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The President of the French Republic addressed his citizens on Thursday evening during a live address on television. "The priority of priorities is to protect the weak and to curb the epidemic," he said. He announced that schools, nurseries, colleges and universities across the country will be closed "as of Monday" in hopes of stopping the spread of the epidemic. The head of state called Thursday evening to "responsibility" and asked "all French" to limit "to the bare minimum" their trips, favoring telework, but maintained the municipal elections whose first round is scheduled for Sunday. In this 25-minute speech, the President made a series of strong announcements in the hope of limiting the spread of the disease, protecting the weak and limiting the economic consequences of this crisis: “Immediate deprogramming of non-emergency surgical procedures” in order to free up beds; The establishment of a daycare service for the children of personnel essential to the management of the health crisis “Exceptional and massive” partial unemployment measures; The deferral of contributions and taxes due in March by companies; The end of the winter break postponed for two months ; France will use "all necessary means" for health, "whatever it costs," he said before calling "solemnly" on the French to adopt "barrier gestures" that can save lives.

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Three years into its second generation, the GMC Acadia gets a few notable changes for the 2020 model year to help maintain its relevance among an ever-growing pool of mid-size SUV competition. Among the many revisions are new front and rear fascias, an updated infotainment system, a new nine-speed automatic transmission, and a push-button gear shift setup that allows for a revised center console with additional storage space. Perhaps more significant, at least to GMC's marketers, is the expansion of the rugged AT4 moniker to the Acadia's model lineup. HIGHS: Strong V-6, smooth nine-speed transmission, versatile interior packaging, capable road manners. GMC has hinted that the AT4 designation will eventually spread to all of its models. While certain existing versions, such as the Sierra 1500 AT4 full-size pickup, come with legitimate off-road upgrades such as a two-inch suspension lift, the Acadia AT4 essentially replaces the previous All-Terrain model, which largely was a subdued cosmetic package intended to convey a tougher demeanor. It also comes with 17-inch all-terrain tires and a twin-clutch rear axle; every AT4 powers all four wheels. But without any additional ground clearance or suspension fortification, the AT4's ability to explore the back country is limited. Solidly Capable On the road, the AT4 feels nicely refined. Its ride is comfortable and controlled over most surfaces, and despite the tires' blocky tread pattern, road noise is moderate. The handling is responsive and secure, the brakes feel firm and linear, and even the steering feel is decent for an SUV. We've driven BMW sedans of late that didn't steer this well. This isn't to say that the Acadia is sporty, but it holds up well when driven harder than we expect 99 percent of its owners to do. Sitting just below the top-rung Denali in the Acadia's model range, the $43,395 AT4 comes with a 310-hp 3.6-liter V-6 as standard, although lesser Acadias can be had with a new-for-2020 turbocharged 2.0-liter inline-four good for 230 horsepower, as well as the entry-level 193-hp 2.5-liter four. All variants feature the new nine-speed automatic, which replaces the previous and unimpressive six-speed unit that we chided the Acadia for during a comparison test back in 2017. The AT4 is the only Acadia variant with standard all-wheel drive (it's optional on all other trim levels except for the front-drive–only SL base model), but a drive-mode selector dial on the console allows you to switch between front- and all-wheel-drive setups, as well as a Sport mode and settings for slippery conditions. We found it best to leave it in the latter configuration, as the AT4 in its front-drive configuration is prone to torque steer and some wheelspin at lower speeds, as well as diminished steering precision. LOWS: Screwy newfangled shifter buttons, ruggedness largely is for show, not all active-safety tech is standard. The combination of the AT4's V-6 and the nine-speed transmission makes for a lovely match. There's plenty of thrust on tap—we expect a respectable zero-to-60-mph time in the low six-second range—the engine sounds smooth and purposeful as it approaches its 6600-rpm redline, and the transmission shuffles through its ratios intelligently and effortlessly, although it's a bit slow to downshift multiple gears. Despite the nine-speed's three additional gears, the AT4's EPA city and combined fuel economy estimates increase only by a single mile per gallon over the previous All-Terrain model, and its highway figure is unchanged. Shifter Woes If only the Acadia's new Electronic Precision Shift arrangement were as satisfying as the transmission it controls. Similar to the clumsy setup found in the compact GMC Terrain, this shifting scheme consists of a series of buttons and switches located on the center stack below the climate controls. There are buttons for Park, Neutral, and Low, while Drive and Reverse are activated by what look like power window toggles. This all works fine in everyday driving when you just select Drive and go, and it is convenient to simply turn the car off at your destination, knowing that the system automatically shifts the transmission into Park. But the ability to manually control the transmission is essentially lost with this setup. There are "+" and "-" shift controls above and below the Low button, but these are hard to reach as they're on the passenger's side of the center stack, and they only set an upper limit for the gear selection. The transmission freely downshifts and upshifts below that limit. The saving grace is that when you select Sport mode, the transmission does an impressive job of picking the right gear for the conditions. But for a machine with at least some off-road pretensions, the inability to select a gear and hold it is unfortunate. Pleasantly Packaged From a purely practical standpoint, the Acadia remains a quite useful machine considering that it is several inches shorter than the Chevrolet Traverse and Buick Enclave that share its platform. Interior space in the first and second row of seats still is voluminous for those who don't play in the NBA or NFL. Although the GMC is available with a third row of seats, our test car had but two rows, which leaves 42 cubic feet of luggage room even if all five seats are occupied. (Stowage shrinks to 13 cubic feet with the three-row setup.) And the second-row bench folds perfectly flat, producing one large, even load floor. A six-passenger setup with second-row captain's chairs also is available. Our AT4 had a $1000 two-tone black-and-brown leather interior upgrade, which displayed attractive contrasting stitching and made for a handsome environment. Other than the electronic shifter, which does free up room for a useful cup holder and additional general storage space, the Acadia's overall control layout and driving position work well. GMC's revised 8.0-inch touchscreen infotainment system is a big improvement, with an intuitive layout and good responses to both touch and voice commands. All Acadias come standard with rear park assist, lane-change alert, and rear cross-traffic alert, although automatic emergency braking, automatic high beams, and front park assist are optional. Finished in Carbon Black Metallic paint, our test vehicle was attractive in a refreshingly sleek and understated way that is lost on some of its more aggressively styled rivals. While the AT4's ruggedness largely is for show, and GMC's new shifter setup strikes as an unfortunate step backward, the updated Acadia's balance of utility, comfort, and tasteful style make for a solid combination.

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And herein lay somewhat of a quandary for the good folk at the factory. Good-mannered and well-behaved sportsbikes rarely become machines that are capable of taking it to the top step of the podium. In the case of the previous generation ‘Blade, it had also lagged behind at least three of the other manufacturers in the overall BHP power struggle – something Honda had always previously declined to get involved in. For 2020 though Honda has built its most extreme, track-focused and powerful Fireblade to date. Here’s what it was like to ride on the full MotoGP track at Doha, Qatar. Is this the bike that can help to recapture their past glories on road and track? Pricing and colours There are two versions of the new Fireblade available, the SP that we rode on track and the standard CBR1000RR-R. The SP comes in at £23,499 and gets Öhlins NPX Smart EC 2.0 Forks and a TTX36 Smart EC Unit at the rear. Each comes with multiple levels of adjustment and pre-set suspension modes, all controlled through the dash and the left-hand switch cube. The SP also gets Brembo Stylema calipers and a new six axis IMU, both are new for this year. The standard Fireblade is £19,999 and wears Showa Separate Function Big Piston Forks, a Showa Balance Free shock and four-pot Nissin calipers. Both bikes are available in either the Honda HRC Tricolour paint scheme (as ridden) or a stealthy black ensemble with matt finished touches. Honda CBR1000RR-R SP engine At the heart of the bike is an all-new 1000cc inline four-cylinder engine, designed from the ground up with the primary aim being to produce more power than any other Fireblade unit to date. To do this, Honda drafted in key figures from the HRC MotoGP teams and also the RC123V project. The result is an engine that produces 214bhp at 14,500rpm, more than any other normally aspirated inline 4-cylinder engine. To help drag every last BHP from the engine, the new sportsbike has the same bore and stroke as the RC123V along with that bike’s DLC coated internal parts. The intake of the bike is also bigger and more free-flowing thanks to Honda’s ingenious way of moving the ignition to behind the headlight. It’s a small detail that makes a big difference to how the bike can be packaged and it’s just so typically Honda. On the Losail MotoGP track the new engine feels every inch a 214bhp unit, fighting continuously with the bike’s electronics as it tries to lift the front over the slightest undulation. The main straight at the track is 1km long and the new Honda was topping out at an indicated 185mph, on the limiter in fifth. It’s hard to gauge how quickly it could go with a longer run, my guess is that 200mph could be on the cards. When not with the throttle to the stop the new engine feels just like a Fireblade engine. With 88lb-ft of torque arriving at 12,500rpm, it’s a little peaky and requires you to keep one ear on the revs and to nail gear selection. But other than that, it’s very well behaved and good mannered. For many armchair critics of the last generation Fireblade, most of which hadn’t ridden the bike, the main problem was the gearbox and the dreaded false neutrals. I’m happy to report that the six-speed ‘box in the new CBR is excellent with a decent throw of the lever and a nice positive feeling as you snick through the gears. After about five sessions on track and riding all day I didn’t once have an issue going in either direction. The quickshifter is excellent, and it’s standard on the SP and an option on the standard machine. I was particularly impressed with the smoothness of the downshifts when carrying some lean angle, helped by the improved slipper clutch gobbling up some of the rear wheel’s torque. Suspension and handling With Öhlins and Honda working from the inception of this project, the new EC forks, rear shock and steering damper are heavily revised for 2020 despite looking the same on the outside. The parameters the rider can adjust have been increased, meaning that alterations to the settings make a bigger difference to the overall feeling of the bike. The bike’s dimensions and geometry are also all-new, with a new swingarm 30.5mm longer than before. At the front-end rake has increased by 1mm and trail by 6mm. All this, along with some frame changes, equates to a 50mm increase in wheelbase, helping to improve stability. To start the day, we went out on what three-time Grand Prix champion Freddie Spencer called a fast road setting. This was riding mode 2, suspension in A2, ABS in track setting, steering damper in soft and the quickshifter in the medium setting. Right out of the pits I could tell this would make a great mode for hammering along your favourite B-road but on the seemingly billiard table smooth grand prix circuit it’s was too soft, with front diving on the brakes and rear end pumping in the long left hander at the back of the track. Coming back to the pits after our 20-minute session, we flicked the bike into a dedicated track setting that used, riding mode 1, and suspension A1, firming up the bike and sharpening the throttle response too. The change to the way the bike handled was literally like night and day. There were now bumps in the track that the previous setting had masked and the whole bike felt much more alive, eager to turn and vastly more stable on the brakes and the throttle. It was like jumping off your road bike on a trackday and jumping on your mates trackday weapon that's running slicks and tyre warmers - the difference is that big! Does the new CBR1000RR-R SP still feel like a Fireblade? With the rider ergonomics of the new machine almost a carbon copy of RC213V-S, it is a fair bit more aggressive in terms of riding position. If you’re looking at the new ‘Blade and hoping it’ll be as comfy as you ’08 Blade, don’t; it’s a much more focussed and aggressive machine. The peg-to-seat distance is shorter than before and the fuel tank lower. It’s a compact place to be, feeling akin to a supersport machine from the cockpit. The front fairing is small in surface area and low in total height, forcing the rider into a racing tuck. For my 5’7” frame it really wasn’t an issue, although some of the larger riders on track were struggling to get their entire upper body into the aerodynamic bubble. Other than the riding position everything else about the bike still feels distinctly Fireblade. It’ll pootle along in third on very little throttle and give no complaint and the switchgear and dash layout is a typical case study in finding the perfect location for every button and piece of information. Brakes A major update for this year is the upgrade in hardware from Brembo M4 to higher-spec Brembo Stylema calipers. Working away behind the scenes there is also a new six-axis IMU system, replacing the previous five-axis unit that used a calculation to work out what the sixth axis could be. Under perfect climatic conditions, the brakes seem to have never-ending amounts of power, with a decent amount of initial bite as you begin pulling on the lever. The only thing limiting your ability stop any quicker is how hard you can grip the sides of the tank and stop yourself going over the top – a set of tank grips are advised! After spending numerous sessions on track, I never felt the ABS cutting in at all, even when trail braking deep into some of the track’s slower corners. The only clue that it was working was the ABS lights on the dash would flash rapidly from time to time. Even then, I still couldn’t register that the system was intervening, it’s seamlessly smooth, with no loss of pressure from the lever, no unsettling of the front end - nothing. You just experience smooth and precise deceleration into a corner as if nothing is happening. I’ve genuinely never experienced an ABS system like it. Equipment Crowning the cockpit of the 2020 Fireblade is a very trick and well laid out TFT dash. I could go through the full remit of options and designs you can select but it’d run to the length of this piece already. What I can say is that it’s easy to read even with the massive amount of information that’s contained within it. Beneath the sheen of the TFT is an all-new box of tricks and parameters that monitor the bike’s behaviour. The biggest change that I could feel on track was the updated Honda Selectable Torque Control (HSTC). It’s a fancy on-brand name for traction control and for 2020 it’s had a new load of algorithms poured into the ECU. The new pile of zeros and ones means that the bike no longer detects a slip of the rear wheel, diving in and cutting all the engine power in the process. The update now measures the speed that the tyre is slipping, meaning it will only intervene by a specific and measured amount to achieve the desired result. Having had rear end slides on the previous generation Fireblade, I can accurately recount the feeling: Get on the power early and hard, back tyre slips and seems to step out by about a foot, the revs die off as the bike tries to control what’s happening. By now I’ve lost concentration and have already ruined the next straight. But the new bike is totally different and clinically intuitive. Coming out of the fast right-hander that leads onto the start straight the back end slipped, but only by an inch or two. Before I had time to react the bike had already nulled the power slightly, bringing the back end inline and then removing the intervention so I could continue on my way. Whizzing down the straight at about 180mph it dawned on me that I didn’t realise what was happening until the bike had already corrected it. The system is that quick it’s like a waiter pulling the silk tablecloth from under the dinner setting. Fast yet supremely smooth and with almost no clue to the rider that its happening.

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Overview The 2020 Hyundai Venue is the company's newest little crossover, and it boasts distinctive styling and a budget-friendly price tag. With a boxy shape and diminutive proportions, it makes urban exploration easy and fun. Its four-cylinder powertrain isn't quick, and only front-wheel drive is offered, but the Venue is peppy at low speeds and the engine never sounds too coarse. The pleasant cabin is also roomy and bolstered by truly useful cargo space for this segment. The top-tier Denim model is by far the fanciest thanks to its exclusive white-painted roof and unique leatherette upholstery. While the little Hyundai exhibits busy behavior on the highway, the 2020 Venue is otherwise one of the best subcompact SUVs on the market. Pricing and Which One to Buy •SE: $18,470 •SEL: $20,370 •Denim: $23,170 The 2020 Venue is the cheapest crossover in America, but the SE version has a standard manual transmission and few fancy features. For that reason, we think the top-of-the-line Denim model is the best example. It alone has a white-painted roof with unique exterior accents as well as leatherette upholstery with white trim. There aren't any significant options, but every Denim is loaded with desirable equipment. Wondering why the mid-level SEL isn't our preferred Venue? That's because in order to get one with must-have features such as 17-inch wheels and passive entry, Hyundai requires shoppers to buy the Convenience and Premium packages ($2900 combine) that make a fully loaded SEL cost $100 more than an equivalent Denim model. Engine, Transmission, and Performance Every 2020 Venue is powered by a 121-hp four-cylinder engine, which delivers sufficient motivation around town but has a complete lack of passing power on the highway. While a six-speed manual transmission is available, it's only standard on the base model, which has a dearth of desirable features. Otherwise, a continuously variable automatic transmission (CVT) is optional on the base model and standard on the SEL and Denim. Shoppers who want all-wheel drive will be disappointed, because all models are front-drive only. We recently drove a Venue around Miami and learned that the subcompact SUV is agile in traffic thanks to its small proportions and reactive steering. Unfortunately, that steering was touchy on the highway, and our SEL model often required our attention to stay steady in our lane at highway speeds. That makes us think the tiny Hyundai is better suited for short commutes rather than highway road trips. Fuel Economy and Real-World MPG The EPA estimates the Venue with the manual transmission will earn 27 mpg in the city and 35 mpg on the highway. Models with the CVT are rated at 30 mpg city and 34 highway. Those numbers are slightly worse than the Nissan Kicks, which has estimates of 31 mpg city and 36 mpg highway. We haven't tested either Venue on our 75-mph highway route, so we can't evaluate its real-world mpg. Interior, Comfort, and Cargo Despite its small dimensions, the Venue has a roomy cabin for its size. Both the front and rear seats have ample passenger space, and the cushions in both rows are comfortable. The design isn't particularly flashy, but the interior is well assembled and bolstered by sturdy switchgear, and an attractive gauge cluster and infotainment system. A leather-wrapped steering wheel, heated front seats, and passive entry with push-button start are optional on the SEL and standard on the Denim. Too bad there's no dual-zone climate control, heated steering wheel, head-up display, power-operated adjustments for the front seats, or wireless phone charging. Also, base models don't have a center armrest, and the top-of-the-line Denim model isn't available with a sunroof. Still, the Venue cabin is a pleasant place to spend time, and with the 60/40 split-folding rear seats in use, it has 19 cubic feet of cargo room. That volume increases to 32 cubes when the back seat is folded flat. Infotainment and Connectivity Every 2020 Venue comes with a user-friendly 8.0-inch touchscreen with Apple CarPlay and Android Auto capability. The infotainment system has attractive menus that responded quickly to our inputs, and the unit also has useful volume and tuning knobs below the screen. Those looking for built-in navigation with real-time traffic updates can have it on the SEL and Denim. Otherwise, the base SE has an audio system with four speakers, while the SEL and Denim offer six. Safety and Driver-Assistance Features The 2020 Venue hasn't been crash-tested by the National Highway Traffic Safety Administration (NHTSA) or the Insurance Institute for Highway Safety (IIHS). However, Hyundai outfits every model with standard driver-assistance technology as well as available blind-spot monitoring and rear cross-traffic alert. Key safety features include:

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The 2020 Dodge Charger GT AWD is a hoot. During the Redline Winter Driving Encounter, I had a chance to play with the 2020 Dodge Charger GT AWD in the snow. This event allows journalists to sample different AWD vehicles on a variety of snowy performance courses. Out of all the the vehicles, the Charger GT was the most fun to drive. But where’s the Hemi? I know what you’re saying, “Why not put a Hemi in that thing!?” I agree, but the engineers at FCA swear that the V-6 is the best choice – and it’s the easiest to package given its dimensions. The V-6 was plenty powerful and it returns a respectable 18 mpg city and 27 mpg highway. One engine is available – a 3.6-liter Pentastar V6 makes 300 horsepower and 264 lb-ft of torque. The only transmission available is an eight-speed automatic, but at least it manages to be smooth and sporty. This is a rear-wheel drive car that can call on power to the front wheels when needed. The AWD system completely decouples from the front end when not needed. When it is, torque is sent to the front wheels. If you turn off the traction control, keep it in Sport Mode (locking up the AWD system) and mash the accelerator, the 2020 Dodge Charger GT becomes an animal on snow. It will drift and hit maximum revs as you bash through thick snow. Snowy performance Although the ground clearance is under five inches, it has just enough height to be useful in all but serious snowy conditions. It is slightly higher in the front end than the regular V-6 Charger, but it’s hard to tell. Even when it gets a little deep – the Charger GT plows the snow like an angry snow plow. Lots of new exterior components this year. The new body add-ons along with the sporty interior all scream “muscle car” — but it isn’t. The interior is typical Dodge — is well put together with an overall macho feel throughout. All of the materials feel expensive and the seat comfort up front is outstanding. Few vehicles in this class can compete with the overall interior design. It feels fast inside. But it still isn’t quite as awesome as an R/T. Still, the V-6 makes great noises and it moves with authority. It was one of the faster vehicles on snow and one of the more rewarding vehicles on tarmac. I especially like the quick throttle response and great steering resistance. The whole car feels like its happy to be hustled – which is epic. Honestly, it is a fantastic all-around driver that can perform well on any surface. I drove its little brother, the Dodge Challenger GT, in snow with regular all-season tires and it was impressive, but the Charger feels more athletic for some reason. Maybe it’s the extra length or weight – it’s hard to tell. One thing was for sure, the 2020 Dodge Charger GT has way more character than any AWD vehicle in its class. It’s a ton of fun, practical, fairly logical and more exciting than most crossovers. Our fully loaded 2020 Dodge Charger GT has an MSRP of $46,385. Truly, this was one of my favorite vehicles at the event. Would I own one? Yes, if I was ever in the market for an AWD sedan, you bet. If you think the V-6 is slow, check out how the all-wheel drive Challenger GT did against the SRT Hellcat. You may be surprised:

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