mclaren 920
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mclaren 920 Post Review
#OnThisDay in 1989. Ayrton Senna (McLaren-Honda-MP4/5) topped (1 min:07.920 sec) the first qualifying session for the French Grand Prix. The Brazilian 0.365 sec quicker than teammate Alain Prost. 📷 Rainer Schlegelmilch #F1 https://t.co/Hw8Yj8F7Jl
Our Friday #MSSuperstar is 13-year-old Megan McLaren! Megan raised a massive £920 for the MS Society Borders Group by organising a coffee morning at the Border Hotel, in support of her sister who's living with MS. What an amazing achievement! Thank you so much Megan 🧡🌟 https://t.co/F32bZJWUU9
#FIAEXPO Day 2: visit us at booth 920 and ask us about how to win a McLaren*! #options #futures #trading https://t.co/bpb4o4LZJV https://t.co/rR9H4Tw7My
Lifetime Forza Photo #30,920 Shot #24,895 on Forza Horizon 4 Shot #14,468 Of the Year Shot #991 Of the Month 2018 McLaren 600LT Coupé Paint By @PolizeiYT @WeArePlayground @ForzaHorizon @Xbox #ForzaShare #Xbox #McLaren #ForzaHorizon4 #TheCapturedCollective #VGPUnite https://t.co/xMWTs5ouxU
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Michelin Pilot Challenge, Daytona, qualifying: Paul Holton (Compass Racing, McLaren 570S GT4), 1'52.143, 183.920 km/h
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mclaren 920 Q&A Review
What are some astonishing facts about Formula One cars? How is the car designed aerodynamically? What is different about the tires, the seats, and the engine of a Formula One car?
In an f1 engine revving at 18000 rpm, piston travels up and down 300 times a second. If a connecting rod let go of its piston at max speed, the piston would have enough energy to travel vertically over 100 meters. If a water hose were to blow off, complete cooling system would empty in just over a second. F1 cars have 3 built in pneumatic jacks and F1 car has as many as 8 radios operating at a time. The most powerful McLaren Formula 1 car is the 2005 MP4-20A, which had a power output of 920 bhp. Top-notch F1 pit crews can change the tyres of an F1 car in around three seconds. That's roughly the time it’ll take you to read this entire point aloud at your normal speaking speed. Each tyre on an F1 car will lose about 0.5kg during a race due to wear and tear. Think that’s the only thing that loses weight? Well, an F1 driver loses about 4kg of weight after just one race due to prolonged exposure to high G forces and temperatures. The steering wheel of an F1 car can cost as much as US$30,000 - US$50,000. It performs up to 120 functions and weighs just three pounds. The average steering wheel, on the other hand, tips the scales at a whopping four pounds. Your Car Has These, An F1 Car Doesn't! That’s right, your Toyota is more technologically advanced than Sebastian Vettel’s Red Bull … at least in some ways. How? Traction control, stability control, anti-lock brakes and adjustable suspension – while all common in your average car – have been banned in F1 for several years. Did you know that a plank of wood is bolted to the underside of every F1 car? This is to ensure the teams don’t run their cars too low to the ground, which increases speed. If the plank wears away too much, the car is disqualified. The average F1 car packs 150 sensors that are capable of wirelessly transmitting information 1,000 times per second to the engineers in the garage. On any given Sunday, each team generates 1.5 billion samples of data to be analysed by a supercomputer. Lotus Racing claims its supercomputer can execute 38 trillion calculations per second. Image source: ,Google NOTE: I have tried my best to add pictures and relate them to the facts. Images here are for educational purpose only. Images are from random search in Google. Follow me for more fun answers on cars and bikes :) Cheers!
How do Formula 1 teams generate any revenue in the sport? It seems crazy to me how so much money can be spent, and still survive.
The finances for F1 teams are complicated, even though the entire sport of F1 itself is owned by one company—Liberty Media. Of course, each of the 10 competing F1 teams is it’s own separate business, but the sport itself—the races and the overwhelming amount of money F1 teams earn—-comes from Liberty Media, a US media corporation. The range of total income each of the 10 teams earn varies by a factor of 2X. The top teams—Mercedes, Ferrari, and Red Bull—earn the most, while newer and less winning teams like Haas and Racing Point, earn the least. An F1 team can spend $500 million USD a year or more—and yet still turn a profit because, as you can see, F1 is a very, very big business with a very big, international footprint. In 2018 Liberty Media reported that it’s F1 business unit took in about $1.9 billion USD for the year of 2018. After paying for sport-wide expenses—including F1’s meager support for the F2 and F3 race series—that left half, or about $920 million USD, to be split as prizes, bonuses and revenue sharing among the 10 F1 teams—and split not so evenly, as it turns out. The income the sport of F1 takes in comes from 3 big buckets: advertising and sponsorships, television and digital rights, and race income. Advertising and sponsorships come from ads placed on TV broadcasts, in race programs, and around race courses—watching an F1 race, did you notice that Heineken is a sponsor? Television and digital rights are a big pile of dough because F1 is a very popular sport around the world, especially with upscale viewers advertisers want to reach. So country by country F1 sells TV (and some radio) rights, which are big ratings in Europe and Asia in particular. Digital rights are becoming a bigger deal, especially as F1 develops its own F1 Pro TV business, selling annual cable / internet subscriptions for race broadcasts and other coverage. In the US an annual F1 Pro TV subscription is $80 a year, and is good for all 21 races, plus access to an archive of races and sports reporting. There are about 1 million subscribers as of early 2019. Race income is F1’s share of revenue from the race events themselves. The race promoter—not F1—produces the race, and pays a fee to F1 to bring their race to a particular track. Tickets are sold to the public, and F1 gets a share of that revenue either directly or through “race fees” paid by race promoters, which can be $20 million to F1 for a single race. Over the year it amounts to half that per race, or something like $200 million USD. Race income also includes souvenirs, programs, as well as luxury box income from F1’s Paddock Club, plus any miscellaneous subsidies from governments paying for F1 to come to their country and race (yes, this happens, apparently.) The $920 million USD to the 10 teams is split according to bonus pools that range from race prizes, to “legacy” payments for being in F1 for at least two years (and in the case of Ferrari, just being Ferrari is worth about $70 million a year in a legacy bonus.) There are bonuses for goals for individual teams (Mercedes winning 3X as World Constructor Champion, for example) and even a few bonuses simply paid out equally to each team—what a concept! But the payouts vary widely from team to team—from Ferrari’s $250 million USD to Haas’ $35 million USD in the 2017 splits.. So however much, that F1 race income is just the first $100—$300 million USD in income for an F1 team. There’s a bucket called “team sponsorships,” which is all the logos stamped on the team livery of cars, overalls, uniforms, team hospitality suites, and all that stuff fans buy: hat, tee-shirts, windbreakers, model cars, etc. etc. The top sponsorship for an F1 team can cost $25 million — $50 million USD a year. Some sponsors give some or even all of their sponsorship dollars in goods and services. UPS for example, sponsors Ferrari, and handles all the shipping for Ferrari, both as an F1 team, as well as other racing series, and even their sportscar business. The bigger teams also get income leasing engines to the smaller teams. Mercedes leases engines to Racing Point and Williams, and that revenue also includes parts, services, and spare engines. Some teams, especially at the bottom of the F1 food chain, collect “sponsorship” money that their drivers being with them. Robert Kubica, who as of 2019 drives for Williams, is a legend in his native Poland, and has a sponsorship worth a rumoured $10 million a year to Williams from Polish national oil company PKN Orlen. Lance Stroll, who drives for Racing Point, is the son of Canadian retail billionaire Lawrence Stroll—who bought Racing Point last year, and currently serves as CEO. How much is the Stroll family “sponsorship” worth? Every driver learns to hustle sponsors, beginning when they’re 10 years old in karting. Kartigin is the entry racing that produces almost all F1 drivers. Sergio Perez of Racing Point famously hustled Mexican billionaire Carlos Slim when Perez was just a 14 year old racing in go kart races across Latin America. So it’s not surprising that World Champ Lewis Hamilton brings a bushel basket full of sponsors to the Mercedes F1 team—Monster Energy Drinks, for example. Why not? So that’s almost all the buckets of money an F1 team can earn to survive. There’s one final additional bucket, and it is painted gray. It’s a bucket that’s the source of a lot of consternation inside the teams and outside. The gray bucket could be called “shared services,” which are services F1 teams receive from the bigger corporations they belong to—Mercedes Benz, Ferrari, McLaren. It’s a gray bucket of money because it’s hard to tell how much shared services cost, and it’s doubly hard to assign those costs directly to a single entity like an F1 racing team. Shared services come to F1 teams like Mercedes, Ferrari, and McLaren that are a part of much more robust businesses bigger than F1. Mercedes Benz the consumer car company is 100+ times bigger than the Mercedes F1 team (about $90 billion USD versus $600 million USD. So it’s easy and simple for Mercedes Benz to make services available to Mercedes F1 like use of Mercedes Benz data centers, factory real estate, financial, credit and human resources, and even marketing budgets. Data centers are a special sore point today because of the vast amounts of data F1 cars and race tracks spit out every nanosecond a car is running. Let’s say you’re Mercedes F1 and it’s Friday practice at a grand prix race. You run your cars for a few hours using all the different tyre compounds, and at different speeds and different weight loads. You ship all that data to a Mercedes Benz run data center in the UK and crunch the numbers overnight. The following day all that data has been fed through 10,000 simulated runs around the same course, spitting out the pros and cons of every possible setting and every possible tactic and strategy. Haas F1, on the other hand, can only run maybe a dozen simulations with their small computing footprint. Who wins in a race like that? The rich get richer—and the F1 team may not even have to pay for the use of the data center, or it will pay a much reduced cost, hidden as a “shared service” with the bigger corporation. It’s been estimated that the F1 teams with the biggest budgets—Mercedes and Ferrari—each have budgets of more than $500 million USD. They still earn a profit because of the way the deals in F1 are stacked—the winners get richer, and who doesn’t love a winner, right? For Haas and other small, lean F1 teams they’ll just have to keep climbing the difficult ladder of bonuses. And wait for 2021, when F1 promises a new set of rules that will be fair to all the teams. Well see, eh?
Which supercars can beat F1 cars?
Should one assume that this question refers to contemporary F1 cars and the fastest road cars today, then the answer is without any doubt at all that no road car could possibly beat an F1 car in any circumstances. Unless the F1 car had some catastrophic fault! Now my contention is, that you would have to go back rather a long time to find any F1 car that even the fastest contemporary road cars could beat in a race. Now any discussion of this nature, gets into all sorts of rather complicated territory. For example, racing cars that race on solid surfaces, unless the conditions are wet, use slick tyres. Slick tyres produce a huge amount of grip when they are working in their operating window. Getting the tyres into his window and holding them there with a degradation time that is as long as possible, is both a science for the tyre manufacturer, a technical exercise for the teams and a skill set for the drivers. Proper racing cars, whether they are dedicated touring cars - NASCAR, DTM etc - Sports Cars - LMP1, LMP2, LMGTE-Pro etc - or single seaters - F1, IRL etc - all use slick tyres and the chassis are to one degree or another designed with slick racing tyres in mind. They can be much larger in terms of contact patch touching the track than any road car tyre. Modifying a road car to be somewhat like a proper racing car completely ruins their refinements and practicalities, not just in relation to tyres. F1 cars have also made extensive use of aerodynamics to produce down force - aerodynamic pressure that pushes the car into the track. Downforce can be created from under-car venutri, wings on the surface and profiling of the body itself. Creating downforce has been increasingly the obsession of racing car designers since the last months of the 1960s. Despite endless technical regulations designed to limit the amount of downforce that F1 cars can extract from the air flowing past the car - restricting the size of diffusers in 2005 - cutting the maximum rear wing width from 1000mm to 750 in 2009 etc - the cars could still happily drive on the roof of a tunnel, assuming you could find a roof smooth enough to drive upon… and some one silly enough to prove that such a daft assertion is true. So before we even begin to get into the nuts and bolts of this, please be aware that it is simply not fair on road cars to compare them to racing cars. F1 cars are without any doubt, the absolute pinnacle of racing car design. The aerodynamic enhancements made to a pair of F1 cars for a single race will cost more than just about any supercar. F1 cars are rarely ever a finished article. They are a sort of physical embodiment of a battle for supremacy. Within the season for which they are built, they are in a state of constant evolution. To a varying degree, depending on how rich the team is, almost every component is built with being as high-performance as they can possibly be, for the duration of that race. An F1 car from 1952, or 1963, or 1975, or 1985, or one that’s about to be unveiled sometime in the next few weeks (it’s January 2020) is an incredibly cutting edge, focussed piece of machinery. They have never been slow. So if we accept all the constraints that go with the caveats I have roughly outlined above, let us simplify things greatly for the purposes of understanding just how brutal the challenge is for any road car to compare to an F1 car. Let us just concentrate on power to weight ratio. I have produced a wee list of the power and weight figures of a vague selection of ridiculously fast road cars: McLaren P1 Power: 903bhp Kerb weight: 1490kg Power to weight ratio: 606hp/tonne ________ Bugatti Chiron Power: 1470bhp Kerb weight: 1978kg Power to weight ratio: 750hp/tonne ________ Koenigsegg Agera Final (apparently the fastest road car in the world) Power: 1360bhp Kerb weight: 1395kg Power to weight ratio: 975hp/tonne ________ Now I happen to have been involved in making a film about the forthcoming Aston Martin Valkyrie. I haven’t worked on the film for a year now, but funnily enough, I’m back on it from tomorrow morning. I spent much of 2018 working on it. My colleague has been filming it since 2016. Both of us are very well-informed racing car fanatics. I’m a total geek about racing car history. I’ve made lots of films for various F1 teams - Renault F1 (many times), McLaren, Ferrari (yuk) and BAR Honda. Obviously now, Red Bull, who are our employers for the new film. So the Valkyrie will be by far and away the most absurd road car ever conceived when the blasted thing finally arrives. Darren Turner tested it a few weeks ago, albeit without the power system working at full chat. I hear it was only providing about one third power currently. So these are the figure that we are expecting: Aston Martin Valkyrie Power: 1160bhp Kerb weight: 1100kg (projected - Adrian Newey has repeatedly tried to get the figure lower) Power to weight ratio (projected): 1054hp/tonne Now bear in mind that the Valkyrie is an extremely aerodynamically clever car. The underside borrows greatly from the double diffuser Red Bull RB8. This strategy uses the Bernoulli principle for generating downforce from ,ground effect., Ground effect is very efficient at producing lots of downforce, without too much in the way of drag. Bernoulli's principle - Wikipedia Here is a diagram I drew for a film I made about racing car design a few years ago: Utilising a double diffuser, rather than a single one, allows there to be two separate apertures from which the air compressed in the tight, squeezed centre section, can be expanded. The ,greater, the expansion, the ,lower, the pressure. The low pressure acts like a sort of vacuum, pulling the car into the ground. So look, getting bogged down in downforce is getting us no where. You clearly can create loads of downforce with a road car as long as you are prepared to make huge compromises to the practicality of the car. Needless to say the Aston Martin Valkyrie will be a savage road car - light weight, with plenty of power and tons of low-drag downforce. The struggles between Aston Martin and Red Bull, about how to make compromises to the car to make it work as a road car and still be a blisteringly fast racer have been intense. This car will absolutely destroy any Koenigsegg or Bugatti. However, a while back, I made the mistake of assuming the car would ideally be just about as quick as an LMP1 racer. I used a shot of the Porsche 919 Hybrid in an early edit. Chris Goodwin, the main Valkyrie test driver and sports car driver, told my colleague that that was going too far. We changed the shot to one of the Aston Martin GTE Pro Vantage, a still ludicrously quick racing car. Last years Le Mans LMP1 winner, the Toyota TS050 can produce about 986bhp and weighs 878kg. So its power per tonne is 1123. So let us get our bearings with where this leaves us with F1 cars. I have drawn up another wee list of random F1 cars from over the years: Lotus 25 (1962) Power: 194 bph Race weight: 450kg Power to weight ratio: 431hp/tonne ________ Lotus 49 (1967–1970) Power: 415 bph Race weight: 501kg Power to weight ratio: 828hp/tonne ________ McLaren M23 (1976) Power: 470 bph Race weight: 575kg Power to weight ratio: 817hp/tonne ________ McLaren MP4/4 (1988) Power: 900 bhp Race weight: 540kg Power to weight ratio: 1667hp/tonne ________ Williams Fw14B (1992) Power: 760bhp Race weight: 540kg Power to weight ratio: 1407hp/tonne ________ Ferrari F2004 (2004) Power: 920 bhp Race weight: 605kg Power to weight ratio: 1520hp/tonne ________ Red Bull RB8 (2012) Power: 750 bhp Race weight: 642kg Power to weight ratio: 1168hp/tonne ________ Mercedes W10 (2019) Power: 950 bhp Race weight: 743kg Power to weight ratio: 1279hp/tonne ________ So we can see, that even if you just leave it to power to weight ratio, a Koenigsegg Agera Final is better than a McLaren M23, by 158bhp. You will also notice the fluctuations in the performance of F1 cars. The technical regulations are updated every so often, with an eye to taming the runaway performance. Lots of the lap records set by Michael Schumacher in the grooved tyre era, with naturally aspirated V10 engines, like the aforementioned F2004, still hold, as the cars have not really got back to those heights since. However a contemporary F1 machine is nearing that level of performance without using nearly as much fuel. Circuits are going to be factor in our comparison. Because sticky tyres and lightweight chassis are going to make chasing a Lotus 49 round the Nürburgring Nordschleife in a great big heavy Bugatti a nightmare. Whereas if you’re on a US super speedway oval, things are rather easier for big road-going super cars.. I would suggest as a vague conclusion, that even with the fastest road car in the world right now, with slick tyres fitted, that a good racing driver would find it hard to beat a McLaren M23, with another good racing driver on a lap of a tricky circuit. Once you get to 1980s F1 cars, like the McLaren Mp4/4, you could give the fastest road car in the world a thirty second advantage and the F1 car would still cross the finish line with time to spare. However, for mere mortals like me, even if I was sitting in an Aston Martin Valkyrie, on the starting line, with Juan Manuel Fangio revving the engine on his Maserati 250F (1954 - straight six - 270BHP - 670KGs = 403hp/tonne) next to me, through lack of talent and bravery, despite my huge advantage in power to weight ratio, I’d know ultimately I’m gonna lose.
Is it possible to offline upgrade a Lumia 640 to Windows Phone 10, by downloading the binary on another computer?
Instruction: 1. Make backup for your phone, for example, copy data to your PC. And make sure the OS of your PC must be at least Windows 7 Service Pack 1. Windows 8/8.1/10 are also acceptable, but you must install every Visual C++ Redistributable Runtime and Windows Device Recovery Tool. 2. Check your OS version in about phone. The OS version must be at least 8.10.14219.341 or newer. If the version is lower than required, please update it. You may want to use Windows Insider app from Windows Store. REMOVE YOUR PIN LOCK to prevent from some unknown issues after an upgrade. 3. Download and open the package by 7-Zip. Choose your model and extract the exact folder from it. For example, Nokia Lumia 820 should extract 480x800 folder from 2nd Generation folder. DO NOT EXTRACT cabs in that folder. 4. Press Win(Command)+R, in run command dialog, type "control printers" and run. Unplug your phone and remove your phone in Device and Printers window. 5. Extract iutool package attached below, and open a command prompt window with Administrator privilege. Change working directory to iutool.exe's location. 6. Plug your phone to your PC, then type this command: iutool -l 7. If your phone is shown in command prompt window, then type this command: iutool -V -p D:\480x800 (For example I have extracted this folder in Drive D) 8. Wait for about 40 minutes, then your phone will be in Win10 Mobile 10586.107. 9. Open Developer mode in "For Developers" option, then deploy tools that could modify phone's model to your phone. 10. Use any method that you know to modify your model, for example, I modified model to Microsoft RM-1116 (Lumia 950 XL Dual SIM). If you are going to use VCreg or Interop Tools, you needn't to Restore NDTKSvc. Quote: The recommended version of Interop Tools can be downloaded here: ,http://forum.xda-developers.com/show...&postcount=550 11. Check update, and you will receive another update to Win10 Mobile 14393 or later stable builds. Update to this build will fix critical issues you met. 12. After the update to another build, I recommended you to perform a hard reset to your phone. That would make the phone works at the best state. Here's the demostration of upgrade Nokia Lumia 1020 (Hong Kong Variant) to W10M 10586.107: ,https://www.youtube.com/watch?v=Ozt4QuQJj5U How to choose the folder: Lumia 52X, 62X, 720/T, 810, 820, 822, HUAWEI W2: 2nd Generation\480x800 Lumia 1320: 2nd Generation\720x1280 Lumia 920/T, 925/T, 928, 1020: 2nd Generation\768x1280 Lumia 1520: 2nd Generation\1520 Lumia 43X/532: 3rd Generation\43X-532 Lumia 535: 3rd Generation\535 Lumia 63X: 3rd Generation\63X Lumia 73X: 3rd Generation\73X Lumia 830: 3rd Generation\830 Samsung ATIV S/Neo: 2nd Generation\I8750 Lumia 929 Icon/930, Samsung ATIV SE: 3rd Generation\929-930-ATIVSE HTC M8 for Windows (AT&T Variant): 3rd Generation\M8ATT HTC M8 for Windows (Verizon Variant): 3rd Generation\M8Verizon HTC M8 for Windows (T-Mobile Variant): 3rd Generation\M8TMobile Lumia 540, TrekStor WinPhone 4.7: 4th Generation\540 Lumia 640/XL: 4th Generation\640-XL Lumia McLaren/Goldfinger: 3rd Generation\McLaren-Goldfinger BLU WIN HD LTE, MCJ Madosma Q501: 4th Generation\BLUWINHDLTE-MADOSMAQ501 Micromax W092: 4th Generation\MICROMAXW092 BLU WIN HD, Micromax W121, RAMOS Q7: 4th Generation\MICROMAXW121-BLUWINHD-RAMOSQ7 LG Lancet VW820: 4th Generation\VW820 Known issues: - If the pre-installed default IME doesn't include English (United States), after an upgrade by this offline update package, pre-installed IME won't work. Please make sure your firmware's pre-installed IME included English (United States). However, if you modify your model by using Interop Tools by gus33000 then perform another update, IME issue will be fixed. Because this update package is made for Chinese users and China variant firmware at first, I couldn't take care of every variants. Sorry for that. - To HTC 8X/8XT users: I'm sorry for the promise I made, but the packages doesn't work on HTC 8X/8XT because the MainOS partition is too small to upgrade. That's HTC's mistake. - To Nokia Lumia 638 users: Please flash the latest China Variant Firmware (India Variant is not as stable as China Variant) to make sure the phone works at the best state, then download Upgrade Advisor from Windows Store to upgrade. - To Prototype model users especially the cancelled model: Please make a full backup of phone first by using WinHex or something else. If you didn't do that, unbrick the prototype model is almost impossible. - Because phones with 4GB ROM aren't capable for these package such as Nokia Lumia 530 and HTC 8S, this update package is not suitable for these models. - To Nokia Lumia 1020 users: Update to Windows 10 Mobile will reduce the performance of precious 41MP Camera. If your Nokia Lumia 1020 is used for photography, DO NOT UPGRADE. - Glance screen feature will be lost after another update to 14393 or later build, but it's possible to fix by using Interop Tools by gus33000. - To Samsung ATIV S (GT-I8750) and ATIV SE users: Offline Update Packages to WP8.1GDR1 or GDR2 is available now. Now you can update to WP8.1GDR1 or GDR2 without using SDK Deployment. - To Samsung ATIV S (GT-I8750) users: make sure you are using XXDOC2 firmware before update. If your phone's pre-installed keyboard is neither English (United States) nor Chinese (Simplified, PRC), you'll meet a problem that your default keyboard doesn't work. To fix it: 1. Download the Internal IME Fix Package from the link below. 2. Extract your keyboard layout with your language code, for example, if you are using English (United Kingdom), extract the cab with en-gb from that package to the root of drive D, and rename it to 123.cab. 3. Open a command prompt window with administrator previlege, and change working directory to where iutool is, type this command: iutool -l 4. Make sure your phone is listed in the output. Then type this command: iutool -V -p D:\123.cab 5. You will encounter an error with code 8024a110, do not panic, the phone is still working with that package. The phone will reboot soon and perform another update to fix your keyboard. 6. After the update, you're able to use your keyboard. Modify phone model with VCreg or Interop Tools, and search for another update, remaining keyboard layout and pre-installed speech package will be fixed along with that update. Here's some of the possible used language code in case you don't know how to choose: de-de: German en-au: English (Australia) en-ca: English (Canada) en-gb: English (United Kingdom) en-ie: English (Ireland) en-in: English (India) fr-ca: French (Canada) fr-fr: French (France) ja-jp: Japanese ko-kr: Korean zh-hk: Chinese (Traditional, Hong Kong) zh-tw: Chinese (Traditional, Taiwan) You can also enable Mobile Enterprise on your phone. Just extract MobileEnterprise.ppkg from Enterprise_Configuration_File_for_TH2_Builds folder, and copy it to your phone, then tap "Yes, add it" on your phone. Soon your phone will become into Windows 10 Mobile Enterprise. Reboot your phone, Settings - Phone Update, Advanced options, and there's a "Defer Upgrade" available, now check it, then search update. If you still can't get any update, please modify your model and search update again. Thanks for the collection here: ,http://forum.xda-developers.com/wind...n-cab-t3234805, , and now it's possible to upgrade old models without Unlock Bootloader and Interop Unlock with SD card and WP8 SDK. P.S. Only V4 and V3 set available here. V1 and V2 are deprecated and archived in Chinese Community. Little hints: - If your Lumia 830's navigation keys aren't responsible, you can push packages for Lumia 73X or Lumia 640/XL. - If your Lumia 1520's navigation keys aren't responsible, you can push packages for McLaren. - The directory catagory is depended on resolution, SoC, Virtual Navigation Bar availability, stock language packages included in firmware, etc. - DO NOT USE Interop Tools provided in Windows Store. In case that I can't give you help in time, here's some troubleshooting info for you: IUTool Command Error Codes List: ,https://msdn.microsoft.com/en-us/lib...(v=vs.85).aspx, Also, if you encounter a error, don't unplug your phone, type command "getdulogs -o 123.cab" and waiting for Device Update Logs output. Open the 123.cab and open ImgUpd.log to get some hints. If you are a developer, you should be sensitive to error code lines. Or, just attach the 123.cab to here. Special Thanks: @,gus33000, for his Interop Tools @,zephr,ay for LG Lancet W10M Update Package grabbing DPMason, Ren, Max for provide devices to grab packages http://file:///C:/Users/user/Documents/,[GUIDE]%20Win10%20Mobile%20Offline%20Update%20Package%20%E2%80%A6%20_%20Windows%2010%20Development%20and%20Hacking.html
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