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The 2020 Ford F-150 SVT Raptor is the only vehicle you can buy from the factory that's been developed specifically for off-road high performance. Sure, a Jeep can crawl over boulders and a Land Rover can wade across rivers, but no other vehicle can bomb across the desert at over 100 miles per hour, get air on a bump, land with all four wheels down, and keep going. Here is your chance to win the 2020 Ford Raptor, along with a ticket to the Raptor Assault Experience driving school. Donate to The Morgan Adams Foundation here and you'll be entered to win. In case you don't know, the Raptor is powered by a twin-turbocharged 3.5-liter V6 producing 450 horsepower and 510 pound-feet of torque, which is more than enough to make it feel like a stadium truck for the street. But there's more to the Raptor than just stabbing the throttle, so your prize package also includes the Raptor Assault Experience driving school in Tooele Valley, Utah. Put on by Ford Performance, the school will demonstrate the performance capabilities of your truck, improve your driving skills behind the wheel, and be an all-around blast to experience. Gallery: 2019 Ford Raptor: First Drive: Just click here to enter by making a donation to The Morgan Adams Foundation, which is a 501(c)(3) non-profit organization from Denver, Colorado that's dedicated to the fight against pediatric cancer. The Morgan Adams Foundation funds critically needed pediatric cancer research that improves treatment effectiveness, outcomes, and the quality of life of children and young adults battling cancer. In particular, the organization's immediate goal is to facilitate rapid clinical trial development to get the best possible treatment options to patients as quickly as possible.

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Final Fantasy XIV is the unlikely rags-to-riches success story of the MMO world. Initially launched in 2010 to an extremely negative reception, it was relaunched a few years later with a new team and creative lead. Since then it’s fared considerably better both critically and commercially, boasting a consistent active playerbase and high sales for previous expansion packs, Heavensward and Stormblood. That brings us to the release of the fourth expansion, Shadowbringers, only a few weeks ago. Along with a whole new story campaign and set of areas to explore, Shadowbringers adds two new player races, the Viera and the Hrothgar, a level cap increase to 80, a host of new instances, and two new player jobs, Gunbreaker and Dancer. Shadowbringers follows the events of Storrmblood, in which a number of the Scions, friends to the Warrior of Light (the player character), are thrown into comas as a result of a powerful magical effect dubbed ‘The Calling’. At the beginning of Shadowbringers, an enigmatic being known as the Crystal Exarch reveals that the Scions have been pulled into The First, one of the many shards of reality that exist alongside the Source. Fantasy bobbins follows, and you have to save them. ‘Bobbins’ isn’t intended scornfully there, we stress. In fact, this might be the most accessible expansion yet. Though the main plot links back to the game’s extensive lore and backstory, the moment-to-moment plot is fairly simple, and it won’t take long to become familiar with the factions, events, and lexicon of the First. The worldbuilding of its regions is immediately understandable and emotive – beneath all of the flowery language, there is a strong focus on character motivations to help keep things grounded enough to follow. There’s a tragic flavour to your wanderings through the doomed First. Each region is bathed in Light, which corrupts beings into twisted abominations known as Sin Eaters, and means there has not been a night in over a century. The sky is permanently incandescent with a yellow hue, sickly and dangerous to look at. Each area you pass through evokes a different variation on a central theme of coping with unavoidable disaster. The residents of the cold desert of Amh Araeng are resigned to death, and even euthanise those corrupted by the Light to prevent further pain. In the decadent city of Eulmore, bargains are struck with the Sin Eaters, and collaboration leaves room for comfort and peace at the cost of others’ lives. The fae forest of Il Mheg represents childish, wanton obstinance: its inhabitants refuse to even acknowledge their doom, frittering away the little time that is left on games and tricks. Only the Crystarium, the hub city of the new regions, offers real resistance. In the context of real-world problems concerning the climate and an uncertain future, the core emotions at play here are powerful and well told – for the most part. Despite the excellent world-building, stunning soundtrack, and the uniquely baroque-esque design aesthetic, there’s something frustrating at the core of Shadowbringers. Though it deals with relatable, human experiences of grief, tragedy, and behaviour in the face of mortality, its persistent melodrama undermines its most powerful moments time and again. Some of these moments have huge potential: they could prompt the player to question their role in this world, to challenge the simple dichotomy of Good vs Evil, Light vs Dark, but they’re consistently underserved by a melodramatic villain monologue, an overtly evil character design, or a plot point that undermines a powerful theme. Yes, this is typical of the MMO genre and indeed of Final Fantasy, but by falling back on these tropes Shadowbringers’ story shies from true brilliance and becomes, well, commonplace. In the end, it is just another Good vs Evil story. Don’t misunderstand; it is excellently written. There’s a genuinely impressive level of skill and love in this expansion, so by all means, take this to be a recommendation, but it’s tough not to think about what could have been. Anyway, enough about the narrative, what of the juicy new features? Most classes have been overhauled to varying extents, which was sorely needed as FFXIV was starting to suffer from Wrath of the Lich King-era WoW bloat. Abilities have been merged or removed, new ones introduced, and mechanics streamlined. These aren’t massive changes, and don’t alter the feel of the combat in any drastic way, but Shadowbringers makes many thoughtful and welcome refinements. The new jobs are the Dancer, a hybrid utility-based DPS class, and the Gunbreaker, a combo-oriented tank with a unique resource system. Between the two, the Dancer is the more distinct and complex. It deals damage, yes, but also works in synergy with other party members, buffing and occupying utility roles previously reserved for the bard. The Gunbreaker is comparatively simple, with two rotational combos – an AoE combo for holding groups, and a six-part single target combo. Although figuring out the single-target combo can be tricky, as it requires a string of inputs that can be put in a flexible order, the Gunbreaker seems a little sparse compared to the Dancer, and doesn’t fulfill a unique party role in the same way. The new Duties offer a fun range of encounter types and environments. Of particular note was an underwater fae lair in Il Mheg, were a top-hatted and candy cane-wielding frog fairy challenges you. In the ensuing fight, you are at one point forced to cross a stick-thin bridge over a yawning chasm before he finishes his spell and annihilates you. Speaking of duties, there is a new system called Trust, wherein you can enter certain Duties with a team of AI-controlled teammates. This works very well, and will surely be welcomed by many introverted shut-ins (such as myself) looking for more ways to play solo. The two new races don’t affect the experience one way or the other, though we did enjoy playing through content as a bright pink, muscled cheetah man.

Donald Trump has again intervened in the row over a Navy Seal accused of war crimes after reports that senior defence officials would resign or allow themselves to be fire if forced to keep him in place. Edward Gallagher was accused of shooting civilians, killing a teenage Isis captive and threatening to kill any colleagues who reported him, but was acquitted at a court martial. However, he was demoted after being convicted on one charge, of bringing discredit on the armed forces after posing for a picture with the body of the dead teenager. Mr Trump overturned the demotion but US Navy chiefs are pressing ahead with plans to remove Gallagher from his unit despite the president’s opposition. On Sunday morning Mr Trump tweeted: “Navy Seal Eddie Gallagher will be on @foxandfriends this morning at 7:30 A.M. Have no fear, all will end well for everyone!” His latest intervention comes after reports in the New York Times that the secretary of the navy and the admiral in charge of the Navy Seals would either resign or allow themselves to be fired if Mr Trump stopped them from throwing Gallagher out of his unit. Mr Trump had tweeted on Thursday to demonstrate his support for Gallagher against efforts to remove him. Referring to the pin worn by Navy Seals, he wrote: “The Navy will NOT be taking away Warfighter and Navy Seal Eddie Gallagher’s Trident Pin. This case was handled very badly from the beginning. Get back to business!” Richard Spencer, the navy secretary, denied threatening to resign but did say the disciplinary procedure against Gallagher would continue. He acknowledged that the president was able to override the process but said he did not believe that Mr Trump’s tweets in themselves constituted a formal order. He said: “I need a formal order to act. I don’t interpret them as a formal order.” The New York Times reported that the president had been warned that Mr Spencer and Rear Admiral Collin Green, who commands the Seals, would resign or allow themselves to be fired by ignoring instructions to drop the Gallagher case. The paper also said that senior officials including the defence secretary, Mark Esper, were trying to find a compromise solution, something Mr Trump’s latest tweet suggests has not yet been accepted. Mr Spencer acknowledged that he serves at the pleasure of the president. “The president the United States is the commander in chief. “He’s involved in every aspect of government and he can make decisions and give orders as appropriate,” he said. Gallagher’s lawyers have accused the Navy of trying to remove the Seal designation in retaliation for Mr Trump’s decision last week to restore Gallagher’s rank.

As Americans prepare to sit down to their Thanksgiving feasts on 28 November, two lucky turkeys will be given another chance at life by President Trump. Each Thanksgiving, an estimated 46m turkeys are killed for the holiday, however, at least one turkey is always granted clemency as part of the traditional presidential pardoning of the turkey. Last year, Donald Trump pardoned turkeys Peas and Carrots, after pardoning Drumstick and Wishbone the year before. The turkeys then go on to live at Virginia Tech’s “Gobbler’s Rest” enclosure following the mercy. What is the presidential pardoning of the turkey? On or slightly before Thanksgiving Day, the president of the United States “pardons” a turkey, which is then sent to live at an animal sanctuary. This year, the event is scheduled to take place on Tuesday, 26 November. The event is a comical and highly photographed tradition, with each president putting their own twist on the custom. Where did the tradition come from? Although the exact origins of the turkey pardon are unclear, the tradition likely stems from the history of gifting turkeys to US presidents. President Harry S Truman was one of the first presidents to receive a poultry gift - which later become a po[CENSORED]r gift to receive at the White House. Presidents and their families would often send these gifted turkeys to live on farms or zoos. In 1963, President John F Kennedy received a Thanksgiving turkey from the Poultry and Egg National Board but decided to pardon the bird. Later presidents including Gerald Ford and Ronald Reagan kept the tradition alive. However, it wasn’t until 1989 that the presidential pardoning of a turkey became a formal event - when President George H W Bush told animal rights activists protesting outside the White House that the turkey would be granted a “Presidential pardon as of right now” and would be sent to “live out his days on a children’s farm.” Following President Bush’s proclamation, the tradition has been held every year since. Why is the pardoning a beloved American tradition? Apart from saving the life of a turkey, Americans enjoy the humour that most presidents bring to the unique ceremony. In 2013, President Barack Obama joked that of all the “many awesome and solemn responsibilities” that come with the having the “most powerful position in the world,” pardoning a turkey is “not one of them.” President Trump also made light of the tradition in 2017 when he joked that he had been informed by the White House that he could not overturn President Obama’s pardons. “I have been informed that Tater and Tot’s pardons cannot under any circumstances be revoked,” he said. “So I’m not going to revoke them. Tater and Tot, you can rest easy.” It is also a competition amongst the two turkeys, of who will be named the National Thanksgiving Turkey, with a poll deciding. However, both turkeys are pardoned. Where do the birds go? After they are pardoned, "the turkeys will make the journey to their new home at Virginia Tech’s “Gobblers Rest” exhibit in Blacksburg, Virginia," according to the White House. At Gobbler’s Rest, students and veterinarians within Virginia Tech’s Department of Animal and Poultry Sciences in the College of Agriculture and Life Sciences care for the turkeys. People can visit the National Thanksgiving Turkey and its alternate at Gobbler's Rest and learn about the "university’s teaching, research and outreach programs in animal and poultry sciences and veterinary medicine."

Given Rolls-Royce's 115-year history, you'd think the company would be almost immune to change. And yes, in a lot of ways the brand's long tenure as the pinnacle of luxury auto manufacturing goes without competition. But even century-old Rolls-Royce knows that flexibility breeds success, and that's sort of how the Black Badge models came about. The Black Badge Dawn, Wraith, and Ghost give the brand's growing number of younger clients more choices. Millionaire millennials (read: athletes, actors, and musicians) want hipper style and extra power to pair with that signature Rolls-Royce exclusivity, and that's exactly what they get when buying a Black Badge. And now the trio grows by one. The Rolls-Royce Cullinan Black Badge is peak posh in all the right ways. It is, inarguably, one of the most luxurious SUVs money can buy. But what's even more impressive is that while the Cullinan Black Badge maintains the same levels of quality and exclusivity you expect of a Rolls-Royce Cullinan – only now packaged a bit prettier – it's one of the few available options that's just as thrilling from the driver's seat. Less Is More: Blink and you might miss the Cullinan Black Badge's new visual cues. They’re not very noticeable at first glance. But look closer. Keen eyes will distinguish the darkened grille, trim pieces, and Spirit of Ecstasy hood ornament, all of which wear a new high-gloss black chrome chemical finish. Rolls-Royce says the process to create these darkened trim pieces is difficult and painstaking, but necessary to prevent long-term scratching or chipping. We expect nothing less from a company so dedicated to distinctiveness. The wheels are unique to this trim, too. They almost look like little “Cs” for Cullinan. The 22-inch units wrap around painted brake calipers (a factory first for the brand), which you can get in any color… as long as that color is red. The Cullinan Black Badge is a subtle, stylish improvement to a vehicle that's already extremely impressive to look at. Inside is much of the same. Small upgrades over the standard Cullinan make all the difference. A “Technical Fiber” (RR speak for fancy carbon fiber) trim comes standard, and it covers most of the dash and center console, creating a 3D effect. The new Forge Yellow leather, meanwhile, looks exceptional alongside traditional black accents. But the piece de resistance lies above you. Believe it or not, this is the first Cullinan with Rolls-Royce's signature "Starlight Headliner." And it's even better here. Not only does it consist of 1,344 individual fiber optic cables, and is wholly customizable (you can select any star pattern from any place or point in time), but it also comes with a new “shooting star” feature. Press a button and a stream of light shoots across the artificial sky. If there's anything more absurdly luxurious, though insanely cool, we haven't seen it. Serious Skills: The Cullinan Black Badge uses the same colossal 6.7-liter V12 found in the base model. Had you thought this was a monstrous unit prior (with 563 horses and 627 pound-feet), it now produces 600 horsepower and 664 pound-feet of torque. Credit a reflashed ECU for the improvement. Rolls-Royce doesn't bother to list the time it takes to reach 60 miles per hour or a top speed (because who cares), but this SUV feels noticeably quicker than its 563-hp sibling from behind the wheel. Power delivery gets an uptick. In “Low” mode (Rolls-Royce's version of Sport), the remapped throttle and touchier gas pedal help unleash that massive V12's strengths in a way the base model doesn't. The Black Badge Cullinan takes far less prodding to get up to speed; the eagerness with which this 6,069-pound mobile penthouse moves in a straight line is awe-inspiring. And it stops just as well, thanks to new brake discs and reduced pedal travel. The best part is, there's a burbly but subtle exhaust note that emanates from the rear, which is extremely fun to hear from a Rolls-Royce. The more-aggressive shift pattern from the ZF eight-speed automatic transmission puts the V12's newfound power to use exceptionally well. The gearbox is still seamless in the way it shifts, as it is in the base Cullinan, but now it holds revs longer, allows for more torque down low thanks to shorter gearing, and generally knows exactly what to do on its own. Rolls-Royce scoffs at the thought of something so garish as steering-wheel-mounted paddle shifters. This is still a Cullinan, after all. The Cullinan remains averse to canyon carving, even with its new sporty designation. But the Black Badge model feels more majestic in the way it moves. The firmer air suspension gives better feedback and more responsiveness, while the heavier steering and quicker ratio improve turn-in abilities. Yes, the body of the Cullinan Black Badge still moves, but it does so now with a bit more confidence and predictability. But don't be brash in thinking those performance upgrades contribute to a less-comfortable ride. The Rolls-Royce Cullinan Black Badge is still a car comfortable-enough to be driven in. Even post upgrades, it remains one of the poshest, quietest, and smoothest vehicles on planet Earth – only now you’ll have more fun behind the wheel. Even with our co-driver pushing it in the bends, the La-Z-Boy-esque front buckets coddle us, and the “Immersive” rear seating setup – which swaps the standard bench for two seats and a center console – do the same for second-row passengers. Our tester wears the polarizing new Forge Yellow-and-black leather with a fluffy, matching yellow carpet. We love the injection of color in the cabin, honestly, but we understand the mustard hue might not be suitable for all tastes. Thankfully, as with any Rolls-Royce, the Cullinan Black Badge is highly customizable, both inside and out. Pay The Piper: There's no way to soften this: the Rolls-Royce Cullinan Black Badge costs $382,000, and our tester tops out at more than $440,000. That's a lot. But to prospective Cullinan owners, all of whom have likely already ordered theirs anyway, the additional cost of the Black Badge model is inconsequential. To us, it's like McDonald's upping their Dollar Menu by 50 cents. Chump change, relatively speaking. But the improvements the given to the Black Badge over the standard model are worthy enough to justify even the most outrageous cost. The Black Badge model is prettier, posher, and definitely quicker, but still maintains the same borderline-obsessive comfort and capability levels you expect of a Rolls-Royce. It's so good, in fact, we question why anyone might still consider a base Cullinan knowing that this one exists. Gallery: 2020 Rolls-Royce Cullinan Black Badge: First Drive:

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“Are you single?” This is exciting. Why are they asking? Do they want to know if you’re unattached so they can ask you out on a date? Or is it just small talk again? It’s a fairly innocuous question, isn’t it? Are you single? Or the flip side, are you married? It’s the kind of thing you ask someone you’ve met at a party after “what’s your name?” and “where do you come from?” It’s impossible to cause offence by asking someone whether or not they have a partner, surely… Are you mad? Once again, the problem with the question is in the answer. What are they going to do with it once they find out? Let’s take it from there. “Yes. I’m single,” you respond, casually stroking your moustache. “Are you busy this weekend?” they reply. “I need a date for a party on a yacht moored in Monaco. Blumenthal’s doing the food. Sheeran’s doing the music. We’re getting there by private jet. Just bring your swimming costume.” It’s the kind of thing you ask someone you’ve met at a party after “what’s your name?” and “where do you come from?” It’s impossible to cause offence by asking someone whether or not they have a partner, surely… Are you mad? Once again, the problem with the question is in the answer. What are they going to do with it once they find out? Let’s take it from there. “Yes. I’m single,” you respond, casually stroking your moustache. “Are you busy this weekend?” they reply. “I need a date for a party on a yacht moored in Monaco. Blumenthal’s doing the food. Sheeran’s doing the music. We’re getting there by private jet. Just bring your swimming costume.” That would be your best case scenario (except perhaps for the Sheeran). More likely, as has frequently happened to me since I’ve looked old enough to sign a register, the person asking the question puts their head on one side and gives a smile that says not “fantastic, now I can make my move” but “I wonder what’s wrong with you?” (It was probably the moustache). i dont have anySince Noah shuffled all the animals except the manmade ones* onto the Ark, mammals have been going two-by-two. Admitting that you’re without a “better half”, or even “a half you would push under a bus if you thought no one was looking”, generally elicits pity and not a little distrust. You feel it even at an actual singles’ night, where people without partners, who are supposedly looking for love, approach potential dates in a spirit of anxious trepidation, each convinced they’re the only person in the room who is single by circumstance and not because they’re a potential bunny boiler. To be single is to be suspicious. And yet the number of people living alone is very much on the rise. The Office of National Statistics calculated that almost eight million people were living alone in the UK last year. The ONS further estimates that by 2020, the number of households where people live alone will increase by another two million. That’s an awful lot of weirdoes. Or widows. Widowers. Divorcees. Single people who haven’t started looking. Single people who are actively looking. And single people who’ve looked and decided they don’t actually want to be in a relationship at all. That’s a pretty broad group to consider somehow lacking. Yet we do make judgements based on people’s relationships or lack of them and the most prevalent assumption is that coupled up is better. “Four legs good, two legs bad,” to borrow a phrase from Snowball in Orwell’s Animal Farm. (Six legs is something else entirely.) Fortunately, in a work context, it’s illegal to discriminate against someone just because they don’t have a romantic partner. Questions about marital status are among those proscribed by the Equality Act of 2010. An interviewer should never ask if you’re single. That said, “singlism” is rife in the workplace with a recent study of 25,000 workers by Opportunity Now, finding that two thirds of those without families reported they were expected to work longer hours than colleagues with partners and children. Likewise, single workers complain that they have to provide holiday cover for those with families. And when they do get to go on holidays, they’re hit with the dreaded single supplement of course. Being single definitely isn’t the cheaper option and it’s not just single supplements on your holiday accommodation versus the married person’s tax break. Many things are more expensive when you’re on your own. While officially your employer can’t discriminate against you for not having a partner, insurers certainly discriminate based on relationship status. The Comparethemarket.com website puts it this way, “Marriage symbolises so many things, not least it demonstrates that you’re responsible and care enough about another human being not to do anything crazy or reckless.” Which equals lower insurance premiums for the coupled up. I’ve seen it in action. A few years ago, having accrued a few points on my licence for speeding (Not clever, I know), I was having a hell of a time finding someone to insure my Fiat Panda for less than a hundred million pounds. A friend suggested I add him to my insurance application as an extra driver. The cost immediately dropped by nearly two hundred quid. Since the website hadn’t at that point asked for any details beyond his name, I can only assume that an algorithm decided my friend was my partner and he’d be sitting beside me whenever I got behind the wheel, tutting and scowling if I went over 30 in a 50 zone. Surely by the same token, I’d be just as likely to go crazy, put my foot down and run every red light on the south circular every time the controlling bastard wasn’t in the car? It doesn’t make a lot of sense. Technically, single people may have more car accidents but that statistic must be skewed by all the newly licensed 17 year olds who aren’t married because they’re still at school. Age and experience is the factor there. Not whether “you’re responsible and care enough about another human being not to do anything crazy or reckless”. Crazy and reckless like marry the wrong person because all your mates are coupled up and you feel like the odd one out? Marriage might just as well equal desperation, depression and a desire to divorce as stability. While divorce is generally on the decline, that might be due more to the fact that in the current economic climate people simply can’t afford to split a household rather than because we’re getting better at relationships. And when people do get divorced, they’re no longer in such a rush to couple up again. At least, the women aren’t. A recent survey showed that fewer than half of female divorcees would be willing to tie the knot again. To quote Shakespeare, Gandhi and the Dalai Lama (according to the internet), “there’s nothing lonelier than being with the wrong person”. Exactly. I’ll leave the last word on the question “are you single” to this unattributed quote (found on a Pinterest board), which might come in handy next time that bore breathing whisky hears you answer “yes” and suggests it’s because you’re being picky or not making enough of an effort (it’s that moustache again). “Stop asking why I’m still single and I won’t ask why you’re still married.” *The “manmade animals”. A friend’s step-mother, a devout denier of evolution, answered her son’s question about how big the ark would have had to be to get all the world’s creatures on board by explaining that some of the animals were in fact manmade and thus not around in Noah’s time. She didn’t specify the animals in question, but my friend and I concluded they must include the duck-billed platypus and the aye-aye. I mean, come on, they were clearly both invented in the course of a drinking game.

The launch of 2020 Alfa Romeo Stelvio was accompanied by the tagline “Beauty Driven by Technology,” which, up until now, was only partially true. The beauty is there: Based on the sleek and sexy Giulia sedan (developed from scratch in an astonishingly short two and a half years), the Stelvio has always been a sharp-looking SUV. But while Alfa Romeo may have knocked it out of the park with eye-catching exterior styling and superb driving dynamics, the brand seems to have simply ran out of time when it came to creating an equally robust interior. As a result, the use of low-quality materials and a woefully outdated infotainment system marred an otherwise clean and purposeful design. So for 2020, Alfa’s mission is reflected in that new motto. An obvious place to start, of course, was bringing the interior appointments of the Stelvio up to par with the rest of the vehicle. Look At You Now: Most notably, the material quality of the center console is massively improved. The gearshift lever, whose plasticky feel used to be reminiscent of a video game joystick, is now leather-wrapped. Similarly, all three rotary control knobs have lost their toylike wobble and now move with a weighted, satisfying tactility. And in case you ever forget the Stelvio’s country of origin, there’s a discreet badge sporting the colors of the Italian flag at the base of the shifter. An optional wireless charging pad ($250) is handily located between the console and the armrest, which opens up to reveal a newly enlarged larger storage area. While Audi, BMW, and Mercedes all offer digital instrument clusters in lieu of traditional instruments, the Stelvio proudly bucks tradition here by continuing to feature large and easily readable analog gauges. Tech You Can Touch: Perhaps the most welcome addition to the Stelvio is a thoroughly modern infotainment system, which includes a standard 8.8-inch touchscreen across the line. The main menu screen can display several tiles at once, or “widgets” in Alfa parlance. These widgets can be reconfigured simply by dragging and dropping them into the desired order. Tap on a widget and that menu goes full screen, with Home and Back soft buttons always visible on the left side. Redundant controls are available for the climate controls and radio, and there’s a new performance page for a quick read of stats like fuel economy, oil pressure and – of course – a drag race timer. All in all, it’s an easy system to decipher, and eons better than the old rotary-only interface. The rotary dial on the console is still available, and also provides full control of the interface in lieu of using the touchscreen. The dial is now topped with a haptic touch surface, similar to the Mercedes and BMW interface knobs, and whose input movements resemble controlling a trackpad. It’s also capable of multitouch gestures, such as pinch-to-zoom for maps, though this feature won’t immediately be available. Fortunately, Alfa plans on using over-the-air updates to continue adding and refining features after the initial launch of the updated Stelvio (and hopefully throughout the model’s life cycle). Other new connectivity features of the system include a Wi-Fi hotspot, as well as a vehicle finder and roadside assistance. Alfa is offering a 12-month trial on these services. There’s also a phone app, which enables the driver to unlock/lock and start/stop the car remotely. Satellite navigation is available for $1,200, but despite the prominent graphical improvements, the routing lines are a bit chunky when overlaid on the fine lines of a road. This makes it difficult to determine where exactly to turn at complicated intersections. Since Apple CarPlay and Android Auto are standard, however, there’s no shortage of navigation options. Finally, perhaps the best thing about this new interface is that it’s exclusive to Alfa Romeo – and not currently shared with any other vehicle in the sprawling FCA lineup. As good as the Uconnect system may be, the display looks exactly the same in a $22,000 Jeep Compass as it does in a $160,000 Maserati Levante. Kudos to the Alfa team for delivering something unique and special. Safety In Numbers: A wide array of advanced driver assistance systems join the option list for 2020. New additions include traffic-sign recognition and adaptive cruise control, lane-keep assist and blind spot monitoring in the Active Driver Assistance package ($3,250) that’s available starting with the Stelvio Ti trim level. All of these systems can work together to provide semi-autonomous driving at constant speeds up to 90 miles per hour and in stop-and-go traffic at speeds up to 37 mph. Drowsy driver detection uses steering input and lane detection data, and warns the driver if it detects delayed or erratic inputs. Sadly, no espresso is offered along with this warning. Left to its own devices, the Alfa tracks straight and true in its lane without wandering on the edges. In heavy traffic, it keeps pace and responds quickly to speed variations, keeping gaps tight. A steady hand on the bottom of the steering wheel is enough to reassure the Stelvio that you’re still paying attention. Four To The Floor: While there’s no question the 505-horsepower Stelvio Quadrifoglio is a performance banshee, the base Stelvio is certainly no slouch. Its turbocharged 2.0-liter four-cylinder engine produces 280 hp and 306 pound-feet of torque, and it mates to a ZF-sourced eight-speed automatic transmission in either rear- or optional all-wheel drive guise. The sprint to 60 mph takes a stout 5.4 seconds in all-wheel drive models. That’s only three-tenths of a second slower than the much more powerful (and expensive), V6-powered Porsche Macan S, and nearly a second quicker than the Macan four-cylinder. Of all the German offerings, only the Audi Q5 breaks the sub-six-second barrier, with the BMW X3 and Mercedes GLC slumming it on the low side of six. Despite its performance chops, the Stelvio is still mighty thrifty, with fuel economy estimates of 22 miles per gallon city and 29 mpg highway (28 for all-wheel drive versions). As before, the driving experience is a rewarding one. It’s fair to describe the ride and handling of the Stelvio as being a tall Giulia, because that’s precisely what it is. At roughly 4,000 pounds, the Stelvio feels exceptionally nimble for its size. Directional changes are crisp and precise with little body roll, thanks to the inherently stiff chassis. For an even more buttoned-up ride, an active suspension with adjustable dampers is available on Stelvio Ti models. At highway speeds, the Stelvio’s demeanor is nicely composed. Laminated front window glass is newly standard and helps cut down on wind noise, especially from those large side mirrors. When it comes to scrubbing off speed, it appears that Alfa has finally tamed the hyper-sensitive brake-by-wire system in the Stelvio. Previously, even a gentle tap on the pedal would abruptly clamp the four-piston Brembos tight, and send passengers straining against their seatbelts. The 2020 Stelvio is much more behaved, providing consistent modulation and pedal feel. Cashing Out: With a base price of $42,640, the 2020 Alfa Romeo Stelvio starts $800 more than the 2019 model. Given the updated interior accommodations, the available advanced driver assistance systems, and a finally respectable infotainment system, we’d say that’s a reasonable increase. Alfa even throws in a 12-month free trial of SiriusXM radio for good measure. A more comprehensive mid-cycle refresh is slated in two years, at which point we’ll likely see the Stelvio adopt the newest iteration of Alfa’s design language. In the meantime, these incremental (yet necessary) improvements keep the Stelvio competitive – inside and out. Gallery: 2020 Alfa Romeo Stelvio: First Drive: .

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Greetings To Members/Staff Today im gonna show you how to Change the background image on csbd forums First Step : Click on : Second Step : You'll Find the BackGround Images For Example I Choose The first one : Click on it Then the background image will be Changed : Thank you !