SoRrY.

People who know me probably can guess that I love this thing. I mean c’mon, how can you not love 925 lb-ft?!? And according to Ford, this baby can tow 32,500 pounds. That should do it. Yeah the torque is impressive but not as impressive as the refined way the F-250 goes down the road. The turbo diesel is an $8,595 option, so it's not cheap, but if you're in the market for one of these, you need to spring for it; it’s so quiet and smooth (both in putting down the power and overall noise levels) and mated so well to the gearbox, to me it’s worth it. It’s astonishing, really. Power just seems to never end. In fact, thanks to the truck’s smoothness, I often found myself going faster than I thought. Plus, according to the in-dash mpg readout, I was averaging 16-plus mpg in the city. Impressive for a 7,200-pound rig that can tow 16 tons. The ride quality is impressive as well. There’s slight bouncing over bad road imperfections but not nearly as bad as I feared. The interior is ginormous, well-built and comfortable. There are nice, big knobs for the radio and heat and whatnot. Always appreciated. Oodles of storage too. OTHER VOICES: I was lucky enough to pull the straw for the Ford F-250 for a weekend move across town, which, if you’re planning on buying one of these, you’ll probably help move a lot of beds. Of course, moving furniture and clothes with a Super Duty truck is like using a power hammer to crack open walnuts -- it’s complete overkill. But no one buys a diesel-powered full-size pickup because they like to help their friends move. No, if you’re buying a big diesel-powered full-size pickup, you (hopefully) have a big race trailer, boat trailer, horse trailer, camper or affinity for making people with compact cars look even more compact. That being said, like Wes mentioned, the 6.7-liter Powerstroke oil-burner is incredibly smooth. There is a faint hint of diesel clacking, which I feel most diesel truck fans actually want –- even in the plusher trims. Power delivery is linear and obviously unchallenged by the light load. Unlike Raynal, I found the ride to be considerably harsher than the diesel-powered HDs rolling off the Chevrolet and GMC assembly lines. But it’s a big-ass pickup. If you don’t option the upper trim levels and can live with pleb-spec amenities, the truck’s firm ride will remind you that you’re actually in a work truck. That said, the King Ranch package does have an incredibly well-appointed interior. The spacious cabin might be big enough to qualify as a New York City studio apartment and is full of cowhides. The materials feel high-quality, and the heated front and rear seats would make this a joy to climb into during a cold Montana winter. The Ford F-250 is a monster of a truck. Adding the King Ranch package makes it a monster of a truck with an incredible interior. Personally, I think that keeping the diesel and dropping the luxe guts would be the move for me.

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So you think the station wagon is dead. If “alive” means nearly a million sales a year and 25 or 30 options to choose from, as it was from the late 1960s through the mid-‘70s, then, yeah, the wagon is probably dead. At the very least we’re four decades beyond peak wagon. Yet if alive means a small but stable chunk of automobile sales, then the wagon ain’t dead yet. Residents of the United States will buy roughly 200,000 station wagons in 2017, counting crossover things like the Subaru Outback, VW Golf Alltrack and Audi A4 Allroad. The station wagon remains a potentially profitable niche, and Jaguar wants in. Witness the 2018 XF Sportbrake. The Sportbrake is the second XF estate, as our friends in the U.K. like to call them, but the first offered in North America. It’s built from the mid-size XF sedan, which was overhauled for 2016 if you hadn’t noticed, and the Sportbrake makes no pretense toward being a crossover thing. The crossing over will be left to Jaguar’s hot-selling F-Pace SUV and the forthcoming E-Pace compact. The Sportbrake, according to designer Wayne Burgess, was developed for people who want more space to carry stuff but expressly do not want increased ride height—perhaps because they want to make it easier for pets to climb aboard, or because they just can’t abide by a higher center of gravity. There’s something to be said for that. The Sportbrake is identical in length, width and wheelbase to the aluminum-intensive XF sedan, and it will be offered stateside only in the XF’s driver-oriented S trim. That means Jaguar’s familiar supercharged 3.0-liter V6 (380 horsepower, 332 pound-feet of torque), a ZF-sourced eight-speed torque-converter automatic, lightweight all-wheel drive system (just 45 pounds for the power take-off and front diff) and electronically managed adaptive shock absorbers. To promote a nice, flat load floor and maintain an even keel when it’s fully loaded, the Sportbrake gets its own self-leveling rear air suspension. The remaining differences are the obvious ones, starting with the Sportbrake’s longer glass wagon roof. Jaguar engineers say they went to great lengths to minimize the Sportbrake’s weight gain, applying denser, lighter acoustic insulation, slightly thinner aluminum for the side panels and a single-piece composite tailgate. Still, with the heavy glass roof, air suspension components and various wagon accoutrements, the Sportbrake adds slightly more than 200 pounds to the XF S sedan’s curb weight. That weight gain has some value in its own right. The XF sedan, noted for its near 50/50 weight balance, is actually biased slightly toward the front. The Sportbrake shifts that bias rearward, to a Ferrari-like 47/53. Then there’s the cargo volume under the Sportbrake’s long roof. It has 32 cubic feet of space behind its rear seat, compared to about 19 cubic feet in the XF sedan’s trunk and 33.5 cubic feet in the F-Pace SUV, which happens to be one of the roomiest in its class. Lower the Sportbrake’s rear seatbacks, and there remains a perfectly flat load floor at least 42 inches wide stretching to the front seatbacks. There’s also 69.7 cubic feet of volume, or about five cubic feet more than the F-Pace with its rear seat folded. Rear passengers in the Sportbrake get a bit more knee room and 2.75 inches more headroom than those an XF sedan. The wagon accoutrements include a gesture-operated tailgate with programmable lift height and LED puddle lights, 40/20/40 split rear seatback, rear seat folding mechanism at the tailgate, a cargo blind, four tie-down points on the load floor and flush-mounted rails in the load space that accommodate a range of accessories. If there isn’t enough room inside, the Sportbrake’s roof rails will support 220 pounds. And while it won’t be tow-rated in North America, the XF wagon can be fitted to pull about 4,000 pounds in Europe. We’d guess it’s suitable for towing here, too, if you want to install a hitch. The only thing to worry about is your warranty. Jaguar Land Rover has started XF Sportbrake production at its Castle Bromwich plant in England, and the first U.S. spec cars are due by the end of the year. At $71,445 with the $995 destination charge, the Sportbrake S comes with standard front and rear parking sensors, blind-spot monitoring and adaptive cruise control. Act quickly and you might snag one of 20 First Edition Sportbrakes—all painted metallic Farallon Black. These will add equipment that’s optional on the S, including Jaguar’s wearable Activity Key bracelet, an 825-watt Meridian stereo, wifi hotspot and a control feature that allows front-seat occupants to operate the roof shade by waving a hand in front of the mirror. Jaguar isn’t talking Sportbrake sales volume—neither total nor share of all XF sales---but it won’t amount to many cars. At 20 percent of all U.S. XF sales, the Sportbrake would barely break 1000 per year. Jaguar isn’t bringing the Sportbrake to North America to greatly increase volume. It’s doing so to try to reset the low-profile XF among the E-Classes, 5-Series and A6s of the world. The Sportbrake is the sort of vehicle that builds brand loyalty and re-affirms a company’s soul, and it should only help Jaguar continue to claw its way back into the consciousness of American luxury-car buyers. Execution It might sound trite or cliché to say, but it’s true: The XF Sportbrake encapsulates what we like (and like less) about Jaguar’s current sedan lineup. With a lot more room to carry stuff. Its 3.0-liter supercharged V6 is stout, if not particularly luxurious—substantially more powerful than the engine in similarly slotted competitors like the Mercedes E400 wagon and Volvo V90, and packed with happy acceleration. The problem is that the sound this V6 generates does nothing to make the driver want to work it. It can be loud in dissatisfying style, and an impenetrably thick wall of noise at full bore. The noise you can live with, given the megawatt audio and the XF’s general quietude at light throttle. The bigger problem is that it usually takes a split second for the happy acceleration to materialize. The Sportbrake’s eight-speed automatic is slow to kick down, and sometimes even in sport mode. We’d guess this might be learned behavior, in that the algorithms aren’t necessarily anticipating full fuel when you punctuate stretches of steady, light-throttle operation with deep jabs at the gas pedal. But even manual shifts can feel imprecise and less than authoritative. Given that this automatic is entirely satisfying in lots of other automobiles, including some Jaguars from an earlier era, one has to think that the Sportbrake’s uninspired shift management has something to do with Jaguar’s tuning or ultimate objectives (which largely escape us). That’s about as troubling as it gets, and the good stuff is really good, because the Sportbrake’s lackluster powertrain dynamics are more than balanced by its chassis. This wagon is crisp, athletic and nearly perfectly sorted, and it gets down the road with a dexterity many very good luxury sedans (or wagons) can’t match—particularly those fitted with all-wheel drive. The Sportbrake’s steering is light, but it rolls off center authoritatively, maybe perfectly, with no hint of nervousness. If its brake-vectoring axles are helping it track steadily through bends, you’ll never notice beyond an occasional whiff of brake dust. Driving the Sportbrake through canyons and switchbacks is an organic, satisfying experience no matter how fast you’re going (though it helps to hold gears as long as possible), and nothing in its comportment suggests a 4100 pound curb weight. We defy anyone short of Lewis Hamilton to determine through the arse that the Sportbrake weighs a few hundred pounds more than the XF sedan. Its springs feel firm, to be sure, but stiff, rigid or choppy are not appropriate descriptors. This assessment might change if the drive route ran southwest from Pittsburgh to Wheeling, rather than over the mostly new, rarely bad roads around sunny Porto, Portugal, or if U.S.-spec Sportbrakes ship with all-season rubber rather than the sport tires on the test car. The kernel should remain nonetheless: you’ll look long and hard for a more dynamically enjoyable drive with comparable utility to the Sportbrake, and you won’t find it even in Jaguar’s own F-Pace. The current XF is just three model years old, though you might not think so sitting statically in one of the front seats. The switch layout and interface are better than some and as good as most. The finish is rich, but the shapes are largely slabs and ornamentation is subdued. There’s nothing to describe as flash. The Jag designers’ pitch might be “classically timeless;’’ others might call it dull or unfashionable. If the Sportbrake were the car, this guy would not be put off by the cabin treatment, but that comes down to what one wants from life. Takeway In the scheme of Teutonic-influenced luxury sedans, the Jaguar XF is an outlier. Given the buying public’s limited appreciation for wagons, the XF Sportbrake probably moves further toward the fringe. While its engine/transmission can occasionally annoy, the Sportbrake’s ride/handling balance and its usefulness as daily transportation may be beyond reproach. The best thing to say about the XF, wagon roof or otherwise, is that it’s easy to find its soul. As the age of the SUV approaches the dawn of autonomous mobility, clear and obvious soul shouldn’t be minimized.

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Hello Mr.City This is not your Internet Probelm. This problem is from host we cant do anything this IP in some countries show permanently off but in pakistan it show sometime that sv is open and sometime it show that sv is off.

LAHORE: British boxer Amir Khan on Sunday arrived in Pakistan to witness the 3rd T20 international between Pakistan and Sri Lanka in Lahore. Speaking to media at the Allama Iqbal International Airport, he said “ I have come here to support Pakistan team, and to give the message that Pakistan is a safe country for sports”. He said he was glad that international match is back in Pakistan. “ I want international players to come here to promote cricket because Pakistani youth love sports”. The 31-year old boxer last fought a professional bout in May 2017 in which he was knocked out by Mexico’s Canelo Alvarez. He underwent a surgery on his hand to overcome an injury which he was, reportedly, carrying for years.a

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When Ford initially announced the specs behind the 2018 Mustang GT with the available Performance Package, the pony car looked like a real competitor to the Chevrolet Camaro SS. With 460 hp on tap and a 0-60-mph time of four seconds -- with the 10-speed automatic transmission -- the new Mustang GT and the Camaro SS can trade punches like two heavyweights. Now that Ford put the V8-powered Camaro on notice, the automaker is looking upstream, towards the Camaro SS 1LE. Over the weekend, Ford held an small event at Wind Tunnel 8, which the automaker has used to test every single one of its vehicles since 2001, where it unveiled a new Performance Pack for the 2018 Mustang GT. Performance Pack Level 2, as Ford’s engineers call it, was created from the get-go to push the Mustang GT’s boundaries of grip. The new Level 2 pack builds on the GT Performance Package, keeping the large Brembo six-piston brakes at the front, a Torsen rear differential with a 3.73 axle ratio, the larger radiator, special chassis and anti-lock brake tuning, a k-brace, and a silver-painted strut tower brace and adding more rubber, more aggressive aero and stiffer suspension components. Michelin Pilot Sport Cup 2 tires are standard with the package and they measure in at a massive 305/30R-19s on all four corners. The 19-inch aluminum wheels at the front are half an inch smaller than the 19-by-11-inch units at the back, despite being wrapped in the same tire. The Michelins are roughly 1.5 inches wider than the Michelin Pilot Sport 4S tires on the regular GT Performance Package and drop the Mustang GT’s ride height by almost half an inch. They also help give the already muscular Mustang a more menacing look. The MagneRide dampers, which are also standard, have a custom tune for the new pack, while the electric power-assisted steering system also has unique tuning. Underneath, the pack adds stiffer stabilizer bars -- the one in the back is 67 perfect stiffer, the front bar is 12 percent stiffer -- and it has stiffer springs in the front and back, as well, measuring in at 12 and 13 percent stiffer, respectively. Those figures are compared to the components found on the GT Performance Package. The meatier tires, stiffer suspension components and MagneRide dampers are easy to miss, but the new aero components aren’t. The front end features a 3-inch splitter, which was created with the Mustang Boss 302 Laguna Seca in mind that adds roughly 24 pounds of downforce at 80 mph. To ensure that the vehicle is balanced, the team tacked a small, but purposeful rear spoiler onto the trunk that produces around 40 pounds of downforce at the same speed. The Performance Pack Level 2, according to Ford’s engineers, has helped make the latest Mustang GT the most neutral pony car from the current generation and one hell of a riot to drive. Performance wise, the new package has 40 percent more grip than the regular GT Performance Package and can pull 1.05 gs on a skidpad. That last figure is a large improvement over the regular pack’s 0.97 gs. Around Grattan Raceway, which is located in Belding, Michigan, Ford’s engineers claim the grippier pack is capable of slicing 3.5 seconds off of a Mustang with the GT Performance Pack’s time. Clearly, the team that worked after hours knew what it was doing.

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Hello Gaurav This Ping Problem is your internet fault if you are saying that you internet is Good then its not good on online servers i also have a good internet connection but not on online servers. Try to change your internet connection you problem will be solved

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The 2019 Audi A7 Sportback is 16.3 feet long, has a wheelbase of 115.2 inches and is 75.6 inches wide, but stands just 56.4 inches tall. PHOTO BY AUDI Audi introduced the new A7 Sportback at an event in Ingolstadt, Germany, on Thursday. The coupe-like sedan sports all of the company’s new design cues and sharp edges from the company’s Prologue Concept from a few years ago. All versions will arrive with a mild hybrid system including the V6 3.0-liter, which will initially be the only choice for power. “Additional six- and four-cylinder engines, both gasoline and diesel, will follow shortly after the start of production.” In the front, we can see narrower headlights with sharper lines on the Singleframe grille. The lights feature 12 lighted segments with spaces in between that Audi says evoke the binary digits 0 and 1. Like most of these coupe-ish sedans the A7 looks long with short overhangs. The rear is tapered and features an integrated spoiler that extends automatically at about 75 mph. The taillights have 13 different segments that light up and move when the car is locked and unlocked. The A7 Sportback will be offered in 15 colors, eight of which are new. Like the rest of the stable, an S line package is available with changes to the grille, front air inlets and elsewhere. Inside, Audi says, the A7 gets a minimalized design, optional ambient lighting and a 10.1-inch upper display with Audi’s new MMI touch infotainment system that replaces the rotary pushbutton and other controls. An 8.6-inch lower display includes controls for climate, comfort and text input. Audi’s 12.3-inch Virtual Cockpit in the gauges is also optional. Compared with the previous model, interior length has increased 21 millimeters (0.8 inch), resulting in more rear knee room. Rear passengers also enjoy more head room. The loading width has also increased compared with the previous model and now measures 1,050 millimeters (3.4 feet). Remote parking and remote garage pilot will be available in 2018. Those features can autonomously move your car out of its parking space or out of your garage. Top A7 models will get five radar sensors, five cameras, 12 ultrasonic sensors and a laser scanner. In total, the A7 Sportback gets 39 driver assistance systems split into three packages: the Audi AI parking package (gradual introduction beginning 2018), the City assist package with the new crossing assist and the Tour assist package. “The latter includes the efficiency assistant, which facilitates a driving style conducive to reducing consumption, and the adaptive driving assistant (ADA), which supplements the adaptive cruise control (ACC) with helpful steering interventions to maintain the lane.” Much of the front and rear suspension has been developed from scratch, says Audi. The A7’s standard progressive steering becomes even more direct, and customers can choose between four setups: a conventional steel spring suspension, the sport suspension that lowers ride height by a half inch, electronically controlled damping and the self-leveling adaptive air suspension. All-wheel steering is offered as well, with the rear wheels turning as much as 5 degrees. Buyers can also get a sport rear differential, complementing the quattro system. The top A7 trims gets the HD Matrix LED headlights with Audi laser light. The engine on launch will be a turbocharged V6 making 340 hp and 369 lb-ft of torque. That’s good for a 0-60 time of 5.3 seconds with a seven-speed S-tronic dual-clutch transmission. It uses a 48-volt primary electrical system with a lithium-ion battery that can recover up to 12 kW when braking. At speeds between 34 and 99 mph, it can coast to save fuel, restarting with a belt alternator/starter. From HybridCars.com: “The belt alternator starter concept is to replace the belt driven alternator with an electric motor that serves as a generator and a motor. Thus when the engine is running the motor, and acting as a generator, the system will charge a separate battery. When the engine needs to be started, the motor then applies its torque via the accessory belt, and cranks the engine instead of using the starter motor.” The 2019 A7 will be built at Audi’s plant in Neckarsulm and launch in Germany in February. We’ll see it here late 2018 or early 2019, according to Audi.

NEW YORK: Coffee is loved by people of all ages and in all continents. Universal love for coffee was acknowledged at the New York Coffee festival where some of the best coffee makers in the country gathered to prove their mettle. A large number of coffee enthusiasts, men and women, from various walks of life participated in this annual competition, which lasted for three days. More than fifty coffee makers, accepting the challenge of making a good coffee, participated in the competition. The participants had three minutes to prepare their master cups of coffee and they all did an amazing job of it. Not only did they make the coffee but also decorated it beautifully. The judges tasted all the coffees made by participants and announced winners on the basis of their presentation, speed and combination of ingredients, and color of coffee. The competition was won by chef s working for US Coffee-makers Starbucks. They were awarded a cash prize of $5000.

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Where there are Porsche models, there too must be Porsche model variants. And out of all of those, the ones that resonate with us most readily are the GTS versions. The idea is that these gran turismo sport models give us more power and a bunch of performance-oriented add-ons, but they aren’t so hardcore that you can’t enjoy them on an afternoon drive. The just-announced 2018 718 Boxster GTS and Cayman GTS follow the established formula we saw in play most recently on the 2017 911 GTS: You get more power, plus the Sport Chrono package, Porsche Active Suspension Management (which drops ride height by 0.39 inch) and Porsche Torque Vectoring are all standard. The interior is done over in Alcantara, and if you order a navigation system, you get Porsche’s Track Precision App, which lets you record and analyze on-circuit performance on your smartphone. The 718 Boxster GTS. The trim makes options like the Sport Chrono package standard-issue. Par for the GTS course, a manual transmission is standard (a six-speed in this case; the 911 GTS gets seven gears), but a PDK is available. Output from the turbocharged 2.5-liter flat-four is, as we mentioned, increased, which drops 0-60 times to 3.9 seconds and yields a 180-mph top speed. Power is up 35 horses, to 365 hp, and torque is boosted to 309 lb-ft for manual cars and 317 lb-ft for PDK-equipped ones. Porsche attributes the extra power to a redesigned engine intake plenum and an “optimized” turbocharger. Are all other 718 turbos non-optimized, then? We can’t help but wonder. Lots of alcantara inside these things. The GTS goodies don’t come cheap: Base price for the Cayman GTS is $80,850, and $82,950 for the Boxster. Yes, that is a lot of money to spend on one of Porsche’s supposed entry-level sports cars -- no getting around that. On the other hand, while Caymans and Boxsters start at $56,350 and $58,450, you can just about double those prices once you start adding options, while the GTS cars seem good to go in standard trim. If you order one now, you should be able to pick it up from the dealership in March 2018. Get configurating! The 718 Cayman GTS is like a Boxster GTS but with a roof. Or is a Boxster just a Cayman without a roof? Think about it.

Hundreds of clowns marched merrily through Mexico City to mark the 22nd Annual International Clown Convention, aimed at honing their craft and supporting the industry. The convention, also known as the "Fair of Laughter," is organised by the Brotherhood of Latin Clowns and brings together clowns from countries such as Peru, Nicaragua, Costa Rica and the United States to show off their talents and pick up skills and skit ideas to take home to their fans. During four days, close to 450 clowns from 14 countries will attend seminars and workshops, enabling them to stock up on the latest and best costumes, shoes, make-up, magic tricks and wigs available to keep on entertaining children the world over. Singing and dancing, they paraded through the street to the delight of curious onlookers. The clowns then posed for a group photo at the iconic the Revolution Monument in Mexico City. Clowns are very important to Mexican culture and life. Thousands pop up on traffic intersections and perform all kinds of tricks to earn a few pesos. It's a tough life for them, but the convention is part of an effort to maintain high standards of clowning. According to the Latin-American Clown Association, there are some 10,000 professional clowns registered in Mexico.