Desmond Milligan

Tương lai của Gianluigi Donnarumma nhiều khả năng không còn gắn với PSG khi thị trường chuyển nhượng mùa hè 2025 kết thúc – ngày 1/9. HLV Luis Enrique quyết định trao suất bắt chính cho tân binh Lucas Chevalier – thủ môn người Pháp được mua từ Lille với giá 40 triệu euro – loại Donnarumma khỏi danh sách dự Siêu cúp châu Âu. Pep Guardiola ngưỡng mộ và muốn đưa Donnarumma về Man City. Ảnh: Imago Donnarumma, còn hợp đồng đến 2026, không chấp nhận đề nghị gia hạn kèm điều khoản tăng lương theo số trận và thành tích, trong khi PSG không muốn để anh ngồi dự bị cả mùa. Ngay khi biết tin Chevalier sẽ bắt chính, thủ môn 25 tuổi tính tới việc sang Premier League – môi trường mà anh từng bày tỏ hứng thú. MU từng liên hệ với đội ngũ của Donnarumma để tìm hiểu tình hình. Giờ đây, Man City cũng gia nhập cuộc đàm phán – theo yêu cầu của Pep Guardiola. Một số nguồn tin cho biết Man City đang là đội chiếm ưu thế rõ rệt so với MU trong cuộc đua giành chữ ký thủ môn người Italia. City sẵn sàng trả mức phí khoảng 40 triệu euro – gần con số 50 triệu euro mà PSG mong muốn – cao hơn so với đề nghị trước đó mà MU đưa ra. Hơn nữa, Man City là ứng viên vô địch Premier League 2025/26, đồng thời được tham dự Champions League. Đây là bất lợi đối với MU. Gần đây, Pep Guardiola nói rằng ông ngưỡng mộ Donnarumma. Vì thế, dù mua James Trafford nhưng Man City vẫn ưu tiên ký đội trưởng tuyển Italia. Bản hợp đồng với Donnarumma giúp nâng cấp chất lượng cho Man City, để đảm bảo cơ hội cạnh tranh chức vô địch bóng đá Anh, cũng như Champions League. PSG không muốn mất Donnarumma như trường hợp của Kylian Mbappe năm ngoái. Vì thế, đây là cơ hội vàng để Man City nâng cấp vị trí “người gác đền”. Ở chiều ngược lại, Man City dự kiến sẽ đồng ý bán Ederson cho Galatasaray. Man City vung 100 triệu euro ký Rodrygo Sau khi đẩy Jack Grealish sang Everton, Man City có thể vung tiền đưa về chân chạy cánh chất lượng Rodrygo từ Real Madrid. Jack Grealish chia tay Man City, bến đỗ mới ít ai ngờ Jack Grealish vừa đồng ý gia nhập Everton theo dạng cho mượn đến hết mùa giải 2025/26. Man City phải bán gấp 5 cầu thủ để tránh bị UEFA phạt Pep Guardiola và Man City phải đối diện với bài toán khó, cần bán gấp 5 cầu thủ để tránh bị Premier League và UEFA phạt. PSG thẳng tay loại Donnarumma, MU và Chelsea sốt sắng Thủ thành Gianluigi Donnarumma chắc chắn sẽ rời Paris Saint-Germain, sau khi bị loại khỏi đội hình tham dự trận Siêu cúp châu Âu gặp Tottenham giữa tuần này. Baleba bắn tin vui cho MU, lời đề nghị chuyển nhượng đầu tiên Được Carlos Baleba "bật đèn xanh", lãnh đạo MU đã gửi lời đề nghị ban đầu đến Brighton để thuyết phục đối tác nhượng lại tiền vệ người Cameroon. View the full article

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NORFOLK, Va. (AP) — Government-run medical centers serving the nation's veterans have reported an increase in severe staffing shortages, with many hospitals having trouble filling jobs for doctors, nurses and psychologists, according to an independent watchdog for the Department of Veterans Affairs. Tuesday's report from the VA's Office of Inspector General is based on surveys from late March and early April that were taken at 139 Veterans Health Administration facilities. Severe staffing shortages are not necessarily an indication of vacancies but refer to particular occupations that are difficult to fill. The surveys were taken just weeks after it was reported in early March that the VA had planned to cut 80,000 jobs — out of 484,000 — through the so-called Department of Government Efficiency, known as DOGE. The VA later reduced the figure to nearly 30,000 jobs to be cut by this fiscal year’s end on Sept. 30. President Donald Trump's administration said Tuesday that the surveys are unreliable because they do not reflect actual vacancies, which VA officials said were in line with historical averages. But Democratic lawmakers warned that veterans won't get the health care they need as VA positions become harder to fill. The surveys reflected a 50% increase in the reporting of severe staffing shortages for specific jobs, both for clinical occupations that include doctors and psychologists and for non-clinical jobs that include police and custodial workers. Nearly all of the facilities — 94% — reported a shortage for medical officer occupations that include doctors, while 79% reported shortages for nurses. The report noted that severe shortages for medical officers and nurses have been identified every year in the report since 2014. Pete Kasperowicz, the VA's press secretary, stressed in an email that the report is not based on vacancies and is therefore “not a reliable indicator of staffing shortages.” “The report simply lists occupations facilities feel are difficult for which to recruit and retain, so the results are completely subjective, not standardized and unreliable,” Kasperowicz wrote. He said that vacancy rates for doctors and nurses are 14% and 10%, respectively, which he said are lower than most other health care systems and in line with “normal VA historical averages.” But Jacqueline Simon, policy director for the American Federation of Government Employees, said the surveys reflect the Trump administration's profound hostility toward the federal workforce and what she said are its plans to ultimately privatize the VA. “This is a deliberate effort to incapacitate and to undermine veterans' support for and approval of the care they receive in VA hospitals and clinics,” Simon said. “They’ll have to wait much longer for appointments. There won’t be specialists available. They’ll have no choice but to go to the private sector.” Simon also noted the VA’s announcement last week that it was terminating collective bargaining agreements for most VA bargaining-unit employees, which could further hurt recruitment. The VA said in a news release that the move will “make it easier for VA leaders to promote high-performing employees, hold poor performers accountable, and improve benefits and services to America’s Veterans.” But U.S. Sen. Mark Warner said in a news release Tuesday that the Trump administration has made it harder for public servants to do their jobs “and ultimately harder for veterans to get the care they’ve earned.” “We also know from recent jobs reports that applications to work at the VA are plummeting," said Warner, a Democrat who represents the veteran-dense state of Virginia. “How do skyrocketing staffing shortages and declining applicant pools make it more ‘efficient’ for veterans to access the care and services they deserve? The answer is: they don’t.” View the full article

American officials scrambling this weekend to identify and lock down a venue for Friday’s summit between President Donald Trump and his Russian counterpart quickly discovered a major snag: summertime is peak tourist season in Alaska, and options both available and equipped to host the two world leaders were severely limited. When word reached certain prominent Alaskans that Trump and Putin were coming, a few began reaching out to the president’s allies with a proposition: could their home be an option? It’s unclear if those offers ever reached White House officials, who were calling sites in Juneau, the state capital, along with Anchorage and Fairbanks. Organizers of the summit soon came to believe the only city in the massive state with viable options for the summit would be Anchorage. And only Joint Base Elmendorf-Richardson, on the northern edge of the city, would meet the requirements for the historic meeting, though the White House had hoped to avoid the optics of hosting the Russian leader and his entourage on a US military installation. That is where the two men will meet Friday, two White House officials said. The struggle underscored the rush now underway to nail down the details of Friday’s meeting, the first time the top US and Russian leaders have met in more than four years. The summit is still largely a work in progress as US and Russian officials make haste to prepare for the high-profile encounter. The two countries’ top diplomats — Secretary of State Marco Rubio and Foreign Minister Sergey Lavrov — spoke Tuesday to discuss “certain aspects of preparation,” according to Russia’s foreign ministry. Usually, a high-stakes summit with a US adversary would be preceded by extensive negotiations over the agenda and outcomes. But Trump himself has said he is approaching the meeting as a “feel-out” session, with few advance expectations for how it will proceed. The White House on Tuesday termed it a “listening session.” “The president feels like, ‘look, I’ve got to look at this guy across the table. I need to see him face to face. I need to hear him one-on-one. I need to make an assessment by looking at him,’” Rubio said in a morning radio interview Tuesday with Sid Rosenberg, offering one explanation for why Trump’s five known phone calls with Putin this year wouldn’t suffice in determining the Russian leader’s intentions. President Donald Trump speaks to US troops at Joint Base Elmendorf-Richardson in Anchorage, Alaska, in 2019. - Saul Loeb/AFP/Getty Images/FileLanding on AlaskaTrump’s administration and the Kremlin landed on Alaska as the site for the summit after a lengthy behind-the-scenes back-and-forth, according to people familiar with the matter. There were few places that would work for the sit-down, the people said, particularly given a war crimes warrant issued for Putin’s arrest by the International Criminal Court in 2023. With that fact looming, Russia balked at a European destination — even in a city like Vienna or Geneva, where US and Russian leaders have met dating back to the Cold War. While Putin himself raised the United Arab Emirates as an “entirely suitable” location, many inside the White House hoped to avoid another lengthy trek to the Middle East after Trump’s visit in May. In the end, sources said, it came down to Hungary — whose Prime Minister Viktor Orbán is close to both Trump and Putin — and the United States as possible hosts, according to two US officials. American officials were pleased and somewhat surprised when the Russian president agreed to a meeting on US soil — on land that once was part of the Russian empire, no less. “I thought it was very respectful that the president of Russia is coming to our country as opposed to us going to his country or even a third-party place,” Trump said this week, as his team was rushing to finalize details of the summit. Others were not so taken. “The only better place for Putin than Alaska would be if the summit were being held in Moscow,” said Trump’s former national security adviser John Bolton, who fell out with Trump during his first term. “So, the initial setup, I think, is a great victory for Putin.” A woman on a cell phone walks by a map of Alaska on July 9, 2022 in Anchorage, Alaska. - Justin Sullivan/Getty ImagesPrevious Putin meetingsThe last time an American president met with Putin — President Joe Biden’s 2021 summit in Geneva — the date and venue were announced three weeks ahead of time. But the planning between Russian and American officials started months before that. Biden, on a week-long swing through Europe, spent the days leading up to the sit-down in intensive preparation with top advisers, blocking out time in the mornings to parse potential directions the conversation could take and anticipate some of Putin’s moves. He consulted other leaders, including the German chancellor, for pointers on how to approach the notoriously wily Russian leader. By the time the summit arrived, aides had planned the day down to the most minute detail, including what order the leaders would arrive, how long each session would last and what type of flower would sit on the table (it was white roses). American officials even ensured there were bottles of orange Gatorade — labeled “POTUS” — inside a refrigerator at the 18th-century villa where the meeting took place. During Trump’s first term, he and Putin sat one-on-one in Helsinki, Finland, during a summit in 2018 that ended with a remarkable moment when Trump sided with Putin over US intelligence agencies on the question of Russian election interference. Trump also met Putin alone in 2017, during their first encounter at the G20 summit in Hamburg. Mystery over meeting’s originsWhile American and Russian officials have been in extensive conversations to prepare for the sit-down since it was agreed to last week, the encounter that prompted the event remains something of a mystery. Trump’s foreign envoy Steve Witkoff visited Moscow last Wednesday for a meeting with Putin that resulted in the decision to meet, though what exactly Putin said in the meeting is still largely unknown. European officials spent much of the last week trying to ascertain the parameters of a peace deal that Putin offered up, but some said they were frustrated by the lack of clarity offered by Witkoff, a real estate developer and longtime friend of Trump’s. Trump plans to hear from European leaders in a virtual meeting on Wednesday, arranged by the Germans so the president can get their perspective ahead of the Friday meeting. And he has promised to get on the phone with them, along with Ukrainian President Volodymyr Zelensky, immediately after the summit concludes. But Zelensky isn’t expected to be in Alaska for the summit, so any potential trilateral meeting is off the table for now. Instead, Trump will spend at least part of the summit meeting with Putin one-on-one, the White House said Tuesday, allowing time for the two men to carry out a discussion unheard by anyone else aside from their translators. “That’s part of the plan,” White House press secretary Karoline Leavitt said when asked whether the two presidents would meet as a pair. “As for the other mechanics and logistics, I will let our team speak to that when they’re ironed out.” It’s not atypical for leaders to meet alone with their counterparts, but Trump and Putin’s relationship has been the subject of intense scrutiny. And during Trump’s first term, even senior officials said they sometimes were left in the dark about what was discussed when aides were left out. In Trump’s previous two meetings with Putin, both encounters included translators, but not high-ranking aides. After the Germany meeting, Trump reportedly asked his translator for his notes. For his part, Putin has spent the days ahead of Friday’s meeting placing phone calls to his remaining global allies — including some who have staged their own high-profile summits with Trump. That included North Korean dictator Kim Jong Un, the Kremlin said Tuesday, who met three times with Trump during his first term, but still hasn’t abandoned his nuclear weapons. For more CNN news and newsletters create an account at CNN.com View the full article

Trên hành trình giành chức vô địch Champions League đầu tiên trong lịch sử, PSG đã đánh bại một loạt các đối thủ Anh – từ vòng bảng (Man City), vòng 1/8 (Liverpool), tứ kết (Aston Villa) và bán kết (Arsenal). PSG và Tottenham tìm kiếm danh hiệu đầu tiên trong mùa giải mới. Ảnh: UEFA Bước vào mùa giải mới, đối thủ đầu tiên của thầy trò HLV Luis Enrique cũng là đại diện Premier League – Tottenham đang trải qua quá trình chuyển đổi với Thomas Frank. Khi đến sân Friuli, Udine, đô thị miền Bắc Italia, PSG muốn mang danh hiệu Siêu cúp châu Âu về Paris, để làm tăng thêm bộ sưu tập đồ sộ trong năm 2025. Mặc dù thua chung kết FIFA Club World Cup 2025, nhưng đây là năm thành công vượt bậc của PSG. Họ có cú ăn 3 lịch sử mà bóng đá châu Âu ghi nhận không nhiều. Ousmane Dembele là người hùng của hành trình chiến thắng ấy. “Chiếc cúp Champions League nặng nề nhưng đẹp đẽ”, anh nhớ lại cảm giác chiến thắng tại Munich. “Đó là chiếc cúp đẹp nhất tôi từng thấy. Một giấc mơ trở thành hiện thực: vô địch Champions League cùng PSG, danh hiệu đầu tiên của CLB”. Thầy trò Luis Enrique tự tin bước vào Siêu cúp. Ảnh: PSG Inside Người hâm mộ PSG và Luis Enrique đang chờ đợi Dembele tiếp tục tỏa sáng trong trận Siêu cúp châu Âu. So với thời điểm lên ngôi vô địch châu Âu ở Munich, PSG tăng cường thêm chiều sâu đội hình với Ilya Zabarnyi – một trong những trung vệ đắt giá nhất lịch sử (66 triệu euro), cùng thủ môn Lucas Chevalier (55 triệu euro). Nhiều khả năng Chevalier sẽ bắt chính tại Friuli, trong bối cảnh Luis Enrique đang muốn “dằn mặt” thủ môn Donnarumma. Ruben Neves bị treo giò, nhưng đội hình của PSG được đánh giá cao hơn so với Tottenham – đội vừa chia tay Son Heung Min và mất James Maddison trong thời gian dài. “Siêu cúp châu Âu là trận đấu tuyệt vời và là cách tuyệt vời để bắt đầu mùa giải”, hậu vệ Micky van de Ven của Tottenham tỏ ra lạc quan và không hề e ngại PSG. Van de Ven là người hùng của Tottenham mùa trước, đặc biệt là pha cứu thua ngay trên vạch vôi trong trận chung kết Europa League với MU. Tottenham mang diện mạo mới với Thomas Frank. Ảnh: SpursOfficial Cầu thủ người Hà Lan được chờ đợi chỉ huy hàng thủ Spurs chống lại những Dembele, Doue hay Kvaratskhelia. Hai tân binh Palhinha và Kudus cũng được kỳ vọng. “Chúng tôi hy vọng đây sẽ là một mùa giải tốt đẹp và đặc biệt”, Van de Ven chia sẻ với sự lạc quan về triều đại mới. Không chỉ khát vọng danh hiệu, trận chiến với PSG và bài kiểm tra quan trọng với Thomas Frank, trước khi Spurs bước vào Premier League cuối tuần này. Lực lượng: PSG: Ruben Neves bị treo giò. Tottenham: Maddison chấn thương. Đội hình dự kiến: PSG (4-3-3) Chevalier; Hakimi, Marquinhos, Pacho, Nuno Mendes; Zaire-Emery, Vitinha, Fabian Ruiz; Doue, Dembele, Kvaratskhelia. Tottenham (4-2-3-1): Vicario; Porro, Romero, Van de Ven, Spence; Bentancur, Palhinha; Kudus, Sarr, Odobert; Richarlison. Tỷ lệ trận đấu: PSG chấp 1 1/4 Tỷ lệ bàn thắng: 3 1/4 Dự đoán: PSG thắng 3-1. Tottenham nhận tin 'sét đánh' sau khi chia tay Son Heung-min Son Heung-min vừa ra đi, Tottenham đón ngay tin dữ James Maddison phải phẫu thuật chấn thương đầu gối nghiêm trọng, dự kiến nghỉ cả mùa bóng 2025/26. Son Heung Min rời Tottenham: Cảm ơn một biểu tượng Ngôi sao Son Heung Min xác nhận rời Tottenham vài tháng sau khi anh ẵm danh hiệu Europa League lịch sử và là biểu tượng của CLB. PSG thẳng tay loại Donnarumma, MU và Chelsea sốt sắng Thủ thành Gianluigi Donnarumma chắc chắn sẽ rời Paris Saint-Germain, sau khi bị loại khỏi đội hình tham dự trận Siêu cúp châu Âu gặp Tottenham giữa tuần này. Alexander Isak kiên quyết 'không bao giờ đá cho Newcastle nữa' Alexander Isak khẳng định, sự nghiệp của anh tại Newcastle đã chấm dứt trong bối cảnh Liverpool vẫn đang liên hệ chuyển nhượng tiền đạo người Thụy Điển. Baleba bắn tin vui cho MU, lời đề nghị chuyển nhượng đầu tiên Được Carlos Baleba "bật đèn xanh", lãnh đạo MU đã gửi lời đề nghị ban đầu đến Brighton để thuyết phục đối tác nhượng lại tiền vệ người Cameroon. View the full article

Read the full story on Backfire News Matt Hagan Continues On With Tony Stewart RacingFour-time Funny Car champion Matt Hagan is staying on with his team, Tony Stewart Racing, after signing an extension. That means you can look forward to seeing the racer blast down the track in the Dodge//SRT Hellcat Funny Car during NHRA events for the foreseeable future. Check out a NASCAR team owner’s incredible abandoned car collection. We don’t know specifics of Hagan’s contract extension, only that it’s for multiple years. Even though Tony Stewart Racing has only been around since 2022, the team has picked up 19 wins so far. The fact that Hagan was responsible for 14 of those wins, and bagged a Funny Car championship for the team in 2023, surely gave the man plenty of leverage for negotiations of his contract. “Being able to extend my contract with Tony Stewart Racing is huge,” said Matt Hagan. “It’s one of the best teams to drive for in the NHRA. Tony (Stewart) is a great boss. I think it’s important to find a good group and lock it down and be able to build upon that. “Tony makes sure we have all the parts and pieces to be able to do all we need to. It’s exciting to sign a multi-year contract so we can continue to build on what we have with Dodge. I’ve been with them for close to 20 years and it shows what a great relationship we have with them. “We’ve been able to grow their brand and grow my career. I’m excited and humbled about it and looking forward to seeing what the future brings.” Hagan has been competing in Funny Car since 2008. In his first season, the man only ran in four events, but captured the enviable top spot at US Nationals in Indianapolis. That got him a fulltime seat for 2009, but he didn’t see big success until 2010 when he won the NHRA Spring Nationals in Houston. That was the first of 53 victories and counting in Funny Car. Image via Matt Hagan/Facebook View the full article

If there is an ideal environment for driving a new 1000-horsepower supercar for the first time, this isn't it. My dream scenario would be fast, flowing roads—or a famous racetrack—bathed in glorious sunshine. But Road & Track's initial encounter with a near-production version of the Aston Martin Valhalla actually takes place on the short, bumpy, and highly crash-able Stowe Circuit at Silverstone, a miniature course within the better-known Grand Prix track that the luxury automaker uses for development work. Stowe packs only tight corners and short straights into its diminutive 1.1-mile length. Not optimal for a car designed to deliver massive downforce and high-speed thrills. Also, to add to the Englishness, it is raining heavily when I arrive for my short drive. Aston MartinThe existence of the Aston Martin Valkyrie denies the Valhalla some of the sense of specialness it should carry. The new car's Cosworth-engined predecessor keeps it from claiming to be the first street-legal mid-engined Aston or the fastest around any given racetrack. But the Valkyrie was an outlier, one that wears its Aston Martin identity lightly: an Adrian Newey passion project that was mostly engineered by the legendary designer's then-employer, Red Bull Racing's Advanced Technologies division. The Valkyrie is also much too extreme for regular road use, with a cockpit that fits like a race suit and so much noise and buzz from the car's structural V-12 that it requires occupants to wear noise-canceling headphones to protect their hearing. The Valhalla is very different, Aston's take on a usable supercar. It was originally intended to be another Aston Martin–Red Bull co-production and to use a freshly developed V-6 hybrid powertrain. (You can see the very different first proposal in this corporate video.) But Aston's acquisition of what became its own Formula 1 team led to a divorce with Red Bull, and development of the Valhalla was brought in-house. Back in 2021, the company showed a new concept using an AMG-sourced V-8 and a triple-motor hybrid system. That's the car, in late prototype form, I'm driving here. Aston MartinThe speed of this fast-moving part of the market makes it a little hard to work out just where the Valhalla is going to fit. Simon Newton, Aston's director of vehicle performance, says that the Ferrari SF90 Stradale was a key benchmark rival; but that car is about to be replaced. More obvious current alternatives are the Lamborghini Revuelto and freshly launched Temerario, both of which also use the same powertrain layout of a multi-motor hybrid system with electrically powered front axles. As does, of course, the forthcoming Chevrolet Corvette ZR1X, which promises more power than any of them. Although Aston hasn't confirmed pricing, the Valhalla's circa-$1 million starting point means it will be more expensive than all of those alternatives—nearly five times as much in the case of the Vette. That's a chunky supplement. Alternatively, you can flip the equation and consider the Valhalla against the 1200-hp all-wheel-drive Ferrari F80—the one you need to be on Maranello's list of special customers to buy. Both are limited-run models—799 in the case of the Ferrari, "no more than 999" for the Aston—yet the Valhalla is only around a quarter of the Ferrari's base price. The specs of the near-production Valhalla have changed only slightly over those of the car that was shown in 2021. Power comes from a flat-plane crank version of AMG's 4.0-liter twin-turbo V-8, the same base engine that was used in the 2021 AMG GT Black Series. In the Aston it makes 817 hp in its own right, 97 horses more than the Black Series, with a pair of electric motors on the front axle and another integrated into the gearbox, adding up to another 247 hp between them. That's a total system peak of 1064 hp. The electrical side of the powertrain is supplied with power by a compact 6.0-kWh battery pack that can be recharged from a socket, as well as by the engine, but which Newton confirms will only deliver a minimal EV-only drive range of less than eight miles. The other big change since 2021 is the arrival of a vast rear wing, which can both sit flush to the Valhalla's rear bodywork and rise from it to find and exploit cleaner airflow, the wing element itself moving actively to manage downforce levels. Aston says the car will be able to make in excess of 1320 pounds of downforce from 149 mph to the 217-mph top speed; but on the short, sodden circuit I won't be experiencing much of the hand of God. The lines separating Aston's front-engined models often seem a little blurred, but nobody is ever going to confuse the company's two mid-engined models. The Valkyrie is pretty much all compromise, the tiny passenger cabin and skeletal structure making clear all is secondary to raw speed. The Valhalla is a much more conventional supercar. Okay, so some of the design cues are a little on the nose. None more so than the Valhalla's actual nose, where Aston's trademark radiator grille has been stretched beneath the front bumper. On the prototype I drove the grille bars were finished in a less obvious black, which worked all right, but shinier finishes are also available for buyers who want to celebrate the Aston connection at the cost of giving their cars a fishy grin. The Valhalla's cabin plays on the same familiar-but-different theme. Getting into an Aston Martin through butterfly-hinged doors is definitely a novel experience, as is the commendable lowness of the seating position once on board. But, settled into the driver's seat, there are lots of familiar components from elsewhere in the range. The Valhalla's steering wheel is a flattened squircle rather than truly circular, but the control layout on its spokes is identical to lesser Astons. As is the touchscreen in the center of the dashboard running the company's home-brewed UI system, the stubby gearchange selector, and the rotary drive mode dial. Having experienced a specification session at Aston's Gaydon HQ, I know that the Valhalla can be made more luxurious, even given tweed trim. But the prototype at Silverstone was all business, with naked carbon fiber on almost every surface and uncarpeted floors. In its bare-bones state, it didn't feel like a million-dollar cabin, but even plusher materials aren't going to alter details like the stuck-on-looking digital instrument pack, which sits directly behind the steering wheel without any surrounding fascia. From the prototype's driver's seat, the vibes felt closer to Lotus than Ferrari. Before driving, I rode a few laps shotgun as Newton introduces the car and talks me through its dynamic modes. By hybrid supercar standards, these are relatively simple; Aston hasn't adopted separate programs for chassis and powertrain settings. The Valhalla always starts in Sport mode, where the V-8 starts and stops as required. A full EV mode can also be selected, which limits speed to around 80 mph. I won't be wasting my precious track time using it. Sport Plus and Track modes both keep the engine running full time, with Track keeping the battery level topped up to allow for longer stints on a circuit. Naturally, the modes also tweak settings for myriad adaptive systems—dampers, the torque-biasing rear differential, the front-to-rear power split, and the active aerodynamics. There is also an ESP Off mode, which de-energizes the stability control and switches to a variable traction control system, the intervention threshold managed by turning what was previously the drive mode dial to vary the TC from overprotective to hold my beer. With the system turned right down, Newton deftly demonstrates the ease with which the Valhalla surrenders rear-end grip on the damp surface. Aston MartinMy two stints at Stowe were not enough to attempt a detailed verdict, which will wait until we get the Valhalla to some of the wide, open spaces it was designed for. But the mini-track was sufficient to prove Aston's second supercar is capable of both huge acceleration and impressive stability. The way the Valhalla delivers performance took a little while to get used to. As you would expect given the numbers, it is toweringly fast, with near-instant responses thanks to the ability to add electrical power even as the V-8's turbochargers are spooling up. Aston says the Valhalla doesn't make its 640 lb-ft torque peak until 6700 rpm—the closely related GT Black Series made its maximum at just 2000 rpm—but that number doesn't reflect the way the car feels in terms of mid-range potency. Shifting well short of the redline made little difference to the subjective rate of acceleration, and the car was happy to carry higher gears through the tighter corners. But the Aston lacks the subjective savagery of some high-revving alternatives, most obviously Lambo's screaming, 10,000-rpm-capable Temerario. The Valhalla's V-8 meets its limiter at a very un-supercar-like 7000 rpm. And met it too often at Silverstone, where a lag on the digital instrument display meant the engine would often encounter its spark cut before the red change-up bar at the top of the digital display illuminated. Of course, getting-it-done midrange muscle is arguably an entirely Aston-appropriate trait for the development team to have carried into the new car. Aston MartinBut noise—and the lack of it—was a definite disappointment from my short drive. The prototype spoke with much too soft a voice. Driving with a helmet muffled the sound of the V-8 to the extent it was often barely there, but even lapping more slowly without a lid proved the cabin to be unexpectedly muted. Standing next to the track as somebody drove by revealed that rushing air and tire noise made up a bigger part of the soundtrack as the car approached than the exhaust note did. In a part of the market where buyers want loud, visceral thrills, this will be an issue. But the very nature of a prototype is that it isn't finished, and the development team may be able to find some more aural thunder without sacrificing the Valhalla's ability to pass increasingly stringent drive-by noise regulations—and we also noted the Ferrari F80 to be much quieter than its predecessor. Newton's admission that the prototype's software was "about 85 percent" to final sign-off also means tweaks can still be made. One change he promised is snappier calibration for the eight-speed dual-clutch transmission. Even in not-quite-finished form, the Valhalla's chassis and dynamic systems put together a virtuoso performance. The prototype managed to find traction for a high percentage of the powertrain's fury without drama but also proved it possesses a sense of fun. I started out pretty gently in the slippery conditions, and in many ultra-powerful mid-engined cars I likely wouldn't have got a whole lot faster. Aston MartinBut trust built quickly in the Valhalla. The steering, although low-geared by modern supercar standards, was rich in communication, the electrically driven front axle and active rear differential working invisibly to help the car turn and find grip on the Michelin Pilot Sport S 5 tires (the optional semi-slick Sport Cup 2s would have been much less forgiving in the conditions). Newton says the Valhalla is on track to weigh 3650 pounds without fluids—slightly below the corresponding figure for the Temerario but still a big chunk above the typical weight of a non-hybrid supercar from a few years ago. But even on the tight-fitting track it didn't feel heavy or unwieldy. Stowe didn't have any corners quick enough for the aerodynamics to make a serious contribution, but I could still see the active rear wing switching into its air brake configuration in the rearview mirror at the end of the longer straights. Switching between the different drive modes revealed big differences. The gentlest, Sport, kept the prototype pretty much locked down, allowing only the slightest hint of yaw on the low-grip surface and defaulting to a safe, if unexciting, understeer attitude if pushed in the slower corners. Sport Plus is much more liberal, what Newton refers to as "the fun mode," allowing some power-on sliding while still intervening cleanly before the car got too far out of shape. Race mode is cleaner and more clinical, intended to maximize pace on track rather than encourage showboating. I spent the most time in Sport Plus and also had some fun with the variable traction-control function. Aston MartiinOf course, as always with such systems it is hard to imagine too many owners regularly choosing to drift their million-dollar Valhalla, but the depth of engineering required to make it feel so effortless at the limit is considerable. Pushed to breakaway, it felt more friendly and less snappy than the Vantage I'd been sent out in first to learn the circuit with 400 fewer horsepower. Much impressed about this first taste of the Valhalla, but in other areas I felt underwhelmed. The finished car may end up sounding better, but software tweaks aren't going to significantly alter the layout of the minimalist cabin or raise that lowly redline. Is it special enough to compete in what is already a very well-stocked pond? In terms of dynamics, there's a good chance it will be—especially once we get to experience it at speeds that bring the massive downforce into play. Can it deliver on all those other reasons people buy supercars, beyond the commendable novelty of wearing an Aston badge? The jury is still debating that one. You Might Also Like You Need a Torque Wrench in Your Toolbox Tested: Best Car Interior Cleaners The Man Who Signs Every Car View the full article

Read all about our first drive in the Aston Martin Valhalla prototype here. 2026 Aston Martin Valhalla Prototype Aston Martin2026 Aston Martin Valhalla Prototype Aston Martin2026 Aston Martin Valhalla Prototype Aston Martin2026 Aston Martin Valhalla Prototype Aston Martin2026 Aston Martin Valhalla Prototype Aston Martin2026 Aston Martin Valhalla Prototype Aston Martin2026 Aston Martin Valhalla Prototype Aston Martin2026 Aston Martin Valhalla Prototype Aston Martin2026 Aston Martin Valhalla Prototype Aston Martin2026 Aston Martin Valhalla Prototype Aston Martin2026 Aston Martin Valhalla Prototype Aston Martin2026 Aston Martin Valhalla Prototype Aston Martin2026 Aston Martin Valhalla Prototype Aston Martin2026 Aston Martin Valhalla Prototype Aston Martin2026 Aston Martin Valhalla Prototype Aston Martin2026 Aston Martin Valhalla Prototype Aston Martin2026 Aston Martin Valhalla Prototype Aston Martin2026 Aston Martin Valhalla Prototype Aston Martin2026 Aston Martin Valhalla Prototype Aston Martin2026 Aston Martin Valhalla Prototype Aston Martin2026 Aston Martin Valhalla Prototype Aston Martin2026 Aston Martin Valhalla Prototype Aston Martin2026 Aston Martin Valhalla Prototype Aston Martin2026 Aston Martin Valhalla Prototype Aston Martin2026 Aston Martin Valhalla Prototype Aston Martin2026 Aston Martin Valhalla Prototype Aston Martin2026 Aston Martin Valhalla Prototype Aston Martin2026 Aston Martin Valhalla Prototype Aston Martin2026 Aston Martin Valhalla Prototype Aston Martin2026 Aston Martin Valhalla Prototype Aston Martin2026 Aston Martin Valhalla Prototype Aston Martin2026 Aston Martin Valhalla Prototype Aston Martin2026 Aston Martin Valhalla Prototype Aston Martin2026 Aston Martin Valhalla Prototype Aston Martin2026 Aston Martin Valhalla Prototype Aston Martin2026 Aston Martin Valhalla Prototype Aston Martin2026 Aston Martin Valhalla Prototype Aston Martin2026 Aston Martin Valhalla Prototype Aston Martin2026 Aston Martin Valhalla Prototype Aston Martin2026 Aston Martin Valhalla Prototype Aston MartinYou Might Also Like You Need a Torque Wrench in Your Toolbox Tested: Best Car Interior Cleaners The Man Who Signs Every Car View the full article

Read the full review | See exterior photos The Aston Martin Valhalla is a race car for the road. But its cabin might be even wilder than its on-road performance. The exposed carbon in the Valhalla is more for show than for weight reduction, but it's striking no matter what. Aston MartinThe Valhalla's seats aren't exactly 21-way adjustable. Aston MartinThe Valhalla might be purpose-built for performance, but there's plenty of traditional luxury-marque touches scattered about the cabin. Aston MartinThis is a cupholder, we're pretty sure. But it might also engage the ejector seat. Aston MartinThe steering wheel is pretty standard, though it is a squircle. Aston MartinKeep going to check out even more pictures of the Aston Martin Valhalla. Aston MartinAston MartinAston MartinAston MartinAston MartinAston MartinAston MartinAston MartinAston MartinYou Might Also Like Car and Driver’s 10 Best Cars through the Decades How to Buy or Lease a New Car Lightning Lap Legends: Chevrolet Camaro vs. Ford Mustang! View the full article

Aston Martin needs a win. No, not the Formula 1 team, though we're sure they would love to stand on the top step of a podium. The car company, rather, needs a sales win. Aston recently sold its 4.6 percent interest in its namesake F1 team for $146 million, a move that has all the signs of one intended to keep the lights on. Thankfully, its next car is an all-but-guaranteed billion-dollar win. With Ferrari, McLaren, numerous EV makers, and even Chevrolet selling 1000-hp cars, what makes the 1064-hp Valhalla stand out? For one thing, style. Despite its concealing teal-and-black camouflage, the prototype Valhalla we're driving on Aston's own Stowe Circuit (the 1.1-mile mini-track within Silverstone), the car looks good. There's a wing at the back perched atop hydraulic pylons. Most of the body is curved, sculpted, and flowing. There's no rear window—but who needs it when you can accelerate to 60 mph in two seconds and change? The aesthetics may have come from left field, but underneath the body, a somewhat common formula reveals itself: an all-wheel-drive, mid-engine, plug-in-hybrid sports car with dihedral doors. Common in the world of supercars, at least. Aston MartinUntil now, nearly all Astons coming out of Gaydon were constructed predominantly of metal, with the exception of the ultra-limited Valkyrie. The Valhalla's carbon-fiber central tub and body come from Aston Martin Performance Technologies. Aluminum subframes carry control-arm front and multilink rear suspensions. Adaptive Bilstein dampers tamp coil springs at all four corners, but the front coil-overs have pushrod actuation. Carbon-ceramic brakes reside at all four corners. Traditional anti-roll bars squelch lean, and rubber bushings maintain some compliance for this road-focused car. The move to make the front suspension inboard solves a big packaging problem; Aston wanted a low dash for the best possible visibility, and as such, arranging the dampers and springs horizontally keeps the upright area near the wheel svelte. A large wraparound windshield makes the most of this application. Aston MartinBehind the cockpit lies a monster, Mercedes-AMG's flat-plane-crank 4.0-liter V-8. Aston engineers got to tune it how they wanted and selected all the individual parts. The massive turbochargers are larger than those in the AMG GT Black Series. While it only revs to 7000 rpm—it's undersquare—it makes 817 horsepower on its own. And unlike many Mercedes applications, where the torque curve peaks around 2000 rpm, this Aston-tuned V-8 has torque and power peaks aligning at 6700 revs, just 300 below the redline. The big turbines don't feel laggy thanks to three electric motors that contribute up to 248 horsepower. Two of those motors are on the front axle, each driving one wheel for independent torque vectoring. The third motor integrates with the eight-speed dual-clutch transaxle and feeds torque to the even-gear countershaft all the time, no matter if the engine is driving an odd or even gear. Reverse is electric only. The prototype Valhalla we're here to drive is, parts-wise, largely representative of a production car. Engineers are just finishing up the ones and zeros on the various modes and control schemes, of which there are many. Front and rear active aerodynamics produce a peak downforce of 1323 pounds at 149 mph. That figure remains more or less constant all the way to its claimed 217-mph top speed, as the wing at the rear adjusts its angle of attack. Stand on the brakes, and the wing snaps upright to aid braking, like someone stepped on a rake. Aston MartinBut the Stowe Circuit is nowhere near large enough to explore that kind of downforce-generating speed. The track is small, flowing, and like the nearby countryside, dead flat. The Valhalla feels quick and not blindingly fast, but we're seeing flashes of speeds not normally seen on tracks this small. Credit the visibility; the next corner is always in the windshield and never hidden by the A-pillars. You sit low and raked, but not unnaturally so. The whole package might seem daunting, but by golly, we're getting far too comfortable, far too quickly, despite wielding 1000-plus horsepower on a damp track we don't know. While this is a good thing for the car, it's probably good that we're getting waved into the pits before overconfidence steps in. Aston MartinLet's learn some more. The airbrake and other active aero functions only apply in Race mode, where you also get access to a multi-stage traction control should you deactivate stability control. At startup, the car defaults to Sport mode with a tucked wing. This is the mode in which most sane people would drive. The dampers are as relaxed as they get, and the exhaust is at its quietest. Only in Race mode does the rear wing extend the full 10.0 inches. We didn't get a chance to experience the Valhalla's EV setting, but while in this mode, the car offers about nine miles of range when the 6-kWh battery is fully charged. A token feature, largely. A keen eye will notice an odd exhaust layout. There are two pairs of pipes, one out the back and one out the top, like a Porsche 918. While the top pipes are the likeliest candidates to be the loud ones, we were surprised to learn that the upper portion is the primary, quieter exit. Only when activated do the lower pipes open up. When traveling at normal speeds, using the top pipes aids cooling, as that helps extract more hot air from the engine bay. Even so, the car isn't very loud, thanks to strict European regulations. While Aston wouldn't confirm it, we wouldn't be surprised if U.S. models get a louder exhaust when the Valhalla goes on sale by the end of the year. Those interested in saving weight can spec a titanium muffler. Full of fluids, the car weighs about 3900 pounds. The Valhalla is full of neat details. While the interior's forged carbon fiber is largely cosmetic, prospective owners will take pride in knowing almost nothing is shared with anything else in the Aston lineup, only some switchgear and knobs. Flaps on either side of the engine snorkel open to reveal charging (left side) and fueling (right side) ports. Getting back in the Valhalla for a second track session confirms what we were feeling on the first go. The steering is light and largely feedback-free (285-width front tires will do that), but it's micrometer-precise. The brake pedal, despite its by-wire construction, feels natural. With the front axle's e-motors there to bail you out, the confidence to drift out of a corner builds lap after lap. This Aston Martin has all the makings of a great street car. It's forgiving. Friendly. Approachable, even. Aston MartinAston Martin says it will build 999 examples of the $1-million-ish Valhalla. With options (some of which include pricey exposed carbon-fiber body panels), the unit run of these cars should clear a billion dollars for Gaydon's coffers. If you're the 1000th prospective buyer, don't fret; we imagine Aston will eventually produce a topless version too. While $1 billion is nice, $2 billion should keep things going a bit longer. You Might Also Like Car and Driver’s 10 Best Cars through the Decades How to Buy or Lease a New Car Lightning Lap Legends: Chevrolet Camaro vs. Ford Mustang! View the full article

WASHINGTON (AP) — México ha expulsado a 26 miembros de alto rango de cárteles de droga a Estados Unidos en el acuerdo importante más reciente con el gobierno del presidente Donald Trump, mientras las autoridades estadounidenses aumentan la presión sobre las redes criminales que envían drogas a través de la frontera, dijo el martes una persona familiarizada con el asunto a The Associated Press. Los líderes de los cárteles y otras figuras prominentes estaban siendo trasladados en avión de México a Estados Unidos el martes, según la persona, quien habló bajo condición de anonimato porque no estaba autorizada a discutir la operación que estaba en curso. Entre los entregados a la custodia de Estados Unidos se encuentra Abigael González Valencia, un líder de "Los Cuinis", un grupo estrechamente alineado con el notorio Cártel Jalisco Nueva Generación (CJNG). Otra persona, Roberto Salazar, está acusada de participar en el asesinato en 2008 de un policía del condado de Los Ángeles, dijo la persona. La Fiscalía General de la República y la Secretaría de Seguridad y Protección Ciudadana de México confirmaron las transferencias, que se llevaron a cabo tras una promesa del Departamento de Justicia de Estados Unidos de que los funcionarios estadounidenses no buscarían la pena de muerte en ninguno de los casos. PUBLICIDADEs la segunda vez en los últimos meses que México expulsa a miembros de cárteles acusados de tráfico de drogas, asesinato y otros delitos en medio de la creciente presión del gobierno de Trump para frenar el flujo de drogas a través de la frontera. En febrero, México entregó a las autoridades estadounidenses a 29 miembros de cárteles, incluido el narcotraficante Rafael Caro Quintero, quien estuvo detrás del asesinato de un agente de la Administración de Control de Drogas de Estados Unidos (DEA, por sus siglas en inglés) en 1985. Estas transferencias se realizaron días antes de que entraran en vigor aranceles del 25% sobre las importaciones mexicanas. A finales del mes pasado, el presidente Trump habló con su homóloga mexicana, Claudia Sheinbaum, y acordaron posponer los aranceles amenazados del 30% por otros 90 días para permitir que se entablen negociaciones. Sheinbaum ha mostrado una mayor disposición a cooperar en materia de seguridad que su predecesor, siendo específicamente más agresiva en la persecución de los cárteles de México. Pero ha trazado una línea clara en cuanto a la soberanía de México, rechazando sugerencias de Trump y otros sobre la intervención del ejército estadounidense. El gobierno de Trump hizo que el desmantelamiento de los cárteles de droga fuera una de las prioridades claves de su gobierno, y designó al CJNG y a otros siete grupos de crimen organizado latinoamericanos como organizaciones terroristas extranjeras. Abigael González Valencia es cuñado del líder del CJNG, Nemesio Rubén “El Mencho” Oseguera Cervantes, quien es un objetivo principal del gobierno estadounidense. Fue arrestado en febrero de 2015 en Puerto Vallarta, Jalisco, y había estado luchando contra la extradición a Estados Unidos desde entonces. PUBLICIDADJunto a sus dos hermanos, González Valencia lideró "Los Cuinis", que financiaron la fundación y el crecimiento del CJNG, uno de los cárteles más poderosos y peligrosos de México. El CJNG trafica cientos de toneladas de cocaína, metanfetamina y fentanilo a Estados Unidos y otros países, y es conocido por su extrema violencia, asesinatos, torturas y corrupción. En junio, uno de sus hermanos, José González Valencia, fue sentenciado en un tribunal federal de Washington a 30 años en una prisión estadounidense tras declararse culpable de tráfico internacional de cocaína. José González Valencia fue arrestado en 2017 bajo el primer gobierno de Trump en un hotel de playa en Brasil mientras estaba de vacaciones con su familia utilizando un nombre falso. ___ Verza informó desde la Ciudad de México. ___ PUBLICIDADEsta historia fue traducida del inglés por un editor de AP con la ayuda de una herramienta de inteligencia artificial generativa. + Síguenos en WhatsAppTAMBIÉN TE PUEDE INTERESAR | EN VIDEO Trump ordena al ejército combatir los cárteles latinoamericanos View the full article

Trong thông báo mới đây, Ngân hàng TMCP Nam Á (Nam A Bank) cho biết đang tìm đối tác tổ chức bán đấu giá tài sản gồm toàn bộ các quyền và lợi ích được hưởng (quyền sử dụng đất, quyền phát triển, khai thác dự án và các quyền khác) phát sinh từ Dự án Khu du lịch sinh thái Cồn Bắp (tên thương mại: Hoian d'Or), thuộc sở hữu của Công ty TNHH Du lịch sinh thái Cồn Bắp. Dự án tọa lạc tại phường Hội An Tây, TP Đà Nẵng (trước đây là phường Cẩm An, TP Hội An, tỉnh Quảng Nam). Giá khởi điểm của tài sản Nam A Bank muốn thu về là 3.979 tỷ đồng. Công ty TNHH Du lịch sinh thái Cồn Bắp là thành viên thuộc BCG Land (mã chứng khoán: BCR), doanh nghiệp thuộc hệ sinh thái Bamboo Capital (mã chứng khoán: BCG). Công ty có vốn điều lệ 398 tỷ đồng, trong đó BCG Land là công ty mẹ nắm 50,1% cổ phần tại thời điểm 31/12/2024. Doanh nghiệp này đang thế chấp cổ phần sở hữu tại Công ty TNHH Du lịch Sinh thái Cồn Bắp Hội An cho lô trái phiếu 2.500 tỷ đồng. Cuối tháng 2/2025, Sở Giao dịch Chứng khoán Hà Nội (HNX) đã phát thông báo tạm ngừng giao dịch đối với lô trái phiếu 2.500 tỷ đồng này của BCG Land. Về dự án khu du lịch sinh thái Cồn Bắp, năm 2010, UBND tỉnh Quảng Nam đã cho Công ty TNHH Du lịch sinh thái Cồn Bắp Hội An thuê đất để xây dựng dự án. Theo quy hoạch được phê duyệt, dự án Cồn Bắp có tổng diện tích khoảng 27,5ha; trong đó, đất xây dựng dự án khoảng 24,5ha, đất hành lang bảo vệ đường sông khoảng 3ha. Tháng 4/2021, dự án được khởi công xây dựng, lấy tên thương mại là Hoian d'Or, với tổng mức đầu tư 3.959 tỷ đồng. Dự án bao gồm 52 căn biệt thự, 300 condotel, 202 căn shophouse, khách sạn 5 sao 272 phòng, khách sạn boutique 193 phòng... Giai đoạn 1 của dự án gồm 202 căn shophouse đã được hoàn thiện và dần bàn giao cho khách hàng từ tháng 9/2022. Tuy nhiên, giai đoạn 2 của dự án đang bị đình trệ. Ngoài khoản nợ trên, Nam A Bank còn đang phải xử lý những khoản nợ nghìn tỷ của BCG và các doanh nghiệp thuộc hệ sinh thái. Ngân hàng thu giữ loạt tài sản thế chấp thuộc hệ sinh thái Bamboo Capital Bamboo Capital và loạt công ty liên quan vừa bị ngân hàng thông báo thu giữ tài sản đảm bảo là cổ phần, biệt thự nghỉ dưỡng và tìm đơn vị bán đấu giá khu đất vàng trị giá 4.500 tỷ đồng. Ngân hàng muốn bán đấu giá trăm nghìn m2 đất để thu hồi nợ xấu Nam A Bank muốn bán đấu giá 56 quyền sử dụng đất tại TPHCM, với tổng diện tích lên đến hơn 109.000m2, để thu hồi nợ xấu của Công ty Estella. Ngân hàng cùng lúc rao bán 28 nhà đất phố cổ Hội An Một loạt ngôi nhà tại phố cổ Hội An được ngân hàng rao bán để thu hồi nợ xấu của các doanh nghiệp có liên quan với nhau. View the full article

Ciudad de México, 12 ago (EFE).- El secretario de Economía de México, Marcelo Ebrard, anunció este martes un decreto presidencial que prohíbe la importación de calzado terminado bajo el formato temporal, con el objetivo de frenar la competencia desleal y fortalecer a la industria nacional. Así lo anunció en una gira que encabezó en Celaya, en el central estado de Guanajuato, durante la presentación del Polo de Desarrollo Puerta del Bajío, el cual se plantea como un centro logístico estratégico para el país. “Me ha pedido la presidenta de la República, la doctora Claudia Sheinbaum, que les comparta a ustedes una resolución, una decisión que ha tomado y que va a entrar en vigor en los próximos días”, dijo Ebrard en un acto con industriales del sector en León. Explicó que entre 2019 y 2024 ha caído la actividad de la industria 12,8 % y aseguró que “la razón principal es la importación temporal de producto terminado, es decir que no paga el IVA (impuesto al valor agregado), que no se exporta y que está en las tiendas”. PUBLICIDADCon el decreto, enfatizó: “Ya no se va a permitir la importación de productos de calzado en el formato temporal a nuestro país. Ya basta y se acabó. Significa que no podrá ser ya importado a México calzado terminado que no pague impuestos”. “¿Quieres importar? Paga los impuestos. El arancel 25 %, cuando menos”, abundó. El funcionario advirtió que el siguiente objetivo será combatir el contrabando técnico, que describió como la subvaluación de los productos, evadir autoridades y vender este tipo de calzado. “Sobre advertencia no hay engaño. Tenemos que hacerlo, porque si no, pues nos están dando la vuelta”, advirtió Ebrard. Asimismo, el funcionario encabezó la presentación del Polo de Desarrollo Puerta del Bajío, al que describió como: “El único Polo de Desarrollo, de los 15 que tenemos, que tiene como objetivo potenciar una ubicación única desde el punto de vista logístico”. PUBLICIDAD“Es el centro logístico más relevante hoy por hoy de todos los polos de desarrollo”, admitió. Destacó que el Gobierno Federal otorgará el más alto grado de incentivo fiscal a las empresas que se instalen en este complejo respecto a cualquier competidor, incluso en el exterior. Por su parte, el subsecretario de Economía, Vidal Llerenas, recordó que los Polos de Desarrollo forman parte de una política industrial que busca proteger industrias tradicionales que se deben conservar, como es el caso de la industria del calzado. Y afirmó: “Tenemos que protegerla ante el comercio que no es leal de naciones, con las que no tenemos tratado comercial”. (c) Agencia EFE View the full article

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Thời gian qua, Eze được đồn đón sẽ gia nhập Pháo thủ, trong bối cảnh HLV Mikel Arteta muốn tăng cường thêm một tiền đạo cánh trái chất lượng. Nhưng cho đến nay, Arsenal vẫn chưa đồng ý trả khoản tiền giải phóng hợp đồng trị giá 68 triệu bảng Anh giữa Eze và Crystal Palace. Tottenham muốn chiêu mộ Eze - Ảnh: SunSport Điều đó tạo cơ hội cho Tottenham tiến vào cuộc đàm phán với cá nhân Eze cũng như đội chủ sân Selhurst Park. HLV Thomas Frank muốn bổ sung nhân sự cho hàng công Spurs, bởi ông vừa mất James Maddison cả mùa do bị đứt dây chằng chéo trước. Ngoài việc tiếp cận Eze, Tottenham cũng đàm phán ký hợp đồng với Savinho từ Man City. Lợi thế của Spurs là hầu bao rủng rỉnh hơn Arsenal - đội đang cần bán bớt người để cân bằng ngân sách, sau khi rước về Viktor Gyokeres, Martin Zubimendi, Noni Madueke, Norgaard, Kepa và Mosquera. Tottenham có thể đáp ứng yêu cầu về mức phí như trong điều khoản giải phóng hợp đồng. Điều quan trọng giờ họ cần thuyết phục Eze tin vào dự án mà CLB đang theo đuổi. Baleba bắn tin vui cho MU, lời đề nghị chuyển nhượng đầu tiên Được Carlos Baleba "bật đèn xanh", lãnh đạo MU đã gửi lời đề nghị ban đầu đến Brighton để thuyết phục đối tác nhượng lại tiền vệ người Cameroon. Nhận định bóng đá Fenerbahce vs Feyenoord: Giải cứu Mourinho Nhận định bóng đá Fenerbahce vs Feyenoord: Jose Mourinho truyền lửa để Fenerbahce lên tinh thần đối đầu Feyenoord ở Cúp C1. Premier League 2025/26: Chelsea thách thức tất cả Cuộc lột xác với Enzo Maresca giúp Chelsea tự tin, cùng đội hình có chiều sâu để thách thức mọi đối thủ Premier League 2025/26. Ronaldo tặng nhẫn kim cương cầu hôn bạn gái Sau 9 năm yêu nhau, cuối cùng Cristiano Ronaldo đã đính hôn với người bạn đời lâu năm Georgina Rodriguez. Man City vung 100 triệu euro ký Rodrygo Sau khi đẩy Jack Grealish sang Everton, Man City có thể vung tiền đưa về chân chạy cánh chất lượng Rodrygo từ Real Madrid. View the full article

Autoblog aims to feature only the best products and services. If you buy something via one of our links, we may earn a commission. Amazon’s Gasoline Transfer Hose Is on Sale for $7, and It’s the ‘Perfect Tool’ originally appeared on Autoblog. Whether you are topping off a vehicle, moving fuel between containers, or prepping seasonal equipment for storage, a good siphon hose can make the process safer and faster. Manual fuel transfer pumps are a handy addition to any garage or workshop, allowing you to move liquids without spills or the hassle of lifting heavy containers. The BestCosy Gasoline Transfer Hose is on sale at Amazon for just $7 right now, and it offers a simple yet efficient way to move gasoline, diesel, oil, or water. Its lightweight design makes it easy to carry at just 10 ounces, and setup is quick for on-the-spot transfers. Whether for emergencies or routine maintenance, it’s a cost-effective tool you’re bound to use even more than you think. BestCosy Gasoline Transfer Hose, $7 (was $13) at AmazonGet it!This siphon hose features a 15-millimeter diameter for faster flow and a built-in one-way valve to prevent backflow. Two sturdy PVC hoses connect securely to the hand pump to avoid leaks, while the arrow-marked bulb clearly indicates the flow direction. It is suitable for everything from refueling lawn equipment to transferring liquids in a workshop, and the included hose clip helps keep everything in place for mess-free operation. Related: Walmart Has a 'Sturdy and Stable' Plastic Shelving Unit on Sale for Just $29 One happy buyer kept their review pretty simple, saying that it’s “lightweight and does exactly as advertised.” Another noted the convenience it offers when it comes to getting gas out of their truck for other uses, writing, “No more driving to the stations just to buy a little gallon of gas to use my small power tools.” A third shopper praised it as “a perfect tool for emptying the gas tanks of seasonal equipment such as lawn mowers and snow blowers.” A final customer highlighted its quality and practicality, saying, “It’s easy to clean, easy to use, and the hoses are long enough for all the projects I need. I’ll be buying this one for any other siphons I may need in the future.” This is a limited-time deal at Amazon, so head over there today and pick up the BestCosy Gasoline Transfer Hose for just $7 while it’s still on sale for 45% off. Amazon’s Gasoline Transfer Hose Is on Sale for $7, and It’s the ‘Perfect Tool’ first appeared on Autoblog on Aug 12, 2025 This story was originally reported by Autoblog on Aug 12, 2025, where it first appeared. View the full article

Going Just 1 MPH Under Speed Limit Could Land You in Jail in Louisiana originally appeared on Autoblog. Louisiana drivers lingering in the left lane now have even less margin for error. A new law that took effect August 1 allows police to ticket anyone driving just 1 mph under the speed limit in the passing lane without a valid reason. First-time offenders face a $150 fine, a second offense within 12 months rises to $250, and a third can bring $350 or up to 30 days in jail. Lawmakers say the aim is to keep traffic flowing and reduce dangerous slowdowns, but critics argue it’s an overreach that could criminalize cautious driving. From Ten Miles Under to Just OneThe previous rule only targeted drivers going at least 10 mph under the limit in the left lane. The revised statute tightens that to a single mile per hour, with exceptions for overtaking or turning left. Senator Jay Luneau, who introduced the bill, said the idea came from frustration during his commute between Baton Rouge and Alexandria. The stricter approach mirrors other recent driving crackdowns nationwide, such as one state’s controversial new speeding law that threatens offenders with jail time. A National Patchwork of Speed PolicyLouisiana’s change comes amid a broader debate on how states should set and enforce speed laws. While some are clamping down on both fast and slow drivers, others are going the opposite direction. Earlier this year, one state raised its speed limits on certain highways — but paired the move with strict penalties for reckless behavior. These contrasting approaches show the lack of a uniform national standard, leaving drivers to navigate a patchwork of rules as they cross state lines. No One’s Above the LawEnforcement isn’t limited to everyday motorists. In July, Harry Potter star Emma Watson lost her license after accumulating 12 penalty points for speeding in the U.K., highlighting that stricter driving laws — on either side of the Atlantic — can catch even high-profile drivers. Supporters of Louisiana’s law argue that by making left-lane discipline a serious matter, they can reduce road rage, prevent accidents, and make highways safer for everyone. Will It Change Driving Behavior?The law’s supporters believe it will unclog traffic and reduce collisions caused by sudden lane changes or tailgating. Critics warn that it could be used to justify unnecessary stops or escalate minor infractions into costly — even criminal — consequences. Whether it proves effective or becomes another flashpoint in the driver–police relationship remains to be seen. For now, the message from Baton Rouge is clear: the left lane is for passing, not for pacing the limit. Going Just 1 MPH Under Speed Limit Could Land You in Jail in Louisiana first appeared on Autoblog on Aug 12, 2025 This story was originally reported by Autoblog on Aug 12, 2025, where it first appeared. View the full article

Công ty TNHH MTV BOT tỉnh Ninh Thuận (BOT Ninh Thuận) vừa công bố thông tin định kỳ về tình hình tài chính bán niên 2025 gửi Sở Giao dịch Chứng khoán Hà Nội (HNX) và người sở hữu trái phiếu. Theo đó, BOT Ninh Thuận ghi nhận lãi sau thuế trong 6 tháng đầu năm 2025 đạt gần 173 tỷ đồng, thấp hơn mức gần 208 tỷ đồng cùng kỳ năm ngoái nhưng vẫn tăng hơn 35 lần so với cùng kỳ năm 2023. Tỷ suất lợi nhuận/vốn chủ sở hữu đạt 18,9%, thấp hơn mức gần 27% trong 6 tháng đầu năm trước nhưng là mức cao hơn hẳn so với doanh nghiệp trong nhiều ngành khác, đặc biệt là các doanh nghiệp trong lĩnh vực BOT giao thông, vốn gặp rất nhiều khó khăn trong vài năm qua khi doanh thu không đạt như kỳ vọng. Tỷ suất lợi nhuận/vốn chủ sở hữu của BOT Ninh Thuận là rất cao, hơn nhiều doanh nghiệp niêm yết lớn trên thị trường chứng khoán Việt Nam và cao hơn so với các doanh nghiệp BOT trên TTCK khác như HHV, HUT. Nhiều doanh nghiệp BOT giao thông thua lỗ thời gian gần đây. BOT Ninh Thuận lãi lớn trong năm 2024 và hai quý đầu năm 2025. Nguồn: HNX Tỷ suất lợi nhuận sau thuế/vốn chủ sở hữu (ROE) trong 6 tháng đầu năm 2023 của BOT Ninh Thuận chỉ đạt gần 0,8%. Trong năm 2024, BOT Ninh Thuận báo lợi nhuận sau thuế đạt gần 400 tỷ đồng, gấp 7,5 lần so với kết quả đạt được trong năm 2023. Như vậy, BOT Ninh Thuận đã có kết quả kinh doanh ấn tượng trong nửa đầu năm 2024 và nửa đầu năm 2025. Lợi nhuận của BOT Ninh Thuận tăng mạnh trong bối cảnh từ cuối năm 2023, Trạm thu phí Cà Ná (Km 1584+100, Quốc lộ 1, tỉnh Ninh Thuận thuộc Dự án đầu tư xây dựng công trình mở rộng Quốc lộ 1) được điều chỉnh giá vé tăng 18%. Vào cuối năm 2023, Bộ Giao thông Vận tải (cũ) có văn bản chấp thuận điều chỉnh giá vé của 44 dự án BOT/48 trạm thu phí, qua đó giúp nhiều doanh nghiệp hạ tầng niêm yết như CII, Cienco 4, Đèo Cả, Tasco... hưởng lợi. Công ty mẹ CII bùng nổ Về sức khỏe tài chính, tính tới cuối tháng 6/2025, BOT Ninh Thuận ghi nhận vốn chủ sở hữu tăng hơn 18% lên gần 915 tỷ đồng, chủ yếu nhờ lợi nhuận sau thuế chưa phân phối tăng lên. Tuy nhiên, tổng nợ phải trả cũng tăng từ mức gần 1.950 tỷ đồng hồi đầu năm lên hơn 2.222 tỷ đồng. Trong đó, nợ trái phiếu không đổi ở mức 1.185 tỷ đồng. Hệ số nợ phải trả/tài sản khá cao, vẫn trên mức 70%. Trong khi số nợ phải trả/vốn chủ sở hữu là 2,43 lần. Trước đó, vào ngày 29/1/2024, BOT Ninh Thuận đã phát hành thành công lô trái phiếu BNTCH2433001, giá trị 1.200 tỷ đồng, kỳ hạn 117 tháng (gần 10 năm). Ngày đáo hạn là ngày 29/10/2033. Đây là lô trái phiếu “ba không”: Không chuyển đổi, không kèm chứng quyền và không có tài sản đảm bảo, lãi suất 10,5%/năm... Nhà đầu tư mua là CII, công ty mẹ của BOT Ninh Thuận. Riêng trong 6 tháng đầu năm 2025, BOT Ninh Thuận đã chi gần 62 tỷ đồng để trả lãi cho lô trái phiếu này. Tình hình trả lãi trái phiếu của BOT Ninh Thuận. BOT Ninh Thuận là doanh nghiệp dự án, hoạt động chính là đầu tư xây dựng và vận hành dự án BOT mở rộng Quốc lộ 1 đoạn qua tỉnh Ninh Thuận. Về cơ cấu sở hữu, CII đang nắm gián tiếp 54,84% vốn tại công ty này thông qua một đơn vị thành viên khác là CTCP Đầu tư Cầu đường CII (LGC), tuy nhiên tỷ lệ biểu quyết của CII tại BOT Ninh Thuận là 100%. Tổng mức đầu tư theo dự toán 2.111 tỷ đồng. Dự án đang hoạt động thu phí hoàn vốn theo lộ trình ước tính từ 2017-2034. BOT Ninh Thuận được thành lập năm 2014, hoạt động trong lĩnh vực xây dựng, trụ sở chính đặt tại TPHCM. Người đại diện pháp luật của doanh nghiệp là Giám đốc Huỳnh Thái Hoàng. Hoạt động của BOT Ninh Thuận là một phần quan trọng đóng góp vào kết quả kinh doanh chung của hệ sinh thái CII. Đại gia nhà đất kín tiếng ở TPHCM lỗ hơn 600 tỷ, còn nợ 1.470 tỷ đồng trái phiếuDoanh nghiệp địa ốc kín tiếng, có mối liên hệ với một số đại gia bất động sản đang ở trong tình hình tài chính khá yếu và thua lỗ kéo dài. View the full article

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