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[Premium Times] The issue began in April 2017 in Providence, Rhodes Island, where he lived, when police officers found his son in a dying condition, bleeding from the mouth and nose.

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[Vanguard] A Nigerian man sought by Rhode Island authorities on charges of murder, serious bodily harm to a child, and unlawful flight to avoid prosecution has been added to the U.S. Marshals Service's "15 Most Wanted" list. A reward of up to $25,000 is offered for information leading to his arrest.

[Capital FM] Kisii -- The U.S Food and Drug Administration ( FDA) has confirmed the availability of lenacapavir, a two-yearly injectable HIV/ADS treatment as early as the summer 2025, a decision made by FDA after the completion of phase 3 trial of lenacapavir treatment.

[Premium Times] In 2018, Lagos State reported a prevalence rate of 1.4 per cent, with more than 170,000 residents living with HIV.

[New Times] The Mediterranean Knights of Libya are not finished yet despite suffering a major setback from a recent 3-0 loss to Nigeria on forfeit in the AFCON 2025 Group D qualifiers.

January 24, 2006 – Yesterday, Ameriquest Mortgage agree to pay $325 million in restitution to those who had borrowed money from the company. The agreement settles legal disputes with 49 states and the District of Columbia, and is the second largest in US history.

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A scientist and astrologer, the famous Nostradamus left many predictions in his Prophecies, which have continued to fascinate people for centuries. So, what did he predict for the year 2025?

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F1 has announced a new 2025 season launch event where all 10 teams will unveil their livery on February 18, marking the start of the championship’s 75th anniversary year. Tickets will be available for fans to attend the event, which will be held at London’s The O2.

1. F1 2025 launch event tickets go on sale on November 15
2. All 20 drivers will be present

F1 2025 season launch tickets, livestream

All 10 F1 teams will be unveiling their 2025 season liveries at the event. An official statement shared by F1 says the event will also feature interviews with key figures from the sport – including the drivers and team principals – as well as entertainment segments and special guest presenters.

The event will take place on February 18 from 8pm-10pm GMT (1:30am-3:30am IST) and ticket prices range from £58 to £113 (around Rs 6,200-12,000). Tickets go on sale on Friday, November 15.

For fans who can’t attend the event in person, there will also be a livestream. Further details on this will be revealed in the coming weeks.

“For the first time we will bring together our fans, all 20 superstars of our sport and some very special guests to officially kick off our new season and mark our 75th year of racing,” said Stefano Domenicali, president and CEO of Formula 1.

“With 2025 set to be a classic season following all the drama so far for 2024, this is a fantastic opportunity for fans of all ages to experience up-close the incredible entertainment spectacle that is Formula 1.”

Will teams show their real cars?

It is very unlikely that teams will showcase their final 2025 contenders at the event.

2025 F1 pre-season testing will take place from February 26-28 in Bahrain. Given that most teams will not want to give away any major secrets ahead of this, we can expect the launch event to largely feature show cars simply sporting the new liveries. But this has already been the case for several years now, with majority of the teams opting to share cleverly concealed renders or displaying show cars during their individual launch events.

What about traditional F1 launches?

This replaces the standard pre-season build-up where teams usually hold their own launch events across several weeks. However, F1 hasn’t confirmed whether this will be a permanent addition. For now, it’s simply been billed as a special event to celebrate the championship’s 75th anniversary.

Also see:

F1 2024: Verstappen wins Brazil GP from P17 on grid

With the Suzuki V-Strom SX having left our fleet, I was without a long-termer for my daily commute to the office. As luck would have it though, Dinshaw, who was the custodian of our long-term Bajaj Pulsar N250, was set to go on a lengthy leave. So I was more than glad to grab the keys and draft it in as my V-Strom replacement. At least for the time being, is what I told my colleague.

But over the last few months, I’ve really grown to like the N250, so much so that Dinshaw has had to resort to using one of our other long-termers. Jumping off the Suzuki, the Bajaj feels compact and much more manageable in traffic, which is a boon. A special shoutout has to go to the superb headlight of the Pulsar; it’s a better and more effective unit than I’ve experienced on many bigger and more expensive bikes. The Pulsar also dealt with one of the longest monsoon seasons in recent memory with ease. There’s barely any rusting to speak of, apart from some small bolts, and even the plastic and rubber parts have held up well.

While our Pulsar N250 has been largely reserved for commuting, I did take it on a brief spin out on the highway and that shed light on a few things. Firstly, this 250cc mill is superbly refined with barely any vibrations at 90-95kph cruising speeds, which takes some fatigue out of riding for a long time. On the flipside though, I found the seat cushioning to be too hard. Granted, I don’t have the most padded posterior around, but even so, I’ve been finding it too uncomfortable leading me to move around on the seat every couple of minutes to ease some of the pain.

But a major reason for why it’s been hard to handover the keys of the Pulsar has been the superb fuel economy. With my regular commute and this brief highway stint taken into account, the Pulsar N250 managed an eye-opening 500km+ on a single tank. And it goes without saying that it has not all been sedate riding. I’ve genuinely been impressed with the N250’s balance of performance and efficiency.

However, as time has gone on, some issues have begun to creep in. The smaller issue is that one of the reflectors on the front fork came loose and fell off. It is held on by just an adhesive strip and I’m sure there are better ways to keep it secure. The bigger issue, however, has been with the front brake. When riding at low speeds, it feels like the brake pads are rubbing against the disc in an unusual manner even without the lever being pressed, almost as if the disc is warped. When I took over the bike this was barely noticeable, but it has grown as our time with the bike has progressed. The Pulsar is now off for its service and a check-up. More on the service costs and the front brake issue in the next report.

The time has come for our long-term Bajaj Pulsar N250 to return to its maker and it will be missed. Partly because it leaves me without a bike to commute to and from the office, and I now have to drive or take the train; both of which I find tedious. But it’s mostly because of how good a package it actually is.

For starters, I really like the design and the black paint with red accents on our bike has grown on me. Ours is the dual-channel, ABS-equipped version, which can only be had in this scheme. This may not be to everyone’s taste, so perhaps Bajaj should look into offering more colours. Another thing I grew to appreciate was the digi-analogue cluster. The big analogue tacho that takes centre stage looks really nice and I love the way it does an end-to-end sweep whenever you twist the key on. The digital screen, however, is a little too small for the amount of info it packs in. However, Bajaj will soon launch an updated model with a fully digital display.

Fuel efficiency has also been a big plus. I’ve been averaging around 36kpl in varied conditions and not all of it has been with a light twist of the wrist. The silky motor has enough pep and it sounds good too. Finally, the light clutch and comfy suspension also meant that it dealt with Mumbai’s broken and jam-packed roads with ease. 

Some of the things that were not so nice were its hard seat, the low-set handlebar and some minor oxidation on the bolts of the handlebar clamp. Now, let’s come to the issue with the front disc that, unfortunately, became the main talking point in its last few weeks with us.

Upon the issue worsening a couple of months into our tenure, the bike went to the Bajaj service centre for inspection. They got back saying the issue was with the brake pads as they weren’t set correctly and that it has been rectified. However, the problem crept up again within a day. After another visit to the service centre yielded similar results, the bike went back to Bajaj for inspection. And it was there where our original suspicion was confirmed; the N250 did, in fact, have a warped disc.

This doesn’t seem to be a known issue and as the bike had never been dropped or crashed, the only plausible explanation was a manufacturing defect. The front disc (Rs 2,242) was then replaced and the bike was returned to us. Ever since, the Pulsar N250 was working just fine till it left our fleet. Bajaj tells us that the disc will be replaced under warranty, as long as the brake pad wear is within defined limits. 

Our time with the Pulsar N250 was mostly spent commuting in the city and that’s where it feels at home. Sure, it can tour if you want it to, it just won’t be very enjoyable because there isn’t much high-speed performance. On the whole, I’ve really liked the time I’ve spent on the N250 and if you are looking at a sporty motorcycle that’s relatively comfy, looks good and is light on your wallet, this one is worth considering.

Also See:

Bajaj Pulsar N250 long term review, 730km report

Bajaj Pulsar N250 long term review, 2000km report

Exactly 25 years ago, in September 1999, Autocar India started its innings with the new Ford Ikon on the cover. A world exclusive, the story showcased Ford’s new sedan for India, powered by the powerful and responsive 1.6-litre Rocam engine. The car was a delight to drive, the engine was super responsive, and this set the tone for the future of Ford in India. The even bigger story, though, was that this was Ford’s first new car after the Mahindra-Ford JV had been dissolved.

Fast forward 25 years and Ford India is set to make a comeback after its planned Mahindra alliance was aborted. Talk about history repeating itself. And the Ford that is likely to go on sale first is the 2024 Everest. Previously known as the Endeavour in India, Ford’s new Everest is an SUV that is much missed here. A more sophisticated rival to Toyota’s Fortuner, Ford’s big SUV always rode better, drove better and was more luxurious and comfortable inside.

The plan

Now, with the closest place we could get our hands on Ford’s Everest being Nepal, and Ford almost certain to retain the Everest name in India (for the first time), we just had to try and drive the Everest up to where we could see Mt Everest. You can catch a glimpse of the famous mountain from the top of a hill not too far from Kathmandu, called Nagarkot. Getting to Nagarkot, however, involves a long ascent where you climb almost a kilometre, and once up, there’s no guarantee we’ll be able to see Sagarmatha or ‘head of the sky’ as Mt Everest is called in Nepali. The mountain is around 110km away and appears as a small peak between two closer (so ‘taller’ looking) peaks. And that’s not it; with monsoon clouds bouncing off the high Himalayas and collecting at their base at this time of  year, we’ll need a gap in the high clouds to see it. 

Familiar but different

Nepal initially feels very familiar. There are plenty of Tatas, Mahindras and Marutis present and the drivers in Nepal seem to have graduated from the same driving schools as drivers in India. Bikes slip though every gap, drivers here practice the same ‘cut, thrust and parry’ and not even monks practice defensive driving. 

Coming face to face with the new Everest at the Go Ford dealership gives me some succour. It looks even more imposing and larger. And around the side, it gives me the impression of being larger than even the Endeavour we had in India. Marginally longer and built on a 40mm longer wheelbase, the real reason it looks bigger, however, is that this big body-on-frame SUV is now even more block like.

The nose is wider and more square and the ‘C’-shaped LEDs that frame the headlight clusters accentuate the width. The flat bonnet is also full of cuts and creases, the chrome bars that flank the Ford logo give the bluff cowl a modern look and what also adds muscle are the mildly flared fenders. In profile, the big 20-inch wheels help give this big SUV a solid, planted look, and I really like the ‘tough’ two-tone design of the alloys. The bi-turbo badge below the fender tells us this diesel has two turbos placed in series. Go back further and the widened rear fenders help give the Everest a nice wide stance from the rear as well. The cabin isn’t too tall, it’s nicely tucked in from the lower body and what really catches my eye are the clear tail-lights that light up bright red. I even like the manner in which the word Everest has been boldly emblazoned across the rear. 

Endeavour, expidition

It’s afternoon by the time we leave Kathmandu. The traffic hasn’t gotten any better and slipping this massive supertanker into the stream of traffic proves to be tricky. The arterial roads we initially traverse are narrow and full of parked vehicles, so I really have to inch forward carefully. Visibility from the driver’s seat is good, and the light and very accurate steering makes it easy to place the Everest; important in a vehicle of this bulk. The steering doesn’t quite seem to have the heft of the earlier Endeavour, but the Everest’s steering is quicker at low speeds. That, along with the relative lack of effort to twirl it, sort of makes this bulky SUV feel a bit easier to manage. 

As we leave the confines of the city and get onto faster roads, I notice that the ride is very comfortable. It isn’t just the bump absorption, that SUVs like this one normally ace it’s also the refinement, the flat ride and the relative lack of secondary movement associated with a body-on-frame SUV like this. Ride isn’t pillow soft, but the manner in which the Everest absorbs a section of bad road – silently, smoothly and without any hint of heave-ho – makes it both comfortable to sit in and effortless to drive. I just don’t need to slow down unless the holes are particularly large and deep. And the Everest also feels very stable at speed. It even feels more planted the faster you go; Ford’s big boy really does give you plenty of confidence to press on.

The climb

Once we turn off for Nagarkot, we transition onto some wide ghat roads that sweep around in a nice flow. Leading us ever upwards, the wide sweepers are well paved for the most part. Since there’s practically no traffic, I can really enjoy the drive up. The big takeaway here is that the Everest feels light on its feet and ever ready to change direction. 

And it isn’t just the quick steering, it’s a combination of factors. One key contributor has to be Ford’s superb body control and poise. Almost always comfortable in a corner, it feels well balanced and ever willing to alter its line. This is a clear step up on the last-gen Endeavour sold in our market and the confidence it delivers from behind the wheel means you always feel relaxed and enjoy going quicker. Wish the brakes had more bite though. The only time you ‘feel’ the weight of the Everest is when you have to get relatively hard on the brakes. More initial bite and better pedal feel needed here for sure.  

Half way through our one kilometre or so climb, we run into what feels like a mini cloudburst. Rivulets of water stream down the ghats and we have to clamber over some small rocks that have run down along with the water and silt. The Everest just takes everything in its stride, casually hopping over everything. 

As we carry on our way up the mountain, now looking down on the weather below, what I also realise is that the bi-turbo engine contributes significantly to the Everest’s  effortless nature. Incidentally, the engine’s still made in India, and it’s smooth, refined and always on the boil. Refinement, in fact, is so good, it feels like a new generation of engine. And what I especially like is how quickly it responds to a tap on the throttle. With 210hp and 500Nm of torque, it clearly can deliver the goods at higher engine speeds. And here, too, there is no hesitation. There are no flat spots and no surges over practically the entire rev range. And that’s despite the engine being driven by a pair of turbos in sequence; something that’s difficult to do. Not sure how seamlessly this engine will transition from its current EU IV state of tune to our BS VI equivalent, though.

Even the 10-speed automatic gearbox feels more responsive and intuitive. It still shifts up too early when you lift off the throttle to cruise and only comes a gear down, instead of two, when you tap the throttle. Still, the gearbox works better with this bi-turbo engine as the small turbo spins easily providing sufficient boost at low engine speeds. What irks is that there are no paddles on the steering wheel, only fiddly plus and minus buttons on the gear lever; odd on an otherwise well-specified SUV. What’s cool, however, is how the electrically driven gear selector returns on its own to P if you open the door or even switch the car off in D; remember to try it.  

Looking out, looking in

We only reach the top of Nagarkot at sundown. Our weather app says there should be a small window the next morning, especially when it comes to medium clouds, and that’s just what we are hoping for.

The next morning, though, it all seems pointless – we are enveloped in cloud. So we begin to shoot the exterior; details, highlights and some bits inside the cabin that are well lit. Then, just as we are about to give up hope, a sliver of light opens out, with the gap getting larger every minute. Soon, we can see many peaks close to us and some of the high Himalayas in the distance. We quickly look in the direction of the Everest using our GPS and train our cameras on the dark peak; it’s often the one with the least snow on it because of the high winds. But now, the clouds are back – in batches – drawing a veil of white over the range on and off. Clouds bubbling up from below as the earth heats up. More gaps open later and we see what we think is the Everest.

But the clouds cover it again, and with nothing to do but wait, I decide to take a closer look at the cabin. There’s loads to like here and my attention is initially drawn to how it feels like there’s a bit more space inside. This Everest feels wider and there appears to be more driver space. This version also gets powered and cooled front seats that are big and comfortable even on long drives. 

What I am drawn to next is the 12-inch Tesla-like screen with its portrait orientation and sharp details. Apple CarPlay works nicely here and what’s neat is that you can scale up Apple CarPlay at the touch of a button. The screen runs Ford’s Sync 4A software and what’s also Tesla-like here is that you get a digital sketchpad; for when you are waiting and the kids are bored. It’s only software, so why not. You also get a 360-degree camera and, as earlier, a valet mode.

The Everest also gets a full suite of ADAS functions, with pre-collision assist and automatic emergency braking. The version we are driving has 4X2, 4X4 and 4-low modes, accessible via a dial. In addition, you can select various off-road modes: tow (which is new), slippery, mud and ruts, and sand. Do this and the display even pops up and tells you how the four-wheel-drive system is being optimised with locking diffs, à la Range Rover.

The touchscreen has fan and temperature controls, but there is also a set of physical air-con control knobs and buttons.

Narrow door pockets apart, storage and stowage are also decent. The square elbow box is huge, the twin gloveboxes manage a good amount of room between them and there are full-sized cup holders and a tray to keep knick knacks below the central console. The black on black dash, however, looks more utilitarian than upmarket, and plastic quality in and around the central console is only ordinary. Ford will certainly need a more upmarket version of the Everest for the Indian market. And while the digital instrument panel proffers up some great graphics, the ‘digital’ tachometer and small temperature, fuel and oil pressure gauges on the instrument panel need to be more legible. Come on Ford, this is easy.

Space in the second row of the Everest is also improved. Legroom and even headroom are more than sufficient, and as the cabin is wider, there seems to be more space in general. The seat is set a bit low, so the seating position is a bit knees-up. You can, however, slide the second-row bench forwards or back and the backrest can be reclined as well. You also get a blower control in the back as well as a regular plug point, so you can charge or power even laptops.

There’s also a bit more room in the third row, especially after optimising and adjusting the space used for the first and second row. Getting in isn’t easy, but once you are in, short journeys are sort of manageable. 

What the Everest also gets, even three rows up, is a fair amount of boot space. You can stack around four pieces of hand baggage in the back or even two big bags. The third row seats can be folded electrically (up and down) for more space.

Up where it belongs

Ford’s new Everest is a full-size SUV that ticks almost every single checkbox. And it is a long list. Big, bold, spacious, comfortable and well-equipped, the new Everest is a large-sized body-on-frame SUV that delivers a solid build, real off-road ability and is practical. It is also refined, sophisticated, easy, effortless and enjoyable to drive. It drives so well, in fact, that it feels like it’s built on a monocoque chassis. 

Then there’s the bi-turbo diesel, which is smooth, punchy and responsive. You do miss having paddle shifters, and Ford needs to look at a more upmarket version of the Everest, with a higher quality dash (in particular). But, be in no doubt Ford, when you eventually decide to make a return, this is the SUV to do it with. 

FORD’S COMEBACK

When will Ford return to India? This is a question that is difficult to answer. What we can tell you, however, is that Ford has held on to its plant in Chennai and is currently working on a plan to make a comeback. And from what we hear, the Everest is part of that plan. Ford is likely to assemble the car here in India, just as it did earlier, and it is also likely to use the Sanand-made diesel engine. There’s even a bi-turbo 3.0 V6 diesel that makes 250hp and 600Nm of torque if Ford wants to get the Everest in as an import, and that sure will get the attention of SUV lovers.

Also see:

Bill Ford pays tribute to Ratan Tata, clarifies 'Detroit meeting' stories

Ford confirms restart of manufacturing in India

Ford Everest Tremor with off-road upgrades revealed

The Pulsar 125, in its Classic guise, continues to be a massive seller for Bajaj, but the company needed something fresh and youthful to address the TVS Raider and Hero Xtreme 125R. After all, those two have carved out a new segment of about 50,000-60,000 sales per month. The N125 is Bajaj’s answer, and the interesting thing is that it has nothing to do with any other Pulsar before it.

Bajaj Pulsar N125 design, colours, quality 

Bajaj wanted to make a 125 that weighed 125 kilos (which is nearly 20kg less than the existing 125cc Pulsar models), and that necessitated an entirely new platform. The N125 also carries a new design language, and it’s great to see that this isn’t just another Pulsar wearing a familiar set of clothes.

Plenty of floating panels all over and a rather un-Pulsar-like headlamp bring freshness to the design philosophy. But there’s also familiarity in elements like the shape of the tank extensions as well as the new take on the twin-slash brake lamps. 

While so much aero-inspired bodywork on a tiny 125 is almost purely for aesthetics, the vents on the front mudguard shroud are actually functional. The story goes that the initial design did not have any vents, but the engine development team complained to the design department that their air-cooled engine wasn’t getting enough flow, which is why the vents were incorporated. 

There are some unusual touches, like the body panel along the side of the subframe. We’re used to seeing this kind of bodywork at the tail section on most motorcycles, but it finds itself positioned between the rider and pillion seat on the N125. This has the effect of adding mass to the design but also keeps the tail quite slim. The fat fork shrouds do a good job of masking the skinny 30mm telescopic fork, but while they certainly give the bike more presence, some may find them to be excessively wide.

Quality levels are decent, but some visible panel gaps on our bike do leave room for improvement. In all, the N125 has a striking design that will be a little polarising yet also easily identifiable, especially in the funky colour schemes Bajaj has gone with. It doesn’t have the same ‘big-bike’ look as the Hero Xtreme 125R, but it certainly stands out, and that’s a good thing.

Bajaj Pulsar N125 ride and handling

The seating position is more or less what you’d expect from a bike like this. At 795mm, the seat height isn’t the lowest in the class, but it’s still very manageable, and the seats are spacious and comfortable. The footpeg placement is a little sporty, which goes well with a bike like this. However, the narrow handlebar felt a bit too ‘commutery’, which slightly dilutes the special feeling a bike like this should have. 

Happily, the new chassis makes up for this in its sheer lightness and behaviour. 125kg is nearly on par with the TVS Raider, and just like that bike, the N125 has a delightfully nimble, easy-going character without any nervousness. Bajaj let us experience this on a go-kart track, and the N125 was genuinely good fun, displaying an eagerness to change direction and lean over. The footpeg placement enabled plenty of cornering clearance without any scraping, and the bike never displayed any fidgety moments you might expect with a very light machine. The MRF tyres were nice and grippy in this situation as well, and the only thing I’d have liked was a bit more initial sharpness in the front brake.

Bajaj Pulsar N125 engine refinement, mileage

Nevertheless, the N125’s dynamics will translate into an enjoyable experience on densely packed city roads. Going nicely with this is a very light clutch effort, which they say is 50 percent less than the competition. With 12hp, the new engine is the most powerful in the segment alongside the NS125, but this bike has a much better power-to-weight ratio of nearly 100hp/tonne.

More importantly, the engine is smooth and tractable, and it makes a nice sound as well. While the strong acceleration only arrives at quite high revs, the engine can also pull you along in third gear (out of 5) as low as 20kph, which is crucial in a city bike like this. 

Refinement is excellent, but I noticed that the motor would stall if the revs got too low without any of the typical warning signs (like a juddering sound or feel) that come when an engine’s revs get too low. This isn’t really an issue on its own, but the problem arises in that the N125 doesn’t have a gear position indicator or even a rev counter. With its tractable nature, you will often find yourself riding around at rather low revs in heavy traffic, and that’s when these stalls can catch you out, so it’s something you’ll need to learn to work around.

Bajaj claims a 0-60kph time of 6 seconds and a top speed of 97kph, although you’ll see over 110kph on the display. The bike hits about 80kph quickly, and overall performance feels up to the mark of the best in the segment. The company also claims an overall fuel efficiency of about 60kpl.

Bajaj Pulsar N125 price, features and verdict

One of the big success factors with bikes like the Raider and Xtreme 125R is that they offer the looks and feature set of bigger 150-200cc machines. When it comes to the latter, the Pulsar N125 isn’t quite up there with its rivals. On the one hand, it has a front disc brake and LED head/tail lamps as standard, while the top model gets Bluetooth connectivity and a silent start/start-stop system. But then it misses important things like a rev counter, gear position indicator or single-channel ABS – although Bajaj says it will introduce the latter if there’s demand.

While the Pulsar N125 probably won’t sway buyers with segment-leading features, it has most of the essential fundamentals in place, the key among them being the price. At Rs 95,000 for the base model and 98,000 for the top model, it is more affordable than a similarly specced Raider and on par with the Hero Xtreme 125R. As of now, we can’t confirm whether it’s the best in its segment, but the new Pulsar N125 definitely has a fighting chance. 

Also See: Bajaj Pulsar N125 video review

Also See: Bajaj Pulsar N125 review: More than just another Pulsar

Also see: 

Audi RS3 facelift revealed

Exactly 25 years ago, in September 1999, Autocar India started its innings with the new Ford Ikon on the cover. A world exclusive, the story showcased Ford’s new sedan for India, powered by the powerful and responsive 1.6-litre Rocam engine. The car was a delight to drive, the engine was super responsive, and this set the tone for the future of Ford in India. The even bigger story, though, was that this was Ford’s first new car after the Mahindra-Ford JV had been dissolved.

Fast forward 25 years and Ford India is set to make a comeback after its planned Mahindra alliance was aborted. Talk about history repeating itself. And the Ford that is likely to go on sale first is the 2024 Everest. Previously known as the Endeavour in India, Ford’s new Everest is an SUV that is much missed here. A more sophisticated rival to Toyota’s Fortuner, Ford’s big SUV always rode better, drove better and was more luxurious and comfortable inside.

The plan

Now, with the closest place we could get our hands on Ford’s Everest being Nepal, and Ford almost certain to retain the Everest name in India (for the first time), we just had to try and drive the Everest up to where we could see Mt Everest. You can catch a glimpse of the famous mountain from the top of a hill not too far from Kathmandu, called Nagarkot. Getting to Nagarkot, however, involves a long ascent where you climb almost a kilometre, and once up, there’s no guarantee we’ll be able to see Sagarmatha or ‘head of the sky’ as Mt Everest is called in Nepali. The mountain is around 110km away and appears as a small peak between two closer (so ‘taller’ looking) peaks. And that’s not it; with monsoon clouds bouncing off the high Himalayas and collecting at their base at this time of  year, we’ll need a gap in the high clouds to see it. 

Familiar but different

Nepal initially feels very familiar. There are plenty of Tatas, Mahindras and Marutis present and the drivers in Nepal seem to have graduated from the same driving schools as drivers in India. Bikes slip though every gap, drivers here practice the same ‘cut, thrust and parry’ and not even monks practice defensive driving. 

Coming face to face with the new Everest at the Go Ford dealership gives me some succour. It looks even more imposing and larger. And around the side, it gives me the impression of being larger than even the Endeavour we had in India. Marginally longer and built on a 40mm longer wheelbase, the real reason it looks bigger, however, is that this big body-on-frame SUV is now even more block like.

The nose is wider and more square and the ‘C’-shaped LEDs that frame the headlight clusters accentuate the width. The flat bonnet is also full of cuts and creases, the chrome bars that flank the Ford logo give the bluff cowl a modern look and what also adds muscle are the mildly flared fenders. In profile, the big 20-inch wheels help give this big SUV a solid, planted look, and I really like the ‘tough’ two-tone design of the alloys. The bi-turbo badge below the fender tells us this diesel has two turbos placed in series. Go back further and the widened rear fenders help give the Everest a nice wide stance from the rear as well. The cabin isn’t too tall, it’s nicely tucked in from the lower body and what really catches my eye are the clear tail-lights that light up bright red. I even like the manner in which the word Everest has been boldly emblazoned across the rear. 

Endeavour, expidition

It’s afternoon by the time we leave Kathmandu. The traffic hasn’t gotten any better and slipping this massive supertanker into the stream of traffic proves to be tricky. The arterial roads we initially traverse are narrow and full of parked vehicles, so I really have to inch forward carefully. Visibility from the driver’s seat is good, and the light and very accurate steering makes it easy to place the Everest; important in a vehicle of this bulk. The steering doesn’t quite seem to have the heft of the earlier Endeavour, but the Everest’s steering is quicker at low speeds. That, along with the relative lack of effort to twirl it, sort of makes this bulky SUV feel a bit easier to manage. 

As we leave the confines of the city and get onto faster roads, I notice that the ride is very comfortable. It isn’t just the bump absorption, that SUVs like this one normally ace it’s also the refinement, the flat ride and the relative lack of secondary movement associated with a body-on-frame SUV like this. Ride isn’t pillow soft, but the manner in which the Everest absorbs a section of bad road – silently, smoothly and without any hint of heave-ho – makes it both comfortable to sit in and effortless to drive. I just don’t need to slow down unless the holes are particularly large and deep. And the Everest also feels very stable at speed. It even feels more planted the faster you go; Ford’s big boy really does give you plenty of confidence to press on.

The climb

Once we turn off for Nagarkot, we transition onto some wide ghat roads that sweep around in a nice flow. Leading us ever upwards, the wide sweepers are well paved for the most part. Since there’s practically no traffic, I can really enjoy the drive up. The big takeaway here is that the Everest feels light on its feet and ever ready to change direction. 

And it isn’t just the quick steering, it’s a combination of factors. One key contributor has to be Ford’s superb body control and poise. Almost always comfortable in a corner, it feels well balanced and ever willing to alter its line. This is a clear step up on the last-gen Endeavour sold in our market and the confidence it delivers from behind the wheel means you always feel relaxed and enjoy going quicker. Wish the brakes had more bite though. The only time you ‘feel’ the weight of the Everest is when you have to get relatively hard on the brakes. More initial bite and better pedal feel needed here for sure.  

Half way through our one kilometre or so climb, we run into what feels like a mini cloudburst. Rivulets of water stream down the ghats and we have to clamber over some small rocks that have run down along with the water and silt. The Everest just takes everything in its stride, casually hopping over everything. 

As we carry on our way up the mountain, now looking down on the weather below, what I also realise is that the bi-turbo engine contributes significantly to the Everest’s  effortless nature. Incidentally, the engine’s still made in India, and it’s smooth, refined and always on the boil. Refinement, in fact, is so good, it feels like a new generation of engine. And what I especially like is how quickly it responds to a tap on the throttle. With 210hp and 500Nm of torque, it clearly can deliver the goods at higher engine speeds. And here, too, there is no hesitation. There are no flat spots and no surges over practically the entire rev range. And that’s despite the engine being driven by a pair of turbos in sequence; something that’s difficult to do. Not sure how seamlessly this engine will transition from its current EU IV state of tune to our BS VI equivalent, though.

Even the 10-speed automatic gearbox feels more responsive and intuitive. It still shifts up too early when you lift off the throttle to cruise and only comes a gear down, instead of two, when you tap the throttle. Still, the gearbox works better with this bi-turbo engine as the small turbo spins easily providing sufficient boost at low engine speeds. What irks is that there are no paddles on the steering wheel, only fiddly plus and minus buttons on the gear lever; odd on an otherwise well-specified SUV. What’s cool, however, is how the electrically driven gear selector returns on its own to P if you open the door or even switch the car off in D; remember to try it.  

Looking out, looking in

We only reach the top of Nagarkot at sundown. Our weather app says there should be a small window the next morning, especially when it comes to medium clouds, and that’s just what we are hoping for.

The next morning, though, it all seems pointless – we are enveloped in cloud. So we begin to shoot the exterior; details, highlights and some bits inside the cabin that are well lit. Then, just as we are about to give up hope, a sliver of light opens out, with the gap getting larger every minute. Soon, we can see many peaks close to us and some of the high Himalayas in the distance. We quickly look in the direction of the Everest using our GPS and train our cameras on the dark peak; it’s often the one with the least snow on it because of the high winds. But now, the clouds are back – in batches – drawing a veil of white over the range on and off. Clouds bubbling up from below as the earth heats up. More gaps open later and we see what we think is the Everest.

But the clouds cover it again, and with nothing to do but wait, I decide to take a closer look at the cabin. There’s loads to like here and my attention is initially drawn to how it feels like there’s a bit more space inside. This Everest feels wider and there appears to be more driver space. This version also gets powered and cooled front seats that are big and comfortable even on long drives. 

What I am drawn to next is the 12-inch Tesla-like screen with its portrait orientation and sharp details. Apple CarPlay works nicely here and what’s neat is that you can scale up Apple CarPlay at the touch of a button. The screen runs Ford’s Sync 4A software and what’s also Tesla-like here is that you get a digital sketchpad; for when you are waiting and the kids are bored. It’s only software, so why not. You also get a 360-degree camera and, as earlier, a valet mode.

The Everest also gets a full suite of ADAS functions, with pre-collision assist and automatic emergency braking. The version we are driving has 4X2, 4X4 and 4-low modes, accessible via a dial. In addition, you can select various off-road modes: tow (which is new), slippery, mud and ruts, and sand. Do this and the display even pops up and tells you how the four-wheel-drive system is being optimised with locking diffs, à la Range Rover.

The touchscreen has fan and temperature controls, but there is also a set of physical air-con control knobs and buttons.

Narrow door pockets apart, storage and stowage are also decent. The square elbow box is huge, the twin gloveboxes manage a good amount of room between them and there are full-sized cup holders and a tray to keep knick knacks below the central console. The black on black dash, however, looks more utilitarian than upmarket, and plastic quality in and around the central console is only ordinary. Ford will certainly need a more upmarket version of the Everest for the Indian market. And while the digital instrument panel proffers up some great graphics, the ‘digital’ tachometer and small temperature, fuel and oil pressure gauges on the instrument panel need to be more legible. Come on Ford, this is easy.

Space in the second row of the Everest is also improved. Legroom and even headroom are more than sufficient, and as the cabin is wider, there seems to be more space in general. The seat is set a bit low, so the seating position is a bit knees-up. You can, however, slide the second-row bench forwards or back and the backrest can be reclined as well. You also get a blower control in the back as well as a regular plug point, so you can charge or power even laptops.

There’s also a bit more room in the third row, especially after optimising and adjusting the space used for the first and second row. Getting in isn’t easy, but once you are in, short journeys are sort of manageable. 

What the Everest also gets, even three rows up, is a fair amount of boot space. You can stack around four pieces of hand baggage in the back or even two big bags. The third row seats can be folded electrically (up and down) for more space.

Up where it belongs

Ford’s new Everest is a full-size SUV that ticks almost every single checkbox. And it is a long list. Big, bold, spacious, comfortable and well-equipped, the new Everest is a large-sized body-on-frame SUV that delivers a solid build, real off-road ability and is practical. It is also refined, sophisticated, easy, effortless and enjoyable to drive. It drives so well, in fact, that it feels like it’s built on a monocoque chassis. 

Then there’s the bi-turbo diesel, which is smooth, punchy and responsive. You do miss having paddle shifters, and Ford needs to look at a more upmarket version of the Everest, with a higher quality dash (in particular). But, be in no doubt Ford, when you eventually decide to make a return, this is the SUV to do it with. 

FORD’S COMEBACK

When will Ford return to India? This is a question that is difficult to answer. What we can tell you, however, is that Ford has held on to its plant in Chennai and is currently working on a plan to make a comeback. And from what we hear, the Everest is part of that plan. Ford is likely to assemble the car here in India, just as it did earlier, and it is also likely to use the Sanand-made diesel engine. There’s even a bi-turbo 3.0 V6 diesel that makes 250hp and 600Nm of torque if Ford wants to get the Everest in as an import, and that sure will get the attention of SUV lovers.

Also see:

Bill Ford pays tribute to Ratan Tata, clarifies 'Detroit meeting' stories

Ford confirms restart of manufacturing in India

Ford Everest Tremor with off-road upgrades revealed

Also see: 

Audi RS Q8 Performance revealed with 640hp

Ola Electric will begin delivering its Gen 3 platform-based electric scooters by January 2025 instead of the previously expected time frame of mid-March to April 2025.

1. New motor architecture promises more torque
2. Gen 3 platform will bring in new S2, S3 models
3. S3 will have maxi-scooters, premium offerings 

Gen 3 Ola Electric platform details

Ola is speeding up the introduction of new models to cater to both mass and premium category customers as two-wheeler adoption has increased from 16.1 percent in June 2024 to 21.4 percent in September 2024. This is particularly true when it comes to Rs 1 lakh mass-market scooters in Uttar Pradesh, Rajasthan, Karnataka and Maharashtra.

In a regulatory filing following the Q2 FY25 results investor call, Ola Electric said that it will begin delivering S1 Gen 3 products in January next year, ahead of schedule.

Ola had previously said that as a part of its Gen 3 architecture, it will introduce five additional scooters, expanding its range beyond the existing S1 series with the introduction of two new sub-brands, S2 and S3.

The S2 brand will introduce three models: a City model for urban commuting, a Tourer for longer distances, and a sports model for performance enthusiasts. The S3 sub-brand plans to target the premium segment with two maxi-scooters, the Grand Adventure and Grand Tourer, which will prioritise luxury and performance.

The Gen 3 model would include an integrated battery, magnetless motor, and electronics within the chassis, Ola said. Compared to previous models, this novel design is expected to improve performance by 26 percent and reduce costs by over 20 percent.

Magnetless motors use magnetised electrical coils instead of permanent magnets, resulting in greater torque. According to a senior company official, the Gen 3 platform, which is part of Ola's vertical integration strategy, is expected to be scalable and use 4,860 lithium-ion cells manufactured at its Gigafactory in Tamil Nadu by the first quarter of FY26.

Ola Electric has a share of around 30 percent in the electric two-wheeler market, and plans to expand its distribution network to 2,000 stores by March 2025, up from 782 currently. The company further plans to expand its product offering with the Roadster series of electric motorcycles, with deliveries beginning in Q4 FY2025.

Ola also intends to introduce 20 new products, with at least one new product being introduced quarterly, it said in a regulatory filing. Ola’s electric scooters currently start from Rs 75,000 (ex-showroom, India).

The company admitted to having capacity issues at its service centres, and added that it has cleared a majority of the backlog with approximately 80 percent of service requests now handled “within a single day.”

To improve service delivery, the company launched the 'Network Partner Programme' in September, which now has over 1,000 partners. By the end of 2025, Ola Electric intends to expand its network to 10,000 sales and service partners.

“The Network Partner Programme will enhance the benefits of our direct-to-consumer (D2C) network, thereby increasing EV penetration in India. It requires low capital investment from partners and can be rapidly scaled,” an official from the company noted.

Also See: Ola retains market lead in October EV sales

F1 has announced a new 2025 season launch event where all 10 teams will unveil their livery on February 18, marking the start of the championship’s 75th anniversary year. Tickets will be available for fans to attend the event, which will be held at London’s The O2.

1. F1 2025 launch event tickets go on sale on November 15
2. All 20 drivers will be present

F1 2025 season launch tickets, livestream

All 10 F1 teams will be unveiling their 2025 season liveries at the event. An official statement shared by F1 says the event will also feature interviews with key figures from the sport – including the drivers and team principals – as well as entertainment segments and special guest presenters.

The event will take place on February 18 from 8pm-10pm GMT (1:30am-3:30am IST) and ticket prices range from £58 to £113 (around Rs 6,200-12,000). Tickets go on sale on Friday, November 15.

For fans who can’t attend the event in person, there will also be a livestream. Further details on this will be revealed in the coming weeks.

“For the first time we will bring together our fans, all 20 superstars of our sport and some very special guests to officially kick off our new season and mark our 75th year of racing,” said Stefano Domenicali, president and CEO of Formula 1.

“With 2025 set to be a classic season following all the drama so far for 2024, this is a fantastic opportunity for fans of all ages to experience up-close the incredible entertainment spectacle that is Formula 1.”

Will teams show their real cars?

It is very unlikely that teams will showcase their final 2025 contenders at the event.

2025 F1 pre-season testing will take place from February 26-28 in Bahrain. Given that most teams will not want to give away any major secrets ahead of this, we can expect the launch event to largely feature show cars simply sporting the new liveries. But this has already been the case for several years now, with majority of the teams opting to share cleverly concealed renders or displaying show cars during their individual launch events.

What about traditional F1 launches?

This replaces the standard pre-season build-up where teams usually hold their own launch events across several weeks. However, F1 hasn’t confirmed whether this will be a permanent addition. For now, it’s simply been billed as a special event to celebrate the championship’s 75th anniversary.

Also see:

F1 2024: Verstappen wins Brazil GP from P17 on grid

Of the total 9,10,376 motorcycles, which TVS sold in FY2023 (up 29%), the Raider 125 accounted for a 26% share

Brewers have taken exception to the draft notification on it and demanded its withdrawal

1. Apple to Launch AI-Powered Home 'Command Center' as Soon as March 2025  MacRumors
2. Apple’s Next Device Is an AI Wall Tablet for Home Control, Siri and Video Calls  Bloomberg
3. Apple is going after Google and Amazon with a new smart home competitor  Quartzy
4. Apple’s rumored six-inch ‘AI wall tablet’ could control your smart home by March 2025  The Verge
5. I effectively previewed Apple’s wall-mounted smart display in 2019, and I think it’ll be a winner  9to5Mac

According to officials, the Noida Authority projects that in the fiscal year 2024-2025, it will sell group housing plots for a maximum of Rs 1,080 crore and commercial land parcels for Rs 1,010 crore.  According to people who know the … Continue reading →

3세대 인공고관절 전치환술을 받은 환자의 96% 이상이 25년간 재수술없이 유지했다는 연구결과가 나왔다. 서울대병원 정형외과 김홍석·유정준 교수팀은 1997년 11월부터 1998년 4월까지 3세대 세라믹 관절면 인공고관절 전치환술을 받은 57명을 25년 이상 추적해 장기적 안정성과 기능적 성과를 확인한 결과 이같이 나왔다고 13일 밝혔다. 골반과 다리

일도 구직활동도 하지 않는 ‘쉬었음’ 인구가 1년 새 24만명 넘게 증가한 256만7000명에 달했다. 역대 최대다. 통계청이 어제 발표한 8월 경제활동인구조사 비임금근로 및 비경제활동인구 부가조사 결과는 참담했다. 비경제활동인구는 1621만명으로 1년 전보다 4만8000명 증가했다. 특히 20대 ‘쉬었음’ 인구는 1년 새 5만4000명 늘어난 43만800

에어프레미아가 내년 1월 24일부터 인천~방콕노선을 주 5회에서 주 7회 운항으로 증편한다. 인천~방콕 노선은 매일 오후5시25분 인천국제공항에서 출발해 오후 9시25분에 방콕 수완나품 국제공항에 도착하며 방콕에서는 오후 10시55분에 출발해 다음날 오전 6시35분 인천에 도착하는 일정이다. 증편된 항공편은 13일 오전 10시부터 에어프레미아 공식

경북 포항특정경비지역사령부는 13일 포항 해병대1사단 도솔관에서 '2024년 6·25전쟁 전사자 유해 발굴 영결식'을 가졌다고 밝혔다. 주일석 포항특정경비지역사령관 주관으로 열린 영결식에는 김일만 포항시의회 의장, 김지현 경북남부보훈지청장 등 300여명이 참가했다. 영결식은 유해발굴 경과보고, 추모사 낭독, 종교의식, 헌화 및 분향, 묵념, 유해 운

2024年11月5日、中日新聞社は、同社が発行するスポーツ紙『東京中日スポーツ』の紙の印刷を2025年1月31日付けで休止し、同年2月1日から電子版に全面移行すると発表しました。

『東京中日スポーツ』は、1956（昭和31）年2月に『東京中日新聞』として創刊されました。発表によると、取り巻く環境が厳しさを増し、昨今は印刷や配送などの費用も大きく上昇してきたとあります。一方で、同紙や姉妹紙のウェブサイトなどの利用者は増加していると述べられています。

東京中日スポーツは紙印刷を休止します　来年１月末で　電子版は引き続き発行（中日新聞, 2024/11/5）
https://www.chunichi.co.jp/article/979417?rct=c_release

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2024年11月11日、政府の知的財産戦略本部が「知的財産推進計画2025」の策定に向けた意見募集を発表しました。

「知的財産推進計画2024」について見直すべき点や、「知的財産推進計画2025」に新たに盛り込むべき政策事項等について意見を募集するものです。募集期間は2024年11月11日から12月20日までです。

知的財産戦略本部（首相官邸）
https://www.kantei.go.jp/jp/singi/titeki2/index.html
※「お知らせ」欄に、2024年11月11日付けで「「知的財産推進計画2025」の策定に向けた意見募集について」とあります。

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