2018 Thai cave rescue First boys rescued BBC News

The operation to free 12 boys and their coach trapped in a cave in northern Thailand is running "smoothly", the head of the operation says.

Four boys have been brought above ground so far in good health, rescuers say.

The mission has now been paused for at least 10 hours as air tanks need to be replaced.

Rescuers decided to go ahead with the hazardous operation on Sunday because of fears of rising waters.

The next phase would begin on Monday morning, after relaying "all of the air tanks and all systems along the way", Chiang Rai Governor Narongsak Osottanakorn said.

He corrected earlier reports that said six boys had been freed.

Sunday's events as they happened
How risky is the Thai boys rescue?
Divers have been guiding the boys through darkness and submerged passageways towards the mouth of the Tham Luang cave system. They have reportedly been able to make the last part of the journey on foot.

Rescuers took advantage of a break in the rain to launch the mission much earlier than originally expected.

The first phase has also been conducted much faster than officials had predicted.

Media captionChild psychiatrist: "It will be a challenge for these children to go back to normal life"
The group and their families had all given their agreement that they should be moved as soon as possible, said Mr Narongsak.

What is happening at the cave?
A team of 90 expert divers - 40 from Thailand and 50 from overseas - has been working in the cave system.

Image caption
An ambulance arrives at a nearby hospital after leaving the cave site
Getting to and from where the boys are has been an exhausting round trip, even for the experienced divers.

'I am dying to see him. I miss my son'
The process includes a mixture of walking, wading, climbing and diving along guide ropes already in place.

Wearing full-face masks, which are easier for novice divers than traditional respirators, each boy is being accompanied by two divers, who also carry his air supply.

The toughest section is about halfway out at a section named "T-Junction", which is so tight the divers have to take off their air tanks to get through.

Beyond that a cavern - called Chamber 3 - has been turned into a forward base for the divers.

There the boys can rest before making the last, easier walk out to the entrance. They are then taken to hospital in Chiang Rai.

In an indication of how dangerous the journey can be, a former Thai navy diver died in the caves on Friday. Saman Gunan was returning from a mission to provide the group with air tanks when he ran out of oxygen.

He lost consciousness and could not be revived. His colleagues said they would "not let the sacrifice of our friend go to waste".

Sense of remaining unease
BBC's Nick Beake at the scene

This is a hugely high-profile rescue attempt and Thailand knows the world is watching. It has embarked on a dangerous option but believes it's the best for bringing the group out alive.

It has assembled a team of internationally renowned divers and so far their expertise has brought four boys - thought to be the weakest - back to their families.

But the relief of those mums and dads will be tempered by the knowledge that nine other families face an anxious wait for the turn of their loved ones to be shepherded through the narrow and murky corridors of the Tham Luang cave complex.

As one diving expert put it to me, when underwater cave rescues go wrong they go wrong in a big way. So despite this promising start, there is a sense of unease here in Chiang Mai. But the overriding impression from the rescuers is a clear focus and unshakable resolve to finish the job.

Who are the boys and their coach?
Chanin Vibulrungruang, 11 (Nickname: Titan) - started playing football aged seven
Panumas Sangdee, 13 (Nickname: Mig), wrote to his parents: "The Navy Seals are taking good care of me"
Duganpet Promtep, 13 (Nickname: Dom) - captain of the Wild Boars, reportedly scouted by several Thai professional clubs
Somepong Jaiwong, 13 (nickname: Pong) - reportedly dreams of playing for the Thai national team
Mongkol Booneiam, 13 (nickname: Mark) - described by his teacher as a "very respectful and good child"
Nattawut Takamrong, 14 (nickname: Tern) - told his parents not to worry about him
Ekarat Wongsukchan, 14 (nickname: Bew) - promised his mother he would help her at the shop once he was rescued
Adul Sam-on, 14 - member of a volleyball team that came second in the North Thailand-wide tournament
Prajak Sutham, 15 (nickname: Note) - described by family friends as a "smart, quiet guy"
Pipat Pho, 15 (nickname: Nick) - wrote in his letter he wanted his parents to take him for barbecued food once rescued
Pornchai Kamluang, 16 (nickname: Tee) - told his parents "don't worry, I'm very happy"
Peerapat Sompiangjai, 17 (nickname: Night) - it was his birthday the day the boys went missing, and his parents have told him they are still waiting to hold his birthday party
Assistant coach Ekapol Chantawong (nickname Ake), 25 - apologised in his letter to the parents, but they replied that they did not blame him
How did the group get there?
The boys were found inside the cave by British rescue divers on Monday, about 4km (2.5 miles) from the cave mouth.

Aged between 11 and 17, they belong to a football club called the Wild Boars, and became trapped during an excursion with their coach.

It took nine days to find them in the underground network's dark depths.

Race against the rain
Officials had originally thought the group might have to stay where they were until the rainy season ended - and that could have meant months underground.

They had also been exploring whether they could drill down into the cave, as well as scouring the mountainside for another way in.

But with the rainy season just beginning, it has become clear that the flooding which originally trapped the boys will only get worse in the coming days.

Media captionThailand cave rescue: Meet the volunteer helpers
Rescuers have been desperately pumping water out of the cave, and Mr Narongsak said on Sunday that water levels inside were at their lowest levels so far.

"There is no other day that we are more ready than today," he said.

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711HP McLaren 570s w Straight Pipes!! Brutal REVS & Insane BACKFIRES!

It’s no V-12 Lamborghini, though a batch McLaren 570S’ empty note sounds flattering good. The empty complement connected to a 570S’ 3.8-liter, twin-turbocharged V-8 creates a no-nonsense rumble with a spirit of turbocharger bobbin during idle and howls in acknowledgment when we crush a gas. If this isn’t shrill enough, we can buy an upgraded titanium empty true from McLaren, or do things a out-of-date approach by stealing a muffler.

Supercar Youtube channel CVDZIJDEN posted a video of what happens when we straight-pipe a McLaren 570S and a formula are glorious. The empty turns a dial on a 570S’ aforementioned idle rumble and turbo alarm adult to 11 while adding lots of crackles and pops during deceleration.

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This footage was presumably shot nearby Spa-Francorchamps in Belgium during The Cannon Run’s European Tour, a large supercar convene that takes owners by 10 European countries. Listen to one of a rally’s loudest cars rev a heart out below.

Liberty Walk Ferrari 458 Spider w Armytrix Exhaust System LOUD REVS!

The £198,856 open-top version of the so-nearly-perfect Ferrari 458 Italia coupe. Thing is, this could go two ways. Either the extra exposure – to the elements and the 458’s powerful singing voice (surgically re-tuned for the alfresco concert) – intensifies and completes Ferrari’s finest driving experience. Or the additional weight and reduced rigidity do just enough to break the spell.

Technical highlights?

The arrival of a drophead 458 was a given. For there not to be one would have broken with a Ferrari tradition. But most of us expected it to be a soft top. Instead, the 458 Spider is the first mid-engined Ferrari convertible with a folding metal roof. Actually, it’s aluminium and 25 kilos lighter than the F430’s fabric affair. Nippy, too, opening and closing in just 14sec. Inspired by the elegant and simple roof design created for the 575 Superamerica, it folds in two sections and stows very space efficiently beneath the engine cover. The whole mechanism is so well packaged it even allows enough room for a couple of custom made suitcases to be placed on a shelf behind the seats to supplement the relatively generous front boot capacity.

There’s only the slightest increase in aerodynamic drag with the roof in place (from a Cd of 0.33 to 0.335) and nothing awkward about the way it looks. If anything, the Spider’s reconstituted back end is more handsome than its hardtop sibling’s, despite losing the transparent engine cover. In its place is a painted cover with vents which, although plainer, lends a tougher, more coherent look to the rear aspect, especially in conjunction with twin buttresses which rise to flattened points just above the seats’ head restraints and provide roll-over protection as well as helping to manage the airflow over the cabin with the roof down – further tailored by a little glass window between them that can be raised and lowered to suit and has an ‘optimum’ default position.

All told, the Spider weighs only 50 kilos more than the coupe (for comparison, opting for an Audi R8 Spyder adds around 100 kilos to the coupe’s weight) and, as you might expect, Ferrari’s engineers have made various mechanical adjustments to finesse the car for its perceived clientele: slightly softer damper rates (though the spring and anti-roll bar settings are unchanged), a gentler throttle map (more on this is a moment) and specific induction and exhaust tuning to re-master the 458’s V8 soundtrack for maximum aural gratification. In cold statistics, the Spider hardly gives anything away to the coupe. Its 198mph top speed is 4mph down and its 3.4sec 0-62mph time just a tenth slower.

Novitec Ferrari GTC4 Lusso Exhaust

Ferrari likes having a front-engined four-seater in its range. By default it has been a V12, but until the FF arrived, replacing the 612 Scaglietti, what it never had was four-wheel drive.

The FF did, and the GTC4 Lusso still does now, but the Lusso also has four-wheel steering, thanks to a development of the system that appeared on the F12tdf. An actuator on the toe-link on the rear suspension can give a little positive or negative lock, to increase either agility or stability.

That’s the most notable mechanical thing in a raft of changes that Ferrari thinks warrant an entire name change: FF out, GTC4 Lusso in.

Here are those changes in no particular order, then. There’s a restyling of the outside – the rear in particular, where twin (attractive) tail-lights each side replace single (less attractive) ones.

There are some aero and rear roof profile changes, too, but while some coupé-estates are beautiful and some are plain quirky, to me this still errs towards the latter. Nothing particularly wrong with that, mind.

Breadvans are a rare groove, maybe, but the thing about a rare groove is that a lot of people like them. The design at the front has the Lusso appearing lower, wider and more aggressive than the FF, because engine changes demand more cooling, and the grille opening has been widened as a result.

And what demands more cooling? Why, a more powerful engine, of course. But not just one engine, as the GTC4 Lusso represents another Ferrari first. This is the first model from Modena to be offered with two engines – a 6.3-litre V12 and a turbocharged 3.9-litre V8.

Starting with the V12, Ferrari felt the FF’s 651bhp wasn’t enough but 680bhp is just about right. The GTC4’s 6.3-litre naturally aspirated twelve-cylinder unit makes its peak power at 8000rpm and runs into the limiter at 8250rpm – it isn't exactly a Skoda Superb 2.0 TDI.

Don’t think for one moment that losing four cylinders makes the V8 GTC4 Lusso a pussycat, as it produces 602bhp at 6500rpm and is capable of knocking off 62mph in 3.5 seconds (the V12 manages 0-62mph in 3.4sec) before rocketing on to 199mph.

Where things get a little complicated is the four wheels driven through two gearboxes: at the rear there’s a seven-speed dual-clutch automatic transaxle gearbox, whose position helps give a slight rearward weight bias.

In front of the engine, however, which is mounted so far back in the chassis that there’s room for this feature, is a ‘power transfer unit’ (PTU), which is a two-speed gearbox - driven directly from the crankshaft - with two wet clutches, one for each front wheel.

The PTU can handle up to 20 percent of torque, but often gets none, and the clutches always slip so that the front wheels turn at the right speeds relative to the rears. Its lower gear works during first and second on the rear gearbox, and its higher gear in third and fourth.

Beyond that the wheels are turning so fast that the PTU would be a drag rather than a help to them, so the GTC4 reverts to rear-drive only. Which, given that the top end of fourth gear arrives at around 120mph, is a speed at which you probably shouldn’t need four-wheel drive anyway.

There are big changes inside. The steering wheel is new and Ferrari has vastly improved the ergonomics of the buttons on it (although it still refuses to acknowledge the ergonomic advantages of the rim being round).

And then there’s the new infotainment system. There’s a screen. A wide one – 10.25in to be precise. Neatly, it’s covered at the corners by the swoopy bits atop the dashboard, so it looks nicely integrated and rather classy. It doesn’t work too shabbily, either – although you’d want to play with it for a few hours straight before saying whether it’s up to the standards of BMW’s iDrive and the like. On the passenger side it’s augmented by a wide, short touch-screen panel so the passenger can fiddle around with some settings, too. Nice touch.

The GTC4 genuinely seats four, as well: at 5ft 10in I could comfortably sit behind my own driving position with an inch or so of knee and head room. Plus there’s a 450-litre boot, which is wide but far from flat, although the upper halves of the rear seats split and fold to increase the volume to 800 litres, and you care so little about that you’ve stopped reading, haven’t you? So fine, onwards.

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With a mid-mounted twin-turbo 3.9-liter V-8, the 488GTB generates a sonorous wail and ferocious acceleration all the way to 8000 rpm, where it makes 661 hp. A seven-speed dual-clutch automatic is the sole transmission; we estimate a zero-to-60-mph time of 3.0 seconds. Ferrari’s adaptive suspension is relatively compliant without sacrificing handling. The Pista makes 710 hp. For those who want more V-8 music, the Spider offers a retractable hard top that raises or lowers at speeds up to 25 mph.