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2024 Lamborghini Huracan EVO First Drive: A reminder of what matters

Supercar top speed is a boring number. There, I said it. Of all the metrics to judge a performance vehicle by, none get quite so much attention as just how fast it will go, and none have so little relevance in everyday life as the biggest digit the speedometer can display. As the 2023 Lamborghini Huracán EVO is so eager to show you, it’s how well a car corners that you should really care about.

Cornering – and doing so fast, precisely, and without introducing the side of your $261,274 aluminum, carbon fiber, and composite supercar to the concrete walls of a track – separates the master engineers from the amateurs. A trim 0-60 mph time is fun, sure, but even drag racers will concede that sometimes turning the wheel has its benefits.

Don’t get me wrong, Lamborghini hasn’t left the Huracán EVO lacking when it comes to straight line performance. Its naturally-aspirated 5.2-liter V10 pumps out 640 horsepower and 442 lb-ft of torque. 0-62 mph takes 2.9 seconds. Top speed is in excess of 202 miles per hour.

They’re impressive numbers, though I’d argue they’re mainly of use if you’re playing Top Trumps. Lamborghini’s cars have always been fast, but in recent years the automaker has been putting just as much effort – if not more – into how well they handle. All those horses won’t do you much good if they can’t effectively reach the asphalt, after all.

Intriguingly, while the Huracán Performante demonstrated one of Lamborghini’s aerodynamic endeavors, the Huracán EVO takes a completely different route. The Performante looks like a track car, its vast fixed rear wing using a fiendishly clever air ducting system to dramatically shift downforce across the car. Parked up next to it, the EVO could almost be described as subtle.

The aero is far more discreet. There’s a front splitter with an integrated suspended wing, along with a compact suspended rear spoiler. Vents at the front bumpers help clean up the airflow around the wheels and the side of the car, and there’s a new rear diffuser for better balancing the downforce.

It doesn’t sound like much, but it works. The EVO delivers seven times the downforce as 2014’s Huracán LP 610-4, along with six times the aerodynamic efficiency.

The Huracán EVO debuts two key Lamborghini “firsts” as well. One is all-wheel steering, the rear wheels turning – either contrary to the front, at low speeds; or in tandem with them, at higher speeds – to improve handling and stability. It also makes the EVO a little easier to maneuver when at a more pedestrian pace, which anyone who has tried to park one of the automakers’ vehicles will appreciate.

It’s joined by the LDVI, or the “Lamborghini Dinamica Veicolo Integrata,” effectively the super-brain of the supercar. Tapping into sensors woven through the steering, 7-speed dual-clutch transmission, accelerator and brakes, the MagneRide electromagnetic suspension, and tracking yaw, pitch, roll, and tire grip, it attempts to not just react to how the car is driving, but proactively adjust the EVO’s various settings for the best possible results.

Southern California’s Willow Springs International Raceway was to be the test for that particular promise, Lamborghini inviting us out to pit the EVO against an unusual course. Its 2.5 miles of track were seeming designed by someone with ambitions of being a rollercoaster designer, perhaps, or maybe a log flume. With the heat flirting with the triple-digits, kept at bay by the Huracán EVO’s unexpectedly effective HVAC, the biggest risk of spray comes from a stressed driver momentarily losing bladder control in some of the more challenging blind corners.

I did not, you’ll be relieved to hear, dampen the EVO’s Alcantara-wrapped sports seats. Instead I got a rapid lesson in just how clever LDVI is. As with earlier Huracán, you have a choice of three drive modes in Lamborghini’s ANIMA system: Strada for the street; Sport for rear-biased silliness; and Corsa for an injection of Germanic efficiency among the Italian roar and gurgle and the best possible lap times.

Corsa mode still sounds great – there’s nothing quite like a natural V10 howling right behind your head – but it demands focus. Gear changes are your responsibility, the rev limit arriving disconcertingly rapidly. You have to trust the car, and LDVI, too, lest you find yourself fighting against it.

The EVO turns fast and sharp, the combination of the all-wheel steering and new brake-based torque vectoring being judiciously applied by Lamborghini’s onboard smarts. Somehow the numerous little corrections and nudges a less-than-pro driver usually needs to do get ironed out along the way, the car acting like a speed-obsessed valet. You can’t tune out, and nor would you want to, but it allows you to play with the dynamics rather than be taunted by them.

Where the Huracán EVO sits in contrast to the Huracán Performante was my biggest question. I’m a huge fan of the latter’s ALA active aero system, almost ethereal in the way it sticks you to the asphalt and pivots you around corners. I found myself missing that deft purity, in among the EVO’s capable complexity.

I suspect the Huracán EVO is the more user-friendly of the two cars, not least because of its new – and vastly improved – infotainment system. An 8.4-inch touchscreen takes pride of place in the center console, and you get Apple CarPlay and, optionally, a telemetry system with dual cameras to record your track day fun. It’ll also show a real-time report on just what the LDVI is doing, but I opted to keep my eyes on the course instead.

There’s a fear – and not necessarily an unfounded one – that when cars gain in technical talents, they lose a little of their soul along the way. Build a supercomputer on wheels to make the cornering better, the suspension more agile, and give the dynamics more finesse, and you risk that odd paradox that it’s the flaws which add character, not the polish.

The Lamborghini Huracán EVO doesn’t fall foul of that, even if the automaker promises it’s “remarkably easy to drive” in a way that will likely have purists horrified. This first outing for LDVI will undoubtedly be refined over time, paring back the faint trace of computer-knows-best, and proving that even as usability – and complexity – rise, we can still have cars that are more than just a Lamborghini in name alone.

You feel that confidence when you turn the wheel and, defying the odds and maybe a little of physics too, the 2023 Huracán EVO blasts you around a corner you had no right to expect to nail. You feel it when the LDVI by turns rescues you and encourages you. Anybody can go fast in a straight line, after all: it’s the twists that make life interesting.

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2024 Audi Sport Rs 3 First Drive: A 4

2024 Audi Sport RS 3 first drive: a 4-door, 174 mph speed-demon

For nearly twenty years, Audi Sport was known as quattro GmBH, but with cars like the 2023 RS 3 the performance division is embracing its more public persona. There’s brand equity in “Audi”, and Stephan Winkelmann, Audi Sport’s CEO is under no illusion about how much potential that has for his line-up of unusual, rip-roaring cars. Winkelmann’s next job, he tells me, is to bring the brand to a whole new level.

Audi Sport may be a new name, but it has some serious heritage. For many enthusiasts, it’s best-known for its less mainstream engines: the TT RS and RS 3, for instance, are rare breeds primarily because they’re powered by a 2.5-liter, 5-cylinder engine. The atypical number of cylinders pushes out 400 HP and 354 lb.-ft. of torque, with maximum torque kicking in at 1,700 rpm and keeping up all the way through 5,850 rpm. In 2023 form, Audi Sport has squeezed 33 horsepower more and shaved off 57.3 pounds, thanks in no small part to the switch to lightweight aluminum for the crankcase and magnesium for the oil pan.

You buy a car for the horsepower but you drive the torque, Stephan Reil, head of Audi Sport Development, reminded me, and he’s not wrong. In the case of this particular 5-cylinder, the torque is an invisible and near-relentless force that presses you back against your seat. Peak torque early in the power band gives you the thrill of driving a sports car – even with the practicality of a four-door A3 – while the bigger horsepower gets you from point A to B faster. Make no mistake, the RS 3 is legitimately fast; in fact, I’d go as far as calling it a speed demon, hitting 0 to 62.1 mph (0-100km/h) in just 4.1 seconds.

It’s a car with personality to back up the power, too. Your ears tell you something is up from the outset, thanks to the thunderous exhaust note courtesy of the 1-2-4-5-3 cylinder ignition sequence. By alternating between directly adjacent cylinders and widely spaced ones, Audi Sport is the conductor of a fantastic thump-crackle-pop-crackle orchestra, a glorious rumble unique to the five-cylinder engine.

Top speed is electronically limited to 155.3 mph, though ticking the optional Dynamic plus package raises it to 174 mph. 155 mph is plenty fast, mind, as I can attest to after having topped out on the Mulsanne Straight at Le Mans last year in the upcoming 2023 Audi S4. Unlike that car, the RS 3’s 5-cylinder engine is mated with the S tronic 7-speed automatic dual-clutch transmission, but even without that eighth ratio I have no complaints. Up and downshifts are lightning quick – yes, far quicker than your or I doing it – and the gearbox smartly sticks to the first six ratios and leaves the seventh as more of an overdrive for better highway efficiency. Paddle shifters are standard for when you want to get more involved, or just to provoke the bark from the optional sports exhaust when you downshift.

MORE: My Days of Thunder with the 2023 Audi R8 V10 Plus

For buyers on the fence trying to decide between the S3 versus RS 3, perhaps the difference of 108 HP and 74 lb.-ft would be enough to push you towards the RS 3. The S3 Premium Plus starts at $42,900 and $48,400 for the S3 Prestige; the S3 model I compared the RS 3 with was fully loaded, bringing the price to roughly $52k. While US pricing for the RS 3 is still TBD, when the car goes on sale in Europe in April it will start at $55,900 euros; that roughly converts to $60k and change. US specification, which still hasn’t been finalized at this point, will play a big part: the US will get the panoramic sunroof as standard, for instance, whereas other countries do not.

Normally, I’d think it would be nuts for anyone to fly across the world to drive a car for a few hours. While that’s all true, the RS 3 isn’t just any car: although on the surface it may look like a regular Audi, – and indeed the electricals, Virtual Cockpit dashboard, and a few other components are Audi AG – the real engineering magic is the handiwork of the Audi Sport team. Similarly, on the surface, Salalah, Oman may look like the Phoenix desert, but it’s really not.

After Audi Sport got its pitch out of the way, my drive partner and I picked were drawn magnetically to one of the two Viper Green RS 3 waiting outside, complete with black optics trim and all the bells and whistles you can check on the order sheet. The Dynamic plus package also comes with RS fixed sport suspension for maximum handling and driving performance; the base trim comes with Magnetic Ride suspension as standard. If you plan on taking the RS 3 to the track, you’re better off ticking the Dynamic plus package, though unkempt road surfaces will make themselves known through the stiffened suspension. It also comes with front carbon ceramic brakes and a carbon engine cover. All RS 3 variants have fixed-ratio steering.

The Dynamic package, meanwhile, gets you 19″ 5-arm-blade-design wheels, titanium finish throughout, red brake calipers, sport exhaust system with black tips as well as 255/30 front and 235/35 rear summer performance tires. Having spent some time in both Dynamic and Dynamic plus cars, I suspect you can’t go wrong with either. I must say, the black optics package – which replaces the aluminum trim with piano black – looks amazing, and definitely suits the car’s fierce attitude.

quattro all-wheel-drive is standard, though biased to the rear wheels. On a stretch of unusually zig-zagged road, sharply kinking left and right five or six times, I gained a new level of respect for how easily the RS 3 handled darting changes in direction. Push it even harder and the car rewards you for it: the quattro drive system may use the same hardware as before, but Audi Sport has worked miracles with the software and as a result the power split constantly varies depending on driver input and road conditions. Sure, it’s there primarily for your safety, but don’t think for a second that it’ll get in your way of having fun. Drifting sideways is something AWD cars usually discourage, but I can tell you from first-hand experience that the bright green RS 3 was more than happy to oblige.

Turn-in is far more direct, due to progressive steering and the variable power distribution of the quattro drive: the RS 3 can push anything from 50- to 100-percent to the rear axle, constantly tweaking that amount according to its updated software. It rewards eager drivers, too, rather than working against you. After getting relatively comfortable with how the RS 3 handles, I whipped the steering to the right into a sharp turn while aggressively yet steadily pressing on the gas pedal. The drive system recognized a change in my driving style, pushing more power toward the rear axle as a result. When it sensed that all four wheels were started to slip, the distribution finessed again, pushing more to the front wheels.

In most cars, I suspect this scenario could’ve ended up with my spinning out of control or – worst still – ending up in a ditch and not necessarily on all four wheels. That would make for a bad day. Instead, in those precious few seconds where all four wheels drifted sideways, I gently lifted my foot off the gas and the quattro magic kicked in, delivering the much-needed traction to set things up for the sharp left that came next. My heart skipped a few beats, certainly, but I was left with only more respect for what Audi Sport has achieved.

If you’re wondering where the electronic nannies were in all this, you’ll be pleased to hear that both the Electronic Stabilization Control (ESC) and anti-slip control have been given RS-specific tuning, with controlled drifting-fun-and-safety in mind. There are three modes: full, sport mode – in which the ESC waits for you to get into trouble before kicking in, and the mode I was using at the time – and then finally you can turn the whole thing off by holding the ESC button down for more than three seconds. Cornering at higher speeds, the RS 3 benefits from torque braking, with the ESC gently slowing the inner wheels on a curve while allowing the outer wheels more power.

I’m not going to lie; I drove this green machine like I had just stole it. In my defense, the environment just begs to be driven on, hard and fast. The downforce is great on straights going into sweeping turns; commit and press forward, resist the urge to lift or tap the brakes, and it’s smooth sailing. And then, just when you’ve almost lulled yourself into thinking you’re on one big public race track, a heard of a couple dozen camels overtake the road, seemingly out of nowhere. Swerving around them is not an option: all you can do is slam on the brakes – hard. I’m happy to report that the optional front carbon-ceramic brakes never once let me down.

On the outside, while the RS 3 shares the same shell as the A3/S3, is gets a selection of RS-trims like additional air intakes that flank a deeper bumper with “quattro” embossed across the bottom of the grille. The rear is treated to two massive tailpipes, diffusers for reducing lift at higher speed, and a lip spoiler on the trunk lid. If you thought the stance looked meatier than the regular cars, you’re not wrong: the front track has been widened by 20mm, a combination of 7mm x 2-wheel offset and 3mm x 2 for a more robust wheel hub. The rear track is 14mm wider, purely from wheel offset.

Step inside, and the interior gives you an instant sense of sportiness. The base model comes with aluminum insets with the option of carbon fiber, though my favorite – and I’d argue the most sportiest – are the red accents. The stitching on the seats takes nothing away from the support you get from the wide bolsters and integrated headrests, and even after a hard day of driving – or playing passenger as my drive partner had equal fun – I was still ready for more. Alcantara in all the right touch points – like the nine and three positions on the wheel, as well as on the gear knob – both looks and feels good.

high-performance 4-bangers on the market, your choice for 5-cylinders is significantly smaller.

I’m already a fan of the TT RS, and like the RS 3 it’s a great performer both on and off the track with all the sounds and style to match. Still, the RS 3 is the perfect no-compromise for anyone going through a midlife crisis with a family to haul around. The drive select modes allow you to chauffeur the kids to school or dance class and, once you’ve got the car to yourself, switch over to Dynamic or Individual mode for a treat. If that’s the plan, I’d suggest sticking with the standard magnetic ride control for its variable dampers.

The overall package is a four-door speed-demon that won’t let you or your family down. In fact, if there’s a problem it’s more that, for many in the target audience, the RS 3’s creators simply don’t have the brand recognition that some of their competition enjoy. Speaking with Stephan Winkelmann, Audi Sport’s CEO, I asked what the company was doing to address that, when many potential Audi buyers I’ve talked to haven’t heard either of quattro GmBH or Audi Sport.

“We have to work on the brand, one of the most important thing is that Audi Sport, today is a lineup of very good cars. But the brand is in my opinion not there where it should be, and therefore we are redefining the brand strategy for Audi Sport,” Winkelmann told me. That includes setting the division’s products up as attainable halo cars throughout Audi’s range.

“It’s good that it’s a sub-brand and the sub-brand needs to have a function within the Audi brand. The function could be like for example, the first R8 is a lighthouse in terms of design and technology for the entire Audi company,” Winkelmann explained. “If this works, you have a cascade process … for instance if I love the R8 but I can’t afford the R8 so I’ll buy a different Audi because I can’t afford it.”

The challenge there, undoubtedly, is selling enough vehicles to justify your existence, while not sacrificing the rarity that helps make your products special. According to Winkelmann, that’s something he’s very conscious of.

“This makes it a very simple idea behind Audi Sport, in that it’s able to make people dream about something outstanding and not something you see every day: exclusivity is one of the things. Focusing on the right segments and for sure you have to keep the promise. Keeping the promise means you have to have a perfect balance; for us, between design, performance, top quality and daily usability. This is very much car related.”

2024 Honda Accord Prototype First Drive: All

2024 Honda Accord Prototype First Drive: All-new 2.0 Turbo packs a surprise

That’s right folks, Honda’s turbocharging the all-new model year 2023 with a new 2.0-liter direct injection turbo-four. In a recent event held at Honda’s R&D facility in Tochigi Prefecture, Japan, I got a taste not only of the new engine but also the similarly-fresh 10-speed automatic transmission the automaker has been working on. The fun didn’t stop there: wrapped up inside a Civic test mule was the Accord’s other engine option, a 1.5-liter turbo-four CVT, waiting for me to take it on a couple of laps at the proving grounds.

“One thing’s for sure, camouflage tape doesn’t last long at speeds above 125 mph,” we joked the first time we saw a Honda engineer run over to patch up the gap on the test car. It’s not often that you’re offered the opportunity to sample an early prototype from this stage in the development process. It’s even rarer to get permission to throw it around as you please on the track.

Heading toward the pit exit, my ride-along engineer (aka my official chaperone) told me to “drive as you like and at whatever speed you need to test.” Who am I to decline such an offer? With the question “how many times have I wanted to blast out of a pit lane like a rocket?” fresh in my mind, the answer – too many to count, and rarely delivered on – came without delay.

So I floored the gas pedal. There’s a strong “whoosh”, a mixture of exhaust note and air getting sucked in, and my head sure felt the turbocharger delivering, propelling what’s still a rather large midsize sedan. Damn, the 2023 Accord can move, even if the engine is quiet and eager to please, peaking at 129 mph.

Impressed so far and this was only comfort mode, I couldn’t wait to switch it over to Sport mode for lap two. Glancing down at the speedometer reading well over 100 mph – which is where you start to get a slight drop in acceleration – I stomped on the brakes as though some jerk had just cut me off. After dropping way down to 35 mph, I attempted to speed up again as fast as possible; this, though, is where a turbo engine mated with a 10-speed runs into an annoyance.

The good news: gears are held longer and the throttle mapping in Sport mode has been programmed differently. Hit the button and you immediately get the sense that the Accord just perked up, ready and alert. Repeating my same slow-down-and-then-floor-it test, the automatic was much quicker to find the right gear; then the turbo kicked in, and suddenly you’re off. There’s definitely enough horsepower and torque to quickly move the new Accord.

The 2023 Honda Accord won’t go on sale until later this year, so there’s still time for the engineers to make minor tweaks. As such, there’s little info regarding final horsepower and torque. Still, Honda has confirmed that the new 2.0-liter is a derivative of the Civic Type-R’s badass engine, while engineers also told me that, unlike the premium fuel requirement of the Type-R, the Accord will be fine with regular gas. Since the Type-R offers 306 horsepower and 295 lb.-ft of torque, I’d dare say that the Accord will settle on around 50 hp less and a drop of roughly 40 lb.-ft of torque.

I doubt that’ll be too disappointing on the road. Torque arrives very early in the band, at around 1600 rpm, and from there on the delivery is pleasingly flat courtesy of a low-inertia turbocharger that demands little time to spool up. As I mentioned, you really don’t feel the drop unto you’re at around 100 mph, at which point you’re not far off from the electronic speed limiter.

Did the new engine meet my expectations? Yes, and with interest. It seems Honda’s decision to benchmark against models from what would typically be considered a segment above, such as the Mercedes E-Class and C-Class, and the Lexus ES, has paid off. Even just driving in circles on the proving ground track, the handling feels well composed and lane-changes even at higher speeds felt stable. Anything deeper will demand further testing, as will the 2023 Accord Hybrid which wasn’t available for us to drive.

I still find it very odd that Honda’s offering the Accord with a 6-speed manual transmission. Then again, I don’t have their market research, so who am I to argue with their offering decision. The 10-speed automatic transmission is butter smooth as it shuttles through the gears, so I can only imagine extreme stick-shift purists opting for the manual. Again, testing that will have to wait too, but already I’m impressed by what Honda has put together. The new Accord’s engine may not be a V6, but there’s no compromise in performance for fuel economy.

First Day Of New Job

Prepare for your First Day of New Job

When you are on the first day of your job, you may feel a little overwhelmed, and thus you say things that you shouldn’t say and do things you shouldn’t do. When you’re overwhelmed, you are also trying to over-do everything; for example, trying to get the approval of your boss and co-workers or trying to make yourself more likable in their eyes. On the first day of a new job, that’s terrible. Even it’s a paradox; the more you try to seek approval from others, the lesser you get. So, why not be a person who wants to learn and grow and get better!

Effective resume making, job hunting, campus recruitment training & others

Things you Shouldn’t Say

The list includes a lot of many statements. So hang on, and we will tell you why you shouldn’t say these statements at all. Read one at a time, understand, and then go to the next.

1. Don’t begin the sentence with “In my last company…” or “At my last job….”

Suppose you say that you would be viewed as a know-it-all person who is always blabbering about what s/he knows and not ready to learn anything new on the first day of a new job. It’s a given that when you’re on the first day of a new job, you’re expected to learn things, not teaching others (even if you join at a top post).

The psychology behind saying this is you want to prove that you’re the perfect match for this job, and people should view you as someone who knows how to do things. But your effort to appease by saying this statement will only affect your first impression in the eyes of your co-workers. So don’t say this on the first day of your new job.

2. “Who is easy to talk to, and who should I avoid talking here?”

This is the most horrible statement you can make on the first day of your new job. Why? Because it clearly says that you’re the one who discriminates and may tend toward office politics. On the first day of a new job, new employees talk to everyone and understand who.

This statement is only being said on the first day of the job to pose that you’re smarter than everyone thinks. But while saying it, you do not sound smart, rather terribly stupid. To avoid this sort of statement, and you will be well off on the first day of your job.

3. “This is not the way I learned to do this.”

It’s said that on the first day of your job, you need to have an open mind. Having an open mind means you’re not coming with any notion that you already know how to do it.

If you say this statement, you may think it will flatter your boss or co-workers on the first day of your new job. But actually, it will work in a reverse direction. So stay away from saying the things like “I learned to do it this way” or “I know how it works” or something like that.

4. “I’ve to leave early on Friday.”

Imagine that you have two employees. One who always works hard and takes on more responsibilities, and completes everything under deadlines. Another who always talks about taking leaves doesn’t work even a few hours a day and leaves early on Friday.

If you can only retain one employee out of two, who will you keep? You know, right! So, if you speak as if leaving early on the first day of your job is the only thing you consider while not even understanding your areas of work properly, do you think employers will keep you around for long?

Saying this actually means that you’re here to enjoy, not to do deep work. And believe us – no employer can take that.

5. “My earlier boss was clueless..”

On the first day of your new job, all you want to do is to create a great first impression (not trying to appease, though). But if you say a statement like this, do you think it would work out well on the first day of the job? Maybe your previous boss was not up-to-the-mark.

But still, if you moan about it in your new company, the impression you will create about yourself will actually be of a whiner. And no one likes a whiner. So instead of doing that, pick something that your previous boss was good at and talk about it. It will create a much better expression for your boss and co-workers.

6. “Hey John, working hard or hardly working?”

There are a few things that you will experience on the first day of your new job. But remember, you need to know the line and make sure that you don’t cross it. For example, while working, you may see that your co-workers mingle, gossip, and talk to each other for hours. Or maybe they’re having fun among themselves. But on the first day at your new job, you’re not invited.

Thus, a statement like this will work against you. People will think that you perceive yourself to be too smart. So stay away. Remember, your co-workers are working for the new company for some time, and it’s the first day of your new job. They’ve served the company for some time, and they’ve earned this freedom to mingle, not you.

You’re very much new in the company. Know your limits and don’t cross them, especially on the first day at your new job.

7. “How do you do the party on holidays?”

As we mentioned before it’s the same sort of question –“I’ve to leave early on Friday”, and it’s terrible. People will think that you’re only concerned about holidays and partying and not much interested in doing actual work. But, the company hired you to give them better ROI, and that’s the fact. So, if you’re more concerned about how a party is like on holidays, not work, why do they want to be around in the company?

8. “I would like to invite you all to a party.”

There is a significant difference between personal and professional life. So, it is better that you don’t bring your personal life into your professional arena, especially on the first day of your new job. Once you’re working in the new company for some time, then it is okay. Even if you have something special, it’s always better to keep mum on the first day at your new job.

9. “When do I get a raise?”

Only an insane person can ask this on the first day of a new job. We’re saying this not to label you or scare you, but simply to warn you that don’t make obvious things more obvious. You join the company maybe for other reasons than money. But money is a factor, and you know it on the first day of your job. So, it’s obvious that you will get to know when you will get a raise if you work here for some time. But asking this on the first day of the job? Who will do that?

Imagine you’re saying that, and your employer is passing by. What would s/he think about you? Before even doing any work, you’re talking about raise! S/he may think that the only thing you’re concerned about is money and nothing else. And employers don’t like that sort of employee. So, don’t ask this insane question on the first day of your new job.

10. “What are the extra benefits you get as an employee here?”

Why ask this question to a co-worker and even on the first day of the job? When you join, you will be given a manual for company policies, you can read it through, and if you have any questions, you can go to the HR person and ask about it, but please, not on the first day of the job.

When you ask your co-worker about this on the first day of a new job, it’s so self-centric that it seems to create a bad impression.

11. “No, I have my own lunch, thanks!”

It’s not an insane statement. But it shows a lack of initiation to bond with your co-workers. When you are on the first day of the job, naturally, you’re a little hesitant about the way things are in the new job environment. You seem to get confused about how to do what. And that’s the reason your co-workers always help you to find out the things you want. During lunchtime also, they will invite you to do the lunch together.

If you say something like –“No, I have my own lunch, thanks!” it sounds snobby, and the co-worker would get hurt or defensive then on. So, better you avoid this statement. Even if you brought your own lunch, sit together and eat. It will show that you respect the help your co-workers are offering you, and you’re ready to know other people better.

In the above, we have covered a majority of the statements you should avoid on the first day of your new job. But how should you behave on the first day of your job? What would be your attitude? How will you talk? What would you say? In the next section, we will etch out a brief guide for you so that you can get a clue or two about how to behave in the new work environment on the first day at a new job.

How to Behave on the First Day of New Job?

There is no hard and fast rule about what you should do on the first day at your new job. And even if we give a few, that won’t match with everyone because each one of us is different and unique.

So, we will give you few generalized tips for the first day of work and the rest you need to figure out as per your personality and the new job environment.

1. Be polite but not timid

On the first day of your new job, you should be polite to everyone and talk professionally. Don’t talk anything in regards to your personal frontier. If anyone is interested in talking to you about your past, bring in your professional experiences instead of personal stories. And don’t be timid. If someone puts you down on the first day of a new job, say it firmly and politely that you would be glad if they encourage you on your first day of a new job than to discourage you.

2. Speak less, observe more

Simply listen more, smile more, nod more, and observe everyone around. See how they talk, what they say, how they giggle, and how they respond to other people. You will have an idea about the environment, and you will also find it easier to adapt on the first day at your new job.

3. Find out the person/s who can help you at the beginning

The reality is not everyone will help you on the first day at your new job. But few will. If you notice and observe people, you will have an idea to help you understand the organization better. But don’t ask any silly questions. Think before you ask anything. You can ask anything related to work and not about other things.

4. Prepare well before you join your new company

You need to do thorough research about the company, its achievements, merits and demerits, attrition rate, and many other details. And you also need to find out how it feels to be in the company. You can contact any ex-employee and ask all about the company. S/he may help you with that. But don’t ask anything horrible as we mentioned above on the first day at a new job.

These are the common things you should do on the first day at your new job. It’s sort of generalized. Add more or discard some as per your convenience. I wish you a great first day at your new job.

The Iconic Lamborghini Countach Has Been Reborn As A Modern Supercar

The classic Countach is perhaps the most important car ever to be made by Lamborghini. When finally approved for US sale, the car became a V12-powered sex symbol that shared the silver screen with icons like Burt Reynolds and Farrah Fawcett. It was the car that every car-crazed person spent countless hours dreaming of owning. And most importantly, it literally saved Lamborghini from financial ruin.

Thirty-one years after the last Countach rolled off the line, its maker unveiled a modern take on the original wedge-shaped supercar with more power, more tech, and sleeker lines: the Lamborghini Countach LPI 800-4.

[Related: What’s the difference between a sports car, a supercar, and a hypercar?]

The name may seem like a mouthful, but it’s easy to dissect when broken up into pieces. First, LPI is an acronym which means “Longitudinale Posteriore Ibrido,” or in English, “Longitudinal Posterior Hybrid.” This refers to the layout of the Countach’s humongous 6.5-liter V12 engine, which is mounted at the rear of the car and oriented so that the crankshaft aligns with the long axis of the vehicle.

The word “Hybrid” is quite literal. It’s a nod to the mild 48-volt hybrid setup plucked from the Lamborghini Sian that provides complimentary power to the combustion engine.

The electric setup found in the Countach and the Sian are rather unique. Instead of using lithium ion battery cells to store energy, the platform is equipped with modern supercapacitors. This allows the Countach’s “battery” pack to retain an energy-to-weight density three times higher than traditional chemical cells, meaning that the car can store more energy without increasing the pack’s overall weight and hindering the car’s performance. Another benefit to using supercapacitors over normal batteries is the ability to rapidly recharge, meaning that the car can more efficiently reclaim power from regenerative braking to power its electric motor.

[Related: Ferrari’s new plug-in hybrid supercar is an 830-horsepower beast]

Together, both the combustion engine and the Countach’s hybrid system produce 802 horsepower—769 HP from the venerable V12 and 33 HP from the electric motor—which is rounded-down to “800” to simplify the car’s name.

The 12-cylinder is rather important to the Countach’s heritage. Lamborghini knew this, and ensured that the car not only had all 12-cylinders, but also sounded and felt the part. In order to keep the V12 feeling pure, the hybrid motor was integrated with the gearbox in order to create a direct connection between the wheels and the electric motor. It can aid in bursts of power without feeling artificial, or it can help maneuver the vehicle at low speeds. 

The final number, “4”, plainly refers to how the car puts the power to the ground: at all four wheels.

From a stop, the 3,516-pound Countach can sprint from zero to 60 miles per hour in under three seconds. Feeling a bit feisty? Keep the pedal mashed and it will hit 124 MPH within nine seconds and continue to pull all the way to an eye-watering 221 MPH.

And it does this while looking rather stylish. Despite sharing a chassis with the Aventador, the Countach has a retro-inspired style all of its own. From the pointed nose with squinty headlights to the upwards-sloping tail with a Periscopio-inspired hatch, there are many styling cues directly taken from the original supercar, though dulled ever so slightly for a more modern appeal.

Just don’t call it “retrospective,” because according to CEO Stephan Winkelmann, the car is all about “looking forward” into Lamborghini’s future rather than being stuck in the past. But a little bit of homage and nostalgia is okay.

As for a price, the Italian supercar maker hasn’t yet revealed an official number just yet. And yet, all 112 examples of the Countach that it plans to build are said to have already been sold.

It’s not uncommon for a luxury performance car company like Lamborghini to offer its most coveted special editions to previous buyers before offering the cars to the public, which is more than likely what happened here. Sadly, that means the only way to buy one, at least for now, will be second-hand.

What Is The Price Of A 3080?

What is the price of a 3080?

Is it time to finally snatch up the old king of the GPUs

Expectations for the Nvidia GeForce RTX 3080 couldn’t have been higher when it originally launched because it had to dramatically outperform Nvidia’s top-tier graphics card from the Turing era.

But like the rest of the Nvidia Ampere, the RTX 3080 hasn’t just risen to the occasion; offering quick 4K gaming at a reasonable price completely redefines the performance of top-tier graphics cards. In fact, the RTX 3080 appears to represent the biggest generational gain in power we have seen in a very long time compared to the cards it replaces.

The current price of the RTX 3080 is $699. Particularly in light of some very significant news regarding graphics cards, the high-end Ampere card is currently selling for the closest to MSRP it has ever been.

ASUS ROG Strix NVIDIA GeForce RTX 3080 OC Edition

Clock Speed

1755MHz Boost Clock (OC)

VRAM

10GB GDDRX

Thermal Design

iCX3 triple fan

This is because the RTX 4000 series has just been released, and we’ve had a chance to see the RTX 3080 replacement in all its possible configurations. We anticipate that RTX 3080 costs will plunge between now and the RTX 4080’s November release, making the present time the perfect opportunity to purchase RTX 3080.

Similar to other RTX 30 series graphics cards, buying an RTX 3080 GPU through an RTX 3080 PC or laptop package is the most affordable and convenient option. Since the Nvidia GeForce RTX 3080 is a 4K graphics card, you really shouldn’t buy it for gaming at a lesser resolution because even the most powerful CPUs on the market would experience bottlenecks.

The Nvidia RTX 3080 is one of the most incredible graphics cards for handling 4K gaming, especially when you consider its pricing. 4K gaming is exceedingly challenging to operate.

The performance requirements for the upcoming generation of video games are likely to soar. The RTX 3080 is substantially more potent than the GPUs in either the PS5 or Xbox Series X. You can play all games at their highest settings at or very close to 60 frames per second at this resolution.

Will RTX 3080 price go down?

The most acceptable graphics cards were still difficult to find at “affordable” pricing only a few months ago. For instance, towards the end of March, Nvidia introduced the RTX 3090 Ti at the absurdly high MSRP of $1,999.

Retail prices today have decreased by as much as 43% or almost 50%! Only a small number of GPUs are still more expensive than their stated MSRPs, while other cards have also become significantly more affordable.

It isn’t just with retailers. The MSRP for Nvidia’s top four ultra-expensive GPU models has been reduced. A good example is the RTX 3080 Ti, which had an MSRP of $1,199 at the start of July but is now being recommended by Nvidia for $1,099 instead.

Now Nvidia is in the midst of the release of its new RTX 40 GPUs. Price reductions are a great technique to move outdated inventory to create room for new stuff.

The moment has come to switch to a top-tier RTX 30-series GPU if you’re still using an outdated GPU. This pricing won’t last long because the 3080 and 3090 cards are monsters.

For the next couple of months, graphics card prices will continue to decline, and AIBs will have even more price reductions in store. The GeForce RTX 3080 12GB and the 3080 Ti will be the main focus of NVIDIA’s strict steps to get rid of extra channel stock.

According to reports, NVIDIA has entered to assist AIBs in reducing their excess stockpiles in exchange for sizable pre-orders of the following higher-end RTX 40 series cards. The RTX 3070 and 3060 are two examples of lower-end SKUs that are still mostly selling at or near their MSRPs.

Because of all those forthcoming GPUs, the current cards’ cost should keep decreasing. Although there isn’t much room to go lower than the $250 level, midrange cards may even see more price reductions to clear inventory and even discourage people from purchasing Intel’s new GPUs.

MSI Gaming GeForce RTX 3080 Gaming X Trio 10G

Clock Speed

1815MHz Boost Clock (OC)

VRAM

10GB GDDRX

Thermal Design

TRI FROZR Cooling Solution

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