Category: Technology

Apple’s confusing laptop family finally makes sense this year. The long-rumored 15-inch MacBook Air arrived months ago, and the company surprised us by delivering two MacBook Pro revisions in less than 12 months. While I appreciated the speed bump that the M2 Pro models brought, the new M3-equipped MacBook Pro 14- and 16-inch are a clearer sign of where Apple is headed. The company has killed off the long-suffering 13-inch MacBook Pro, which was cursed with a Touch Bar and an aging design. Now, its Pro machines are truly geared towards professionals, while the Air models are meant for everyone else.

Curiously, though, Apple also seems to be dividing those professionals into more distinct subgroups. The cheaper $1,599 14-inch MacBook Pro sports a plain M3 chip, which has an 8-core CPU and 10-core GPU. It’s an entirely new addition to the lineup, and consequently it seems tailor-made for people who want something more than a MacBook Air, but don’t need the power of a $2,000 machine. It’s equipped with a mere 8GB of RAM — a limitation you’ll likely feel as browser tabs stack up — and it loses a USB-C port on its right side.

If you’re actually going to be doing any multimedia work, you can bump up to the $1,999 14-inch M3 Pro model, which features an 11-core CPU and 14-core GPU. You’ll have to shell out $2,399 to get the full power of the M3 Pro with a 12-core CPU and 18-core GPU. And demanding users can jump to the $3,199 M3 Max model, sporting a 14-core CPU and 30-core GPU. Pricing hasn’t changed at all for the 16-inch MacBook Pro, which still starts at $2,499 with an M3 Pro chip. Notably, the bigger MacBook Pro can be equipped with a 40-core GPU M3 Max chip for $3,999.

Both MacBook Pro models can also come in a “Space Black” finish, which features a new anodization finish to reduce fingerprints. (Unfortunately, it’s not available for the base M3 14-inch MacBook Pro, another slight knock against that machine.) While the color looks more charcoal gray in person, it’s darker than Apple’s previous “Space Gray” MacBook Pros. And in my testing, it definitely attracted less fingerprint grease than the pure black “Midnight” MacBook Air (though it certainly wasn’t perfect). I’m just hoping Apple can eventually produce a Midnight variant of the MacBook Pro that fares better with fingerprints. And don’t worry, the classic silver option is still around.

The 16-inch MacBook Pro with M3 Max.

Other than that new color, though, not much has changed about the overall design of the 14- and 16-inch MacBook Pros, which were refreshed in 2021. Their refined, all-aluminum design was a big step forward from Apple’s older unibody cases, which stuck around for almost a decade. Both computers feature gorgeous 14- and 16-inch Liquid Retina XDR displays, which offer HDR, refresh rates up to 120Hz with ProMotion, and up to 1,600 nits of peak HDR brightness. (One nifty upgrade: They now offer up to 600 nits of SDR brightness, instead of 500 nits.) And yes, the notch everyone made fun of is still around, and once again it houses a 1080p webcam.

I’m not complaining, mind you. This MacBook Pro redesign was a major improvement when it debuted two years ago, and it still looks great today. I wouldn’t be surprised if Apple sticks with it for years, just like it did the old unibody design. While some PC-makers are eager to throw in features to make their computers stand out — like the rear LED lights on ASUS’s Zephyrus G14 and m16 — there’s something casually cool and confident about these MacBook Pros.

You might be wondering why we’re reviewing both the 14-inch and 16-inch models together – to put it simply, they’re practically the same machine with different screen sizes. One isn’t necessarily better than the other, it really depends on your needs. If you’re a video editor working on large project timelines, it makes sense to go for the biggest screen possible, especially since you can cram in that 40-core GPU. And if you need something more compact, the smaller model makes more sense as it weighs just 3.5 pounds, while the 16-inch is a back-aching 4.7 pounds.

I tested the 14-inch MacBook Pro with an M3 chip and 16GB of RAM, as well as the 16-inch model with an M3 Max and a whopping 128GB of RAM. (Unfortunately, we couldn’t get our hands on an M3 Pro model to compare, but we’ll update our benchmarks once we do.) To be honest, both computers performed exactly as I expected. The 14-inch M3 MacBook Pro is still a zippy little devil for general productivity work — in my case, that’s with dozens of browser tabs, Slack, Evernote, Spotify and Pixelmator Pro all at once. The 16-inch model, on the other hand, was practically begging for more serious workloads. (Perhaps I was just feeling the pressure of using a machine with that much RAM and an 8TB SSD.)

None

Geekbench 5 CPU

Geekbench 5 Compute

Cinebench R23

3DMark Wildlife Extreme

Apple MacBook Pro 14-inch (Apple M3, 2023)

2,368/10,729

32,749

1,932/10,159

8,139

Apple MacBook Pro 16-inch (Apple M3 Max, 2023)

2,367/22,961

94,245

1,915/23,830

Apple MacBook Pro 14-inch (Apple M2 Max, 2023)

1,970/15,338

71,583

1,603/14,725

18 ,487

Apple MacBook Pro 13-inch (Apple M2, 2022)

1,938/8,984

27,304

1,583/8,719

6,767

In the Geekbench 6 and Cinebench 2024 benchmarks, both the M3 and M3 Max chips showed slight improvements over the M2 variants and more noticeable leaps ahead of the M1 family. I can’t imagine too many folks are eager to upgrade their M2 MacBook Pros, but demanding users may see the need to move beyond the M1 machines at this point. For content creators, time is money after all, so it’s worth spending a bit more to plow through projects quickly. And if you’re one of the many Mac users still on an Intel system, the M3 hardware makes the push to upgrade even more compelling.

While Apple still isn’t trying to court hardcore gamers much, it’s at least laying the groundwork for a better gaming experience. Thanks to the upgraded GPU in the M3, for example, Lies of P played far more smoothly on the 14-inch MacBook Pro, compared to the slightly stuttery experience I saw on the 13-inch MacBook Pro with M2. I was able to crank all of the graphics settings to their highest level while playing in 1,920 by 1,200, and the game easily maintained a silky smooth 60fps. The 16-inch MacBook Pro delivered an even better experience thanks to the M3 Max. I was able to crank Lies of P up to 1440p with all of the graphics settings maxed out and still stay at 60fps. The M2 13-inch MacBook Pro, in comparison, hovered between 40 and 60 fps.

What’s most impressive, though, is that I saw that performance while on battery power. The dedicated GPUs on PC gaming laptops tend to slow down considerably when they’re away from the lifeline of AC power. Apple’s expansion into gaming could also open up the MacBook Pro to people who already own PC gaming desktops, but want the refinement of a Mac laptop. I was able to seamlessly dive into my Baldur’s Gate 3 campaign (thanks Steam Cloud Saves) across both machines. That’s something that would have been unthinkable just a few years ago.

Both MacBook Pro models still feature Apple’s excellent keyboard and trackpad, and they all sport an SD card slot alongside a full-sized HDMI connection and headphone jack. They also have three USB-C Thunderbolt 4 ports — except for the base M3 model, which just has two. Apple also improved on the already excellent battery life of the previous models: The 14-inch MacBook Pro lasted 24 hours and 30 minutes during our benchmark, while the 16-inch model reached 24 hours and 50 minutes. During real-world usage, both computers took almost two days before I had to recharge them. Given how power-hungry Intel’s chips have been lately, it’s nice to see laptops that can easily survive the 14 and a half-hour flight between New York City and Tokyo.

Another plus? If you were stuck on that flight with either of these laptops, you’d truly appreciate their Liquid Retina XDR displays. While they’re not OLED screens, their MiniLED backlights are wonderfully bright, and they also offer excellent color depth for photographers. Mostly, though, I appreciated their high refresh rates – even doing something simple, like scrolling through a website, looks incredibly smooth. And while the 14.2-inch screen on the smaller MacBook Pro is only a tad larger than the Air’s 13.6-inch display, I found it noticeably more immersive while catching up on Netflix shows. For my purposes, the 14-inch model was also a great balance of screen size and portability – the 16-inch Pro is just so damn large. (But yes, I’d imagine that would be even more useful for video editing.)

It’s worth noting that Apple didn’t send me the base $1,599 M3 MacBook Pro with just 8GB of RAM. Given what I’ve seen on Activity Monitor, I’m typically using 10GB to 13GB of memory with my typical workflow. And I’m just a lowly tech blogger! I’m sure I could still work decently on an 8GB system, but my overflow memory needs would end up hitting the SSD frequently as swap memory. That’ll slow down performance considerably when I actually need to deal with large amounts of data – perhaps while downloading a game, or transferring 4K video footage from my camera – and frequent usage also decreases the life of your SSD.

In many ways, the 14-inch MacBook Pro with 8GB of RAM feels as cynical an option as the old 13-inch machine. It’s really just meant for people who want the Pro badge, but may underestimate the downsides of limited memory. And don’t forget that you can’t upgrade RAM on Apple Silicon — it’s all baked right into the M3 chip. On older Intel systems, you could buy a low-specced MacBook Pro and add more memory down the line. That’s simply impossible today, and Apple has little reason to change its architecture to become more flexible.

So, as always, we recommend you buy as much RAM as you can up front, even if it means getting a smaller SSD instead. For example, my 14-inch MacBook Pro test system, which had a 1TB SSD along with 16GB of RAM, cost $1,999. But you could save $200 by opting for a 512GB SSD instead. Don’t forget, a computer with 16GB of RAM could last you years, whereas you’ll start feeling the burn with 8GB immediately.

If you want to see how wild Apple’s prices can get, just look at the 16-inch MacBook Pro I received, which clocks in at $7,199 with the full-powered M3 Max (16-core CPU, 40-core GPU) 128GB of RAM and that 8TB SSD. It’s not something an average consumer would buy — but it would definitely be useful for Disney to have a pile of them on-hand to help editors and VFX artists pump out the latest Marvel show.

Funny enough, my advice today echoes what I said last year: Don’t buy the cheapest model. Beyond that, it’s hard to go wrong. The M3 chips are incredibly efficient and powerful. And Apple’s MacBook Pro design remains as elegant as ever. Just try to save up for at least 16GB of RAM.

This article originally appeared on Engadget at https://www.engadget.com/macbook-pro-14-inch-and-16-inch-review-an-m3-chip-for-every-situation-140048075.html?src=rss 

Elon Musk’s new AI company, xAI, will release its chatbot to X subscribers who pay $16 per month once it exits beta. A select group of X users started testing Grok, a competitor to OpenAI’s ChatGPT, this weekend.

Musk laid out his heady ambitions for xAI earlier this year, saying in July that its intended purpose is, quite literally, “to understand the true nature of the universe.” Having said that, Musk says Grok will wield a sense of humor, like this… banter sewn into a guide to making cocaine, which must be funny to someone.

Grok’s notable feature is its real-time access to information published on X, which Musk claims will be “a massive advantage over other models.” Rival chatbots are limited to the information fed to their model. If Grok constantly pulls new information from X, it could have an edge. It could also be more liable to the horrible biases of AI models, not to mention parsing the mass of misinformation swirling around the rebranded social network.

— Mat Smith

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This article originally appeared on Engadget at https://www.engadget.com/the-morning-after-elon-musks-new-ai-company-xai-launches-grok-the-chatbot-121533489.html?src=rss 

Volvo’s EX30 crossover has yet to arrive, but it’s already generated a lot of interest thanks to a killer combination of a charming design and low starting price of $35,000. On top of that, it’s eco-friendly to the core due to its low carbon manufacturing footprint and use of sustainable materials.

There is a “but,” though. All models sold globally to start with, including in the US, will be built in China by Volvo parent Geely. That’s controversial given current geopolitical tensions and it means the EX30 won’t be eligible for federal US tax credits. However, Volvo recently announced that it would build some models in its Ghent, Belgium plant in Europe starting in 2025 to “boost… production capacity for the expected EX30 demand in Europe as well as for global export.”

We’ve finally been able to drive the EX30 in Barcelona and answer a lot of lingering questions. How’s the handling, acceleration and range? We know it’s fairly small, so is there enough interior space for the US market? And how does it stack up against the competition, especially Tesla, considering the lack of tax credits? Let’s dive in and learn more.

Features

We looked at the EX30 when it first launched, examining the controls, infotainment system, storage and more, so check that out if you haven’t. Still, I’ll revisit some highlights here before the drive. 

There are two versions of the EX30, the single-motor Extended Range and the twin-motor Performance model, starting at $34,950 and $44,900 respectively (before the $1,195 destination fee). They’re built on parent Geely’s 400 volt SEA platform, shared by some upcoming Polestar models.

The Extended Range version makes a decent 268 horsepower with 258 pound feet of torque, while the Performance model ups that to a wilder 422 horsepower and 400 pound feet. Both feature 69 kWh batteries, with 64 kWh usable, for an estimated EPA range of 275 and 265 miles respectively (the final figures should be available soon). There’s a 51kWh battery too, but it’s only available in Europe. The maximum charging rate is 153kW, bringing the battery from 10-80 percent in 26.5 minutes.

Starting in 2025, the 2026 model year EX30 will be equipped with a NACS (North American Charging Standard) port thanks to its recent agreement with Volvo. That means the 2025 model debuting in 2024 will effectively be a unicorn, as it will carry a CCS port instead — though a NACS adapter will be included for Tesla Superchargers, of course. 

The base models are, well, basic, with things like parking sensors and a digital key left out. We tested both with the “Ultra” equipment level, which includes the Harman Kardon sound system, larger wheels, USB-C outlets, power front seats, park assist pilot and more. Those cost $40,600 and $46,600, respectively.

The EX30 is a looker, with balanced proportions and smooth lines. The design says “friendly” and “accessible” rather than “aggressive,” and it caught a few admiring looks from passersby.

From the outside, the EX30 looks larger than it is, but the 167-inch wheelbase is similar to a Mini Clubman or VW Golf GTI hatch – not large vehicles by any means. It weighs 3,850 pounds, about the same as a Kia Niro EV. All told, it’s Volvo’s smallest SUV by a good margin.

That’s not an issue up front, as the EX30 is relatively wide and has ample headroom for tall drivers. The backseat is a bit cramped, though, especially with tall occupants up front. The rear cargo area can accommodate a decent amount of stuff, and you can make it a bit larger by removing the floor-leveling door. It can be further expanded by folding down the front seats.

Rather than putting speakers in the doors, Volvo simply used a soundbar-like system built by Harman Kardon. That’s smart, as it should appeal to younger users in Volvo’s target market. With EX30-specific tuning, it sounds really good too.

The interior isn’t as basic as the Model 3, as there are switches and stalks for drive mode, turn signals, lights, volume and other primary functions. The interior is also less sterile thanks to Volvo’s creative use of sustainable materials and color schemes. Everything is soft and welcoming, with a variety of textures and patterns, made from things like old denim and recycled PVC window frames.

Like the Model 3, though, the EX30 has no dashboard, just a center touchscreen, so important information like speed and charge level is off to the side. Volvo says that it helps you refocus on driving, somehow, but I’m not a fan – it forced me to take my eyes off the road more than I’d like.

All other things are handled by the 12.3-inch center touchscreen. The main display shows key functions like speed, moving map, charge, drive mode and more. Other settings let you change things like the steering firmness, or get maximum boost in the Performance model by choosing all-wheel drive – if you don’t mind a significant hit to range. The on or off one-pedal control isn’t as precise as I’d like, as it lacks multiple braking levels like Kia’s EV6 and other models.

Driving

Now that we know the EX30, what’s it like to drive? In short, it’s a Volvo. That’s not a bad thing – what it lacks in agility, it makes up in comfort. It floats over tattered freeway pavement with little jolting and you’ll barely notice potholes or small speed bumps. It’s a nice car to drive in the city or take on cross-country trips, but it’d flounder on a track.

That’s not an accident; Volvo specifically tuned in a fair amount of suspension travel to favor comfort over sport. Tesla went the other way with the Model 3, so it can nip around corners more precisely, but rides harshly on less-than-smooth roads.

In terms of power and torque, the Extended Range model has enough for most drivers. With a 5.1 second 0-60 MPH time, overtaking is safe and easy at freeway speeds and acceleration is crisp and predictable in all conditions. With that model, the power pairs well with the suspension, striking a nice balance between comfort and control.

The Performance version is on another level, though. With 422 horsepower and 400 pounds of torque in an EV of this size and weight, acceleration is hair-raising. In fact, it can go from 0-60 MPH in just 3.4 seconds, quicker than any Volvo to date and close to the Model 3 Performance. On tight winding roads with short passing zones, I felt confident enough to zip around trucks or buses. Freeway speed limits arrive almost too quickly, though the EX30 is limited to 180 km/h, or about 112 MPH.

Despite the power, it’s no race car. The suspension is identical to the Extended Range model, which is to say, too soft for high-speed cornering. Just stomping on the pedal from a start can create some drama, as it becomes clear that the suspension isn’t quite up to that level of instant torque. So, apart from the raw horsepower, it’s not an enthusiast car.

The EX30’s Pilot Assist is reasonably advanced for a relatively inexpensive EV, offering more than just lane-keeping and collision avoidance. As on other Volvo cars, it can also change lanes automatically, make passing easier and adjust your speed to traffic. It also offers a Park Pilot Assist function that can locate spots at speeds up to 14 MPH and then park automatically. The system worked as well as any I’ve tried, squeezing the car into tight spots while displaying synthesized views all around the vehicle.

It also has an advanced driver alert system as standard. It can not only detect if your hands are on the wheel, it uses a special sensor that raises a warning if it thinks you’re distracted, drowsy or inattentive.

Wrap-up

After driving the EX30 for nearly a full day, I’m impressed. While not the most nimble crossover EV, it’s comfortable to drive whether you’re on the freeway or city streets full of potholes. Even in the base single-motor model, the acceleration is more than anyone needs. In the dual-motor performance version, it’s borderline insane. It also offers enough range for reasonably long trips, with support for decently fast charging.

Volvo has more or less nailed the interior, bar a few minor complaints. It ticks all the boxes for buyers looking for an eco-friendly car, particularly the fact that Volvo says it uses 75 percent less CO2 to manufacture than its current EVs. It also uses sustainable materials in the fun but functional interior.

The EX30 has a lot of competition from the likes of Tesla, Volkswagen and Chevy, though, and is at a disadvantage due to the lack of a federal tax credit. The fact that it’s built in China may turn off some buyers, though as mentioned, Volvo just announced it would build some EX30s in Ghent, Belgium, starting in 2025. Still, it should appeal to a lot of consumers looking for something charming, easy to drive and relatively quick, along with fans of the Volvo brand. With all that, the EX30 should be a solid hit in North America and elsewhere.

This article originally appeared on Engadget at https://www.engadget.com/volvo-ex30-first-drive-charming-and-eco-friendly-with-power-to-spare-080039873.html?src=rss