AymenGhost.

Life with a Focus ST: Month 1 Welcoming the Focus ST to the fleet - 8 July 2020 I have been a fan of fast Fords for as long as I’ve known how to drive, a fact I owe almost entirely to my mate Ben. He was a somewhat better-resourced teenager than I, which meant that while I chugged about the place in a long succession of aged, arthritic rusting wrecks that were dead slow even when new, Ben had a Ford Fiesta XR2. The original: white paint, round headlights, pepper-pot wheels and low-profile tyres. I was hooked from the moment I drove it. Of course, the fortunes of rapid Ford hatchbacks have ebbed and flowed over the years, but I think the company has been consistently good of late at producing a successful string of cars that combine speed, response and just a touch of back-to-basics honesty just in case you were ever likely to forget that, above all, these are cars of the people. So I’m looking forward to the months to come behind the wheel of this new and quite exceptionally orange Focus ST. Anyone who’s paid attention to the long-termers I’ve run on these pages for the last many years will notice they’ve all had very sober colours in common: dark blues and greys mainly. This is not a coincidence: I have no desire to be noticed driving any car at all. I can remember swapping a BMW i8 for a 911 a few years back and delighting in the anonymity the Porsche provided. Well, I’m clearly not going to be getting any of that here. But I guess if you’re going for an outrageous colour, you might as well go the whole way, and it might as well be on a fast Ford. Needless to say, however, this was not a colour I chose – it just came that way. Indeed, I had no choice in the spec at all other than to insist the car came with petrol rather than diesel power, hatchback rather than estate bodywork and manual instead of automatic gears. So when it turned up and I started to push and prod about, I was startled by the amount of goodies and gadgets that had been loaded onto it, everything from radar-controlled cruise control to a heated steering wheel. Ford press cars used to be known by journalists as ‘Bob Wright Specials’ thanks to aforementioned (and quite brilliant) Ford press fleet man’s predilection for loading his cars with every available option, so I thought this ST might be some kind of tribute act to the recently retired Bob. But no: it’s all standard. I’ll talk more about this at greater length a little bit further down the line. In the meantime, be advised that, orange ‘Fury’ paint aside, the only actual options this car carries are a wireless charging pad and Ford’s Performance pack, which provides launch control, a track mode, rev-matched downshift and an upshift indicator, all for a piffling £250. The car had only done 150 miles by the time it arrived, almost all accrued on its way from Ford’s UK head office in Essex to my home in the Welsh borders, so it will be a while before I get to drive it in the way I suspect it will shortly beg to be driven. And I’m fascinated by the powertrain. The engine is a four-cylinder unit, but sourced from America where it’s more usually found in the entry-level Mustang. Its 276bhp output sounds rather modest, particularly when you consider its 2.3-litre capacity – remember Mercedes is now blasting way more than 400bhp from just 2.0 litres – but the devil appears to be in the detail. A low-inertia twin-scroll turbo promises rapid response and more torque than some far more powerful competitors, including the Honda Civic Type R, the Mercedes-AMG A35 and the Volkswagen Golf R. It also has a form of anti-lag technology on it, where the airflow into the engine can be held open for up to three seconds after the driver lifts off, meaning the turbo compressor wheel is not slowed. And then there’s the differential, which is effectively an e-diff: open most of the time as you would want, but capable of locking up and sending half the power to each front wheel to maximise traction. This, then, seems to be much more than just another rapid hatchback. It may look somewhat garish but deep down it seems that engineers have thought hard about how a car like this should behave on the road and not just gone down the headline-grabbing route, which, with the power that engine could clearly deliver, they could easily have done. So far, and thanks to Covid-19, it’s only done short local journeys, but as the country opens up, so will its horizons be peeled back. What will it be like to live with relative to, say, a Golf R? How will its handling compare with the aforementioned Civic? Will the already obvious cheapness of some of the cabin fitments make me wish I’d gone for an A35 instead? I have no better idea than you what the answers to all these questions might be. But I’m already looking forward to finding out. Second Opinion The last Ford Focus we had on our fleet was a vision of anonymity. It was an ST-Line model, free of the lurid paint and associated frippery of Andrew’s full-fat ST. I’m excited to find out how its excellent poise is heightened in ST form – even if it does mean drawing attention to myself. James Attwood Back to the top Ford Focus ST specification Specs: Price New £32,510 Price as tested £33,660 Options Orange Fury paint £800, Ford Performance pack £250, wireless charging £100 Test Data: Engine 4 cyls, 2261cc, turbocharged, petrol Power 276bhp at 5500rpm Torque 310lb ft at 3000-4000rpm Gearbox 6-spd manual Kerb weight 1468kg Top speed 155mph 0-62mph 5.7sec Fuel economy 34.4mpg CO2 179g/km Rivals

The flight is the first of its kind from the US since Morocco closed its borders in March to contain the spread of COVID-19. Rabat – A flight on Friday brought home a group of 220 Moroccans who had been stranded in the US due to Morocco’s COVID-19-induced lockdown and closed borders. The US embassy announced the news in a brief statement posted on its social networks on July 17, thanking Morocco for its coordination and partnership. The Embassy of the United States in Rabat and Morocco’s Ministry of Foreign Affairs organized the special flight. The American Ambassador to Morocco, David Fischer, was pictured greeting the passengers upon their arrival. The embassy shared a photo of the ambassador with a little girl who was showing him her teddy bear. The US embassy, however, has since deleted the posts announcing the return of the 220 passengers and the accompanying photos. The embassy has not yet returned Morocco World News’ request for comment on the deleted posts. The special flight is the first of its kind from the US, one of the epicenters of the global COVID-19 pandemic. After announcing the decision to open borders on July 15 to Moroccan citizens, residents, and their families, Morocco’s government launched a special flight operation through its national carrier Royal Air Maroc as well as Air Arabia. The operation offers flights to Morocco from several international destinations. The destinations include France, the Netherlands, Italy, Belgium, China, Turkey, Spain, Germany, Russia, Egypt, Saudi Arabia, Qatar, the UAE, Senegal, Tunisia, Algeria, Mauritania, Senegal, Cote d’Ivoire, the US, and Canada. Moroccans residing abroad who found themselves stuck in Morocco due to closed borders, as well as foreigners in Morocco, can also benefit from the special flights that began departing the country on July 15.

The number of mosques in the country exceeds 50,000. Rabat – Morocco’s Minister of Islamic Affairs Ahmed Toufiq said on Tuesday that 5,000 mosques will reopen on Wednesday, July 15, as part of the gradual lockdown easing strategy. The minister announced the news at a House of Councillors session, emphasizing that the country ministry. The mosques will reopen their doors on Wednesday at Dhur (afternoon) prayers, taking into account the preventive measures to contain the spread of COVID-19. The measures invite citizens to carry out “wudu,” the Islamic procedure for cleansing parts of the body as a type of ritual purification, at home before going to the mosque. Mosque goers should also take with them a plastic bag to put their shoes on when they are in the mosque. Citizens wishing to go to the mosque to perform the five prayers should also wear masks outside and inside the mosque and should bring their own Quran if they wish to read some verses inside the prayer hall. Worshippers are also invited to bring their own sejadah (prayer mat), and respect social distancing measures (at least 1.5 meter from each individual). Children under 15, elderly people, and people with chronic diseases should not attend mosques the Islamic Affairs ministry ruled. Citizens should also take into account the preventive measures the government recommends to contain the spread of COVID-19, including the hygiene instructions. The ministry also warned against hand shaking, crowds, or gatherings inside the mosque. Minister of Islamic Affairs Toufiq said the decision to reopen mosques will take into account the local epidemiological situation as well as the health control requirements. Photos online show authorities monitoring the pre-reopening measures, including the sanitation process mosques are undertaking ahead of opening their doors this afternoon. Mosques in Morocco have been closed since March 16 as part of the country’s strict restrictions to end the spread of the pandemic. The number of mosques in Morocco exceeds 50,000 across the country. The decision to reopen the mosques will exclude Fridays prayers, which traditionally gather millions of citizens, as part of the preventive measures to avoid contamination among worshippers.

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The Ministry of the Interior warned it will not hesitate to reimpose strict lockdown measures on neighborhoods hosting potential COVID-19 hotspots. Rabat – Morocco’s Ministry of Health has confirmed 111 new COVID-19 cases. The new cases have brought the country’s total case count to 16,047 as of 10 a.m. on July 14. The ministry also recorded 469 new recoveries. The number of recovered patients has reached 13,403 to date. The ministry registered one new death in the last 16 hours. The death toll now stands at 256. Morocco’s COVID-19 recovery rate is 83.52% and the fatality rate stands at 1.6%. The Casablanca-Settat region remains its leading position, hosting the majority of the country’s COVID-19 cases (24.63%), followed by Tangier-Tetouan-Al Hoceima (19.82%), Marrakech-Safi (17.8%), Rabat-Sale-Kenitra (12.9%), and Fez-Meknes (11.5%). Laayoune-Sakia El Hamra has 5.12% of Morocco’s cases, followed by Draa-Tafilalet (3.65%), Oriental (1.81%), Beni Mellal-Khenifra (1.1%), Guelmim-Oued Noun (0.91%), Souss-Massa (0.63%), and Dakhla-Oued Ed Dahab (0.12%). Approximately 889,241 suspected virus carriers have tested negative for COVID-19 since the pandemic reached Morocco in March. The Ministry of the Interior warned on July 12 that it will not hesitate to reimpose lockdown measures on neighborhoods where new COVID-19 hotspots emerge. The statement came after authorities reimposed strict measures in the city of Tangier after several new hotspots appeared throughout various neighborhoods.

WELCOME !

On July 15, Morocco will begin to facilitate cross border travel specifically for Moroccan citizens, residents, and their family members; as well as foreigners stuck in Morocco. Rabat – Morocco’s Ministry of Foreign Affairs, African Cooperation and Moroccans Residing Abroad has issued a statement of clarification regarding their July 9 announcement of the country’s “exceptional operation” of selectively opening borders. The ministry stressed that the country will only be permitting the entry of Moroccan citizens, including students and residents abroad, or foreigners holding residency cards, plus the family members of both citizens and residents, starting July 15. All individuals authorized to re-enter the country must provide evidence of their citizenship or residency status, or their family members’ legal documentation. As well, travelers must take a PCR test and a serological test less than 48 hours before departing for Morocco in order to rule out COVID-19 infection. Meanwhile, Moroccan authorities are currently negotiating appropriate solutions for travelers unable to receive a PCR or serological test. Children traveling to Morocco under the age of 11 are exempt from the PCR test. People crossing Morocco’s land and sea borders via the ports of Sete (France) and Genoa (Italy) will be subject to an additional PCR test on board the boat, under the circumstance that their test does not meet the required time of validity. The officials responsible for organizing travel operations will work beyond the bounds of traditionally served direct lines to and from Morocco. Flight planning will concern countries where there is a high demand from Moroccans residing abroad or foreigners residing in Morocco. Due to the conditions of travel and special operations set up to benefit Moroccan citizens and foreign nationals stuck in Morocco, only tickets purchased from Royal Air Maroc and Air Arabia will be deemed valid and compensation between airlines is not possible. Those wishing to benefit from the operation, officially kicking off July 14 at midnight, can expect to receive further clarification regarding available flights and other modes of transportation in the coming days. Embassies and consulates, as well as representatives of Royal Air Maroc, will be available for further travel inquiries. The Ministry of Foreign Affairs also remains available to answer questions through their call center or crisis hotline. Morocco closed its land, air, and sea borders on March 15 in order to limit the spread of COVID-19. The decision left tens of thousands of Moroccan citizens stranded abroad and at least tens of thousands of tourists stuck in Morocco.

Morocco’s active case count currently stands at 3,246. Rabat — Morocco’s Ministry of Health confirmed 115 new COVID-19 cases, increasing the country’s total case count to 15,194 as of 10 a.m. on July 10. Moroccan health authorities also announced 258 new recoveries from COVID-19. The total number of recoveries has now reached 11,705, marking a national recovery rate of 77%. The ministry announced one coronavirus-related death in its latest update. The death toll stands at 243, while COVID-19’s fatality rate in Morocco remains at 1.6%. The new figures have slightly decreased Morocco’s active COVID-19 case count to 3,246. Since the start of the domestic outbreak on March 2, the Casablanca-Settat region has recorded the most COVID-19 cases in the country (3,827 cases), followed by Tangier-Tetouan-Al Hoceima (2,899 cases), Marrakech-Safi (2,714 cases), Rabat-Sale-Kenitra (2,031 cases), and Fez-Meknes (1,674 cases). The remaining seven regions have recorded less than 1,000 COVID-19 cases, ranging from 17 cases in Dakhla-Oued Ed Dahab to 795 in Laayoune-Sakia El Hamra. Between 6 p.m. on July 9 and 10 a.m. on July 10, Moroccan laboratories conducted 5,554 tests for COVID-19, including 5,439 that came back negative. Since February, Moroccan health authorities have performed a total of 840,818 COVID-19 tests. Approximately 825,624 of the tests yielded negative results.

The new Roadster version of Lamborghini’s Sián hybrid hypercar is the most powerful open-top production car in the world, its 808bhp output usurping the 780bhp Ferrari 812 GTS. Just 19 examples of the Sián Roadster will be built – making it much more exclusive than the series-produced Ferrari - and all have been sold already. Like the striking hard-top Sian revealed at last year’s Frankfurt motor show, the Roadster takes the bulk of its power - some 774bhp - from an uprated version of the Aventador’s naturally aspirated 6.5-litre V12 and features a 34bhp 48V electric motor integrated into the gearbox for zero-emission low-speed manoeuvres. Lamborghini Sian FKP 37: 808bhp hybrid honours late VW boss The electric motor is also used to flatten the Sián’s acceleration curve, kicking in to provide torque fill that mitigates the effects of deceleration during gearchanges. An added benefit of this, Lamborghini says, is that “the pilot will feel only the pull backward of acceleration, eliminating uncomfortable jerking movements”. As a result, the Sián Roadster is claimed to dispatch the 0-62mph sprint quicker than the conventionally powered Aventador SVJ Roadster’s 2.9sec and its top speed is pegged at more than 217mph. A weight figure of under 1650kg is claimed, although we have no indication yet of how much heavier the hard-top is for comparison. At the reveal of the hard-top, Lamborghini claimed that the addition of an electric element to the V12 motor has not affected the powertrain’s trademark sound. Both versions of the Sián can call upon a supercapacitor power storage unit - said to store 10 times more power than a conventional lithium ion battery - to provide instant torque boosts at will while travelling at speeds of up to 81mph. The device, evolved from that used to power the Aventador’s starter motor, weighs just 34kg, giving a power-to-weight ratio of 1bhp per 1kg and ensuring minimal impact on performance. Symmetric power flow means it charges using energy recovered under braking at the same rate as discharging, providing maximum efficiency. The Sián’s trademark design features are carried over unaltered, including the six Countach-inspired brake lights, hexagonal exhaust exits, Y-shaped headlights and gaping air intakes at the front and side. Also featured are heat-sensitive cooling vanes on the rear deck that rotate according to the engine temperature, aerodynamic ‘airstreamers’ at the rear and a retractable spoiler that sits flush with the engine lid while the car is stationary. According to Lamborghini, removing the roof has had no effect on the Sián’s aerodynamic efficiency. Each of the 19 examples sold will be built to the owner’s desired specification by Lamborghini’s Ad Personam personalisation arm, with the option to choose from a range of exterior and interior colours and finishes, and even have the 3D-printed air vents inscribed with the owner’s initials. 'Sián' translates to ‘flash’ or ‘lightning’ in English and Lamborghini is using the Sián duo to set the tone for its upcoming electric era. CEO Stefano Domenicali said: “The Sián’s innovative hybrid powertrain heralds the direction for Lamborghini super-sports cars, and the open-top Sián Roadster affirms a desire for the ultimate lifestyle Lamborghini as we move towards a tomorrow demanding electrification.” Unlike the Sián hard-top, the Roadster has been revealed at a stand-alone event. Lamborghini recently announced its intention to stop attending motor shows and will focus instead on providing the “exclusivity, personalisation and one-to one contact” it says its customers want.

Spain left Morocco out of its list of “safe” non-EU countries, from which travel is permitted to the Schengen Area, due to lack of reciprocity. Rabat – Spanish Foreign Affairs Minister Arancha Gonzalez Laya said on Wednesday that she held talks with her Moroccan counterpart Nasser Bourita as part of regular exchanges between the two countries. She said Morocco will keep its borders closed until July 10, marking the end of its state of emergency extension. Morocco is still consulting on whether it will keep its borders closed for a longer period or open them under safe conditions. “We respect the decision of Morocco because the most important thing now is to control the pandemic and then restore the spaces for free movement,” added Laya. The North African country closed its borders in March as part of the preventive measures to contain the spread of COVID-19. The Spanish government was among the countries that rejected the reopening of borders to travelers from the non-EU countries that refused to open their borders to European citizens. On June 30, the EU reached an agreement to allow travelers from 15 non-European “safe countries” to enter the Schengen Area starting July 1. In response to the decision, some countries not only reviewed, but also shortened the list. Spain left out Morocco from the list due to the lack of reciprocity. Spain published the decision in its Official State Gazette on Friday, July 3.

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What is it? The Polestar 2 is an electric car that, rather oddly, brings to mind the end of the career of former England football boss Sven-Göran Eriksson. He's probably not the Swedish institution you were expecting this review to open in reference to. But, like he used to, I've started so, in a slightly rambling and roundabout way, I'll finish. In between stints as the coach of Mexico and the Ivory Coast, Sven had a short, ill-fated stint on the management team at one of England’s oldest clubs: Notts County. Remember that? Don't worry, Wikipedia does. And the funny thing is, during that tenure, among many other inexplicable decisions made by the board, it actually retained the services of the incumbent first team manager, having appointed the Scandinanvian to rule the roost. Why? Well, they were awash with money – or so they said. More to the point, Sven had been appointed to the dreaded 'director of football' position. Now, Polestar isn't a company suddenly awash with spare cash or being operated by feckless opportunists, as Notts County reportedly was at the time. But if we liken CEO Thomas Ingenlath (an Autocar Award winner as a designer, risen to rare executive-level heights) to Sven, that would make Polestar’s head of design our useful equivalent of overshadowed Notts County manager of 2007-2009, Mr Ian McParland (you’re welcome, pub quizzers). And Polestar’s chief designer’s name (less likely to come up in The Dog & Duck’s Sunday night brain-teaser, I’m afraid) is Maximilian Missoni. Funnily enough, though, Missoni is clearly no stooge. He defines the significance of his employer’s new Tesla Model 3 rival in a really insightful way. “This car was originally designed as a Volvo concept car,” he said, referring to the 2’s relationship with the 2016 Concept 40.2, which was intended to test the water for a Volvo compact saloon. “But when Thomas and I saw it on the stand, there was this moment. We realised that the car was different from the rest of the Volvo family.” Missoni went on to explain that his team hadn’t designed a Volvo at all but, quite inadvertently, a Polestar instead. What's it like? We might usefully think of this not as the second fully fledged Polestar model, then, but the first true Polestar. The 2 is a compact saloon with a hatchback rear that's sized and priced like the Model 3. Needless to say, Polestar hopes it will tempt people out of Audis, BMWs, Mercedes and higher-end Volkswagens. The car’s tallish, chunkily geometric proportions certainly make it look like something entirely fresh - different from a Tesla, a Volvo, a Mercedes or anything else for that matter. It’s ‘urban’ and ‘robotic’, described Missoni. Its glasshouse is quite visor-like, its volumes unusually straight and square. Precisely the thing you would come up with if designing a car in opposition to a curvy, slim-featured Tesla. Strangely enough, though, Missoni says that’s not how it was conceived at all. The interior is equally modern, slick in its layout and quite neatly and sparsely provisioned. This is the 'vegan interior' that grabbed so many headlines at unveiling time last year. It allegedly uses significantly less plastic than most car interiors, more of the recycled stuff, and less harsh, environmenally nasty chemicals that component manufacturers can rely on are associated with the production of its various mouldings and ingredients. Those major mouldings and surfaces look and feel unusual but not cheap or unpleasant. Some are harder than others and a few are just coarse or flimsy enough to begin to raise an eyebrow. By and large, though, the 2’s standard of perceived quality is good. The driving position is different, too. You sit quite high, but the beltline is high and enveloping also, so you’re not instantly aware of the raised hip point. The cabin isn’t hugely spacious, but four adults of average height will likely fit comfortably enough. Up front, you’re met with a simplified digital instrument cluster and a portrait-oriented, tablet-like touchscreen infotainment system that apes Tesla's in its philosophy but which is designed to integrate fully with an Android smartphone and to mimic one for usability. It works very well, and Apple CarPlay functionality is due to be added next year. Under that striking body, the 2 has an all-steel chassis with an electric motor at each axle and therefore four driven wheels. A 78kWh lithium ion battery pack is carried along the transmission tunnel and under the seats. Interestingly, the 2 is a good 200kg heavier than an equivalent 75kWh Model 3. That weight, Polestar claims, comes from it having made the chassis sufficiently rigid to meet the firm’s dynamic ambitions and sufficiently crash-safe to represent its Volvo roots in the right way. A veiled dig, that, but one unlikely to be lost on anyone who has read so many stories about the rather mixed crash performance of certain other EVs. The 2’s suspension consists of struts up front and a multi-link axle at the rear. Here, the main bauble that owners will be offered is the £5000 Performance package, which augments the mechanical specification with lowered steel coil springs and manually adjustable Öhlins monotube dampers, as well as with 20in forged alloy wheels, beefed-up Brembo brakes and gold seatbelts (they’re nice, actually). Back to top Our test car had this package and, in factory tune, was surprisingly firm-riding. Although more comfortable over long-wave bumps, it had the bristling, slightly tetchy close body control of a competition special over sharper and more sudden inputs. Apparently, Polestar chose a standard ride tune for the optional Öhlins set-up that would allow buyers to feel where their £5000 had gone. That tune, in my book, doesn’t suit an otherwise rapid but effortless EV well. If it were mine, I would certainly be keen to find the manual damper adjustment knobs (which are on the bottom of the inverted front struts, if you're interested, as well as hidden behind panels up inside the rear wheelarches). Even allowing for the over-damped low-speed ride, though, there’s an honesty, simplicity and no-nonsense directness about the 2 that you can easily warm to. It doesn’t make mock engine noises. It doesn’t have driving modes. It doesn’t even have a starter button: you just get in, put your foot on the brake pedal, nudge the gear selector into D and set off. You can choose whether you want lots of 'one-pedal-driving' battery regeneration, just a little or none at all. Also whether or not you want the car to creep forward when you lift off the brake at a standstill and how heavy you want the steering to be. Whether you go for heavy or light, the rim feels a bit gluey and over-assisted, with little genuine tactile feel. Even so, the rack is well-paced, and it commands a car that handles with loads of grip and surprisingly taut lateral body control when you start to press on a little bit. You expect the 2 to roll when cornering, because of its weight and its profile, but no. It’s really taut and super-secure, taking a cornering line quickly and easily and sticking to it with real tenacity. You can pour on torque mid-corner without running short of adhesion, without rousing the traction control and without pushing either axle wide. And you can carry big speeds should you want to, encouraged by a simple, incorruptible kind of handling precision that you may not expect to find in any car as heavy as this one. The walloping, instant roll-on acceleration of the 2 is, thanks largely to Tesla, probably something EV buyers will expect to find, and there’s plenty of that. Likewise the strangely textureless quality of its performance that, seamless and potent as it is, makes it perhaps more likely to momentarily amuse you now and again than to keep you coming back time after time. Should I buy one? You might well buy a 2, or more likely lease one, considering how appealing the case of electric company cars has been made. The 2 is certainly usable enough. Circa-300 miles of official range might prove to be more like 200 if our testing was any indication, depending on the particular specification of your car. That's not an outstanding showing for an EV at this price level, granted, but it's more or less what the Jaguar I-Pace returns and would suffice for a great many. Back to top If you do, though, it may be because you like a bit of challenge – an enigma, even. Is this a driver’s car, you'll ask yourself? Is it even the electric car, the down-the-line Tesla rival, or the 21st-century son-of-Volvo you expected to find? Quite plainly it is, and yet it isn’t. The 2 is one of those cars that still evades definition 24 hours after your first drive in it, I can assure you, and that's likely continue to for some time afterwards. That may even be its most refreshing and likable quality. Polestar 2 specification Where Bedfordshire, UK Price £46,900 (inc. PiCG) On sale now Engine 2 x AC synchronous, permanent magnet electric motors Power 402bhp Torque 487lb ft Gearbox direct drive Kerb weight 2048kg Top speed 127mph 0-62mph 4.7sec Fuel economy 3.21mpkWh Range 292 miles (with Performance Pack) Rivals Tesla Model 3, Audi E-tron

King Mohammed VI asked the minister of health about the evolution of the pandemic in the country during a ministerial council on Monday. Rabat – Morocco’s Ministry of Health has recorded 186 new COVID-19 infections, bringing the total number of confirmed cases in the country to 14,565 as of 10 a.m. on July 7. The number of active COVID-19 cases stands now at 4,045, a slight decrease compared to recent weeks. The infection rate is 27.77%. During the Tuesday morning update, the health ministry also confirmed 108 recoveries. A total of 10,281 patients have recovered from the coronavirus in Morocco. The ministry has reported two deaths related to the virus since 6 p.m. on July 6, increasing the death toll to 239. Morocco currently has a 70.59% recovery rate and a 1.64% fatality rate. Approximately 786,722 suspected cases tested negative for COVID-19 since the outbreak of the pandemic in Morocco in March. The Casablanca-Settat region has the highest number of COVID-19 cases in the country, with 25.49% of the country’s total case count, followed by Tangier-Tetouan-Al Hoceima (18.52%), Marrakech-Safi (17.89%), Rabat-Sale-Kenitra (13.85%), and Fez-Meknes (11.04%). Laayoune-Sakia El Hamra has 4.92%, followed by Draa-Tafilalet (4.02%), Oriental (1.59%), Beni Mellal-Khenifra (1.13%), Guelmim-Oued Noun (0.82%), Souss-Massa (0.63%), and Dakhla-Oued Ed Dahab (0.11%). On Monday, Minister of Health Khalid Ait Taleb emphasized that the COVID-19 situation in Morocco is stable and under control. The statement came after King Mohammed VI inquired about the epidemiological situation in the country during a ministerial council. “The increase in the number of people recently reported as infected is mainly explained by the widening of collective screenings [at an early phase],” the minister said. Ait Taleb announced that a national scientific commission is monitoring the evolution of the pandemic.

Nick: AymenGhost. Real name: Aymen How old are you?: 18 Which Games you play? and for how long?(each of them): CS1.6 / CS:GO / Rocket League & PUBG (6 - 8 hours) Where are you from?(country and city): Morocco-Agadir Describe yourself(at least 50 words): I am a good person and knows this community from along time ago,i like to share my own ideas with others persons to benefit.and I’m always looking for an opportunity to do better and achieve greatness. im very patient person which fullfil every of my attachments on time and date. Note some of your qualities: Honest , Respectful , Polite and and I'm a very patient person Tell us some of your defects: I give too many chances to people. sometimes we need to to forgive but we should make sure that we give the opportunity to the right person. Had you before any kind of responsabilities(describe it): I was manager in many successful servers + actually i'm taking responsibility on G.O.G & Gamblers project. On which category/categories have you been active lately?(describe your activity): Journalist category (Free time) and G.O.G Section + Casino Which category/project you want to care off?(choose from THIS LIST): CASINO + Devil's Club How well you speak english?(and other languages): i speak 3 languages (english,Frensh,Arabic) Do you use TS3? Do you have an active microphone?: Yes Contact methods: PM on forum / ts3 + Steam Last request: this is my first request.

What is it? On the same day I drove the new Mini JCW GP, I drove a Porsche Cayenne GTS Coupé. The two are not rivals, I know. But take a look at their respective statistics. The Porsche is a near 2.2-tonne SUV with a 3.5-tonne towing limit and can haul a family. The Mini is a strictly two-seat, 1255kg street racer with 302bhp. Knowing nothing else but that, which do you think ought to be the better driver’s car? Alas, no. What a pity. This is the third-generation Mini GP, limited to 3000 examples (575 for the UK). The first Mini GP was a run-out special that became more than the sum of its parts in 2006, what with its diddy red door mirrors, no rear seats and limited-slip differential. Another came in 2013 – affectionately known as the GP2 – and while it too was quite impressive, it was by then also quite expensive. Now there's this. It has a four-cylinder turbocharged engine like the regular JCW, but whose power has been lifted to 302bhp from 5000-6250rpm and torque boosted to 332lb ft at 1750-4500rpm – both tidy increases (of 74bhp and 98lb ft) over the standard JCW. There’s a stiffened crank with a new bearing, a bigger turbocharger, new pistons and conrods and, appropriately, more cooling to go with it. It is, then, yet again the fastest production Mini made so far, a fact common to all three during their time. This wouldn’t have particularly mattered to how pleasing the first one was, but it has continued as a GP trope. This one can do 164mph and 0-62mph in 5.2sec. The rear seats are again absent, it’s exclusively available with an eight-speed automatic gearbox (curiously) and the price is £35,345. Gulp. But the suspension is 10mm lower than the regular JCW’s, plus there are funky body add-ons, including a rear spoiler that could have come from a Gran Turismo concept, and 18in wheels with greater offsets to better fill those new carbonfibre arch extensions. Racy. What's it like? Inside, it’s what is absent from the JCW GP that marks it out as something special. In the space where the rear seats was is a crossmember, although this is a luggage stop rather than a strengthening brace. However, there are beefier suspension towers and a top strut brace under the bonnet. Elsewhere, this is a typically Mini interior, save for a plaque on the dash showing which number this is; Mini opts to tell you the actual series number, rather than just saying it’s “one of xxx”, as some car makers do. And among the series of toggle switches, protected by nearby hoops because regulations say you might skewer yourself on them otherwise, there’s a big red starter toggle, asking to be pressed. So you do. There’s quite the brap when the JCW GP starts, followed, more often than not, by a few pops as it settles to its idle. Which is jolly good fun in a car park near a race track on a sunny day when people are experiencing the sheer joy of being allowed out for a drive to get an ice cream; but which might get tiresome for your neighbours at 6.30am come November. It’s enough to tell you quite a lot about the Mini’s character, anyway: this is an exuberant and unrefined car, which would all be dandy if – like a Porsche 911 GT3 or even the old Renault Clio Trophy, for example – this was accompanied by driver-focused dynamics. But on this showing – or on UK roads – I’m afraid it isn’t. We could begin with the ride. I don’t mind a stiff-riding car. McLaren and others have shown that you don’t have to have one to create a sporting car, but it’s also fine if you do – like a Ford Fiesta ST. And the Mini’s ride is hard, but there’s a lumpenness and woodenness alongside it, which is odd. It seems to add kilos and heft to what’s actually a quite respectable kerb weight. Rather than feeling poised and agile, the Mini feels clonky. It tramlines too, badly. Across cats-eyes and cambers, it does it. On no throttle, it does it. Use the throttle and it torque steers. At the wheel, on a difficult road, you’re kept as busy at the wheel as you are in an Alfa Romeo 4C. On some cars, a level of interaction gives you something to do, making you part of the process. In the Mini, it’s just wearyingly tedious. There’s got to be something beyond the looks, though, right? The engine? Ah, yes, perhaps. The 2.0-litre unit is big on power and torque but, some lag at low revs aside, responsive and smooth – and sometimes it makes gigglesome pops when you lift off. So quite why it has been mated exclusively to an eight-speed auto that fails to push gears through with the ferocity of a dual-clutch unit, and jolts weirdly into second on downshifts, is anyone’s guess. This is a muddled, frustrating car. Should I buy one? I wanted to love the Mini GP like I did the original. It's the sort of car that's right up my strasse: light, modestly powerful, small and agile. But no. You’d have to be a real Mini enthusiast to choose this JCW GP. Which is fine. You’ll be getting a well-finished, attractive limited-run car, and it does feel, and look, special. There’s something to be said for that alone. And it is fast. And maybe, just maybe, there is a place where the JCW GP works, and comes alive. The Alfa 4C again: initial test drives at Alfa’s smooth, dusty test track were complimentary, and yet everywhere I’ve tried one in the UK it has been a disaster except on a slightly damp, perfectly smooth race track – where it was terrific. It’s possible the JCW GP works in similar conditions, but it feels like it has never seen a British road before rolling out of the factory. So if you want a special Mini with a mega rear wing? The GP has it nailed. Want a brilliant hot hatchback? Spend half the money on a Ford Fiesta ST. Mini JCW GP specification Where Sussex, UK Price £35,345 On sale Now Engine 4 cyls, 1998cc, turbo, petrol Power 302bhp at 5000-6250rpm Torque 332lb ft at 1750-4500rpm Gearbox 8-spd automatic Kerb weight 1255kg Top speed 164mph 0-62mph 5.2sec Economy 38.7mpg CO2 167g/km Rivals Honda Civic Type R, Ford Focus ST, Renault Mégane RS 300 Trophy

Despite the recent surge in active cases, the majority of the country’s residents continue to enjoy the relaxations on lockdown measures that came into effect on June 25. Rabat – With the detection of 393 new COVID-19 cases in 24 hours, Morocco’s total case count has reached 14,215 as of 6 p.m. on July 5. After the Ministry of Health announced a staggering 310 new infections in its 10 a.m. coronavirus update, an additional 83 cases have been confirmed. Active cases now total 4,255. The ministry also reported 396 recoveries in 24 hours, announcing 81 this morning. Total recovered patients stand at 9,725 and the recovery rate is 68.41%. Meanwhile, three deaths have been reported since the evening update on July 4, including two this morning. The death toll has reached 235 and the fatality rate is 1.65%. Since the start of the outbreak, Moroccan health authorities have excluded 751,365 suspected cases. Laboratories throughout the country carried out 16,783 tests for COVID-19 in the past 24 hours. The Casablanca-Settat region has registered the majority of Morocco’s COVID-19 cases (3,660), followed by Tangier-Tetouan-Al Hoceima (2,602), Marrakech-Safi (2,518), Rabat-Sale-Kenitra (2,003), and Fez-Meknes (1,516). Casablanca-Settat’s cases account for 25.17% of the national total, while Tangier-Tetouan-Al Hoceima claims 18.51% and Marrakech-Safi has 17.8%. Laayoune-Sakia El Hamra has 676 cases, followed by Draa-Taffilalet (586), Oriental (220), Beni Mellal-Khenifra (160), Souss-Massa (92), Guelmim-Oued Noun (83), and Dakhla-Oued Ed Dahab (16). Since the COVID-19 outbreak at a red fruits packing plant in Kenitra, the Ministry of Health has consistently reported more than 100 new cases of the virus per day, reaching highs on June 19 (539 cases), June 24 (563 cases), and July 4 (534 cases). Despite the recent surge in infections, the majority of the country’s residents continue to enjoy the relaxations on lockdown measures that came into effect on June 25. Residents of Zone 1 can move unrestricted and enjoy dine-in options at cafes and restaurants operating at 50% capacity. Major commercial complexes have also reopened, along with some leisure and entertainment spaces such as gyms and hammams given that they operate at no more than 50% of their capacity. Beaches and sports fields are also open to the public, but visitors must respect social distancing guidelines. Highways, public roads, and railways reopened between cities, and domestic flights are operational. Domestic tourism activities resumed with hotels and other accommodation services permitted to operate at 50% capacity, and domestic flights are in high-demand, according to Royal Air Maroc. Meanwhile, Zone 2 residents must continue to limit their movement. Entering or exiting Zone 2 is also forbidden without official authorization. In both zones, curfews have been eased. However, cinemas, wedding spaces, museums, public swimming pools, wedding parties, and funerals remain prohibited or closed around the country. The state of emergency will remain in effect until July 10, as announced on June 9. Zone 1: Al Hoceima, Ben Slimane, Beni Mellal-Khenifra region, Berrechid, Boulemane, Casablanca, Chefchaouen, Chichaoua, Dakhla-Oued Eddahab region, Draa-Tafilalet region, El Hajeb, El Haouz, El Jadida, Essaouira, Fahs-Anjra, Fez, Guelmim-Oued Noun region, Ifrane, Kelaat Sraghna, Khemisset, Laayoune-Sakia El Hamra region, Mediouna, Meknes, Mohammedia, Moulay Yakoub, M’diq-Fnideq, Nouaceur, Oriental region, Ouezzane, Rabat, Rhamna, Safi, Sefrou, Settat, Sidi Bennour, Sidi Kacem, Sidi Slimane, Skhirat-Temara, Souss-Massa region, Taounate, Taza, Tetouan, Youssoufia Zone 2: Assilah, Kenitra, Larache, Marrakech, Tangier