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The new BMW 8 Series has arrived, so to get the lowdown on what to expect from the new range-topping model, we speak to its global product manager, Sarah Lessmann. What was the key goal in developing the 8 Series? “The most important information is this: we have a sports car set-up. When we announced the 8 Series, everyone thought it would be a ‘son of’ the 7 Series, like the 4 Series is based on the 3 Series, but that wasn’t the way BMW had the idea of doing a sports car.” The BMW 8 Series is back – and it’s coming for Porsche Was it important to make the car close to the 8 Series Concept? “That’s something we’re very proud of. Normally concept vehicles are quite removed, but on this car there are only a few design details we had to change for legal requirements, such as flattening the shark nose grille a bit.” Why does the interior differ from other BMW models? “With the 8 Series, BMW gets back to the driver orientation: the driver is the centre, and anything around their ‘workspace’ is set up to make them comfortable behind the wheel.”

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Eid mubarak to all muslims.

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Why we're running it: To get fully familiar with the dynamic successes and foibles of an alluring driver’s car. And to see if the UK public can ‘get’ the idea of a truly desirable Kia Life with a Kia Stinger GT S: Month 2 There's no escaping the appeal of the V6 engine - 23rd May 2018 Having had a go in the cooking petrol and diesel versions of the Stinger in recent weeks, it was great to finally get back behind the wheel of our GT S long-termer. While those more sensible models maintain the rear-driven handling balance and stylish looks of their V6-engined range-mate, without that 365bhp powerplant under their bonnets they feel a bit, well, pedestrian. Mileage: 5505 Back to the top If you don’t want to know the score, look away now: Kia Stinger nil, pothole two - 9th May 2018 How many British drivers have found out how costly and inconvenient a meeting of 19in alloy wheel and ominously deep pothole can be over the past six weeks? It must be in the thousands – and two Autocar road testers are certainly among their number. It was one particular pothole found by m’colleague Matt Prior late at night on his way home from the airport that befell the nearside of our long-term Kia Stinger GT S recently. The pothole had been cut out for repair but left unfinished – and, Matt reported, made him very glad he hadn’t taken the motorbike to Heathrow on that occasion. The meeting burst the car’s front nearside tyre, and so Matt spent a goodly chunk of Easter holiday time that should have been dedicated to chocolate egg consumption sourcing a particularly elusive Continental ContiSportContact 5 tyre on a bank holiday weekend. Bless him, he succeeded, though, and returned the car to the office the following Tuesday sorted. Or so he thought. A few days later, however, yours truly stopped to buy fuel on a Friday night commute home to find a bubble blister the size of a tennis ball in the sidewall of the Stinger’s nearside rear tyre, having already been somewhat perturbed by a slight but detectable wobble emanating from the car’s front axle under braking. All was clearly not well. So I sourced the car’s second replacement tyre in a week and booked in to my nearest fitter, which was inundated with demand already from people, many of whom had probably been similarly unlucky with potholes, and so couldn’t squeeze the car in for three days. When the fitting was finally done, having taken the opportunity to have both nearside wheels rebalanced, I discovered the source of the wobble on that front axle: a front rim sufficiently altered by its run-in with a Northamptonshire crater that it needed 125g of balance ballast strategically sticking to it – and it still doesn’t feel quite right on the car, even after that. Good news? There’s no warped disc, as I suspected there might be when last I wrote. The nice bloke at the fitters even let me check that much for myself. Either way, the inevitable main dealer service appointment will now have to made, I fear – and I worry it’ll be expensive; because Kia’s seven-year warranty might be good, but I doubt it extends to cover the fallout of shoddy road repairs. Replacement 19in rims can’t be cheap, can they? And I’m also told (by the same nice chap at the fitters, since you ask) that I should get the tracking checked by Kia while I’m at it. “Don’t leave it too long,” he said. “Bad tracking gets set in its ways and becomes harder to fix with use. It’s a bit like breaking in a new shoe with the tongue out of place. After that, you know that tongue will never sit straight on the bridge of your foot, where it should, no matter how many times you adjust it.” Somebody give that man a TV show on Discovery. In better news, I’ve come across the function, buried a couple of menus inside the trip computer, to deactivate the dreaded ‘welcome chimes’ the car plays as you enter and exit. They make it sound like a 10-year-old Windows laptop computer. Although they’re minutely different ditties, they’re about as ‘welcome’ – by the time your 99th rendition comes around, at any rate – as a jab in the ear with a cotton wool bud. Suffice it to say I’ve disabled them for the foreseeable – or at least until just before the next time I see fit to lend the car to Mr Prior for an airport run. Love it: BRIGHT PAINTWORK The recent sunshine really makes the paintwork zing. I’m currently too afraid to look directly at it for fear of retina damage. But in a good way. Loathe it: LIMITED SET-UP CHOICES No ‘custom’ driving mode. Sorry, Kia: ‘smart’ isn’t the same thing if you want to pick steering, damping and powertrain maps à la carte.

Elliot Schrage, the high-profile exec who heads Facebook’s public policy and communications efforts, is leaving the company after a decade at the social media giant, according to a company spokesperson. Schrage, who joined Facebook from Google where he held a similar position running global communications and public affairs, will stay on at the social networking giant for a time to help hire his replacement. He’ll then serve as an advisor to Facebook CEO Mark Zuckerberg and COO Sheryl Sandberg. In his tenure at Facebook — Schrage just celebrated his 10-year “Faceversary“ in May — he has became one of the most influential voices inside the company, working closely with top executives like Sandberg and Zuckerberg, often traveling with them on international trips. “After more than a decade at Facebook, I’ve decided it’s time to start a new chapter in my life,“ Schrage said in a statement to Recode. “Leading policy and communications for hyper growth technology companies is a joy — but it’s also intense and leaves little room for much else. Mark, Sheryl and I have been discussing this for a while.“ This is so, according to many sources, who said Schrage has been contemplating a departure for a while. Still, a spate of recent controversies around the mismanagement of the massive platform has weighed on the company and some have justifiably criticized Facebook’s slow and overly cautious response to the crisis. Schrage has been the point person on that response. Most recently, for example, Schrage has been a key player in coordinating Facebook’s response to the company‘s Cambridge Analytica privacy scandal, which has included lots of apologizing by Zuckerberg and a promise from the company to “take a broader view of our responsibility.” When Zuckerberg testified before Congress in April, Schrage was sitting in the hearing room. While Facebook was initially slow to respond to the scandal, it has since been relentless in pushing its messaging and making a number of moves to open up its platform and be more transparent about the huge amount of data it has collected. Schrage has been pushing internally for Facebook to be more open with outsiders and came up with the idea for Facebook’s ”Hard Questions” blog series. He has also been overseeing Facebook’s recently formed independent elections commission. Still, the breadth of Facebook’s reach and questions of how much data it collects continues to be a big issue for the company and how well it communicates that externally will be critical. Numerous media reports continue to focus on how it shares user information with outside partners and how well — or badly — it monitors its platform. The upcoming midterm elections will a a big test for Facebook, too, especially after the 2016 election in which trolls tied to the Russian government used Facebook‘s platform to try and sway voters. RELATED Facebook is full of could-be CEOs — but no one ever leaves Schrage’s departure is notable not only because he’s influential inside Facebook but because top executives hardly ever leave the company. Facebook just finished a major reorg for its product and engineering teams, but Schrage’s team was also restructured. Longtime VP of Communications Caryn Marooney split her job running all of Facebook’s communications, keeping the product communications responsibilities and giving corporate comms to Rachel Whetstone, another former Googler and, more recently, head of comms at Uber. Schrage will help look for his own replacement, and Facebook plans to search externally to bring someone in. In the meantime, Facebook has Marooney and Whetstone running the communications team, and VP of Global Public Policy Joel Kaplan, who was also in the congressional testimonies and by Zuckerberg’s side in Brussels last month, to run the policy side. Facebook COO Sheryl Sandberg also shared a statement with Recode. Elliot is one of the most creative and strategic people I have worked with. He’s been instrumental in building our policy and communications teams as well as pushing many of our key initiatives — including the recent publication of our community standards, data about our effectiveness enforcing those standards and the creation of an independent election commission. Mark and I look forward to his ongoing advice over the years ahead.

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The MS-RT R-Spec Transit Custom is certainly unlike any other Transit we’ve ever come across. Based on Ford’s regular Transit Custom - the best-selling van so far in 2018 - the R-Spec takes that winning formula of car-like handling, a punchy diesel engine and serious load-lugging capacity and, erm, adds to it. Rather significantly. Before we delve into those additions, though, let’s talk about the company responsible for bringing the R-Spec Transit Custom into existence. Based in south Wales, MS-RT is a collaboration between Van-Sport and motorsport icon Malcolm Wilson that specialises in turning regular Ford commercial vehicles - Rangers and Transits in particular - into something else entirely. That something else, in the case of the R-Spec, is a van that resembles the sort of vehicle Darth Vader might use to move house. MS-RT has fitted it with an extreme bodykit it says is inspired by those fixed to the cars run by Wilson’s Ford-backed M-Sport rally team, as well as 20in OZ Racing alloys shod in 255/40-section Michelin Pilot Sport 4 S rubber. It’s a menacing-looking thing, particularly when finished in black. That’s not to say the changes made to the R-Spec are purely cosmetic. Eibach springs lower its ride height, while the standard 2.0-litre four-cylinder Ecoblue diesel engine has been tuned to produce 205bhp and 359lb ft of torque. MS-RT has also equipped the R-Spec with uprated brakes, as well cosseting bucket seats up front. There’s a twin sports-exhaust system, too, to ensure you’ll hear the R-Spec coming long before you see it. It really is that loud. Driving the R-Spec Transit Custom is certainly a novel experience. It’s also one that - unfortunately - wears thin after an extended period at the wheel. This is down to the fact that it’s a van - so it’s never going to be the most comfortable vehicle to drive long distance – and the rumble from that exhaust. Don’t get us wrong, that rumble certainly sounds cool when you first start the van up. It’s brash, attention-grabbing and almost reminiscent of the noise an older Subaru Impreza WRX would’ve made. Only louder. Trundling around town is an entertaining undertaking, if only because you can really enjoy the sound this van makes under partial throttle, as well as the shocked looks cast towards the van by anyone you drive past. Get the R-Spec up to motorway cruising speeds, though, and the sound doesn’t exactly go away. Volume-wise, it doesn’t quite sit on the edge of being deafening, but it did leave this tester with a bit of a headache after a blast down to Beachy Head and back. Luckily, there is a smartphone app you can download to alter how much noise the exhaust makes, so we’d advise getting that if you’re planning on forking out the £35,995 (excluding VAT and RFL) required to get your hands on one. Ride-wise, the R-Spec isn’t particularly stellar, feeling a touch brittle - although not particularly nervous - over rough surfaces. Ensuring the three rear seats are occupied and the cargo area full (it has a capacity of 3.5 cubic metres) will no doubt go some way to settling things down. The cabin is decently insulated against wind noise, though, but there is a degree of road roar from those 20in alloy wheels. The steering is decently weighty and reasonably communicative, although considering the R-Spec’s slab-sided shape and tall centre of gravity it’s never really going to be the sort of vehicle for taking on a particularly challenging stretch of British B-road. Still, if the mood takes you, you will find there’s a commendable amount of grip at the front axle, while the brakes provide plenty of stopping power. Of course, body roll will never quite be eliminated in a vehicle shaped as such, although the Eibach lowering springs do an amicable job of keeping the van reasonably in check. The tweaks to the 2.0-litre Ford Ecoblue diesel engine are particularly welcome. The added poke the Steinbauer tuning box provides means overtaking manoeuvres are dispatched with ease, while the six-speed automatic transmission is responsive enough when you need to call on the 208bhp and 358lb ft of torque. If you have taken a look at the R-Spec Transit Custom and immediately come to the decision that your regular Transit just isn’t quite thuggish enough, then you’ll need to move quickly to get your hands on one. It’s a limited-run model launched to celebrate MS-RT’s second anniversary and only 50 will be built. Compared with the regular short-wheelbase double-cab-in-van Transit Custom that it’s based on, it’s fairly reasonably priced, too; excluding VAT, it’s a shade under £3,600 more expensive than the top-flight Sport variant. For the money, you get air conditioning, custom seats, a rear-view camera, a DAB radio, satellite navigation and smartphone connectivity via USB and Bluetooth, although all are housed within Ford’s now outdated Sync infotainment system. As far as fuel economy is concerned, we saw an indicated average of 27.9mpg during our time with the R-Spec. The Transit Custom’s sales figures already speak volumes for the van’s success in the UK. And while the R-Spec does have its flaws, there’s no denying that it’s a fresh take on Britain’s best-selling van. It might not be to everyone’s tastes, but the fact that it exists at all is to be celebrated. MS-RT R-Spec Transit Custom Where East Sussex, UK Price £35,995 excl VAT and RFL; On sale now; Engine 4 cyls, 1995cc, turbocharged diesel; Power 208bhp at 3850rpm; Torque 358lb ft at 2430rpm; Gearbox 6-spd automatic; Kerb weight Not stated; Top speed 92.8mph; 0-62mph Not stated; Fuel economy 27.9mpg (test); CO2 Not stated; Rivals Renault Master, Vauxhall Combo, Nissan NV300

When the Warriors took to the streets of Oakland a year ago to celebrate their championship, Draymond Green marked the occasion by donning a “Quickie” t-shirt featuring the logo from the Cavs arena. There’s a long history of sartorial beef between the Warriors and the Cavs, and highlights from the other side of the aisle include LeBron’s Ultimate Warrior shirt and rude Halloween party decorations. Naturally, Green was not about to let today’s parade go by without getting his jokes off. LeBron still has a chance to own Green like he did last year, and if he wants to, he’s got plenty to mock him for. In other Warriors news, Nick Young appears to be enjoying his first championship J.R. Smith style.

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Paul Newman came to racing later in life, but once there, he kept at it. In the 20-something years he drove, he piloted a wide range of road cars, everything from Datsuns to a Trans-Am Oldsmobile. Ten of Newman’s cars made their public debuts at the annual San Marino Motor Classic Sunday, from his original Triumph TR6 to the Porsche 935 he co-drove to first in class and second overall at Le Mans in 1979. The cars belong to podcaster, carpenter, drywall specialist and all-around hilarious funnyman Adam Carolla. Carolla made a documentary about Newman’s racing career and has also produced other racing films. His latest focuses on the driving career of Willy T. Ribbs and is titled “Uppity.” “He wanted that title, I didn’t,” Carolla said at the show. Carolla didn’t originally set out to collect Newman race cars. “I just wanted something fun and fast,” he said. “I was into Nissans, then I found out Newman was into Nissans.” So he started buying them. Pretty soon he had a garage full, including racing suits and helmets from the po[CENSORED]r actor/racer. The “Adam Carolla’s Paul Newman Collection presented by Passport Transport” was parked on the west end of the big lawn of Lacy Park. Passport Transport stepped in at the last minute to haul the cars to the show for free. For his part, Carolla expressed the trepidation any collector feels putting his own cars in front of the public for the first time. “I just want to say one thing, the ten Newman cars here, if I see one goddam shift knob unscrewed I will hunt you down and get you.” Read more: http://autoweek.com/article/events/ten-paul-newmans-race-cars-make-public-debut-together-2018-san-marino-motor-classic#ixzz5IAXSWLXt On the opposite side of Lacy Park’s enormous lawn were the Ferraris of local collector David Lee. The centerpiece of his collection -- at least on this day at this show -- was a Dino he had modified extensively. The biggest change, apart from interior and exterior styling details, was that Lee swapped out the Dino’s original six-cylinder for a 3.6-liter V8. Lee is the latest in a new line of enthusiasts to modify sports cars, including Porsche shop Emory Motorsports, and Singer, the latter a “boutique restoration shop.” Running rings around these two collections, literally if not figuratively, were the rest of the 350 or so cars that made up this year’s San Marino Motor Classic. This show is dedicated to diversity. If it wasn’t on the field in San Marino, you probably didn’t want to see it. The classic and collectible show in the tony LA suburb of San Marino, a town that was monied when Beverly Hills was still orange groves, threw open its gates (well, one gate) to welcome the eighth annual San Marino Motor Classic. From the Classic Car Club of America’s Duesenbergs, Packards and Cords, to real Bugattis from The Mullin and from everybody’s favorite car guy Bruce Meyer, there was something for everyone. Read more: http://autoweek.com/article/events/ten-paul-newmans-race-cars-make-public-debut-together-2018-san-marino-motor-classic#ixzz5IAXaJrob Officially, there were 331 cars listed, but with sponsor cars and a few latecomers the number was likely over 350. These ranged from the LaSalles, Auburns and grand old Lincolns of the CCCA, to Ferraris, Porsches and Lamborghinis, to American muscle cars and Tri-Five Chevies to a class for Bantam and American Austin. The weather was perfect -- tickets were only 25 bucks if you bought them in advance -- and there were even 12 food trucks parked on Lacy Park’s west ring road. In eight years of the Motor Classic, it has raised over $1.6 million for charity, and that’s before counting this year’s receipts. This is a fine concours, on its way to becoming an event on par with the best in the country. Put it on your list of shows to see in 2019 and beyond. Read more: http://autoweek.com/article/events/ten-paul-newmans-race-cars-make-public-debut-together-2018-san-marino-motor-classic#ixzz5IAXfWfp8

DOTHAN, Ala. — Heading into the midterm elections, President Trump has become a one-man litmus test in some of his party’s primaries, imperiling incumbents in races where policy issues seem to matter less to voters than personal loyalty to the president. Perhaps nowhere has this been seen more acutely than in Alabama’s Second Congressional District, where Republican voters face a peculiar choice in a runoff: A congresswoman who condemned Mr. Trump but has since voted nearly in lock step with him, or a challenger who was once a Democrat who supported Nancy Pelosi, but now sounds much like the president. “It’s like a lot of elections: Which is the best of a bad choice?” said Brandon Shoupe, a Republican and county commissioner in southeast Alabama who has not endorsed either the incumbent, Martha Roby, or her runoff rival, Bobby Bright. “You’ve got an unpo[CENSORED]r flavor of Republican currently holding the office, and then you’ve got a former Democrat that’s running.” But the unusual pairing barely fazed many Republican voters. Indeed, Linda Lane-Overton, who lives in Alabama’s Wiregrass region, said she had comfortably arrived at a two-part test for making her decision. “We have to look at both candidates and feel sure that our vote will be for the candidate that can win the election in November — and be loyal to our president,” she said on Thursday. The fact that an incumbent like Ms. Roby has been forced into a runoff by questions of personal fealty illustrates the potency of the issue in this year’s Republican primaries. Another test of just how dangerous it can be for a Republican lawmaker to cross Mr. Trump looms on Tuesday. Republican voters in a South Carolina district will decide whether they want to nominate Representative Mark Sanford for another term or replace him with Katie Arrington, a state lawmaker who has made Mr. Sanford’s criticisms of the president the centerpiece of her insurgent campaign. Mr. Sanford has spent nearly $400,000 on advertising in recent months to try to hold on to his Charleston-based district, airing a commercial in which he says, “Overwhelmingly, I’ve voted with the president.” “We’re at an interesting inflection point in American politics,” he said in an interview. “If somehow dissent from your own party becomes viewed as a bad thing, then we’re not really vetting and challenging ideas in the way the founding fathers intended.” Broadening his argument, Mr. Sanford said America was meant to be “a nation of laws, not men” and that “we weren’t a cult of personality.” Mr. Sanford said he recognizes that Republicans in his district, which Mr. Trump carried by 14 points, want him to line up with the president, and cited a survey saying that he had voted with Mr. Trump in Congress 89 percent of the time. “I love my brother and sister, but I don’t agree with them 89 percent of the time,” he said. Still, his opponent, Ms. Arrington, has made extensive use of clips of Mr. Sanford taking aim at Mr. Trump. She argued in a debate this month that “our first job is to listen to the captain” and that “Mark Sanford has spent the better part of two years bashing our captain.” Ms. Roby, by contrast, has not staked out a position of anything approaching regular dissent; she essentially opposed Mr. Trump in public only for a short period near the end of the 2016 presidential campaign, over his personal behavior. After a recording surfaced of Mr. Trump making vulgar comments about women, she said he was “unacceptable as a candidate for president” and urged him to step aside. “When she came out against Trump, the people down here in this part of the state — oh my God, they hate it,” said Will Matthews, a Republican lawyer in Ozark. “She showed her true colors to kowtow to the traditional Republican Party people.” On Election Day, Mr. Trump easily carried the Second District, but Ms. Roby won re-election with only 49 percent of the vote; two years earlier, she had taken about two-thirds. Things only seem to have gotten worse for her since then. Facing better prepared opposition than the last-minute write-in campaign her critics mounted in 2016, Ms. Roby managed to attract just 39 percent of the vote in the five-way Republican primary last week, necessitating a runoff on July 17. Her primary performance, dismal for a four-term incumbent, stemmed from a political reality of the Trump era: Republican primaries often draw voters with enormous, and largely unquestioning, affection for the president. Recognizing that reality, Republican candidates for the United States Senate in Mississippi have been jockeying over who is the most faithful to Mr. Trump — a striking echo of a Senate race last year in Alabama. Ms. Roby’s district, covering all or part of 15 counties, was ripe for just such a contest, with voters scattered from Montgomery’s northern suburbs down Highway 231 toward the peanut farms around Dothan, near the Florida border. Indeed, the danger for Ms. Roby, especially in a part of the Second District known for its conservatism as well as the texture of its grass, was clear almost immediately after she questioned Mr. Trump’s fitness.