2020 Cadillac CT4: Why I’d Buy It – Frank Markus

Motortrend News Feed - Tue, 06/18/2019 - 09:00

“What car should I buy?” It’s a question consumers ask themselves every day, but what would technical director Frank Markus drive? Keep reading for the answer, and see other editors’ picks here.

What? I gotta buy a new car now? I just “bought” an SUV (2019 Chevrolet Blazer AWD Premier), and my two-car household rule is to keep each vehicle for eight years, buying a new one every four so there’s only ever one payment. But fine, we’ll pretend my better half’s Smart ForTwo suffers a breakdown I can’t fix, forcing us to junk it now that our local Benz dealers have pretty much forsaken the brand. We will, however, need to limp that Smart (or use Lyft) for a few more months until the 2020 Cadillac CT4 arrives on the scene.

Mike’s two cars prior to the Smart were an Infiniti G20 and an Acura TSX, so the CT4 puts him right back in the compact luxury segment he briefly detoured out of. We’ve both been fans of Cadillac’s Art & Science aesthetic ever since it first appeared on the 1999 Evoq concept car. Mike looked long and hard at the first-gen CTS but chose the TSX because its interior was vastly nicer. Cadillac has upped its interior game substantially since then, and even the user interface is coming around to perfectly acceptable status nowadays.

We’ll be opting for the tried-n-true base 2.0-liter turbo-four and ten-speed automatic, not the zoomy V-Series. The base engine propels the much bigger CT6 adequately, so in a CT4 it should feel like an absolute g-sled—at least by comparison with a ForTwo. (I’m also a little skeptical of how smooth and refined that crazy-big 2.7-liter turbocharged truck motor is going to feel in the CT4 V-Series.) Should we opt for all-wheel drive? Michigan winters are plenty snowy, but our corner of the lower peninsula is flat enough that I’m going to spend a fraction of the likely $2,000 AWD option price on a dedicated set of winter tires and wheels I can swap on and off as necessary. The budget will see a likely 1-mpg highway fuel savings, and Mike might even detect marginally improved steering feel with rear-wheel drive.

An option we’re hoping makes the order sheet by the time the CT4 bows this fall: Super Cruise. It’s confirmed for the V-Series cars, so it seems likely Cadillac will at least offer it on the up-level base cars, as well. Having fallen in love with the early beta version of Tesla Autopilot, I’m eager to get more experience with GM’s fully fledged riff on that idea. Speaking of Elon-tech, the swift and stylish comparison-test-winning Tesla Model 3 for $42,900 (base rear-drive with the optional white-leather interior) would be a great candidate vehicle for Mike. Its range is sufficient to manage all the round-trip journeys he typically makes, and our garage is wired for EV charging. But having already tired of the 56-minute drive to Ann Arbor for Smart service, there’s no selling him on a 3-hour drive to our nearest Tesla dealer in Cleveland (Michigan’s dealer franchise laws still prevent Tesla from setting up shop in the mitten state).

If circumstances dictate that we buy before the CT4 is available (or if pricing proves too dear), either of MotorTrend’s last two Car of the Year winners would also serve our household needs with distinction. A base Alfa Romeo Giulia outfitted with all driver-assist features and a sunroof would cost us $43,990 including current regional incentives and would more strongly appeal to Mike’s aesthetic sensibilities. A $40,895 Genesis G70 2.0 with the Elite trim would make me a bit more comfortable on the things-gone-wrong front during the post-warranty end of our eight-year ownership window. Of course, the way things are going, I’m probably going to be telling you about yet another new vehicle I’d buy WAY sooner than eight years from now…

The post 2020 Cadillac CT4: Why I’d Buy It – Frank Markus appeared first on MotorTrend.

Categories: Property

Final plans for Station Hill unveiled

Property Week News Feed - Tue, 06/18/2019 - 09:00
The final masterplan for the £750m Station Hill scheme in Reading has been unveiled.
Categories: Property

NAV nudges up at Schroder European REIT

Property Week News Feed - Tue, 06/18/2019 - 08:40
Net asset value (NAV) nudged up at Schroder European REIT in the six months to the end of March, but earnings slumped.
Categories: Property

Profit falls at Safestore, but group confident of hitting annual targets

Property Week News Feed - Tue, 06/18/2019 - 08:24
Profit at storage group Safestore has more than halved in the first six months of the financial year, but the group maintained it is still on course to hit targets for the full year.
Categories: Property

2020 Porsche 718 Boxster Spyder First Look: It Weighs How Much?

Motortrend News Feed - Mon, 06/17/2019 - 23:47

The Boxster has always seemed like an underdog that showed promise, but never quite lived up to its potential. It’s the little sibling to the Porsche 911 and the softer, roofless sidekick of the sharper Cayman. The mid-engine layout of the Boxster and Cayman is inherently better handling than that of the 911, thanks to centralized weight yielding a shorter moment arm and aiding rotation, but for years Porsche reserved proper powerplants for the 911. Even when Porsche did decide to grace its mid-engine cars with a 385-hp flat-six from the 991.1 Carrera S in 2016, the best bits were saved for the fixed-roof Cayman GT4 while the Boxster Spyder made due with 10 less horsepower and inferior braking and suspension components. No more.

In steps the 2020 Porsche 718 Spyder, alongside the 718 Cayman GT4. Both cars receive a brand new 4.0-liter naturally aspirated flat-six in the same state of tune—414 hp and 309 lb-ft of torque—there’s no advantage for the Cayman here. Compared to its predecessor, development for the new 718 Spyder had stronger involvement from Porsche’s GT department, the folks that build 911 GT3s and the like. That same division was heavily involved in the building of the last-generation Cayman GT4, but much less so with the Boxster Spyder. The 718 Spyder inherits its front axle from the 911 GT3 and its rear end is an updated unit from the last-gen Cayman GT4. Brakes come courtesy of the GT3 as well. The 718 Spyder and 718 Cayman GT4 are mechanically identical, and the Spyder is officially a car born from Porsche Motorsport.


The biggest difference between the mid-engine Porsches is an aerodynamic one. Because Porsche expects Cayman GT4 owners to frequent the race track more often than those who opt for a Boxster Spyder, the coupe’s aerodynamic profile demands more downforce for increased grip in high-speed corners. The Spyder also offers luxury options including the Burmester audio system and heated steering wheel that aren’t available in the GT4.

About that engine: it’s not a detuned 911 GT3 engine. The new 4.0-liter flat-six hails from Porsche’s 9A2 Evo engine family—Porsche speak designating the engines developed for the 992-generation 911. It’s the first of its family without turbochargers and the first with a displacement above 3.0 liters. The 4.0-liter is mated exclusively to a six-speed manual, the same unit used in 718 GTS models and before you ask, yes, the gearing is just as long as it was in the last-gen cars, and yes, we’re a little sad about it. But the new engine revs to 8,000 rpm and its power figures make this the most muscular mid-engine Porsche to date, excluding the Carrera GT and 918 Spyder.

Problem is, it’s not the lightest. Although the 718 Spyder has its manually operated tent-like roof and fabric door pulls to save weight, it still weighs 3,206 pounds. For context, that’s 174 pounds more than a manual 718 Boxster GTS, only 24 pounds lighter than the big-boy 911 Speedster, and a considerable 306 pounds heavier than the last Spyder. This could be part of why the 718 Spyder is estimated to hit 60 mph in 4.2 seconds; 0.3 second slower than Porsche’s estimate for a PDK-equipped 718 GTS. But that’s not the point of this car. It’s about offering the unique experience of revving a naturally aspirated engine out to 8,000 rpm and hearing it sing as you blast through a long tunnel. With emissions regulations only getting stricter, free-breathing engines and manual transmissions are getting harder and harder to produce. Porsche understands what we love about driving, and they worked against those hardships to put a manual-shifting, free-breathing, motorsport-bred roadster into production. We’re grateful this car exists.


The post 2020 Porsche 718 Boxster Spyder First Look: It Weighs How Much? appeared first on MotorTrend.

Categories: Property

2020 Porsche Cayman GT4 First Look: 414 HP, Hardcore Hardware

Motortrend News Feed - Mon, 06/17/2019 - 23:01

At last, the all-new Porsche 718 Cayman GT4 is here! Short of the new Toyota Supra or the forthcoming mid-engined Corvette, we can’t think of a more anticipated sports car of late, and after endless speculation, tons of rumors, frenzied spy shots, and late-night debates among our staffers, the newest junior member of the Porsche GT family ticks all the right boxes.

For starters, it packs an all-new 4.0-liter naturally aspirated flat-six. That’s right, in the era where only 10 percent of 911 variants are naturally aspirated, and 100 percent of the Cayman/Boxster lineup is turbocharged, the free-breathing Cayman GT4 (and its Boxster Spyder sibling) stands alone. The sublime first-gen GT4 pulled power from a 3.8-liter, 385-hp naturally aspirated six sourced from the 991.1 Carrera S, so there’s precedent for this 4.0-liter model. The lineage of the powertrain is a bit more muddled this time, though, as Porsche claims this is a completely new engine and not at all related to the wild 4.0-liter in the 991.2 GT3.

Porsche tells us that this new powerplant is based on the 9A2 generation of engines that power the soon-to-be-replaced 991.2 Carreras. This is quite a leap from the regular 9A2, however, considering all 991.2s from base Carrera through Carrera GTS pack the same 3.0-liter twin-turbo flat-six. At minimum, this new engine has had the turbos and attendant plumbing removed, its displacement enlarged by a full liter, and been packed with a new crankshaft, pistons, connecting rods, valvetrain, air intakes, and cylinder heads. Against this work, it was allegedly too costly and complex to make the GT3’s 4.0-liter work here, which is hard to imagine. Regardless, that impressive build sheet allows for an 8,000-rpm redline, higher than the 992-generation 911’s.

As to why the engineers in Flacht, where Porsche’s race cars and GT road cars are developed, stuck with natural aspiration, GT boss Andreas Preuninger says it’s sticking to its guns. “We believe in [these] engines and in hard work. There’s always a way and we will continue going the naturally aspirated route for GT cars. The right way is not always the easy way.” Alright then.

A total of 414 horsepower and 309 lb-ft of torque are sent to the rear wheels through a six-speed manual transmission sourced from the current 718 GTS. Porsche admits it has future plans to bring the snappy PDK dual-clutch automatic gearbox to the GT4, but for now, you’ll need to shift it yourself or find another car. Performance is strong, with the zero-to-60-mph run taking just 4.2 seconds and a top speed of 188 mph.

There’s also a whole paddock’s worth of handling hardware to go along with the power. Porsche Active Suspension Management (PASM) with active dampers is standard, dropping the GT4 1.2 inches lower than the regular 718 Cayman. For the true track rats, the suspension allows for manual camber, toe, ride-height, and anti-roll-bar adjustments. It might not share the same engine as the GT3, but as a consolation prize, it plucks the front axle and brakes from big brother, offering either 15.0-inch iron rotors or a set of ceramics that measure 16.1 inches in the front and 15.3 inches in the rear. Considering this a bit of a purist machine, it only makes sense the rear differential is mechanical only, though it has the trick Porsche Torque Vectoring (PTV) functionality. More to the point, Porsche usually reserves its active, electronically controlled differential for cars equipped with PDK.

Aesthetically, it’s a refreshed last-gen GT4, now wearing aggressive variations of the current 718 bodywork—essentially what we pictured in our mind prior to its premiere. However, those good looks aren’t just for show; according to Preuninger, the updated rear wing and front diffuser help the car generate 50 percent more downforce than the last-gen model. It also doesn’t hurt that the wing and front diffuser are manually adjustable.

We’re in love, but our bank accounts are bracing for impact. The 2020 Porsche 718 Cayman GT4 starts at $100,450, a sizeable $16,000 jump over the previous car. Of course, this is also a more cohesive product, with more specific engineering and bespoke componentry. Order books are open now, with deliveries scheduled to begin next spring.

The post 2020 Porsche Cayman GT4 First Look: 414 HP, Hardcore Hardware appeared first on MotorTrend.

Categories: Property

Toyota Confirms it’s Building a Limited-Production Hypercar

Motortrend News Feed - Mon, 06/17/2019 - 22:02

Toyota has confirmed that it will produce a hypercar and even teased the model in a recently released video. The Japanese automaker is producing such a vehicle so it can race in the 24 Hours of Le Mans. Starting in 2020, the series will introduce its new hypercar class, a segment that requires road-based models to have a production run of at least 20 units over two years.

The Toyota GR Super Sport will be the automaker’s entry in that new class, which will replace the current LMP1 category as the top class. A concept version was shown at the 2018 Tokyo Auto Salon powered by a 986-hp twin-turbocharged V-6 hybrid powertrain. However, the race car will be limited to around 750 hp and weigh roughly 2,425 pounds due to class regulations. Hybrid systems are limited to 200 kW and its location must be the same as in its road going counterpart or on the front axle in entries that aren’t based on production models. The powertrain is taken straight out of the TS050 race car that recently won the 24 Hours of Le Mans for the second time.

Much of the GR Super Sport’s styling remains true to the concept except for the addition of conventional side mirrors mounted on the front fenders. There are plenty of styling cues taken from the TS050 like the rear-mounted central fin, though that design feature isn’t as prominent as the one on the Le Mans-winning race car. The cockpit also appears to have smaller windows, and has a sweptback greenhouse with a rear wing mounted lower and closer to the body. Even the headlight pattern is different and the front air intakes appear wider than the TS050’s.

The last time Toyota created a road-going version of a Le Mans racer was in 1998 when it built the TS020 GT-One. It featured the same 600-hp 3.6-liter twin-turbo V-8 and six-speed sequential transmission as the race car. Versus the race car, the road-going GT-One rode higher, had a lower rear wing and included creature comforts like climate control and hazard lights. Toyota reportedly built only two examples of the GT-One, with one on display in Japan and the other at Toyota Motorsport GmbH’s headquarters in Cologne, Germany.

Expect production of the Toyota GR Super Sport to start sometime next year ahead of the 2020 Le Mans 24-Hour race and continue for two years.

Source: Toyota

The post Toyota Confirms it’s Building a Limited-Production Hypercar appeared first on MotorTrend.

Categories: Property

2020 GMC Canyon

The Car Connection News Feed - Mon, 06/17/2019 - 21:45
The 2020 GMC Canyon is a no-nonsense mid-size pickup truck that remains a good choice even against its stiff competition. It’s more comfortable and luxurious than other options in its class especially in top trims, though safety is a concern, so we’ve awarded it 4.8 out of 10 overall. (Read more about how we rate cars.) For 2020, the...
Categories: Property

How to Build a 7-Second, 175-MPH Nissan GT-R

Motortrend News Feed - Mon, 06/17/2019 - 21:07

Kenny Tran and the folks at Jotech Motorsports in Dallas were the first to develop twin-turbo kits for the VQ engine powering the 350Z, so they were more than prepared when Nissan released the GT-R in 2009. Jotech cars were running 10-second quarter miles by 2010, much quicker than the 11.6 seconds we recorded in our first test of Godzilla, though we do not test acceleration on adhesive-treated drag strips.

In the intervening years, Tran and his team continue to refine R35 GT-Rs—and they’ve only gotten better at doing so. Alongside the shop’s six available stages of power tuning, Tran recently bought back a GT-R he had built for a friend and customer he calls DK. (No, not the DK my dad always chooses in Mario Kart.) DK wanted a car that showcased the best of modern GT-R tuning tech but mandated that it maintain street drivability because he had no interest in running it on the dragstrip. That meant the GT-R’s creature comforts like air conditioning, power steering, Bluetooth, and a full interior with heated seats had to be retained. With these stock parts, DK’s car isn’t some power-to-weight-watchers miracle; Tran says it weighs 3,950 pounds fully fueled. That’s close to stock.

Not close to stock is its astonishing 2,200-hp maximum output. But Tran doesn’t think you should be impressed. “Anybody with the right parts and the right tuning can make loads of power under wide-open throttle,” he says. The team at Jotech went to extensive lengths to make this car drivable on the street. They did so by softening the dual-clutch transmission to slip in first and second gear to ease pulling away from a stop, installing two sets of fuel injectors for startup and high-boost scenarios, and even fitting a suspension lift system so DK could get the monster up his driveway. He would actually pick up his kids from school in the thing.

Of course, there’s no denying that the power output is a huge engineering accomplishment. The R35’s stock transmission and connecting rods are the first parts to go when you start adding power, but those bits need swapping out just to push past the 750-hp mark. To achieve the levels of power on DK’s car, the Jotech team installed a 4.3-liter fully built engine in place of the stock car’s 3.8-liter unit, swapped in bigger turbochargers, completely revamped the fuel system, and beefed up the transmission with stronger gears. Despite DK’s disinterest in taking this car to the track, under Tran’s ownership it was only a matter of time before he launched it down a dragstrip. After an encouraging series of runs on street tires, Tran mounted drag radials and recently brought the car to RaceWars in Ennis, Texas. The result? A quarter-mile run in 7.971 seconds at 175 mph.

Looking forward, Tran understands how hard it will be to improve upon the R35 GT-R. “The original designer already had in mind that the aftermarket was going to mod this car, and they really made everything very strong, very sturdy, and very tunable,” he says. As far as the R36, he’s hoping for more displacement and bigger turbos out of the box. “If you’re not above 700 [horsepower], you’re not even in the ballpark.” On the subject of hybridization, Tran says it’s definitely possible to tune a hybrid, as long as the motors are limited to the front axle; modern NSX-style hybrids with electric motors integrated into the drivetrain have a much lower power ceiling due to transmission restrictions. That said, Tran and the team at Jotech Motorsports aren’t planning to slow down anytime soon.

The post How to Build a 7-Second, 175-MPH Nissan GT-R appeared first on MotorTrend.

Categories: Property

SUV Showdown: 2020 Ford Explorer vs. 2020 Kia Telluride

Motortrend News Feed - Mon, 06/17/2019 - 18:00

Editor’s note: This story originally ran in January and has been updated with new information.

Three-row crossovers aren’t sexy, but they’re sure gaining lots of attention lately. Introduced at the 2019 Detroit auto show in January, the 2020 Kia Telluride joins the Volkswagen Atlas, Subaru Ascent, and Hyundai Palisade as another completely new nameplate in the segment. Also new is the sixth-generation 2020 Ford Explorer, which benefits from a significant redesign. So how does the ambitious newcomer compare against to the segment staple? Take a look below to find out.

Exterior Design

In terms of design, the Explorer builds off the previous model. The headlights and grille take on a more rounded shape, the roofline appears more sloped, and the rear end is new, though it keeps the old model’s blacked-out A-pillars and D-pillars. The Telluride receives more unexpected design cues that give it a quirky vibe. Square headlights, curved taillights, muscular wheel arches, and boxy proportions contribute to the Telluride’s unique personality. Oversized “Telluride” badging can be seen on the edge of the hood and on the liftgate.


The Explorer comes with a choice of four engines while the Telluride offers just one. The base engine on the Explorer is a 2.3-liter EcoBoost turbo-four making 300 hp and 310 lb-ft of torque. Platinum models receive a 3.0-liter EcoBoost twin-turbo V-6 good for 365 hp and 380 lb-ft on 93-octane gas. A more powerful 3.0-liter engine makes 400 hp and 415 lb-ft in the ST. Finally, there’s a hybrid Explorer that uses a 3.3-liter naturally aspirated V-6 making a total of 318 hp. All engines come paired to a 10-speed automatic.

The Telluride is less powerful than even the base Explorer. The 3.8-liter V-6 makes 291 hp and 262 lb-ft of torque, and it’s mated to an eight-speed automatic.

There’s another big difference between the two vehicles. Although both are available with all-wheel drive, the Explorer comes standard with rear-wheel drive, and the Telluride is standard with front-wheel drive. The latter has an available self-leveling rear suspension that automatically adjusts the ride height based on the vehicle load.

Fuel Economy

The Telluride maxes out at 20/26/23 mpg city/highway/combined, or 19/24/21 mpg when paired with all-wheel drive. The Explorer’s 2.3-liter turbo-four is more efficient than the Telluride, netting 21/28/24 mpg with rear-wheel drive and 20/27/23 mpg with all-wheel drive. The EPA’s website also lists a 18/24/20 mpg rating for the Explorer’s 3.0-liter engine. We’re still awaiting full fuel economy information for the new Explorer.

Drive Modes

The Explorer offers up to seven driving modes. These include normal, sport, trail, slippery, tow/haul, and eco modes; all-wheel-drive models with the advanced terrain management system add a deep snow and sand mode. The Telluride has four driving modes: smart, eco, sport, and comfort. Two special settings include one for snow and another called “AWD lock,” which delivers power evenly to all four wheels.

Interior Design and Features

The Explorer (pictured above) can seat up to seven, depending on the trim level chosen. The Telluride offers seating for up to eight occupants.

When you step inside the Explorer, you’ll notice the buttons are arranged in an orderly fashion. An 8.0-inch touchscreen is standard, but a tablet-style 10.1-inch screen is available. The Telluride’s 10.3-inch screen is oriented horizontally, unlike the similarly sized unit in the Explorer. The Explorer offers a rotary shifter to the Telluride’s more traditional gear selector. Grip handles on the Telluride’s center console hint that the model is capable of venturing off the beaten path.

Both models share a number of important creature comforts, such as Apple CarPlay and Android Auto, wireless phone charging, and multiple USB ports. The Explorer has up to four, and the Telluride has five standard and up to six available.

Among the Telluride’s unique features is a “quiet mode,” which makes sure the audio playing in the front row doesn’t reach the back rows. When the driver wants to communicate with those in the rear, an available microphone can help. Third-row occupants will enjoy reclining seats. Meanwhile, the Explorer features a nifty 12.3-inch digital instrument cluster that has special 3-D animated graphics for each driving mode.


The Telluride can tow up to 5,000 pounds. Towing numbers for the Explorer vary from model to model. Platinum models with the 3.0-liter V-6, for instance, can tow 5,600 pounds. The standard 2.3-liter engine can tow up to 5,300 pounds with the Class III Trailer Tow package.


The Ford and Kia look different but are sized similarly. The Telluride measures 196.9 inches in length, slightly shorter than the Explorer’s 198.8 inches. The Telluride is 78.3 inches wide compared to the Explorer’s 78.9 inches. The differences in the wheelbase are more noticeable: 114.2 inches for the Telluride and 119.1 inches for the Explorer.

Depending on the trim, ground clearance is 7.9 or 8.0 inches on the Telluride. The Explorer comes in at 7.9 inches, though Platinum models stand at 8.2 inches and ST models at 8.3 inches.

The Telluride wins when it comes to cargo space behind the third row: 21.0 cubic feet compared to the Explorer’s 18.2 cubic feet. If you drive with the third-row seat folded, however, the Explorer pulls ahead, with 47.9 cubic feet of space to the Telluride’s 46.0 cubic feet. Of course, we’ll have to compare the cargo bays for ourselves before we decide which one feels roomier.

Now how about legroom? The Explorer lags behind in the second row with 39 inches compared to the Telluride’s 42.4 inches of legroom. But the Explorer makes a comeback in third-row legroom, which measures 32.2 inches, ahead of the Telluride’s 31.4 inches.


Both the Explorer and Telluride offer a slew of safety features. They each get collision avoidance tech, pedestrian detection, forward collision warning, lane keep assist, blind-spot monitoring, and rear cross-traffic alert. Ford offers evasive steering assist, which provides steering support to help avoid a crash.

Pricing and Availability

The 2020 Kia Telluride began sales this spring, while the 2020 Ford Explorer enters the market in June. As we reported earlier, the base Explorer starts $33,860, putting it well above the Telluride’s starting price of $32,735. The most expensive Explorer in the lineup, the Platinum model, goes for $59,345, while the Telluride’s top trim only comes in at $42,535.

The post SUV Showdown: 2020 Ford Explorer vs. 2020 Kia Telluride appeared first on MotorTrend.

Categories: Property

Hyundai, Kia in driver's seat as VW exits its deal with self-driving car startup

The Car Connection News Feed - Mon, 06/17/2019 - 18:00
Hyundai and Kia last week upped their investment in autonomous car technology startup Aurora Innovation just as Volkswagen stepped away from its partnership with Aurora. Specifically, the investment will expand self-driving technology research to more Hyundai and Kia models and help build a platform suitable for the brands' future autonomous cars...
Categories: Property

Galliford Try acquires northern developer

Property Week News Feed - Mon, 06/17/2019 - 16:00
Galliford Try Partnerships has agreed a deal to acquire Strategic Team Group, a developer in the North of England.
Categories: Property

Honda Passport crash tested, BMW X3 and X4 M Competition driven, Tesla Model X police car: What's New @ The Car Connection

The Car Connection News Feed - Mon, 06/17/2019 - 15:30
2019 Honda Passport earns five-star crash-test ratings from the NHTSA The 2019 Honda Passport earned a five-star overall rating in the federal government's crashworthiness tests, the automaker said Wednesday. The five-seat crossover SUV earned four stars for the frontal crash test, five stars in the side-impact assessments, and four stars in the...
Categories: Property

FCA sued over Jeep Wrangler suspension concerns

The Car Connection News Feed - Mon, 06/17/2019 - 15:30
Fiat Chrysler Automobiles has been served a class-action lawsuit over suspension concerns in the Jeep Wrangler, which owners often call the Jeep "death wobble." According to the lawsuit, which The Detroit News reported on last Wednesday, it was filed in Detroit's U.S. District Court for the Eastern District of Michigan and alleges FCA knew of the...
Categories: Property

SIA Partners takes two floors at 90 Bartholomew Close

Property Week News Feed - Mon, 06/17/2019 - 13:57
Helical has secured a new tenant at 90 Bartholomew Close, Barbican, within its Barts Square estate.
Categories: Property

Catalyst appoints former GPE chairman

Property Week News Feed - Mon, 06/17/2019 - 13:46
Catalyst Capital has appointed former Great Portland Estates chairman Richard Peskin as a consultant.
Categories: Property

2019 GMC Sierra 1500

The Car Connection News Feed - Mon, 06/17/2019 - 12:45
With the 2019 Sierra, GMC has a truck that falls shy of maximum capability, but looks to cameras and software to optimize the truck experience. It also counts on a unique, versatile six-way tailgate and a carbon-fiber bed to score tech and utility points away from its stablemate, the 2019 Chevrolet Silverado 1500. This year’s Sierra scores...
Categories: Property

2019 Chevrolet Silverado

The Car Connection News Feed - Mon, 06/17/2019 - 12:44
The 2019 Chevrolet Silverado gets a new design this year, and drops up to 450 pounds in the process, but it’s more focused on its mission than ever. Its bed is bigger and offers more features, and its cab gets bigger, making this brawny pickup better at hauling cargo and people. Chevrolet also improves road manners, adds safety features, and...
Categories: Property

2019 Honda Passport

The Car Connection News Feed - Mon, 06/17/2019 - 12:40
With its 2019 Passport, Honda hasn’t invented anything new. The five-seat Passport neatly plugs a gap in Honda’s crossover SUV lineup with minimal fuss. It didn’t take much effort for the automaker to create the 2019 Honda Passport: It’s a Pilot with 6.2 inches lopped off its rear end. The new Passport has a different front...
Categories: Property

Boutique Workplace Company opens in King's Cross

Property Week News Feed - Mon, 06/17/2019 - 11:29
Flexible workspace provider The Boutique Workplace Company has launched its latest centre at 41-43 Chalton Street, in London’s King’s Cross.
Categories: Property