Toshiba's new Radius 12 hybrid gives you a 4K touchscreen and high-end specs for $1,299 (hands-on)
HP adds a colorful new 14-inch Chromebook
The first thing that stands out about this system is the soft colors of the chassis. Rather than stark silver, black or gray, HP calls this design "Sky Blue," and it combines a soft blue interior and accents with a white lid (the system will also be be available in a silver design).
The current-gen Intel Celeron processor won't offer any performance surprises, but the 14-inch display has a full 1,920x1,080 resolution, and uses an IPS panel (in-plane switching) to prevent the image from looking faded at side angles. HP says the system will also include some potentially valuable extras, including a two-year 100GB Google Drive account and three Google Play movie rentals.
The most interesting bonus is 12 months of free access to GoGo in-flight internet service. If you're a frequent flyer, that could make the laptop practically pay for itself.
Chromebooks continue to build a case for being the perfect low-cost computer, thanks to an increasing reliance on cloud-based tools, from email to video streaming to collaborative office applications. Built around the Chrome web browser from Google, this and other Chrome OS devices offer easy access and simple interfaces, but also lack the ability to install and run many common Windows and Mac software applications, or even store much data locally.
But, if you can live within these limitations, Chromebooks are an increasingly attractive way to get online access in a decent-looking hardware package without spending much money.
The HP Chromebook 14 will cost $249 in the US. The US release date, as well as international price and release details, are not available yet, but HP expects this system to ship in time for the upcoming holiday season.
Lenovo's Yoga 900 laptop hybrid steps up the power
Last year's Yoga 3 Pro made some big steps in design, introducing a new style of hinge, nearly universally describes as the "watchband" hinge, with hundreds of individual moving parts coming together for a slimmer, more flexible design. But that otherwise excellent system was held back by a reliance on Intel's then-new Core M processor, intended for slim, premium-price laptops and hybrids. In practice, the Core M gave the Yoga 3 Pro neither the performance nor battery life we expected.
Now Lenovo's high-end Yoga has been rebranded as the Yoga 900, and it keeps the watchband hinge and overall design (with a few tweaks), but moves up to Intel's new sixth-generation Core i5 and Core i7 processors, which we expect will offer much more mainstream performance and battery life.
We've already seen Core i5/Core i7 processors in a few incredibly slim and light systems, such as the Lenovo/NEC LaVie series, to excellent effect. Compared to last year's Yoga 3 Pro, the new Yoga 900 is a hair bigger at 14.9mm thick and 2.8 pounds, but it still feels very portable (the upcoming Surface Book from Microsoft weighs about 3.4 pounds). Lenovo says this the thinnest Core i-series convertible ever.
Besides the new Skylake-generation processors, the Yoga 900 also adds a higher-capacity battery. It has the same 3,200x1,800 13.3-inch display resolution as last year, and is still available in orange, silver and champagne gold.
The Lenovo Yoga 900 will be available from Best Buy and Lenovo's website starting October 19, from $1,199 in the US. International price and availability details are not yet available.
Surface Book review: Microsoft's first laptop shoots for the moon
Microsoft's other new system, the less expensive Surface Pro 4, is clearly intended as a full-time tablet that can double as a part-time laptop, thanks to its clever (but sold separately) keyboard cover. And in practice, the Surface Pro is better as a tablet, and certainly great to draw on, but it doesn't do as much for the rest of us who live in the slightly more buttoned-down world of offices, meetings, word processing and all the things that work best on a traditional laptop.
Still, even after watching successive generations of Surface Pro tablet go sliding off my lap, I never thought to myself that Microsoft ought to make a more laptop-like version of its ambitious crossover PC.
And yet, Microsoft went and did just that, surprising nearly everyone (including purportedly all the PC makers who buy Windows 10 from Microsoft to install on their own laptops and tablets) with the Surface Book, a 13.5-inch premium laptop with a detachable touchscreen display and the same high-end stylus pen as the Surface Pro 4.
These two new Surface products are similar but different, like two cover versions of the same song. Both have unusual 3:2 screen aspect ratios, which matches the shape of the standard A4 paper size. If you're using the tablet half in portrait mode and working on projects designed for print, that may indeed be very useful.
Both the Pro and Book versions of the Surface also share many component options, and in fact, our Surface Book and Surface Pro 4 review units had the same Intel Core i5 processor (from Intel's new sixth-generation chips, sometimes referred by the codename Skylake), and the same 8GB of RAM. In the Surface Book, the Core i5 is included in the $1,499 (AU$2,299, but UK release details have not been announced yet) base model. On the Surface Pro 4, it's an upgrade (to at least $999 from the $899 base price).
Our Surface Book review unit is closer to the $1,699 model that doubles the internal solid-state storage to 256GB (we have a 512GB SSD, which does not appear to be a currently available option with the Core i5 CPU). As this review was being written, we also received a second test unit that included one of the more intriguing Surface Book options, a custom Nvidia graphics chip built into the keyboard base (so it's only available when the two halves of the system are together), plus a faster Core i7 processor and 16GB of RAM, for a total of $2,699. Spoiler alert: The significant added expense doesn't turn this into the ultimate PC gaming laptop, but it's good enough for mainstream games at medium graphics settings, and helpful for HD-or-better photo and video editing. (Look for some game benchmarks further along in this review.)
I'm enjoying the Surface Book overall, and I don't feel like I'm wasting its potential just because I'm not using it to design websites or illustrate graphic novels. It's intended to be a three-quarter-time laptop and one-quarter-time tablet, as intuited by the fact that 75 percent of its battery capacity is housed in the keyboard base, with the remaining 25 percent packed behind the display, along with the CPU, memory and most (but not all) of the other components.
So, now that I've got my lap-friendly version of the Surface, does it fulfill all my hybrid hopes and dreams? Microsoft calls the Surface Book the "ultimate laptop," which is a bold claim. Despite my positive impressions of the Surface Book, it's important right up front to say that if I were designing the ultimate laptop, it would not have the unsightly gap between the screen and base visible here when the clamshell is closed; nor would it weigh about 3.5 pounds.
Showing the Surface Book to others, those are first two things that nearly everyone mentions right away. The gap -- "Is it supposed to be like that?" -- and the weight. It doesn't help the latter issue that there's something about the slight wedge shape of the system when closed and its bulky hinge that makes it just slightly awkward to pick up and carry with one hand.
The Lexus GS F catches up to Germany's heavy hitters
After three generations of pitching "a tablet that can replace your laptop" -- with mixed success -- the formula has finally clicked. The 2015 version of Microsoft's tablet adds the latest Intel processors, a slightly larger screen (perfectly sized at 12.3 inches with a just-right 3:2 aspect ratio), and a handful of hardware and software tweaks, but doesn't radically change the DNA of its predecessor, 2014's excellent Surface Pro 3. That's a wise move, because at this point, the Surface Pro line is less about pitching the very concept of the tablet PC with a detachable keyboard to wary shoppers, and more about seeing how far it can go in refining the finished product. Looking at the finely polished Pro 4, it's worth remembering the humble beginnings of the Surface line. Debuting in 2012, Microsoft's line of tablets were, if not outright mocked, then damned by faint praise at best: an overreach by a software-and-services company into the rough-and-tumble world of computer hardware; a Hail Mary response to the megasuccess of Apple's iPad the previous year. Any design innovations -- the snap-on keyboard, the fold-out kickstand -- felt overwhelmed by quirks and compromises. Not the least of which was the choice of operating system: either the much-maligned Windows 8, or the the severely limited (and now deservedly extinct) Windows RT. In those early days, the Surface was looking less like an Xbox-style home run for Microsoft, and more a Zune-like fiasco.
But that's all ancient history -- call it the Ballmerzoic Era. The 2014 Surface Pro 3 became what Microsoft always hoped it would be: the flagship device for touch computing on Windows, the go-to alternative for those who wanted both a tablet and a laptop without feeling shortchanged on either front. The Surface Pro 4 refines the hardware formula even further, and with Windows 10 on board rather than Windows 8, the platform's final big compromise evaporates too. Now, the Surface line is the design leader: Apple's upcoming iPad Pro and Google's Pixel C tablets are the ones aping Microsoft's design, adding snap-on keyboards and ramping up the multitasking chops of their touch-first operating systems.
But, as a very refined product, the Surface Pro 4 is not inexpensive. The wide variety of configuration options and accessories mean that its starting price of $899, £749 or AU$1,349 is not very realistic. For that entry price, you get a Surface Pro tablet with an Intel Core M3 CPU, 128GB of solid state storage and 4GB of RAM, plus a touchscreen stylus that magnetically attaches to the side of the screen.
From the handful of systems we've tested with earlier Core M processors from Intel, it's just not what you're looking for from a full-time, all-day, everyday computer. The latest versions may be better, but we have yet to benchmark them in a consumer laptop or tablet. A more suitable choice for most will be the mainstream Intel Core i5. Microsoft has updated the processors across the board in the Surface Pro 4 line to Intel's still-new sixth-generation models, sometimes referred to by the codename Skylake, and a configuration with a Core i5 jumps to $999. Double the storage to 256GB and the RAM to 8GB, and you're at $1,299 (and that is the specific configuration tested here). You could spend more than $2,000 for an even faster Core i7 processor and bigger hard drive.
But no matter how much you spend on a Surface Pro 4, when you open the box and set it up, there will be one important missing ingredient. The Type Cover, a slim keyboard and screen protector in one, is still sold separately, no matter which Surface Pro 4 configuration you buy. From the earliest days of the Surface, that keyboard cover has rightly been called out as an impressive engineering feat, and the latest version even improves on that. It now features widely spaced island-style keys (like those found on practically every laptop), and a larger touchpad with a better touch surface.
Like the previous Type Covers, it connects via a magnetic hinge along the bottom of the tablet, and folds shut over the cover for easy transport. Also like previous Type Covers, it costs an extra $129, £109 or AU$199. We rarely see a Surface in Microsoft's advertising materials or press previews without the keyboard cover attached, but for some reason, the company still won't pack the most noteworthy part of the Surface ecosystem into the box. For such a premium product, it's an omission that continues to mystify.
At least the touchscreen stylus -- improved over last year's version, and magnetically attachable to the tablet's edge -- is included by default. Likewise, the display is a tad larger (12.3 inches diagonally versus 12), without expanding the overall size of the tablet.
Chevrolet's 2016 Camaro is a 21st-century street fighter
Perhaps more than any other mainstream American car with decades of history, Chevrolet's Camaro has been a chameleon, dramatically shapeshifting from one generation to the next. Since 1967, it's gone through five distinct iterations, and each one has looked very different to the model that came before it.
Until now.
According to General Motors executives, the Camaro faithful so fell in love with the retro-futuristic 2010-15 model that they told the company to not change a thing about its appearance. Instead, they just asked Chevy to improve its performance, interior and refinement. Thus, despite being all-new underneath the skin, the sixth generation looks an awful lot like its predecessor (a design that was itself a somewhat cartoonish homage to the original 1967-69 Camaro).
This might be a risky move over the long haul, or it could be a brilliant strategy. Not only have performance car sales been red hot, the aging fifth-generation Camaro has more than managed to hold its own at dealers in the face of fresher rivals.
All of this means that the 2016 Camaro wears essentially the same aggressive coupe proportions as before, including a pointed nose with inset grille and recessed headlamps, the same Hot-Wheels-esque oversized alloys, the same high door sills capped by a turret-slim greenhouse and the same short rear deck. Exactly none of the bodywork actually carries over -- the whole design has been subtly but thoroughly modernized, most notably through available LED illumination and sharper sheetmetal sinews. If anything, this new Camaro is even more pugnacious looking than last year's car.
One thing you might not notice right away is that the 2016 model is actually slightly smaller than its antecedent. It's shorter by 2.3 inches, but it still reads much the same because it also sits lower. All of which is to say that the new Camaro still looks great, although once again, it comes across as casting a pretty long shadow for something with such a small cockpit.
Those same greenhouse proportions -- right down to the sliver-like side mirrors and big, fat C-pillars -- means that outward visibility is frankly terrible. Again. Apparently GM investigated taller glass and mirrors, but that compromised the styling. Existing Camaro owners who were surveyed remained adamant that GM not change the car's proportions. The solution? More technology -- blind-spot assist, something that wasn't available on the outgoing model.
Given how GM declined to dramatically renovate the Camaro's appearance, you might assume the same goes for what's underneath. That'd be a mistake, however. Not only is this a whole new animal underneath the skin and inside its much-improved cabin, the new Camaro drives decidedly differently, too.
Remember the iconic massive gray suit that David Byrne of the Talking Heads used to wear back in the '80s? His wiry body positively swam inside that oversized, square-shouldered getup. After firing this new Camaro down some windings road with real conviction, getting back into a 2015 model feels a lot like slipping on the art-rock frontman's outfit.
I made a point of piloting the fifth-generation Camaro over the very same southeast Michigan forested roads before I drove various examples of the new model, and the old car felt significantly bigger and comparatively disconnected. It's not just the couple of inches that've been shaved off the car's bodywork, nor the hundreds of pounds saved thanks in part to the 2016 Camaro's much lighter chassis. It's not even just that the aforementioned new Alpha modular platform is stiffer, though rigidity is indeed up by 28 percent. And it's not just the reduced unsprung mass thanks to lighter wheels and suspension bits, or the more precise electric power steering. It's all these things as a composite -- it's the total package.
Given how GM declined to dramatically renovate the Camaro's appearance, you might assume the same goes for what's underneath. That'd be a mistake, however. Not only is this a whole new animal underneath the skin and inside its much-improved cabin, the new Camaro drives decidedly differently, too.
Remember the iconic massive gray suit that David Byrne of the Talking Heads used to wear back in the '80s? His wiry body positively swam inside that oversized, square-shouldered getup. After firing this new Camaro down some windings road with real conviction, getting back into a 2015 model feels a lot like slipping on the art-rock frontman's outfit.
I made a point of piloting the fifth-generation Camaro over the very same southeast Michigan forested roads before I drove various examples of the new model, and the old car felt significantly bigger and comparatively disconnected. It's not just the couple of inches that've been shaved off the car's bodywork, nor the hundreds of pounds saved thanks in part to the 2016 Camaro's much lighter chassis. It's not even just that the aforementioned new Alpha modular platform is stiffer, though rigidity is indeed up by 28 percent. And it's not just the reduced unsprung mass thanks to lighter wheels and suspension bits, or the more precise electric power steering. It's all these things as a composite -- it's the total package.
BMW's M2 is the 1 Series M successor we deserve
When BMW released the M235i, most everybody expected a higher-performance variant to arrive shortly thereafter. More than a year later, that dream has finally become reality. The M2 is the successor to the lauded 1 Series M, and with a little help from its bigger brother, it should turn out to be quite the impressive sports coupe.
Much like the larger M3 and M4, a turbocharged 3.0-liter six-cylinder engine will power the M2. However, being smaller than its brethren, the output isn't quite as ludicrous. The M2's inline-six is rated at 365 horsepower and 343 pound-feet of torque, with an overboost function that temporarily raises the latter number to 369 pound-feet. The driver will choose between two transmissions -- a standard six-speed manual with automatic rev-matching downshifts, and an optional seven-speed, dual-clutch gearbox with launch control.
With the manual, the M2 will reach 60 mph in 4.4 seconds -- launch control helps the dual-clutch transmission hit that same speed in just 4.2 seconds. Both variants have an electronically-limited 155-mph top speed.
As with every other BMW M model, the body features several aggressive aesthetic enhancements, including a front fascia with more creases than a unironed dress shirt, an integrated rear diffuser and the automaker's hallmark quadruple tailpipes out back,. The body itself is much wider than the standard 2 Series -- 2.1 inches up front, 3.1 inches out back -- to accommodate wider tires on all four corners. Buyers will be able to choose from blue, white, black or gray paint.
Underneath its skin, the M2 focuses on shedding unsprung weight with extensive use of aluminum. The control arms, axle subframes, suspension struts, antiroll bars and wheel carriers are all made from the lightweight metal. The result is a car that weighs just 3,450 pounds (with the dual-clutch transmission -- believe it or not, the manual version is heavier, coming in at 3,505 pounds). For comparison, a 228i with a manual transmission weighs in at 3,295 pounds, while the automatic variant is 50 pounds heavier than that.
The M2's remaining new components are items commonly found in other performance-oriented BMW products. There are giant brakes behind each wheel (15-inch rotors in front, 14.5-inchers at the rear) and an electronically controlled adjustable limited-slip differential. The interior features sportier seats, M-specific gauges and more M badges than you'd find in your average Bavarian mechanic's shop. And, as with every other halfway-luxurious car on sale today, Alcantara suede is strewn about the cabin.
Of course, in keeping with the times, there are plenty of available safety technologies. M2 drivers that want to feel safe can opt for forward-collision warning with autonomous low-speed braking, lane-departure warning, rear parking sensors and a backup camera. Also available is ConnectedDrive, an app suite that includes GoPro integration for when you want to film all your smoky-burnout antics.
The 2016 M2 will go on sale in spring 2016 in several markets, including the US, UK and Australia. Pricing has not yet been disclosed.
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