jili lucky cola As the advertising industry advances into 2025, Out-of-Home (OOH) is emerging as a frontrunner for innovation, creativity, and measurable impact. Leaders from JCDecaux , QMS , and oOh!Media share their insights on the transformative forces reshaping the OOH sector. Here’s how this traditional medium is evolving into a sophisticated platform for dynamic storytelling, sustainability, and data-driven results. The rise of 5G and connected cities is a game-changer for OOH. JCDecaux highlights the potential for hyper-targeted, real-time campaigns driven by advanced data tools. Imagine airport ads tailored to flight schedules or interactive billboards at train stations offering commuters exclusive deals via their smartphones. John Harris , general manager – sales at JCDecaux , notes, “5G will allow brands to create campaigns that feel immediate and personalised, making the experience more valuable for both advertisers and audiences.” QMS envisions a future where billboards no longer rely on pre-defined playlists but leverage IoT ( Internet of Things ), AI, and real-time data to display the most relevant creative. “This will redefine the way brands engage audiences, turning static screens into dynamic, responsive canvases,” says Christian Zavecz , chief strategy officer at QMS . ‘As OOH assets can access greater bandwidth and connectivity, we expect increasing use of dynamic creative campaigns that are updating in real-time. This includes support for full motion video on select inventory, as well as more advanced programmatic formats that take advantage of connected data sources,’ Christian Zavecz, chief strategy officer, QMS, said. Programmatic OOH is transforming how brands interact with audiences. JCDecaux sees 2025 as a year where the convergence of OOH with TV and digital channels will define success. Flexibility, dynamic ad scheduling, and precise targeting are driving adoption, though education remains a key hurdle. “The key is showing advertisers how seamlessly programmatic OOH can integrate into their broader media mix. It’s about combining the strengths of each platform,” says Harris . Similarly, oOh!Media reports a significant uptick in programmatic trading. Chris Freel , group sales director, attributes this growth to its flexibility and omnichannel potential, noting, “The ability to integrate programmatic OOH with broader campaigns is reshaping the medium’s role in omnichannel strategies.” ‘We’ve seen a significant increase in volume traded programmatically across 2024 and expect that growth to continue in 2025. Many agencies and clients have moved past test and learn and now have pDOOH as part of their business as usual, with formalised strategic approaches developed to address the optimal use of the medium,’ Chris Freel, group sales director, oOh!media, said. OOH is aligning itself with eco-conscious advertising as brands and media owners look to sustainability. JCDecaux has made strides with its Scope 3 carbon measurement tool and a 70% reduction in emissions since 2021. Their focus extends beyond the environment to social governance, including $2.5 million in First Nations partnerships. oOh!Media is advancing sustainability with innovations like EcoBanner, a recyclable billboard skin that eliminates landfill waste, and transitioning 14,000 ad panels to renewable energy sources. Freel notes, “Sustainability is not just a goal; it’s a necessity. Innovations like energy-efficient creative are helping clients make a measurable impact.” As clients demand greater accountability, the industry is stepping up. MOVE 2.0, launching in 2025, will revolutionise OOH measurement by incorporating visibility and attention metrics. JCDecaux’s Harris highlights the importance of these advancements, stsaying they will go beyond reach to demonstrate real behavioural results. QMS highlights its partnership with Amplified Intelligence to link human attention in OOH advertising to essential brand metrics. This study is set to expand in 2025, providing deeper insights into the relationship between engagement and campaign success. Shifts in mobility and urbanisation are refining OOH placement strategies. High-traffic hubs like airports and metro stations remain pivotal, but advancements in data analytics are enabling more contextually relevant campaigns. oOh!Media’s Freel anticipates that the Sydney Metro rollout and new tenders in key regions will offer fresh opportunities for advertisers to connect with urban audiences. ‘With access to larger volumes of data we can deliver hyper-targeted messages using richer data sets. For example, airport ads could integrate flight schedules, language preferences, or destination-specific offers,’ John Harris, general manager – sales, JCDecaux, said. Creativity will remain central to OOH’s growth in 2025. From 3D executions to art-inspired public space advertising, brands are pushing boundaries to captivate audiences. JCDecaux predicts that as sustainability and accountability become non-negotiable, the convergence of digital and traditional formats will deliver unparalleled reach and impact. OOH’s ability to blend scale, personalisation, and accountability positions it as an indispensable part of modern media strategies. As Tara Coverdale, group director – data & insights at oOh!Media aptly sums up, “With growing audiences, enhanced measurement, and a focus on sustainability, OOH is entering its most exciting phase yet.” In 2025, OOH aims to no longer be just a medium for mass visibility, but a progressive, measurable, and sustainable platform that connects brands with audiences in meaningful and impactful ways. Keep on top of the most important media, marketing, and agency news each day with the Mediaweek Morning Report – delivered for free every morning to your inbox.Bengal bypolls: Over 14% average positive vote swing for Trinamool

NEW YORK -- U.S. stocks rose to records Friday after data suggested the job market remains solid enough to keep the economy going, but not so strong that it raises immediate worries about inflation . The S & P 500 climbed 0.2%, just enough top the all-time high set on Wednesday, as it closed a third straight winning week in what looks to be one of its best years since the 2000 dot-com bust. The Dow Jones Industrial Average dipped 123.19 points, or 0.3%, while the Nasdaq composite rose 0.8% to set its own record. The quiet trading came after the latest jobs report came in mixed enough to strengthen traders’ expectations that the Federal Reserve will cut interest rates again at its next meeting in two weeks. The report showed U.S. employers hired more workers than expected last month, but it also said the unemployment rate unexpectedly ticked up to 4.2% from 4.1%. “This print doesn’t kill the holiday spirit and the Fed remains on track to deliver a cut in December,” according to Lindsay Rosner, head of multi-sector investing within Goldman Sachs Asset Management. The Fed has been easing its main interest rate from a two-decade high since September to offer more help for the slowing job market, after bringing inflation nearly all the way down to its 2% target. Lower interest rates can ease the brakes off the economy, but they can also offer more fuel for inflation. Expectations for a series of cuts from the Fed have been a major reason the S & P 500 has set an all-time high 57 times so far this year. And the Fed is part of a global surge: 62 central banks have lowered rates in the past three months, the most since 2020, according to Michael Hartnett and other strategists at Bank of America. Still, the jobs report may have included some notes of caution for Fed officials underneath the surface. Scott Wren, senior global market strategist at Wells Fargo Investment Institute, pointed to average wages for workers last month, which were a touch stronger than economists expected. While that’s good news for workers who would always like to make more, it could keep upward pressure on inflation. “This report tells the Fed that they still need to be careful as sticky housing/shelter/wage data shows that it won’t be easy to engineer meaningfully lower inflation from here in the nearer term,” Wren said. So, while traders are betting on an 85% probability the Fed will ease its main rate in two weeks, they’re much less certain about how many more cuts it will deliver next year, according to data from CME Group. For now, the hope is that the job market can help U.S. shoppers continue to spend and keep the U.S. economy out of a recession that had earlier seemed inevitable after the Fed began hiking interest rates swiftly to crush inflation. Several retailers offered encouragement after delivering better-than-expected results for the latest quarter. Ulta Beauty rallied 9% after topping expectations for both profit and revenue. The opening of new stores helped boost its revenue, and it raised the bottom end of its forecasted range for sales over this full year. Lululemon stretched 15.9% higher following its own profit report. It said stronger sales outside the United States helped it in particular, and its earnings topped analysts’ expectations. Retailers overall have been offering mixed signals on how resilient U.S. shoppers can remain amid the slowing job market and still-high prices. Target gave a dour forecast for the holiday shopping season, for example, while Walmart gave a much more encouraging outlook. A report on Friday suggested sentiment among U.S. consumers may be improving more than economists expected. The preliminary reading from the University of Michigan’s survey hit its highest level in seven months. The survey found a surge in buying for some products as consumers tried to get ahead of possible increases in price due to higher tariffs that President-elect Donald Trump has threatened. In tech, Hewlett Packard Enterprise jumped 10.6% for one of the S & P 500’s larger gains after reporting stronger profit and revenue than expected. Tech stocks were some of the market’s strongest this week, as Salesforce and other big companies talked up how much of a boost they’re getting from the artificial-intelligence boom. All told, the S & P 500 rose 15.16 points to 6,090.27. The Dow dipped 123.19 to 44,642.52, and the Nasdaq composite climbed 159.05 to 19,859.77. In the bond market, the yield on the 10-year Treasury yield slipped to 4.15% from 4.18% late Thursday. In stock markets abroad, France’s CAC 40 rose 1.3% after French President Emmanuel Macron announced plans to stay in office until the end of his term and to name a new prime minister within days. Earlier this week, far-right and left-wing lawmakers approved a no-confidence motion due to budget disputes, forcing Prime Minister Michel Barnier and his cabinet to resign. In Asia, stock indexes were mixed. They rallied 1.6% in Hong Kong and 1% in Shanghai ahead of an annual economic policy meeting scheduled for next week. South Korea’s Kospi dropped 0.6% as South Korea’s ruling party chief showed support for suspending the constitutional powers of President Yoon Suk Yeol after he declared martial law and then revoked that earlier this week. Yoon is facing calls to resign and may be impeached. Bitcoin was sitting near $101,500 after briefly bursting above $103,000 to a record the day before. ___ AP Writers Matt Ott and Zimo Zhong contributed.

In a pre-recorded speech that usually reviews the year's most relevant issues, Felipe said Spain “must never forget the pain and sadness" the floods caused. The Oct. 29 floods killed more than 225 people in eastern Spain, damaging countless homes and leaving graveyards of cars piled on top of each other. In some towns, the heavy downpours that caused the floods dropped as much as a year's worth of rain in just eight hours. In early November, as Spaniards' shock at the wreckage turned into frustration, a political blame game began, directed especially at regional authorities who failed to send timely emergency alerts to cell phones on the day of the floods. The frustration of residents in hard-hit Paiporta near Valencia was on display when people tossed mud and shouted insults at the king and government officials in early November when they made their first visit to the town. “We have seen — and understood — the frustration, the pain, the impatience, the demands for greater and more effective coordination," Felipe said about how the disaster was managed. He also addressed the country's housing crunch and high rents, which have become a leading concern in the southern European country that is the eurozone's fourth-largest economy. Fast-rising rents are especially acute in cities like Barcelona and Madrid, where incomes have failed to keep up, especially for younger people in a country with chronically high unemployment. Felipe urged that “all the actors involved reflect” and "listen to each other” so that they facilitate bringing access to housing under “affordable conditions.” Spain's immigration debate should keep in mind the country's European partners and immigrants' countries of origin, Felipe said, warning that “the way in which we are able to address immigration ... will say a lot in the future about our principles and the quality of our democracy.” Felipe said Spain needed to remain calm in the public sphere, even in the face of a “sometimes thunderous” contest in its politics.

Lana Del Rey Says Jack Antonoff Inspired Her to Marry ‘Honest’ Husband Jeremy Dufrene

Letter: Voice your support for the library

Wild F Kirill Kaprizov (knee) sits out against FlamesBarcelona returned to action from the international break and have temporarily increased their lead at the top of the La Liga table to seven points thanks to a wild 2-2 draw away to Celta Vigo at Balaídos on Saturday night. Barça were not even close to their best and still found themselves up two goals at the hour mark, but went down to 10 men and gave away the lead late to drop two big points on the road. FIRST HALF Celta made a very good start, with Iago Aspas missing a giant chance just three minutes in and the home team putting real pressure on Barça’s buildup, forcing the Blaugrana into bad passes in midfield and quite a few dangerous attacking trips when the Catalans’ offside trap didn’t work. But the away side weathered the early storm and were able to take the lead in the 15th minute, when a mistake by Óscar Mingueza put Raphinha through and the Brazilian found the back of the net to put Barça in front. The visitors played well after going ahead, with good passing and movement in the final third, but couldn’t create good enough chances to score a second. Meanwhile Celta remained a danger despite going behind, with long balls from the back beating the Barça offside trap and creating even more dangerous attacks that needed some key interventions by Iñaki Peña and the center-back duo of Pau Cubarsí and Iñigo Martínez. Barça left-back Gerard Martín, who had an early yellow card, almost got himself sent off when he brought down Aspas inside the box, but he and Barça were very lucky that the referee did not point to the spot and denied the hosts a pretty strong penalty shout. Martín was the story of the rest of the period as the young defender was targeted time and time again, and it was his tackle on Aspas on the very last play of the half that once again went unpunished and sent both the Celta captain and the home crowd into an absolute frenzy, and set the stage for a very tense second half as the halftime whistle came to end an absolutely chaotic opening period. SECOND HALF Hansi Flick looked to solve the Gerard Martín problem by taking off the left-back at halftime, replacing him with Héctor Fort and hoping that the young right-footed full-back could play the role well in the final period. Fort did just that, playing with poise with and without the ball, but the rest of his teammates continued to struggle to keep possession as the game remained wide open with constant turnovers of possession and scary moments for the Barça defense denied either by timely individual interventions or the offside flag. Then at the hour mark came a much-needed sigh of relief for the visitors: Mingueza gave the ball away to Raphinha in midfield, and the Brazilian found Robert Lewandowski who was able to fight off a challenge from Javi Rodríguez and pass the ball into the net to double the Barça lead at a crucial moment in the game. Celta were not done yet and kept going forward looking for a way back in the game, and Hugo Álvarez had a monster one-on-one chance that was denied by a brilliant save from Iñaki Peña. The action stayed back and forth with no semblance of control from either side, and chaos continued to reign supreme as we reached the final 20 minutes. Barça almost clinched the win when Raphinha found himself all alone inside the box, but his right foot shot somehow hit both the inside of the post and the back of the goalkeeper and stayed out. Flick inserted Frenkie de Jong and Fermín López looking to add more control and fresh legs in his midfield, and Barça were fully invested in securing the win and the clean sheet entering the last 10 minutes. Then all of a sudden the game completely shifted in a span of four minutes: first Barça found themselves down to 10 men as Marc Casadó was shown a second yellow for a tactical foul on Ilaix Moriba, and 90 seconds after that Alfon González was given a gift thanks to an awful mistake by Jules Kounde and brought Celta and the crowd back in. Two minutes after that, Kounde made another error by keeping Borja Iglesias onside, and that started a move that ended with a great dribble and finish by Álvarez to equalize and set up a wild ending. Neither team managed to create a late chance to win it at the death, and the final whistle came to give each side a point in what feels like a fair result given what we saw on the night. Celta were excellent, Barça were not great but took their chances, and both teams put on quite the wild show. But speaking from a Barça perspective, this isn’t a good result at all. This was another poor performance without Lamine Yamal, which is a concern, and Real Madrid now have two games in hand and can cut Barça’s lead at the top of the table to four points with a win on Sunday, which is another concern. Barça need a strong victory against Brest in the Champions League in midweek more than ever, or the noise will begin to increase as the team has now struggled for a second game in a row. Celta Vigo : Guaita; Rodríguez, Starfelt, Alonso, Mingueza; Álvarez, Beltrán (Sotelo 75’), Moriba, Bamba (Alfon 62’); Aspas (Durán 90’), Douvikas (Iglesias 75’) Goals: Alfon (84’), Álvarez (86’) Barcelona : Peña; Kounde, Cubarsí, Iñigo, Martín (Fort 46’); Pedri (Fermín 75’), Casadó, Gavi (De Jong 75’); Raphinha, Lewandowski (Víctor 89’), Olmo (Torre 89’) Goals: Raphinha (15’), Lewandowski (61’) Red Card: Casadó (82’)

Blame it on California. Its Air Resources Board (CARB) has been pushing to clean up emissions for diesel-powered heavy trucks for years. A significant amount of the goods that enter the United States from foreign countries every year arrive in ports in California . They cross the ocean in diesel-powered ships, are unloaded by diesel-powered cranes, are shunted around the receiving yards, then are hauled to inland transportation hubs by diesel-powered tractors before being distributed across the nation by other diesel-powered trucks. In addition, virtually all the trash-hauling trucks, cement mixers, dump trucks, school buses, and construction equipment in the Golden State are powered by diesel engines. It is not a stretch to say the diesel engine is the workhorse of the American economy. But ... the crud that pours out of the exhaust pipes of diesel trucks is poisonous to humans. Putting aside the carbon dioxide created when the fuel that makes them run is burned, diesels emit more nitrogen oxides and far more fine particulates that gasoline-powered trucks. If you are a regular reader of CleanTechnica , you already know those fine particulates are so small they pass directly into the human bloodstream in the lungs. They then get transported throughout the body and accumulate in our hearts, brains, livers, kidneys, and other organs. People who get cancer always want to know what caused it. It isn’t a stretch to imagine that treating the air we breathe as a sewer where the detritus from industrial activity gets dumped may be part of the problem. CARB has enacted new rules that require the sale of more battery-powered heavy trucks. Several other states have adopted those rules as well, including New York. At first, heavy truck manufacturers pushed back against the rules, but in July 2023, they all signed on to what is known as the Clean Truck Partnership . The four principle members of the agreement are Daimler Truck North America, International Motors Inc. (formerly Navistar), PACCAR, and Volvo Group North America, as well as the Truck and Engine Manufacturers Association. The four manufacturers are responsible for more than 99 percent of all heavy trucks (over 33,000 pounds) sold in America. New York has adopted its own clean truck rules that closely follow the CARB model. In a December 2021 press release, the governor’s office said, “The new Advanced Clean Trucks rule finalized by the State Department of Environmental Conservation requires manufacturers of vehicles greater than 8,500 pounds to sell an increasing number of zero-emission vehicles in New York State. The regulation complements New York’s recently adopted legislation that established a goal for 100 percent of medium and heavy duty vehicles offered for sale or lease, or sold, or leased, for registration in the State be zero-emission by 2045, where feasible. The ACT regulation will also result in substantial reductions of particulates, nitrogen oxides, and toxic pollutant emissions in disadvantaged communities that have been disproportionally impacted by diesel truck pollution.” That was then; this is now. The regulations begin to bite in earnest on January 1, 2025, and truck dealers in New York say they are not ready and won’t be for some time “Depending on the classification of the truck, somewhere between every one in every four to eight vehicles have to be zero-emission before you can get a waiver to sell the current diesel trucks,” Dan Penksa, vice president of Kenworth Northeast, told Channel 10 News in Rochester, NY. “Dealers across the state will simply not survive the impact of the current ACT timeline,”added Kendra Hems, president of the Trucking Association of New York. “Not only does that affect the livelihood of hundreds of workers across the country, but it will significantly disrupt the supply chain. Without intervention, the ACT regulations will drive up costs and limit the trucking industry’s ability to deliver New Yorkers goods as efficiently and quickly as possible.” Penksa says while his team is able to sell electric trucks, there currently isn’t a market for them because of the cost, range, and infrastructure issues. “In today’s world, [an electric] tractor trailer only goes about 200 miles with a full charge. Diesel tractors will go 600 miles a day.” He claims a truck carrying groceries from Rochester to Albany can make the round trip in 10 hours. In an electric truck, a driver can get to about Utica before it needs to recharge. “He’d have to sit there for six to eight hours to charge the battery, at that time, these guys only get 10 hours of service. So, then he has to sleep overnight there, drive it to Albany, unload his load, and then do it all over again on the way home.” Hems points out that currently there isn’t a single charging station for battery-powered heavy-duty trucks anywhere on the New York Thruway. “If you can’t charge them, what are you going to do with them? You’re asking these people to buy these trucks, there’s no chargers out there, you can’t go more than 200 miles, so I’m not quite sure how the consumer is going to get their products,” Penksa says. Those complaints are having an effect. “We obviously work to really push the industry in a direction where we need them to be but we’re also flexible and we build in flexibilities to these rules that we have to make sure that we’re hearing from industry and adapting,” says Sean Mahar, interim commissioner of the state’s department of environmental conservation. He says the state is looking at a three-year compliance timeline for the industry to adapt. “That’s where we will extend out that time frame to 2029 in order to provide that greater flexibility for engine manufacturers to come into compliance.” By then, he hopes there will be a more robust charging infrastructure statewide, which may help companies get on board with the idea of buying zero-emission trucks. We would point out that hope is not a plan. In fact, it may be the opposite of a plan. In MAGA America, everything is negotiable. Don’t like a rule? Challenge it in court. Claim an illegal conspiracy to take away the God-given rights of red-blooded, true-blue, white Christian Americans. That’s what Nebraska Attorney General Mike Hilgers is doing by claiming the four heavy truck manufacturers violated his state’s antitrust laws when they agreed to the Clean Truck Partnership. “Unfortunately, it’s not just states and it’s not just the Biden administration,” Hilgers said on November 19, 2024, according to the Nebraska Examiner . “It is also companies, like these four defendants, who are working together to try to dictate national policies for Nebraskans and Americans. At the end of the day, what we’re trying to do is tear up this agreement and allow the free market and the nation’s elected representatives to determine the pace and scope of any change in our national logistics policy,” he said. “This isn’t about cars,” Kent Grisham, the head of the Nebraska Trucking Association, said. “This is about a political agenda. This is about a movement that has developed a following and has backed companies into a corner that we simply cannot allow to be sustained.” He added some statistics to back up his claim. Charging a single Class 8 truck requires the same amount of electricity as the Empire State Building uses in an entire day, he said, but omitted to say that Nebraska currently has 27 data centers, any one of which uses far more electricity than a battery-powered truck, but facts don’t matter in MAGA America. Haitians are eating dogs and cats in Springfield, Ohio. JD Vance said so and he is their guy, so it must be true. No charging stations for Class 8 heavy trucks currently exist in Nebraska, Grisham said, and he’s unaware of any electric Class 8 truck moving through Nebraska, particularly as there are no charging stations along Interstate 80 or other major corridors. “We’re still at ground zero,” he said. Grisham estimated it would cost $624 billion to install charging stations nationwide and about $370 billion to improve the national distribution of electrical power. It would cost about $9 billion to improve Nebraska’s distribution network, and all because of scary electric trucks! Oh, the horror! Those figures don’t include billions more in operational costs, the costs of the trucks or changes to labor, such as more frequent stops for recharging, Grisham said, and there remain major concerns over whether the nation can produce enough power for the new demand. He added the Nebraska Trucking Association isn’t against battery-powered vehicles, which can help reduce emissions, but there are technological advancements available for diesel engines that could make them run cleaner. Then he trotted out the tired old shibboleth so popular among right-wing extremists. “We want an ‘everything’s on the table’ approach so that we can continue to make the great progress that we have in controlling emissions,” he said. The only thing he didn’t say from the MAGA approved talking points is that government should not be picking winners and losers in the marketplace. Expect that to be added to the compendium of complaints against battery-powered trucks in the very near future. It is fun to bash extremists and their willful ignorance, but there are some valid points among all the thunder and lightning. Charging infrastructure for heavy-duty electric trucks is non-existent in many parts of America. But, actually, no one is talking about transcontinental trips. The emphasis is on short-haul driving where the truck returns to the yard at the end of each day to charge overnight so that it is ready to work the following day. MAGA types can’t resist scaring the bejezus out of people, because it is a tactic that works so well. The real issue is mandates. How effective are they and are there alternatives? In that regard, economic incentives usually are more effective than beating people over the head with mandates. The truth is that, just like gasoline, diesel fuel is heavily subsidized by a myriad of government policies so that the price at the pump is far below its true cost to society . Who pays for the the harm from fine particulates? You do. Who pays for the damage to human lungs caused by oxides of nitrogen? You do. Who pays for the cost associated with rising seas, more powerful storms, and wildfires associated with higher concentrations of carbon dioxide? You do. So why are those costs not included in the price of diesel at the pump? We will leave you to ponder your answer to that question. 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"Shark Tank" star and real estate pioneer Barbara Corcoran knows that being open to new things, whether adopting the latest technology for your business or even just buying a new coat , can be a big part of growing a business. That's why she says the one thing entrepreneurs need to be successful is having the ability to pivot. Related: Barbara Corcoran Needed to Make Job Cuts. Here's Why She Fired Her Mom First. "I've learned that the entrepreneurs I've invested in are exceptional at one thing, embracing change," Corcoran says in a new episode of "Behind the Biz with Barbara Corcoran," a web series by AT&T. "It's proven to be a key to growing their businesses." In the episode, Corcoran says AI is the "hot topic" affecting entrepreneurs today and asks Justin Fineberg , co-founder of CassidyAI , various questions on how businesses can use AI to help streamline their tasks. Both entrepreneurs agreed that another important trait is being curious. By testing, researching, and exploring what is out there, you'll know what you need to grow, Fineberg said. Finally, when considering "what's next," Corcoran recommends that business owners focus on the "little guy" instead of what the larger, mainstream companies are doing. "I never worry about the large guy; my eyes are on the little guy, 'cause he's so smart and fast," Corcoran said. "I think the little guy is the future competition." Corcoran adds that she dismisses the "big guy" because "they are never going to catch up, they are going to get slower and slower." Watch the full video on LinkedIn, here . Related: 'Not a Big Deal': Barbara Corcoran Says the NAR Ruling Hasn't Had Much of an Impact So FarARLINGTON, Texas (AP) — The roof at the home of the Dallas Cowboys opened without incident and will stay that way for a Monday night meeting with the Cincinnati Bengals. It was to be the first game with the roof open at AT&T Stadium since Oct. 30, 2022, a 49-29 Dallas victory over Chicago. The roof was supposed to be open three weeks ago for Houston's 34-10 victory on another Monday night, but a large piece of metal and other debris fell roughly 300 feet to the field as the retractable roof was opening about three hours before kickoff. The Cowboys decided to close the roof after the incident, and it remained that way for the game. There were no injuries, and the start of the game wasn't delayed. The club said at the time it would investigate the cause with a plan to reopen the roof when it was deemed safe. Wind was cited as a cause for the falling debris. There were gusts of at least 30 mph in the afternoon before the meeting with the Texans. It was sunny with a high in the 70s Monday in the Dallas area, and winds were in the 10 mph range. AP NFL: https://apnews.com/hub/NFL

Welcome to the online version of From the Politics Desk , an evening newsletter that brings you the NBC News Politics team’s latest reporting and analysis from the White House, Capitol Hill and the campaign trail. In today’s edition, national political correspondent Steve Kornacki breaks down how New Jersey could provide an early test for Donald Trump's coalition. Plus, senior national political reporter Sahil Kapur finds that senators from both parties are skeptical of Trump's recent call for a deal on Dreamers. Sign up to receive this newsletter in your inbox every weekday here. A blue state could provide an early test for the Trump coalition By Steve Kornacki One of the biggest gains Donald Trump notched this year came in what has been one of the bluest states in the country: New Jersey. The incoming president lost the Garden State to Kamala Harris by 6 points , a double-digit improvement from his 16-point margin of defeat against Joe Biden in 2020. Key to Trump’s expanded support were sizable gains with Hispanic voters, part of a national trend that was even more pronounced in New Jersey, where just over 1 in 5 residents are Hispanic. He also made notable strides with Asian American voters and with Muslim and Arab American voters in a few pockets of the state, while boosting his already strong standing in Orthodox Jewish areas — again, all consistent patterns seen throughout the country. A major question that emerges from the 2024 election is whether Republicans can maintain this new demographic coalition — and build on it — without Trump himself being on the ballot. This positions New Jersey’s upcoming 2025 gubernatorial contest as a potential early test. The magnitude of some of the shifts within New Jersey this year is staggering. In all six of the major cities or towns where Hispanics account for more than 70% of the population, the margin moved at least 20 points in Trump’s direction compared to 2020. And it’s even more dramatic compared to 2016. Increased Hispanic support for Trump has also made the state’s largest city, Newark, somewhat less of a vote bank for Democrats. Nearly half of the city’s 305,000 residents are Black, but the Hispanic population has been growing and now accounts for nearly 40% of Newark’s population. Trump was still crushed in the city this year, losing it to Kamala Harris by 58 points, but that’s actually a significant improvement from the 85-point loss he suffered when he first ran in 2016. A similar story is unfolding in the town of Palisades Park in North Jersey, home to one of the highest concentrations of Korean Americans in the country. Trump lost Palisades Park, which is 63% Asian American, by just 5 points in November, compared to 22 points in 2020 and 32 points in 2016. And then there’s Lakewood, home to one of the largest Orthodox Jewish communities outside Israel. The township’s population has more than doubled, from 60,000 in 2000 to nearly 140,000 in last year’s census estimate, with no slowdown in sight. It’s become a major source of GOP support statewide, one that Trump has taken to new heights. When he first ran in 2016, Trump carried Lakewood by 50 points. This November, he drove that number up to 75 points. In New Jersey’s 2025 gubernatorial race, Democrats will obviously be hoping that the demographic inroads Trump made are Trump-specific. And they do have at least some reason for optimism: In the state’s race for an open U.S. Senate this year, Democrat Andy Kim overperformed Harris in all of these places. In Passaic, for example, he defeated his Republican opponent by 6 points — a net 13-point improvement over Harris. But Republicans can also take heart that, even as Kim ran ahead of Harris, his support level in these communities still tended to be significantly lower than how Democrats fared pre-Trump. It will make all of these places worth keeping a close eye on as the governor’s race unfolds. Senators are skeptical of Trump’s call for a bipartisan deal on Dreamers By Sahil Kapur When President-elect Donald Trump told NBC News’ “Meet the Press” that he’s interested in cutting a deal with Democrats to protect Dreamers brought to the U.S. at a young age, some senators felt a tinge of déjà vu. “We have to do something about the Dreamers because these are people that have been brought here at a very young age. And many of these are middle-aged people now. They don’t even speak the language of their country,” Trump told moderator Kristen Welker. “I will work with the Democrats on a plan.” When asked about Trump’s remarks, leading Senate Republicans didn’t close the door to a deal — but they did sound a note of skepticism about the prospects. “We’ll see. The sweet spot on immigration reform has eluded us a number of times. But obviously if there is a bipartisan willingness to take on that issue, then I’m certainly open to what we can do,” said incoming Senate Majority Leader John Thune, R-S.D. “It’d be better long term if we could come up with some legislative solutions, but in the last few administrations, everything’s been done by executive action. So it’s going to take something to break that logjam.” Trump used similar rhetoric during his first term, but his actions told a different story. As president in 2017, he sought to end the DACA program that protected undocumented immigrants who arrived in the U.S. as children from deportation. And in 2018, when Sens. Mike Rounds, R-S.D., and Angus King, I-Maine, cut a bipartisan deal to give Dreamers legal status while giving Trump money for his border wall , Trump’s White House successfully fought to kill the deal because it didn’t also curtail family-based immigration. Senate Judiciary Chair Dick Durbin, D-Ill., who sponsored the original Dream Act in 2001, said he was “listening closely” to Trump’s comments on the matter Sunday and welcomed talks. “My ears perked up. After 23 years, I’m ready,” he said. “Anytime, anywhere — let’s sit down.” “But there’s reason to be skeptical, if not cynical,” Durbin added. Read more → More MTP interview reaction: Rep. Bennie Thompson, D-Miss., who chaired the now-defunct House Jan. 6 committee, pushed back against Trump’s suggestion during his “Meet the Press” interview that the panel’s former members should be imprisoned. Read more → That’s all from the Politics Desk for now. If you have feedback — likes or dislikes — email us at politicsnewsletter@nbcuni.com And if you’re a fan, please share with everyone and anyone. They can sign up here .Charlotte Crosby's home raided by masked gang as she lay upstairs with daughter

Live: High school football scores in the Lafayette area for the playoff semifinalsMG has a storied history, and in recent years it has established a strong presence in the Australian market, primarily by selling cheap cars with mass-market appeal. It’s currently ranked seventh in Australia’s new-vehicle sales chart, and while it isn’t on track to surpass its 2023 sales record, it’s still a top contender with an ever-expanding local model lineup. MG’s model range is being bolstered by the arrival of new and upgraded vehicles across a variety of market segments, which are serving to help the brand elevate itself up and away from its cheap-and-cheerful roots roots. Indubitably, it’s cheap cars like the MG 3 hatch that come to mind when MG is mentioned, though the all-new MG 4 electric hatch, the long-awaited new MG 3 and subsequent renewals of other models like the HS mid-sized SUV and ZS small SUV are helping to shift perceptions – as is the arrival of the $100,000-plus Cyberster electric sports car. But MG as we know it now is just its latest iteration, and there’s a lot more to the brand name than what’s happened in only the past 15 years. Most car enthusiasts and anyone middle-aged won’t be surprised to read MG was originally an entirely British manufacturer most notable for small sports cars loaded with charm. But did you know the MG name came from modifying another company’s vehicles? Or that the brand established its historical sporting pedigree through motorsport success as long ago as the 1930s? Here we’ll break all that down, including the factors that led to its eventual downfall in the early 2000s and its subsequent rebirth as a global automotive powerhouse under Chinese ownership. As the marque celebrates its 100th birthday, here’s everything you need to know about MG. Interested in an MG? CarExpert’s specialists can help get you in touch with a dealer . MORE: Everything MG MG – specifically MG Motor – is headquartered in Shanghai, China, and has been owned by the Chinese state-owned carmaker SAIC Motor since 2007. Many will know the MG badge for its much older origins though, and there’s plenty to unpack from its 100-year history. MG was established in 1924, when the first vehicles created by British car designer Cecil Kimber appeared in Oxford. Its origins aren’t as clear cut as other carmakers though, because the brand effectively began as an unofficial spin-off of Morris Garages – owned by British motor manufacturer William Morris. Morris Garages was an automobile retail sales and service centre in Oxford, where Mr Kimber was hired as a sales manager in 1921 and promoted to general manager in 1922. He went on to become the founder of MG. He began by modifying the standard production Morris Oxford, a model that had been in production since 1913. Mr Kimber’s modified versions were dubbed Kimber Specials, and they featured both Morris and MG badges. A reference to MG with its iconic octagon badge first appeared in a local newspaper in late 1923, and the symbol was later registered as a trademark by Morris Garages in 1924. In the same year, the MG 14/28 appeared as the company’s first recognised model, and in 1925 the MG Old Number One went on sale. Continued expansion over the coming years led to Morris Garages moving to several new locations, until a facility near the main Morris factory in Cowley, Oxford became its home in 1927. That factory provided the company its first opportunity to employ an actual production line. MG continued to grow and by 1928 it was large enough to warrant the establishment of an identity separate to the original Morris Garages, and so it was subsequently dubbed the M.G. Car Company in March 1928 – a name derived from its origins. 1928 also saw the launch of the first MG model that wasn’t a modified Morris, the MG 18/80. In October of that year it hosted its first exhibit at the London Motor Show, followed by another necessary relocation to a larger factory in Abingdon, Oxfordshire in 1929. In that year, it launched the first in a long line of its iconic sporty Midgets, the Morris-derived M-Type. The official M.G. Car Company was incorporated on July 21, 1930. It soon rolled out several small T-Series models that were later exported worldwide following World War II. Those cars achieved unexpectedly high success thanks to models like the MG TC, TD, and TF – all of which were based on the pre-war MG TB. Throughout the 1930s, MG also began enjoying success in motorsport after toppling British giants like Bentley. Mr Kimber stayed with the company as its managing director until 1935, when Mr Morris – who was still the company’s main shareholder – formally sold the M.G. Car Company to Morris Motors, which meant Mr Kimber was no longer the sole controlling owner. In the coming years the outbreak of WWII halted car production at MG, but it continued making basic items for the British army until Mr Kimber controversially obtained a contract to work on aircraft. He did so without prior approval, which led to company executives asking him to resign. He left in 1941 and soon found work elsewhere, though he was tragically killed in a railway accident at London’s King’s Cross station in 1945. In 1952, the M.G. Car Company and Morris were absorbed into the British Motor Corporation (BMC), which was created through a merger between Morris Motors and the Austin Motor Company. MG soon departed from its earlier pre-war designs to release the MGA in 1955. It was later followed by the iconic MGB in 1962, in response to demand for a more modern and comfortable sports car. From 1967 to 1969 a short-lived MGC was produced, which was based on the MGB but featured a larger, heavier six-cylinder engine and noticeably worse handling. Aside from those small sports cars though, many of MG’s cars under BMC were simply badge-engineered versions of models from other marques. One such car was the MG Midget of 1961, which was a rebadged and slightly restyled Austin-Healey Sprite. In 1966, BMC merged with Jaguar Cars to form British Motor Holdings (BMH), which itself merged with the Leyland Motor Corporation in 1968 to form the British Leyland Motor Corporation (BLMC). From the early 1970s under BLMC, the M.G. Car Company name disappeared and the MG marque began to only be used for rebadged models from BLMC’s other brands. The exception was the unsuccessful MGB GT V8, which was only in production from 1973 to 1976. While both the MGB and Midget designs were frequently modified to keep up to date with changing safety regulations, primarily in the United States, those two popular models were becoming outdated under BLMC ownership. MG’s step back during this period was largely caused by BLMC, later British Leyland, whose management and engineering staff were predominantly carried over from the former Leyland organisation. That was unfortunate for MG, as the Leyland company previously incorporated Triumph – its historically close rival. In fact, while Triumph was able to release new models during the 1970s like the TR7 and Dolomite, no new MG models were introduced except for that short-lived V8 MGB. Several distinct tiers emerged at British Leyland, with Triumph, Rover and Jaguar bundled into its Specialist Division, while MG was placed in the Austin-Morris division that generally made mass-produced family cars. Despite its lower status, MG proved to be profitable, though its profits were offset by substantial losses mounting from the rest of the Austin-Morris division. That meant any funding allocated to the division by British Leyland was diverted away from MG and instead to desperately needed mass-market models. That left MG with limited funding to maintain its tired lineup, let alone develop new models. The Abingdon plant closed as a result (bringing with it the death of the MGB and Midget), and in the 1980s MG returned to being used for badge-engineering Austin Rover models like the Metro, Maestro, and Montego. It wasn’t until 1992 that the MG marque reappeared in its own right, with the MG RV8 – an updated MGB Roadster with a V8 engine from Rover – previewed at that year’s Birmingham Motor Show. It entered low-volume production in 1993. That car was followed by the MG F in 1995, which was the first mass-produced all-new MG sports car since the death of the MGB in 1980. By that point, MG ownership had shifted hands multiple times. British Leyland became the Rover Group in 1986, which led to the MG marque being passed to British Aerospace in 1988 and then BMW in 1994. BMW sold the business in 2000, when the MG marque was passed on to the MG Rover Group based at the historic car factory in Longbridge, Birmingham. MG’s own sports cars continued to be sold alongside rebadged Rovers, and the lineup included the models like the MG ZS small sedan (a rebadged Rover 45) and the Rover 75 mid-sized sedan, both of which were sold in Australia in the mid-2000s. In 2005, the overarching MG Rover Group entered administration with £1.4 billion (~A$2.7 billion) in debt, and car production was suspended on April 7, 2005. Interestingly, the group wasn’t formally dissolved until May 2023. China had entered the MG picture as early as 2004, when reports of a joint venture between SAIC and MG Rover led to speculation from British media that a takeover was imminent. That initial venture fell through, and SAIC denied it had tried to purchase the company. In July 22, 2005, Nanjing Automobile Group purchased the rights to MG along with the MG Rover Group’s other assets, but it couldn’t acquire the Rover name from BMW and thus created Roewe. The company formed was titled NAC MG UK, and Nanjing Automobile later merged with SAIC Motor in 2007. Earlier in 2007 though, Nanjing had restarted MG production, which saw sports cars like the MG TF manufactured at Longbridge from 2008 to 2010. The company was renamed to MG Motor UK in 2009, and MG continues to be controlled by SAIC to this day. The first all-new MG in 16 years hit the market in the form of the MG 6 in 2011 – though it was derived from the SAIC-owned Roewe 550 and was thus distantly related to the Rover 75, which ended production in 2005. It was built both in China and in the United Kingdom at Longbridge, and was followed by the MG 3 in 2013. MG Motor ended production at the Longbridge plant in September 2016. MG vehicles have been primarily built in China ever since – with the exception of localised operations in countries like Thailand and India. SAIC has since designated MG as its main international brand, and it became China’s largest single-marque car exporter in 2019. MG Motor went on to sell around 840,000 units globally in 2023, when 88 per cent of its sales were outside of China. Apart from of SAIC-developed MG models, MG Motor also sells rebadged versions of other vehicles from SAIC-owned brands like Roewe (successor to Rover) and Maxus (founded by SAIC in 2011). One such vehicle is the second-generation MG HS, which is a rebadged version of the Chinese-market Roewe RX5. The new HS was released in 2024, alongside new-generation versions of the MG 3 and ZS, replacing Australia’s top-selling light car and small SUV, respectively. MG Motor has also since released its first roadster under Chinese ownership, the battery-electric Cyberster. Between 2020 and 2023, MG was one of the fastest-growing brands in the UK and Europe, and during the same period its Australian sales quadrupled. Its most popular global model continues to be the ZS, while MG’s sales were boosted by the arrival of its first electric vehicle (EV) developed from the ground up – the MG 4 in 2022. In 2023, China was MG Motor’s largest market with 99,441 sales. It was followed by the UK with 81,289, Mexico with 60,128, and Australia with 58,346. Interested in an MG? CarExpert’s specialists can help get you in touch with a dealer . MORE: Everything MG MG currently sells six distinct models in Australia, though there are several caveats. MG’s Australian lineup is as follows: Prices are based on a Victorian postcode, and all exclude on-road costs unless specified as drive-away (D/A). You can click the names of the cars in the table above to be taken to their dedicated CarExpert showrooms. Prices for the MG 3, 4, and 5 are all as-listed, though specific drive-away pricing for the MG 4 range is only listed for the base-spec Excite 51. It’s also worth noting there are currently several factory bonus deals available, which bring discounts for models like the ZS EV – check MG’s website for more details. There are also several ZS models, which can be explained as standard (ZS), updated and restyled (ZST), electric (ZS EV), and new-generation (ZS Hybrid+) – the latter of which is hitting showrooms this month and will be followed by new petrol versions early next year. The HS and 3 are now officially in their second-generation guises, while the all-new Cyberster has only just arrived in Australia and will go on sale next month. While the HS and 3 are two models that received significant updates this year, you can still purchase new previous-generation versions of both models while stocks last. The old MG 3 is currently discounted through MG’s run-out sale for $19,990 drive-away, alongside the old HS for either $28,990 drive-away or $30,990 drive-away depending on the variant. Similarly, the outgoing HS Plus EV plug-in hybrid is on sale for either $34,990 drive-away or $37,990 drive-away. We’ll now provide a top-line overview of each of the new and incoming models, though it’s worth checking out our individual price and specs articles for detailed information. These will be linked to the model’s name below. The MG 3 is the brand’s smallest model, and it’s available as either a standard petrol variant or the electrified Hybrid+. Each employ a 1.5-litre four-cylinder engine, and non-hybrids get a continuously variable transmission (CVT) compared to the ‘hybrid’ transmission in the Hybrid+. Drive is sent to the front wheels only. It’s a similar story with the MG 5 , though its higher-spec version adds a turbocharger and a dual-clutch transmission to its 1.5-litre four-cylinder petrol engine. Lower grades utilise a CVT, and all are front-wheel drive. A facelift for the MG 5 has been revealed in China, and it’ll likely arrive in Australia early next year. As for MG’s SUVs, there are currently two in the lineup. The smallest of the pair is the ZS, which has been on sale for some time and has just been released in next-generation Hybrid+ form. The outgoing ZS only has one variant available, which utilises a 1.5-litre four-cylinder engine and a four-speed torque converter transmission. It’s front-wheel drive only. Above that is the ZST , which is updated and restyled compared to the standard ZS. It’s front-wheel drive only and there are four variants; the bottom two use a 1.5-litre four-cylinder mated with a CVT, while the top two gain a 1.3-litre turbo three-cylinder and a six-speed torque converter automatic. The new-gen ZS Hybrid+ is arriving this month in two variants, both with a 1.5-litre four-cylinder engine. That’s mated with a three-speed motor-assisted hybrid transmission, with drive again sent to the front wheels only. There’s also the larger HS , which is now in its second generation. It’s sold in three variants, and all use a 1.5-litre turbo four-cylinder mated with a seven-speed dual-clutch automatic. MG’s EV range also includes SUVs with the ZS EV , which is sold in three variants. The two cheapest variants utilise a 50.3kWh battery pack for 320km of WLTP range, while the top-spec Long Range gains a 72kWh unit for a claimed range of 440km. Then there’s the dedicated-electric MG 4 , Australia’s cheapest EV, that is sold in five variants. The base Excite 51 is the only one to use a 51kWh battery for a claimed range of 350km, while the next two up use a 64kWh battery for ranges of 450km and 435km respectively. The Long Range 77 has a 77kWh battery pack and a claimed range of 530km, and all are rear-wheel drive. The odd one out is the XPower at the top of the range, which has a dual-motor all-wheel drive setup, a 64kWh battery, and 400km of driving range. Finally, MG Motor’s most unique global car to date is the all-electric Cyberster . It’s coming to Australia in one all-wheel drive variant, and it’s the most expensive car MG has ever brought here. The scissor-door convertible utilises a 77kWh battery pack for a claimed range of 443km, while MG says it can reach 0-100km/h in just 3.2 seconds. Interested in an MG? CarExpert’s specialists can help get you in touch with a dealer . MORE: Everything MG MG is primarily competing against auto brands that sell similarly affordable cars in Australia, namely Chery, GWM, Suzuki, Mitsubishi, and – at a stretch – Mazda. Firstly Chery, as it’s another Chinese brand competing in similar Australian market segments. Its Omoda 5 and Tiggo 4 Pro are strong rivals for the ZST and ZS respectively, largely due to their price and size. The entry-level Omoda 5 FX is priced at $27,990 drive-away, compared to the ZST Core’s $26,990 drive-away price tag. On the cheaper end, the Tiggo 4 Pro costs as little as $23,990 drive-away, while the ZS is priced from $20,990 drive-away. In terms of larger SUVs, the closest matched vehicles are the Chery Tiggo 7 Pro ($39,990 drive-away) and the MG HS ($34,990 drive-away). GWM – another Chinese manufacturer – competes against MG’s SUVs with its Haval-branded Jolion and H6 models, while the Ora EV is also a strong rival for the MG 4. The MG 3 is MG’s cheapest and smallest car, therefore making it a rival for the Suzuki Swift Hybrid . There are some differences though – the MG 3 is cheaper than the Swift Hybrid, and the cheapest Swift Hybrid offers a manual transmission instead of a CVT. Mitsubishi’s ASX small SUV goes up against the ZS on price in particular, while its larger models like the Eclipse Cross and Outlander can also be compared to the HS in size and price – though the HS wins out on standard tech. Mazda isn’t a direct rival for MG, though its smaller and older models like the Mazda 2 and CX-3 would likely be cross-shopped against the MG 3 (MG 5 in sedan guise) and ZS respectively. The key difference is Mazda’s cheapest models tend to offer a slightly higher level of luxury (albeit without being legitimately luxurious) than comparable MGs. Similarly, the Cyberster doesn’t currently have any direct competitors, given its unique positioning as an all-electric high-performance roadster. Interested in an MG? CarExpert’s specialists can help get you in touch with a dealer . MORE: Everything MG MG is currently Australia’s seventh-best selling auto brand, sandwiched between Mitsubishi in sixth and Isuzu in eighth. Against the above rivals on yearly sales to the end of October this year, MG (41,302) ranks considerably higher than both Chery (8956) and Suzuki (17,670), though there’s a much smaller gap to GWM (35,143). It’s still well behind Mazda (81,143) and Mitsubishi (62,588), the latter of which is currently enjoying a year-to-date sales increase of a sizeable 20.1 per cent. MG, meanwhile, is currently down 15.6 per cent on its figure from this time last year. That means MG is on track to fall short of its record sales figure of 58,346 in 2023, if it maintains October’s monthly sales of 5206 for the rest of the year. It is, however, only around 8000 units down on its 2022 sales figure of 49,582. MG remains Australia’s top-selling Chinese brand, with GWM currently its closest rival on the charts. The brand’s best-selling model here is the ZS, which has found 18,668 new homes so far this year. It’s worth noting that figure combines sales of the ZS, ZST, and ZS EV. It’s followed by the MG 3 on 10,421, but after that is a sizeable gap to the MG 4, its second most popular model with 5258 sales. Making up the rest of the total are the HS and MG 5 with 3530 and 3425 sales respectively. Interestingly, both the ZS and MG 4 made the sales top 20 for the month of October this year. The ZS ranked 11th, ahead of cars like the Toyota Corolla and Mazda CX-3 , while the MG 4 was 16th and ahead of the Isuzu MU-X and Hyundai i30 . Interested in an MG? CarExpert’s specialists can help get you in touch with a dealer . MORE: Everything MG MG has multiple new models on the way in 2025 alone, following the launch of several others in late 2024. The two recently launched new models are the Cyberster and the ZS Hybrid+ , which will be on sale shortly. The next new MG expected to arrive here is the MG 7 fastback , which entered production in China in 2022. It’ll fill the large sedan space currently unoccupied by MG, whose only current sedan is the smaller MG 5. On that note, an update to the MG 5 is expected to arrive at a similar time to the MG 7, and it’s expected to improve the current model’s ANCAP safety rating. Next up is the new petrol-powered ZS , which is expected to arrive in the first half of 2025. Though it follows the Hybrid+ version, it’ll feature the same design and bring the rest of the ZS range into the current generation. Similarly, a replacement for the ZS EV is expected to arrive in first half of next year – though it’ll likely look different to the new ZS and more like the S5 electric SUV spied in Australia earlier this year. Unlike the MG 3-based ZS, the S5 will share its platform with the MG 4. Another MG 4-influenced car is the second-generation Marvel R , which is another electric SUV but appears to be closer in size to the HS. The current Marvel R has been sold overseas for some time, but never in Australia. The second-generation version is expected to arrive in local showrooms in the first half of 2025. As MG’s largest SUV, however, the HS is expected to gain hybrid and plug-in hybrid versions in mid-2025. They’ll join the latest petrol HS, which itself arrived in Australia earlier this year. MG is also looking to bring its first seven-seat SUV to Australia in the future, and – like the HS – it’s expected to be a rebadged SUV from fellow SAIC brand Roewe. In this case it’ll be the RX9, but timing is unconfirmed. While MG has confirmed the RX9 for the Philippines, it may need a different name in Australia given Mazda owns the rights to the RX-9 trademark here. Interested in an MG? CarExpert’s specialists can help get you in touch with a dealer . MORE: Everything MG