Property

Luxe-lite: 2019 Acura ILX costs $26,895 to start

The Car Connection News Feed - Wed, 10/03/2018 - 14:00
Fact: The redesigned 2019 Acura ILX will be the least-costly luxury sedan when it goes on sale later this fall. How far it pushes the definition of "luxury" is up for debate, however. Acura on Wednesday said that the 2019 ILX will start at $26,895, including a mandatory $995 destination charge. That's hardly chump change for a sedan that may look...
Categories: Property

Honda invests $2.75B in GM's self-driving car division

The Car Connection News Feed - Wed, 10/03/2018 - 13:45
Honda on Wednesday said that it would invest $2.75 billion over the next 12 years in Cruise, General Motors' self-driving car operations. Initially, Honda will pump $750 million into Cruise in exchange for a 5.7 percent share in GM's autonomous car development arm. MORE: California DMV: Many hurdles ahead for self-driving cars The investment gives...
Categories: Property

New head of logistics leads five appointments for BNP PRE

Property Week News Feed - Wed, 10/03/2018 - 13:41
BNP Paribas Real Estate has made a series of appointments to its pan-European logistics and Birmingham teams.
Categories: Property

Liberty Property Trust buys £111m warehouse portfolio from Leftfield

Property Week News Feed - Wed, 10/03/2018 - 13:31
US-based real estate investment trust, Liberty Property Trust, has purchased a 1m sq ft warehouse and logistics portfolio from Leftfield Properties for £111m.
Categories: Property

KPMG takes two floors at Reading's 2 Forbury Place

Property Week News Feed - Wed, 10/03/2018 - 13:22
KPMG has taken 43,462 sq ft on a 15-year lease at 2 Forbury Place in the biggest letting deal in Reading town centre in three years.
Categories: Property

Praxis launches £250m fund

Property Week News Feed - Wed, 10/03/2018 - 13:12
Praxis has launched a new £250m value-add fund which completed its first close in August.
Categories: Property

Cushman's Taylor joins Cording as new senior property manager

Property Week News Feed - Wed, 10/03/2018 - 12:16
Investment and asset management firm Cording has appointed former Cushman & Wakefield senior surveyor Daniel Taylor as senior property manager.
Categories: Property

Mercers' Company lands Allbirds for UK debut at Covent Garden

Property Week News Feed - Wed, 10/03/2018 - 11:43
The Mercers’ Company has secured American sustainable footwear brand Allbirds for a debut UK store at 121-123 Long Acre in Covent Garden.
Categories: Property

New property development business launches

Property Week News Feed - Wed, 10/03/2018 - 11:15
Johnny Lovett and Scott Macdonald, formerly of Keepmoat Regeneration and Cheyne Capital respectively, have announced the launch of Morningside Real Estate (MRE), a property development business.
Categories: Property

Morgan Sindall seeks partner for £480m BTR vehicle

Property Week News Feed - Wed, 10/03/2018 - 10:55
Morgan Sindall Investments Limited (MSIL) has unveiled plans for a new build-to-rent (BTR) funding vehicle focused on London and the South East.
Categories: Property

Docklands deal sees Gaw Capital acquire £36m office blocks

Property Week News Feed - Wed, 10/03/2018 - 10:39
Clearbell Capital has sold a pair of Docklands offices within its Harbour Exchange estate to Gaw Capital for £36.2m.
Categories: Property

Duo buys Eddie Stobart warehouse in Yorkshire for £31.75m

Property Week News Feed - Wed, 10/03/2018 - 10:08
Palmer Capital and SEDCO Capital have completed the acquisition of an Eddie Stobart distribution warehouse from NFU for £31.75m.
Categories: Property

Civic Type R AWD? Testing an Orbis/Honda Civic Type R With 100-HP ‘E-Nitrous’ AWD!

Motortrend News Feed - Wed, 10/03/2018 - 09:00

In April and July I reported on a radical new wheel-motor system from Orbis Wheels that completely eliminates the center hub structure of the wheel and instead uses a small, high-speed electric motor to power the rim via a ring gear and pinion drive. At the time, the startup company’s functional proof-of-concept test vehicle was an electric minibike, but because dorky minibikes don’t stop much traffic—even on the Society of Automotive Engineers show floor—the company also mocked its idea up on the rear axle of a traffic-arresting winged and spoilered Championship White Civic Type R. “Made’ja look!”

The whole point of this crazy wheel-reinvention is to eliminate the unsprung weight that has prevented widespread adoption of in-wheel or hub-mounted motors to date (Ferdinand Porsche first proposed the idea in 1897). That SAE-show prototype’s corners still weighed some 20 pounds more than the Honda parts, but a summer spent beavering away on computers and CNC milling machines has managed to completely erase the unsprung weight penalty. Yes, the entire metal and machinery clockworks you see framed within the new wheel rim weighs precisely as much as the Honda-spec tire, wheel, brake system, hub, and knuckle that left the Swindon factory. And none of the weight loss came from using costly or exotic materials.

The wheel and the brake system save most of the weight. By moving the point at which the brake clamps way out to the wheel rim, the mechanical advantage increases enough to drastically reduce the braking force required along with the amount of heat the brakes generate. That allows the weight of the new steel rotor to drop from 12 pounds to just over 2, while the tiny six-piston caliper cribbed from a Buell motorcycle weighs a similar 2-plus pounds, down from the Honda’s 12-plus pounds (and that Buell chomper is too strong, so it’ll soon be replaced by a 1-pound Brembo two-piston bike caliper). Eliminating the wheel spoke and hub structure that formerly transmitted the massive cornering and braking forces between the road and the suspension drops the wheel mass from 29 pounds to 13 pounds—that’s carbon-fiber wheel mass achieved with aluminum. The billet-machined aluminum knuckle/upright shaves a half-pound off Honda’s cast original and bolts right up to all the original suspension mounting points, preserving factory geometry.

The new wheel bolts on and off about as easily as the factory one. Simply remove the wheel cover (the team has 3D-printed a black cover that mimics the look of the front factory wheel and spins with the wheel, but the final design will require a stationary cover that helps keep dirt and debris out of the wheel and features air ducting). Next, pull a retaining pin that allows the caliper to swing downward and inward off the rotor, undo three “lug nuts” that hold the outer wheel-retention roller carrier, and the rim pops right off. (A matching set of three fixed, tapered Delrin rollers contact the inside of the rim so that the lower two inner and outer rollers carry the car’s weight and the upper ones keep the wheel from tilting while cornering.) The electric motor’s pinion easily engages with the ring gear on the wheel with no need to carefully align anything.

These two permanent-magnet AC electric motors, borrowed directly from a Zero S ZF13.0 electric motorcycle, add about 50 hp and 70 lb-ft of torque to each rear wheel. They spin the wheel rims via a fixed 6.2:1 gear ratio. They’re powered by Zero Motorcycle batteries with a total pack capacity of 13.3 kW-hrs. Removing the back seat and cargo area floor and mounting these batteries and the controller that makes it all work adds about 180 pounds to the curb weight of the original Civic Type R.

Orbis cofounder Marcus Hays has brought that same white SAE-show CTR to the Hyundai Motor Group California Proving Ground for us to sample on the eve of our 2019 Car of the Year evaluation days. This is also a proof-of-concept prototype, and as such it’s undergone no vehicle integration work, so the electric axle is controlled via a thumb throttle from a Jet Ski that’s mounted to the shifter. It works just like a nitrous-shot button. And the noise coming from the dozen rollers on those wheels is nearly deafening, despite evidence of aftermarket sound-deadening materials slathering the cargo area.

But what fun! Flick that thumb-switch, and a great whirring noise attends a firm shove in the back as 100 extra horses nicely fill in the torque interruption of the manual shifts. We played around with the car (and used up maybe 6 percent of the battery pack), then passed the wheel to chief tester Chris Walton, who just took “ownership” of our very own Civic Type R long-term test car. Having very recently mastered the somewhat tricky launch of a car that doesn’t let you free-rev the engine to desired level for launch, Chris does a couple of unboosted runs to establish a baseline for the Orbis car with all its extra battery weight. Oh, and it’s also carrying the extra weight of a ride-along mechanic who knows how to instantly shut everything off should something go “poof.” Also note that because the rear motors cannot yet be declutched, when they’re free-wheeling—as during this baseline run—they’re regenerating electricity and adding drag.

Chris’ baseline comes in at 6.3 seconds to 60 mph—considerably off the pace of four stock test samples that range from 5.0 to 5.8 seconds. The trackside crowd erupts when Chris makes his first e-Assisted run, which is visibly and audibly quicker, louder, and more exciting. Within two more runs he’s shaved 1.7 seconds off the baseline, outrunning our quickest CTR by 0.4 second—impressive, given our car’s 342 pounds of added burden. A bit of quickie math to predict the performance without our 154-pound passenger suggests we’d have run a 4.4-second time, or 0.6 seconds quicker than our best stock CTR.

A quick look at the graphs of each run clearly shows how the e-motors keep the car accelerating during shifts, which on Chris’s baseline run consumed 0.25 second on the 1-2 upshift at 27 mph and 0.20 second on the 2-3 upshift at 58 mph. It’s easy to imagine a production-optimized battery and controller further reducing the onboard mass and improving those times by another few tenths—presuming the sound deadening required to mask the roller noise doesn’t add all that mass back.

Chris’ original runs are aborted just above 60 mph out of fear that with the 6.2:1 gearing we might overspeed the unpowered e-motors and demagnetize them. Orbis’ next engineering challenge is to employ clutches to disconnect the motors at higher speeds. Hays mentions that an all-electric AWD Lotus 7 kit car the company is converting will employ two different gear ratios—2.2:1 in front and 6.2:1 (clutched) in the rear. Such a setup would provide strong rear-biased acceleration feel and all-wheel-drive traction from rest, stronger front regenerative braking from all speeds, two separate peak-efficiency speeds, and with those rear motors disconnected, improved cruising range and efficiency.

With a great 0–60 time in the bag, Hays gives the go-ahead to attempt a quarter-mile run. Chris sets out to establish a baseline, but his first run is aborted toward the end by a “poof” and some smoke. When the e-motors are not being powered, they regenerate energy, and the rate of regen delivered by that 306-hp Honda mill at 80-plus mph was more than any Zero bike was ever expected to see. The team discovers a blown fuse, and without a handy replacement, our test session is ended.

We’re confident Orbis can easily overcome these electrical obstacles. We’re less optimistic about the long-term durability of those rollers running on the wheel rim. The rims got very hot during our few short runs, and there was no debris to contend with. Can Orbis design shields and covers that keep debris out? How much debris can they tolerate? And can the unholy racket these roller rims make be reduced or sufficiently masked? Watch this space for answers, and look for the Orbis Civic at this year’s SEMA show.

Read about our long-term Honda Civic Type R here.

The post Civic Type R AWD? Testing an Orbis/Honda Civic Type R With 100-HP ‘E-Nitrous’ AWD! appeared first on Motor Trend.

Categories: Property

2019 Maserati Levante Trofeo First Drive: Cayenne Hunter

Motortrend News Feed - Wed, 10/03/2018 - 09:00

With 550 hp, an exotic exhaust note, and impressive handling, the Maserati Levante GTS feels plenty capable of taking on the Porsche Cayenne Turbo. But Maserati didn’t stop there. Knowing a new Cayenne Turbo S is on the way, engineers cranked up the sportiness even further to create the Levante Trofeo.

Like the GTS, the Trofeo uses a 3.8-liter, Ferrari-built, twin-turbo V-8. And although you still get the same 538 lb-ft of torque, this version’s been tuned to make 590 hp. According to Maserati, that extra 40 hp is enough to knock 0.2 seconds off its 0–60 time and increase top speed by 6 mph. That means 60 mph arrives in 3.8 seconds and you’ll top out at 187 mph.

In addition to sportier, more aggressive styling, Maserati also added a racier drive mode. The aptly named Corsa mode stiffens the suspension, lowers the ride height, sends less power to the front wheels, reduces electronic intervention, speeds up gear shifts, and adds launch control. Exactly the kind of changes we’re looking for.

Oh, and it gives you a louder exhaust note. A glorious exhaust note. One that probably deserves to be turned up even further than it already is in Corsa mode. Who cares if you wake up the neighbors? The Levante Trofeo sounds better than sleep.

As the numbers suggest, the Levante Trofeo can scoot, too. It doesn’t feel scary or uncontrollable, but when you step on the accelerator, it really gets up and goes. The Cayenne Turbo S will probably be quicker, but it also won’t have a Ferrari V-8. Advantage: Maserati.

Thankfully, there’s more to the Trofeo than its engine. It’s also legitimately fun to drive. Weighing in at just under 4,800 pounds, the Levante is probably too large to enjoy on a track, but on a winding mountain road, none of that matters. It feels perfectly at home there, carving up curves like it’s much smaller than it really is.

And even though some cars feel about the same regardless of which drive mode they’re in, that’s not the case with the Levante. Corsa mode delivers a sharper, more responsive driving experience that the GTS can’t match even in its sportiest setting. It’s not a night and day difference, but it is noticeable.

When it’s time to head home, though, you can still switch back to Normal mode and enjoy a quiet, comfortable cruise down the highway. Well, you can if you opt for the no-cost 21-inch wheel option. On the standard 22s, the Trofeo suffers from a stiff ride and too much road noise. Switching to smaller wheels (mostly) fixes the issue.

Other than that, the Trofeo does make a great cruiser, due in part to its impressive number of standard features. LED headlights, adaptive cruise control with steering assist, forward collision warning, a surround-view camera system, and blind-spot monitoring are all included, as are heated and ventilated seats, Apple CarPlay and Android Auto support, and a 17-speaker Bowers & Wilkins sound system. So while the Trofeo gets plenty of performance and appearance upgrades, it also comes with many of the options you’d have to pay extra for on the GTS.

Then again, since it starts at $171,475 including destination, the Trofeo better offer more than 40 more horsepower and a sportier drive mode. Yes, you read that correctly. Even though the GTS already costs $121,475, you have to spend an extra $50,000 to get the Trofeo.

But although it would be easy to dismiss the Trofeo as overpriced, I’m not so sure it is. When the new Cayenne Turbo S goes on sale, it will likely cost about the same as the Trofeo. In fact, the Porsche may even cost more when comparably equipped. The 575-hp Range Rover Sport SVR, on the other hand, costs a good bit less but doesn’t handle as well.

What really causes me to question the Levante Trofeo is its cabin. No matter how soft the Pieno Fiore leather feels or how satisfying the clink of the aluminum shift paddle sounds, the interior still comes up short. It’s not just because Maserati went back to the Chrysler parts bucket a few too many times, either.

The cabin simply lacks the kind of design flair you’d expect from an Italian crossover with a Ferrari engine and such an invigorating exhaust note. It’s nice enough, but without the badges, would anyone recognize it as a Maserati? Probably not.

Of course, that’s not the kind of thing that can be changed when adding a new trim level. But considering how much emotion Maserati infused into the Trofeo’s sheetmetal, exhaust note, and driving experience, it was disappointing to open the door and be greeted with an interior that’s so … conventional.

The post 2019 Maserati Levante Trofeo First Drive: Cayenne Hunter appeared first on Motor Trend.

Categories: Property

2019 Toyota Tacoma TRD Pro First Drive: Shocking Development

Motortrend News Feed - Wed, 10/03/2018 - 09:00

Why the sudden fascination with pickups capable of driving really fast across a rocky, dusty desert? Nobody knew we needed any such thing until Ford introduced its wide-fendered, tall-enough-to-need-clearance-lights Raptor. Chevy eventually responded with the dimensionally tidier Colorado ZR2, and now Toyota is taking aim squarely at Chevy (and preemptively at Ford, should it decide to bring the Ranger Raptor here) by redesigning the suspension of its 2019 Tacoma TRD Pro for Baja racing.

FANCY SNORKEL Anybody can Sawzall a hole in the fender and bolt a snorkel to the A-pillar, but the TRD Pro snorkel is designed in. Its fender hole is stamped in the raw steel at the factory, and hence gets the full anti-corrosion paint treatment. It also attaches to a built-in roof-rack fastening point on the roof, so no new holes are created up there. The head can be swiveled backwards to prevent ingesting snow in blizzard driving, and the head is tethered to remain with the truck should a bird or debris knock it loose. Please don’t rely on this snorkel for fording 6-foot deep water, though, as there are water drain holes down low that will admit engine-killing external water.

Key to each of these trucks’ saguaro-slaloming capabilities is a sophisticated set of name-brand shock absorbers. Chevy made big headlines by utilizing Multimatic spool-valve shocks—a technology previously utilized primarily on cars that race on paved circuits. Toyota (and Ford) chose to go with a more typical supplier of off-road racing dampers—Fox Shox. What they all strive to do is provide comfy, cushy ride quality over the sorts of small bumps one finds on paved roads, while ramping up the damping rates as the speed and size of the bump events increases to keep the suspension from bottoming out harshly, which can cause serious damage. Fox does this using internal bypass passages that provide position-dependent damping-rate variability.

Here’s how the Fox Shox work on the Tacoma: As the 1.8-inch-diameter piston moves up and down through its range of travel (which is increased by 0.7 inch in front, 0.8 inch in back relative to base and TRD Off Road Tacomas) various different orifices are exposed for the oil to travel through. Each provides a different damping rate. The front shocks feature five jounce and three rebound zones; the rears provide seven jounce and four rebound rates. The lightest damping rate near the center of the shock’s travel promises noticeably smoother on-road ride relative to the previous model’s simpler Bilstein shocks and relative to the base Tacoma shocks. The rear shocks also feature 2-inch “piggyback” external reservoirs that serve to increase the volume of hydraulic oil and thereby keep all the oil cooler during prolonged desert running. One downside of the Fox design—its position-dependent nature means that adding aftermarket lift kits and so forth without replacing the shocks could drastically alter the truck’s driving dynamics.

Instead of tubes, orifices, and springy shim packs, Multimatic shocks send oil through spool valves that move inside sleeves, at a rate controlled by a spring. These valves and sleeves each have orifices laser-cut in them for oil to flow through, and by using computational fluid dynamics to precisely design the size and shape of these orifices, Multimatic claims that nearly any force/damping curve an engineer desires can be delivered with high accuracy and vastly less iterative development work than is typically required when developing shimmed-orifice shocks. Each Colorado shock uses three spool valves. This design tends to be pretty expensive.

Before we take the Tacoma for a spin, let’s run through the rest of its 2019 upgrades, which include new front springs that add 1 inch of ride height, a larger front anti-roll bar—1.2 versus 1.1 inch diameter (still hollow), progressive-rate off-road leaf springs out back that allow more jounce travel on rough terrain, and 16-inch TRD Pro wheels that add an inch of track width front and rear. (Note that the stiffer front bar is designed to make the truck more eager to rotate and hence more fun to drive on and off road at some tiny expense of its rock-crawling articulation.) There’s also a snortier cat-back exhaust with a black-chrome tip and a new Desert Air Intake that keeps the engine breathing cleaner, less dusty air from above the windshield. Neither the intake nor the exhaust alters the output of the 278-hp V-6. Rigid Industries LED foglamps brighten nighttime trail rides, and a TRD Pro–badged quarter-inch-thick front skidplate is strong enough to be used to jack up the vehicle. New standard equipment includes a moonroof and the Entune Premium JBL audio system. All these upgrades increase the price by just $940 (with the manual) or $1,645 (automatic).

To test out the new Tacoma TRD Pro, Toyota attempted to create a mini Baja in its backyard at a former limestone quarry known as Northwest OHV Park in Bridgeport, Texas, about 80 miles northwest of Dallas. The desert simulation was compromised by several inches of falling rain that added to what was already the wettest September in recorded Texas history.

My first few trails involve careful tiptoeing up and down some precipitous and slick rocky hills, which the truck’s Crawl Control system accomplishes with astonishing ease. I especially like being able to select among the system’s five speed settings using a dedicated rotary knob on the overhead console instead of toggling a cruise-control button or something. The knob lets me see at a glance what speed is selected when slowing back down to a crawl. The 265/70R16 Goodyear Wrangler All-Terrain Adventure tires impress with their levels of grip despite tread blocks filled with greasy red clay.

Next I head down to the broad sand/mud pit where the trucks can reach higher speeds to really get those Fox Shox pumping. Maybe the rain and continued use by multiple journalists has made the course particularly rough, but the seat of my pants is recording a level of ride quality that ranks well short of plush. And plush is kind of what I was hoping for, having once ridden shotgun with Ironman Ivan Stewart in one of his SCORE Toyota off-road racing trucks. Sure it had 2-plus feet’s worth of suspension travel, external bypass shocks, and the like, but that rig swallowed bumps with a plushness that I was reminded of when I sampled a Colorado ZR2 in 2016. That drive involved jumping and bouncing off a bunch of large but man-made obstacles set up in a parking lot, though, and vastly different conditions experienced years apart do not a valid comparison make. Clearly the question of which shock technology reigns supreme can only be answered by a proper Head 2 Head comparison. Maybe in Baja?

What’s New with the Other TRD Pros 2019 Toyota Tundra TRD Pro

  • Fox Shox like the Tacoma’s, but with unique tuning and more bypass zones—seven jounce and four rebound in front, eight and four in back—and “piggyback” reservoirs on the front shocks
  • TRD-tuned front springs add 2.0 inches to the ride height
  • Wheel travel is increased 1.5 inches in front, 2.0 inches in the rear
  • 18-inch forged five-spoke satin black hand-polished BBS wheels that each weigh 3.35 pounds less than previous cast wheels (tires are 275/65R18 Michelin LTX A/T2s)
  • Quarter-inch-thick aluminum skidplate with red “Toyota” lettering
  • Cat-back exhaust with black-chrome tip (adds sound not power)
  • Rigid Industries foglamps
  • New grille, hood scoop
  • Pickup bed outer quarter panels get “TRD Pro” stamped into the steel
2019 Toyota 4Runner TRD Pro

  • Fox Shox like the Tacoma’s, but with unique tuning and four jounce bypass zones and three rebound zones in front, seven and four in back. Rear shocks are inverted for tire clearance and feature “roost shields” that prevent rocks from striking the exposed piston rod
  • TRD-tuned front springs add 1.0 inch to the ride height
  • Wheel travel is increased 1.0 inch front and rear
  • 17-inch matte-black TRD wheels with an offset that widens the track by nearly an inch front and rear
  • New 265/70R17 Nitto Terra Grappler All Terrain tires
  • Quarter-inch-thick aluminum skidplate with red “TRD” lettering
  • Unique roof rack for stowing dirty gear
  • LED foglamps
  • Blackout grille
  • Standard Entune Premium JBL audio system with navigation and app suite

2019 Toyota Tacoma TRD Pro BASE PRICE $43,705 VEHICLE LAYOUT Front-engine, 4WD, 5-pass, 4-door truck ENGINE 3.5L/278-hp/265-lb-ft Atkinson-cycle DOHC 24-valve V-6 TRANSMISSIONS 6-speed manual, 6-speed automatic CURB WEIGHT 4,450 lb (mfr) WHEELBASE 127.4 in LENGTH X WIDTH X HEIGHT 212.3 x 74.4 x 71.6 in 0-60 MPH 7.1-7.3 sec (MT est) EPA CITY/HWY/COMB FUEL ECON 17-18/20-23/18-20 mpg ENERGY CONSUMPTION, CITY/HWY 187-198/147-169 kW-hrs/100 miles CO2 EMISSIONS, COMB 0.97-1.06 lb/mile ON SALE IN U.S. Currently

The post 2019 Toyota Tacoma TRD Pro First Drive: Shocking Development appeared first on Motor Trend.

Categories: Property

HB Reavis brings European co-working brand HubHub to the UK

Property Week News Feed - Wed, 10/03/2018 - 09:00
HB Reavis’s co-working brand HubHub has signed to make its UK debut across four floors of 20 Farringdon Street.
Categories: Property

Kennedy Wilson JV buys mixed-use site in Dublin for £113m

Property Week News Feed - Wed, 10/03/2018 - 08:43
A Kennedy Wilson-led joint venture with Axa Investment Managers – Real Assets and Cain International has acquired one of the last remaining mixed-use development sites in Dublin’s North Docks for £113m.
Categories: Property

Orr to chair ReSI Housing

Property Week News Feed - Wed, 10/03/2018 - 08:30
Residential Secure Income (ReSI) has appointed David Orr as the independent non-executive chairman of its registered provider subsidiary ReSI Housing.
Categories: Property

GPE sells West End block for £65m

Property Week News Feed - Wed, 10/03/2018 - 08:13
Great Portland Estates (GPE) has sold 55 Wells Street in London’s West End for £65.46m in a deal that continues its strategy of selling its mature assets.
Categories: Property

2019 Toyota Corolla hatchback does well in latest crash tests

The Car Connection News Feed - Wed, 10/03/2018 - 05:01
The redesigned hatchback version of Toyota's compact car has earned a Top Safety Pick award from the Insurance Institute for Highway Safety (IIHS). The 2019 Toyota Corolla hatchback, which shares a name but little else with the Corolla sedan, missed out on the Top Safety Pick+ award because of headlights that earned "Marginal" and "Acceptable"...
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