The 2020 Toyota Highlander Platinum earns a participation trophy

The Car Connection News Feed - Fri, 07/10/2020 - 16:30
The modern three-row crossover SUV needs to haul a bevy of people in comfort, style, and with the latest technology. The redesigned 2020 Toyota Highlander does all these things, but excels at none of them. Squaring off against the Hyundai Palisade, Honda Pilot, Volkswagen Atlas, Dodge Durango, and the Kia Telluride, which was The Car...
Categories: Property

2020 Toyota Highlander revisited, 2021 Audi A7 PHEV previewed, 2020 Porsche Cayenne Hybrid reviewed: What's New @ The Car Connection

The Car Connection News Feed - Fri, 07/10/2020 - 16:13
The 2020 Toyota Highlander Platinum earns a participation trophy The 2020 Toyota Highlander Platinum delivers everything expected from a three-row crossover SUV but it doesn’t distinguish itself. 2021 Jeep Gladiator EcoDiesel first look: more grunt, more miles On Friday, Jeep announced that its 2021 Gladiator pickup would be available with...
Categories: Property

WeWork walks away from Hyphen building in Manchester

Property Week News Feed - Fri, 07/10/2020 - 15:59
WeWork has walked away from its full-building letting at the Hyphen in Manchester.
Categories: Property

L&G sells Essex warehouses to UK’s largest fresh produce supplier

Property Week News Feed - Fri, 07/10/2020 - 15:52
Legal & General has sold two units at the Britannia Centre in Loughton, Essex to Cyprofood, the UK’s largest fresh produce supplier.
Categories: Property

Logik Developments submits plans for Manchester scheme

Property Week News Feed - Fri, 07/10/2020 - 15:10
Logik Developments has submitted a planning application for a mixed-use scheme that will make up part of U+I’s £1bn Mayfield regeneration in Manchester.
Categories: Property

2021 Jeep Gladiator EcoDiesel first look: more grunt, more miles

The Car Connection News Feed - Fri, 07/10/2020 - 15:00
The pairing was highly eventual, but also highly anticipated. On Friday, Jeep announced that its 2021 Gladiator pickup would be available with an optional 3.0-liter turbodiesel V-6 plucked from the Ram 1500 pickup and Wrangler SUV. In the Gladiator, the turbodiesel will make 260 horsepower and 442 pound-feet of torque and be paired to an 8-speed...
Categories: Property

Acuitus sells 95% at July auction

Property Week News Feed - Fri, 07/10/2020 - 14:05
Acuitus sold 95% of its 18-lot catalogue at its online auction this week, raising just over £9m.
Categories: Property

2021 Subaru Crosstrek: Small price bump, big power gains

The Car Connection News Feed - Fri, 07/10/2020 - 13:30
The 2021 Subaru Crosstrek comes with a modest $100 price bump but more standard equipment and more power. A new Sport trim highlights a more powerful engine option that is only $600 more than the base engine, the automaker announced Thursday. A common gripe from shoppers interested in Subaru's smallest crossover SUV was that they needed more power...
Categories: Property

L&G calls on government to take urgent action to reduce emissions from built environment

Property Week News Feed - Fri, 07/10/2020 - 13:10
Legal & General (L&G) has written to the government calling for urgent action to reduce emissions from the built environment.
Categories: Property

L&G call on government to take urgent action to reduce emissions from built environment

Property Week News Feed - Fri, 07/10/2020 - 13:10
Legal & General (L&G) has written to the government calling for urgent action to reduce emissions from the built environment.
Categories: Property

One in 10 The Restaurant Group sites will not reopen after lockdown

Property Week News Feed - Fri, 07/10/2020 - 13:06
The Restaurant Group (TRG), which owns chains including Wagamama and Frankie & Benny’s, has said that one in 10 of its restaurants and pubs will not reopen this year.
Categories: Property

One in 10 TRG sites will not reopen after lockdown

Property Week News Feed - Fri, 07/10/2020 - 13:06
The Restaurant Group (TRG), which owns chains including Wagamama and Frankie & Benny’s, has said that one in 10 of its restaurants and pubs will not reopen this year.
Categories: Property

Hotter Shoes launches CVA

Property Week News Feed - Fri, 07/10/2020 - 12:56
Britain’s biggest shoemaker Hotter Shoes is launching a CVA proposal to creditors and shareholders in an attempt to permanently close 46 of its stores.
Categories: Property

Sky Studios Elstree receives planning approval for film and TV studio

Property Week News Feed - Fri, 07/10/2020 - 11:22
Sky Studios Elstree has received the green light to proceed with construction works.
Categories: Property

AEW acquires 515,000 sq ft site from Caddick Developments

Property Week News Feed - Fri, 07/10/2020 - 09:19
AEW and Allianz Real Estate has completed the acquisition of Wakefield 515 in West Yorkshire from Caddick Developments.
Categories: Property

Genesis G70 Long-Term Update: And on the Seventh Day, He Drifted

Motortrend News Feed - Fri, 07/10/2020 - 09:00

(Editor’s Note: Normally, editor-in-chief Mark Rechtin’s long-term update would appear in this space. However, after Jethro Bovingdon, star of the Top Gear America series coming soon to the MotorTrend app, made off with our 2019 Genesis G70 for a couple weeks, we conscripted him to write this month’s installment.)

When I was given the keys to the Genesis G70 3.3T for a recent Top Gear America filming stint, I was extremely excited. We don’t get Genesis the marque in the U.K. or Europe (though there are plans to launch in 2020), and I always think they look great zipping around California. I’m also a big fan of the characterful and hilariously oversteery Kia Stinger. Surely a smaller, lighter, and more agile Stinger with a higher-quality interior would be something pretty special?

My week with the G70 took in plenty of freeways, a blast up into the Angeles Forest area for filming, and a few laps of Streets of Willow. Sorry about the slightly noisy brakes, I’m sure they’ll settle down. Probably.

For the most part the G70 lived up to expectations. It’s quick, nicely balanced, and genuinely entertaining. Most of all, there’s an honesty and intuitive feel to the chassis, which I like. It feels like a sport sedan that wants to be a sport sedan, whereas the German competition seem so keen to be luxurious and tech-heavy that the dynamism is hidden away for only the truly committed to discover. It’s funny how manufacturers with such a rich history seem less sure of their identity than a relative upstart like Genesis.

Which isn’t to say the G70 is perfect. I like the slightly gruff, gutsy 3.3-liter twin-turbocharged V-6, but the eight-speed automatic gearbox is pretty annoying. It’s never silken or invisible when you’re simply going with the flow in traffic, and when you ask for precise, punchy shifts in Sport mode and start exercising the gearshift paddles, it pretty much ignores your requests. It’ll change up whenever it damn well chooses, OK?

Other gripes: For me the interior is still some way off something from Audi or BMW, despite so many cues clearly borrowed from the latter. It feels a little lightweight and brittle. On the other hand, perhaps that plays into the sense that this is a sport sedan that harks back a couple of generations. Its sensibilities are rooted in handling, steering accuracy, and body control rather than endless driver aids and connectivity (though the Apple CarPlay starts up instantly and is about a million times easier to access than in a BMW).

Up on Angeles Forest Highway the G70 felt pretty tidy. It’s not blessed with an abundance of grip, and the Michelins squeal and screech in protest. But despite the aural drama, the Genesis is calm and collected. There’s very little understeer, and although the G70 likes to slide at the rear, it does so with almost slow-motion progression. It’s just the sort of balance I like, but I can imagine it would feel a little too loose for some.

I’d like to say the traction control system tidies it all up without fuss, but it’s a mark of the car’s inherent rightness that I turned off all the electronics as soon as the road started to twist and turn ahead. The only chip in the armor is that big bumps really unsettle the car when the chassis is loaded. Body control generally is just a little on the soft side.

On track the G70 is a hoot. The brakes really protest after just a couple of laps, but the Genesis slides with real grace. The gearbox remains a weak link, and the G70 won’t trouble any lap records, but there’s just something fundamentally right about the chassis underneath this thing.

I can’t help thinking there’s a great M3 rival lurking within the G70, if only they’d uncork it. Doesn’t the G90 come with a 5.0-liter V-8 with 420 hp? Wonder if those clever Genesis people could retune that engine for top-end power rather than lazy torque, cram it into a G70, and really go to town on tying down the chassis. Now that’s a car I’d like to borrow the next time I’m in town…

Read More About Our Long-Term 2019 Genesis G70:

The post Genesis G70 Long-Term Update: And on the Seventh Day, He Drifted appeared first on MotorTrend.

Categories: Property

2020 Polaris Slingshot R First Drive

Motortrend News Feed - Fri, 07/10/2020 - 09:00

Everything about the Polaris Slingshot invites a reaction. What it is, what it looks like, who buys one, and how they accessorize it all produce hot takes made for a Twitter world. It’s fitting, then, that I finally found the words to describe my feelings about the Slingshot on Twitter.

Author, journalist, and photographer Linda Tirado shared a piece of advice. She was talking about something much more important than a car review, but the great thing about wisdom is you can apply it to all sorts of situations. “Know who you want to be and then you never have to decide how to live,” she wrote. That’s the Slingshot. It defies categorization except unto itself. It knows exactly what it wants to be. Where some look at it and find confusion, driving it clarifies. It exists solely for people who want a Slingshot, specifically. There are a lot of them.

We didn’t review one when it first came out in 2015 because we didn’t know what to make of it, either. It’s not a car, but it’s not a motorcycle, either. It’s sort of a street-legal side-by-side or UTV, but with three wheels. Legally in most states it’s considered an “autocycle,” an old-timey categorization for bicycles with engines and mopeds that weren’t really bicycles or motorcycles. My colleagues in the press who did drive it told me it was neat, a good first effort, but needed work. It was quick, they said, but not too quick. The brakes were soft and spongey. The steering was slow. The materials felt cheap, and the controls were clunky. Polaris listened.

The 2020 Slingshot is what we’d call a major refresh if it were a car. The old GM-sourced 2.4-liter inline-four was never an inspiring or memorable engine when it was in a Chevy, and it wasn’t doing the Slingshot any special favors, so it’s been replaced by a Polaris-designed and built 2.0-liter I-4. It revs higher and makes peak power at redline rather than falling on its face at high rpm like the old engine. Plus, it makes more power: 178 hp in the standard SL trim and 203 hp in this top-end R trim, up from 173 before. It does make less torque, 120 and 144 lb-ft, respectively, but it doesn’t matter that much in a vehicle with a claimed curb weight under 1,700 pounds.

Polaris says it’ll do zero to 60 in as little as 4.9 seconds now, sixth-tenths of a second quicker than before. That would also make it a tenth quicker than a Honda Civic Type R. That’s downright quick, and it feels even faster on board. Losing the roof, the windscreen, and the doors will do that. Jeeps feel faster when you take the doors off, too. It’s science.

The even bigger story is the new Autodrive five-speed automated manual gearbox, aka an automatic transmission. Polaris figured out real quick it was leaving a ton of sales on the table with only a five-speed manual, and that’s been corrected. You can still get the manual on this R model, but I guarantee you the vast majority of Slingshots sold from now on will be automatics. Most people can’t drive stick and aren’t going to learn.

Don’t let the automated manual thing put you off, either. I know, usually those suck. They shift slow and give you whiplash every time they change gears. This is the best automated manual I’ve driven, and that list includes Lamborghinis and Aston Martins. You still feel those gear changes, but it just gives you a little head bob. It still shifts slowly by modern automatic standards, but not slowly enough to really complain about. It’s geared for performance with a single overdrive ratio, so you’ll be turning 3,000 rpm at 65 mph, where cars these days are turning 1,800, but it means it pulls harder in higher gears as a result.

Bombing around town couldn’t be easier. Just push the D button and go. There’s a small hesitation when you set off as the clutch engages, and pushing the gas harder just means it’ll drop the clutch and chirp the rear tire. It’ll also roll backward at a stop if you’re on a hill because it won’t engage the clutch until you hit the gas, so watch out for that.

It even has a Sport mode. They call it Slingshot mode, and it works pretty well. Press the big red button on the steering wheel, and the transmission will hold gears out to redline regularly and downshift more aggressively. It’s no Porsche PDK, but it’s a hell of a first effort. It could use a little work, particularly in long, sweeping corners, where it gets confused. The computer sees the steady throttle and speed and assumes you backed off, so it upshifts. When you get to the end of the curve and deeper in the throttle, it panics and drops a gear hard.

That could be a recipe for disaster with only one rear tire to handle the lateral g’s and the shock from the powertrain, but it isn’t. Revisions to the suspension have planted the Slingshot on the pavement. The staggered 18-inch front and 20-inch rear wheels with their 225-width front and massive 305-width rear Kenda tires on the R model hang on tight even when you’re really thrashing this thing on a mountain road. Yeah, I had to Google Kenda, too. It’s a Taiwanese company that custom-makes this tire for Polaris. You can only get it at Polaris dealers.

Past reviews found the Slingshot would understeer slightly in hairpins and kick the tail out if you goosed the throttle. Not anymore. I whipped this thing as hard as I could on a mountain road, and it wouldn’t let go. At most, the rear end shifted slightly if I absolutely threw it into a corner. With the automatic transmission it wouldn’t overpower the rear wheel (I tried), though I’m sure a clutch kick or just a bad shift with the manual would do it.

I might’ve gotten it to misbehave had I been more confident in the brakes. They seem to fall in with the 30 percent of parts carried over from before, and they need more bite if you’re going to drive it hard. People love customizing these things, and I’d start with a more aggressive pad compound. They’re fine tooling around town, if a bit spongey. When you stand on them, though, they just don’t have the bite. Brake early. The good news is they don’t really fade noticeably, either, so they don’t get any worse.

Polaris fixed the steering. Lots of people complained it was just too slow for sporty driving; 3.5 turns lock to lock is like putting Camry steering on a Miata. Now, it’s just 2.5 turns lock to lock and feels much sportier for it. The electric assist is nicely weighted and even gives you a little feedback through the thin-rimmed steering wheel.

That steering wheel is now festooned with buttons controlling the in-house Ride Command infotainment system and cruise control. Right out of the box, it’s got a 7.0-inch touchscreen and a 100-watt Rockford Fosgate stereo that’s more than loud enough to be heard through a helmet. Please be courteous and turn it down when you’re driving in traffic or neighborhoods. Don’t be that guy. There’s a pair of USB ports and Bluetooth connectivity, and you can even get navigation. Polaris has remounted the screen vertically so it doesn’t get washed out by glare as easily and updated the processor so it works as quickly as any system in a car.

While they were at it, the Polaris team reworked the rest of the interior, too. There are cupholders now and a spot to put your phone, plus storage under the armrest. The commodious glove box remains, as do the lockable storage compartments behind the seats, which are just big enough for a backpack, picnic basket, or a helmet each. The seats themselves have big, fat bolsters to keep you in place, though the seat was rather wide on me, so I slid from bolster to bolster. The seat bottom cushions are also a little short. I’m told the materials are better this time around, but they look to me like what you’d get on a side-by-side or UTV, so they must’ve really been something before. The seat belts are still mounted in the middle of the vehicle, so you’ll be reaching in the wrong spot out of habit for a while until you force that into your brain.

It’s a good thing those seats are squishy, because this R model rides like a sports car. It’s not harsh or teeth chattering, but it is stiff, and you’re going to feel every bump. The adjustable Bilstein shocks previously available are gone for 2020, so you just have to deal.

It may ride like a sports car, but it doesn’t really sound like one. Granted, that old GM engine didn’t sound good, either, but it sounded like a car. This Polaris engine sounds like, well, a Polaris engine. If you’ve ever driven one of their powersports toys, you know it, even if it’s bigger and has more cylinders than any other Polaris has built. The exhaust being tucked up behind the front right wheel still eats into the passenger’s legroom. With basically no body work to block it, the engine is a bit loud by car standards. A helmet blocks some of it out.

We should talk about helmets because it’s a sticky situation. Polaris has single-handedly revived “autocycle” as a classification of three-wheeled, street-legal vehicles that are neither bicycles nor motorcycles. Why go to the trouble? Because thanks to Polaris’ lobbying, 48 states now recognize autocycles as street-legal vehicles that can be driven with a standard driver’s license (rather than a motorcycle license) but don’t have to meet the crash and emissions regulations of a car. (The federal government considers them motorcycles for regulatory purposes, but legislation has been introduced in Congress to change that.)

This means if you live anywhere but New York or Massachusetts, you can do what I did: step over the side, buckle the center-mounted seat belt (after searching for it in the usual place), and hit the road. Whether you have to wear a helmet like I did depends entirely on your state’s law, and they’re all over the place. Many require helmets the same as riding a motorcycle, but several specifically exempt autocycles either entirely or with conditions.

Even if it isn’t the law where you live, I’d recommend you wear one. The standard windscreen does a remarkably good job of directing air up and over the seats even at highway speeds, but it won’t stop rocks and larger bugs. I’ve taken both to the helmet while riding motorcycles and have been glad for the protection. You may want to invest in a Bluetooth helmet communication system, though, so you can talk to your passenger while moving.

I get why you wouldn’t if you didn’t have to, though. You only really feel the wind on the top of your head, so it’s not unlike driving a convertible in terms of hair restyling. It’s a much more visceral and exposed feeling than driving a drop-top, though. Getting rid of the doors will do that. Windscreen or not (and I’m going to keep calling it that, not because I’m British but because it ain’t a shield), it feels like driving a side-by-side or UTV capable of 125 mph. On the street. In traffic. On the interstate. Next to big rigs.

Yes, you can drive the Slingshot on the freeway. I doubt many people do. It’s loud, it’s windy, and you can’t help but feel vulnerable with a skeletal frame and a pair of roll hoops your only impact protection. People who buy Slingshots don’t want a motorcycle, because they don’t know how to ride one, because theydon’t feel comfortable (read: safe) on one, or because of a physical limitation. They want the open-air experience, though. They want the outsider image. And man, do other people pay attention to this thing. It got far more looks and questions than the Ferrari I tested two days later.

Here’s the thing, though. You’ve seen me mention the Mazda Miata in this review already. It’s just about the most fun per dollar you can buy when it comes to cars. It’s also $27,525 to start and tops out in the mid-30s. It comes with things like air bags, heating and A/C, a trunk, doors, and a roof in case it rains. (Polaris will sell you a bolt-on roof) The 2020 Slingshot starts at $26,499, and this R model starts at $30,999. That’s a lot of scratch for a third vehicle, a toy you only drive on the weekend and maybe the odd summer night. Then again, the folks who buy these love throwing thousands of dollars of accessories and modifications at them.

Put it all together, and it’s a narrow demographic. You wouldn’t think there would be a lot of people with the money to spend 30 grand on a weekend toy who want the open-air experience and rebel image of a motorcycle but can’t ride and don’t want to learn and like the sense of security from seats and seat belts. Joke’s on you. Polaris has sold somewhere north of 40,000 of these things already, and that’s with a manual transmission. You think you see them everywhere now? Wait until people find out you can get ’em with an automatic. And this ain’t the only three-wheeler on the market. There’s the Harley trike, the Morgan 3-Wheeler, the Campagna T-Rex, Vanderhall Venice, Can-Am Spyder, and more. The 2020 Polaris Slingshot may not be for you, but don’t make the mistake of thinking it’s not for anyone. And for the people it’s for, it’s better than ever.

2020 Polaris Slingshot R BASE PRICE $30,999 LAYOUT Front-engine, RWD, 2-pass, 0-door autocycle ENGINE 2.0L/203-hp/144-lb-ft DOHC 16-valve I-4 TRANSMISSION 5-speed auto-clutch manual CURB WEIGHT 1,700 lb (MT est) WHEELBASE 105.0 in L x W x H 149.6 x 77.9 x 51.9 in 0-60 MPH 5.4 sec (mfr est) EPA FUEL ECON 35/45/39 mpg (MT est) ENERGY CONSUMPTION, CITY/HWY 96/75 kW-hrs/100 miles (est) CO2 EMISSIONS, COMB 0.50 lb/mile (est) ON SALE Currently

The post 2020 Polaris Slingshot R First Drive appeared first on MotorTrend.

Categories: Property

Toyota RAV4 Prime vs. RAV4 Hybrid: 5 Reasons to Splurge on the Prime and 5 More to Get the Hybrid

Motortrend News Feed - Fri, 07/10/2020 - 09:00

Until now, the Hybrid was our clear favorite in the popular Toyota RAV4 lineup. Not only is it much more fuel efficient than the regular RAV4, it also offers a smoother ride. Now Toyota is rolling out another compelling entry: a plug-in hybrid RAV4. Dubbed the RAV4 Prime, this model has clear advantages and disadvantages compared with the RAV4 Hybrid. So which one should you buy?

5 Reasons to Buy the Toyota RAV4 Prime

1. You want to travel far distances on electric power alone.

Maybe you have a short commute to work and you want to get to and from the office without using a drop of gasoline. If that’s the case, the RAV4 Prime fits the bill. Toyota estimates the plug-in hybrid can travel 42 miles on pure electric power. Total driving range is projected to be 600 miles when the gas engine kicks in.

2. You want the most high-end features available.

There are a few features available on the RAV4 Prime that you can’t get on the RAV4 Hybrid. If you opt for the Premium package on the top XSE trim, you receive a 10-inch color head-up display. Other upgrades exclusive to Prime include 19-inch wheels and a 9.0-inch touchscreen, both standard on the XSE. The biggest wheels you can get on a RAV4 Hybrid are 18-inchers, and the biggest touchscreen measures 8.0 inches.

3. You want complete freedom to use the carpool lane.

Some states allow drivers of plug-in hybrid vehicles—but not traditional hybrids—to use the carpool lane regardless of the number of occupants. If that’s the case in your state, you may end up saving a lot of time in traffic by choosing the RAV4 Prime.

4. Fuel economy is priority #1.

The RAV4 Hybrid is very efficient, achieving 41/38/40 mpg city/highway/combined. But the RAV4 Prime takes it up a notch with rating of 94 mpge (miles per gallon of gasoline-equivalent). This metric represents the number of miles a vehicle can travel using a quantity of alternative fuel with the same energy content as a gallon of gasoline and takes into account the distance the vehicle is able to drive on electric power only before any gasoline is burned.

5. You want to tow more.

If you’ll rest more comfortably knowing you can tow more, you may want to consider the plug-in. The RAV4 Prime can tow up to 2,500 pounds, compared to 1,750 pounds for the RAV4 Hybrid.

5 Reasons to Buy the Toyota RAV4 Hybrid

1. You don’t have access to an EV charger.

The ability to drive on pure electricity is a major selling point for the RAV4 Prime, but you can’t really enjoy this benefit unless you have reliable access to an EV charger. If your home or workplace has an EV charger, or maybe if you live extremely close to a public station, you’re in the clear. But if not, why pay extra for a feature you’ll rarely use?

2. You want to maximize cargo space.

Granted, both models have a spacious cargo area, but the RAV4 Hybrid offers slightly more room for your gear. It boasts 37.6 cubic feet behind the second row, compared to 33.5 cubic feet in the RAV4 Prime. With the second row folded, the RAV4 Hybrid has 69.8 cubic feet of space instead of 63.2 cubic feet.

3. You want more color choices.

The RAV4 Hybrid offers 13 exterior color options, compared to 11 for the RAV4 Prime. Colors that are missing from the Prime lineup include a bluish-greenish-gray hue called Lunar Rock, and a bright blue called Blue Flame. RAV4 Prime comes in an exclusive Supersonic Red color, but RAV4 Hybrid offers a similar color called Ruby Flare Pearl. Among the color options available on both models are two-tone paint jobs that feature a black roof.

RAV4 Hybrid buyers will enjoy more interior color choices, too. Gray, black, and tan seats are available, and depending on which you choose, you can get blue or brown stitching. All RAV4 Prime models come with black seats and red stitching.

4. You’d like to spend less at the dealership.

At the end of the day, most people have a budget for their new vehicle. Prices for the RAV4 Hybrid range from $29,470 for the base LE trim to $38,000 for the Limited. You’ll spend quite a bit more for the base RAV4 Prime SE, which starts at $39,220 and is admittedly well contented. The top XSE trim is even more expensive at $42,545. Keep in mind that the RAV4 Prime is expected to be eligible for a $7,500 federal tax credit and other state credits, but these are post-purchase incentives.

5. You prefer to live plug-free.

There’s something to be said for keeping things simple. The RAV4 Hybrid can travel 580 miles on a tank of gas that takes minutes to fill up, and you won’t feel the pressure to plug in. The RAV4 Prime takes 12 hours to charge with the standard 120V home charging cable; you have to upgrade your equipment for faster charging.

Toyota RAV4 Prime vs. RAV4 Hybrid

Toyota RAV4 Prime:
• Can travel 42 miles on electricity alone
• Exclusive high-end features
• Solo carpool lane access in some states
• Better fuel economy
• More towing capability

Toyota RAV4 Hybrid:
• Don’t need to buy or live near an EV charger
• More cargo space
• More color choices
• Lower starting price
• Simpler and faster to refuel

The post Toyota RAV4 Prime vs. RAV4 Hybrid: 5 Reasons to Splurge on the Prime and 5 More to Get the Hybrid appeared first on MotorTrend.

Categories: Property

Impact Healthcare REIT commits to dividend after collecting 100% of rent

Property Week News Feed - Fri, 07/10/2020 - 08:44
Impact Healthcare REIT committed to paying its second quarter dividend after collecting 100% of rent payable, despite its tenants losing almost 10% of their occupants during the Covid-19 outbreak.
Categories: Property

Great Portland Estates “well positioned” after second quarter

Property Week News Feed - Fri, 07/10/2020 - 08:42
Great Portland Estates has said it is well positioned to move forwards despite the Covid-19 outbreak, with 69% of rent collected and 82% of March rent now retrieved.
Categories: Property