that you could assume Volkswagen is going through its goth phase. Matte black plastics sit alongside gloss black plastics, and the sprinkling of dark silver trim around the clusters of controls isn’t enough to lift the interior out of its somber monochrome.

The switchgear feels good, but the rest of the plastics are only middling, and all the button blanks around the transmission shifter are a reminder that even in SEL Premium form you don’t get a huge number of toys. The 8-inch touchscreen on SEL and SEL Premium trims now runs MIB3, a newer version of VW’s infotainment system; S, SE, and R-Line cars get a 6.5-inch touchscreen and the older MIB2. So, too, the two highest trims pack the Volkswagen Digital Cockpit, with a screen replacing the analog gauges.

MIB3 is clean and easy to use, though VW’s graphics don’t stray from the pallid aesthetic of the rest of the interior. There’s Apple CarPlay and Android Auto, plus a wireless charging pad, and both SEL and SEL Premium cars get a 400 watt Beats Audio system with eight speakers and a subwoofer. There’s a surprising degree of bass from that, along with two USB-C ports.

Where the Jetta does stand out – including against the Golf – is in economy. The EPA says you’ll get the same 29 mpg in the city, but highway driving is rated for up to 39 mpg (versus the Golf’s 36 mpg) for a single point advantage at 33 mpg combined. In practice, it’s not difficult to meet those figures either, not least because the Jetta doesn’t especially encourage profligate manners behind the wheel. Highway driving in particular feels tuned for steady plodding rather than anything approaching urgency.

Practicality tips things back in the Golf’s favor, with the Jetta offering 14.1 cu-ft of trunk space versus its hatchback cousin’s 17.4 cu-ft. Still, it feels bigger than that, there’s a 60/40 split rear seat, and adult passengers back there only had a slight dip in headroom to complain about. A four-year/50,000 mile warranty is a little more generous than what many in the category are offering.

2021 Volkswagen Jetta Verdict

I’ve said it before: VW’s attentions seem to be on its electrification strategy and the ID range, and that leaves cars like the 2021 Jetta out in the shadows. The compact sedan isn’t a bad car, just an unmemorable one, and the problem there is that it finds itself with competition that rival automakers are taking a lot more seriously.

The new 2022 Honda Civic Sedan, for example, is similarly priced but has a fantastic cabin and is more rewarding dynamically. The Mazda3 has beguiling looks and is far more enjoyable to drive than the Jetta. There’s not really anything objectively wrong with Volkswagen’s car, and those on an extreme budget might find its lesser-equipped trims appealing, but even those who think of their vehicles as appliances will find more to appreciate elsewhere.

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