Samsung Pay comes to Gear S3, use your Samsung smartwatch to make payments

Samsung Pay comes to Gear S3, use your Samsung smartwatch to make payments

Samsung has today made it possible to use the Gear S3 smartwatch with Samsung Pay, the company’s alternative contactless payment method to Android Pay and Apple Pay, in the UK.

  • What is Samsung Pay, how does it work and what banks are supported?

With Samsung Pay enabled on a Gear S3, it can be used to make payments on all contactless payment terminals, including Oyster terminals across the London travel network.

To enable Samsung Pay on the Gear S3, follow these simple steps:

  • Make sure your mobile device is compatible. The Gear S3 can be used with select Samsung phones, and all other Android smartphones running Android 4.4 KitKat or higher
  • Ensure you have the latest version of the Samsung Pay app installed on your mobile device
  • Register your credit or debit card and authenticate your ID
  • Set-up a security pin

To use the Gear S3 to make a payment, hold the watch with the face facing the payment terminal.

  • Samsung Pay now available in UK for Galaxy smartphone users
  • If you use Samsung Pay, you can check-out with Paypal now

Samsung Pay is already available to use with select Galaxysmartphones, but this marks the first time it can be used with one of Samsung’s smartwatches. Samsung hasn’t said if and when it will make it possible to use Samsung Pay with the Gear S2 or Gear S2Classic watches.

[“Source-pocket-lint”]

All The Gear You Need For Trail Running

BORED WITH ROAD running? Hit the trails. Nothing reignites a runner’s soul like hopping rocks, dodging trees, and darting down mountainsides in calculated free-fall. Just don’t venture out unprepared. You’ll want tougher, shoes, sure—but you knew that already. Here’s everything else you’ll need to rouse yourself from that pavement-pounding stupor.

When you buy something using the retail links in our buying guides, we may earn a small affiliate commission. Read more about how this works.

Patagonia Houdini Jacket

Weather on the trail can be capricious, so it’s always wise to pack protection. The Houdini Jacket ensures you pack light, as well. Patagonia’s minimalist ripstop shell weighs less than four ounces and stuffs down to the size of a bar of soap, yet deploys in an instant to shed rain and block wind when conditions turn wet and blustery. $99

Credit: PATAGONIA

Black Diamond Sprinter Headlamp

Your backpacking headlamp might be great for night hikes, but it’s probably too front-heavy for trail running, which involves more bobbing than your typical footslog. Black Diamond put the bulk of the Sprinter‘s (already featherweight) 3.75 ounces into its rear-mounted lithium-ion battery pack, which helps keep the front light from bouncing when you’re on the move. It’s also waterproof, rechargeable, and comes equipped with a red taillight strobe that’ll make you easy to spot on your late-night group runs. $75

Credit: AMAZON

Jaybird Freedom Bluetooth Headphones

Corded headphones will inevitably catch on bushes and brush, but even wireless buds aren’t immune from snags; slack in the line connecting your earpieces is basically a magnet for low-hanging branches. The cable management system on Jaybird’s svelte Freedom Wireless earbuds keeps the connecting wire wrapped closely and comfortably around your head’s occipital bone, completely eliminating cord dangle. The buds, too, are pleasantly low-profile (the fiveish-hour battery lives in the in-line remote), so you won’t have to worry about your beanie or jacket hood jostling them loose. $130

Credit: AMAZON

Outdoor Research Ultra Trail Gaiters

Even waterproof footwear takes on rocks, sand, and snow. To keep detritus out, protect your shoes’ ankle openings with a good pair of gaiters. Outdoor Researcher designed its Ultra Trail Gaiters to be lighter than traditional, knee-high varieties, and more breathable, too—but they’ll still keep debris and moisture from collecting in your kicks. $35-$40

Credit: AMAZON

Adventure Medical Ultralight/Watertight .3 First-Aid Kit

Sometimes you eat the trail, and sometimes the trail eats you (or your running buddy). When it does, be prepared to take care of yourself. Adventure Medical’s lightest first aid kit is perfect for single-day excursions, packing painkillers, bandages, antibiotic ointments, and moleskins into a waterproof pouch the size of a sandwich bag. The whole shebang weighs just 2.4 ounces, so there’s no excuse for leaving it at home. $9

Credit: AMAZON

Black Diamond Distance Carbon Z Trekking Poles

Trekking poles provide extra points of contact on steep, uneven terrain (something your back and ankles will thank you for on grueling mountain runs), and the Distance Carbon Zs do it at a best-in-class weight of just 10 ounces per pair. The shafts even separate into thirds with a push of a button, and fold like tent poles for efficient stowage. $160

Credit: BLACK DIAMOND EQUIPMENT

Survive Outdoors Longer Emergency Blanket

Emergency blankets can shield you from chill winds while helping contain your body’s radiated heat, reducing your risk of hypothermia if you find yourself injured, lost, or stranded in the cold. They’re ridiculously light and inexpensive, to boot; a fancy one costs less than your lunch. $4

Credit: AMAZON

Salomon Advanced Skin 12Set Hydration Vest

By now you’ve realized that a safe day on the trails requires some extra kit. So where do you stow it all? In Salomon’s awkwardly named but impeccably designed hydration vest. It’s got room for everything on this list plus three liters of water, delivering the carrying capacity of a daypack in a deceptively low-profile package. Soft, stretchy materials allow the vest and its contents to move with you with minimal bounce, while an array of well-placed pockets grant you easy access to your stuff while you huff and puff up the mountain. $175

Credit: SALOMON

[“Source-wired”]

World exclusive image: the new TVR supercar

Image result for World exclusive image: the new TVR supercar

Back in 2013, and seemingly out of nowhere, a British consortium led by a gentleman called Les Edgar announced that it had acquired TVR, lock, stock and smoking tyres. We tracked Les down, on the phone at least, and liked what he heard. Last month, the PR wheels began to rotate more quickly, when it was confirmed that the first all-new TVR for 12 years will debut at the Goodwood Revival in September. Before that, TopGear.com is proud to share a world exclusive image of the new car (pic 1). Let us know what you think.

The question is, especially for the younger end of the audience, how much should we care? Answer: a lot. TG and TVR go way back together, and we spent a good portion of the 1990s looking through the side windows of Lord knows how many of these cars. But as the fully automated BEV world draws ever closer, TVR’s commitment to internally combusting old-school high performance has never been more welcome. Factor in that TVR’s new owners have also engaged the services of a company called GMD – Gordon Murray Design – to develop the car, and it’s clear this comeback has serious legs.

Time, then, for a proper face-to-face summit, which was scheduled for the week after Le Mans because Les was there. Le Mans, it turns out, is a key part of the plan: TVR will be racing there much sooner than you might think. Interestingly, it was Les who masterminded Aston’s return to endurance racing in the early Noughties, having secured the license to run the programme, before doing the deal with David Richards at Prodrive. Apparently, a Vanquish-based LMP1 contender was on the drawing board for a while, before financial realities kicked in, and the programme switched instead to the DB9 and Vantage (highly successfully, not least in 2017 when it took a class win).

We’ve done massive amounts of computer modelling on this. We’ve also done accelerated salt water corrosion tests. It won’t rust

The more you find out about Les Edgar, 57, the more reassuring New TVR starts to sound. Edgar’s background is in computer games, which has given him both a buccaneering creative spirit but also a powerful pragmatism. He’s also a committed petrolhead, one with rarefied tastes. He talks animatedly about his Aston Martin N600 Vantage – another Nineties British bruiser – and more wistfully about the Aston Martin DB4 GT Zagato and Ferrari 250 GT SWB competizione he used to own (he sold the latter to Eric Clapton). Then there’s the way he and his colleagues set about wresting TVR back from its previous owner, the young son of a Russian oligarch.

“We had an in-road into Nikolai Smolensky,” he tells me. “He was disinterested at first. But then he told me a story that led to my bid. He was in Berkeley Square in London when a kid, who was walking with his father, came up to him, kicked him in the shins and shouted, ‘you killed TVR!’ I suggested we could help him repatriate the brand to the UK. It was a bizarrely straightforward transaction after that.”

Top Gear: Give me the elevator pitch on New TVR.

Les Edgar: Six-speed manual, 5.0-litre Cosworth V8, shouty, great looking, top speed 200mph – although we can limit it if you want – 0-60 comfortably sub-4.0 secs, Gordon Murray designed, full ground-effect aero, carbon fibre chassis, full leather trim, unique colours. We’re targeting power-to-weight ratio rather than outright power. Fully loaded, the launch car weighs under 1,250kg and has 400bhp-per-tonne. We’ll have to eke some more out of it… All for £90k. That sounds pretty good to me.

TG: Is your take on TVR that it’s a balls-out sports car? Or a grand tourer?

LE: It’s more towards the Aston spectrum than it is Lotus. Sports GT is where we’re headed. Sports cars should be small. An Aventador is not a sports car. The Griff rides well because it’s on smaller wheels and taller tyres, which is what we’ve gone for. It’s more comfortable. The new car had to be timeless, although that’s a difficult thing to strive for. The Griff had simplicity. We tried to get that with this car, but there had to be some cues that tell you it means business. So there are thumping exhausts at the side, and lots of aero at the rear. We’ve avoided fitting too many electronics; they’re expensive and will be unreliable at some point, although we do have digital instruments and a touchscreen infotainment system. We’ve used ultra-reliable components and then ‘bespoked’ them to TVR’s need.

TG: Doesn’t the Porsche 911 terrify you?

LE: Everyone looks at the 911 and thinks, ‘well, they got everything right’, in all the key parameters. Everything but nothing, in a strange sort of way. Sports cars used to be unique, they used to have foibles. Now it’s difficult to tell them apart. TVR did that brilliantly. We are the under-dog challenging everybody, whether on the road or the race-track. The passion drives us on. It sounds trite, but it’s true. If you haven’t got that, you’ll build a competent car, but you won’t build a TVR. That said, we have built an incredibly sound business case.

TG: So where did you start?

LE: Our job is to broaden the marketplace. We couldn’t sell a car like the Sagaris straight off. People have been softened by the latest cars, whose set-up and software make you feel like a God. Porsche owners have reached a certain level, they know what they’re getting, they won’t get laughed at by their mates when they say they’ve bought a 911. If you’re not an outright sports car fan, you’d be very happy. As you would with an Audi RS6. The reliability thing has been a real focus for us. Not just to conquer the historical problem TVR might have had in that area, although I honestly don’t think they were any worse than many others. It was more a case of too much power, not enough control. You could do that then, now you need to be more pragmatic.

I helped put Aston Martin back at Le Mans, now I want to see them off with this car

TG: The day you did the deal with Gordon Murray must have been a good one.

LE: We couldn’t afford to develop the electronics to make you feel like a God, but we knew Gordon was a God, so we figured he could do it. We’d bought this magnificent brand, and we thought, ‘what do we do now?’ There was no way we could launch a new TVR at £150k, although maybe we’ll get there eventually with something else. We talked to everybody. We talked to Gordon, but knew we couldn’t afford him. Anyway, there were three of us on our side, with GMD’s entire board opposite us. They told us about the city car. Then I said, ‘well, we’re going to Le Mans’. And instantly every single one of them smiled. Emotionally, they’re racers. I thought, this might just work.

TG: How does GMD’s ‘i-Stream’ technology work on the new car?

LE: There’s a steel tubular skeleton, mainly there to locate the engine, suspension and driver. A carbon fibre sandwich with honeycomb centre is bonded in around it. That makes it enormously strong, approaching 20,000 Nm per degree. You attach the crash structures front and back. They’re aluminium, and bolted on. The carbon panels are created at low pressure and low temperature, not done in an autoclave, so they’re cheaper to manufacture. The body consists of composite panels, bolted on at the end of the process. In an impact, the frame takes the impact and directs the forces through the tyres. So it won’t ripple the body. We’ve done massive amounts of computer modelling on this. We’ve also done accelerated salt water corrosion tests. It won’t rust.

TG: And you’re serious about taking TVR back to Le Mans?

LE: One-make race series is definitely happening. For me, for a sports car to show its mettle it has to go racing at Le Mans. I helped put Aston Martin back there, now I want to see them off with this car. The focus right now is on building a great road car. You need a lot of downforce at Le Mans, and Frank Coppuck [Technical Director at GMD] said, well the car needs to be wider, because the wing design is restricted by the width of the car. It also needed more presence and stance. So it’s 100mm longer, the cabin is 420mm wider, and that also gives us more width at the rear. That was a hard-fought battle, and one of the few compromises Gordon made.

TG: Only a madman would start building cars. Ergo you are mad.

LE: Correct. [laughs] There are lots of things you need to have, aside from money – and you can never have enough of that in this business. You certainly need to have some balls. Having a relatively small budget focuses you on the important things. Look, an opportunity like this doesn’t come along very often. In fact, it doesn’t come along at all. To revive a British sports car brand, a genuinely iconic name, British-owned, British-built… as a starting point, that can’t be bad. This isn’t somebody indulging in a mid or late-life crisis. We need to do this. I need to do it. TVR needs to come back and be great again.

[“Source-topgear”]

Top Gear’s ‘Reasonably-Priced Car’ goes on sale

Image result for Top Gear's 'Reasonably-Priced Car' goes on sale]The Kia Cee’d used on Top Gear’s ‘Star in a Reasonably-Priced Car’ segment between 2010 and 2013 has been listed on AutoTrader for £4,500.

Having been driven around the Top Gear track by more than 40 celebrities during its time on the programme, it’s not the kind of car we’d ordinarily recommend buying. Its former drivers include Rowan Atkinson, Tom Cruise, Cameron Diaz, Rupert Grint and Michael Fassbender, not to mention The Stig himself.

The ‘Cee-apostrophe-D’ has 7,200 miles on the clock, around 4,000 of which have been since it left the Top Gear track and went into private ownership. Safety modifications include a full roll cage (which prevents the rear seats from being used) and racing harnesses, as well as Corbeau bucket seats.

Underneath, it’s still a 1.6-litre petrol Kia with eight months MOT. We can’t think of a better-value piece of automotive history.

[“Source-telegraph”]