QuarkXPress 2017 Test Drive

Hi all,
  1. Quarkxpress 2017 Test Drive Free
  2. Quarkxpress 2017 Test Drive Review
  3. Quarkxpress 2017 Test Drive Download
  4. Test Drive Kok
  1. Road Test / First Drive: 2017 Lincoln MKZ Lincoln's revamped MKZ gets a new look inside and out to go with the new fire in its belly. By Derek McNaughton June 15, 2016.
  2. QuarkXPress 2017 Known and Resolved Issues 7 RESOLVED: An anchored box positioned in the first line of a text box is shown out of the text box in Digital output if the text box contains any background color. (278539) RESOLVED: Moving “Randomize Points” slider changes the preview of the shape.(279240) RESOLVED: Part of the anchored image is not rendered on enabling blending color space when.
  3. Price as Tested: $48,395 This week, were driving the all new 2017 Buick LaCrosse, developed to deliver both the Buick heritage while wrapped in a modern high-tech motif sure to please consumers of.

Know what to look for on the test-drive and you'll buy a car you will be happy with for years to come. Popular searches Honda Civic Ford F-150 Car Appraiser Tool Volkswagen Tiguan Lease Deals.

as I see a few questions being asked again and again, I have created an FAQ post about QuarkXPress 9:
FAQ about QuarkXPress 2015 here: viewtopic.php?f=46&t=26908
FAQ about QuarkXPress 10 here: viewtopic.php?f=14&t=1554

Platform support
Will QuarkXPress 9 run on OS X Yosemite, El Capitan or macOS Sierra?
Quark does not support QuarkXPress 9 on Yosemite (or higher). Please also see here: viewtopic.php?f=14&t=4608
If you still want to migrate QuarkXPress 9 to a new Mac running Yosemite or El Capitan, here's what you can try:
(Please remember, this is at your own risk, as Quark does not support QuarkXPress 9 on Yosemite or El Capitan.
The first version of QuarkXPress supported under Yosemite is QuarkXPress 10.5.0, the first version that supports El Capitan is QuarkXPress 2015 (11.2).
Also, though it worked for me, there's no guarantee given that this works for you too and also there's no help offered by Quark for this combination!)

Your biggest hurdle is the installer of QuarkXPress 9, which does not work under Yosemite or El Capitan. So you cannot just install QuarkXPress 9 freshly.
This is assuming you have two Macs, an old one not yet running Yosemite with an activated version of QuarkXPress 9, and a new one running Yosemite, with no QuarkXPress 9 on it yet.QuarkXPress 2017 Test Drive
  1. On your old Mac, update QuarkXPress 9 for free to the latest version, which is 9.5.4.1. Please ensure that you do that as the first step, as under Yosemite you can't do that anymore! This is important as if you use a lower version than QuarkXPress 9.5.4 you will experience crashes!
  2. On your old Mac start QuarkXPress 9.
  3. On your old Mac use the menu 'QuarkXPress > Transfer QuarkXPress License…' inside QuarkXPress 9 to deactivate the QuarkXPress license on your old machine.
  4. On the new Mac, install the Test Drive of QuarkXPress 2015.
  5. On the new Mac start QuarkXPress 2015 once and activate the '3-day Test Drive' so that you can create a new document with it (this will ensure that certain files are in place for QuarkXPress 9). Afterwards you won't need it anymore to run QuarkXPress 9.
  6. Connect the two Macs (see Apple's Migration Assistant tech note below).
  7. Start Apple's Migration Assistant and make sure you migrate the application folder of QuarkXPress 9 to the new Mac. You could try copy the folder over too if you don't want to use the Migration Assistant, however I haven't tried that.
  8. On the new Mac create a global preferences folder for QuarkXPress 9 in its application folder. (Remember that this is dangerous when you have several user accounts on your Mac using QuarkXPress, so in this case delete this folder again after step 10).
  9. On the new Mac start QuarkXPress 9. It will prompt you that it is not activated yet.
  10. Activate QuarkXPress 9.
You should be good to go now.
Please note that some dialogs will look a bit weird and you might experience a few hiccups. We don't have all a list of all the issues you might experience and also there's no guarantee that Apple won't remove some of the Carbon functions in a later update of Yosemite which might render QuarkXPress 9 unusable on Yosemite or El Capitan. Please remember, Quark doesn't support this combination.
This should also work if you upgrade your current Mac to Yosemite or El Capitan. Before you do that, remember step 1) though!!!
Installing
I have first bought QuarkXPress 6 and then upgraded to 7 and 8 and now 9. Do I need the original disks to install QuarkXPress 9, as I only have an upgrade?
No, it's much easier than that. All upgraders/installers of QuarkXPress EITHER look for an installed copy OR ask you to specify your SN/VC of your previous version. So you don't need to install previous versions or keep disks around, all you need is the Serial Number (SN) and/or Validation Code (VC) of your previous versions.
Display
I am using a Retina display and the user interface looks bad. What version supports Retina displays on OS X?
You need to use QuarkXPress 10.0 or higher for Retina display support.
I am using a High-DPI display and the user interface has issues. What version supports High-DPI displays on Windows?
You need to use QuarkXPress 10.2.1 or higher for High-DPI display support.

Quarkxpress 2017 Test Drive Free


Opening
Can QuarkXPress 9 open files from previous versions?
Yes, QuarkXPress 9 opens documents created by QuarkXPress 3.1 (and higher), 4, 5, 6, 7, 8 and 9.
Saving
Can QuarkXPress 9 downsave documents to version 8?
Yes. You can find the option in menu 'File > Export > Layouts as Project' and using the version popup.
Output
Can QuarkXPress 9 create host-based separations? QuarkXPress 2017 Test Drive
Yes. Though this feature was deprecated in the UI of QuarkXPress 9 and only available on request with a special 'cookie' (enabling the UI again). In QuarkXPress 10 this functionality is gone, so it cannot be enabled anymore. Of course you can still create In-RIP separations as well as composite output in QuarkXPress 10.
Troubleshooting
Where does QuarkXPress 9 store its preferences?
By default preferences are stored in the user folder, on OS X as well as on Windows:
-> OS X: /Users/<yourname>/Library/Preferences/Quark/QuarkXPress 9/ (you get there quicker by holding the option key and choosing 'Go > Library' in Finder)
-> Windows: C:Users<yourname>AppDataLocalQuarkQuarkXPress 9
You can also manually create a global preference folder, on OS X in the application folder, on Windows in the location specified in Settings.xml. Careful, global pref locations can create problems on multi-user systems.
If you need to delete preferences, delete everything in the folder stated above.
How do I contact support?
http://support.quark.com/
Crashes
I am using QuarkXPress 9 or 10 on OS X Mavericks and whenever I move a box, it crashes.
Please update (free of charge) to the latest version of QuarkXPress 9 or 10, it is fixed there:
viewtopic.php?f=14&t=4608
Support for previous versions
Does Quark still support QuarkXPress 8 or lower?

Quarkxpress 2017 Test Drive Review


No, support for QuarkXPress 8 ended March 31, 2014.
Does Quark still support QuarkXPress 9?
No, we have stopped supporting QuarkXPress 9 on Sep 30, 2015.

Can I still buy QuarkXPress 9 at a dealer?
We stopped selling QuarkXPress 9 via the e-store and retail channels on Oct 15, 2014. If you need an additional license of QuarkXPress 9, please contact our telesales team.
QuarkXPress 2017 Test DriveOther
How do I contact Quark's Sales team?
http://www.quark.com/Buy/QuarkXPress_Sa .. r_Service/
What's the latest update (minor version number) of my version of QuarkXPress?
Please see here: viewtopic.php?f=14&t=6651
Thanks
Matthias

2017 Buick LaCrosse in Crimson Red Tintcoat (a $495 color option)

2017 Buick LaCrosse Premium

Class: Large Car

Miles Driven: 296

Test

Fuel Used: 14.0 gallons

Real-world fuel economy: 21.1 mpg

Driving mix: 75% city, 25% highway

CG Report Card
Big & Tall comfort ratings are for front seats only. 'Big' rating based on male tester weighing approximately 350 pounds, 'Tall' rating based on 6'6'-tall male tester.
Room and ComfortA-
Power and PerformanceB
Fit and FinishB+
Fuel EconomyB
ValueB-
Report-card grades are derived from a consensus of test-driver evaluations. All grades are versus other vehicles in the same class. Value grade is for specific trim level evaluated, and may not reflect Consumer Guide's impressions of the entire model lineup.
Big & Tall Comfort
Big GuyA
Tall GuyB

EPA-estimated fuel economy: 21/31/25 (city/highway/combined)

Quarkxpress 2017 Test Drive Download

Base price: $41,065 (not including $925 destination charge)

Options on test car: Driver Confidence Package ($1690), Sun and Shade Package ($1550), Sights and Sounds Package ($1145), 20-inch painted alloy wheels ($1625), special paint ($495)

Price as tested: $48,495

Quick Hits

The great: Quietness, ride quality

The good: Cabin space, fit and finish

The not so good: Awkward action of shift lever

John Biel

Whenever a manufacturer redoes one of its cars, it hopes to make it more likeable. That’s the result Buick has achieved for the 2017 LaCrosse.

Things to like about this latest LaCrosse include a new 3.6-liter V6 with more power and better economy, plus an 8-speed automatic in place of the former 6-speed. There’s a stronger yet lighter structure for the new body, which is styled with touches first seen on the brand’s well-regarded 2015 Avenir and 2016 Avista concept cars. An impressively quiet cabin offers more passenger room, and those passengers can take advantage of an increased count of comfort and safety technology features.

The redesigned 2017 LaCrosse is significantly sleeker and sexier than the previous-generation model. Some styling cues were taken from the well-received Buick Avenir and Avista concept vehicles.

Test Drive Kok

Consumer Guide® editors sampled a front-wheel-drive LaCrosse Premium. Premium is the plushest of the four trim levels, and the only one to come with a choice of front- or all-wheel drive. Base price of a “puller” Premium is $41,065 (add $3000 for AWD), but with options and delivery the test car came to $48,495.

In addition to the powerteam already mentioned, standard equipment includes perforated-leather upholstery; front seats that are heated, ventilated, and massaging; memory settings for seats, mirrors, and power-adjustable steering column; heated steering wheel; heated auto-dimming exterior mirrors; 18-inch alloy wheels; and articulating high-intensity-discharge headlamps. Driver-assistance technologies consist of a rearview camera; head-up instrument display; alerts for lane changes, blind spot, rear cross traffic, and forward collision; lane-keep assist; rear parking assist; and teen-driver limit setting. Connectivity features encompass Buick’s IntelliLink infotainment system with 8-speaker audio and active noise cancellation, an 8-inch touchscreen, Bluetooth streaming, Apple CarPlay and Android Auto smartphone integration, wireless charging, 4G LTE Wi-Fi hotspot, and satellite radio.

The LaCrosse cabin is spacious and well appointed, though the sloping rear roofline cuts into rear-seat headroom.

The complement of options on the test car included three packages that added items like additional electronic safety devices, a panoramic sunroof, an upgraded sound system, and navigation. Stand-alone options were 20-inch painted-aluminum wheels and Crimson Red Tintcoat paint.

While it manages to envelope passengers in a cabin with the look and feel (and features) of cars from the lower end of the luxury class, the ’17 LaCrosse turns out to have an unexpected athletic side. The new version of the largest Buick sedan is slightly longer, lower, and wider than its predecessor, which might suggest that it’s more comfortable than it is fun to drive. Ride comfort is good, but steering and handling are alert and responsive enough to keep the car from feeling flabby and dull. A “Sport” mode, activated by a console button, is included to enhance the steering and suspension feel—though to this driver whatever improvement it was intended to provide seemed very slight.

LaCrosse boasts a decently large trunk, though the load floor is compromised a bit by the wheelhouses.

Then, too, the new engine is a satisfying performer. The former base 4-cylinder engine has been dropped, leaving a 3.6-liter V6 as the sole powerplant. While displacement is the same as the previous LaCrosse V6, the engine design is new. In the process, horsepower rises to 310 (a gain of six). With 282 lb-ft of torque on tap, it propels the LaCrosse from standing starts with ease. There’s ample oomph for confident merging and passing, with on-the-money kickdown from the smooth-shifting new transmission.

With an overall weight reduction of about 300 pounds, 8-speed trans, new stop/start feature, and addition of cylinder deactivation, LaCrosse fuel-economy estimates improve for 2017. The EPA rates the car with front-wheel-drive at 21 mpg in the city, 31 on the highway, and 25 combined. This reviewer averaged 20.65 mpg after logging 176 miles in the test car, 71 percent of which was city-type driving.

Though exterior size gains are modest, the LaCrosse wheelbase is lengthened by 2.5 inches, which translates into more interior space. Front passengers will find all the leg- and headroom they need while settled into the comfortable and supportive seats. Rear-seat passengers are accorded legitimate big-car legroom. The roof slope shaves off some headroom, but there’s still plenty of it. Three adults should be able to squeeze across the back seat, though the middle passenger will straddle a floor hump.

Interior materials have a high-grade look and feel, with plenty of soft-touch surfaces. The wide sweep of the instrument panel and broad, rising center console bear the stamp of the Avenir show-car cabin. The big IntelliLink screen is handy for calling up audio, navigation, apps, and other systems, and tuning and saving radio presets is uncomplicated. Climate controls rest just below the touchscreen, with temperature managed via a pair of dials but other functions summoned by buttons, some of them repetitive-push. Three large dials serve the driver. In the center is a virtual speedometer and electronic vehicle-information readout, but the outer dials house a full complement of analog “needle” gauges—unexpected for a large family sedan without overt performance aspirations. Less accommodating are the headlight control and shifter. The headlight dial is on a small platform that projects from the instrument panel, but its angle makes it hard to see all the available settings at a glance. The shifter isn’t traditionally linear, with Park and Reverse in a row with the driving gears; in the LaCrosse, Park is set by depressing a button, and selecting Reverse requires pressing a button while sliding the lever over and up to the left—as in some manual-transmission cars. Panda.

Good interior storage boasts a split-level glove box, squarish covered console box with USB and auxiliary inputs inside, and a large open space under the upsweep of the console. The console contains two covered cup holders and a slot for the wireless charging of cell phones. Storage pockets are included in all four doors. In the rear, pouches are attached to the backs of the front seats, and the pull-down center armrest houses two cup holders and a shallow covered bin.

The flat trunk floor extends far forward but narrows somewhat between the wheelhouses. Gooseneck hinges extend into the cargo area—but they are covered. The rear seat folds flat in a 60/40 split, albeit at a slight height above the trunk floor, and a bulkhead slightly restricts the passage from trunk to rear-seat area.

The 2017 LaCrosse’s higher levels of all-around likeability come at a cost–base prices are up significantly across the model lineup–but this redesigned cruiser’s handsome styling, new technology features, comfortable cabin, and newfound hints of athleticism justify its move up the price ladder.

The LaCrosse Premium rides on standard 18-inch alloy wheels. Our test car featured optional ($1625) 20-inch alloys.