2020 Mercedes-Benz GLS Price Jumps With Increased Amenities

Motortrend News Feed - Tue, 06/11/2019 - 17:34

Mercedes-Benz has fully redesigned its flagship SUV, giving it electrically boosted powertrains, an upgraded infotainment interface, and an even more luxurious interior. Predictably, these updates come with a higher price tag. The base 2020 Mercedes-Benz GLS 4Matic will start at $76,195 when it goes on sale later this year.

That’s $5,050 higher than the starting price of the 2019 model. The new GLS is also priced higher than a base 2019 BMW X7 ($74,895) and 2019 Lincoln Navigator with rear-wheel drive ($74,500). Still, the Mercedes is much less expensive than a base Range Rover, which will cost you $90,795.

The new GLS has standard features worthy of a luxury price tag. It receives the new MBUX user interface with natural language understanding, complemented by a 12.3-inch digital instrument cluster and a touchscreen of the same size. Other standard technology features include nine USB ports, a 115V household outlet, wireless device charging, plus Apple CarPlay and Android Auto playing through a Burmester surround sound system. Active parking assist with surround view accompanies Mercedes’ host of driver aids, while air suspension smooths the ride.

For the first time, the GLS offers two individual captain’s chairs in the second row instead of the usual three-seat configuration. And for extra coin, buyers can opt for an executive rear seat package with its own 7.0-inch Android tablet, and up to five zones of climate control. If it’s like the previous GLS, prices will easily crest $100,000 when properly equipped.

A turbocharged 3.0-liter inline-six engine is the standard engine on the GLS. This unit makes 362 hp and 369 lb-ft of torque. Thanks to a new 48-volt onboard electrical system with an integrated starter generator, an additional 21 hp and 184 lb-ft of torque can be delivered for short periods of time. Mercedes has not yet announced pricing for the GLS 580, which packs a 4.0-liter turbocharged V-8 making 483 hp and 516 lb-ft of torque, with electrified bits that add the same extra output as in the six-cylinder version. Both engines are linked to a nine-speed automatic transmission.

Until the GLS arrives, check out what we had to say about the nearly-as-luxurious 2020 Mercedes-Benz GLE.

Source: Mercedes-Benz

The post 2020 Mercedes-Benz GLS Price Jumps With Increased Amenities appeared first on MotorTrend.

Categories: Property

Sports Direct lodges legal challenge to Debenhams CVA

Property Week News Feed - Tue, 06/11/2019 - 17:07
Mike Ashley’s Sports Direct, and other parties, have lodged a legal challenge to the Debenhams company voluntary arrangements (CVA).
Categories: Property

Scotland sees 21% drop in sales

Property Week News Feed - Tue, 06/11/2019 - 17:05
Commercial property sales in Scotland fell 21% year-on-year in the first quarter of 2019 due to economic uncertainty, according to new data by the Scottish Property Federation (SPF).
Categories: Property

Select CVA approved

Property Week News Feed - Tue, 06/11/2019 - 16:48
High street fashion retailer Select has had its CVA approved.
Categories: Property

2020 Mercedes-Benz GLS-Class priced from $76,195

The Car Connection News Feed - Tue, 06/11/2019 - 15:35
The 2020 Mercedes-Benz GLS-Class will arrive with a $76,195 starting price when it hits dealers later this year, the automaker said Monday. That's about $5,000 more than last year's model. The posh SUV will first arrive in GLS450 trim, which places an electrified inline-6 engine under the hood. Specifically, it's a 3.0-liter turbocharged inline-6...
Categories: Property

2020 Mercedes-Benz GLB, 2020 Bentley Flying Spur, Audi e-tron recall: What's New @ The Car Connection

The Car Connection News Feed - Tue, 06/11/2019 - 15:30
2020 Mercedes-Benz GLB250 revealed: Room for seven The 2020 Mercedes-Benz GLB250 that bowed Monday expands the automaker’s current crossover SUV lineup to six models, and yet it has plenty in common with the original M-Class that arrived in 1997. 2019 Mazda 3 recalled over faulty airbag warning lights The 2019 Mazda 3 has been recalled over...
Categories: Property

Wells Fargo sells Eastdil Secured

Property Week News Feed - Tue, 06/11/2019 - 13:06
Eastdil Secured’s management has bought back the company from Wells Fargo with backing from Guggenheim Investments and Temasek.
Categories: Property

Savills launches flexible workspace service line for landlords

Property Week News Feed - Tue, 06/11/2019 - 11:51
Savills has launched a new UK service line to help landlords and owner occupiers to establish and manage flexible workspace in their buildings.
Categories: Property

Arcadia Live: Rescue plan on a knife-edge as Arcadia lobbies landlords

Property Week News Feed - Tue, 06/11/2019 - 11:09
INTU voting against rescue deals. Aviva, British Land and Hammerson voting in favour. LANDSEC’S position remains unknown, but its vote is now crucial to Arcadia’s survival. MEETING set to take place today at midday at 200 Aldersgate, near St Paul’s.
Categories: Property

How the New 2020 Flying Spur is Everything a Bentley Sedan Should Be

Motortrend News Feed - Tue, 06/11/2019 - 11:00

Third time’s the charm. The 2020 Bentley Flying Spur banishes forever the visual awkwardness of its two Phaeton-platformed predecessors. It’s long and low, expressively elegant, and glitteringly powerful, with just a soupcon of the jaunty exuberance that’s at the heart of the brand. It’s exactly how a modern Bentley sedan should be.

The enabling technology, of course, is VW Group’s versatile MSB vehicle architecture. Designed to accommodate longitudinally mounted engines all the way up to the 6.0-liter W-12, with all- or rear-wheel drive, MSB has allowed the team under Bentley design chief Stefan Sielaff to give the new Flying Spur classic British luxury car proportions. The 2020 model is a mere 0.6 inches longer than the outgoing car, but its front axle centerline is 5.1 inches further forward, allowing a long hood without a pronounced front overhang. It’s the singular dimensional change that, visually, changes everything.

The MSB architecture debuted on the Porsche Panamera and now also underpins the current Continental GT. In Flying Spur configuration—the largest vehicle yet built on MSB—it shares all the structure ahead of the firewall with the Panamera and Continental GT, and its center section with the long-wheelbase Panamera Executive. The rear section of the platform, however, from the base of the rear seatback, is unique to the Bentley. It allows for a more comfort-oriented suspension setup and a roomy, conventional trunk instead of the Porsche hatchback.

All exterior panels are aluminum—Bentley claims the new multi-metal body structure is 84 pounds lighter than the outgoing Flying Spur’s. Key design elements include a broad grille with classic vertical slats, crisply defined haunches over the rear wheels, and a C-pillar that sweeps down into the trunk, which falls away slightly to give a hint of the graceful tail-down stance characteristic of the original H.J. Mulliner–bodied Flying Spur of the late 1950s. Standard wheels are 21 inches, with two different 22s available as an option.

Under the hood is the latest iteration of the 6.0-liter W-12, first seen in the Continental GT Coupe and Convertible. That means 626 horsepower, and a herculean 664 lb-ft of torque that arrives in less than one-third the time it took in the previous car. As in the Contis, the engine drives all four wheels through an eight-speed dual-clutch transmission. And despite lugging around extra doors and larger rear seats, Bentley claims the Flying Spur will be just as quick as the Continental GT Convertible, hitting 60 mph in just 3.7 seconds with a top speed of 207 mph. To cope with its prodigious turn of speed, the Flying Spur uses the same 16.5-inch front brakes—the largest iron brake rotors in the world—as the Continental GTs.

The new Flying Spur promises to be a much sportier drive than previous models, with sharper turn-in response, less understeer, and better chassis balance. The three-chamber air springs—similar to those fitted to the Continental GTs—have 60 percent more capacity, allowing for finer degrees of adjustment, and the 48-voly anti-roll system uses electric motors to twist the rollbars against the cornering loads keeping the car flat through turns.

Although the Flying Spur is all-wheel drive, the torque split is resolutely biased to the rear: Comfort and Normal modes allow a maximum of 38 percent of the torque to be sent to the front wheels, but selecting Sport mode caps that at 17 percent. Finally, the Flying Spur will come standard with rear-wheel steering—the first ever Bentley to be so equipped—to improve agility in tight corners and enhance stability through high-speed sweepers.

Modern Bentley interiors have become a byword for extraordinarily rich combinations of color and materials, and the 2020 Flying Spur’s interior is arguably the best yet. Bentley offers no fewer than 15 different standard leather colors, and these can be mixed and matched via a number of dramatic color splits. In addition, buyers can choose from eight different wood veneers, including a new crown-cut walnut, and all can be ordered in the dual veneer specification to give the cabin an even more bespoke feel. The Flying Spur interior’s showstoppers are an optional three-dimensional diamond quilting effect—in leather or wood—on the door trims, and an optional etched finish on the center console made up of 5,331 individual diamond shapes, each different from the others.

The MSB hardware includes a new electrical architecture, so the 2020 Flying Spur comes equipped with a host of driver assistance systems, including traffic and blind-spot warning, as well as night vision, a head-up display, a 360-degree overhead view camera system, and parking assist. When you press the engine start button, the veneered section in the middle of the dashboard rotates to reveal the 12.3-inch HD touchscreen shared with the Conti twins. The second side of the display reveals three analog dials showing outside temperature, a compass, and a chronometer. Those wanting what Bentley calls a ‘digital detox’ can select a third side, which is simply finished in plain veneer matching the rest of the cabin.

Rear-seat passengers can control a number of functions—including window blinds, rear seat massage, rear climate control, and mood lighting—via a 5.1-inch touchscreen remote that unclips from the rear of the center console.

Flying Spur buyers can choose from three audio systems. The standard system has 10 speakers and 650 watts. Next up is a 1,500-watt, 16-speaker Bang & Olufsen system with illuminated grilles and the intuitive one-touch BeoSonic user interface. Top of the range is a monster 2,200-watt Naim for Bentley system with 19 speakers and active bass transducers built into the front seats.

The 2020 Bentley Flying Spur will be available for order this fall, with first deliveries expected early next year. No word on pricing yet, but if Bentley follows past form and prices and the new Flying Spur rings in below a comparably equipped Continental GT Coupe, this impressively fast, imposingly glamorous four-door could well be the pick of the Bentley lineup.

The post How the New 2020 Flying Spur is Everything a Bentley Sedan Should Be appeared first on MotorTrend.

Categories: Property

2019 Mazda 3 recalled over faulty airbag warning lights

The Car Connection News Feed - Tue, 06/11/2019 - 11:00
The 2019 Mazda 3 has been recalled over airbag warning lights that may not illuminate correctly. The 17,016 cars affected by the recall may not actually display a warning light if something is wrong with the passenger airbag system specifically, or if a passenger does not have their seat belt buckled. Mazda said in documents filed with the NHTSA...
Categories: Property

Carr-Jones joins AXA IM

Property Week News Feed - Tue, 06/11/2019 - 10:27
Stuart Carr-Jones has joined AXA Investment Managers – Real Assets as head of UK, Ireland & emerging Europe transactions.
Categories: Property

Intu to vote against Green's revised rescue deal for Arcadia

Property Week News Feed - Tue, 06/11/2019 - 10:08
Intu will, again, vote against Sir Philip Green’s rescue plans for his troubled Arcadia group, sources close to the retail landlord have told Property Week.
Categories: Property

Bellway ignores Barking fire in latest trading update

Property Week News Feed - Tue, 06/11/2019 - 09:10
Bellway has made no mention of the fire that engulfed the Barking Reach development in east London last weekend in its latest trading update to the market.
Categories: Property

We Drive a Nearly $200,000 Honda Civic Type R Race Car

Motortrend News Feed - Tue, 06/11/2019 - 09:00

When a Civic Type R (aka CTR) hatchback is nestled in its cozy garage for the night, what do you think it dreams? The 2018 Honda Civic Type R already holds multiple front-wheel-drive production car lap records the world over—and several MotorTrend performance records to boot. Currently, it’s the best hot hatch in history that you could ever want or get. We think the FK8-generation CTR dreams of mixing it up with some real competition, of being a bona fide TCR race car, and of going door handle to door handle with the best from Europe in a proper production car–based (homologated) Touring Cars series.


After a restless night, the feisty and accomplished compact awoke with, “I want MOAR power, a sequential transmission with paddle shifters, a gutted interior, a rollcage, a loud exhaust, even bigger boxed fenders, a giant adjustable wing, a splitter, and racing slicks. I wanna race!” The Type R’s current engineering is Honda’s; its engine is manufactured in Honda’s plant in Anna, Ohio, then shipped off to be assembled into a whole car in the factory in Swindon, England. It’s a bit of a mutt in that way. For the race version you see here, developed by Honda Performance Development (HPD), there’s yet another step in that process: The English body-in-white (minus doors) and U.S.-assembled engine block, crank, pistons, and cylinder head are shipped to Milan, Italy.

So Be It

Once there, J.A.S. Motorsports seam-welds the unibody and installs the composite body panels, splitter, side skits, wing, rollcage, plastic dashboard, racing seat, pedal box, wiring harnesses, digital racing instrumentation, and data logger. A 26.4-gallon quick-fill fuel cell replaces the 12.4-gallon stock tank. The Civic Type R’s stock 2.0-liter turbocharged inline-four engine is only modified with free-flowing intake and stainless exhaust, a high-flow catalytic converter, and MoTec M146 engine mapping. J.A.S. modifications route approximately 340 peak horsepower and 310 lb-ft of torque (a modest gain of 34 hp and 15 lb-ft) through a twin-disc sintered-metallic clutch into an Xtrac sequential six-speed transmission. There’s also a trick differential between the front wheels. As is the case with race cars, highly customizable settings for the limited-slip differential—including various homologated differential ramps and preload—are apparently the key in this car’s proper race setup. Cast aluminum 10.0-by-18-inch OZ racing wheels and Michelin slicks replace the 8.5-by-20-inch wheels and tires. The stock suspension is exchanged, again, with highly adjustable race-ready hardware with unique springs, anti-roll bars, and Ohlins dampers. J.A.S. installs 15.0-inch vented and slotted floating discs and six-piston monoblock calipers up front (versus 13.8-inch vented/drilled discs), but the solid discs in the rear are smaller than stock (10.2 versus 12.0 inches). There’s no traction control, and ABS is available with an optional Bosch M5 ABS kit with a cabin-mounted 12-position dial.

Get in and GO!

Well, not so fast. First we had a mandatory “chalk talk,” during which we went over the rules of the track and for a refresher course on what the flags mean. Next, we had to show our driving cred in stock 2019 Honda Civic Type Rs on the 1.5-mile track at M1 Concourse in Pontiac, Michigan. I said to myself, “I got this,” as I daily-drive a 2018 CTR as part of our MotorTrend’s long-term fleet. Other than the obvious benefits of Michigan’s 93-octane fuel over California-mandated 91 (and wow, we’re really missing out), the only difference I detected was that the new head unit now includes an actual volume knob and fan buttons rather than touchscreen facsimiles thereof. I wonder if it can be retrofitted.

Track at Last

The track was easy to learn; there’s only one blind corner, so it’s just a matter of getting the rhythm right and learning the braking points. The CTR’s front seats are built for lateral support so a driver can concentrate on the corners. The snickity shifter never missed a beat and cut down on shift times; the trustworthy brakes built confidence and didn’t seem to mind track use one bit. The CTR loved that track, yet when fitted with the OEM Continental SportContact 6 tires, it began to understeer in increasing amounts as the laps piled on. They do that. If you’re going to track your CTR, invest in some new tires.


Although all of the race car’s doors open, climbing into the Atlanta Speedwerks Honda Civic TCR was a challenge in itself. Over one bar, under another, I lowered myself into the fixed-back racing seat and attached the steering wheel. Because the car must accommodate two drivers in a race, its seat is adjustable fore and aft, as is the steering wheel. Once I found my spot, the team went over the fire-suppression system and how to remove the two driver’s side restraining nets in case of emergency. Next, how to find neutral (press the white button on the steering wheel, pull the left shift paddle) and how to fire it up (main power on, press starter button). First gear in the sequential manual transmission is very tall, so it’s easy to stall while adding just the right amount of throttle and clutch to get going. Luckily, there’s no need to clutch at all while lapping: just pull paddles at wide-open throttle. Five-point belts cinched down tight, I was ready.

Track Time

The team pushed me off, I eased the clutch out, and off I went. My first thought was how long the throttle pedal and how short the brake pedal were. I really had to floor it to get a sense of full power. Although the output is marginally greater than the production car’s, the weight difference (about 500 pounds) was noticeable. Doing the math shows the TCR race car and driver move 8.1 pounds with each horsepower; the production moves the same with 10.7 pounds per horsepower. That’s a big difference. The staccato exhaust note was much more subdued inside the car than outside, but it was still proper race car stuff. Although the production car has little turbo lag as is, the race car has even less. In the first major braking zone, I was warned that the car can “back itself into corners,” and on cold tires, and that’s precisely what I found. A quick sampling of the slicks’ grip under braking showed I needed to put heat in these tires before I could really suss out what this car was capable of doing.

Lap Two

While the racing brake pads were still screeching due to lack of heat, the tire temps were coming online, and the back end—perhaps the reason for so little brake swept area at the rear—was staying in line. This lap, I was testing the car’s ability to take curbing (easy peasy), its behavior under full throttle (gloriously linear), and whether I’d have to sort out throttle-on torque steer. Like the production car, clever front suspension geometry (despite the obvious positive camber on the race car) reduces this powerful front-wheel-drive tendency to a minimum.

Lap Three

Now things were really humming. I now knew the track. I knew the car. It was happy. I was happy. I knew I wanted to go faster. Full beans ahead! Despite all the changes to the race car and all of the adjustability to its setup, my most outstanding impression was how neutral it was at something close to race pace (I’m guessing that’s because the car was set up properly the day before). Just like the production car, it was did everything reassuringly: accelerating in a straight line, braking in a straight line (or trail-braking for a bit of rotation into a corner). The car’s grip and stability in the corners and its ability to whack the throttle on the exits remained intact. It’s the same car, only built to go to 15.

Lap Four

It was on lap four that I realized I could drive this race car until its fuel cell was empty. I later learned from the car’s trusting owner/driver, Todd Lamb, that would be about an hour and a half at race pace. All alone on a track is one thing. Battling for position and trying to win a race, one 1.5-hour stint at a time, was a different proposition. Endurance race car drivers have an ability to focus that goes beyond mere mortals. Brains are like muscles in this way. By the end of my fourth lap, I was trying different lines but making slight mistakes. Mistakes that a more focused competitor would surely see and use against me.

Lap Five

As a designated cool-down lap at something like 50 percent of the car’s pace, lap four caused me to consider the whole experience of driving the Civic TCR. It really struck me how similarly the race car behaved compared to the street car. All the things I love about “my” CTR were faithfully translated to yet elevated in the Civic TCR. “Same but different” was my reaction when asked how my session felt. “Sure, it’s a Civic Type R. It behaves the same way, but this is what a Civic Type R dreams of when it sleeps at night.” Minus the stock car’s not-quite-off stability control system and the noticeable weight loss—but plus the added grip and power-to-weight—this was an awesome demonstration of what the Civic Type R has proven elsewhere. It’s no wonder the Civic TCR won the title in its 2018 inaugural year. With the balance of performance (BOP) penalties it received as a result of that winning debut, we will see how well it does.


Special thanks to Justin Chiodo, senior engineer, trackside race support at Honda Performance Development for his insight and follow-up emails; and Todd Lamb: driver/owner, AtlSpeedwerks for entrusting this auto scribe with his incredible machine. Good luck, all.

2019 Honda Civic Type R TCR 2018 Honda Civic Type R BASE PRICE/AS TESTED $172,238/$191,014 (est) $35,595/$35,595 LAYOUT Front engine, FWD, 1-pass, 4-door hatch Front-engine, FWD, 4-pass, 4-door hatch ENGINE 2.0L/340-hp/310-lb-ft turbocharged DOHC 16-valve I-4 2.0L/306-hp/295-lb-ft turbocharg DOHC 16-valve I-4 TRANSMISSION 6-speed sequential manual w/ paddle shift 6-speed manual RACE WEIGHT 2,770 lb (minimum, including driver) 3,104 lb WHEELBASE 106.3 in 106.3 in L x W x H 183.9 x 76.8 x 55.1 in 179.4 x 73.9 X 56.5 in 0-60 MPH 4.0 sec (MT est) 5.4 sec EPA CITY/HWY/COMB ECON Not rated 22/28/25 mpg ON SALE Currently Currently

The post We Drive a Nearly $200,000 Honda Civic Type R Race Car appeared first on MotorTrend.

Categories: Property

Tested: The 2020 Mercedes GLE 450 is Quick, Steady … and Almost $100,000

Motortrend News Feed - Tue, 06/11/2019 - 09:00

The GLE is a palpable step up from the compact GLC in terms of both size and luxury. And a well-equipped GLE like our $97,080 tester is a big upgrade from the base front-wheel-drive GLE 350 costing just under $55,000. Our version is so luxurious, you can be forgiven if you mistake it for the flagship GLS.

With massaging seats, supple leather, and a navigation system that incorporates augmented reality, our GLE tester boasts top-notch amenities. The cabin layout is virtually identical to the redesigned 2020 GLS, and the powertrain also takes after the flagship SUV, offering a familiar turbocharged 3.0-liter inline-six making 362 hp and 369 lb-ft of torque. Thanks to a 48-volt electrical system and integrated starter generator, an extra 21 hp can be delivered for short periods of time like in the GLS. Press on the gas pedal with conviction (a soft touch may not suffice), and the GLE rewards you with linear power delivery. It accelerates quickly on demand, with smooth shifts from the nine-speed automatic transmission.

In our tests, the GLE hit 60 mph in 5.7 seconds, not bad at all for a 5,438-pound SUV. It’s 0.4 second quicker than a 5,473-pound Land Rover Discovery we tested with 340 hp, but 0.7 second slower than a more lightly contented 2019 BMW X5 with 335 hp. The quarter mile was a similar story. Clocking 14.3 seconds at 96.3 mph, the GLE was once again sandwiched between the X5 (13.7 seconds at 100.5 mph) and Discovery (14.7 seconds at 89.7 mph).

The GLE’s real strength is its ride quality. Equipped with an optional air suspension, our tester mitigates potholes and road imperfections so that you hardly notice them. It’s the automotive equivalent of airbrush makeup. That said, at times we experienced a bit more road noise than we would have expected on the highway. Its boxy proportions make for excellent forward visibility, although the large side pillar takes some time getting used to when changing lanes.

You won’t think you’re driving a big SUV when you need to come to a stop. The GLE managed to brake from 60 to 0 mph in an impressive 118 feet, the same distance it takes to stop a little Kia Forte sedan. That figure is also slightly ahead of the BMW (119 feet) and leaps ahead of the Discovery (137 feet). Our test team reported surprisingly little dive in the GLE. “Amazingly consistent with no odor or fade whatsoever,” road test editor Chris Walton noted after multiple brake tests in the GLE.

But not all tests can hide the GLE’s size. In the figure eight, the GLE logged 26.8 seconds at an average of 0.66 g, straddling the BMW’s time (25.8 seconds at 0.71 g) and the Land Rover’s time (28.9 seconds at 0.58 g). “Roll and pitch are significant, and the whole vehicle has a remoteness to it,” noted testing director Kim Reynolds. “A lot of understeer, but it’s mitigated by the stability control. Brake power is OK, but pedal feel is likewise remote.”

Predictably, fuel economy won’t knock your socks off. But it’s actually not that much lower than the four-cylinder version of the GLE. The six-cylinder Benz gets 19/24 mpg city/highway. A comparable X5 delivers better efficiency at 20/26 mpg, but the Discovery only nets 16/21 mpg.

Along with its steady ride, the interior is another major strength. Soft-close doors, 64-color ambient lighting, luxurious wood trim,  heated and cooled cupholders, heated rear seats, heated front armrests and door panels, illuminated running boards, and a Burmester 3D surround sound system are just some of the amenities. The MBUX system with what Mercedes calls “natural language understanding” still has its hiccups with voice commands, but some impressive tech is baked in. With the augmented reality navigation system, street names, guiding arrows, and other info is superimposed onto the central display to help you find your destination more easily. For more on our thoughts about the GLE interior, read our separate article here.

We’ve driven a pre-production version, but we can’t wait to take a spin in the completed 2020 GLS. And it may sound strange to say, but we hope it takes after the GLE. Its confidence-inspiring ride, quick and smooth power delivery, and superior creature comforts make it a desirable pick in the midsize luxury SUV segment. If you want a third row, you’ll probably want to make the jump to the GLS, since the GLE’s optional third row is pretty small and is best suited for children.

2020 Mercedes-Benz GLE450 4Matic BASE PRICE $62,145 PRICE AS TESTED $97,080 VEHICLE LAYOUT Front-engine, AWD, 5-pass, 4-door SUV ENGINE 3.0L/362-hp/369-lb-ft turbo DOHC 24-valve I-6, plus 21-hp electric motor (362-hp comb) TRANSMISSION 9-speed automatic CURB WEIGHT (F/R DIST) 5,438 lb (52/48%) WHEELBASE 117.9 in LENGTH x WIDTH x HEIGHT 194.3 x 76.7 x 70.7 in 0-60 MPH 5.7 sec QUARTER MILE 14.3 sec @ 96.3 mph BRAKING, 60-0 MPH 118 ft LATERAL ACCELERATION 0.88 g (avg) MT FIGURE EIGHT 26.8 sec @ 0.66 g (avg) EPA CITY/HWY/COMB FUEL ECON 19/24/21 mpg ENERGY CONS, CITY/HWY 177/140 kW-hrs/100 miles CO2 EMISSIONS, COMB 0.93 lb/mile

The post Tested: The 2020 Mercedes GLE 450 is Quick, Steady … and Almost $100,000 appeared first on MotorTrend.

Categories: Property

Here are the Safest Small SUVs in 2019

Motortrend News Feed - Tue, 06/11/2019 - 09:00

Looking for a small SUV that’s also safe? We’ve got you covered here. Below is a list of the safest small SUVs based on crash test ratings from the National Highway Safety Administration and the Insurance Institute for Highway Safety.

A rundown on the criteria for the two agencies: NHTSA puts vehicles through front, side, and rollover crash tests that combine to produce an overall star rating, from one to five. Meanwhile, IIHS offers two safety awards. To earn a Top Safety Pick award, vehicles must earn “Good” ratings in various crash tests, including the unique driver-side small-overlap front test, which simulates what happens when the front left corner of a car crashes into a tree or pole at 40 mph. The vehicles must score at least “Acceptable” in the passenger-side small-overlap front test, which is the same test on the right corner of the car. They must also nab an “Advanced” or “Superior” rating in front crash prevention technology and an “Acceptable” or better headlight rating. For IIHS’ highest award, the Top Safety Pick+, vehicles must step it up with a “Good” passenger-side small overlap front rating and a “Good” headlight rating.

All entries on this list have earned both a four- or five-star overall rating from NHTSA and a Top Safety Pick or Top Safety Pick+ designation from IIHS. (Some vehicles, marked with asterisks below, have been excluded from the list because they have not yet been rated by NHTSA.) All models listed are mass-market vehicles from the 2019 model year. Keeping these notes in mind, read on to find out the safest small SUVs currently on the market.

2019 Honda HR-V

NHTSA Overall Rating: 5 stars
IIHS: Top Safety Pick

Along with a roomy interior and solid handling, the subcompact HR-V benefits from good safety scores. Refreshed for 2019, EX models and above feature a safety package that includes automatic emergency braking, road departure mitigation, adaptive cruise control, and lane keep assist. The model gets an “Acceptable” headlight rating from IIHS

2019 Hyundai Kona

NHTSA Overall Rating: 5 stars
IIHS: Top Safety Pick+

Although a bit tight inside, the Kona benefits from a firm but stable ride, nimble handling, and peppy powertrains. It’s a safe and practical car for a first-time buyer or anyone who doesn’t need a ton of interior space.

2019 Hyundai Tucson

NHTSA Overall Rating: 5 stars
IIHS: Top Safety Pick

The Tucson is a bit of a wallflower in its segment, but it has a strong list of standard features, including a 7.0-inch touchscreen, Android Auto and Apple CarPlay integration, automatic emergency braking, and lane keep assist. It also has an easy-to-use infotainment interface. The model gets an “Acceptable” headlight rating from IIHS.

2019 Lexus UX

NHTSA Overall Rating: 5 stars
IIHS: Top Safety Pick

The UX stands out from the pack with its bold styling. This tiny crossover looks more like a hatchback, made all the more unusual with the oversized signature Lexus grille. Inside, you’ll encounter refined materials but not a lot of space in the back seat. This cute-ute misses the Top Safety Pick+ designation because of its “Acceptable” headlight rating.

2019 Mazda CX-3

NHTSA Overall Rating: 5 stars
IIHS: Top Safety Pick

Mazda has made improvements to its subcompact crossover for 2019. With a revised suspension, upgraded steering, redesigned seats, and a bit more power, the CX-3 has finally come into its own. It gets an “Acceptable” score in IIHS’ headlight category.

2019 Mazda CX-5

NHTSA Overall Rating: 5 stars
IIHS: Top Safety Pick+

With spirited acceleration and communicative steering, the CX-5 is the jock in its class. It’s a canyon carver in SUV form, and we love the unexpected grunt of its engine. This SUV placed second in our recent compact SUV comparison test.

2019 Mitsubishi Outlander

NHTSA Overall Rating: 5 stars (AWD), 4 stars (FWD)
IIHS: Top Safety Pick

This seven-seater small SUV gets good safety scores, though we wish the four- and six-cylinder engine options had more grunt. The Outlander earned a headlight score of “Acceptable” from IIHS.

2019 Nissan Kicks

NHTSA Overall Rating: 4 stars
IIHS: Top Safety Pick

This subcompact crossover is all about value. Starting at $19,685, the Kicks offers a quality interior with plenty of room in the rear seats and cargo area. It didn’t qualify for IIHS’ top award due to “Acceptable” ratings in the passenger-side small-overlap front test and the headlight category. NHTSA gave it four stars in the front crash and rollover categories, which along with a five-star side crash rating contributed to an overall four-star rating.

2019 Subaru Crosstrek

NHTSA Overall Rating: 5 stars
IIHS: Top Safety Pick+

This is one of our favorite subcompact crossovers. Not only does it feature a solid ride and off-road capability, but it also offers plenty of space for people and gear, plus an easy-to-use infotainment system. We’ve praised its available EyeSight driver assistance feature with adaptive cruise control and lane keep assist for being among the most helpful systems of its kind on the market.

2019 Subaru Forester

NHTSA Overall Rating: 5 stars
IIHS: Top Safety Pick+

With a cavernous cargo hold, roomy back seat, and wide-opening doors, the Forester makes great use of space. Although it’s not the most powerful entry in the compact crossover segment, it benefits from a quiet ride on the pavement and solid off-road capability, plus excellent visibility. The 2019 Forester gets standard EyeSight safety technologies.


*2019 BMW X2 (Top Safety Pick, NHTSA: Not Rated)

*2019 Honda CR-V (Top Safety Pick, NHTSA: Not Rated overall, 4 stars in rollover test)

*2019 Volvo XC40 (Top Safety Pick+, NHTSA: Not Rated)

Note: IIHS classifies the Crosstrek and Kicks as small cars. To determine a vehicle’s classification, IIHS takes into account its platform-mates and if the vehicle is based on a sedan; how the automaker classifies the vehicle in the Vehicle Identification Number; and the classification of its competitors on the market.

The post Here are the Safest Small SUVs in 2019 appeared first on MotorTrend.

Categories: Property

Tak Lee issues £10.4m legal action against Shaftesbury

Property Week News Feed - Tue, 06/11/2019 - 08:14
West End investor Shaftesbury has said it will ‘robustly’ defend a legal action it has been served by Samuel Tak Lee regarding a share placing it conducted in 2017.
Categories: Property

2020 Mercedes-Benz GLB-Class First Look: Splitting the Segment

Motortrend News Feed - Tue, 06/11/2019 - 03:00

We get it. When SUVs are popular, automakers respond by offering more SUVs. And brands like Mercedes-Benz, which has a big utility lineup, are starting to split up the segment in order to give the people what they want: more SUVs. But you gotta be smart—offering more of the same old utilitarian vehicles won’t do the job, but positioning SUVs as different players will attract more buyers. That’s exactly what’s happening with the 2020 Mercedes-Benz GLB-Class, which will slot between the GLA and the GLC. It will offer a 5+2 cabin and is being positioned as a trail ranger.

The GLB’s wheelbase is 111.4 inches, making it 5.1 inches longer than the GLA and 1.7 inches shorter than the GLC. With a spacious cabin, the new Mercedes SUV can comfortably seat five people; the second row reclines, and if you need more room in the cargo area, it also can slide forward. A third row with two seats is optional, but it’s short on head- and legroom and can only fit young children. The second row splits in a 40/20/40 configuration, the third row 40/60. Mercedes says families can install up to four child seats in the rear.

Design wise, the new GLB has a distinct look, with a boxier shape than its siblings. With short front and rear overhangs, it looks adventurous, and the front underride guard and raised beltline give it a robust stance. Because it has been designed for younger families, the GLB is available with cool details like an orange surround on the rims and black mirror caps, depending on the version you choose. The taillights are borrowed from the GLE and GLS, and the GLB’s D-pillar is upright to provide a bit more headroom for those seated in the third row. Mercedes says the GLB was designed with an off-road character in mind.

Enter the cabin, and the first thing you notice is the MBUX infotainment system. The instrument panel is all digital with modern graphics. The rest of the interior has plenty of character. Beefy horizontal door handles and big circular air vents provide a distinct, rugged look, while the aluminum trim on the air vents, door handles, dash, and other surfaces offers a touch of refinement. It’s a different take from what we’ve seen in other Mercedes vehicles, and the interior varies depending on the trim you choose. We prefer the brown and black leather with red stitching over the all-black interior, as it provides a lively atmosphere. And once the sun sets, you’ll also enjoy the ambient lighting, with colors you can program to suit your mood. The ambient lighting has been expanded around the air vents, giving the cabin a young vibe.

In terms of power, the 2020 Mercedes-Benz GLB 250 will carry the GLA’s engine, but it’s been updated to increase power, improve efficiency, and lower emissions. Coupled to an eight-speed dual-clutch automatic (instead of the GLA’s seven-speed dual clutch), the 2.0-liter turbocharged four-cylinder engine sends 221 hp and 258 lb-ft of torque to the front wheels, while Mercedes’ 4Matic AWD system is available as an option. The German brand says that the GLB can get from 0 to 60 mph in 6.9 seconds, but we’ll verify that once we get a chance to test it on our home turf. If you choose the 4Matic system, you’ll get the Off-Road Engineering package as standard; according to Mercedes, this adapts the engine power delivery and ABS control for easy handling of off-road terrain. The package adds an animation on the infotainment screen indicating the incline angle and technical settings, and a downhill assist helps drivers down a steep trail by selecting a speed between 1 and 11 mph. The all-wheel-drive system provides different driving modes depending on conditions. Eco/Comfort sends 80 percent of the power to the front wheels, and Sport mode sends 30 percent to the rear axle. In Off-Road mode, the all-wheel-drive clutch acts as an interaxle diff lock, splitting the power delivery 50:50.

As you might expect, the new GLB is full of technology. With the new MBUX infotainment system, drivers and passengers can simply say “Hey, Mercedes” to control different parts of the vehicle—from changing the radio station to setting directions in the nav system. The GLB also has plenty of safety technologies. According to Mercedes, the radar and camera systems have been improved for a better experience with semi-autonomous driving. The active distance assist now uses maps and navigation data to adapt the speed before a corner, crossroad, or roundabout. Mercedes also says there’s a new active steering assist and active lane change assist. If the GLB is equipped with active parking assist, it will have the capability of driving in stop and go traffic. We look forward to testing these features later in the year.

As the SUV segment continues to get hotter, Mercedes is playing the right cards by offering a new model that’s boxier, younger, and more rugged. Although it’s essentially splitting up the segment, the German brand wants to give customers different options to choose from. And the new GLB is being positioned for families who spend their weekdays in the city but like to venture into the wild on weekends.

The post 2020 Mercedes-Benz GLB-Class First Look: Splitting the Segment appeared first on MotorTrend.

Categories: Property

2020 Mercedes-Benz GLB-Class preview

The Car Connection News Feed - Tue, 06/11/2019 - 03:00
The 2020 Mercedes-Benz GLB-Class hides a secret. As its name suggests, the 2020 GLB slots alphabetically in the Mercedes lineup between the GLA and the GLC. But, the GLB offers a third row of seats that opens it up to seven passengers—its bigger and smaller siblings have room for just five. With the GLB250, Mercedes has its first small...
Categories: Property