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McKay Securities has posted a 6.3% hike in net asset value for the year, as the value of its portfolio reached a record high.

The 2019 Hyundai Veloster gives asymmetry a second chance. It’d have been easy to drop the sporty Veloster hatchback from the lineup, as crossovers take over the Hyundai brand. But the Veloster brings in buyers who might find a Civic Coupe alluring, or a VW Golf enticing. It’d have been even easier to add a fourth door to the 2019...

Electric motors are round. Wheels are round. It’s a pretty natural impulse to combine the two. No lesser automotive luminary than Dr. Ferdinand Porsche did it first, inventing the wheel-hub motor in 1897. He mounted two of them to his front-driven battery-electric prototype “Lohner-Porsche.” Three years later he invented the gas-electric hybrid by fitting four hub motors to his elaborate four-ton “Mixte” coach. The one tiny rub: Those 14-hp motors weighed around 320 pounds. Each.

Modern materials and engineering have enabled dramatic improvements. For about seven years, Protean Electric has been selling a 100-hp hub motor that weighs just 68 pounds. So why do all volume-produced EVs still mount their motors inboard? To minimize unsprung weight for optimal ride quality.

Enter Silicon Valley inventor and serial startup founder Marcus Hays and co-inventor Scott Streeter. They wondered if it might be possible to develop a wheel and motor system that weighed no more than a conventional aluminum wheel. As folks in their neighborhood so often do, Hays, Streeter, and the Orbis Wheels team looked to disrupt as many paradigms as possible. Without the gear reduction of a body-mounted motor, a hub motor needs high torque to act through the 1-foot lever arm from the hub to the contact patch. Wheels then need hefty structure to transmit these acceleration, braking,
and cornering forces between the hub and the rim.

Hays’ radical solution: do away with the hub entirely and power the rim.

Mass, cost, and rotational inertia instantly plunge with this approach. Mounting the motor so that it drives a rim-mounted ring gear (via a small pinion shaft) lowers the required torque to get the wheel spinning. It also greatly increases the electric motor’s top speed. And guess what? Motors wound for high rpm instead of high torque, like those on a drone copter, can deliver the same power as high-torque motors using vastly less copper and hence weighing one-twentieth as much. Bam—a cost- and weight-savings twofer.

How does a hubless wheel connect to the car? Traditional suspension links attach to a carrier that supports the motor, brake caliper, and a triangular wheel-bearing system. The car’s weight bears on two pairs of rollers located at the 5 and 7 o’clock positions on the rim; a third set at 12 o’clock keeps the wheel from tilting. The inner and outer bearing race surfaces on the rim are angled to transmit side forces when cornering, and PTFE anodizing of the aluminum rim and Delrin rollers negates the need for lubrication. Hays says his 9.5-by-20-inch prototype Civic Type R rear wheels (below) exhibit one-fifth the dynamic friction and 13 percent less rotational inertia than Honda’s wheel. Covers and seals are expected to exclude debris, and typical air-cooled automotive-grade DC motors are tolerant of occasional, temporary submersion in water. I worry about those bearings and am eager to study the durability-testing results once Orbis fits motors to the Civic wheels.

EXPLODED The motor and pinion (left) engage ring gears (right); the stationary cover at far right ducts cooling air to a brake disc.

Another ring-wheel benefit is that a large-diameter brake rotor positioned out nearer the tire contact patch greatly reduces the required brake force. That means less heat is generated and thus brake components can be smaller and lighter. Between this and the friction reduction, Orbis thinks this tech makes nondriven Orbis wheels ideal for F1 and Formula E.

Orbis installed small ring wheels powered by skateboard motors on a Chinese Dongfang electric scooter. Each weighs 20.6 pounds versus the stock wheel/motor’s 42.1 pounds. Performance and energy consumption were nearly identical, but Orbis’ gear drive is a tad noisier—64 dB versus 61. With batteries downsized for equivalent range and performance, the 2WD scooter weighs 100 pounds less than the original.

Cake icing: Hays reckons the cost of a ring-wheel-driven powertrain could be 25 percent less than that of a conventional EV. Orbis seeks to license the technology, assisting with prototype design and development. It has civilian and military projects ongoing—and if we’re lucky, a kit to add 140 hp and 232 lb-ft of electric drift inducement to the rear of a Civic Type R.

Read more by Frank Markus here:

• Putting a Chill on Diesel Consumption with Liquid Nitrogen 
• Nissan Researches Mind-Over-Motor Technology
• Is the Era of the Camless Valvetrain Finally Upon us?
• Proactiv for Road Acne: A New Cure for Autonomous Car Sickness?
• Borla’s Pipe-Organ Tech Gets Your Car Riffing Like AC/DC

The post Reinventing the Wheel – Technologue appeared first on Motor Trend.

The original press drive for the all-new, 2019 Bentley Continental GT was slated for November 2017, in Barcelona, Spain. In an unusual move, Bentley pushed back the launch of the replacement for its new big coupe by six months. Why? The car wasn’t good enough.

Bentley engineers wanted a home run, not a double. Rightly so, for even in these SUV-crazed times when the Bentayga is Bentley’s best-seller, the handsome new Continental GT is the heart, soul, and face of the storied brand. Historically speaking, the previous generation of the heavyweight grand tourer is the best-selling Bentley ever, with nearly 70,000 units sold. The new one had better rock.

Fast-forward to the middle of May and the fabulous Kitzbühel Country Club tucked into the Tyrolean Alps. With the Continental GT now properly sorted, Bentley gathered a gaggle of North American motoring scribes to take the sharply tailored brutes on something of a mini grand tour. Our route ascended up into the incomparable Grossglockner High Alpine Road, descended to an airfield in Lienz, dropped into Sauris, Italy, and finally headed back into Austria—where a waiting chartered jet would fly us to Munich, Germany. Beats breaking rocks.

The new Conti rides on the Volkswagen Group’s freshly minted MSB architecture, shared with the second-generation Porsche Panamera. The “S” in the middle stands for standard layout, as in a front-engine, rear-drive layout. Given VW’s origins, there’s some irony that a Volkswagen standard layout puts the engine in front. The cynics among you (i.e., my Instagram following) will be quick to point out that the new Bentley is really just a two-door Panamera. They should have called it the 928, right? Wrong.

Quite wrong, actually. You would have to be familiar with Porsche’s big sedan to notice any shared parts. Luckily for you, I recently had my hands on two Panameras. The wheel-mounted paddle shifters and the lever to adjust the steering wheel are the Continental’s two most noticeable carryovers from the Panamera. Bentley was keen to stress that it’s been involved with MSB since its inception, and the carmaker did a great job of differentiating the Continental from its corporate cousin.

Starting with what’s under the hood: The familiar 6.0-liter twin-turbo W-12 is now good for 626 horsepower and 664 lb-ft of torque. This is roughly the same engine that made its debut in the Bentayga, though in the Bentley SUV it makes only 600 ponies. The engine block is also modified for Continental GT duty. Because a driveshaft to power the front wheels has to travel through the block itself, Bentley had to trim down one of the main bearings. In Comfort and Bentley modes, up to 38 percent of the engine’s torque can be sent to the front wheels. In Sport mode, that amount drops to 17 percent. Even more important, the dash-to-axle measurement has grown by 5.3 inches. Not only does that massively help the aesthetics, but the engine also no longer lives fully in front of the wheels, Audi-style. Understeer, as we’ll get to, is greatly reduced.

Bolted to that big W-12 is an eight-speed dual-clutch gearbox, a first for Bentley. It’s a modified version of Porsche’s PDK, aka Porsche Doppelkupplung. We might as well call it BDK. Remember how the Conti was delayed for six months? BDK. I’ve long maintained that Porsche’s PDK is the best dual-clutch transmission, period. If you’re going to steal, steal from the best. Although a dual-clutch offers many performance benefits, it can bring drawbacks in day-to-day use. At low speeds, it’s difficult to start smoothly from a dead stop, something that a torque-converter automatic does perfectly. Bentley is an elite luxury brand, and you can’t have your 1 Percent customers lurching away from a stop sign. The Bentley boffins felt they had to absolutely nail the luxury aspect without losing the PDK’s sporty essence. Those things take time.

From the front, the new GT might be the best-looking Bentley of them all. I still have a soft spot for the prewar Le Mans champs, but exterior designer John Paul Gregory deserves tremendous praise. If space aliens came to Earth and were told to pick the best-looking Bentley snout, Gregory’s design would win, tentacles down. The front and front three-quarters views are gorgeous.

The new Conti rides on 22-inch wheels, and even with a 112.2-inch wheelbase (the same as a Lexus LX 570), the car does look a bit stumpy. It suffers from the same fate that afflicts the otherwise great-looking new Aston Martin Vantage: The wheels are huge for the car. To my eye, it looks donked. A few more inches in the wheelbase would help. Also, the fender vent/chrome stripe combo that flows down the door to the rear wheel looks like a golf club, similar to the hockey stick that seems to be glued to the BMW 7 Series’ flank. The 9-iron applique notwithstanding, I love the mammoth rear haunches. Bentley nailed that part. I’m not crazy about the rear of the Continental, though. I don’t like that the exhaust tips are the same oval shape as the taillights. It comes across as a cheap gimmick—beneath the stature of a car like this. Childish, even. Round pipes would look much more mature. Overall, however, the new Continental GT is better-looking than ever.

Like the exterior, the new Continental’s interior is a big, sexy step forward. There are no obvious shared Porsche bits, save for the angle of the center console, but you have to be a super geek (hi, Mom!) to notice. And what a nice place it is to be. Seven cows gave their hides for each interior, which is sewn together with nearly 2 miles of thread and 310,675 stitches. Should you order a new Conti, be certain to opt for the Côtes de Genève finish for the center console. Inspired by Swiss timepieces, the patterned metal is lovely and hugely preferable to the standard piano black finish.

The MSB platform is packed with electronic goodies, and—depending on how you configure it—can have as many as 92 ECUs on board. There’s a large 12.3-inch touchscreen, which controls everything from ride height to seat massaging intensity. This is an enormous improvement over the outgoing Continental. To call the infotainment system on the past car “dated” is a kindness. In the new version, the screen rotates away at the touch a button, in true luxury fashion. The screen is part of a three-sided piece that can then display either solid wood veneers or three fully analog gauges. Those gauges are so handsome (particularly the rotating compass), they make you question Bentley’s decision to go with digital main gauges. Bells and whistles are nice, but real luxury is visual peace and quiet.

So how does it drive? In both Bentley and Comfort modes, the car is sure-footed and comfy. Perhaps a bit too soft in Comfort, but that’s why the default mode is Bentley. With the three-chamber air suspension set to Sport and the standard 48-volt anti-roll bars arresting almost all body movement, I attacked Austria’s adventurous Grossglockner pass. By “attacked,” I mean I passed every other Bentley in our group, plus every other car on the road, and arrived at the coffee stop so early that the Bentley PR team wasn’t ready for me or my co-driver, Automobile’s editor-in-chief, Mike Floyd. In fact—and you better believe I’m bragging—we were informed that we arrived earlier than any other car from any of the other launches that preceded ours. Booya! As I was gobbling up the competition, I began to experience a familiar feeling. Nine years ago, I drove a Bentley Continental Supersports on Colorado’s Million Dollar Highway. Passing cars was such a nonevent that I remember comparing it to a cat batting around a dead mouse. That Bentley, like this Bentley, ate up the road and all the cars it came upon.

With so much power, torque, and tire, plus all-wheel drive, the broad-chested Bentley ought to be quick and possess supercar passing power. But it was the handling—not usually a Bentley brand value—that impressed me most. When it’s in Sport mode, the Porsche Panamera feels like a four-door Nissan GT-R. The Bentley, with its more languid shifts and extra weight, feels like a truly excellent, well, Bentley.

Much like the original Continental Supersports, the new GT claims a curb weight of 4,950 pounds, about 175 pounds lighter than the car it replaces (though manufacturer claims are almost always lighter than reality). Of note, the Panamera Turbo Sport Turismo weighs 4,727 pounds. How does the two-door Conti, with its all-aluminum body, weigh more than a station wagon built on the same chassis? Well, there’s that 12-cylinder engine. Plus, the weight of all that sound deadening and the leather, wood, and metal in the cabin adds up. Those are the ingredients that help make a Bentley look and feel like a Bentley. What do you know: The lightened 2010 Supersports made 621 hp and weighed 4,993 pounds. That car also happened to be the best Bentley I’d ever driven. Until this one.

Understeer, especially in Sport, has been reduced compared to the previous standard Continental GT. Not eliminated, mind you, but the combination of less weight in front of the front axle, less power being sent to the front wheels, and a chassis designed from the start to be sporty, makes the big luxury ship into something of a performer. Would I take one to a track? No—and no owner would, either. That’s not the point of the car. The Continental GT—as our Bentley minders told us approximately 9,000 times over the span of a single day—is meant for grand touring. Not much harshes one’s mellow as thoroughly as being stuck behind slow-moving peasantry. Mega-machines like this Conti eliminate that first-world problem. The handling is authoritative, purposeful, satisfying. The car is much more strongman than parkour, and that’s by design. Does it stay perhaps too flat, thanks to the quick-acting 48-volt anti-roll bars? A bit so, though the trick itself is impressive and makes the car feel quite unique in corners.

Bentley quotes a 0–60 time of 3.6 seconds. As the Panamera Turbo Sport Turismo (550 hp, 567 lb-ft or torque) did the deed in 3.0 seconds, I predict that the Continental GT will improve on its stated time. Sure, it’s a bit heavier, and BDK doesn’t shift quite as ferociously as PDK, but power is power. I’ll guess 3.2 seconds. Bentley doesn’t provide quarter-mile times, but with the Porsche wagon covering that span in 11.3 seconds, the Conti should do it in about 11.5. Top speed is 207 mph, though good luck verifying that. The closest we saw was 150 mph or so. I should call special attention to the brakes. They are huge steel things, 16.5 inches in front clamped by 10-piston calipers, 15.0 inches in back. They never showed a hint of fade, which was doubly nice because Bentley employs side-to-side torque vectoring via braking. I’m generally not a fan of this performance strategy because, unless your brakes are incredibly stout, it induces fade. Not so here.

Starting at about $220,000 when the car makes its way to U.S. Bentley dealers next spring, the new Continental GT is not for the proletariat. What other cars might 1 Percenters consider? The Mercedes-AMG S 65 Coupe stacks up well on paper (12 cylinders, 620 hp, 738 lb-ft of torque) and costs even more. But the S 65 never feels like it actually makes the torque it’s supposed to, and the transmission has always been (and remains) a letdown. Plus, because it’s rear-drive-only, Northeasterners will have to rely on the déclassé S 63. Only eight cylinders? The horror! Then there’s the 624-hp, 605-lb-ft Rolls-Royce Wraith, but you’ll need 10 additional pictures of Salmon P. Chase to get one, at a $317,000 base price. The Wraith is also RWD and therefore no good for the snowbound. Nor is it as quick. Aston Martin just launched the 630-hp DB11 AMR with a top speed of 208 mph, besting the Bentley in both power and Vmax. However, in terms of quickness and all-weather capability, the Continental beats up its British rival.

Handsome, muscular, a pleasure to drive and also to lounge in, the redesigned Continental GT is a strong update of Bentley’s icon. Finding faults with the car beyond its price point is an exercise in nitpickery. The Bentley team has done its job. The GT has been a good to great luxury car since it made its debut 15 years ago, and it’s only gotten better. It even has USB ports now! The Continental GT isn’t just class leading; in most ways, it’s class defining.

I’ll leave you with one last observation. Bentley’s PR team spent some time bragging about the knurling on the GT’s metal bits such as temperature knobs, radio controls, and paddle shifters. Stuff you can see. Yes, it helps make a wonderful cabin all the more delightful. When Floyd was driving somewhere along the border between Austria and Italy, I slipped my fingers behind the metal door handle. Also knurled. You can’t see it, but luxury is about things you can touch. With this Bentley, you get what you pay for.

2019 Bentley Continental GT BASE PRICE $220,000 (est) VEHICLE LAYOUT Front-engine, AWD, 4-pass, 2-door coupe ENGINE 6.0L/626-hp/664-lb-ft twin-turbo DOHC 48-valve W-12 TRANSMISSION 8-speed automatic CURB WEIGHT 4,950 lb (mfr) WHEELBASE 112.2 in LENGTH X WIDTH X HEIGHT 190.0 x 76.9 x 55.3 in 0-60 MPH 3.6 sec (mfr est) EPA CITY/HWY/COMB FUEL ECON Not yet rated ON SALE IN U.S. Spring 2019

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Shelby American unveiled its 1967 Ford Shelby GT500 Super Snake continuation series and showed off its new Shelby Series 2 roadster at its garage in Gardena, California, this week. The continuation Super Snake run is limited to 10 fastbacks at $250,000 a pop, while Shelby’s Series 2 roadster is based on the company’s 1999 Series 1 sports car and will be limited to only four examples.

Pricing wasn’t announced but you can expect to pay big bucks if you want one. The handcrafted two-seater is available with an in-house 427 aluminum FE big block or a Windsor small block mated to a custom designed ZF five-speed transaxle.

“Carroll Shelby’s first ‘clean sheet’ car, was the Shelby Series 1,” said Joe Conway, Shelby American CEO, in a statement. “Carroll always intended for that innovative chassis to be the first in a line of modern sports cars, which is why he called it the Series 1. The new Shelby Series 2 is the evolution of that minimalist car, offering breathtaking performance in a modern two-seat roadster.”

While touring the historic garage in Gardena, our photographer got a sneak preview of some of the hot metal that fans could see this weekend at the sixth annual Carroll Shelby Tribute Car Show in Gardena. Some of the vehicles on display include a Shelby Raptor Baja, a handful of vintage Cobras and Mustangs, and even a few Shelby Dodges.

The family-friendly event is free to the public and held on Saturday May 8 from 9:00 am to 3:00 pm at Carroll Shelby International at 19021 South Figueroa St. in Gardena.

Fans can check out the car show, food trucks, a presentation by the Original Venice Crew, live music by the Chuck Alvarez Band, and see a special screening of the Steve McQueen classic Bullitt.

For more information visit carrollshelbytribute.com.

Photos by Eleonor Segura

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Much like Lexus, Acura is flirting with polarizing design on its new vehicles. Adopting the bold face of Acura’s updated design language, the new RDX walks the fine line between drawing in customers with its unique styling and alienating more conservative buyers. Is the 2019 Acura RDX too polarizing, or is it exactly what the brand needs?

Acura has made the biggest changes to the front fascia. Like other new Acura vehicles, the RDX features a diamond pentagon grille that is wider than the grille on the previous model. The badge in the center of the grille has grown considerably. The headlamps now feature seven LED clusters instead of five, and just below, the daytime running lights take on a more jagged shape. You’ll also find stronger lines across the hood and bolder air vents down low. On the new A-Spec version, you’re greeted by gloss black accents across the grille and other areas.

Looking at the RDX from its side profile, you’ll notice the new model features a floating roof design that is now very popular among crossovers. The shape of the windows provide the semblance of a fastback design. Across the doors, the 2019 RDX features a thick chrome line, or a gloss black character line on A-Spec models. From this angle, the new RDX looks much less rounded than the old model because of its boxier rear end and more upright nose.

In the rear, the new RDX’s taillights take on a chevron shape. Acura also redesigned the license plate holder with lines that curve downward. You can clearly see the wrap-around rear window on this model, as well as the more prominent tailpipes. There is now no silver bar running in between the taillights.

We don’t know about you, but we’re happy Acura got rid of the dual-screen design from the old RDX. Now, you’ll find a 10.2-inch center display that sits right on top of the center console. A new touchpad interface helps control functions on the display. Instead of the traditional gear shifter that’s on the old model, the new RDX features an electronic shifter with buttons mounted high on the center console. There is also a new head-up display and wide panoramic moonroof.

Do you think the 2019 Acura RDX is refreshing or revolting? Let us know on Facebook.

The post Refreshing or Revolting: 2019 Acura RDX appeared first on Motor Trend.

Last month, Nissan announced it would build another crowd-sourced concept for the annual Overland Expo West show in Flagstaff, Arizona. After receiving input on the modifications from Facebook and Instagram users, Nissan has completed its one-off “Mountain Patrol” Armada SUV.

The Armada Mountain Patrol was designed with overlanding in mind, so every modification either helps it be a better off-roader or a more hospitable mobile campsite. Nissan started with a stock 2018 Armada 4WD, which packs a 390-hp 5.6-liter V-8 that comes mated to a seven-speed automatic transmission. From there, Nissan added 17-inch Icon Bronze Rebound wheels wrapped in 35-inch Nitto Ridge Grappler tires, a Calmini 6-inch lift kit, and Icon coil-over suspension with extended A-arms. Nissan said it made only minimal changes to the Armada’s drivetrain.

Those upgrades should help the Armada Mountain Patrol conquer the trails, but because overlanding is all about accessorizing, Nissan didn’t stop there. Fans voted to outfit the Armada further with a set of Baja Designs auxiliary lights and light bar, which is mounted to a Rhino Rack Backbone roof-mounted cargo system. The project also receives Calmini steel bumpers, a Warn Zeon Platinum 12S Winch, Calmini rock rails, and a Hi-Lift jack. Because overlanding is about camping as much as it is off-roading, the Mountain Patrol gets a roof-mounted four-person Mt. Shasta tent, Rhino Rack Batwing awning, ARB refrigerator, ARB drawer system, ARB twin-screw air compressor, and Pelican 1650 hard cases. A custom orange wrap chosen by social media fans tops the whole thing off.

The Nissan Armada Mountain Patrol concept will make its public debut at Overland Expo West this weekend, but Nissan North America’s chief marketing manager Brandon White says it will also make appearances at events throughout the summer. Hopefully one of those is somewhere in the wilderness, where this rig looks like it would fit right in.

Source: Nissan

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Mercedes-Benz announced this week that the second-generation G-Class has officially entered production in Graz, Austria.

The G-Class has been built by Magna Steyr ever since its launch in 1979. The new version is no exception, and it’s being made primarily by hand at the facility.

Over the course of 39 years, Magna Steyr has built more than 300,000 copies of the formidable G-Wagen. In 2017, when more than 22,000 units were sold, the U.S. and Germany were the most important sales markets, according to Mercedes.

We recently had the chance to drive the 2019 Mercedes-Benz G-Class, and we were impressed with its more modern feel. Now with an independent front control-arm suspension setup and electric power steering, handling and ride quality have improved. We also like the G 550’s new nine-speed automatic that shifts smoothly and holds the right gear. Off-road, where this tank is at home, the G 550 feels more balanced. The more potent G 63, delivering 577 hp and 627 lb-ft of torque, benefits from higher cornering speeds but at the expense of a flintier ride, we noted. Inside the cabin, the G-Class receives modern driver assist and safety technology for the first time.

The model is expected to arrive in the U.S. late this year. Prices will be announced closer to launch.

Source: Mercedes-Benz

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Exclusive data analysed by Datscha for Property Week has revealed that the combined estate of Sainsbury’s and Asda stands at 4,008 ahead of the duo’s proposed merger.

Knight Frank has announced plans to invest £10m in the refurbishment of 33 Wellington Street in Leeds after law firm Walker Morris signed for the full 76,000 sq ft office space.

BMW CEO Harald Krüger confirmed at the company’s Annual General Meeting this week when we will see the next-generation X5. As we suspected, the midsize SUV will debut later this year.

Although Krüger didn’t give a specific launch date, we knew the model was coming soon based on prototypes we’ve seen. From past spy shots, we expect the new BMW X5 will feature a larger double kidney grille as well as updated headlights and taillights. Inside the cabin, expect a new arrangement of the center stack and a shorter gear stalk. We also spotted a prototype for the X5 M with quad-tip tailpipes, although this model will likely arrive after the standard X5.

BMW has been updating many models in its X lineup. It just released the X2 and the new X3, and the second-generation X4 is on its way this summer. Toward the end of the year, the new X7 will enter production. In all, BMW says to expect 20 new or revised models to be released this year.

Krüger also mentioned there would be at least six models in BMW’s 8 Series range. The 8 Series Coupe will launch this year, and BMW will show production versions of the M8 Gran Coupe and 8 Series Gran Coupe next year. The production 8 Series coupe will make its debut at the 24 Hours of Le Mans.

Source: BMW

The post Next BMW X5 Coming Later This Year appeared first on Motor Trend.

2018 Tesla Model 3 scores "Superior" rating for its crash-avoidance tech Though it hasn't yet been subjected to instrumented crash-testing, the Tesla Model 3 has aced its first safety assessment. Proposal to roll back fuel economy standards could reach White House next week The U.S. Department of Transportation could make its proposal to soften...

Retailer Carpetright has begun a fundraising of £60m as part of a rescue package which also proposes the closure of 92 stores.

Global investor Henley has expanded its US operations after investing in a pair of hotels in Miami for $30m (£22.2m).

Global investor Henley has expanded its US operations with the acquisition of a pair of hotels in Miami for a $30m (£22.2m).

Delancey and LRC Group have completed the sale of iconic Royal Mint Court site in London to the People’s Republic of China following an unsolicited offer.

Chevy gave us the basic facts of the 2019 Chevrolet Silverado 1500’s engine lineup when the truck debuted in Detroit earlier this year, but the automaker kept specs and other technical details close to the vest. Now, GM has given us a lot more info on the new pickup’s drivetrain options, including a complete download on an all-new turbocharged 2.7-liter four-cylinder—the 2019 Silverado’s surprise fifth engine choice.

Back in January, we quizzed GM’s head of global product development Mark Reuss on the possibility of the Silverado getting a four-cylinder engine. He declined to comment, but at the time we posited that a four-cylinder could be part of a new hybrid option. There’s no electrification here, but the new turbocharged 2.7-liter I-4 is still very high-tech. The turbo 2.7-liter was designed from the ground up as a truck engine, according to GM. As such, the gas-fed four-banger has a long stroke to deliver optimal low-end torque. The exhaust manifold is integrated into the cylinder head to reduce turbo lag, and the turbo itself uses a twin-scroll design for quicker spooling and better response down low. In addition, the new engine gets a trick variable valve lift system with three different camshaft profiles to choose from depending on the situation. The result is a four-cylinder that produces 310 hp and 348 lb-ft of torque, with that torque peaking from 1,500 to 4,000 rpm. GM expects the 2.7-liter to offer payload capacity comparable to the Ford F-150 XLT’s 3.3-liter V-6 and the Ram 1500 Big Horn’s 3.6-liter V-6. The 2.7-liter I-4 will replace the 4.3-liter V-6 in the Silverado LT and is the standard engine on the new Silverado RST. The engine also gets cylinder shut-off and stop/start tech.

GM announcing it will offer a four-cylinder engine in a full-size truck is the big news of the day, but we also learn much more about the 2019 Silverado’s other engines. The 4.3-liter V-6 will continue to be offered as the base engine in the Work Truck, Custom, and Custom Trail Boss, making the same 285 hp and 305 lb-ft as last year. Power ratings also remain the same on the 5.3-liter V-8 and 6.2-liter V-8, at 355 hp/383 lb-ft and 420 hp/460 lb-ft, respectively, but are updated with stop/start tech and GM’s Dynamic Fuel Management system that can shut off as many as seven cylinders. Sadly, GM doesn’t give us any more details on its new 3.0-liter Duramax turbodiesel inline-six, which is due next year.

The 5.3-liter V-8 will be the optional engine on the Work Truck and Custom models, a group Chevy calls its “high-value family.” Both the V-6 and the 5.3-liter V-8 will come mated to a six-speed automatic transmission. In the LT and RST, the standard 2.7-liter turbo engine will come mated to an eight-speed automatic transmission, as will the optional 5.3-liter V-8. The 5.3 and eight-speed combo will be standard on the LT Trail Boss, LTZ, and High Country, with the latter two trims having the option of a 6.2-liter V-8 mated to the 10-speed automatic jointly developed by Ford and GM. The turbodiesel straight-six will be available on the LT, RST, LTZ, and High Country with a 10-speed auto.

When it launches in the third quarter of this year, the 2019 Silverado will be available in crew cab V-8 form. Regular and double cab models will arrive by the fourth quarter, along with the V-6 and turbo 2.7-liter I-4. Bringing up the rear will be the Duramax diesel in Early 2019. GM says EPA fuel economy estimates and payload and towing capacities will be announced closer to launch.

Source: GM

 

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Multinational consulting firm Everis has taken 407,000 sq ft at the Novus Building in Madrid - the city’s largest office letting of the past five years.

French restaurant Bagatelle will make its UK debut on Mayfair’s 34 Dover Street this month.

Swedish menswear brand A Day’s March has appointed agents to seek sites to expand across Europe having signed for a debut UK store in Soho, London.