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First Tesla Model 3 Dual Motor Rolls off the Line

Motortrend News Feed - Tue, 06/19/2018 - 21:00

Tesla has begun production on the dual-motor Tesla Model 3. It only took 3 weeks to produce the all-new assembly line for the Model 3, according to Tesla CEO Elon Musk.

Musk announced the news on Twitter earlier this week.

Amazing work by Tesla team. Built entire new general assembly line in 3 weeks w minimal resources. Love u guys so much! Pic of 1st Model 3 dual motor performance coming off the line … pic.twitter.com/Xr55P3fmGd

— Elon Musk (@elonmusk) June 16, 2018

The higher-performance version of the dual-motor, all-wheel-drive Tesla Model 3 will hit 60 mph in 3.5 seconds, the automaker says. Another variant, however, will take 4.5 seconds to reach 60 mph. It will also have a top speed of 140 mph, whereas the new performance version will reach 155 mph. Both versions will boast a range of 310 miles per charge.

Tesla has now cut 9 percent of its workforce; however, production of the Model 3 will not be affected. Musk wrote in a company email revealed earlier this month, “We have made the difficult decision to let go of approximately 9% of our colleagues across the company.”

Tesla failed to hit its production goals for the Model 3 by the end of the first quarter. Now, Tesla is trying to hit a weekly Model 3 production rate of 5,000 cars by the end of this month.

Source: Tesla

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Categories: Property

Apple nabs ex-Google Waymo engineer to boost its self-driving car efforts

The Car Connection News Feed - Tue, 06/19/2018 - 19:04
Self-driving car development in Silicon Valley is starting to feel like a game of autonomous musical chairs. The Information reported Friday that Apple hired Jaime Waydo, senior self-driving car engineer away from Google’s Waymo unit. The news comes not long after news that Apple and VW will collaborate on a self-driving van set to transport...
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2020 Rivian Pickup and SUV First Look: Elec-Trucks

Motortrend News Feed - Tue, 06/19/2018 - 19:00

Earlier this month, Angus MacKenzie’s story “Tesla Killers: Rise of the E-Machines” detailed the headwinds that will face Elon Musk’s enterprise as mainstream automakers ready some 50-plus new battery-electric vehicles for production by 2025. Not mentioned in that piece are the startup EV disrupters we’ve covered that also hope to muscle in on the long-distance EV space—companies like Lucid Motors, Faraday Future, NIO, and Byton. Most of these have made loud noises about ambitious launch plans in the U.S., and some have clearly gotten out a bit over their skis. A fifth such startup is Rivian Automotive LLC, an American company that’s made almost no noise whatsoever to date, despite having toiled quietly for nine years toward a scheduled launch of two battery-electric trucks in mid-2020: a pickup and a three-row SUV that will deliver “the acceleration of a Ferrari with the off-road capability of a Rover or Jeep.”

The company was founded in 2009 by RJ Scaringe, who holds a Ph.D. in mechanical engineering from MIT, where he was a researcher in the Sloan Automotive Laboratory, a green transportation incubator. His original plan was to bring a high-performance electric coupe to market, and that plan looked viable enough to get buy-in from some early investors that included retired Chrysler design boss and Motor Trend Car of the Year judge Tom Gale. This initial round of capital funded construction of a running prototype by 2011; but by then the automotive landscape had changed enough to prompt a rethink of the product and business plan to include the aforementioned trucks, which will mostly share a running skateboard chassis design. Along with this shift in focus came the current name of the company—Rivian, which is simply a mashup of syllables from Indian River, after the Florida Intracoastal Waterway along which Scaringe grew up.

The new and improved business case helped Rivian secure significant funding from fellow MIT alumnus Mohammed Abdul Latif Jameel. He currently serves as chairman and president of Abdul Latif Jameel Company Ltd—a Saudi conglomerate that owns several renewable energy subsidiaries around the world and has a large automotive footprint in the Middle East (at times claiming the distinction of being the world’s largest independent Toyota/Lexus distributor). This funding source has helped Rivian expand to an enterprise that employs 350 people in four locations: A large, open and airy sleekly modern R&D center and headquarters in Plymouth, Michigan, a western suburb of Detroit; two locations in California—Irvine, where the battery and control systems are developed, and San Jose, which is responsible for connectivity and autonomy; and a 2.6-million-square-foot assembly plant in Normal, Illinois. The plant formerly built the beloved Mitsubishi Eclipse and came with equipment for stamping, injection molding, body shop, paint, and final assembly of 250,000 vehicles per year.

Few specific details about the products themselves have been revealed as of yet, but Scaringe grabbed a dry-erase marker and drew me a picture of where he’s aiming to place his electric trucks in a crowding marketplace that he expects to gradually transition from an ownership model to one in which travelers pay for usage. His whiteboard talk starts with a single axis showing commodity transportation at left and aspirational brands at right. Today’s ownership setup causes sales to distribute along a bell curve: low on the Mitsubishi Mirage left end, high in the loaded-Camry middle, and low again on the Mercedes-Benz right end. He reckons the use-based economy will rearrange that distribution, with high demand for low-end, cheap vehicles on short trips (think Uber X), reduced interest in today’s median mainstreamers, and rising demand at the aspirational end of the spectrum for vacations, longer journeys, and more predictable trips. Because no new startup can reasonably hope to succeed on both ends of that distribution, Rivian will leave the commodity end to the established players and focus instead on the aspirational end.

Next he adds a vertical axis where the up direction represents “comfortable/inviting” and down represents “impressive/showy.” Scaringe sees the Tesla Model X fitting squarely in the lower right quadrant along with most European high-performance SUVs. These emphasize splashy styling and impressive performance at the expense of practicality, with function following form. The Rivian products will aim for the upper right quadrant—still aspirational and high-performing but considerably more practical, inviting, and casual. Think of a Patagonia jacket versus a Hugo Boss twill overcoat.

Will Rivian’s funding dry up before it gets to production as Faraday Future’s seems to have done? Can a second American startup tap into the Apple-like buyer devotion and mania Tesla enjoys? Keep it tuned here to find out as we approach an anticipated official unveiling this November.

The post 2020 Rivian Pickup and SUV First Look: Elec-Trucks appeared first on Motor Trend.

Categories: Property

Honda Civic Type R Sets New Record at Spa-Francorchamps

Motortrend News Feed - Tue, 06/19/2018 - 17:50

The Honda Civic Type R has been breaking lap records left and right. This time, the hot hatch clocked a time of 2 minutes, 53.72 seconds at the Spa-Francorchamps circuit in Belgium, a new record for a production car with front-wheel drive.

The new time chips away at the record set by the previous generation Type R. Back in 2016, the old Type R completed the course in 2 minutes, 56.91 seconds.

The Spa-Francorchamps circuit is a long track measuring around 4.35 miles. Along with very fast straights and high-speed corners, it also features elevation changes and difficult low-speed sections. Piloting the hatch through this tough track was Bertrand Baguette, former FIA WEC LMP2 class world champion. He now drives the Honda NSX-GT in the Super GT series with Nakajima Racing.

The new generation Type R has set two other lap records around the world. In 2017, a production development car went around the Nürburgring Nordschleife in 7 minutes, 43.8 seconds, the fastest time for any front-wheel-drive production car. The car also set a front-wheel-drive record time of 2 minutes, 1.51 seconds at the Magny-Cours GP circuit in France.

The Civic Type R packs a 2.0-liter inline-four with 306 hp and 295 lb-ft of torque. Power is routed through a six-speed manual transmission. In our tests, we clocked the hatch hitting 60 mph from a standstill in as little as 5.0 seconds.

Through the summer, the Type R will attempt to break records at Silverstone, Estoril, and the Hungaroring. Check out the video below to watch the Honda Civic Type R set a new record at Spa-Francorchamps.

Source: Honda

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Categories: Property

2019 Mercedes-Benz Sprinter, Pikes Peak, Tesla Model 3 AWD: What's New @ The Car Connection

The Car Connection News Feed - Tue, 06/19/2018 - 15:30
2019 Mercedes-Benz Sprinter first drive: generational shift, but as useful as ever When you consider that new-car life cycles are usually measured in years, not decades, it seems silly to describe new models as “generations.” The Mercedes-Benz Sprinter is an exception: the 2019 Sprinter is only the third generation of...
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Five shopping centres sold by CBRE GI

Property Week News Feed - Tue, 06/19/2018 - 13:49
CBRE Global Investors has sold five Dutch shopping centres to a consortium of ARC Real Estate Partners and a US based private equity fund.
Categories: Property

Helical serves up Wright and Bell as debut St Barts restaurant

Property Week News Feed - Tue, 06/19/2018 - 13:10
Wright and Bell has signed up as the first restaurant tenant at Helical’s Barts Square scheme in Farringdon, London.
Categories: Property

New client solutions director for CBRE

Property Week News Feed - Tue, 06/19/2018 - 13:07
CBRE has appointed former Cushman & Wakefield associate director Charlotte Gannon as a director in its UK client solutions team.
Categories: Property

First Panattoni brings in Burn to open northern office

Property Week News Feed - Tue, 06/19/2018 - 12:57
Industrial developer First Panattoni has continued its UK expansion with the appointment of former db symmetry development director Daniel Burn to head up a new northern office in Manchester.
Categories: Property

Crown Estate and Norges acquire leasehold on JLL’s West End HQ

Property Week News Feed - Tue, 06/19/2018 - 12:25
The Crown Estate and Norges Bank have acquired the long leasehold interest in JLL’s UK headquarters at 30 Warwick Street.
Categories: Property

City breaks half-year investment record

Property Week News Feed - Tue, 06/19/2018 - 12:00
The amount of Asian capital invested into City of London offices has already hit a record volume for the first half of the year with £3.39bn transacted in the year to date, according to Savills.
Categories: Property

Harworth secures 350-acre former power station site for mixed-use conversion

Property Week News Feed - Tue, 06/19/2018 - 11:55
Brownfield regeneration specialist Harworth Group has acquired the 350-acre former Ironbridge coal-fired power station in Shropshire with plans to convert it into a major mixed-use development in the Midlands.
Categories: Property

Corpus Sireo secures first Finnish deal for €28m

Property Week News Feed - Tue, 06/19/2018 - 11:02
Corpus Sireo Real Estate has made its debut Finnish acquisition with the €28m purchase of an office building primarily let to Nordic Investment Bank in Helsinki.
Categories: Property

New planning data integrated into Search Acumen proptech platform

Property Week News Feed - Tue, 06/19/2018 - 10:08
Proptech firm Search Acumen has upgraded its commercial real estate platform ForeSite to launch real-time planning data for property lawyers and their clients.
Categories: Property

2018 Ford Mustang GT Interior Review: Retro-Modern Ambiance

Motortrend News Feed - Tue, 06/19/2018 - 09:00

The 2018 Ford Mustang recently got a refresh, and with it came some cool new features that make the iconic pony car feel more modern. As with the pre-refresh Mustang, the face-lifted model still feels retro, even with the available tech. With many consumers continuing to trade in cars for crossovers, models like the Ford Mustang need more than visceral performance to stay appealing. Luckily, Ford also gives you plenty of ways to personalize the interior ambiance and, in the case of the GT, enjoy its muscular demeanor with plenty of aural drama.

Tech-Savvy and User-Friendly

Ford’s Sync interface comes standard on the 2018 Mustang GT, and it’s easy to use even in its most basic form. For maximum user-friendliness, opt for the Sync 3 system, which gets you an 8.0-inch touchscreen that’s quick to respond and has a logical layout for all off its functions. On the base GT trim, you can add navigation for an extra charge.

Apple CarPlay and Android Auto come standard on all models with Sync 3, allowing you to access apps including Spotify, Google Maps, Apple Maps, iTunes, and Pandora. Ford’s Sync 3 interface is also the first to offer an onboard Waze app to navigate through traffic even easier; soon it will also gain Amazon’s Alexa, which we hope will play well with Siri and Google.

Supportive and Daily Drivable

Most sports cars have seats that prioritize holding you in place over comfort. Not so in the 2018 Mustang. The standard bucket seats hold you in place well when you’re having a great time on winding roads or the track yet remain comfortable for daily driving. There’s good lumbar adjustment so you can get the right amount of support to avoid getting sore during your commute. Although the seats look flat, there’s plenty of side and thigh support. Unlike in most vehicles, the front seats are only partially powered: The sliding and lumbar operations are electric, but the recline function is manual.

No Fake Sounds Here

With a thundering, high-revving 5.0-liter V-8, the 2018 Mustang GT doesn’t need any artificial sound enhancement or to funnel its engine note through speakers so the driver and passengers can hear it. Even with the normal exhaust, the engine growls with authority, giving the car a character befitting a pony car.

Should the standard exhaust not be enough, Ford also offers the Mustang GT with an active exhaust system with quad tailpipes. This system has multiple modes including Quiet, Sport, and Track, the latter of which opens up the exhaust flaps for a full-on sensory assault. Should you want to be respectful to your neighbors, the Mustang will happily close its exhaust flaps in Quiet mode, giving you a more serene driving experience that still hints at the power under the hood.

Light Up Your Mood All Day, Every Day

The 2018 Ford Mustang is one of a few non-luxury-branded cars with a mood lighting system. Unlike the mood lighting found in Mini models, the Mustang’s changes more than just the color of the lights on the door handles, cupholders, and foot wells. It also changes the color of the standard analog gauges, giving the interior a more cohesive and streamlined look than even some luxury vehicles that offer the feature.

Analog or Digital?

The base Mustang GT comes with a small instrument cluster display and analog gauges. These are easy to read, display all the necessary information, and offer some adjustments including the mood lighting. The instrument cluster display also shows some key info such as oil life, service intervals, and engine temperature.

On higher trims, the Mustang comes with a fully digital instrument cluster similar to Audi’s Virtual Cockpit. There are multiple configurations to choose from, and you can customize the digital cluster’s colors separately from the mood lighting, so there’s no shortage of ways you can personalize it to your taste.

Track-Ready Seating Is Optional

Should you want something more supportive for track duty, Ford offers Recaro front seats when you opt for the Performance Package Level 2 on the GT. The seats are also available on the EcoBoost Premium and GT Premium trims. On the base Mustang GT, the Recaro seats are upholstered in cloth; the EcoBoost Premium and GT Premium grades come with leather. GT Premium models can also be had with two-tone red and black leather or black leather with blue contrast stitching. Unlike the standard seats, the Recaros have a fixed headrest and offer more aggressive side bolstering. There’s more aggressive thigh support, as well.

Cloth or Leather Even at Over $40,000

Leather is available starting at the GT Premium trim, which also gets you heated and ventilated front seats. If you’re opposed to the idea of cow hides covering your seats, Ford will happily sell you a Mustang GT with cloth. Don’t expect a steep discount for the cloth seats, though. If you add all the go-fast goodies, a Mustang GT with cloth upholstery will still cost over $40,000.

Don’t Cram in the Back

Coupes don’t always have the most comfortable rear seats, and the 2018 Ford Mustang GT is no different. The fastback roofline cuts into headroom, and the legroom is minimal, so the back is best for small children or as an extension of the trunk. Convertible models offer more headroom if you put the roof down, but don’t expect much improvement in space for your legs.

The post 2018 Ford Mustang GT Interior Review: Retro-Modern Ambiance appeared first on Motor Trend.

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2018 Ford Mustang GT First Test: Should You Pony Up for the Automatic?

Motortrend News Feed - Tue, 06/19/2018 - 09:00

Did you know you can get a $47,000 Ford Mustang GT with cloth seats? In fact, if you keep adding options (including a $229 illuminated Mustang badge), you can get the price of a cloth-upholstered pony car up to nearly $50,000. We weren’t testing this particular Mustang for its accessories or its orange paint, though. We were much more interested in its 10-speed automatic transmission and how it would compare to the six-speed manual we tested last winter.

In terms of acceleration, it wasn’t even close. The automatic Mustang ran from 0 to 60 mph in 3.9 seconds, a full half second quicker than the manual version. In the quarter mile, it was exactly the same story. The automatic Mustang ran it in 12.1 seconds at 118.8 mph, a half second quicker (and 3.7 mph faster) than the manual car.

“It’s this much quicker than the same car with a six-speed manual because, yes, the shifts are faster (and more in number), but the tach never swings in and out of the power band,” noted road test editor Chris Walton. “Also, there’s a significant mechanical force advantage with the 10A. Ford chose the ratios for a reason.”

Braking performance was also excellent, though no different than that of the manual version. Both cars stopped from 60 mph in 104 feet. “Extremely firm pedal, almost wooden,” Walton wrote. “Very little dive and no ABS buzz, pulsation, or tire sound. Good fade resistance, however.”

In our handling test, the Mustang averaged 0.97 g on the skidpad and ran the figure eight in 23.9 seconds at 0.84 g. The former is slightly off the stick-shift’s figure, and the latter is marginally better.

“Nice, smooth power, and I’d agree with Chris that there wasn’t too much Ford-fade after a few laps. The brakes’ resistance to overheating seemed pretty good this time. In cornering, there’s the usual need to probe the throttle to dance the car out of the understeer penalty box,” wrote testing director Kim Reynolds. He did, however, take issue with the steering, saying, “The steering’s linearity leaves everything to be desired, and I couldn’t predict a steering correction to stop it.”

For some people, the quicker shifts and improved acceleration will be a benefit on the track. Especially if they can’t justify the Shelby GT350’s higher price tag. But most people who pick the automatic over the manual will probably do so because they want the Mustang GT experience without the need to shift their own gears.

In that regard, the automatic Mustang is mostly a success. It rides and handles almost identically to the manual version. Commuting to and from work on the famously congested Interstate 405 was much less of a workout than it would have been in the manual car. There was no real learning curve, and I didn’t have to spend time getting adjusted to the clutch because there wasn’t one. You also don’t have to worry about making sure someone knows how to drive your car before you toss them the keys.

The automatic also does nothing to mess with the Mustang’s sounds. The optional active exhaust sounds incredible, and as Walton pointed out, it does a great impression of a race car at wide-open throttle. Plus, with remote start, you can enjoy the sound as you approach to your car.

That said, the transmission has its issues. Presumably in pursuit of better fuel economy, “It keeps the engine out of its powerband, and that’s exactly what you don’t want in a high-revving V-8,” said associate online editor Stefan Ogbac. “It’s quick, but this isn’t an ideal transmission for this type of engine.”

Chris Walton had similar issues during the acceleration tests. “Drag mode with traction control off in S-Drive was best,” he wrote. “Otherwise, it was too clever for itself by half, short shifting, throttle pulling, etc.”

The 10-speed isn’t necessarily bad. It just doesn’t feel like a fully integrated part of the Mustang package. Knowing how enjoyable the manual version is makes the auto’s shortcomings even more frustrating.

As for the cloth seats, we say pass on those if you can stretch your budget. The fact that they’re easier to get dirty and harder to clean than leather means the novelty of owning a Performance package–equipped Mustang GT with cloth seats will probably wear off quickly. Do pick a bright color such as our tester’s Orange Fury paint job, though. If you’re going to buy a car that stands out, you might as well really stand out.

2018 Ford Mustang GT BASE PRICE $36,090 PRICE AS TESTED $46,765 VEHICLE LAYOUT Front-engine, RWD, 4-pass, 2-door coupe ENGINE 5.0L/460-hp*/420-lb-ft* DOHC 32-valve V-8 TRANSMISSION 10-speed automatic CURB WEIGHT (F/R DIST) 3,860 lb (55/45%) WHEELBASE 107.1 in LENGTH x WIDTH x HEIGHT 188.5 x 75.4 x 54.3 in 0-60 MPH 3.9 sec QUARTER MILE 12.1 sec @ 118.8 mph BRAKING, 60-0 MPH 104 ft LATERAL ACCELERATION 0.97 g (avg) MT FIGURE EIGHT 23.9 sec @ 0.84 g (avg) EPA CITY/HWY/COMB FUEL ECON 16/25/19 mpg* ENERGY CONS, CITY/HWY 211/135 kW-hrs/100 miles CO2 EMISSIONS, COMB 1.02 lb/mile * hp/torque values derived from 93-octane fuel; EPA mpg from 87-octane

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Categories: Property

McCarthy & Stone boss Fenton quits after issuing profit warning

Property Week News Feed - Tue, 06/19/2018 - 08:26
McCarthy & Stone boss Clive Fenton has revealed he is to quit, after the retirement home developer issued a profit warning following a “noticeable decline” in reservations.
Categories: Property

McCarthy boss Fenton quits after issuing profit warning

Property Week News Feed - Tue, 06/19/2018 - 08:26
McCarthy & Stone boss Clive Fenton has revealed he is to quit, after the retirement home developer issued a profit warning following a “noticeable decline” in reservations.
Categories: Property

Countryside and Sigma to develop 5,000 PRS homes

Property Week News Feed - Tue, 06/19/2018 - 08:03
Countryside Properties has revealed an expansion of its strategic partnership with Sigma Capital Group that will see the two companies target the delivery of a further 5,000 private rental sector homes over the next three years.
Categories: Property

2020 Mercedes-Benz EQC Prototype First Ride

Motortrend News Feed - Mon, 06/18/2018 - 22:07

The Tesla-fighters just keep coming. We’ve driven the Jaguar I-Pace. We’ve had the download on the Audi e-tron, ridden in the Porsche Mission E concept. And now we’ve been up close and personal with a near-production prototype of the Mercedes-Benz EQC, the first Mercedes designed from the wheels up as an electric vehicle. More sleepless nights are ahead for Elon Musk.

The EQC is an all-wheel-drive crossover, roughly the size of the GLC SUV, with e-motors mounted front and rear and an underfloor battery pack that will be rated between 70 and 75 kW-hr once final durability testing is complete. Engineers are keeping exact details under wraps until the EQC makes its public debut in September, but total system output will be about 400 hp, with 516 lb-ft of torque. Range will be between 200 and 240 miles.

The EQC is built around the MRA components set used for Mercedes’ regular E-Class, C-Class, and GLC models. That means a steel body and some packaging compromises. Unlike the innovative I-Pace, whose short overhangs and elongated cabin take full advantage of its bespoke, aluminum-intensive skateboard platform and compact e-motors, the EQC’s proportions are similar to those of a regular internal-combustion-engine Mercedes.

This means the ECQ can be built on the same production line as the regular C-Class and GLC, requiring only one additional assembly process beyond those used to build the others—the installation of the battery pack. Daimler therefore has the ability to flex EQC production up or down by as much as 25 percent without requiring extra investment or leaving expensive machinery standing idle. Jaguar Land Rover has gone all-in with the I-Pace, whose unique platform will also underpin the rumored Road Rover and next-generation XJ. Daimler is hedging its bets. “We just don’t know what the initial demand for electric vehicles will be,” admits a Stuttgart insider.

We hitched a ride with test chief Bastian Schult while the EQC was undergoing hot-weather testing just outside of Almería in Southern Spain, a region that looks and feels eerily like inland Southern California. Daimler currently has 90 EQC prototypes under test, and the car Schult is driving is one of 30 built using production tooling. Apart from the camouflage, some ungrained plastic parts, and final software tweaks, it’s basically production ready.

Underneath the blackout cloth draped over much of the interior is familiar Mercedes hardware, including the steering wheel and switchgear. The EQC gets the large single-screen instrument panel and infotainment display first seen in the current S-Class, but with MBUX, the new touchscreen user interface that debuted recently in the redesigned A-Class.

Schult presses the start button, engages drive, and the EQC glides away. After a few miles, two things are clear: The EQC is extremely quiet, and it rides beautifully. There’s no hint of electric motor whine—Schult says the development engineers made a conscious decision to banish all noise from the powertrain—and road impacts are felt rather than heard. Combined with measured body motions and a remarkable lack of fore and aft pitch, the EQC feels as regal on the road as an S-Class.

The EQC’s power and torque outputs are virtually identical to those of the Jaguar I-Pace, and when Schult plants his right foot, the Mercedes lunges forward with the same instant urgency. The management of the power and torque flows of the two e-motors is very different, however. In gentle cruising, the EQC uses only the front e-motor, which features a different armature winding from the rear to improve efficiency. As soon as the driver demands more power, the rear e-motor shoulders the load, and the powertrain management system can funnel almost 100 percent of the torque to the rear wheels if needed.

Like most BEVs, the EQC offers both high and low regen modes, the former strong enough to slow the car almost to a halt without the need to touch the brake pedal. But drivers can also choose a mode that allows the EQC to sail, with no regen whatsoever slowing forward motion, and a fourth mode that automatically optimizes regen protocols to make the EQC feel like an internal-combustion vehicle with an automatic transmission. These two modes endow the EQC with a marvelous flowing gait along freeways and open roads that’s unlike that of any other BEV.

A couple of quick laps of the Circuito de Almería racetrack partway through our ride showed the EQC to be quick and composed when driven with intent. And, unlike a Tesla, it had no problem with sustained full-power laps. Default handling mode is mild understeer, but Schult was able to lift mid-corner and get the EQC to rotate, the rear wheels sliding to pivot the nose toward the apex, without obvious intervention from the stability control system. The ability to precisely control an e-motor’s power and torque outputs means the conventional ESP system now only intervenes when it senses a major loss of grip, Schult explains; minor interventions are handled by the powertrain software, which can apply countermeasures four times faster.

With its height-adjustable suspension and 20-inch wading depth, Jaguar’s I-Pace is aimed at both Tesla’s 75D Model S hatchback and Model X SUV. So is the EQC—with one essential difference. Schult says that despite its all-wheel drive and SUV visuals, the low-slung battery pack under the floor means EQC is strictly an on-road vehicle.

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