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In conclusion, the 2-1 defeat suffered by Wolverhampton Wanderers has sent shockwaves through the Premier League, highlighting the challenges they face in their battle against relegation. With only 9 points from 15 rounds and three consecutive defeats, the road ahead is tough for the Wolves, but with determination and perseverance, they can still turn their season around and secure their Premier League status. The fight for survival is on, and the wolves must rise to the challenge.The upcoming adjustment in interest rates is set to impact new housing loans, with the rate poised to reach 3.1%. This represents a notable increase from the rates previously offered to borrowers in Qingdao. The move is attributed to a variety of factors, including changes in the overall economic landscape, market conditions, and the policies of financial institutions.
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Garrett Marchbanks’ 2024 season was a disjointed affair that featured a change in class and, ultimately, a change of teams, but when the dust settled, he nearly cracked the top 10 in SuperMotocross World Championship points. Marchbanks began the season strong. Racing for ClubMX in the 250 West division, he flirted with the top five in the season opener at Angel Stadium in Anaheim, California, before finishing seventh. While others struggled in Round 2 in San Francisco, Marchbanks earned his first podium in two years, having hit that mark most recently in the second race of the Orlando residency during the COVID-19-impacted season of 2021. Dan Beaver , Dan Beaver , Marchbanks is one of the larger racers in the 250 division, standing 6', 2" tall and weighing in at a little under 190 pounds, and that contributed to his control in the muddy conditions that marked the early rounds of the Monster Energy Supercross seasons. One week after finishing third in San Francisco, he took the lead of the San Diego feature from RJ Hampshire on a heavy track on Lap 8 and held it for four laps. A small mistake in traffic when he got stalled behind Robbie Wageman as he attempted to lap him allowed Nate Thrasher, another solidly built dirt bike rider, to close the distance and steal the victory. Undeterred, Marchbanks rinsed the mud off his bike and swept the top 10 in seven rounds. He rode well until injury kept him from making the final three races of the stadium season. Missing those rounds denied him the opportunity to finish in the top five in points 250 West, but his average finish of 5.14 marked him as one of the top performers. Dan Beaver , Dan Beaver , One season earlier, when it appeared he would have a difficult time qualifying for the 250 SuperMotocross playoffs, Marchbanks and ClubMX team manager Mike Bonacci decided to pivot and score Pro Motocross points on a 450 . The gamble paid off; Marchbanks qualified for the playoffs on the big bike and finished seventh in the standings. Since it worked once, Marchbanks and ClubMX were prepared to replicate the performance. Fate had different plans, and a hard crash on Press Day for the season opener at Fox Raceway in Pala, California, kept Marchbanks off the circuit for the first four rounds in the 4540 division. Marchbanks returned to action at Southwick, but he was unable to replicate his success from a year early and scored only one top-10 in three rounds. It was time to pivot again, but this time, Marchbanks had a bigger change in mind. Dan Beaver , Dan Beaver , Marchbanks renewed his contract with ClubMX at the start of the end of the 2023 season and was in the middle of a two-year extension . But dirt bike racing is a fraternity and ClubMX was not going to stand in the way of Marchbanks’ success. Pro Circuit Kawasaki was dealing with a rash of injuries and had an open seat in the 250 division — one that Marchbanks was more than happy to fill . He joined them for the Unadilla Nationals and added to his Supercross points. Marchbanks ended the Supercross season 11th in the combined 250 West and East standings, but after missing so many races in Motocross, he was not guaranteed to finish in the top 20 and get an automatic invitation to the features. A pair of fifth-place finishes in Unadilla’s motos helped, and he ended the season 19th in the 250 SuperMotocross standings once Supercross and Motocross were added together. Finishing 10th at zMax Dragway in Concord, North Carolina, 12th at Texas Motor Speedway, and 10th in the season finale at The Strip at Las Vegas Motor Speedway allowed Marchbanks to move up seven spots and finish 12th in the standings. The 2025 season promises much more. He will return to action with Pro Circuit and spend the entire SuperMotocross season on a 250. That organization has a history of excellence, and Marchbanks should easily contend for a top-10 points finish this year. 2024 Statistics Feature starts: 13 Average feature finish: 9.54 Podiums: 2 Top-fives: 5 Top-10s: 10 Best finish: Second (San Diego SX) SMX Standings/payout: 12th/$13,000 2024 News Garrett Marchbanks joins Pro Circuit beginning at Unadilla Marchbanks, ClubMX part ways Marchbanks crashes on Press Day at Fox Raceway Marchbanks sizzles in the mud, starts 2024 with two podiums 450 Countdown 11. Malcolm Stewart 12. Dylan Ferrandis 13. Christian Craig 14. Shane McElrath 15. Dean Wilson 250 Countdown 12. Max Anstie 13. Julien Beaumer 14. Coty Schock 15. Ryder DiFrancesco More SuperMotocross News 2025 SX schedule | MX schedule | MXGP Schedule 2025 Supercross tickets on sale | Pro Motocross tickets 2025 TV Schedule | Track Maps Jorge Prado confirmed for Monster Energy Kawasaki Ken Roczen renews with H.E.P. Suzuki Malcolm Stewart was strong in the middle of the season Cooper Webb crowned King of Paris | Wins Paris Supercross Night 1 Max Vohland opens up about injury, potential for addiction Max Anstie is a big fish in a small pond Dylan Ferrandis and unanswered questions Dylan Walsh, Max Sanford return to Host Grindstone WSX announces wild card entrants for Australian GP Julien Beaumer ended 2025 season with SMX top-10 sweep
or signup to continue reading You could keep things simple with the new , or you could satisfy your enthusiast desires instead. BMW's fourth-generation 1 Series hatchback brings a lot to like: two variants with two different engines, both of which are well-geared for their intended purposes, loaded with advanced interior tech, and brimming with the kind of design and build quality expected of vehicles from such a well-established European brand. So the only question appears to be which of the two cars in the range your should choose. Well, they're actually quite different, and they have a huge $26,000 pricing gulf between them, so it's rather easy to set them apart. If you want an affordable German hatch to run around in, albeit one that offers decent performance, crisp handling and can accommodate a surprising amount of people and cargo, the logical choice is the front-wheel drive 118 three-cylinder – which we've published a separate review of. But if you want something a little extra that delivers hot-hatch performance in the same 1 Series body, you'd go for this – the new . It has the same high-quality cabin technologies, materials and fit and finish as the 118, but adds a four-cylinder engine and all-wheel drive, so the difference is it's properly fast. And there's a comprehensive range of optional gear available to make it more like a full-fat 1 Series M model. Naturally, like the 118, the higher-performance M135 has a few competitors that also hail from Germany, including equivalent versions of the and – the A35 AMG and the S3 respectively. There's not a lot to separate them on paper, and their prices are equally competitive. We published our first review of the new 1 Series from the international launch a few months ago, and now we've had our first drive of the new 1er at BMW Australia's local launch, where were able to sample both variants on roads in and around the Melbourne suburb of Dromana, providing a solid mix of road types and conditions. Is the new M135 worth the significant price premium, or are you better off keeping it simple and saving a big wad of cash by buying the 118 instead? The 2025 M135 xDrive is priced at $82,500 before on-road costs – a $5900 increase over the outgoing model – while the new 118 costs 'just' $56,500 plus on-roads. At that price the M135 has three direct hot hatch rivals, and all of them are also German and powered by a 2.0-litre turbocharged petrol engine driving all four wheels via an automatic transmission. The closest-matched Merc is the A35 AMG, which for a premium ($88,500 before on-roads) offers nearly identical power outputs and, unlike the BMW, is also available in sedan form. However, note that the second-generation sedan, including the similarly renewed and renamed M235 xDrive, arrives here in early 2025. In the case of Audi, the M135's most direct competitor is the S3 Sportback at $75,400 before on-roads. Again, it has a similar engine with nearly identical outputs, all-wheel drive, and a sedan counterpart, meaning the BMW splits the difference on price. Though it's significantly cheaper at $70,590 before on-roads, you can also compare the M135 to the , which again is almost nearly identical in terms of its powertrain and body configuration. The 118 and M135 are very similar inside, and that's reflected by the similarities between our two reviews. That said, there are some tastier M-flavoured treats to be found in the M135. At first glance and without the M Sport Package Pro fitted, you'll struggle to find any major differences between the M135 and the 118. That's partly why you won't be missing out on much by opting for the cheaper 1 Series, at least not on the inside. As standard, M135s are fitted with the same dual driver-oriented screens, sporty seats upholstered in either a mix of Alcantara/vegan leather – known as Veganza – or purely Veganza at no extra cost, and the same chunky leather-wrapped steering wheel as found in the 118. The subtle changes are in relation to the driving controls. Starting with the steering wheel, it's still buttery smooth in the hands but you'll notice a red 12 o'clock marker stitched into the top. Behind it are larger paddle shifters, which are aggressively shaped and feature unique cut-outs to signify positive and negative on each side. Adding the M Sport Package Pro takes things to the next level. The most minor change is the stitching, which on the steering wheel features the iconic blue and red M colourway. Then there are the seats, which are swapped out for aggressively racing-inspired sports buckets. They hold you in place well too, making sure you're planted if you decide to take the M135 for a spirited drive. You'll find more M accents on the seatbelts, while the brake calipers are now painted red and the interior ambient lighting also reflects the colours of BMW's performance sub-brand. It's all very nice, but it's worth remembering those tweaks are added to an interior setup that's already very well put together. The interior ambient lighting can also be adjusted through the 10.7-inch infotainment screen, through which most of the car's other functions are also controlled. Unique interior presets can also be optioned at the time of purchase, which are configurable here and change the experience inside the cabin. A handful of modes are primarily presets for lighting colours and screen backgrounds, but others actively adjust things like audio and the panoramic sunroof to alter the environment for the cabin's occupants. Silent mode, for example, closes the sunroof shade and mutes the quality audio coming from the Harman Kardon speakers, allowing you to focus on, well, driving. If optioned, there are realistically a few too many modes to figure out and select. Chances are most owners will find one they like best and stick with it, leaving the others sitting there dormant except perhaps for showing new passengers what the car can do. From a practical standpoint, the infotainment display is also where you'll find the climate control system – with which BMW has taken an always-on approach. That means the screen displays the climate control interface at the very bottom regardless of what menu is selected above. It's better than having to go through a menu, but we'd still prefer physical buttons because we find screen-focused climate systems to be finicky and distracting while on the move. The 1 Series in general also features a similar isolated toggle and dial, as seen in the to adjust air vent direction, which can be a little unintuitive until you get used to it. Using this system has allowed BMW to hide the vents in narrow slots within the dashboard itself. It's clean in appearance as a result, but as with the 118 it's perhaps not worth sacrificing user-friendliness in the pursuit of minimalism. Around the gear selector is the exact same array of buttons as found in the 118, which focus on functions like window demisters and driving-related modes. As expected, it's linked directly to the infotainment screen above, which means a menu will open when a button is pressed. At least it's not all gloss-black plastic, but that doesn't excuse its use on the couple of buttons that are frequently touched. One of those is the button to start and stop the engine, which is integrated into the larger gear selector panel. It's a neat place to put it but it'll take you a moment to find when you first jump in. In a similar sense, the functions of some of the nearby buttons may not be completely obvious, which means some time with the car will be required to become fully familiar with the car. Even then we had to ask for some guidance from the BMW execs at the launch, primarily around what all the different infotainment modes do. We found the 'Personal' mode is the default setting, while the others – excluding Sport and Efficient – are almost entirely focused on interior aesthetics. We know choice is good, but again there's just a bit too much going on. Still, having dedicated shortcut buttons for such menus in a place that's easy to find and reach is always a bonus. On the centre console are two cupholders, as well as two USB-C ports and a 12V outlet. There's also a phone-sized cubby, which doubles as a wireless charging pad. More buttons are found on the steering wheel, which – as mentioned – is exactly the same as in the 118 if you exclude the red stripe. All of its buttons are finished in durable hard plastic instead of the gloss-black alternative, and they're all physical instead of haptic like we've seen in some other German cars. We're thankful for that, because it means the 1er feels much more analogue and easy to work with. The buttons may also seem minimalist in appearance, but you'll find their functions are all actually clearly labelled. That means the functions here – which include driver assist and infotainment controls – are easy to figure out, and unlike some of the car's other features will not be too confusing when you first hop in. Better yet, we find the steering wheel's edgy design elements to be quite stylish. As with the 118, the second row is surprisingly spacious. Given its hatch body though, the 1 Series will be fairly cramped when you're at maximum five-person capacity. Average-height passengers will find there's plenty of room all around, helped by the high roofline towards the back of the car and cut-outs in the front seatbacks. It may feel somewhat boxed-in back here, but that's likely because of the black headlining above. That headliner and sunroof make everything feel a bit more premium, and the cozy atmosphere back here means it's a nice place to spend time in. Rear-seat passengers can also make use of two USB-C ports and a pair of rear-facing air vents. There's a fold-down centre armrest too, and overall the three-seat rear bench is comfortable to sit in, if a little flat. Finally, the boot offers a large, flat floor and a robust cargo cover up top. For comparison, seats-up space in the 1er is 10 litres larger than in the A-Class hatch, and exactly the same as in the A3 Sportback. BMW has fitted a fair few cargo hooks here too, but there is a pronounced loading lip between the boot opening and the floor. That's typical of many other similarly sized hatches, though it's not any less impractical. The lack of a spare wheel means the floor can sit lower, which means you get more cargo space. Unfortunately, BMW only provides a tyre repair kit. To top it all off, there's a powered tailgate as standard. Everything is just as premium as in the 118, though those optional M Sport extras are well worth adding if you're already making the jump to BMW's fastest hatch. You'll find the most powerful engine of the two-car 1 Series range in the M135, and it's capable of producing 233kW of power and 400Nm of torque, which despite being 160kg heavier than the 118 is enough for BMW claim a rapid sub-5.0-second 0-100km/h acceleration time (more than 3.5 seconds better than the 118 and it feels that quick). Its peak power output is up 8kW over the previous model (and now ahead of both the 228kW S3 and 225kW A35), though maximum torque is down by 50Nm and now matches its German foes. The engine is mated to a seven-speed dual-clutch automatic transmission (like the 118) and all-wheel drive as standard. We're unable to provide a representative real-world fuel economy figure, as we didn't get enough time behind the wheel of any one vehicle to properly test how efficient it would be to live with, but note that fuel bills will be pricier on a diet of 98 RON unleaded, as per the 118. This is where the largest disparity between the M235 and the 118 lies, and the performance gap is big enough to make them feel like completely different cars on the road. While you'd be forgiven for mistaking the 118 for the M135 inside, closer inspection reveals exactly what you're about to drive when you hop behind the wheel of this car. There's a heightened sense of excitement, even if you're greeted by the same M badges as seen across the BMW range. But pressing that discreet startup button reveals exactly what it is you're dealing with. The M135-specific quad-exit exhaust gives the car much more presence via an aggressive idle, which sounds as tastefully harsh as you'd expect from a performance BMW. It's clear the German brand wanted this car to have much more aural character, which is just one of the ways in which it sets itself apart from the comparatively tame 118. Flick the gear selector down into Drive and you'll immediately find there's plenty to take in, starting with all the tech going on here. First are the drive modes, which have a significant impact on how the car feels on the road. The default Personal mode provides a good compromise between performance and comfort, though you will notice how firm the suspension is straight off the bat. As you'd expect from an M-badged BMW, the suspension is firm enough to keep body roll well in check, yet it's still surprisingly compliant over difficult bumps. Switching to Efficient mode will dramatically cut power, while also dulling the throttle response in an attempt to save fuel. The steering remains light in both modes, which aids manoeuvrability around town. But the real deal of the M135 is its Sport mode, which is when everything gets turned up to 11. The exhaust becomes louder, steering heavier, and the suspension stiffer, setting the car up for some properly fast driving. Its displays reflect these modes too, with the colours and amount of information presented on the digital instrument cluster adapting accordingly. Hitting the open road with Sport mode engaged is a lot of fun. Put your foot into the throttle and that 2.0-litre turbo four opens right up, with an appropriately loud exhaust note to match – even if it may be partly fake. Throw it into a turn and you'll feel just how well it sticks to the road. Even on the tightest bends we struggled to induce any serious understeer, and planting your right foot out of a turn won't spin the wheels thanks to its AWD traction. While the standard Sport mode will automatically shift the transmission into its own sport setting by default, the M135 has no issue letting you take control yourself via the paddle shifters, when the shifts are fast and responsive – and complemented by a unique feature on the head-up display. When in Sport mode and shifting manually, the head-up display shows a shift indicator when you get close to redline, like the old-school gauges in previous M-cars. The lights that climb from yellow to orange and finally to red are a racy addition, and it all adds to the experience when you're throwing the car around. Naturally, the engine has a surprising amount of poke in it's most aggressive mode. Though there has been a 50Nm reduction in torque, it never feels like M135 is hanging around and there's always plenty of twist on tap. In normal driving it may take a second for the transmission to kick down for optimum power, but Sport mode does well to keep the engine in its ideal range. But if you're just cruising and need a quick boost of power, BMW has thought of that too. As in the 118, holding the left paddle for a second or two will engage Boost mode, which provides 10 seconds of full power regardless of the drive mode selected, making it easier to overtake slower traffic thanks to a quick acceleration hit. Despite its somewhat unassuming face, BMW has successfully managed to apply its 'driver's car' ethos to the M135 xDrive without ruining its everyday appeal, and it's impressive just how fun it can be on the right road. Of course, most won't buy this car just to throw it around a mountain road or racetrack, so it's pleasing it's also such an easy car to live with on a daily basis. Without the M Sport Package Pro you still get sporty seats, but they remain well within the realms of liveability. That means on rough roads or during the typical commute, you won't be sore by the time you get to your destination. As mentioned, the suspension does a good job of ironing out major bumps even if it is very much on the firm side, and we found that its ride quality helps boost confidence even in normal driving. A downside may be that the dual-clutch transmission is a little hesitant at low speeds, but it's by no means difficult to manage. Of course, that trait is typical of such transmissions anyway, and its application in the 1 Series feels much more polished than it does in some of the alternatives. On the tech side, there's also plenty to like. Though there is wireless smartphone mirroring, BMW's native software is pretty clever and easy to use. If you engage the native navigation, some interesting things happen immediately. Of course, the maps appear on the central screen and head-up display, but BMW has also cleverly integrated the car's front facing cameras. An augmented reality display will automatically appear on the infotainment screen, which shows the view out the front of the car while adding digital arrows to show you exactly where you need to go. It's a fun novelty when you first see it, but likely won't be something you use all the time. The camera view takes up a significant portion of the map as well, but it can quickly be turned off if you'd rather do it the old fashioned way. Thankfully, driver assist systems like adaptive cruise control and lane centring all work reliably, and even the driver monitoring function didn't get in the way while on the road. Another thing that can be easily turned off is the speed limit warning, because the M135 suffers from the same annoying beeps as the 118. It'll beep when you first exceed the limit by any amount, and then beep again when your speed changes by even 1km/h. Its volume and tone aren't nearly as intrusive as in some other cars, but they quickly become grating. Unfortunately, just keeping up with traffic will often see the speedo reading higher than your actual speed, so a quick dive through the infotainment menus is the easiest way around its warning. Diving through those menus isn't as simple as it is in the 118 though. There are loads more screens to flick through and many more settings that can be changed because of those optional extras, which makes things overwhelming if you're looking through it for the first time. For that reason it pays to take a moment to have a look through the multimedia system before you hit the road, because unless you have a passenger it won't be easy to identify everything while you're moving. That said, after a while many owners may appreciate the level of choice available. The modes are easy enough to navigate once you're used to the car, and the minimalist approach to physical controls never really gets in the way of making the car do what you want it to do. Overall, we were pleasantly surprised with the M135 xDrive's on-road performance. It's just as fast as you'd like it to be, thanks to an engine that's as great as its chassis, forming a combination that's deeply rewarding when you drive it aggressively and access its limits. While it may ride and handle a lot like the 118, the increase in power makes this car a much more complete package. Indeed, ride quality and dynamics are the highlights of the M135, even if it is geared more towards the latter. We could just do without those speed limit warnings, and perhaps a pruning of the driving-related menus. The 2025 BMW 1 Series range is available in two variants, and the top-spec M135 xDrive is as good as it gets in terms of standard tech. If you can spring for the M Sport Package Pro, you'll bring the new 1er as close as possible to the full-fat 'M1' that BMW will never build. The 2025 BMW 1 Series has yet to be assessed by ANCAP or Euro NCAP. The BMW 1 Series range is covered by the German brand's five-year, unlimited-kilometre warranty. BMW offers a five-year, 80,000km Service Inclusive Basic package for the 1 Series, which costs $2210 as per the . The new BMW 118 is good, but the M135 should be high on the list for any European hot hatch enthusiast. Sure, its price may be higher than some of its non-European alternatives, but against its immediate rivals it's right where it needs to be. It backs up its price with upmarket interior presentation, ergonomics and build quality, as well as a plethora of advanced tech as standard. What is disappointing is the fact you need to pay extra for the M Sport Package Pro goodies to really separate this from the 118, but the M135's standard spec is still nothing to sneeze at. But all that is forgotten when you hit the road, where the bristling turbo four slams down exceptional performance, and its sharp chassis setup is plenty capable of maximising every ounce of it in the bends, even if it eschews the rear-drive layout for which BMW was famous. However, the M135 is just as well suited to the weekday grind, where its practical yet compact five-door body, premium high-tech interior and well-sorted ride may well be the icing on the cake. Of course it isn't all perfect, because there's almost a dizzying amount of settings and menus to wrap your head around. A lot of it is optional, but we'd forgive you for not being able to figure it all out on your own. The speed limit warning is annoying too, and it's not made any better by the fact you have to trawl through those menus to turn it off. You'd get used to it if you lived with the car though, but some more physical buttons for such shortcuts would go a long way in tightening up the experience. Nevertheless, we're very impressed with the M135. It offers everything you'd need in a performance-oriented hatch while carrying BMW's exceptional standards for quality and driver experience – partly helped by the fact some of the competition has lost its way in recent years. If you can get over the price and optional extras, the new performance 1er is undoubtedly worthy of your time. Content originally sourced from: Advertisement Sign up for our newsletter to stay up to date. We care about the protection of your data. Read our . AdvertisementCOLUMBIA, Mo. (AP) — Tamar Bates had 29 points and five steals to help Missouri beat Hunter Dickinson and No. 1 Kansas 76-67 on Sunday. Mark Mitchell scored 17 points in Missouri’s first win over Kansas since a 74-71 victory on Feb. 4, 2012. Anthony Robinson II had 11 points and five steals for the Tigers (8-1), and Josh Gray grabbed a team-leading 10 rebounds. Dickinson had 19 points and 14 rebounds, but he also committed seven turnovers. The Jayhawks (7-2) have lost two straight on the road after falling 76-63 against Creighton on Wednesday night. Missouri opened a 57-33 lead with 14:15 remaining on a jump shot from Tony Perkins. But the Jayhawks outscored the Tigers 30-8 over the next 11:55. Bates scored 18 to help Missouri to a 39-25 lead at the break. The Tigers then opened the second half with a 16-6 run. NO. 2 AUBURN 98, RICHMOND 54 AUBURN, Ala. (AP) — Miles Kelly and Tahaad Pettiford each scored 15 points as No. 2 Auburn beats Richmond. Bouncing back nicely after a loss at Duke , Auburn (8-1) had six players score in double figures. Chad Baker-Mazara had 13 points, six rebounds and five assists. Denver Jones made three 3-pointers and finished with 11 points. Johni Broome had 11 points, six assists and two blocks for the Tigers. Jahki Howard scored a career-high 13 points. Richmond (4-5) was led by Mikkel Tyne’s 16 points. Dusan Neskovic scored 12, and DeLonnie Hunt added 10 points. NO. 8 PURDUE 83, MARYLAND 78 WEST LAFAYETTE, Ind. (AP) — Braden Smith had 24 points and 10 assists, and No. 8 Purdue held off Maryland for a win. Trey Kaufman-Renn scored 21 points for the Boilermakers (8-2, 1-1 Big Ten), who bounced back after a loss to Penn State on Thursday. Camden Heide added 15 points and Fletcher Loyer finished with 12. Derik Queen led the Terrapins (8-2, 1-1) with 26 points on 11-of-18 shooting and grabbed a team-high 12 rebounds. Ja’Kobi Gillespie scored 18 points and Selton Miguel and Rodney Rice each had 13. Julian Reese fouled out with five points and seven rebounds. Purdue used an 8-0 run to take a 77-67 lead with 2:00 left. Smith sparked the run with a 3-pointer. Heide made three late foul shots to help close it out. The Terrapins led 36-31 at halftime. Both teams made 13 of 35 shots in the first half, but the Terrapins had three more 3-pointers NO. 14 CINCINNATI 84, HOWARD 67 CINCINNATI (AP) — Simas Lukosius scored 18 points, Aziz Bandaogo added 17 and Dillon Mitchell 14 to lead No. 14 Cincinnati to a victory over Howard. Cincinnati (7-1) led by four points after one half and came out firing in the second, hitting three straight baskets to extend its lead to 10 points. The Bearcats outscored Howard Bison (3-6) 48-35 in the second half to seal the win and rebound from Tuesday’s eight-point loss to Villanova. Blake Harper had 23 points and 10 rebounds and Marcus Dockery added 14 points for Howard. NO. 22 TEXAS A&M 72, TEXAS TECH 67 FORT WORTH, Texas (AP) — Wade Taylor IV scored 19 points, Zhuric Phelps hit a go-ahead 3-pointer during an 11-0 run and finished with 12 points, and 22nd-ranked Texas A&M beat Texas Tech in the first meeting of the former conference rivals since 2012. Phelps’ 3 with 7 1/2 minutes left made it 54-52 and put the Aggies (8-2) ahead to stay. His step-back jumper after hard contact with Tech’s Kevin Overton capped the game-turning spurt. Jace Carter scored 13 of his 16 points in the first half as Texas A&M won its fourth straight game. Chance McMillian had 23 points with five 3s for Tech (7-2). Overton scored 14 of his 17 points before halftime, when he hit four 3s.
N.B. municipal by-elections show feast or famine on candidates amid challenging political times
CORAL GABLES, Fla. (AP) — Miami probably was one win away from getting into the College Football Playoff. Iowa State definitely was one win away. Their consolation prize of sorts: playing one another. The Hurricanes and Cyclones — a meteorological matchup — have accepted bids to the Pop-Tarts Bowl, to be played Dec. 28 in Orlando, Florida. Iowa State (10-3) is looking for its first 11-win season in the program's 133-year history, and Miami (10-2) is seeking its first 11-win season since 2003. Miami's loss at Syracuse to close the regular season wound up being the game the Hurricanes could point to as the reason they missed out on the CFP. Iowa State could have played its way in and lost the Big 12 title game to CFP-bound Arizona State on Saturday. “I think everyone that doesn't get in feels disappointment,” Miami coach Mario Cristobal said. “We feel the onus of just doing better. Just do better, go forward, have an opportunity to get better.” It's essentially the same task for both teams: regrouping after seeing the playoff slip away. “I think that’s what’s made Iowa State football really special is our ability to have great resiliency," Cyclones coach Matt Campbell said. "And I know our kids are super-excited about the opportunity to finish off. Obviously (Saturday) was disappointing. But this group and this football team has the opportunity to just continue to fight.” A big question for Miami: whether quarterback Cam Ward will play. The likely Heisman Trophy finalist has thrown for 155 touchdown passes in his career at Incarnate Word, Washington State and Miami. That’s tied for the most by anyone in Division I (FBS and FCS) history; Case Keenum threw 155 in his career at Houston. Many draft-bound players not in the playoff will be opting out of bowl games over the coming weeks. There's been no indication from Miami yet that Ward or any other draft-bound player has made a decision. “I think it’s important that our guys, anyone playing and closing out the season, understands the importance of that next step for a program like ours," Cristobal said. "And I think our guys do.” Get poll alerts and updates on the AP Top 25 throughout the season. Sign up here . AP college football: https://apnews.com/hub/ap-top-25-college-football-poll and https://apnews.com/hub/college-footballWhen it comes to the stock market, it can be a bit like a hurricane at sea: powerful, unpredictable, and capable of turning calm waters into chaos in an instant. Sure, stocks have been faring well all year long. In fact, the S&P 500 is up more than 27% so far in 2024 – making it the index’s best year since 2019. But while the market waters have been quite calm for a while, that certainly isn’t always the case. You see; historically speaking, the stock market averages about one bear market every five or six years. But in the past six years, we’ve had not one... not two... but three different bear markets . There was the flash crash of late 2018, which saw stocks briefly fall into a bear market right before the holidays. There was also the COVID crash of 2020, wherein stocks plunged in the fastest market crash in history. And then there was the inflation crash of 2022, when tech stocks were obliterated by sky-high interest rates. Three unforeseen bear markets in the past six years – that is wild. But, of course, on the other hand, we’ve also seen some huge stock market successes, too. Navigating Both Flash Crashes & Fast Recoveries On average, the stock market rises about 10% per year. But this year, stocks are up about 27% so far. They rose about the same in 2021 as well. And in 2019, stocks rallied about 29%. In other words, over the past six years, the S&P 500 has achieved three different years with nearly 30% returns. As a matter of fact, of the stock market’s 10 best years since 1950, three have occurred since 2018. Three different bear markets and three of the best years ever for stocks – all within the past six years. So, if the stock market has felt wild to you lately, that’s because it has been. But this wildness could be the new norm for Wall Street going forward. We can thank technology for that – at least, that’s my opinion. Why? Because algorithms run the market now. These days, algorithmic trading accounts for approximately 60- to 75% of total trading volume in the U.S. stock market. That means most trades are automatic, executed by bots adhering to pre-set parameters. And, unlike humans, robots don’t really ask why. They just do what they are programmed to. So, when something bad happens, all the algorithmic-driven systems rush toward an exit. And when something good happens, they race to get involved. That’s why, in my view, algorithmic trading creates crowding. As a result, we get wild swings in the market – both up and down. The algorithms drive momentum one way or the other, and the market follows. We get flash crashes and fast recoveries; big bear markets and massive bull runs; major meltdowns and momentous melt-ups. We get stock market volatility. The Final Word on Stock Market Volatility Such unpredictability can be scary. But since that turbulence drives stocks both ways, you can’t really afford to be crippled by fear, sitting on the sidelines. You need to be in the game. But to play well, you also need to craft an investment strategy that can handle the volatility – one that can mitigate the downside while also maximizing the upside. And we think we’ve created a strategy that could help you do just that. That is, we’ve developed a stock screening system – dubbed Auspex – that leverages fundamental, technical, and sentimental data to find the strongest stocks in the market at any given time, all according to our strict criteria. The strategy therein? Use Auspex to find the best stocks in a given month. Buy and hold those stocks, then cash out at month’s end. Lather, rinse, repeat. With Auspex at our side, we aim to take the guesswork out of investing, replacing stock market volatility with certainty and stability. And next week... on Wednesday, Dec. 11 at 1 p.m. EST ... we’ll be debuting this new system for the very first time. Join us for that upcoming broadcast. We’re confident it’s one you won’t want to miss. Reserve your seat now! On the date of publication, Luke Lango did not have (either directly or indirectly) any positions in the securities mentioned in this article. P.S. You can stay up to speed with Luke’s latest market analysis by reading our Daily Notes! Check out the latest issue on your Innovation Investor or Early Stage Investor subscriber site.
NEW ORLEANS, La. (AP) — A Louisiana civil court judge on Monday halted state agencies' plans to forcibly clear homeless encampments in New Orleans. Orleans Parish Civil District Court Judge Ethel Julien issued a temporary restraining order blocking state police and two other agencies from evicting homeless people from their encampments in New Orleans or seizing their property without following city laws and due process. Republican Gov. Jeff Landry had called earlier this month for the City of New Orleans to remove a large encampment before Thanksgiving and warned he would intervene if the city did not comply. “If a judge believes that people have a right to be on whatever public space they choose, maybe that judge should have them move into her chambers and courtroom," Landry said after the judge issued the restraining order Monday. Louisiana State Police spokesperson Sgt. Katharine Stegall said the agency’s legal team and the state Attorney General’s Office are reviewing the order. State police have “promptly halted activities” and are “complying with the restrictions” of the order, Stegall said. Landry and New Orleans officials have repeatedly clashed over how to address the issue of homelessness in the city. New Orleans City Councilmember Lesli Harris said Monday that directing more resources towards moving homeless people into stable housing was “infinitely more effective than punitive sweeps” of encampments. “Coordination between the government and service providers on the housing of people is imperative, and continuously moving people only makes it that much harder to house them,” Harris said. But the governor has pushed to clear homeless encampments. In late October, Louisiana State Police, the Department of Wildlife and Fisheries and the Department of Transportation and Development converged on a homeless encampment under a highway to remove and relocate dozens of people prior to pop star Taylor Swift’s concerts in the nearby Superdome. Some people who had been away at the time of the clearances returned to the area to find they had lost their personal property including family heirlooms, identification documents and medication, according to testimony in court documents. City officials and advocates for homeless people decried the evictions and said they disrupted ongoing efforts to secure long-term housing for these individuals because they became harder to locate. A judge later granted a temporary restraining order preventing more clearances but declined to extend it beyond early November after lawyers representing the state police indicated in court that removals tied to the Taylor Swift concerts had ceased. But on Friday, homeless people began receiving flyers from state police officers ordering them to leave their encampments within 24 hours, according to a motion for relief filed on behalf of two homeless plaintiffs by the Southern Poverty Law Center and two other legal groups. The planned sweeps preceded the Bayou Classic football game on Saturday between Southern University and Grambling State University at the Superdome. “Your presence is considered a violation,” the flyers stated, according to the motion for relief. However, they were halted by the new temporary restraining order. On Dec. 3, the judge is scheduled to deliberate on whether to issue a preliminary injunction against the three state agencies. “The vulnerable people with disabilities who make up the vast majority of people living in the street deserve to be treated with sensitivity and compassion,” said Joe Heeren-Mueller, director of community engagement for Unity of Greater New Orleans, a homeless outreach organization. There are about 1,450 homeless people in New Orleans and neighboring Jefferson Parish, according to a January survey by the nonprofit Unity of Greater New Orleans. The city has committed to securing housing for these individuals by the end of 2025. Brook is a corps member for The Associated Press/Report for America Statehouse News Initiative. Report for America is a nonprofit national service program that places journalists in local newsrooms to report on undercovered issues. Follow Brook on the social platform X: @jack_brook96
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