2020 Ford Mustang EcoBoost Turbo High Performance Package First Drive

Motortrend News Feed - Fri, 09/20/2019 - 11:00

If you’re a luddite who insists a pony car must have eight atmospheric cylinders, stop reading now. Otherwise, if you enjoy front-engine, rear-drive fun regardless of what’s under the hood, let me tell you about the Ford Mustang EcoBoost Turbo High Performance Package.

What started as a weekend project among some of Ford Performance’s biggest Mustang geeks evolved into a sport-focused production car meant to bring a unique experience to the historic nameplate. Using a decommissioned Focus RS test engine and an extra S550 chassis collecting dust in the division garage, the team set to work, digging into the Mustang parts bin to pick n’ choose their favorite bits to add—which subsequently bring its starting price to $33,405.

First came adapting the 2.3-liter turbocharged I-4 from transverse orientation for front-wheel drive application, to longitudinally mounted and sending juice to the rear wheels. Initially proven in the base Mustang EcoBoost, the next step was bringing the power closer to RS levels. That involved modifying the engine block with high-tensile cylinder liners, improving piston rings, and designing a bespoke cylinder head. A new head gasket handles the increased pressures created by an enlarged turbocharger cramming 22 psi into the intake and reduced 9.37:1 compression ratio. The result is 330 hp at 6,000 rpm and 350 lb-ft of torque at 3,000 rpm.

Driving off from Sausalito, California, I skirted along the base of Mt. Tamalpais through a thick layer of signature San Francisco fog. On initial roll-out the hi-po turbopony struggled to put that lump of torque down on the cold, slick pavement. It would seem Pirelli’s engineers who developed the car’s summer tires never heard Mark Twain’s quote about supposed warm months in the City by the Bay. To the point, 19 x 9-inch wheels all four corners wear 255/40Rs—wider than a basic Mustang GT’s.

Rubber and weather warmed as the route took me north along coastal Highway 1, and I sought out chances to prod the engine. After a blink of delay as boost builds, power is robust; the midrange torque crest passes over seamlessly to the near-redline horsepower peak. True to Ford Performance’s ambition, it feels stronger the higher it’s revved. Still, it never feels snappy or raw—and that’s a good thing. With this vehicle Ford targets drivers who may not have much sports car experience, who want accessible power that doesn’t overwhelm. You know, everyday enthusiasts like me, or maybe you. To be clear, this four-banger ain’t a slouch. Powering through gears, it delivers a hearty press into the seats and a blatty engine note accompanied by plenty of turbo whistle. Coming off the gas near redline induces some delightful exhaust crackles.

Transmissions are a six-speed manual or a $1,595 ten-speed automatic, shift points of which were brought out by about 500 rpm to better engage that peaky power. The standard shifter pairs nicely with the car’s character. Heavy and a bit rough, working it through the tight gates is a satisfying exercise. Pedal positioning allowed easy heel-toe downshifts, but auto rev-matching is absent from this purportedly novice-friendly setup; supposedly, the associated componentry wouldn’t fit in the transmission case. Ten is a somewhat mind-boggling gear count to manage, but it’s fun exploring through them to keep the engine in its sweet spot. The plastic paddle shifters feel cheap, but they’re sufficiently responsive and allow rapid ratio dumps when slowing into corners. With either gearbox, final drive is 3.31:1 via a Torsen limited-slip differential.

Undoing acceleration is left to brakes cribbed from the Mustang GT. Front 352mm vented rotors are clamped by fixed four-piston calipers, while 330mm solid discs out back are 10mm larger than those on standard V-8 cars. These stoppers feel well matched to the power delivery: strong but not grabby, responsive yet predictably progressive. Ford Performance rewrote the ABS module’s programming based on learnings from the GT350 to allow better trail-braking, again, the goal being to benefit drivers who may have never owned a rear-drive car or might attempt their first track day.

Want to see inside? Check out our in-depth review of the Mustang’s interior.

OK, but you’re a toughie who knows how to wrestle V-8 muscle. Want the extra pudge that comes with it? MotorTrend testers have critiqued 5.0 Mustangs’ handling balance, and this car’s 200-ish-pound front-end weight savings over the GT is constantly appreciable. The steering possesses a certain delicacy, smooth on turn-in and stable through tight hairpins and long sweepers. No Mustang driver wants to end up bent up and plastered across enthusiast meme pages, and this car’s 53/47 front/rear weight distribution should help eager learners keep both ends in check.

Supplementing poise is a $1,995 Handling Package, which brings a thicker rear anti-roll bar, dark-painted and half-inch-wider wheels with 265 section tires, and stronger brakes. It also adds new magnetic dampers featuring logic developed for the GT350. The effect is a more buttoned-down ride, providing more road sensation to the driver while reducing body roll. It’s not a crucial add to make this Mustang live up to its name, but the Handling Package does what it says on the tin.

As the sun crested through the afternoon, clouds burned off and I eagerly let the top back on a convertible variant, which starts at $38,905. Trade-offs instantly ensued. The car felt floppy, bouncy, and somewhat disconnected front to rear; the Handling Package isn’t available on droptop cars. Simultaneously, the exhaust became more audible, and seeing sunshine filtered through trees lining the curvy road was just so pleasant. For sure, this isn’t what you buy when you want the sharper driving experience, but damn if it wasn’t nice on that lovely California day.

Upon my return to the starting point I learned that my flight home had been delayed by several hours. No matter—Ford graciously offered me time with a Mustang Bullitt brought to support the event. Its V-8 burble and stonking power were intoxicating, but the dulled reflexes and skewed balance that accompanied that bigger, heavier engine were equally apparent. It was fantastic fun, but more so than the Turbo High Performance Package? And for $48,905? I still can’t say.

That’s proof, therefore, that Ford Performance succeeded in creating a unique, distinct, and enjoyable driving experience with the Mustang Turbo High Performance Package. Whether it’s better than a base, $37,370 V-8 GT will come down to individual preferences—and budget. It’s absolutely worth consideration by enthusiasts willing to accept engines other than a classic eight-pot in their pony car. If you’ve read this far, I suppose that’s you.

The post 2020 Ford Mustang EcoBoost Turbo High Performance Package First Drive appeared first on MotorTrend.

Categories: Property

Is the 2019 Honda Insight the Safest Hybrid on the Road?

Motortrend News Feed - Fri, 09/20/2019 - 09:00

According to the two leading American organizations that evaluate vehicle safety, the 2019 Honda Insight is one of the safest hybrids on the road. In fact, Insight is one of the safest small cars you can buy: It received a 5-star overall safety rating from the National Highway Transportation Safety Administration (NHTSA) as well as the coveted Top Safety Pick Plus (TSP+) rating from the Insurance Institute of Highway Safety (IIHS). This means the 2019 Honda Insight successfully protects occupants from harm during several types of crash situations and possesses the latest active and passive crash mitigation technologies.

NHTSA is part of the executive branch of the U.S. government within the Department of Transportation. To produce its overall safety rating, the NHTSA tests three different crash scenarios. In the frontal crash test, a vehicle is accelerated into a fixed barrier to simulate a head-on collision between two similar vehicles, each moving at 35 mph. In this situation, damage to the vehicle and potential harm to the occupants in both the driver’s and front passenger seats are evaluated on scale of one to five stars, with five being the best. The scores are then combined and averaged. As the 2019 Honda Insight scored five stars in for both Front Driver Side and Front Passenger Side, it achieved the maximum 5-star rating for Frontal Crash.

Read more about our 2019 Honda Insight EX long-termer:

To test overall side crash performance, NHTSA utilizes two different tests. The Overall Side Pole Star Rating derives from a crash simulation that sends a vehicle (resting on a sled) sliding into a fixed metal barrier (which simulates a telephone pole or tree) from the side. The Side Barrier test simulates a T-bone collision you might find at an intersection, where a moving barrier hits a resting vehicle at 38.5 mph. For these tests, potential harm to the driver and rear passenger are rated against the 5-star scale. The results from these two tests are then combined to create the Combined Side Barrier and Pole Ratings, and—spoiler alert—the Insight scored 5 stars across the board, as well.

The third and last NHTSA test “measures the risk of rollover in a single-vehicle, loss-of-control scenario” and is executed by rapidly accelerating a vehicle sideways, usually with enough force to lift the opposite wheels off the ground or roll the vehicle over completely. In the case of the 2019 Honda Insight, the result was a yet again, 5 stars.

In addition to rating a vehicle on its crash safety, NHTSA publishes detailed information on the existence of active and passive safety features, and primers on how some of the newer systems operate. For instance, a quick scan of NHTSA’s writeup on the 2019 Honda Insight reveals that the vehicle comes standard with forward collision warning and lane departure warning systems but doesn’t come with dynamic brake support or knee airbags. It’s worth noting that although NHTSA offers a comprehensive overview of these systems, their performance is not evaluated as part of the 5-star Overall Safety Rating.

To get that level of detail, as well as a different set of crash tests, one must go to the IIHS, a nonprofit U.S. organization funded by auto insurance companies. Generally speaking, the IIHS takes four categories into account when deciding how a vehicle ranks on its Top Safety Pick scale, including crashworthiness, crash avoidance and mitigation, child seat anchor performance, and other available safety features (primarily related to driver assistance and headlight performance). Performance in these categories is rated against either a three-part scale ranging from basic, advanced, and superior (with superior being best) or a four-part scale ranging from poor, marginal, acceptable, and good.

IIHS’ test protocols are far more comprehensive than NHTSA’s. For instance, the crashworthiness category alone consists of six different tests: moderate overlap front; driver-side small overlap front; passenger-side small overlap front; side; roof strength; and head restraints and seats. To produce the overall score in just the driver-side small overlap front test, IIHS averages together another six scores: structure and safety cage; driver injury measures for head/neck, chest, hip/thigh, and lower leg/foot; as well as driver restraints and dummy kinematics. Over 30 different scores are used to determine the overall IIHS score, so for the sake of simplicity, we won’t review them all.

All you really need to know is that the 2019 Honda Insight received the highest ratings of good and superior in every category IIHS measures, with the exception of one. In the side crashworthiness test, the rear passenger injury measures related to the pelvis/leg received an acceptable rating. You can read all the details on the 2019 Honda Insight’s performance in IIHS safety testing here.

Although the 2019 Honda Insight achieves near perfect safety ratings according to IIHS and NHTSA, it does have two official NHTSA recalls of which you should be aware:

NHTSA campaign number 18V664000 affects the Supplemental Restraint System (SRS) control unit of 118 Honda Insight, Odyssey, and Ridgeline vehicles from the 2019 model year. According to NHTSA, a manufacturing error in the control unit may result in airbags or seatbelt pretensioners failing to deploy during a crash.

NHTSA campaign number 18V62900 relates to the rearview camera display. In certain situations, the center console display may not show the backup camera image and thus fail to comply with the Federal Motor Vehicle Safety Standard (FMVSS) number 111, related to “rearview mirrors.” This recall affects approximately 232,140 Honda vehicles including the 2018 Honda Accord and 2019 Honda Insight.

For more information, owners of potentially affected Honda vehicles should contact:

NHTSA’s Vehicle Safety Hotline: 1-888-327-4236 or head to
Honda Customer Service: 1-888-234-2138
Next update: the Insight’s first service appointment.

The post Is the 2019 Honda Insight the Safest Hybrid on the Road? appeared first on MotorTrend.

Categories: Property

Real estate firms make environmental commitment

Property Week News Feed - Fri, 09/20/2019 - 08:14
Many of the UK’s leading real estate firms have signed up to a ground breaking climate change commitment launched by the Better Buildings Partnership.
Categories: Property

Real Estate firms pledge to environmental commitment

Property Week News Feed - Fri, 09/20/2019 - 08:14
Many of the UK’s leading real estate firms have signed up to a ground breaking climate change commitment launched by the Better Buildings Partnership.
Categories: Property

Testing the Jeep Grand Cherokee Trackhawk and 4 Other Super SUVs Near Area 51!

Motortrend News Feed - Fri, 09/20/2019 - 07:28

The day has finally come. The call to “Storm Area 51” on September 20 started out as an Internet joke but has inspired hundreds of people to actually drive out to the area surrounding the top-secret Nevada military base in search of alien life—or at least a good party. We strongly recommend that you don’t storm Area 51 if you want to stay out of jail, but all this Alienstock hype brings back fond memories from this 2018 comparison test, when we carried out an Area 51 raid of our own in five high-performance SUVs. Enjoy! 

The craft came to a stop in a cloud of dust. A slender figure emerged from inside the swoopy, sleek sheetmetal—loose skin, bulbous head, humanoid but with a hint of something extra—and a swarm of scientists descended, needing feedback. Needing data. Needing to know: Have we finally broken through?

I have always been fascinated with Area 51. Stories of secret test flights, of government scientists collaborating with alien pilots to push the limits of what we believed possible, hooked my childhood mind. And seeing Capt. Steven Hiller pilot his F/A-18 through the Grand Canyon, flying saucer in hot pursuit, only solidified my intrigue (Independence Day’s fictional nature notwithstanding). Was that top-secret area in southwest Nevada really the place where the government had hidden the Roswell aircraft? Had we reverse-engineered spacecraft not of this earth, perhaps with alien aid? Or were the feds telling the truth when they said the facility was merely the development site for military jets such as the U-2, SR-71, and F-117 Nighthawk—jets that suspiciously flew higher, faster, and sneakier than any before?

Like those military jets—or flying saucers—these five ridiculously high-performance SUVs we are piloting refuse to conform to classical ideas of appearance and capability. Originally created for rock-crawling or helping out around the estate, sport-utility vehicles have become America’s favorite mundane family haulers. But somehow, in a recent unexplainable technological leap, SUVs have also evolved into supercars, with overboosted engines stuffed between their fenders and suspensions cranked down for sports car levels of performance. This is higher, faster, sneakier space-alien stuff.

Which is how our pack of otherworldly vehicles is screaming at post-apocalyptic velocities across Nevada’s Extraterrestrial Highway. What better place to find answers on the hottest transport advancements than America’s most secret environs?

So we rip a hole through the desert air, alien experimentation on our minds, in a 2,730-hp convoy of performance SUVs built by manufacturers that have thrown out their rulebooks.

The 503-hp 2018 Mercedes-AMG GLC 63 S 4Matic+ Coupe I’m piloting is a challenge to the automotive status quo. SUVs don’t need to be big and slow; sports cars don’t have to be light, low, and lean. Like it or not, SUVs are where the auto industry is going. With its twin-turbo V-8 making 516 lb-ft of torque mated to a nine-speed auto with all-wheel drive, I can’t say I mind this form of transport.

Coming from brands traditionally known for their off-road prowess, the 2018 Jeep Grand Cherokee Trackhawk and 2018 Land Rover Range Rover Sport SVR both turn their backs on knobby tires and mud slinging in favor of a pair of supercharged V-8s. The Rover’s new-for-2018 5.0-liter unit makes 575 hp and 516 lb-ft of twist and is paired with an eight-speed automatic and a full-time four-wheel-drive system—its vestigial link to its past.

The Jeep, in a nod to the nuclear wasteland that is the Nevada Test Site surrounding Area 51, goes all in with its 6.2-liter Hellcat V-8, which puts out an absurd 707 hp and 645 lb-ft of torque. The Grand Cherokee’s engine is abetted by an eight-speed automatic and an all-wheel-drive system.

Meanwhile, the 2018 Alfa Romeo Stelvio Q4 Quadrifoglio and 2017 Porsche Macan Turbo with Performance package are a weird, roundabout return to the roots of the two storied racing brands. The Stelvio packs a Ferrari-derived 505-hp 2.9-liter twin-turbo V-6 under its hood, and it’s backed by an eight-speed automatic and all-wheel drive. The Macan rides on an Audi-developed platform, but its 3.6-liter twin-turbo V-6 is all Porsche. It packs 440 hp and 442 lb-ft of torque, and it’s backed by Porsche’s famed PDK seven-speed twin-clutch gearbox and torque-vectoring all-wheel drive.

The stakes here are high, and I’m really pondering the idea of a 440-hp Porsche being the lowest-output beast of this bunch. The winner of this performance SUV comparison test will have the honor of being the first SUV to compete in our annual Best Driver’s Car competition next month.

As such, the rules are simple: The winner needs to be the most engaging, exciting, fun-to-drive super SUV in our quintet—the SUV that’s most likely to upset the world order.

Welcome to Earth

The scenery a day earlier couldn’t be more different. A twin-turbo V-6 growls in front of me as the sapphire blue Macan slices through soupy coastal clouds and mist as we climb the Angeles Crest Highway to meet up with the rest of the group. It’s been a while since I’ve driven a Macan; this one offers an extra 40 hp, larger front brakes, and a few other go-fast options. It feels the same as the Turbo without the Performance package, but Angeles Crest will be the place to prove it. The highway twists and turns 66 miles up and over the San Gabriel Mountains as it links the L.A. basin to the Mojave Desert and beyond. It’s the perfect nearby-substitute for the Best Driver’s Car’s State Route 198 hill climb.

Once linked up with the rest of the crew, we picked one of our favorite stretches of the highway and set off. The Porsche makes things easy. Despite the Macan having the least powerful engine here, I found myself parked on the Trackhawk’s tail as we rocketed up Angeles Crest for our first run of the day. The Macan is easy to drive fast. “Zuffenhausen did a fabulous job with the suspension,” senior features editor Jonny Lieberman said. “The damping is superb, and the body control is excellent.”

But there’s something off about the Porsche. It’s not in the way it drives, but in the way it makes you feel—or not feel, rather. There’s a sort of numbness to the Macan Turbo that’s tough to identify—the Novocain-numb steering is part of the issue, but there’s more to it. Although this crossover is supremely capable, I found myself daydreaming about bills to be paid and errands to run. Nearly every other editor felt (or didn’t feel, as the case may be) the same detachment. “There’s no doubt about its capability, but there’s just no emotion in it,” features editor Scott Evans said. Driving a good car up a good road is supposed to be an escape. The Macan wasn’t acting like one.

Seeking a shot of adrenaline, I swapped into the Darth Vader–black Range Rover Sport SVR for my next run. I have fond memories of the pre-refresh Rover Sport SVR. Although it’s short 25 horsepower compared to the new one, it was absolutely hilarious to drive—the only SUV as prone to swinging out its backside as it was to plowing through a bend. It took all of four corners to discover that the SVR’s manners have finally been tamed. I haven’t decided if that’s a good thing, but because you’re no longer fighting the Rover, you do get a chance to evaluate its prowess in other areas. “Not nearly as ridiculously tail happy as the last SVR, this iteration does feel noticeably smoother,” Jonny said. The Range Rover Sport’s steering rack has a surprising delicacy and lightness to it, given the Rover’s size, but its air suspension can’t keep up on a good road. “Its weight is noticeable on the twisties, where it leans quite a bit,” associate road test editor Erick Ayapana said.

The Jeep Grand Cherokee Trackhawk has a lot in common with the Rover. There’s a lot to love about the Trackhawk, but in this group it turns about as well as a B-2 in a dogfight. Its steering feel is actually pretty responsive—direct, linear, mechanical—but its dragstrip-oriented suspension makes it feel like, well, a Jeep. “I ran out of desire to go faster long before I ran out of grip,” associate online editor Collin Woodard said. As Scott would discover, braking could be a bit of an issue when the Jeep was pushed hard. “In a few miles, I managed to set the brakes on fire,” he said. “Not smoking. Actual flame from the right front pad.” The Jeep sports decent-sized brake rotors; we suspect that higher-quality brake pads and fluids would help avoid small, easily extinguished fires like we had. (Note: Pushing heavy vehicles repeatedly to their limits can ignite the brakes, and although it’s rare, it is not unheard of in the testing community.)

If you’re only looking to figuratively set your world on fire, the Alfa feels like it comes from a different galaxy than the Rover and Jeep. The Stelvio is a crossover only in that it looks like the rest of the SUVs assembled here. From behind the wheel it feels like its sedan stablemate, the Giulia Quadrifoglio, with an extra carbon-fiber halfshaft driving the front wheels. “The body control on this high-rider is incredible,” Scott said. Collin agreed, adding, “From the moment you take off, everything just feels right. Thirty seconds in, I almost forgot I was in a crossover.” It might sound like hyperbole, but the Stelvio really manages to capture the engaging, dynamic feel of the Giulia sedan (warts and all), from its pure steering to its grabby, hard-to-modulate brake-by-wire system.

Stuck in both camps is the AMG GLC 63. In some ways it bridges the gap between the Jeep/Range Rover camp and that of the Porsche/Alfa, offering up a V-8 for the former crowd and the European sensibilities of the latter. “It didn’t take long to feel confident behind the wheel of the AMG,” Erick said. True to its new AMG badge, the GLC 63 begs to be pushed to its limit. Trouble is, you might not like what you find once you get there. “Steering just feels good: sharp, precise, perfectly weighted,” Jonny said. “But once you start pushing the GLC 63 S Coupe, the damping lets the car down, and it starts to bounce around on its air springs.” Even in its firmest mode, the AMG’s suspension never proved to be stiff enough to deliver the high-gain experience that the rest of the GLC package was promising.

Exhausted after a long day on Angeles Crest, we fueled up and cannonballed to Las Vegas. Little green men were waiting.

Warp Speed

Ride and handling get a well-deserved portion of the attention during Best Driver’s Car. But as you well know, it’s only half of the formula that makes a driver’s car just that. It’s the atom without the neutron, if you will. Our next stomping ground: a blazing-hot scenic drive along some of America’s most top-secret sites on the deserted Extraterrestrial Highway, skirting Area 51, across the barren U.S. Route 6, and then a straight shot down US-95, hugging the edges of the nuclear-weapons Nevada Test Site to reach our end point in Death Valley.

Leaving Vegas by car is always a gamble, one I won by scoring the keys to the Alfa. For a knife-fighter, the Stelvio is remarkably comfortable on the highway. Its high-strung V-6 is brutally powerful; it’s laggy off the line, but once the turbos spool up, it sends out wave after wave of torque. “The engine is powerful and the transmission doesn’t need your guidance; it’s fine on its own,” said Scott. The test data shows he’s right. The Alfa accelerates from 0 to 60 mph in 3.5 seconds, and it’ll run the quarter mile in 12 seconds flat at 114.4 mph. Yet these startling numbers are only midpack in this group.

The Macan futilely attempts to hang on the Alfa’s tail. Hustling through the San Gabriel Mountains the day before, the Macan felt quick. But out on the endless straights of Nevada highway, its power disadvantage becomes apparent. It’s kind of amazing how much horsepower can skew things; the Macan’s 440 ponies are enough to get it from 0 to 60 mph in a properly quick 3.8 seconds and through the quarter mile in 12.5 seconds at 109.4 mph. But in this group that still makes it second slowest.

The Range Rover Sport SVR brought up the rear of our strike package—not that those driving it minded. Arguably the most comfortable long-haul cruiser of the bunch, the Rover had another trick up its sleeve. “The award for best exhausts goes to the Range Rover Sport SVR,” Erick said. “But it sounds much quicker than it feels behind the wheel.” He’s right. In nearly all of our instrumented tests, the SVR trailed this pack. It takes the Range Rover Sport 4.3 seconds to accelerate from 0 to 60 mph, and it needs 12.7 seconds to cross the quarter mile at 110.9 mph. That’s hardly slow, but it ain’t setting speed records in this crowd.

Amazingly, our two fastest SUVs were designed for the same job but go about it in completely different ways. The Jeep is all about power. Its 707-hp V-8 allows Jeep to ignore the Grand Cherokee’s curb weight and focus instead on blistering straight-line speed. That suspension that left the Trackhawk flopping around Angeles Crest? Well, when launched, the Trackhawk hunkers down on its rear haunches as it claws down the tarmac. Your view changes from street to sky. “All the SUVs in this group are quick, but oh my, the Trackhawk is something else completely,” Collin said. “From a stop. At low speeds. At highway speeds. You put your foot down, and it just takes off. It never gets old … at least as long as you’re going in a straight line.”

The better-balanced Mercedes doesn’t need any more than the 503 horses under its hood thanks to its nearly 1,000-pound weight advantage. “The AMG’s ‘big’ V-8 puts out all the cruel and lovely snarls we’re used to, deep and throaty and pretty much hinged,” Jonny said. “It feels both torquey and fast.” The GLC 63 S loves eating up highway miles at extralegal speeds just as much as it does launching hard for drag races.

In instrumented testing, the GLC 63 S and Grand Cherokee Trackhawk are constantly trading blows. The German and American tie each other from 0 to 30 mph, the Jeep edges the Mercedes to 40 mph, the Mercedes comes even at 50 mph, and then ultimately it takes the 0–60 crown. The GLC’s 3.2-second 0–60 run ties the Tesla Model X P90D for the quickest SUV we’ve ever tested. The Merc is also the quickest gas-powered SUV we’ve ever run down the quarter mile—tying the Jeep’s 11.7-second quarter-mile time but at a higher 116.5-mph trap speed. It’s close enough to call it a draw. Even in the open desert, local police presence means this fight won’t be settled today.

Mission Accomplished

I think it’s fair to say that everyone hated my logistical planning skills after our loop through Nevada to Death Valley. After a long day, the only alien we saw was the plaster one standing outside of the Alien Research Center in Hiko, Nevada. The only flying saucer we saw was hanging from a battered tow truck outside the Little A’Le’Inn in Rachel, Nevada. As for under-the-radar military stuff, we did see an old Nike nuclear-tipped missile serving as a gate guard for the secretive Tonopah Test Range, and a ’50s-era French fighter jet—likely belonging to the Air Force test pilot school—buzzed us. I’m sure those were secret at one point or another.

But despite the hassle, there was a reason we wound up in Death Valley.

While the military develops its latest black projects in Area 51, not far away in Death Valley, the auto industry tests its own top-secret stuff. Bugatti Chirons and Ford GTs were both partially developed in the national park. Hell, we even bumped into Acura engineers hard at work on a to-be-announced performance MDX variant. It’s a fair bet that each of our five super SUVs spent some development time in Death Valley, their test drivers, decked in bulbous helmets and the loose skin of racing suits, taking on a vaguely alien appearance as automotive engineers prod them for thoughts on how to push the performance envelop just a little bit past what we previously imagined possible.

That evening, with beers to quench the desert’s heat, our SUVs ticking in the cool desert night behind us, it was time to take all we’d learned and pick the SUV that most deserved a shot at Best Driver’s Car. After all—only the best-driving SUV stands a shot at knocking BDC’s purebred sports and supercars off their pedestal.

Were Best Driver’s Car singularly focused on straight-line speed, the 2018 Jeep Grand Cherokee Trackhawk would’ve been a sure bet. It’s stupid fun to bury the Trackhawk’s throttle in a straight line, but it’s severely underbraked for an object as fast and heavy as it is, and its handling performance is perhaps most kindly described as “sharp as a hammer.” Last place in this group is nothing to hang your head about, but this bruiser would be outgunned at Best Driver’s Car.

The 2018 Land Rover Range Rover Sport SVR finished ahead of the Jeep by a nose. Despite the Rover being the slowest SUV in this comparison, this isn’t a numbers game. Simply put, out on the road, the Range Rover Sport is more enjoyable to hustle through a corner or two, making the most of its power. Although price wasn’t a factor in this comparison, it’s worth mentioning that the SVR, especially its interior, felt worth every bit of its $28,500 premium over the next-cheapest SUV here.

The 2017 Porsche Macan Turbo with the Performance package earned third. The Porsche does almost everything right—it’s quick, it goes around a corner well, and it’s easy to drive fast. So what went wrong?  “It commits the cardinal sin of being boring,” Jonny said. “I’m sorry, but Porsches, by definition, cannot be boring.” Collin agreed: “Driving the Macan was kind of like watching Tom Brady play football. He’s an incredible quarterback, but guys like Cam Newton and Russell Wilson play a more exciting game.”

And that sets us up the battle for first place between the 2018 Alfa Romeo Stelvio Quadrifoglio and 2018 Mercedes-AMG GLC 63 S. The Alfa lives for slicing up your favorite back road, yet it’s equally satisfying at high straight-line speeds. “This thing is phenomenal in a way that you have to experience to understand,” Collin said. The Mercedes trades some of that sharpness in favor of a slightly more comfortable commute-friendly ride, and it’s also the fastest  SUV we’ve ever tested, period. “The experience reminds me of the GT R,” Erick said. “That the GLC 63 S evokes the same visceral and satisfying experience as AMG’s halo car is a huge success.”

Ultimately it’s a game of inches, and with Best Driver’s Car rules in place, the Alfa Romeo Stelvio Quadrifoglio earns the win. The Merc is quicker, but the Alfa is the most fun SUV here to drive, and in spite of its SUV-ness, it’s also one of the most outstanding vehicles on the road—regardless of shape, size, or curb weight.

Like the secret projects being built in the middle of the Nevada desert, automotive enthusiasts might not like what the Stelvio Quadrifoglio represents. But there’s no denying that Alfa accomplished its mission of building a driver’s SUV. Best Driver’s Car contenders, you have your work cut out for you. Godspeed.

5. 2018 Jeep Grand Cherokee Trackhawk

The world’s fastest studio apartment is great in a straight line but leaves us wanting in corners.

4. 2018 Land Rover Range Rover Sport SVR

It’s guaranteed to score you a primo valet spot, if not necessarily a spot on the podium.

3. 2017 Porsche Macan Turbo (Performance Package)

The soul we’ve come to expect from Porsche products is nowhere to be found.

2. 2018 Mercedes-AMG GLC 63 S 4Matic+ Coupe

Say hello to the quickest SUV we’ve ever tested. Sort out its body control, and we might have had a different winner.

1. 2018 Alfa Romeo Stelvio Q4 Quadrifoglio

Take everything you thought you knew about lumbering SUVs and throw it out the window. Blistering performance and sublime handling in an attractive, practical package. Bring on Best Driver’s Car.

2018 Alfa Romeo Stelvio Q4 Quadrifoglio 2018 Jeep Grand Cherokee Trackhawk Supercharged 2018 Land Rover Range Rover Sport SVR 2018 Mercedes-AMG GLC 63 S 4Matic+ (Coupe) 2018 Porsche Macan Turbo (Performance Pack) DRIVETRAIN LAYOUT Front-engine, AWD Front-engine, AWD Front-engine, 4WD Front-engine, AWD Front-engine, AWD ENGINE TYPE Twin-turbo 90-deg V-6, alum block/heads Supercharged 90-deg V-8, iron block/alum heads Supercharged 90-deg V-8, alum block/heads Twin-turbo 90-deg V-8, alum block/heads Twin-turbo 90-deg V-6, alum block/heads VALVETRAIN DOHC, 4 valves/cyl OHV, 2 valves/cyl DOHC, 4 valves/cyl DOHC, 4 valves/cyl DOHC, 4 valves/cyl DISPLACEMENT 176.4 cu in/2,891 cc 376.3 cu in/6,166 cc 305.1 cu in/5,000 cc 243.0 cu in/3,982 cc 220.0 cu in/3,605 cc COMPRESSION RATIO 9.3:1 9.5:1 9.5:1 10.5:1 10.5:1 POWER (SAE NET) 505 hp @ 6,500 rpm 707 hp @ 6,000 rpm 575 hp @ 6,000 rpm 503 hp @ 5,500 rpm 440 hp @ 6,000 rpm TORQUE (SAE NET) 443 lb-ft @ 2,500 rpm 645 lb-ft @ 4,800 rpm 516 lb-ft @ 3,500 rpm 516 lb-ft @ 1,750 rpm 442 lb-ft @ 1,500 rpm REDLINE 6,500 rpm 6,000 rpm 6,500 rpm 7,000 rpm 6,750 rpm WEIGHT TO POWER 8.6 lb/hp 7.7 lb/hp 9.5 lb/hp 9.0 lb/hp 10.2 lb/hp TRANSMISSION 8-speed automatic 8-speed automatic 8-speed automatic 9-speed automatic 7-speed twin-clutch auto AXLE/FINAL-DRIVE RATIO 3.73:1/2.39:1 3.70:1/2.48:1 3.31:1/2.21:1 3.27:1/1.96:1 4.67:1/2.42:1 SUSPENSION, FRONT; REAR Multilink, coil springs, adj shocks, anti-roll bar; multilink, coil springs, adj shocks, anti-roll bar Control arms, coil springs, adj shocks, anti-roll bar; multilink, coil springs, adj shocks, anti-roll bar Multilink, air springs, adj shocks, adj anti-roll bar; multilink, air springs, adj shocks, adj anti-roll bar Multilink, air springs, adj shocks, anti-roll bar; multilink, air springs, adj shocks, anti-roll bar Control arms, air springs, adj shocks, anti-roll bar; multilink, air springs, adj shocks, anti-roll bar STEERING RATIO 12.0:1 16.5:1 17.7:1 14.5:1 14.3:1 TURNS LOCK-TO-LOCK 2.2 3.0 2.7 2.0 2.6 BRAKES, F; R 14.2-in vented, drilled disc; 13.8-in vented, drilled disc, ABS 15.8-in vented, grooved, 2-pc disc; 13.8-in vented, grooved disc, ABS 15.0-in vented disc; 14.4-in vented disc, ABS 15.4-in vented, drilled, 2-piece carbon-ceramic disc; 14.2-in vented, drilled disc, ABS 15.4-in vented, grooved, 2-piece disc; 14.0-in vented, disc, ABS WHEELS, F;R 9.0 x 20-in; 10.0 x 20-in, forged aluminum 10.0 x 20-in forged aluminum 10.0 x 22-in forged aluminum 9.5 x 21-in; 10.0 x 21-in, forged aluminum 9.0 x 21-in; 10.0 x 21-in, forged aluminum TIRES, F;R 255/45R20 101Y; 285/40R20 104Y Pirelli P Zero AR 295/45R20 110Y Pirelli P Zero (runflat) 295/40R22 112Y Continental ContiSportContact 5 SUV 265/40R21 105Y; 295/35R21 107Y Michelin Pilot Sport 4S 265/40R21 101Y; 295/35R21 103Y Pirelli P Zero N0 DIMENSIONS WHEELBASE 111.0 in 114.7 in 115.1 in 113.1 in 110.5 in TRACK, F/R 61.2/63.3 in 65.7/64.8 in 66.6/66.4 in 65.4/64.9 in 64.9/65.4 in LENGTH x WIDTH x HEIGHT 185.1 x 77.0 x 66.3 in 189.8 x 76.5 x 67.9 in 192.2 x 78.1 x 69.0-73.6 in 186.8 x 76.0 x 62.4* in 184.7 x 76.1 x 63.0 in (in std mode) GROUND CLEARANCE 7.9 in 8.1 in 6.4-10.9 in (8.4 in, std mode) 6.4 in* 6.2-0.0 in APPRCH/DEPART ANGLE 20.8/20.0 deg 18.0/23.1 deg 20.6-26.9/22.6-27.8 deg 17.6/21.5 deg* 24.0-25.5/19.5-24.2 deg TURNING CIRCLE 38.4 ft 38.0 ft 40.7 ft 39.0 ft (est) 39.2 ft CURB WEIGHT 4,339 lb 5,448 lb 5,450 lb 4,503 lb 4,466 lb WEIGHT DIST, F/R 53/47% 56/44% 51/49% 55/45% 56/44% TOWING CAPACITY 3,000 lb 7,200 lb 6,613 lb 3,500 lb 4,409 lb SEATING CAPACITY 5 5 5 5 5 HEADROOM, F/R 40.2/38.9 in 39.9/39.2 in 38.7/39.0 in 41.1/38.3 in (est) 38.6/38.7 in LEGROOM, F/R 36.6/31.9 in 40.3/38.6 in 42.2/37.0 in 34.3/33.6 in (est) 40.9/35.6 in SHOULDER ROOM, F/R 57.7/55.9 in 58.7/58.0 in 60.7/59.5 in 51.7/55.1 in (est) 56.9/54.9 in CARGO VOLUME, BEH F/R 56.5/18.5 cu ft 68.3/36.3 cu ft 59.5/27.5 cu ft 49.4/18.3 cu ft (est) 53.0/17.7 cu ft TEST DATA ACCELERATION TO MPH 0-30 1.2 sec 1.1 sec 1.6 sec 1.1 sec 1.3 sec 0-40 1.8 1.6 2.3 1.7 2.0 0-50 2.6 2.4 3.2 2.4 2.8 0-60 3.5 3.3 4.3 3.2 3.8 0-70 4.5 4.2 5.5 4.2 5.1 0-80 5.7 5.3 6.9 5.5 6.6 0-90 7.2 6.8 8.5 6.8 8.3 0-100 9.0 8.4 10.4 8.4 10.3 PASSING, 45-65 MPH 1.8 1.8 2.1 1.7 2.1 QUARTER MILE 12.0 sec @ 114.4 mph 11.7 sec @ 116.2 mph 12.7 sec @ 110.9 mph 11.7 sec @ 116.5 mph 12.5 sec @ 109.4 mph BRAKING, 60-0 MPH 103 ft 108 ft 106 ft 105 ft 105 ft LATERAL ACCELERATION 0.92 g (avg) 0.90 g (avg) 0.89 g (avg) 0.96 g (avg) 0.95 g (avg) MT FIGURE EIGHT 24.6 sec @ 0.79 g (avg) 24.7 sec @ 0.79 g (avg) 25.2 sec @ 0.77 g (avg) 24.1 sec @ 0.85 g (avg) 24.3 sec @ 0.81 g (avg) TOP-GEAR REVS @ 60 MPH 1,750 rpm 1,700 rpm 1,450 rpm 1,400 rpm 1,600 rpm CONSUMER INFO BASE PRICE $81,390 $87,645 $114,595 $81,745 $88,750 PRICE AS TESTED $86,940 $101,610 $133,860 $105,610 $98,030 STABILITY/TRACTION CONTROL Yes/Yes Yes/Yes Yes/Yes Yes/Yes Yes/Yes AIRBAGS 8: Dual front, front side, f/r curtain, front knee 7: Dual front, front side, f/r curtain, driver knee 6: Dual front, front side, f/r curtain 10: Dual front, f/r side, f/r curtain, front knee 7: Dual front, front side, f/r curtain, driver knee BASIC WARRANTY 4 yrs/50,000 miles 3 yrs/36,000 miles 4 yrs/50,000 miles 4 yrs/50,000 miles 4 yrs/50,000 miles POWERTRAIN WARRANTY 4 yrs/50,000 miles 5 yrs/60,000 miles 4 yrs/50,000 miles 4 yrs/50,000 miles 4 yrs/50,000 miles ROADSIDE ASSISTANCE 4 yrs/Unlimited miles 5 yrs/60,000 miles 4 yrs/50,000 miles 4 yrs/50,000 miles 4 yrs/50,000 miles FUEL CAPACITY 16.9 gal 24.6 gal 27.3 gal 17.4 gal 19.8 gal EPA CITY/HWY/COMB ECON 17/23/19 mpg 11/17/13 mpg 15/20/16 mpg 15/22/18 mpg 17/23/19 mpg ENERGY CONS, CITY/HWY 198/147 kW-hrs/100 miles 306/198 kW-hrs/100 miles 225/169 kW-hrs/100 miles 225/153 kW-hrs/100 miles 198/147 kW-hrs/100 miles CO2 EMISSIONS, COMB 1.01 lb/mile 1.48 lb/mile 1.15 lb/mile 1.11 lb/mile 1.01 lb/mile RECOMMENDED FUEL Unleaded premium Unleaded premium Unleaded premium Unleaded premium Unleaded premium *At standard ride height; range N/A

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Categories: Property

Koenigsegg Agera XS Test Drive Video: Almost 1,400 HP Would Leave You Speechless, Too

Motortrend News Feed - Fri, 09/20/2019 - 07:20

In the grand scheme of automotive history, Koenigsegg hasn’t been around for very long. Founded in 1994 by Christian von Koenigsegg, its mission has been simple: make some of the fastest, most ferocious cars the world has ever seen. The company first gained mass attention when Jeremy Clarkson called the CCX the “scariest car in the world,” and the Stig subsequently crashed it during its hot lap.

Since then, ever more powerful variants have left the production facility, which occupies a former Swedish air squadron hangar in Ängelholm, Sweden, and the lineup has gotten pretty difficult to follow. Especially if you count all the one-offs and special editions. After the CC–and all of its subsequent variants–came the Agera, the Regera, and most recently the Jesko, named in honor of Christian’s father.

Some would say the Agera RS is currently the fastest production car in the world at 277.87 mph. Yes, the Bugatti Veyron SS 300+ recently broke the 300-mph barrier, but the Bug only did the run in one direction.

Whether that officially makes it the fastest car in the world is entirely up to you. But no matter how you look at top speed records, all Koenigseggs are fast with a capital F. This Agera XS–a special edition made for millionaire and Miami native Kris Singh–is no exception. The XS makes 1,360 hp and more than 1,000 lb-ft of torque and costs a cool $5 million.

To get an idea of just what that much power is like, check out the video above to watch Jonny Lieberman take the XS for a quick spin on the streets of Miami. Spoiler alert: he doesn’t end up saying much, the car speaks for itself.

The post Koenigsegg Agera XS Test Drive Video: Almost 1,400 HP Would Leave You Speechless, Too appeared first on MotorTrend.

Categories: Property

Plans for Greenwich film studio scrapped in favour of more housing

Property Week News Feed - Fri, 09/20/2019 - 00:00
Knight Dragon has scrapped plans for a 500,000 sq ft film studio at Greenwich Peninsula in favour of more housing and office space under a new masterplan for the £8.4bn regeneration project.
Categories: Property

BauMont acquires PRS portfolio in UK debut

Property Week News Feed - Fri, 09/20/2019 - 00:00
Investor snaps up 35 London buildings for £37m from private family office
Categories: Property

Westridge finances purchase of Dublin development with whole loan

Property Week News Feed - Fri, 09/20/2019 - 00:00
Westridge Real Estate has financed its €140m purchase of one of Dublin’s biggest development sites with a whole loan from Fairfield Real Estate Finance, the senior tranche of which has been syndicated to Bentall GreenOak.
Categories: Property

North America steps up London investment as others hold fire

Property Week News Feed - Fri, 09/20/2019 - 00:00
North America is the only overseas region to have increased its investment in London year on year, new data from Datscha reveals.
Categories: Property

Strettons raises less than half total of equivalent sale in 2018

Property Week News Feed - Fri, 09/20/2019 - 00:00
Auction house raised just over £5m at 11 September sale, £6m less than at its early October auction last year
Categories: Property

This is the Emperor of Japan’s New Toyota Century Convertible

Motortrend News Feed - Thu, 09/19/2019 - 23:54

On April 30 of this year, Japanese Emperor Akihito became the first Japanese royal in 200 years to abdicate his throne. He cited his poor health as the reason for the transition. His departure also meant the end of the Heisei Era of Japanese Emperors.

The official transfer of power happened on May 1, but the coronation ceremony is yet to take place. That will happen on October 22, and the event will welcome envoys and dignitaries from more than 120 countries. And based on these photos first published by Japanese Nostalgic Car, it looks like Emperor Naruhito—the man set to take Akihito’s place—will be rolling up to his coronation in style.

A one-off Toyota Century convertible will be used to take Naruhito along the parade route and to the location of the ceremony. His predecessor, Emperor Akihito, showed up to his coronation in a drop-top Rolls Royce Corniche II that was both shorter and narrower than this Century. The Emperor’s new custom Century convertible is almost identical to the fixed-roof car (yes, it still has four doors), with a few dimensional and interior differences. The roofless Century is 5mm shorter than the car on which it’s based (now that’s attention to detail), and the rear seats are fixed as opposed to the reclining units found in the standard century.

The Century is also emblazoned with a gold imperial seal rather than a license plate, and for the ceremony the Emperor’s flag will be displayed on the hood of the car. According to the office of the Japanese Emperor, when the ceremony ends the car will be managed by the Cabinet Office and occasionally exhibited at the guesthouses in Tokyo and Kyoto as part of the celebration.

Click through the gallery below to see Toyota Century luxury sedans new and old, and read our in-depth look at how the third-generation Century is built HERE.


The post This is the Emperor of Japan’s New Toyota Century Convertible appeared first on MotorTrend.

Categories: Property

These Retro Camper Trailers Are Just the Freaking Cutest

Motortrend News Feed - Thu, 09/19/2019 - 22:28

If retro camping in an Airstream appeals to you, you’re gonna love Barefoot Caravans. These super cool, egg-like pods hail from the U.K. and are expected to go on sale in the U.S. in 2020 through trailer and camper builder nuCamp RV. They’ve been available since 2015 and feature a fiberglass monocoque body on a steel chassis, and they include features such as a full bathroom with a shower, a kitchen, solid oak countertops, a fridge with freezer, and an audio system.

The windows feature screens to keep out pesky flies, and there’s also a ventilated roof light, a heating and hot water system, an onboard water tank, LED lighting, and U-shaped vinyl seating that converts into a six-by-six-foot bed. Overall, the campers measure roughly 93 inches tall, 76 inches wide, and 200 inches long.

The 13-inch wheels have retro dish hubcaps—including the spare—and standard colors are Pale Gray, Cotswold Cream, and Duck Egg Blue, although any hue can be specified for a fee. The kitchen units, seating, and even the window treatments are all customizable. No pricing has been announced for U.S. models at this time but the campers start at £25,500 in the U.K., or about $33,321 at today’s exchange rates. Our only question: How soon until we can take one on a trip?

Source: Barefoot Caravans

This story originally appeared on Automobile Magazine.


The post These Retro Camper Trailers Are Just the Freaking Cutest appeared first on MotorTrend.

Categories: Property

Rivian Electric Commercial Van Will Soon Deliver Your Amazon Packages

Motortrend News Feed - Thu, 09/19/2019 - 20:36

Tesla’s Semi may have picked up quite a few early customers, but EV startup Rivian has just secured a massive order from Amazon. The e-commerce giant has requested 100,000 units of the just-revealed Rivian electric delivery van, and it won’t be very long before we see them on the road.

Rivian’s electric commercial vans will begin delivering packages to customers in 2021, Amazon said in a statement. The company aims to have 10,000 copies of the vehicles on the road as early as 2022, and all 100,000 vans will arrive by 2030.

Amazon says this is the largest order of electric delivery vehicles to date. The order is part of Amazon’s plan to achieve net zero carbon emissions by 2040. When all 100,000 Rivian electric vans are on the road, Amazon says it will net savings of 4 million metric tons of carbon per year.

The partnership between Amazon and Rivian has been moving quickly. It was just this February that Amazon announced it was the leading contributor in a $700 million round of investment in the EV startup. Amazon says it has injected $440 million into the budding company to accelerate the development of electric vehicles, but then another major player joined the game in April. Ford dropped $500 million into Rivian and said it would adopt Rivian’s flexible skateboard platform for a new electric vehicle.

In 2018, Rivian showed off its own all-electric pickup truck and SUV. These are slated to enter production in late 2020.

Source: Amazon

The post Rivian Electric Commercial Van Will Soon Deliver Your Amazon Packages appeared first on MotorTrend.

Categories: Property

North London resi scheme granted planning permission

Property Week News Feed - Thu, 09/19/2019 - 19:11
A 125,000 sq ft residential-led mixed-use scheme in Wood Green, north London has been granted planning permission.
Categories: Property

North London resi scheme granted planning permission

Property Week News Feed - Thu, 09/19/2019 - 19:11
A 125,000 sq ft residential-led mixed-use scheme in Wood Green, north London has been granted planning permission.
Categories: Property

Bugatti Veyron Grand Sport Vitesse Video: Touring Miami in a Crazy-Fast Convertible

Motortrend News Feed - Thu, 09/19/2019 - 18:18

Jonny Lieberman cruises Miami—one of the world’s premier supercar cities—in one of the world’s premier supercars. That would be the Bugatti Veyron Grand Sport Vitesse.

With its 8.0-liter quad-turbo W-16 engine making an awesome 1,200 hp and 1,100 lb-ft of torque, the 2015 Bugatti Veyron Grand Sport Vitesse takes top-down cruising to another level. Its top speed of 233 mph makes the Bugatti Veyron one of the fastest vehicles ever produced even four years after production ended. Its standard all-wheel-drive system also means it’s able to put its power down efficiently, allowing it to accelerate to 60 mph in well under 3.0 seconds.

The arrival of the Bugatti Chiron, however, means that you can no longer buy a Bugatti convertible that does 233 mph. That’s because the Veyron’s successor doesn’t have a drop-top variant planned. In total, just 450 examples of the Bugatti Veyron were built over its 10-year run, with only 92 being Grand Sport Vitesse models, making it a rare vehicle even by supercar standards.

At the end of the Veyron’s production run, Bugatti turned the very last example into a one-off special edition called the Veyron Grand Sport Vitesse La Finale. It features a two-tone black and red exterior that pays homage to the very first Veyron built. The Bugatti Veyron Grand Sport Vitesse La Finale also sports exposed carbon fiber, red and cream two-tone upholstery, and a bronze-casted emblem on the interior storage compartment featuring Bugatti’s famed elephant logo.

Check out the video above to watch our own Jonny Lieberman behind the wheel of a 2015 Bugatti Veyron Grand Sport Vitesse on the streets of Miami! Also check out the gallery for photos of the Bugatti Veyron.

The post Bugatti Veyron Grand Sport Vitesse Video: Touring Miami in a Crazy-Fast Convertible appeared first on MotorTrend.

Categories: Property

Tesla Model 3 finally earns brand's IIHS Top Safety Pick+ award

The Car Connection News Feed - Thu, 09/19/2019 - 15:28
The Tesla Model 3 has earned a Top Safety Pick+ award in crash-test ratings from the Insurance Institute for Highway Safety (IIHS). The Model 3 electric vehicle earned top “Good” ratings on all six crash tests, as well as a “Good” rating for its headlights from the nation's most rigorous crash-testing authority. It is the...
Categories: Property

New training facility for MK Dons football club at MK Bowl

Property Week News Feed - Thu, 09/19/2019 - 13:36
Milton Keynes Development Partnership and Milton Keynes Council have agreed to host a new training facility at the MK Bowl.
Categories: Property

Irwin Mitchell appoints three senior property lawyers

Property Week News Feed - Thu, 09/19/2019 - 13:30
Law firm Irwin Mitchell is expanding its national real estate team with three senior appointments, including two new partners and one new consultant.
Categories: Property