2018 Honda CR-V LX FWD Long-Term Update 2: Warm Greenhouse

Motortrend News Feed - Thu, 10/11/2018 - 09:00

Having the very basic CR-V comes with some benefits and some disadvantages. The biggest benefit is the value for your money along with the interior space, cubbies, and fold-flat seats. But depending on your needs, the disadvantages can be somewhat notorious.

One of the biggest letdowns is not having tinted windows. This summer was a very hot one by Southern California standards, and the heat was quite pronounced in the CR-V’s greenhouse. In the mornings, the interior would be incredibly hot before I started my commute to work, and my drive home would be even worse. Indeed, the hot summer was to blame, but you can imagine how hot the interior gets when the sun has been shining on the Honda all day. The black plastics inside only add to that inconvenience, and I can’t imagine how the experience would be in hotter places like Texas or Florida, where the heat is strong most of the year.

The lack of tinted windows also exposes any belongings you might leave in the cabin and cargo area. To counteract this issue, I ordered a cargo cover as an accessory for the CR-V. That comes standard on EX trims and above, but you have to pay $160 extra on the LX.

I also ordered a few more accessories like all-season floor mats ($169) and a cargo tray ($114). The all-weather mats are fantastic, but my biggest complaint is that the mat for the back row is one full piece. It’s quite complicated to take out the whole mat at once, and it’s even harder to keep the sand (or anything else) on the mat when you take it out for cleaning. If Honda offered two separate mats for the back seat, this wouldn’t be an issue.

I wasn’t completely happy with the cargo tray, either. It doesn’t fit correctly on the floor: It seems to be about a half-inch short on each side and waggles a bit. On top of that, you can only use it with the cargo floor in its lowest level; otherwise the tray wouldn’t fit at all. On the plus side, I can put my wet wetsuit and towel on it and its high borders keep the water from reaching the carpet. It’s also very easy to take out and wash with a hose.

Read more about our long-term 2018 Honda CR-V LX FWD:

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Categories: Property

Resurrection: The Rebirth of American Luxury – The Big Picture

Motortrend News Feed - Thu, 10/11/2018 - 09:00

Whoa. Stay with me. Allow me to explain. The lavishly equipped Navigator Black Label is top dog in the current Lincoln lineup—the biggest, most expensive vehicle from Ford’s luxury division. It’s also the first luxury vehicle from an American automaker in decades that isn’t a self-conscious New World riff on a Mercedes-Benz, BMW, or Audi. Or a sad, plastic-chrome and fake-wood parody of former glories.

Proper luxury cars have always been big, powerful, and expensive. And America once built some of the world’s best—from the extravagant V-12 Packards and straight-eight Duesenbergs of the Roaring ’20s to the glitzy Cadillacs and Imperials of the rocket-age ’50s. But for more than 40 years, automotive luxury has been defined and dominated by German automakers.

When Toyota and Nissan launched Lexus and Infiniti in 1989, the cars they created for their newly minted luxury brands unashamedly channeled the Mercedes-Benz S-Class and BMW 7 Series. Cadillac’s Catera and the Lincoln LS attempted—much less credibly—to convince consumers they were E-Class and 5 Series rivals.

Today’s Rolls-Royce and Bentley models are more subtly wrought expressions of the German luxury vehicle hegemon: artful confections of British luxury iconography wrapped around engineering DNA straight out of Munich and Wolfsburg.

The Lincoln Navigator Black Label 4×4 is different.

The Black Label’s interior is stunning, especially in the pale blue and white palette Lincoln calls its “Yacht Club” theme. It’s quintessentially American, with echoes of Eames and Loewy and Neutra in its exuberant elegance, lavish scale, and midcentury-retro touches. And the Navigator is the perfect canvas for it, a uniquely American vehicle format with a commanding road presence.

Yes, the Navigator is basically a truck, but in an era when Rolls-Royce has an SUV of similar dimensions, semantics are moot. There’s a quad-cam, twin-turbo V-6 under the hood, independent suspension at the rear, and—unlike Cadillac’s Escalade—no pickup truck column shifter thrusting out from behind the steering wheel, as incongruous as muddy work boots with a tuxedo.

More important, the Navigator Black Label is just a few tweaks away from genuine luxury vehicle greatness. The 450-hp V-6 copes impressively with the 6,100-plus pounds of mass, but it does get a little grainy at higher rpm under load. The primary ride is plush, but the damping needs to better control secondary body motions, particularly at the rear axle. And those giant 22-inch wheels and low-profile tires patter on indifferent road surfaces, sending distant shudders through the frame.

None of this is difficult to fix.

With a drive mode menu that runs the gamut from sporty hustle to low-range all-wheel drive, the Navigator is a surprisingly capable all-weather, all-road all-arounder. Let’s be clear, however: Like a Rolls-Royce, this big Lincoln prefers being driven gently. It’s not about a Wagnerian blast down the autobahn at 155 mph or thrusting through the Alps en route to the south of France. No, the Black Label 4×4 is about taking you across America in quiet comfort, through a snowstorm in Chicago, a heat wave in Houston, at 11,000 feet on the I-70 west of Denver, below sea level on a gravel road in Death Valley.

Lincoln has been cruelly abused and debased by Ford Motor Co. over the years. Once the preferred transport of plutocrats and presidents, an automaker whose stately V-12 limousines rivaled Rolls-Royce in the 1930s, Lincoln had by 2006 become little more than a rounding error in the Blue Oval’s books. I’ve lost count of the number of times Ford has heralded a Lincoln comeback since, promising, “This time, it’s different.” But this time, it really feels … different.

The Navigator Black Label 4×4 is Lincoln’s new lodestar, with an appealing visual, tactile, and technical DNA that’s clearly understood and easily transferable. Yes, it’s expensive, but with good reason: There’s none of the cheap skating on mechanicals and materials that turned modern Lincolns into Walmart luxury. And underpinning it all is one simple idea: Lincoln is not trying to be German. It’s unapologetically American. It’s American luxury, resurrected.

More from Angus MacKenzie:

The post Resurrection: The Rebirth of American Luxury – The Big Picture appeared first on Motor Trend.

Categories: Property

Harrison Street to enter UK BTR via tie-up with Apache

Property Week News Feed - Thu, 10/11/2018 - 08:00
US investor will jointly forward-fund Apache and Moda schemes and seek new opportunities across the UK.
Categories: Property

M&G ponders sale of £150m business park

Property Week News Feed - Thu, 10/11/2018 - 06:10
Heights Brooklands campus expected to attract local and overseas investors.
Categories: Property

Majority of SMEs want post-Brexit election

Property Week News Feed - Thu, 10/11/2018 - 05:49
Three fifths (59%) of UK SMEs polled for the Citibase Business Confidence Index said they wanted a snap general election after Britain leaves the EU.
Categories: Property

Ballymore plans £160m sale of Nine Elms development

Property Week News Feed - Thu, 10/11/2018 - 05:39
Developer appoints JLL and Savills to market One Embassy Gardens office scheme, which is 80% pre-let.
Categories: Property

YardNine appoints Younger in Exemplar reunion

Property Week News Feed - Thu, 10/11/2018 - 05:31
YardNine, the development and asset management company set up by former Exemplar directors Maxwell Shand and Campbell MacDougall, has bolstered its board through the appointment of Mark Younger.
Categories: Property

Lyft hires former Obama DOT secretary Anthony Foxx as chief policy officer

The Car Connection News Feed - Thu, 10/11/2018 - 05:01
Ride-sharing giant Lyft has an eye on its self-driving taxi development going forward, as the company said Tuesday that it hired Anthony Foxx, former Transportation Secretary under President Barack Obama, as its new chief policy officer. According to CNN, Foxx is the first former transportation secretary to make the jump to Silicon Valley. Waymo...
Categories: Property

2020 Porsche 911 Carrera Prototype 992 Series Development Drive: Spies Like Us

Motortrend News Feed - Wed, 10/10/2018 - 23:01

Back in July, we traveled to San Francisco for an opportunity to drive the next-generation Porsche 911 Carrera: a group of not quite finished cars but a very close approximation. The test cars were three steps along in the development process. First there were 130 hand-built prototypes, then about 300 Pre-Series 1 (PS1) cars and another 300 or so PS2 cars, four of which we would drive. What makes these four samples so special is that among the entire PS2 fleet, these are the only ones to have all of the most recent updates from Germany.

After each day of development driving (12 cars and 20 engineers), there was a 3- to 4-hour debrief, and multiple terabytes of information were shared between the development team and the factory. The latest updates were then applied to the cars we would drive. There are isolated PS2s in the hands of brake engineers, with powertrain, transmission, etc., “but those won’t have all the systems updates from the other teams. Only these do,” explained Alex Ernst, Porsche’s manager of development for sports cars. Ernst, who is partial to wearing colorful pants, organizes and runs the development team, coordinating and maintaining everything from the fleet itself to the team’s driving routes, even lunch destinations. He and his teams have spent the past three months in Nevada and California testing the effects of heat, traffic jams, and fundamentally “local” conditions and problems. Effectively, we were to be embedded in his team for a day. We were hosted by Andreas Pröbstle, director of 718 and 911 complete vehicle model lines; August Achleitner, vice president for 718 and 911 model lines; and Matthias Hofstetter, project manager of powertrain for sports cars.

The current cadre of 911 models (23 at the moment) is generationally known as 991.2, or the second (2017) update of the seventh-generation car that was introduced in 2012. When revealed sans camouflage later this month, the 2020 Porsche 911 (992) will be shown to be essentially all new: new body, lighting, chassis, interior, dash, infotainment, safety tech, you name it. The engines will be updated versions of the current ones, the seven-speed manual will continue, and the PDK double-clutch automated manual transmission will get another forward gear for a total of eight. We learned that there’s also room in the new PDK gearbox that can accommodate an electric motor, but the development team wasn’t keen on this idea, saying that a hybrid 911 wouldn’t necessarily enhance the 911 experience and would add weight and complexity. We’ll see in time. Speaking of the seven-speed manual, the U.S. and U.K. have the biggest take rates, so it’s not in danger of extinction. In sports cars, 5 to 15 percent is typical, but for Porsche, fully 34 percent of the Carrera GTSs sold in the States, 70 percent of GT3s, and 80 percent of Carrera Ts have manual transmissions.


After a short presentation and a hastily eaten breakfast, we ambled down a ramp to an underground hotel parking lot in Fisherman’s Wharf. What we saw was a line of future Porsche products, only four of which I’m allowed to share with you here. All bedecked in subtle but effective black camouflage, each one had red lettering (A1, A2, A3, and A4) on its windshield and back glass plus a small antenna sprouting from the rear deck. No, the next 911 isn’t going to have a mast antenna. Because some of the development drives take place in remote areas where the cars might become separated with little or no mobile phone coverage and walkie-talkies’ range isn’t sufficient, each vehicle has a CB radio. Standing in the dark, we learned the 911 model rollout will be in the following order: 1. Carrera S/4S (PDK); 2. Convertible S/4S (PDK); 3. Carrera/4 (7M); and so on. They wouldn’t talk about the 911 Turbo. The first examples of the 2020 Porsche 911 will be in dealerships in the summer of 2019. We stood there, chatting about the future 911 for what felt like a half-hour until somebody finally said, “Hey, I’ve got an idea: Let’s go drive!”


As if there were some sort of random drawing, we were literally tossed a key. We glanced around to see which car’s lights responded to the unlock button and got behind the wheel, one of the engineers sitting in the passenger seat. My first car was A2, a Carrera S with the seven-speed manual and the Sport Chrono package. My passenger was Achleitner (aka Mr. 911). We drove up the ramp and into the fog like a squad of hit men and blended, as well as four flat-black 911s can, into the city traffic. Very similar to what we do at Motor Trend for a comparison drive, we stuck together tightly as we weaved through the city. By the way, I signed a nondisclosure agreement that restricts what I can say about how the car(s) drove, but fear not, Porsche faithful. All of the sensations, sounds, responses (and trademark five-ring instrument panel) you currently enjoy are intact.

We made our way to a remote parking lot on the bay to switch cars and passenger hosts. Standing on the windblown bluff, we learn the cars’ wheels will grow to 20 inches up front and 21 in the back. I jotted down sidewall information: Pirelli P Zero NA0, 245/35R20 91Y and 305/30R21 100Y. Achleitner went on to reveal the cars’ front track width grows by 40mm, overall height increases by 5mm, length by 20mm, or roughly similar dimensions to the current 991.2 Carrera GTS. The C-shaped one-piece aluminum body stampings (from A-pillar, over the door, through the rear quarter panel, and concluding at the front edge of the rocker panel) are aluminum and are 20 to 30 pounds lighter. The car’s overall coefficient of drag drops from 0.30 Cd to 0.29. The front anti-roll bars’ stiffness has been lowered due to new dampers. Hofstetter explained that the new engine mounts (active on Sport Chrono cars) move forward. The engines have 10.5:1 compression, precise piezo fuel injectors, and intricately cast, integral exhaust manifolds that are lighter than the current ones. The intercoolers migrate to the top of the engine, just under the highly vented engine cover. Air filters for the intake manifold now reside where the intercoolers were, which improves the intake flow. The eight-speed PDK’s gearbox is the same length as the old one but now has a larger volume and four shafts instead of the previous two. Eighth gear is the same ratio as the outgoing seventh gear, so although the overall spread remains the same, ratios are distributed more tightly between gears. Time to drive some more.

Into the Light

Next up was car A1: a Carrera PDK with steel PSCB (Porsche Surface Coated Brake) discs and PASM (Porsche Active Suspension Management). My partner for this stint was Pröbstle (the whole vehicle guy). We drove over the Golden Gate and into the sunlight in Marin County. On the drive, I learned about a new lane keeping system and a night vision system with pedestrian and animal detection that remains active (and will still warn) when the display isn’t being used. Similar to snow/ice detection, there’s also a new “wet” detection system, which alters stability and traction controls. Those sensors are in the front wheelwells and look for spray and listen for noise associated with wet roads. We swap into a new car with a new host (Hofstetter, the powertrain guy) for a riotous 4.4-mile hill climb through redwoods to the intersection of Fairfax-Bolinas Road and West Ridgecrest Boulevard. As luck would have it, I was driving A3, a Carrera S with the works: eight-speed PDK, PASM, PDCC (carbon-ceramic brakes), rear steering, and Sport Chrono. Let’s just say the switchbacks didn’t stand a chance.

Take a Break

The group grew hungry, and Ernst said he knew just the spot in the charming little town of Fairfax. We parked the cars on a side street and followed the red trousers. When we walked in the restaurant, it was clear he had been here many times. It felt like they knew and greeted the Porsche group, or maybe that was just Fairfax hospitality. In any case, over the jovial lunch it became very clear that despite having been away from home for months and working closely with the same group of dedicated individuals, the entire squad of engineers, mechanics, chase, and support teams really loves what they do—and weren’t at each other’s throats. Quite the contrary, the camaraderie was genuine, generous, and inclusive. As we dined, the team asked for my impressions—they’re still working out the brake “jump-in,” which was a little abrupt. I can’t remember who said it, but I jotted down something somebody said: “If one cannot adapt to the car within 45 to 90 minutes, then the car must be changed.” I told them I was honored to be involved, that they had succeeded in exceeding my 911 expectations, and that I greatly looked forward to driving the final product.

There was one more stop ’n’ swap on the way back to The City. As we stood on the roadside, a Toyota Prius driver stopped and asked for directions to the nearest gas station. Ironic, isn’t it? Looking at her fuel gauge, the engineers determined she would not make the 10-mile distance, so Ernst sent a person to retrieve a gas can from the support van. Ernst emptied the container into the Prius, wouldn’t accept a dime in return, and sent her safely on her way. These are good guys. We finished chatting, and with Ernst as my passenger, we headed back over the Golden Gate and straight into afternoon rush-hour traffic. The graphics and processing speed of the new infotainment/sat-nav system are world-class. As is the case with the recent Porsche products, the bevy of buttons has been reduced to a minimum, replaced with touchscreen or haptic-touch icons/panels.

991.2 < 992

What an illuminating, forthright, and privileged day it had been. Every question was answered. Each opportunity to demonstrate the cars’ collective new features was welcomed. I wish I could tell you more about how the four cars drove, but we’ll have to wait until the official, fully baked 992 press drive in January. What a treat it was to pretend to be part of the development team for a day—and to be welcomed with such gusto. I would happily do it again. Heck, I wonder if they’re hiring! Kidding, of course, because I’m not an engineer, but it’s no wonder the 992, and Porsche products in general, are some of the best-engineered vehicles in the world. They appear to have some very happy, cooperative, honest, and thorough engineers. And this was just one of the development drives. There are several more in the course of a Porsche’s development: hot weather, cold weather, Nürburgring (naturally), and so on. Rest assured. The 2020 Porsche 911 will live up to its own self-set benchmark status. Watch this space.

The post 2020 Porsche 911 Carrera Prototype 992 Series Development Drive: Spies Like Us appeared first on Motor Trend.

Categories: Property

Top Ford Performance Engineer on What Makes Edge ST Worthy of the Badge

Motortrend News Feed - Wed, 10/10/2018 - 22:00

As the chief functional engineer for Ford Performance and the chief program engineer for the Ford GT, Ed Krenz has years of experience bringing high-performance cars to market. But his latest project is a little different. It’s Ford’s first performance crossover, the Edge ST. Recently, we sat down with him to ask him a few questions.

What was it about the Edge that made you guys say, “Hey, let’s make this the one that we’re gonna turn into our first ST crossover?”

As a strategy, going back over a year, the decision was made that we were going to migrate what had traditionally been Sports, across different SUVs, to STs. And my role in that exercise was to define what the ST is, what it means, it’s attribute requirements, and the content required to deliver that across the different SUV products. The sequence of which they come forward is really more of a function of the program cycles, and cycle plans. As opposed to, “Let’s lead with the Edge and then follow with the Explorer.” But it was more of a strategic decision that we wanted to take the on-road SUVs, a very growing segment, within the Ford Performance team and really show their capability.

What would you say makes this an ST as opposed to just a sportier Edge Sport?

[With] the Edge Sport, it has a big engine. Big wheels. But really, outside of the engine, it was more of an appearance package. When we moved to the ST, we took all of the DNA from the Focus and Fiesta STs and the heritage of STs and refined that with a competitive set and a customer profile, and we created customer expectations of what an ST is. Really those four things that we call the DNA principals are: fun to drive, so vehicle dynamics; performance; sustained capability; and appearance. And all the content on that vehicle, I can attribute to one of those four key elements of the DNA that fundamentally the STs achieve and fundamentally the Sports don’t.

Can you talk a little bit about that third one, sustained capability?

What sustained capability means to Ford Performance is sustained track capability. So the Edge ST, with my vehicle dynamics team and my powertrain team that do Shelbys for a living developed the chassis setup on the track. And we do objective testing to ensure no powertrain derate and no brake fade through a specific track cycle. Once again, that’s what dictates the upgrade of brake rotors, what drives the incremental coolers, and the front end opening of 40 percent increased airflow, to really allow this thing to cool.

Is there something you wish could have been part of the car but for whatever reason didn’t make it?

I’ll tell you the item, the single specific attribute, that we’ll continue to improve is the transmission software. We have a new eight-speed transmission, fundamentally very capable. Our target is DCT-like shift speeds. We’re not quite there yet. We will see, we know how to do it, and we will get there over time with additional software.

Were there any specific performance metrics or vehicles that you tried to benchmark against? 

So when we do a Focus ST, there’s a very clear competitive set. And we have the vehicles, we benchmark the vehicles, and we set targets to position the product appropriately. With the Edge ST, when we set out and were like, “All right, who are we competing with?” It was kind of a blank space. And we—much against what our marketing team would prefer to do—we ended up having to go out looking at some of the premium sport SUVs just to give us some direction on where that segment should be. I personally went out and benchmarked with my team: Audi SQ5, Porsche Macan, and several of our objective targets are derived from those types of vehicles. But you know, the big takeaway from this product is it really is in a, from a non-premium sport utility, it’s kind of a one of a kind at the moment.

Now, are you guys gonna go out and turn some hot laps on famous tracks so that you can show off the Edge ST’s times? 

As I said, we’ve developed the vehicle on the track. The reason we’ve done that is we don’t believe most of our customers are aspiring this vehicle as a track vehicle. Certainly, if they do, we’re happy for them to do it. We think it’ll be capable. We develop it on the track for the more aggressive enthusiast, on-road driving. The twisties, for example, that we got to experience here in Utah. It’s just a safer environment for us to do the development work. We have no plans right now to take this vehicle out and do track comparison tests, but if we’re asked to do so, I’m happy to show it off.

Who’s that person that you put up on the wall and say, “This is who our theoretical buyer is,” for the Edge ST?

I would say there’s absolutely two people on the wall. The first person on the wall might look like somebody that has a family or a lifestyle that requires utility and capability. And up to this point that person has had to sacrifice the performance driving capability at an affordable level. That’s certainly one target. Somebody that maybe previously wouldn’t have considered a Focus or Fiesta ST because it just wasn’t consistent with their lifestyle.

The second target is our Focus and Fiesta ST customer. And I met with a group of them this morning, social media influencers, and the goal of that discussion is really to allow them to ask questions around, “Why is the Edge ST an appropriate alternative from a Focus ST?” And I go back to, it’s the same DNA, it’s engineered to the same standards, and I think there’s gonna be a wide acceptance of our ST enthusiasts into these new products.

The post Top Ford Performance Engineer on What Makes Edge ST Worthy of the Badge appeared first on Motor Trend.

Categories: Property

LJ Real Estate to convert first Leeds acquisition into office-leisure scheme

Property Week News Feed - Wed, 10/10/2018 - 18:33
Leeds City Council has given planning permission for LJ Real Estate to convert 34 Boar Lane into a mixed-use office and retail building with a ‘leisure experience’ element.
Categories: Property

2019 Chevrolet Silverado Turbo-Four Rated at 20/23 MPG

Motortrend News Feed - Wed, 10/10/2018 - 18:30

The 2019 Chevrolet Silverado stands apart from its competitors by offering a four-cylinder engine. Now that fuel economy numbers are in, we know how efficient this truck will be compared to rivals with V-6 engines.

According to EPA ratings, rear-drive Silverado models with the 2.7-liter turbo-four engine can hit 20/23 mpg city/highway. That city rating makes it comparable to the Ford F-150’s standard 3.3-liter V-6 (19/25 mpg) as well as the Ram 1500’s base 3.6-liter V-6 mild hybrid (20/25 mpg). Despite offering cylinder deactivation, the four-banger’s highway fuel economy lags behind the V-6s. It does, however, have the horsepower and torque advantage at 310 hp and 348 lb-ft of torque versus 290 hp and 265 lb-ft for the Ford and 305 hp and 269 lb-ft for the Ram. The turbo-four is both less efficient and less powerful than the F-150’s upgrade engine, the 2.7-liter EcoBoost V-6 that makes 325 hp and 400 lb-ft and is rated 20/26 mpg in rear-drive trim.

The turbo-four will come standard on Silverado LT and RST trims. It achieves 14 percent more torque and is quicker in the 0-60 run than the 4.3-liter V-6 from the previous model, according to Chevrolet.

Completely redesigned, the Silverado rides on a new platform, adds an available 10-speed automatic transmission, and sheds weight. When equipped with the four-cylinder, it loses 380 pounds from last year’s most comparable model. Other engines in the 2019 Silverado lineup include the 4.3-liter V-6 with 285 hp and 305 lb-ft, a 5.3-liter V-8 with 355 hp and 383 lb-ft, and a 6.2-liter V-8 with 420 hp and 460 lb-ft. A 3.0-liter turbodiesel is also on the way.

Source: GM

The post 2019 Chevrolet Silverado Turbo-Four Rated at 20/23 MPG appeared first on Motor Trend.

Categories: Property

Proptech fund Goldacre announces six startups for RElab business accelerator

Property Week News Feed - Wed, 10/10/2018 - 18:08
Property technology investment fund Goldacre has announced the inaugural cohort of proptech startups it is bringing into its 12-week business accelerator RElab.
Categories: Property

Property technology fund Goldacre announces six startups for RElab business accelerator

Property Week News Feed - Wed, 10/10/2018 - 18:08
Property technology investment fund Goldacre has announced the inaugural cohort of proptech startups it is bringing into its 12-week business accelerator RElab.
Categories: Property

Tasty deal sees Hines nabs Europe's largest food logistics hub

Property Week News Feed - Wed, 10/10/2018 - 17:48
Hines has acquired Fresh Park Venlo in the Netherlands from Royal ZON - the 270-acre park is Europe’s largest logistics hub for food.
Categories: Property

Green light for LJMU to deliver £64m Royal Mail student conversion

Property Week News Feed - Wed, 10/10/2018 - 17:24
A £64m conversion of the former Royal Mail Sorting office into student facilities for Liverpool John Moores University (LJMU) has been approved by Liverpool City Council.
Categories: Property

Octopus appoints industry veteran as BDM

Property Week News Feed - Wed, 10/10/2018 - 16:04
Specialist lender Octopus Property has appointed 17-year industry veteran Paula Purdy as business development manager for the north of England
Categories: Property

2019 Chevy Silverado mpg, Porsche's steering wheel commitment, Tesla vs. NHTSA: What's New @ The Car Connection

The Car Connection News Feed - Wed, 10/10/2018 - 15:30
2019 Chevrolet Silverado's new turbo-4 rated at 21 mpg combined A new turbo-4 engine found under the hood of the redesigned 2019 Chevrolet Silverado packs a punch—with the thirst for fuel to match. Production shift in Europe could spell end for Buick Cascada Former General Motors subsidiary Opel's announcement Tuesday that it will cease...
Categories: Property

2019 Chevrolet Silverado's new turbo-4 rated at 21 mpg combined

The Car Connection News Feed - Wed, 10/10/2018 - 15:30
A new turbo-4 engine found under the hood of the redesigned 2019 Chevrolet Silverado packs a punch—with the thirst for fuel to match. Chevrolet on Wednesday said the new engine found in its 2019 Silverado will be rated by the EPA at 20 mpg city, 23 highway, 21 combined with rear-wheel drive and 19/22/20 mpg for four-wheel-drive models. MORE...
Categories: Property

Gardiner Haskins’ Soapbox warehouse in Bristol comes to market

Property Week News Feed - Wed, 10/10/2018 - 15:06
A 2.25-acre development site in Bristol containing retailer Gardiner Haskins’ warehouse has been brought to market.
Categories: Property