EXCLUSIVE: C7 vs. C8 Corvette on the Track! Pro Racer Randy Pobst Drives Both

Motortrend News Feed - Mon, 12/02/2019 - 09:00

The Corvette has long been the bad boy of the racetrack, the Bart Simpson of supercars. Rude, loud, cheap, unpredictable, and hard to handle; but fast and fun in its own brash way. Now, the Corvette has finally grown up. The C8 Corvette is more sophisticated, capable, and mature. And recently, we were honored with an exclusive 2020 Chevrolet Corvette Z51 track test at VIRginia International Raceway, driving the 911-beater in street and track alignment settings.

To our pleasant surprise, Chevy also supplied a 2019 C7 Grand Sport, which I consider to be the best-handling of all the C7 variations. At this test, Chevy required that a passenger ride along, and that victim was in fact Corvette lead development engineer Mike Petrucci.

If you’re a follower of MotorTrend, you have heard my complaints about the way the C7 drives at the limit. Or more accurately, the way it drives over the limit of grip so suddenly. The car has the dubious distinction of being one of the only test cars in which I leave the stability control on, albeit in the minimal setting, as insurance against an embarrassing and possibly dangerous spin on my hot laps as a result of its sudden snap power oversteer.

And I spoke my mind. “There’s that monkey-motion in the back, Mike, that’s always been there, and the more power you bolt into this chassis, the worse it gets.” The C7 has always tickled my Spidey sense, especially on power application. Now that the front-engine C7 Corvette is gone, the engineers allow that the transverse leaf springs do some tricky things to the spring rate at the wheels, and further, even have an anti-roll component. I find this all easy to believe, because the car would dance a jig back there. Also, it felt rather soft on track, absorbing quick impacts like the curbing, but with too little low shock-speed control at high road speeds.

2020 Corvette Impressions on Street Alignment Settings

My first laps in the new mid-engine C8 Corvette were on the street alignment. Thrilled, we strap into the upgraded interior, and though the squircle steering wheel is a bit odd, I almost never noticed it. I just let Mike push the buttons for his recommended choice of the many possible modes, asking only that he turn off all autonomy (stability controls); I want to do the driving, thank you. Basically what this meant was Race mode.

Everything you could possibly want to know about the C8 Corvette and its predecessors is at

My first impression was joyous. The monkey-motion was gone at last—hooyah! Second was the deliciously instant steering response. It was quick and stable as I carved into a corner, and revealed snappy trailing-throttle oversteer when I released the brake. Both are clearly influences of the mid-engine low polar moment. The next thing I noticed was the C8’s ground-gripping traction as I accelerated off a slow corner, like VIR’s Oak Tree. Wow! It rockets ahead and remains well balanced, even though it feels like it may wheelie!

I found a consistent gradual side-slip in third and fourth gears, exiting faster sweepers. The C8 has more power oversteer at 80 mph than it does at 40. Unusual. The braking was strong and stable with moderate nose dive. There was some isolation, if not the degree of e-pedal numbness I feared, and the brakes were cooled with some really nice Z51 brake ducts. Last, there was no more float, better suspension damping, but not harsh.

2020 Corvette Impressions on Track Alignment Settings

Next, we switched to the track alignment. Chevy showed us the specs, and it simply comes down to much more negative camber, front and rear. The engineers are proud of the increased range of adjustment. And eight degrees of caster, street or track, which is a lot. The advantages of caster are that it creates camber gain when the wheels are turned, which is especially good for tight turns, and a strong self-centering force, for stability and good on-center feel. High caster will also cross-weight a chassis, because the outside wheel swings in an arc upward as the inside wheel swings down. The former and latter of these will typically work to reduce understeer. The effect of the added camber was much-improved grip everywhere, reducing yet not eliminating traits of midcorner understeer and drop-throttle oversteer, and raising speeds with better manners. The basic traits of midcorner understeer and trailing throttle oversteer were still there, just not as much.

Times were 2 to 3 seconds faster with less fall-off and better grip on a long run. Tying this all together was an eight-speed dual-clutch transmission that worked quite well at full chat, completing the performance of a much improved product wearing the Corvette nameplate. Far more than deserving of the title, this fresh offering is a 21st century new chapter, with more room to improve. One step back with the engine is a giant leap forward for the Stingray.

More on the C8 Corvette:

The post EXCLUSIVE: C7 vs. C8 Corvette on the Track! Pro Racer Randy Pobst Drives Both appeared first on MotorTrend.

Categories: Property

LSL says it’s on track to hit expectations

Property Week News Feed - Mon, 12/02/2019 - 08:50
LSL Property Services, the estate agency group, has revealed it is on track to deliver full year figures in line with expectations as it continues the restructuring of its network of branches.
Categories: Property

St Modwen sells Swansea student scheme for £38m

Property Week News Feed - Mon, 12/02/2019 - 08:29
St Modwen has sold its interests in a purpose-built student accommodation building at Swansea University Bay Campus for £38m.
Categories: Property

Delancey rips up Capco plans for Earls Court as it completes £425m deal for London scheme

Property Week News Feed - Mon, 12/02/2019 - 08:17
Delancey has completed the £425m acquisition of Capco’s interests in the Earls Court development.
Categories: Property

Tale of Two Electric Unveils: Tesla Cybertruck and Ford Mustang Mach-E

Motortrend News Feed - Sat, 11/30/2019 - 13:00

We don’t know how many hand-raisers there are for the 2021 Mustang Mach-E, Ford’s new electric SUV, or how many have placed a $500 deposit. Ford won’t tell us.

We do know there were about 9,000 interested would-be buyers on November 18, the night it made its global debut at a high-energy event at the Jet Center in Hawthorne, California. For the event, Ford brought in the Detroit Youth Choir that placed second on America’s Got Talent. Also on hand: actor Idris Elba. His father worked at the Ford Dagenham assembly plant in the U.K. for most of his life and Elba worked at the plant for two years. The Mach-E will start arriving in late 2020, and Ford will only make 50,000 units globally in the first model year.

Contrast that with Tesla, which, two days later in a neighboring building in Hawthorne, had the world premiere of the Cybertruck, an electric pickup that is otherworldly in design. Tesla immediately started accepting orders with $100 deposits. Three days later, Tesla CEO Elon Musk was tweeting that he had 200,000 orders for the Cybertruck. The truck is still a minimum of 2-3 years out, depending on the model, and Musk’s timelines are notoriously inaccurate. The $100 deposit is fully refundable, and website glitches resulted in people accidentally ordering a whole fleet of trucks.

Even if the figures are off, and the truck never makes it to production, the buzz around the Tesla Cybertruck was louder by many multiples of decibels.

The contrast is fun, and Tesla and Ford have amplified their differences in a Twitter dual stemming from a Tesla video of the Cybertruck pulling a Ford F-150 pickup in a tug of war.

All of this is a long preamble to some aspects of the Mustang Mach-E—which is a real vehicle and will go into production next year as promised—that you might have missed in last week’s mayhem.

The rear-drive Mach-E has a large motor between the rear axles. Adding a small motor to the front gives it all-wheel-drive capability, and the badging becomes Mach-E 4. Ford claims the base Mach-E with AWD will be faster from 0-60 mph than a Porsche Macan base model. Replacing the small motor up front with one as big as the one in the back creates the performance Mach-E GT. “I’ve driven it. It’s like a rocket ship,” said Executive Chairman Bill Ford, from a building across from Musk’s SpaceX.

There are two battery levels. The flat battery pack of the mid-range will get close to 230 miles of range. Adding a second tier of batteries to the back of the pack (under the rear seats) for the extended range boosts that to about 300 miles of range, and the badging adds an “x.” The figures are estimates; the vehicle has not yet received its EPA certification.


All versions of the Mach-E are well-balanced. Some are dead on with a 50-50 weight distribution. Depending on if there is a second motor up front, and which size that is, some models are 48-52 or 49-51. Dave Pericak, who left Ford Performance to work on the Mach-E, said it took a lot of work, but their handling meets the bar and they deserve to be called Mustangs. Ron Heiser, chief program engineer, said the weight distribution makes the crossover nicely planted, and it is the best handling utility vehicle in the Ford showroom. “No doubt about it.”

Hands-free highway driving

The hardware is in place for hands-free highway driving in mapped areas, similar to GM’s SuperCruise system that takes over the steering wheel and pedals on the highway, as long as the car can verify that the driver is still paying attention. Ford is still validating its system which will allows hands-free driving as long as the eye-monitoring system verifies that the driver is paying attention and can take over if needed to ensure safety. The system will be capable of making lane changes, as well. The feature won’t be available at launch but will be offered in the first model year.

Material choices

Bill Ford is eco-conscious and a known greenie who still loves performance. So it is no surprise that the Mach-E has standard animal-free upholstery. It feels like leather, but it is not. There are no cloth seats either. But the stereo’s sound bar and speakers are covered in a unique automotive grade cloth instead of the usual choices of plastic or metal.

Phone as key

Ford is not the first to use the phone as a key but it is going further than most to wean drivers off of their key fobs. Yes, there is a backup key fob but it has limited functionality to discourage its use and prompt owners to rely on their smartphone to unlock, warm, and start the car. Don’t worry if your phone dies. Heiser points to the keypad on the side of the car—Ford has offered keypads for years but few people actually use it. But on the Mach-E, the keypad is a backup to get in, by entering a code, if a phone can’t be used. A second, longer code must be entered once inside to confirm identity and start the car. There is a valet mode as well, where the valet gets a temporary code.

Over-the-air updates

After launch, the team will continue to work on the ability to provide over-the-air updates to keep systems current. It won’t go as far as Tesla where you can wake up to software updates and get a sense you have a whole new car. But your phone could be programmed so that as you approach the car, it not only lights up and illuminates a Mustang welcome mat on the ground, but is set to physically open the door so you don’t even need to touch the handle. Ford is also working to be able to boost range over the air in the future as it continues to work to improve efficiency and performance, and tinkers with the calibration of acceleration versus range.

Purse holder

The layout of the console was driven by research in Dearborn, U.K., Germany, and China. One idea was to just have a low, open bin. “We thought we’d hit the holy grail for purse storage,” said Heiser. But most women said they would not put an expensive purse close to the floor; they would rather just toss it on the passenger seat. So the design idea was dropped. The car instead has room for a purse or small bag beneath the central armrest.

Roof design

The design of the roof gives the vehicle a fastback look while ensuring enough headroom for tall rear passengers. Essentially, the design disguises the true height. Heiser says a lot of body engineering went into the roof system and his 6-foot, 3-inch frame fits with a fist and a half of unused headroom. His boss, at 6-foot, 7-inches also had to fit. “The two of us used to scare the heck out of everybody,” Heiser said.

The post Tale of Two Electric Unveils: Tesla Cybertruck and Ford Mustang Mach-E appeared first on MotorTrend.

Categories: Property

2020 Audi A7

The Car Connection News Feed - Sat, 11/30/2019 - 13:00
The 2020 Audi A7 strikes an enviable balance between luxury, performance, practicality, and style. Moreover, with its 48-volt mild-hybrid powertrain, the A7 is even somewhat frugal. It is the automotive equivalent of a German chocolate cake that’s made out of vegetables, albeit one procured from a pricey artisan bakery and not Safeway. We...
Categories: Property

2019 Honda Insight: Oil Change, Tire Rotation, and a Free Lyft Home

Motortrend News Feed - Sat, 11/30/2019 - 09:00

We first took delivery of our 2019 Honda Insight back in January 2019, and despite some long road trips, a trip to the test track, and using it as a surf mobile, we have had almost an entirely trouble-free experience. Somewhere around the 11,000-mile mark on the odometer, the left-hand gauge in the instrument cluster started to ping us with alerts that we were soon due for service. Close to the 12,000-mile mark, that message changed to “past due.”

So we Googled the nearest Honda dealership, which happened to be Scott Robinson Honda in Torrance, California, and used its online booking tool to make an appointment. Very simple. On the service appointment page, you can see what services will be done and how much it should cost. For those wary of getting upsold at the dealership, this is a nice feature, as everything is relatively clearly articulated in plain English, and there appear to be coupons (though not for our particular service.)

We took the first appointment on offer and arrived just after 7:30 a.m., to a clean, buzzing dealership that looked ready to take in a lot of incoming vehicles. Our mileage when we dropped it off: 12,879, or 958 miles past due for the A-1 service, as the gauge helpfully told us. Intake was quick and efficient if a bit impersonal. The service writer took down our Insight’s VIN, checked the odometer, and confirmed our mileage without even looking at us. “OK, the A-1 service should take an hour to 90 minutes. Will you be waiting, or can we drop you off somewhere?” she asked, handing us back some paperwork, eyes glued to her computer. It was only when we told her that we wanted an intermittent dash creak investigated that she looked up, seemingly surprised. We handed the paperwork back, and she took down notes as to the creak’s location (passenger side dashboard, above the glove box) and conditions (when driving over bumpy roads or when the motor-generator kicks on).

“We’re going to need it until 5 p.m. If it’s sooner, we’ll call you,” she said. Like many dealerships, Scott Robinson Honda runs a free customer shuttle, but because our drop-off location was just outside its coverage zone, the dealership offered us a free Lyft ride. It was a new pilot program, the receptionist explained, and soon after we gave her our mobile number, the app on our phone signaled that a ride was on the way.

Honda’s A-1 service is usually the first on the maintenance schedule. A-1 is shorthand: “A” means oil change, and “1” means they’ll check the condition and pressure of the tires and rotate them as needed. Sounds about right for the Insight’s first 12,000 miles.

At approximately 3 p.m., we got the call from the dealership that the car was ready to be picked up. We took another Lyft (not covered by the dealership) and arrived just before closing. Checkout was nearly as quick as drop-off. A different service writer handed over the keys and gave a brief overview of what was done. The A-1 service was performed with no complications or surprises. As for the dash squeak, apparently the mechanics couldn’t quite replicate it, but they did notice that the tires weren’t properly inflated, which they believed to be the problem. Cost for the job, $89.99 (as advertised) with no additional charge for checking the creaky dash. Total cost at checkout: $96.05.

Our Insight had not been washed by the service team, but the interior looked and smelled as if it had received a bit of a wipe-down. We noted that the mileage had not budged, so there was certainly no joyriding—but it also didn’t seem that the technicians drove it much when attempting to diagnose the dash squeak. Could they have driven it under a mile and decided that was enough? Nyeh, maybe. Suspicious of such a quick and easy fix, we drove the car home with the radio off, and over any rough patch of pavement we could find. Not a squeak or a creak from the dash, so maybe it was just underfilled tires. We’ll let you know in our next update.

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

The post 2019 Honda Insight: Oil Change, Tire Rotation, and a Free Lyft Home appeared first on MotorTrend.

Categories: Property

Intu calls in business advisers

Property Week News Feed - Fri, 11/29/2019 - 16:11
Shopping centre owner intu has appointed advisers to work on a balance-sheet restructuring.
Categories: Property

Liverpool Football Club reveals plans for stadium expansion

Property Week News Feed - Fri, 11/29/2019 - 16:00
Liverpool Football Club has revealed plans to expand its stadium to accommodate more than 61,000 people.
Categories: Property

2020 Kia Telluride vs. 2020 VW Atlas: Compare Crossover SUVs

The Car Connection News Feed - Fri, 11/29/2019 - 15:00
Three-row crossovers spread out in suburbia like Potbelly franchises and cupcake bakeries. We celebrate all of the above, by the way. The 2020 VW Atlas and 2020 Kia Telluride are two popular family crossover SUVs that wear relatively new names. The Atlas is the automaker’s largest three-row crossover on sale and was new for 2018. The...
Categories: Property

The Chevrolet C8 Corvette Stingray Is a Loss Leader

Motortrend News Feed - Fri, 11/29/2019 - 13:00

The all-new mid-engine C8 Corvette’s impressive $59,995 starting price is only good for the first year, as we reported back in August, and unless it goes up by $20,000, Chevrolet will continue to lose money on low-trim cars, a senior GM source tells MotorTrend.

We had a feeling the $59,995 starting price was too good to be true, and a GM source confirmed as much to us explaining the price would rise for the 2021 model year. This isn’t much of a surprise, as the base price of a C7 rose nearly $2,000 in its second year and by another $2,000 the following year. While we still don’t know how much the C8’s price will rise in 2021, a more senior GM official tells us it would have to go through the roof in order to cover GM’s cost.

According to our source, the original budget for the C8 project assumed a starting price of $79,995. This is certainly reasonable considering the enormous amount of work needed to redesign the car into a mid-engine configuration, but it’s a huge jump from the C7. In order to keep customers from revolting, Chevy is taking it on the chin and willingly losing money on every C8 it sells for less than $80,000. No doubt a factor in the C8’s laundry list of options and dress-up parts is the hope buyers will load up their cars with extras and turn their $60,000 Stingrays into $80,000-plus Stingrays. The C8 Stingray Z71 3LT we tested rang up at $88,305.

More critical are the base prices of upcoming performance variants including Z06 and ZR1. According to our source, the sweet spot for profit and volume is between $80,000 and $100,000. Once the car crests six figures, our source says, sales volume drops off precipitously. This will be a trick for Chevrolet, because the C7 Z06 starts at $82,990, which doesn’t leave the company much room for an increase without upsetting customers and breaking out of the sweet spot in price and volume. The C7 ZR1, meanwhile, already starts at $135,090, so Chevrolet has more discretion to price the C8 ZR1 knowing full well it will be a low-volume car.

The post The Chevrolet C8 Corvette Stingray Is a Loss Leader appeared first on MotorTrend.

Categories: Property

2020 BMW X3

The Car Connection News Feed - Fri, 11/29/2019 - 13:00
The 2020 BMW X3 has an honesty we like. The tall-riding luxury crossover delivers on its promise of capability and versatility, and it seats up to five adults in relative comfort. It’s a 7.2 on our overall scale without factoring in performance versions. The X3 M40i and X3 M would rate higher if rated alone. (Read more about how we rate...
Categories: Property

Knight Frank launches flexible workspace platform Yours

Property Week News Feed - Fri, 11/29/2019 - 10:43
Knight Frank has entered the flexible workspace market with the launch of a new platform called Yours.
Categories: Property

Ballymore granted permission for Embassy Gardens office building

Property Week News Feed - Fri, 11/29/2019 - 10:26
Ballymore has been granted planning permission for a new office block at its Embassy Gardens scheme in London.
Categories: Property

Hyundai Nexo vs. (First-Gen) Toyota Mirai: Hydrogen Head-to-Head

Motortrend News Feed - Fri, 11/29/2019 - 09:00

Full disclosure: I remain firmly in the camp that thinks hydrogen is “the fuel of the future—and always will be.” Countless engineer/evangelists nevertheless continue beavering away inside GM, Honda, Hyundai, Toyota, and elsewhere striving to make a nuthin’-but-water-out-the-tailpipe future happen. Recent drives of the first-gen Toyota Mirai and latest Hyundai Nexo plus major pep-talks from the chief hydrogen boosters at Hyundai and Toyota prompted this re-examination of the state of the fuel cell art.

My Beef with Hydrogen

Hydrogen atoms are the Oedipus and Jocasta of molecular marriage. As an H2 couple, they hate each other and want nothing more than to split and hook up with oxygen or carbon or join some other unclaimed valency. Keeping them together and cooped up requires low temperatures, high pressures or both, and as the universe’s smallest molecules, they are Houdini-grade escape artists. This means that when you try to transport them in pipes or tanks, you invariably end up with substantially fewer molecules than you started out with. Hydrogen can’t be considered a “fuel;” it is an energy carrier—it takes energy to isolate it, and you get energy back from it in a fuel cell (or combustion engine, but the car crowd has given up on that). It can be pumped into a vehicle quicker than you can force a commensurate number of electrons into a chemical battery, but the energy itself is only as clean as the source/method of its production, and in the current landscape, hydrogen’s well-to-wheels cleanliness/efficiency picture isn’t much prettier than that of the national electric grid. And because a fuel cell creates water, operation at very low temperatures can be very tricky.

The Pros’ Rebuttals

As Hyundai’s vice president and head of fuel cell group, Sae Hoon Kim is as convinced of hydrogen’s inevitability as I am of its improbability. He cites the 60 million or so tons of hydrogen that are currently being produced and safely distributed globally per year for industrial use in the United States. He’s convinced that hydrogen is the most viable clean energy propulsion mode for vehicles sized between passenger cars and ships or planes (for which biofuels make the most sense) in terms of onboard packaging and refueling logistics. Furthermore, he believes the additional hydrogen needed to fuel a burgeoning transportation sector can in part be supplied by daily surplus wind and solar energy production, which the grid can’t store or use. He also sees this as a viable way for green-energy “have” countries (Australia, Saharan Africa, the Middle East, etc.) to export their surplus green energy to “have not” countries like Japan.

Toyota senior engineer Jackie Birdsall is equally evangelistic in refuting my fuel-cell beefs. By way of assuaging my leakage concern, she notes that Toyota’s modern laser-welded plastic tank linings, extensively wrapped in both carbon fiber and fiberglass (leveraging a historic strength of the Toyoda Loom Works) suffer very little leakage when parked over time. And, she notes, if the tank requires venting, it’s possible to process the hydrogen through the fuel cell to charge the battery or condition the interior, rather than venting it to the atmosphere. Another FCEV benefit over BEVs she’s quick to remind me of: they suffer less efficiency loss in cold weather because the fuel-cell stack can generate sufficient heat to warm the cabin without resistance heating in many cases.

Both of these fuel-cell proselytizers see the challenges facing the technology as a matter of two chickens and two eggs: the hydrogen fueling infrastructure won’t happen until there’s stronger demand for road-use hydrogen. Big fuel-cell trucks could create sufficient hydrogen fuel demand, but low fleet turnover means it’ll take forever for new semi-tractor production bring down the cost of the fuel cell stacks. Each little car uses way less H2 than a truck, but the they sell in large enough volumes to establish economies of scale in fuel-cell stack production.

That’s why both Hyundai and Toyota are working to build both heavy trucks (including Hyundai’s HDC-6 Neptune series of tractors and heavy cargo haulers and Toyota’s Project Portal joint-venture class-8 tractor project with Kenworth) and light vehicles alike. Hyundai was first to mass production with its Tucson/ix35 FCEV crossover (launched in California in June 2014 and test driven by us shortly thereafter) and has just introduced the vastly improved 2019 Hyundai Nexo. Toyota began selling and leasing its first-generation Mirai in the U.S. in August, 2015, and has just unveiled the 2021 Mirai at the Tokyo and Los Angeles auto shows. For the record, my colleagues out west have driven the Honda Clarity FCEV as well.

How Do They Drive?

Because the vast majority of America’s 41 hydrogen fueling stations (as of mid-2019, when 25 more were under development) are in California, nobody keeps fuel-cell test cars in Michigan. So my first two drives in any production fuel-cell vehicles happened very recently and just a month apart. The first-gen Mirai drive occurred first—in North Carolina (where there are no stations, so our drives were limited in distance). The Nexo drive was in Michigan, where fuel is available at Hyundai’s HACHI R&D center near Ypsilanti.

I probably don’t need to tell you that they both drive like EVs—remarkably quick off the line, quiet, and smooth. The newer Nexo, not surprisingly, seems more refined. The Hyundai powertrain seemed quieter and also felt slightly quicker. As these are both front-drive cars of similar weight and distribution, their handling was typical of a two-ton front-drive sedan or crossover—which is to say, unremarkable (we are expecting remarkable handling from the rear-drive 2021 Toyota Mirai).

The Nexo’s design inside and out is far more appealing than the first-gen Mirai; less so than the second-gen. The materials, stitching, grain, and gloss of everything in the Nexo seems to support the vehicle’s $59,345 base price. By comparison, the old Mirai interior’s wild swoops and peculiar shapes seem to be trying a bit too hard to echo the bizarre exterior without sending “premium” signals (it’s priced $110 above the Nexo).

Hydrogen stations will soon be opening in the CARB-compliance states in the northeast, and California has bold plans to increase the fuel’s availability there as well. The U.S. remains way behind Korea (expecting 86 by year end), Japan (roughly 100), and Germany (around 60), however. In view of this burgeoning global hydrogen infrastructure, Toyota is preparing to produce 30,000 new Mirais per year—well up from the grand total of 6,000 first-gen cars produced to date. Maybe we are at last on the brink of a hydrogen future after all.

2019 Honda Clarity Fuel Cell 2019 Hyundai Nexo 2019 Toyota Mirai BASE PRICE $59,410 $59,345-$62,845 $59,455 VEHICLE LAYOUT Front-engine, FWD, 5-pass, 4-door sedan Front-motor, FWD, 5-pass, 4-door SUV Front-engine, FWD, 4-pass, 4-door sedan MOTOR 174-hp/221-lb-ft AC permanent-magnet synchronous electric 161-hp/291-lb-ft AC permanent-magnet synchronous electric 151-hp/247-lb-ft AC permanent-magnet synchronous electric TRANSMISSION 1-speed automatic 1-speed automatic 1-speed automatic CURB WEIGHT 4,106 lb (57/43%)* 4,000 lb (mfr) 4,072 lb (F/R dist: 58/42%)* WHEELBASE 108.3 in 109.8 in 109.4 in LENGTH X WIDTH X HEIGHT 192.7 x 73.9 x 58.2 in 183.9 x 73.2 x 64.2 in 192.5 x 71.5 x 60.5 in 0-60 MPH 7.8 sec* 7.7 sec (MT est) 8.6 sec* EPA CITY/HWY/COMB FUEL ECON 67/67/67 mpg-e 59-65/54-58/57-61 mpg-e NA/NA/67 mpg-e ENERGY CONSUMPTION, CITY/HWY 50/50 kW-hrs/100 miles 52-57/58-62 kW-hrs/100 miles 50 kW-hrs/100 miles (combined) CO2 EMISSIONS, COMB 0.29 lb/mile 0.31-0.34 lb/mile 0.29 lb/mile ON SALE IN U.S. Currently Currently Currently *2017 Honda Clarity Fuel Cell and 2016 Toyota Mirai long-term test car results

The post Hyundai Nexo vs. (First-Gen) Toyota Mirai: Hydrogen Head-to-Head appeared first on MotorTrend.

Categories: Property

LSH to be sold to private buyer for £38m

Property Week News Feed - Fri, 11/29/2019 - 08:42
Countrywide has agreed to sell Lambert Smith Hampton to a private property investor for £38m.
Categories: Property

Unite completes Liberty Living deal

Property Week News Feed - Fri, 11/29/2019 - 08:10
Unite Group has completed its £1.4bn acquisition of Liberty Living Group.
Categories: Property

Raft of WeWork deals fall through

Property Week News Feed - Fri, 11/29/2019 - 00:00
A string of lettings to troubled flexible workspace firm WeWork have fallen through, Property Week can reveal.
Categories: Property

James Andrew International celebrates 45th at Claridge’s

Property Week News Feed - Fri, 11/29/2019 - 00:00
The industry’s great and good gathered at Claridge’s Hotel in London last Thursday to celebrate the 45th anniversary of James Andrew International.
Categories: Property

Pfizer markets big Hampshire site

Property Week News Feed - Fri, 11/29/2019 - 00:00
Pharmaceuticals giant Pfizer has put a 16.5-acre freehold site in Hampshire on the market with an asking price of £10m to £12m.
Categories: Property