Property

Colliers adds Farebrother's Cooney to City offices team

Property Week News Feed - Tue, 05/15/2018 - 13:03
Colliers International has bolstered its City offices team with the appointment of Tim Cooney as an associate director.
Categories: Property

HOK vice president joins JLL as head of workplace

Property Week News Feed - Tue, 05/15/2018 - 12:49
JLL has appointed HOK vice president Lee Daniels as its new UK head of workplace.
Categories: Property

Search Acumen's Lloyd hired to the board of UKPA

Property Week News Feed - Tue, 05/15/2018 - 12:45
The UK Proptech Association (UKPA) has appointed the managing director of Search Acumen, Andrew Lloyd, to its board.
Categories: Property

Imperial Brands to sell and leaseback Bristol HQs for £70m

Property Week News Feed - Tue, 05/15/2018 - 12:42
Imperial Brands has appointed JLL to find a buyer for its two offices at 121 and 123 Winterstoke Road in Bristol on a sale-and-leaseback basis.
Categories: Property

London is top European target for international retailer expansion

Property Week News Feed - Tue, 05/15/2018 - 12:02
London is the top target city in Europe for retailers looking to expand internationally, according to new research from CBRE.
Categories: Property

CdP boosts portfolio to £40m with double logistics acquisition

Property Week News Feed - Tue, 05/15/2018 - 11:26
Specialist real estate investor Compagnie du Parc has added to its portfolio of south east industrial and logistics sites with the acquisition of two sites in Barking and Egham covering more than 36,000 sq ft.
Categories: Property

Investec backs Floreat with £20m loan

Property Week News Feed - Tue, 05/15/2018 - 11:08
Investec Structured Property Finance has provided Floreat’s real estate team with a £19.3m five-year loan to support its acquisition of a 99,990 sq ft office building at The Old Vinyl Factory development in West London.
Categories: Property

HB Reavis pre-lets Cooper & Southwark

Property Week News Feed - Tue, 05/15/2018 - 10:08
HB Reavis has pre-let the whole of Cooper & Southwark, its 78,000 sq ft office development in London’s South Bank, to real estate advisor CBRE’s Global Workplace Solutions division.
Categories: Property

Grainger agrees to buy £63m build to rent development

Property Week News Feed - Tue, 05/15/2018 - 09:59
Grainger has agreed to acquire a 261-home build-to-rent development scheme in Milton Keynes for £63m.
Categories: Property

2019 Toyota Avalon Touring First Test: Are You Looking At Me Now?

Motortrend News Feed - Tue, 05/15/2018 - 09:00

Long relegated to status as a floaty barge for end-stage buyers, the 2019 Toyota Avalon—specifically the sporty Touring trim—has become a proper flagship with actual driving prowess. The term “vanilla” and Avalon once went hand-in-hand because the conservatively styled sedan provided a comfortable ride with the absence of driving excitement (perfect for Aunt Trudie down in New Port Richey). But the Avalon’s 2019 redesign sheds the stigma by offering a driving experience that borders on exhilarating.

An Updated Powertrain

Powering the Avalon is an updated 3.5-liter V-6 that now develops 301 hp and 267 lb-ft of torque. That is a 33 hp and 19 lb-ft improvement over the last V-6 thanks in part to direct and port injection technology. With an EPA-rated 22/31 mpg city/highway (22/32 mpg for the XLE trim), the 2019 Avalon with a V-6 is the nameplate’s most powerful and most efficient non-hybrid model ever. In real-world testing from the EQUA Real MPG team, the 2019 Avalon Touring earned a rating of 21.8/33.4 mpg. The car’s 22/31-32 mpg rating puts it above the six-cylinder models of the Nissan Maxima (21/30 mpg), the Chevrolet Impala (18-19/28 mpg), the Chrysler 300 (19/30 mpg), and the Buick LaCrosse (21/30 mpg).

Backing the V-6 is a crisp-shifting eight-speed automatic that rarely fumbles, almost always finding the right gear. The eight-speed is very responsive, even in Normal mode, making this big sedan feel quicker than it is. When cruising, there’s no need to dig into the gas pedal to get a downshift; small applications will get you one or more kickdowns. This makes highway passing not only easy but fun, especially in the Sport+ mode that’s unique to the Touring model.

The paddle shifters respond quickly when flicked, unless of course you are going too fast for the gear you want. When engine braking, not much happens until you downshift into second and first gears.

A Surprising Driving Experience

After I adjusted the steering wheel and seat, I find myself in a rather low driving position – comfortable for a fit Millennial, but perhaps not be the best location for older drivers to access. The naturally aspirated V-6 responds immediately to throttle applications with almost no lag, followed by an engine note that one passenger described as “sexy”—probably a first for the Avalon. Stomp on the right pedal, and a burst of boisterous engine noise fills the cabin until you lift off.

An Intake Sound Generator amplifies the sound of the air rushing through the intake system while unique baffling shoots out an exhaust sound with a mean tone. Engine sound at start-up, idle, and during acceleration is enhanced via the audio speakers thanks to the Engine Sound Enhancement feature. Some might call that gimmicky, or “fake noise,” but I think it sounds great and enriches the driving experience.

Another feature you wouldn’t expect in an Avalon is an adaptive variable suspension. The feature is usually found on higher-dollar sports cars but is standard on the Touring trim. The system provides real-time damping based on information received from front and rear g sensors, and an ECU determines how much damping should be applied, making adjustments within 20 milliseconds. The four drive modes—Eco, Normal, Sport, and Sport+—don’t merely adjust the already strong throttle response, they work with the adaptive suspension by adjusting damping force depending on drive mode. Normal mode is comfort-oriented with soft suspension damping and light steering. Sport mode slightly stiffens the ride and steering weight, and Sport+ should be called “is this really an Avalon?” mode. Sport+ tightens the suspension, significantly increases steering weight, and boosts the Engine Sound Enhancement feature. The Touring’s capable and predictable handling is reminiscent of a big European sport sedan. Yes, we’re drinking the Toyota Kool-Aid here, but trust us on this one.

Toyota’s new TNGA platform underpins the 2019 Avalon, resulting in a longer, wider, and lower sedan. The Avalon is front drive, which can kill some fun when throttling through corners, but don’t overlook the Avalon’s minimal body roll, robust chassis, and precise steering. The full-size sedan’s as-tested 3,723-pound mass can rear its ugly head when pushed hard, but the strong brakes do a great job of bringing you to a confident stop. Regardless, I was impressed with how the Avalon flew through tight or long sweeping corners with the assurance of a smaller sedan. The new multi-link rear suspension and thicker anti-rollbars play a part in all this, too.

At the Track

I’ve spoken highly of the Avalon Touring’s powertrain, handling, and driving experience. But do our test drivers agree? On the drag strip, the Avalon propelled itself to 60 mph in a quick 6.0 seconds on the way to a 14.6-second quarter-mile time at 98.5 mph. Associate road test editor Erick Ayapana described the engine note as “giving me some Lexus GS F vibes.” He got his best acceleration run in the Sport+ mode with a little brake overlap and described the shifts as “snappy.” Those runs put it ahead of the Impala (6.3 seconds, 14.9 at 95.9 mph), a front-drive 2017 LaCrosse (6.3, 14.7 at 97.7 mph), and a last-gen 268-hp Avalon (6.4, 14.8 at 96.7 mph). The Maxima clocked a 5.8-second 0-60 run and hit the quarter mile in 14.3 seconds at 99.5 mph.

Stopping power is good, coming to a stop from 60 mph in 115 feet, tying the Maxima and beating the Impala (118 feet) and the LaCrosse (126 feet). Ayapana described the brakes as “solid” with “good bite and very minimal dive.” It took 122 feet for the 2018 Avalon to stop from 60 mph. Testing director Kim Reynolds found the brakes “clear and predictable.”

Around our figure-eight handling course, the 2019 Avalon ran a time of 26.9 seconds, besting the 2017 LaCrosse’s time of 26.9 seconds and falling just behind the Impala’s 26.6-second time and the Maxima’s 26.0-second time. When whipping the Avalon around the course, Reynolds described the Toyota as “fun, very buttoned down and composed…Get over the stigma and compare this to an Audi.”

Interior Refinement

The 2019 Avalon’s interior carries more soft-touch materials, larger display screens, a non-clunky and better-looking shifter, and stylish front seats compared to the previous edition. There’s more attention to detail with the use of contrast stitching and unique interior trims. Our Touring trim tester distinguishes itself from the less sporty XLE and Limited models with the use of perforated and very soft Ultrasuede on the door panels and seats (along with leather-like SofTex) and aluminum trim on the dash and door panels. The center console is elevated, mostly made of soft-touch materials, and extends to an ergonomically smart center stack. Gripping the thick perforated leather-wrapped steering wheel feels good, but the paddle shifters are positioned such that only those with lengthy digits can flick them comfortably.

The high-mounted 9.0-inch touchscreen and optional 10.0-inch head-up display are in easy sightlines. On that touchscreen, the surround-view camera system does a good job of displaying your surroundings, but the video feed (and the navigation map) looks dated. One nice touch: The electric parking brake automatically applies itself when you shift into park, and automatically disengages when the transmission is placed in drive or reverse.

Our Touring trim tester came equipped with automatic LED headlights, LED taillights, a piano-black front grille, dual-exhaust with quad chrome tips, and a piano black rear spoiler, mirror caps, rear diffuser, and badging. Inside you will find a 7.0-inch instrument cluster display, an eight-way power driver’s seat, a heated steering wheel, a 14-speaker JBL audio system, and Toyota’s Entune 3.0 infotainment system with navigation, Apple CarPlay, SiriusXM satellite radio, and Wi-Fi capability. Toyota Safety Sense P is a standard package of driver-assist features that consists of automatic emergency braking, lane departure alert with steering assist, automatic high beams, and an adaptive cruise control system that leaves too much of a gap with the vehicle ahead but does a good job of not overreacting by slamming on the brakes when cut off. Although I appreciate these features, I wish the package offered a true lane centering system, a feature you can find in more affordable vehicles. Blind-spot monitoring with rear-cross traffic alert is also standard. An optional Advanced Safety package that includes the previously mentioned surround-view camera system with a perimeter scan and automatic reverse braking also came equipped. The Touring model starts at $43,120, and our tester stickered for $44,665.

Pleased but…

Designers did a fine job making the Avalon more appealing inside and out, but its grille is controversial. Most people I asked didn’t like it or paused while trying to figure out a diplomatic way to say they didn’t care for it. One of the nicest responses I received was, “At least they’re trying something different.” It’s an oddly shaped grille, and the piano black color only accentuates that bizarre shape. Add this one to the list of bold grille designs from the Toyota/Lexus design team. Still, that wouldn’t stop me from buying the Avalon if I were in the market for a full-size sedan.

Aunt Trudie can still get her floaty ride from the cushier XLE and top Limited models, but the Touring trim is reserved for those who don’t mind sacrificing some ride comfort for fun and capable handling dynamics as well as a vocal engine.

2019 Toyota Avalon Touring BASE PRICE $43,120 PRICE AS TESTED $44,665 VEHICLE LAYOUT Front-engine, FWD, 5-pass, 4-door sedan ENGINE 3.5L/301-hp/267-lb-ft DOHC 24-valve V-6 TRANSMISSION 8-speed automatic CURB WEIGHT (F/R DIST) 3,723 lb (60/40%) WHEELBASE 113.0 in LENGTH x WIDTH x HEIGHT 195.9 x 72.8 x 56.5 in 0-60 MPH 6.0 sec QUARTER MILE 14.6 sec @ 98.5 mph BRAKING, 60-0 MPH 115 ft LATERAL ACCELERATION 0.83 g (avg) MT FIGURE EIGHT 26.9 sec @ 0.66 g (avg) REAL MPG, CITY/HWY/COMB 21.8/33.4/25.9 mpg EPA CITY/HWY/COMB FUEL ECON 22/31/25 mpg ENERGY CONS, CITY/HWY 153/109 kW-hrs/100 miles CO2 EMISSIONS, COMB 0.77 lb/mile

The post 2019 Toyota Avalon Touring First Test: Are You Looking At Me Now? appeared first on Motor Trend.

Categories: Property

2017 Mercedes-Benz GLC300 4Matic Long-Term Update 5: Wiper Blades Saga

Motortrend News Feed - Tue, 05/15/2018 - 09:00

Replacing a windshield wiper should be easy, no? Just pop on over to your local auto parts store, grab the worn, chained-down wiper size guide, find the corresponding wiper, and you’re good to go.

With our long-term 2017 Mercedes-Benz GLC300’s rear wiper’s tip no longer holding firm against the glass and the blade itself streaking the rear window, I searched for a replacement. First stop was a Walmart. I found the wiper size guide, flipped the pages to Mercedes-Benz, and found the GLC and then its rear wiper blade size—12 inches. Cool. Then I started searching the racks for the correct blade size. No luck—the smallest wiper blade this store had was 13 inches.

So then I headed to a nearby Pep Boys. Despite a wider selection, it also didn’t have a wiper small enough for the GLC’s rear windscreen. Frustrated, I tried an AutoZone. No joy.

A quick search on some Mercedes-Benz GLC forums showed that my two choices for replacing the wiper blade were Amazon or a Mercedes dealer. I’m impatient, so I drove to our local Mercedes dealer. Five minutes and $30.47 later, I finally had a clear rear window. And here’s a fun fact I learned about the GLC’s rear wiper: It’s the same size as a CLA Shooting Brake’s.

About a month later, the GLC’s two front windshield wiper blades were beginning to crack and streak the windshield. I should’ve learned my lesson about buying parts from the Mercedes dealer the first time, but not wanting to run around to three separate stores, I drove back to the dealer. Not a smart financial move—the two 22-inch blades cost $76.75. I learned after the fact that I could’ve bought high-quality third-party blades from a traditional auto parts store for around $40.

Like the rear, replacing the front wiper blades was simple enough. First, you have to cycle the ignition off with the front wipers extended on the windshield. Then bend the arms forward, snap off the old blades, install the new ones, and fold the blades back against the glass.

More on our long-term Mercedes-Benz GLC300 here:

The post 2017 Mercedes-Benz GLC300 4Matic Long-Term Update 5: Wiper Blades Saga appeared first on Motor Trend.

Categories: Property

BMO eyes €1bn-plus asset grab for new European fund

Property Week News Feed - Tue, 05/15/2018 - 08:42
BMO Real Estate Partners has launched the second fund in its Best Value Europe series, Best Value Europe II (BVE II), following seed commitments from repeat investors.
Categories: Property

Atrium posts first quarter rise in rental income

Property Week News Feed - Tue, 05/15/2018 - 08:28
Atrium European Real Estate has posted a 4% rise in earnings for the first quarter of 2018 with like-for-like rental income growth of 4.1% to €32.5m (£28.6m).
Categories: Property

IWG shares soar 22.8% on news of offers

Property Week News Feed - Tue, 05/15/2018 - 08:13
Shares in IWG rose 22.82% on the FTSE 250 to 309.50p on Monday, as the company confirmed it received three takeover approaches last week.
Categories: Property

Landsec warns on Brexit as it reveals drop in NAV

Property Week News Feed - Tue, 05/15/2018 - 08:12
Landsec warned Brexit will to lead to a “subdued” property market as the UK approaches its European Union exit, as it revealed a 2.7% fall in net asset value and a pre-tax loss in its annual results.
Categories: Property

2019 Porsche Cayenne E-Hybrid First Drive Review

Motortrend News Feed - Mon, 05/14/2018 - 23:01

A hybrid SUV with a V-6 engine sounds like a mundane combination of practicality and efficiency, a 21st-century Wagon Queen Family Truckster for starched-chino worker bees wrestling spreadsheets in gray cubes. Porsche’s 2019 Cayenne E-Hybrid is a plug-in hybrid, and it has a V-6 engine under the hood. But Porsche doesn’t really do mundane: The Cayenne E-Hybrid zips to 60 mph in 4.7 seconds, has a top speed of 157 mph, and will bring a smile to your face on a twisting two-lane.

The E-Hybrid is the latest addition to the recently redesigned Cayenne lineup. Outside is the sleeker sheetmetal and the full-width taillight treatment that’s now a Porsche family trait. Inside is the upgraded interior with the 12.3-inch touchscreen at the center of the dash and the high-mounted center console with haptic-response touch switches under shiny black glass. As with the Panamera Hybrid models, the Cayenne E-Hybrid is visually distinguished by acid-green brake calipers and acid-green trim around the badging. Oh, and the fact there’s a flap on the left rear quarter panel for the charge plug, a mirror image of the fuel filler flap on the right.

With the launch of the E-Hybrid, Porsche has taken the opportunity to announce the availability of additional features and options across the 2019 Cayenne range. A head-up display is now available on Cayenne for the first time, along with 22-inch wheels and tires. Other goodies now available include a heated windshield, lane keeping assist, and 14-way power seats with massage function. Base price for the E-Hybrid is $80,950, including destination, making it the second-cheapest model in the 2019 Cayenne lineup. That said, go mad on the configurator, and you can easily spend another 70 grand on options.

The Cayenne E-Hybrid’s drivetrain consists of Porsche’s single turbo 3.0-liter V-6 and a Porsche-designed e-motor fitted between the engine block and an eight-speed ZF automatic transmission. The internal combustion engine develops 335 hp and 332 lb-ft of torque, the e-motor 134 hp and 295 lb-ft of torque. Total system output is 455 hp from 5,250 rpm to 6,400 rpm, with a meaty 516 lb-ft on tap from 1,000 to 3,750 rpm.

The 46 hp increase over the previous generation Cayenne E-Hybrid’s powertrain, says Porsche, is largely due to a 43 percent improvement in the output of the permanent magnet e-motor. Based on the one developed for the 918 hybrid hypercar, it has been converted from internal to external rotor configuration, which Porsche claims has improved power density and responsiveness.

The 2019 Cayenne E-Hybrid is not only faster and more powerful than the outgoing model, it’ll also travel farther in pure EV mode, up to 27 miles at speeds of up to 83 mph. The key enabling technology here is a liquid cooled 14.1-kW-hr battery pack that has 30 percent more capacity than the previous generation pack yet weighs the same. A 3.6-kW onboard charger is standard, and a 7.2-kW charger is available as an option for those who want faster charge times.

Of course, the beauty of a plug-in hybrid is that you don’t need to plan your trip around charge points. And the beauty of Porsche’s plug-in hybrid system is that it doesn’t just save the e-motor’s smooth power and instant-on torque for delivering silent, planet-saving EV motoring around town. Thanks to powertrain control strategies developed for the 918 Hybrid, the e-motor can also be used to boost the Cayenne’s performance on a fun-to-drive back road. The choice is yours.

Left to its own devices, the Cayenne E-Hybrid starts in E-Power mode, propelled solely by the electric motor. On a full charge, that gives you all the range you need for most local trips, and if the journey includes a freeway section, it’ll waft along silently on battery power with the rest of traffic. Need more grunt? Simply push the accelerator pedal past an artificially induced pressure point, and the internal combustion engine will fire up to lend a hand. It’s just like the kickdown function in an old-school automatic.

Being a Porsche, the Cayenne E-Hybrid has an E-Launch function for maximum acceleration away from the lights in pure EV mode: Simply keep the brake depressed and move the accelerator pedal to the pressure point. Sidestep the brake pedal, and you’re away. Don’t expect a Tesla Model X P100D Ludicrous launch, however: With the e-motor doing all the work, we’re talking Kia Rio power in a 5,060-pound SUV. Porsche claims a 0–35 mph acceleration time of just over 6 seconds. That’s not going to pin you to the seat, but it’s enough to startle the snoozers at traffic lights.

When the battery charge depletes, the Cayenne E-Hybrid automatically switches to Hybrid Auto mode. The internal combustion engine kicks in, and the powertrain system figures out the most efficient mix of internal combustion engine and e-motor power, automatically using every opportunity to kick some charge back into the battery pack so the e-motor can provide torque fill when needed. It can also run in pure EV mode at low speeds over short distances.

Alternatively, drivers can select Hybrid Auto mode from the get-go via the steering-wheel-mounted controller. This is the best all-round mode for trips longer than 27 miles, as it allows battery charge to be husbanded for optimal use of the e-motor. The powertrain’s brain takes into account how you’ve been driving, your battery charge status, the topology of your route, and speed information, and seamlessly blends power and torque flows from the internal combustion engine and the e-motor accordingly. Program a destination into the sat-nav, and the system also factors the distance remaining into its calculations.

The Hybrid Auto mode can be manually adjusted via a submenu on the Cayenne’s touchscreen to prioritize the battery charge protocol. E-Hold mode ensures the current battery charge level is maintained—useful if you know you’re driving into a city where pure EV running is required. E-Charge mode asks the internal combustion engine to produce slightly more power than is needed to propel the vehicle and directs the excess to recharging the battery. It works: 35 miles of 80 mph cruising in E-Charge mode on a French autoroute during our test drive pumped 15 miles of range back into our Cayenne E-Hybrid’s depleted battery.

Sport and Sport Plus are the fun modes. In Sport mode the Porsche not only stiffens its sinews and sharpens its responses, the battery’s charge is also kept to the minimum level needed to provide a power and torque boost on demand. Sport Plus takes everything up a notch and increases the rate at which the battery is charged to allow longer periods of e-motor boost, more often. In both modes, the internal combustion engine remains in continuous operation.

Hybrid haters might dismiss the Cayenne E-Hybrid as the least sporty Porsche you can buy. It’s not—the entry-level Cayenne, powered by the 335 hp V-6 engine, is slower to 60 mph and has a lower top speed. In Sport Plus mode the E-Hybrid can confidently hustle down the road at a pace that will leave most regular SUVs in a welter of thrashing engines, squealing tires, and smelly brakes.

Left to its own devices, the 2019 Porsche Cayenne E-Hybrid delivers a strong combination of performance and efficiency. But it also allows drivers to switch the emphasis between the two, and not just in a purely binary fashion; there are subtle layers of functionality and capability to explore. It might be a hybrid SUV with a V-6 engine, but it’s an engaging one to drive.

The post 2019 Porsche Cayenne E-Hybrid First Drive Review appeared first on Motor Trend.

Categories: Property

2019 Honda Fit

The Car Connection News Feed - Mon, 05/14/2018 - 22:58
The 2019 Honda Fit is a no-frills, dependable compact hatchback for first-time or budget buyers. That doesn’t mean cheap: Honda has bestowed the Fit with flexible seating, great gas mileage, a lively ride, and an optional package of safety technology that defies its low price tag. With this in mind, we’ve rated the 2019 Honda fit at...
Categories: Property

2018 Toyota Sienna

The Car Connection News Feed - Mon, 05/14/2018 - 22:47
The 2018 Toyota Sienna minivan has a new face for an old idea this year. Last year, the Sienna's upgrades were largely confined to spaces you couldn't see: a new engine and transmission. This year's upgrades are all about what we can see: a new front bumper, side panels, an updated infotainment system, more USB ports, a new rear-seat entertainment...
Categories: Property

2018 Toyota C-HR

The Car Connection News Feed - Mon, 05/14/2018 - 22:40
The 2018 Toyota C-HR is a small hatchback that its maker calls a crossover, despite the lack of all-wheel drive. Originally intended for the now-defunct Scion brand, it’s a well-equipped and highly stylized five-door that rides higher than most other cars of its size. The C-HR comes in just two trim levels, XLE and XLE Premium, and its sole...
Categories: Property

Subaru Crosstrek Hybrid Making a Comeback for 2019

Motortrend News Feed - Mon, 05/14/2018 - 21:03

The second-generation Subaru Crosstrek isn’t your typical subcompact crossover, but it’s arguably better for it. Not only did the Crosstrek beat both the Rogue Sport and Jeep Compass Trailhawk in a recent comparison test, it’s continued to impress as part of our long-term fleet. And while the Crosstrek is already fairly fuel efficient, we’re excited to hear the hybrid version is coming back.

Today, Subaru announced plans to add a Crosstrek hybrid to its 2019 lineup. Unlike the previous version, the 2019 Crosstrek Hybrid will be a plug-in hybrid with a pure electric mode. There’s currently no information on system power or EV range, but Subaru says the Crosstrek will use Toyota-sourced hybrid technology. That fits with what we’ve already heard, although it’s still not clear how similar the Crosstrek Hybrid will be to the Prius Prime.

Even if Subaru borrowed the Prime’s 8.8-kWh battery and electric motors, the Crosstrek Hybrid’s boxer engine, all-wheel-drive system, and higher ride height will make it difficult to match the Toyota’s 25-mile EV range or its 54 mpg combined rating. We just hope the 2019 version offers more significant fuel economy gains than its predecessor. We generally liked the original Crosstrek Hybrid, but its EPA combined rating of 30 mpg wasn’t much better than the non-hybrid’s 28 mpg.

Either way, the 2019 Crosstrek Hybrid should still be a better off-roader than the Prius Prime. So at least it will have that going for it.

Source: Subaru

The post Subaru Crosstrek Hybrid Making a Comeback for 2019 appeared first on Motor Trend.

Categories: Property

Pages