Features

WASHINGTON — NASA has succeeded in re-establishing full contact with Voyager 2 by using its highest-power transmitter to send an “interstellar shout” that righted the distant probe’s antenna orientation, the space agency said on Friday.

Launched in 1977 to explore the outer planets and serve as a beacon of humanity to the wider universe, it is currently more than 19.9 billion kilometres from our planet — well beyond the solar system.

A series of planned commands sent to the spaceship on July 21 mistakenly caused the antenna to point two degrees away from Earth, compromising its ability to send and receive signals and endangering its mission.

The situation was not expected to be resolved until at least October 15 when Voyager 2 was scheduled to carry out an automated realignment manoeuvre.

But engineers enlisted the help of multiple Earth observatories that form the Deep Space Network to detect a carrier or “heartbeat” wave from Voyager 2, though the signal was still too faint to read the data it carried.

In a new update on Friday, NASA’s Jet Propulsion Laboratory (JPL), which built and operates the probe, said it had succeeded in a longshot effort to send instructions that righted the craft.

“The Deep Space Network used the highest-power transmitter to send the command [the 100-kw S-band uplink from the Canberra site] and timed it to be sent during the best conditions during the antenna tracking pass in order to maximise possible receipt of the command by the spacecraft,” Voyager project manager Suzanne Dodd told AFP.

This so-called “interstellar shout” required 18.5 hours traveling at light speed to reach Voyager, and it took 37 hours for mission controllers to learn whether the command worked, JPL said in a statement.

The probe began returning science and telemetry data at 12:29am Eastern Time on August 4, “indicating it is operating normally and that it remains on its expected trajectory”, added JPL.

Mankind’s beacon

Voyager 2 left the protective magnetic bubble provided by the Sun, called the heliosphere, in December 2018, and is currently travelling through the space between the stars.

Before leaving our solar system, it explored Jupiter and Saturn, and became the first and so far only spacecraft to visit Uranus and Neptune.

Voyager 2’s twin Voyager 1 was mankind’s first spacecraft to enter the interstellar medium, in 2012, and is currently almost 24 billion kilometres from Earth.

Both carry “Golden Records” — 30-centimetre, gold-plated copper disks intended to convey the story of our world to extraterrestrials.

These include a map of our solar system, a piece of uranium that serves as a radioactive clock allowing recipients to date the spaceship’s launch, and symbols that convey how to play the record.

The contents of the discs, selected for NASA by a committee chaired by legendary astronomer Carl Sagan, include encoded images of life on Earth, as well as music and sounds that can be played using an included stylus.

For now, the Voyagers continue to transmit back scientific data, though their power banks are expected to be eventually depleted sometime after 2025.

They will then continue to wander the Milky Way, potentially for eternity, in silence.

An affordably attainable and uncomplicatedly honest small saloon that is true to Suzuki’s unofficial “light makes right” ethos, the Dzire is a refreshing alternative to the taller and heavier crossovers and EVs gaining popularity in recent times.

The traditional three-box saloon sister to the Japanese manufacturer’s small and feisty Swift hatchback, the Dzire may not be a fast car, but retains much of the same fun driving characteristics and responsive handling, and is also a reassuring and confident daily commuter car for town and highway.

Introduced in 2017 in its third generation and face-lifted for the 2020 model year, the Dzire plays up to Suzuki’s reputation for playfully entertaining and charismatic small cars, but uses the more developing market-friendly four-door saloon body style. Narrow and upright, the Dzire features similarly subtle side character lines as the Swift, but gains a small, short and high-set rear deck in place of a hatchback boot. Recently refreshed, the Dzire now adopts a taller, more aggressive grille, flanked by bigger and more dramatic faux side intakes.

Eager engine

A hungrier looking and lighter car than its predecessor, the Dzire is powered by a small yet eager naturally-aspirated multi-point injection 1.2-litre four-cylinder engine, driving the front wheels through a 5-speed automated manual gearbox. Producing 82BHP at 6,000rpm and 83lb/ft torque at 4,200rpm, it carries the Dzire’s svelte 890kg frame through 0-100km/h in 13.2-seconds and onto a 170km/h maximum. A 5-speed three pedal manual gearbox version is also available, which one suspects would offer better drivability, engagement and efficiency, not to mention quicker 11.7-second 0-100km/h acceleration and a 175km/h top speed. 

Responsive in character and progressive in its delivery, the Dzire’s naturally-aspirated engine is delightfully revvy and is at its best when wrung hard to its rev limit, as its thrumming sound rises to a distant and subdued, but nevertheless pleasant snarl. Not particularly fast owing to its small capacity, the Dzire’s engine is, however, not overburdened by weight and instead avails itself well with what limited output is available. Launching smartly from standstill, the Dzire pulls reasonably well from low revs, and offers adequate mid-range versatility for its class and output.

Desirable dynamics

As flexible as can be expected for its small displacement, the Dzire is better served when stretching its legs and reaching towards its high-revving torque and power peak points rather than relying on its limited low-rev and mid-range grunt. Its gearbox is meanwhile smooth and responsive enough for an automated clutch manual, and features seemingly well-spaced ratios. However, as with most such systems that are often deployed for more sporting vehicles, it does tends to respond quicker and more succinctly through gears when driven hard and at higher revs.

Expected to be better with a manual gearbox to exploit its buzzy and eager engine, the automated gearbox Dzire nevertheless proved to be an agile, responsive and entertaining car with quick, light, eager, tidy and grippy turn-in. Nimble and well controlled through corners and sudden direction changes, the Dzire has the fun hallmarks of a sweet driving light car, as has come to be expected of Suzuki. Well-weighted with good levels of resistance and road feel through corners, the Dzire’s steering can feel vague, yet reassuringly damped on centre, for stability at speed.

User-friendly manoeuvrability

Highly manoeuvrable, easy to park, willing to turn on a proverbial dime and instinctive to drive, the Dzire is a natural city car that is as much at home on narrow winding country lanes. The Dzire rides with more grounded and more refined manner than its lightweight and small size would suggest. Comfortably dispatching most lumps and bumps, it nevertheless has decent body lean control through corners, while ride quality is settled yet alert, but without being heavy or overly planted. That said, it remains stable and refined for its class on motorways.

Well-packaged and pleasantly upbeat, the Dezire’s makes good use of its limited size and narrow body, with good front space, and adequate, if not quite generous room for taller rear passengers. Accommodating 378-litres of luggage in its boot, the ever-practical Dzire meanwhile provides good road visibility, despite its high waistline, and an alert and comfortable driving position. With its contoured steering wheel and large clear instrumentation, it has a sporty yet sensibly user-friendly ambiance and layout, and features easy to reach and uncomplicated controls, and a good level of standard equipment, depending on model.

TECHNICAL SPECIFICATIONS

Engine: 1.2-litre, transverse 4-cylinders

Bore x stroke: 73 x 71.5mm

Compression: 11:1

Valve-train: 16-valve, DOHC, multi-point injection

Gearbox: 5-speed manual, automated clutch, front-wheel-drive

Power, BHP (PS) [kW]: 82 (83) [61] @6,000rpm

Specific power: 68.5BHP/litre

Power-to-weight: 92BHP/tonne

Torque, lb/ft (Nm): 83 (113) @4,200rpm

Specific torque: 94.4Nm/litre

Torque-to-weight: 127Nm/tonne

0-100km/h: approximately 13.2-seconds (estimate)

Top speed: 170km/h (estimate)

Fuel capacity: 37-litres

Length: 3,995mm

Width: 1,735mm

Height: 1,515mm

Wheelbase: 2,450mm

Kerb weight: 890kg

Steering: Power-assisted rack & pinion

Turning circle: 9.6-metres

Suspension: MacPherson struts/torsion beam, coil springs

Brakes, F/R: Ventilated discs/drums

Tyres: 185/65R15

By Nathalie Khalaf
Holistic Counsellor

When children are not made to feel like they can freely express any of their full range of emotions, then they may start suppressing how they feel in order not to threaten their relationship with their parents-this is known as depression-it is here that our encounters with depression start which will later spill over in adult life.

Depression and mental health

Depression today is one of the most talked about and, unfortunately, feared topics in mental health, and no wonder. It is a scary and lonely place to be. As a child, I remember my happy moments with my family at home. I remember not feeling comfortable when any unhappiness or fights arose. As a child, I was not comfortable with hearing or seeing my parents ‘unhappy’ and I certainly did not understand it as a natural relationship dynamic.

I always wanted everyone to be happy. That desire later was also transferred onto friends and society. Children need the security of feeling loved, accepted and wanted and when they don’t feel that, they often take things personally.

Emotional overload

If parents fight between themselves, a child may translate this into “my parents hate me, I am the cause of this”. A child is also exposed to a multitude of other emotions such as anger, sadness, jealousy and other unwelcome emotions. Even the overly loud, joyous screams and expressions may be a cause to be reprimanded because the level of sound is not appreciated by the adults around.

Children need to express themselves and that also involves the sounds which accompany those feelings: Screams of joy and laughter, tears, screams of rage and anger and so on. As a child is growing up and experiencing all these emotions — all that energy in a little body which they cannot truly understand, but simply experience — they just instinctively express it in the most convenient way which is by “allowing it out” — this is the correct way to release emotions. 

If a child learns early on to “manage” emotions and to only express the desired ones accepted by others, then a lot of energy will be suppressed until that becomes the norm.

Suppressed energy

The way the body reacts by default becomes the depression of flowing energy. That flow of energy, as I addressed in previous articles, is the healthy natural state of being. Once we learn to suppress, the energy at one point becomes too heavy for our mental and emotional states of being to be handled. This is when we suffer from what is called “depression”.

When we discuss our symptoms with a psychologist or psychiatrist and we mention intense tiredness, deep unhappiness, worrying anxiety, crying for no reason, the lack of appetite for life. Mainstream medicine’s solution is by prescribing antidepressants, which for some odd reason still suppress more emotions.

A state of no desire to be

I speak out of personal experience. Having suffered and dealt with depression and anti-depressants for several years I suffered from what I call a “state of no desire to be”. I did meet with a psychiatrist who took no more than 10 minutes to label me with clinical depression, with no attempt to find out anything about my upbringing, childhood traumas or relationship issues.

I was prescribed pills for several months until it was decided on my behalf that it was time to stop and eventually released from medication. Here is what happened during and after the time of medication: I felt no sadness nor anger... but neither did I feel joy! I was just so happy not to feel sad for as long as possible.

Then came the time I had to drop the medication and go out into the wild world, unarmed with chemicals and face my life. I soon realised that nothing had changed! My relationships were the same, the world was the same and my mood swings returned and so did my desire to not feel the sadness, despair and anger.

Needless to say, it took a few trials on and off of antidepressants until I found someone to talk to. This therapist talked to me for hours, even days. We spoke about my childhood, parents and relationships. She explained to me how so much energy had been depressed in my body over the years, due to me not wanting to feel the painful emotions, until my mental and emotional health could not deal with the depressed energy anymore.

The body and mind connection

Of course, the physical body is forever intertwined with what goes on mentally and emotionally inside of us. I swore to understand and release all suppressed sadness and anger until I started feeling the release, the freedom, the love, the happiness and joy again. Of course, it takes work and of course, it takes time. I chose my health above everything else.

The next time someone labels you with the Big D, please remember where to start: Find someone compassionate to talk you through it and learn to release all pent-up emotions. You deserve happiness and joy!

Reprinted with permission from Family Flavours magazine

WASHINGTON — They are ubiquitous in the United States, controversial in Europe and coveted in South Asia. As heatwaves intensify across the world, air conditioning has taken centre stage.

For better or for worse, these power-hungry appliances are among the most common adaptations to a warming world. They have become a necessary tool for the survival of millions, according to experts.

But while they bring immediate, life-saving relief, air conditioners come at a cost to the climate crisis because of their enormous energy requirements.

Air conditioning is responsible for the emission of approximately 1 billion metric tonnes of carbon dioxide per year, according to the International Energy Agency (IEA), out of a total of 37 billion emitted worldwide.

It is possible to end this vicious cycle, experts say, by increasing the contribution of renewable energies, developing less energy-intensive air conditioners and augmenting them with other cooling techniques.

“There are some real purists who think that we can eliminate, but I just don’t think that’s feasible,” Robert Dubrow, a Yale epidemiologist who specialises in the health effects of climate change, told AFP.

Access to air conditioning already saves tens of thousands of lives a year, a figure that is growing, according to a recent IEA report co-authored by Dubrow.

Studies show that the risk of heat-related death is reduced by about three-quarters for those living in homes with an air conditioner.

In the United States, where about 90 per cent of households have AC, studies have highlighted the role of air conditioning in protecting the population — and the potentially devastating effect of widespread power cuts during heatwaves. 

But globally, of the 3.5 billion people living in hot climates, only about 15 per cent have air conditioners at home.

High costs, high emissions

The number of air conditioners in the world, about 2 billion today, is set to skyrocket as temperatures and incomes rise.

India, China and Indonesia — the first, second and fourth most populous countries in the world — are among those that will see the strongest growth.

By 2050, the share of households in India equipped with air conditioners could increase from 10 to 40 per cent, according to a recent study.

But such an increase in electricity consumption would be equivalent to the current total annual production of a country like Norway.

If India’s future grid uses as much fossil fuels as it does today, that would mean around 120 million tonnes more carbon dioxide emitted annually — or 15 per cent of the country’s current energy sector emissions.

The problems posed by increased air conditioning do not stop there. Running power plants also causes air pollution.

Air conditioners also generally use fluorocarbon gases as refrigerants, which have a warming power thousands of times greater than CO2 when they escape into the atmosphere.

And by discharging their hot air out into the streets, air conditioning contributes to urban heat island effects.

A 2014 study found that at night heat emitted from air-conditioning systems in city centers increased the mean air temperature by more than 1ºC.

Finally, due to its cost, access to air conditioning poses a major equity issue.

Once installed, the price of the electricity bill can force families to choose between cooling and other essential needs.

For Enrica De Cian, a professor in environmental economics at Ca Foscari University in Venice, the use of AC is “an important strategy in certain conditions and in certain places”.

But, she adds, it’s essential to combine it with “complementary” approaches. 

First, by continuing to ramp up renewable energy production, and wind down fossil fuels, so that energy used by air conditioners leads to fewer emissions. 

Second, by developing and installing affordable air conditioners that consume less energy, which some companies are working on. The IEA advocates for stricter efficiency standards, but also recommends air conditioners to be set at a minimum of 24ºC.

Beyond limiting emissions, greater efficiency would also curb the risks of power cuts linked to excessive demand. On hot days, air conditioning can account for more than half of peak consumption.

But above all, the experts hammer home the simultaneous need for spatial planning measures: including more green spaces and bodies of water, sidewalks and roofs that reflect the Sun’s rays, and better building insulation.

VIENNA — Night trains have made a comeback in Europe thanks to their low-carbon footprint, but after years of neglect, the renaissance has had a bumpy ride.

Operators admit that the trains are outdated — with passengers facing the occasional delays, technical problems or malfunctioning toilets — while companies compete in an overloaded network.

Despite the challenges, national rail operators are giving night trains another chance while startups are jumping on the bandwagon as climate concerns are making travellers ditch kerosene-burning planes for cleaner modes of transportation.

Sitting at the crossroads between western and eastern Europe, Austria has been at the heart of this revival with the backing of the government even as low-cost airlines threatened to relegate sleeper trains to the history books.

Austrian rail operator OeBB, a pioneer in the sector, has Europe’s biggest fleet of night trains, serving 1.5 million passengers in carriages that include bed compartments.

The state-owned company considered abandoning its overnight services at one point, but it went the opposite direction and invested in them instead.

“Our night trains are nearly fully booked,” OeBB spokesman Bernhard Rieder told AFP as summer travel is in full swing in Europe.

OeBB runs 20 routes connecting Vienna and other cities throughout Europe.

“We have a long tradition with night train service,” Rieder said, pointing out how the Alpine nation’s mountainous topography makes having high-speed connections difficult.

Astrid Reiter, a 27-year-old consultant, booked a night train from Vienna to Zurich.

“It’s nice because you basically wake up in a different country,” she said. “If everything works out well, it’s a very convenient way to travel.”

She added: “I do hope that other companies other than the Austrian railway company develop more night trains and make it easier to have faster night trains.”

Rieder admits that the quality of its service “is not always as high these days as what we want to deliver to our customers”.

“There was no demand and no request for night trains for over 25 years” causing manufacturing to grind to a halt, he said.

In 2018, OeBB ordered 33 new night trains from German conglomerate Siemens to expand its reach and replace part of its ageing fleet.

The first trains — with a modern design, more privacy and more shower facilities — are expected to go into service at the end of this year.

Chris Engelsman, co-founder of the Belgian-Dutch startup European Sleeper, also complained about a shortage of “proper night train coaches”.

Established in 2021, his company inaugurated a Berlin-Brussels link in May. 

“The train is not always up to the modern standards, but despite that many people would like to travel by night train and the enthusiasm is quite big,” he told AFP.

“There are breakdowns sometimes or the toilets are not working or electricity is not working properly, things like that,” he added, blaming the “lack of investment for decades”.

Competition from low-cost flights and a lack of coordination between different European rail operators and companies are other obstacles.

It is difficult to compete with some flights’ “unreasonably low” prices, according to a recent report by NGO Greenpeace, with the aviation sector benefitting from subsidies and tax exemptions.

Rail transport, on the other hand, is “subject to various taxes and fees”, in particular for using the infrastructure, said Philipp Kosok, an analyst at the German think tank Agora.

“Operating night trains is very difficult, complex and expensive,” Kosok said, adding that the infrastructure was “overloaded” even at night when freight trains ply the rails.

There is also no centralised site to consult timetables and compare prices, with some in the industry complaining of a lack of political will.

“There’s not really a European approach to train travel at the moment,” Engelsman said.

French startup Midnight Trains co-founder Adrien Aumont said his company’s aim was to “reinvent” the night train “to make it a truly competitive means of transport against aviation”.

Aumont had the idea to create the company when his partner “decided never to get on a plane again”.

His startup is partnering with a night train maker to relaunch the once popular Paris-Milan-Venice line in 2025.

“I realised that it was almost impossible to travel in Europe [without flying]. People were asked to get off the planes, but without necessarily offering them solutions,” he told AFP.

He slammed a service that “has deteriorated” over time, far from the legendary and luxurious Orient Express.

WASHINGTON — A male orca’s best friend is his old mother.

That’s according to a recent scientific paper published in Current Biology, which found female killer whales that have undergone menopause prevent their sons — though not their daughters — from getting injured in fights.

Lead author Charli Grimes told AFP what drew her to the subject was just how rare menopause is in the natural world. Most animals with ovaries remain capable of reproducing until they die, with humans and five species of toothed whales the only known exceptions.

“A big question in our own evolutionary history is, how and why has menopause evolved?” she said.

“In human societies, older females play a role in moderating conflict, and now this latest research has found that that might also be the case in killer whales,” added the animal behaviour scientist at the University of Exeter.

The study looked at Southern Resident killer whales, which live off the Pacific coast of North America.

These whales live in matriarchal social units — typically consisting of a grandmother, her male and female offspring, and her daughters’ daughters. Female killer whales survive up to 90 years in the wild, and live more than 20 years beyond menopause.

Males will outbreed with females from other pods, but both males and females will stay within the social unit of their birth. Sons remain especially close to their mothers throughout their lives.

Bite marks

For their research, Grimes and colleagues examined the accumulation of “tooth rake marks” — scarring left behind when an orca bites another during rough play or fighting.

“These marks are really great for quantifying social interactions that are otherwise really difficult to observe, since most of the behaviour takes place below the surface,” she said.

The Centre for Whale Research in Washington state has carried out photographic censuses of Southern Resident killer whales since 1976, identifying individuals by their unique dorsal fins and saddle patches.

Orcas have no natural predators, and this subspecies feeds exclusively on salmon, as opposed to prey that can bite back. This means the tooth marks could only be inflicted by their own kind.

By analysing thousands of photos in a computer program, the team found males who lived with post-reproductive mothers had 35 per cent fewer tooth rake injuries compared to males who lived with breeding mothers, and 45 per cent fewer than those who lived without their mothers.

It’s thought that ceasing breeding frees up time and energy for mothers to protect their sons.

How exactly the post-menopausal moms are helping isn’t yet clear, said Grimes. It could be that older females use their knowledge of other pods to steer their sons away from troublemakers. 

Or, they could be intervening more directly when a fight is brewing, perhaps using vocalisations to call off their sons. It’s not thought that they get involved in fighting themselves, since they have very low rates of scarring.

Pass the fish

Daughters, however, were not found to have fewer tooth rakes with their mothers around.

Females are probably less involved in conflict to begin with, said Grimes. Sons moreover breed with multiple females, meaning there is a higher chance of their mother passing on their genes.

Ruth Mace, an anthropologist and biologist at the University College London who was not involved in the study, told AFP that the idea that post-reproductive life had evolved so women can help children is well established in humans. 

“So it is very interesting that this is also being established in killer whales,” she said.

“It’s [a] remarkable study, utilising an extremely valuable long-term dataset,” added Stephanie King, who specialises in dolphin research at the University of Bristol and was also not involved.

Prior work has shown older female orcas share their own fish, pass on ecological knowledge of where and when to find food, and improve their grandchildren’s survival rates.

An outstanding question is how exactly they bring about some of these benefits — something Grimes and her colleagues hope to answer by flying drones over the orcas, documenting what they do under the waves.

PARIS — Scientists said on Friday they have genetically engineered female fruit flies that can have offspring without needing a male, marking the first time “virgin birth” has been induced in an animal.

The offspring of the flies were also able to give birth without mating, showing that the trait could be passed down generations, in another first revealed in a study in the journal Current Biology.

Virgin birth, also called parthenogenesis, is rare but not unheard of in the animal kingdom.

The females of some egg-laying animals — such as lizards and birds — are capable of giving birth without mating, usually later in life when no males are available.

“For the first time, scientists have managed to induce virgin birth in an animal that usually reproduces sexually: the fruit fly Drosophila melanogaster,” Cambridge University said.

Scientists revealed last month that a female crocodile in a Costa Rican zoo who had never been near a male laid an egg containing a fully formed foetus, the first recorded virgin birth for the reptile.

Sexual reproduction usually involves a female’s egg being fertilised by sperm from a male. But for parthenogenesis, the female develops the egg into an embryo all on her own.

Alexis Sperling, a researcher at the UK’s Cambridge University and lead author of the new study, told AFP that she had wanted to study virgin births ever since her pet praying mantis had one.

Seeking to find a genetic cause for the phenomenon, Sperling and several US-based researchers decided to experiment on the fruit fly Drosophila melanogaster.

The fly, which sexually reproduces normally, is one of the most studied animals for genetic research, meaning they could take advantage of more than a century’s worth of knowledge.

‘Exciting’

First the team sequenced the genomes of two strains of another fruit fly, Drosophila mercatorum. One strain reproduces solely via virgin birth, while the other needs a male.

The researchers then compared the results, aiming to pinpoint the genes behind virgin births. 

They then manipulated the genes of the Drosophila melanogaster to match what they saw in its close relative.

The result was “fully parthenogenetic flies, which was much to my delight”, Sperling said.

The research, which took six years, involved more than 220,000 fruit flies.

If the genetically engineered flies had access to males, they would reproduce as normal.

But among those kept in isolation, one to two per cent seemingly gave up on ever seeing a male around halfway through their life — around 40 days — and had a virgin birth.

Their offspring — which were all female, as is the case with all virgin births — had young of their own at around the same rate.

Sperling said that the feat would have been almost impossible to achieve in any other animal because of the wealth of data about fruit flies — and because of how difficult parthenogenesis is to study. 

Mammals — including humans — are not capable of having virgin births anyway because their reproduction requires certain genes from sperm. 

But Sperling said that more animals are probably capable of virgin births than is currently known, pointing to the recent crocodile discovery.

And while virgin births are thought to be “a last-ditch effort” to keep a species going, that theory has not been proven, she said.

Herman Wijnen, a researcher at the UK’s University of Southampton not involved in the study, said it was “exciting because it demonstrates how parthenogenesis can evolve in a sexually reproducing species as a back-up strategy for females that are unable to find a partner”.

“The genes that were manipulated in the fruit fly are ones that are shared with humans, but there are substantial differences between early development in flies and humans.”

Launched in 2021, the Chinese-built Volkswagen ID.6 electric-powered crossover has quickly proved to be an automotive hit in Jordan — especially with larger families — despite not being “officially” available, but rather shipped and sold by independent “grey” market auto importers.

If not quite as popular as its smaller, more affordable ID.4 sister model, uptake of the longer, 7-seat ID.6 nevertheless overshadows the German manufacturer’s “official” local line-up, which reflects a wider GCC-centric Middle East product strategy that overlooks the specificities and demands of smaller regional markets.

Two of a kind

Highlighting the different market requirements and import regulations between Jordan and the Gulf region, the Chinese-made ID.6 outsells Volkswagen’s closest officially-imported non-EV Teramont model by a wide margin in Jordan. Offered in two variants, Chinese ID.6s are produced in collaboration with two manufacturing partners, and include the ID.6 X, built by SAIC-Volkswagen — as featured — and the ID.6 Crozz by FAW-Volkswagen. The latter features slightly a more vertically-oriented lower intake style, and almost imperceptibly different bumper, grille and lighting element designs.

A dedicated EV from ground up, the ID.6’s design is taut, sharp and swept, yet incorporates curvy lines and edges. It is nevertheless bulky, with its high flanks necessitated by a large underbody battery pack. Its heft and high bonnet line are, however, visually reduced by the use of lower black cladding and vast alloy wheels offered in between 19-inches and up to 21-inches. Tall faux side intakes and dramatically squinting headlights meanwhile add visual aggression, and compensate for the lack of a functional grille.

Battery-powered balance

A modern 7-seat crossover SUV that utilises the original Volkswagen Beetle’s classic rear-engine, rear-drive layout, the ID.6 is essentially a more spacious longer wheelbase sister to the more popular ID.4. Powered by an 83.4kWh battery pack, the more powerful higher spec Pure and Pro versions’ compact electric motor develops 201BHP and 228lb/ft torque. Driving the rear wheels through a single-speed automatic gearbox, the ID.6 X Pure is estimated to carry its hulking, near 2.3-tonne mass through 0-100km/h in approximately 9.1-seconds and onto a 160km/h top speed.

Better balanced in how it serves up its output than most EVs, the ID.6 rides a near instant and muscular torrent of torque from standstill, but without too easily overpowering its driven rear wheels. Producing a proportionate level of power to torque, the ID.6 drives in a more progressive and linear manner. Responsively aggressive at low speed and versatile in building velocity when cruising, the ID.6 is, however, best at moderate speeds, while its acceleration vigour drops off somewhat beyond highway speeds, like most single-speed EVs.

Long range refinement

Delivering a long, claimed 617km single charge driving range, it is safe to assume a somewhat lesser range in “real world” conditions, topography and driving style from the ID.6. Charging time is meanwhile quoted at 40-minutes for an 80 per cent fast charge using a high capacity non-domestic DC charger, where available. Still falling short of the quick convenience of combustion vehicles’ refuelling time, the ID.6’s more conventional AC charging time is meanwhile estimated at up to 12.5-hours, depending on charger type and electricity supply.

A quiet, confident and comfortable motorway cruiser, the ID.6 is however most efficient in stop/start urban driving, where abundant torque usefully negates the need for multiple gear ratios, while regenerative brakes have more opportunity to recoup kinetic energy. A consummate commuter that conveniently recharges between long stops at destination, the ID.6 is very much an on-road vehicle, with little pretension of off-road ability, due to a low and heavy battery pack, two-wheel drive, absence of low-range gears, low front bumper, and little more ground clearance than a car.

Generous and grounded

A user-friendly town vehicle with its light electric-powered steering, reversing camera and parking sensors, the ID.6’ rear-motor, rear-drive configuration meanwhile produces a high level of traction when powering aggressively from standstill. Perhaps slightly reminiscent of sportier cars with similar configurations, the ID.6 is tidy on turn-in with its somewhat rear-biased weighting and low centre of gravity, but more susceptible to understeer than the shorter ID.4. With a grounded feel and well-controlling body lean, the ID.6’s big 255/50R20 tyres and longer wheelbase meanwhile help develop road holding when powering out of corners.

Refined inside, the ID.6 well absorbs most road imperfections, but can feel slightly firm over jagged bumps and cracks. Its horizontally-oriented design, digital instrumentation and large tablet-style infotainment screen, meanwhile create a fresh uncluttered and up-market ambiance, and driving position is supportive, well-adjustable comfortable and with commanding front views. Well equipped with safety convenience, assistance and infotainment features, the ID.6’s longer wheelbase over the ID.4 translates in spacious middle row legroom and good third row access. Luggage capacity meanwhile expands from 200-litres to 1,820-litres with rear rows down.

TECHNICAL SPECIFICATIONS

• Engine: Rear-mounted permanent magnet synchronous electric motor
• Battery: Liquid-cooled lithium, 83.4kWh
• Gearbox: 1-speed automatic, rear-wheel-drive
• Power, BHP (PS) [kW]: 201 (204) [150]
• Power-to-weight: 88BHP/tonne*
• Torque, lb/ft (Nm): 228 (310)
• Torque-to-weight: 136Nm/tonne*
• 0-100km/h: 9.1-seconds*
• Top speed: 160km/h
• Range, CLTC: 617km**
• Charging, DC fast charger, 30-80 per cent/AC slow charging: 40-minutes/12.5-hours*
• Length: 4,876mm
• Width: 1,848mm
• Height: 1,680mm
• Wheelbase: 2,965mm
• Luggage volume, min/max: 200-/1,820-litres*
• Kerb weight: 2,280kg*
• Steering: Electric-assisted rack & pinion
• Suspension: MacPherson struts/five-link
• Brakes, F/R: Ventilated discs/drums, regenerative
• Tyres: 235/50R20
• *Estimate
• **China light-duty vehicle test cycle

By Rania Saadi
Rapid Transformational Therapist and Clinical Hypnotherapist

In today’s digital age, electronic devices such as smartphones, tablets and video games have become an integral part of our daily lives. While these devices can provide many benefits, excessive screen time can have negative effects on our physical and mental health, especially on our children. 

An easy addiction

As parents, it’s important to find ways to encourage your child to take a break from electronics and engage in other activities. To be able to do this, we need to first empathise with the reasons our children get addicted to their screens.

Here are some of the reasons:

• Screens give continuous stimulation, feedback and validation: One of the primary reasons for screen addiction is the instant gratification that electronic devices provide. Every time you like, share, get a reply, or win a game, the brain gets a hit of dopamine — the “feel good” hormone. The more your child receives this, the more need there is for it and the more need to feel satisfied

• Online is a “free-of-judgement” zone: There are few consequences online when you get something wrong. You can always restart, try the level again, or hide behind a username, so no one knows it is you. This anonymity enables your child to take risks without worrying about failing or being judged by others for their performance

• There is no failure online: You simply cannot lose if you just keep playing! It’s guaranteed and free of any anxiety or consequences. Which is something our children cannot find in real life challenges because our mind will always keep us away from taking risks for the sake of our protection

• Feeds the need to belong: We come to this world seeking connection and avoiding rejection. Online, this is so much easier to do than in “real” life. Your child doesn’t need to put in effort to try and create connections. They simply need to find a game they like and start playing. The more likes, followers and engagement they receive, the more they feel loved, accepted and belonging. It makes your child feel validated and seen

• Social media platforms can also create a sense of FOMO or fear of missing out, where individuals feel the need to constantly check their devices to stay up-to-date on the latest news and events. This can lead to a compulsive need to stay connected and a fear of being left out

• They don’t need to deal with real life problems: Online, your child is the one in control. Screens can provide an escape from conflict or uncomfortable situations. Screens become therefore, a coping mechanism to avoid dealing with difficult emotions or situations. And any time they feel that the pressure is too much, they can simply log on and enter a world of their own choosing

It’s important to note that screen addiction can be a complex issue with multiple contributing factors; there is no single solution that will work for everyone. However, understanding the root causes of screen addiction can be a helpful first step in addressing the issue and developing healthy screen habits.

Here are some suggestions: 

• Creating a positive environment: A positive environment will support positive behavioural change. In the case of screen addiction, this may involve creating a tech-free environment at home and encouraging alternative activities that your child enjoys

• Encouraging open communication: Communication is key to creating healthy relationships, this may involve having open and honest conversations with your child about why reducing screen time is important and the benefits of alternative activities

• Using positive reinforcement: A child’s first and foremost need from spending time on screens, is to feel validated, seen and heard. Therefore, fulfilling your child’s needs in these areas, is crucial. And it only can happen by praising your child for their accomplishments offline- in real life, while helping them, learn from their unwanted experiences/mistakes

• Focusing on building self-esteem: Low self-esteem is often at the root of many behavioural issues, including addiction. In the case of screen addiction, this may involve helping your child build their self-esteem by focusing on their strengths, encouraging them to try new things and praising their efforts

• Practicing self-compassion: This involves treating yourself with kindness and understanding, rather than harsh criticism. Reducing screen time is a challenging process and being patient and kind with yourself and your child as you work to develop healthier habits will help in kicking the habit

Getting your kids off electronics can be challenging, but it’s important to find ways to encourage them to engage in other activities. By validating their needs and leading by example, you can help your children develop healthy screen habits and improve their physical and mental well-being. Remember, it’s all about finding a balance that works for your family and the will to adjust, as needed. By working together, you can create a more fulfilling and enjoyable family life.

Reprinted with permission from Family Flavours magazine