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Volvo, Subaru, Mazda, and Hyundai/Kia/Genesis led all other automakers in earning Top Safety Pick awards bestowed by the IIHS, the non-profit safety group announced Wednesday. On average, safety ratings improved and the number of Top Safety Pick+ winners more than doubled from 2020. “With these awards, we want to make it easy for consumers...

At a Cars and Coffee meet in Loveland, Colorado, a Dodge Challenger Hellcat driver decided to let loose the full power of the car’s supercharged 6.2-liter V-8. What happens next won’t surprise most car enthusiasts. Maybe a few hundred feet from where the driver opens up the throttle, the rear tires lose traction and the Challenger SRT Hellcat lurches to the left—right into the side of an unsuspecting Chevrolet Silverado 1500 passing by. The truck is pushed off the road, digs in, and flips over, eventually landing on its roof, gently teetering fore and aft.

You can see it all unfold in the video above, which also is making the rounds on social media. Luckily, no one was seriously injured as a result of the accident. A local news outlet, the Loveland Reporter-Herald reported that “one person was transported to a local hospital with what Loveland Fire Rescue Authority Capt. Mark Lyons described as minor injuries.”

The Loveland Reporter-Herald also notes that the driver of the Hellcat was ticketed for reckless driving. In Colorado, reckless driving is a misdemeanor offense. First-time offenders can face fines between $150 and $300 and may have to serve up to 90 days of jail time. With further violations, however, the fines and jail times grow much steeper.

Sights like this are never what you want to see, common though they may seem outside of a Cars and Coffee events. (Insert a joke about oversteering Ford Mustangs here—but, obviously, the Blue Oval lacks a monopoly on customers with poor judgment and too much horsepower.) Worse, clearly there are bystanders around who could have been seriously injured by the wayward Challenger. It just goes to show that you need to treat cars like the Dodge with respect, and if you want to drive fast, take your Hellcat to a track and get it out of your system before you or someone else gets hurt. It might sound like common sense, but clearly some people still need to hear it.

The post Dodge Challenger Hellcat Leaves Car Event, Immediately Tips Over Chevy Silverado appeared first on MotorTrend.

Foxley Group has acquired two grade-II listed former office buildings in St Albans with £7.8m in funding from Paragon.

Manchester City Council’s director of growth and development, Louise Wyman, has resigned less than a year after taking up the role.

The 2021 Lincoln Nautilus has finally come around. The refreshed interior finally shed the vestiges of its MKX skin with an interior befitting Lincoln’s upward class mobility. This poses a problem for me. My dad likes Lincolns. Even since the Town Cars of our youth, my brother and I have mocked his fondness for Lincolns, especially when one...

A record level of warehouse space was under offer at the end of Q1 2021, totalling 16m sq ft across 55 units, according to data from CBRE.

What a difference a year makes. We’ll admit that some of us struggled to immediately embrace the fourth-generation Mazda 3, which marked the automaker’s pivot from its sporty image to a viable alternative to established luxury brands. But after 14 months and 19,283 miles with our 2020 Mazda 3 hatchback, we close its logbook filled with more praise than criticism.

Our Mazda 3 hatchback and its striking Polymetal Gray Metallic paint brought a lot of style to the MT garage, which is key for an automaker that wants to be considered among luxury shoppers. A few staffers didn’t fully embrace the 3’s thick, unique-looking C-pillar, but overall the hatch’s sheetmetal is curvaceous, cohesive, and handsome enough to peel eyeballs away from established luxury cars like the Mercedes-Benz CLA and Audi A3.

The Mazda served up its style with no sacrifice to practicality, as well, providing us 47.1 cubic feet of cargo space with the rear seats folded down. That edges out the Honda Civic hatchback (46.2 cubic feet) and allows plenty of room to haul everything from a mountain bike to a coffee table and a set of wheels. That said, our staffers had lots of comments about the cramped rear seats. The thick C-pillar likely contributed to the confined feeling, but the 35.1 inches of rear legroom was also a culprit; that’s less than competitors like the Civic hatchback (36.0 inches).

Our fully loaded Mazda 3 was equipped with the Premium package and boasted an impressive list of creature comforts and tech. Memory seats and a head-up display, for example, are rare features in the segment, and the latter is quite good, rivaling ones found in Lexus and Acura. The excellent Bose sound system was another standout feature among staffers, as was the sharp infotainment display, controlled by an intuitive array of buttons and a rotary dial on the center console.

In addition to the aforementioned tech, the 3’s thoughtful and well-crafted interior impressed us throughout its stay. The black and red color scheme was sharp, and the metallic brightwork, including the knurled HVAC knobs and brushed aluminum speaker covers, wouldn’t look out of place in an Audi or Volvo. Interior door panels, the comfy leather seats, and other major touchpoints showed little to no wear once we handed back the keys. Unfortunately, the same cannot be said about the piano black plastic trim surrounding the center console, which was frustratingly prone to scuffs and scratches from day one. Aside from that and the slightly loose center storage lid, interior build quality was overall solid.

The Mazda 3 was also a staff favorite for road trips. Good ride quality and minimal road noise at highway speeds were appreciated, while adaptive cruise control and the lane keeping system worked as advertised. That said, we noted a few glitches from the driver assist systems. In one instance, the forward collision system activated and pumped the brakes during an early-morning commute on an empty and foggy road. And in some cases, adaptive cruise detected objects well outside of the car’s path and abruptly reduced speed as a result. Hopefully Mazda can resolve these issues with a quick and easy software update.

And although the Mazda 3 excels as a comfy commuter, it’s more than capable and quite fun on curvy canyon roads. We opted for the six-speed manual transmission, which received mixed reviews from the staff. Some felt the clutch pedal was a tad too light and the shifter lacked the satisfying precision of ones found in the Civic or even Mazda’s own Miata. Yes, we realize that very few customers will opt for the manual, but those who do will be rewarded with a more engaging experience compared to the slightly lazy six-speed automatic. And thanks to the manual’s more aggressive gearing, the otherwise adequate 186-hp 2.5-liter engine felt much peppier accelerating our 3,027-pound hatchback from a stop. Our observed 28.8 mpg is pretty much spot on with the EPA’s combined rating of 29 mpg.

Aside from one flat tire and minor body damage sustained during a trip to the snow, our Mazda 3 made it through the year with no other notable incidents. It required two routine service visits for an oil change, inspection, and tire rotation. Those two visits totaled $288.06, which is higher than comparable long-term vehicles we’ve had in the past. Our long-term 2014 Mazda3 S GT hatch, for example, set us back $162.55 for two visits, while our 2016 Honda Civic Touring sedan rang in at $483.20 for four service visits. That said, Mazda’s effort to upgrade its dealership experience appears to be working, as the one we visited looked upscale.

Despite the relatively high service costs, Our Mazda 3’s as-tested price of $28,420 gets high marks for value considering the amount of style and tech you get for the money. It’s proven to be a strong alternative to established entry-level luxury cars, and the recent addition of a turbocharged engine to the lineup makes the Mazda even more enticing.

Read More About Our Long-Term 2020 Mazda 3:

• Arrival
• Update 1: Sights and Sounds
• Update 2: Takes From Tahoe
• Update 3: Snow Encounter
• Update 4: Project Car Parts Hauler
• Update 5: Infotainment Review: Something Different, Something Premium
• Update 6: How Well Does the Mazda 3 Hatchback Road Trip?

POWERTRAIN/CHASSIS 2020 Mazda 3 Hatchback DRIVETRAIN LAYOUT Front-engine, FWD ENGINE TYPE I-4, alum block/head VALVETRAIN DOHC, 4 valves/cyl DISPLACEMENT 151.8 cu in/2,488cc COMPRESSION RATIO 13.0:1 POWER (SAE NET) 186 hp @ 6,000 rpm TORQUE (SAE NET) 186 lb-ft @ 4,000 rpm REDLINE 6,500 rpm WEIGHT TO POWER 16.3 lb/hp TRANSMISSION 6-speed manual AXLE/FINAL-DRIVE RATIO 3.85:1/2.62:1 SUSPENSION, FRONT; REAR Struts, coil springs, anti-roll bar; torsion beam, coil springs STEERING RATIO 15.6:1 TURNS LOCK-TO-LOCK 2.8 BRAKES, F; R 11.0-in vented disc; 11.6-in disc, ABS WHEELS 7.0 x 18-in cast aluminum TIRES 215/45R18 89V M+S TOYO Proxes A40 DIMENSIONS WHEELBASE 107.3 in TRACK, F/R 61.7/62.2 in LENGTH x WIDTH x HEIGHT 175.6 x 70.7 x 56.7 in TURNING CIRCLE 34.8  ft CURB WEIGHT 3,027 lb WEIGHT DIST, F/R 61/39% SEATING CAPACITY 5 HEADROOM, F/R 37.5/36.5 in LEGROOM, F/R 42.3/35.1 in SHOULDER ROOM, F/R 55.7/53.4 in CARGO VOLUME BEH F/R 20.1/47.1 cu ft TEST DATA ACCELERATION TO MPH 0-30 2.4 sec 0-40 4.0 0-50 5.5 0-60 7.4 0-70 9.8 0-80 12.3 0-90 15.5 0-100 19.0 PASSING, 45-65 MPH 3.9 QUARTER MILE 15.7 sec @ 90.6 mph BRAKING, 60-0 MPH 115 ft LATERAL ACCELERATION 0.85 g (avg) MT FIGURE EIGHT 26.8 sec @ 0.63 g (avg) TOP-GEAR REVS @ 60 MPH 2,200 rpm CONSUMER INFO BASE PRICE $24,520 PRICE AS TESTED $28,420 STABILITY/TRACTION CONTROL Yes/Yes AIRBAGS 6: Dual front, front side, f/r curtain, front knee BASIC WARRANTY 3 yrs/36,000 miles POWERTRAIN WARRANTY 5 yrs/60,000 miles ROADSIDE ASSISTANCE 3 yrs/36,000 miles FUEL CAPACITY 13.2 gal REAL MPG, CITY/HWY/COMB 28.6/43.7/33.9 mpg EPA CITY/HWY/COMB ECON 25/35/29 mpg ENERGY CONS, CITY/HWY 135/96 kWh/100 miles CO2 EMISSIONS, COMB 0.68 lb/mile RECOMMENDED FUEL Unleaded regular Our Car SERVICE LIFE 14 mo / 19,283 mi BASE PRICE $24,520 OPTIONS Premium package ($2,980: Head-up display, leather seats, moonroof) PRICE AS TESTED $28,420 AVG ECON/CO2 28.8 mpg / 0.67 lb/mi PROBLEM AREAS None MAINTENANCE COST $288.06 (2- oil change, inspection, tire rotation) NORMAL-WEAR COST $0 3-YEAR RESIDUAL VALUE* $18,700 (66%) RECALLS None *IntelliChoice data; assumes 42,000 miles at the end of 3 years

The post 2020 Mazda 3 Hatchback Yearlong Review: The Verdict appeared first on MotorTrend.

Japanese restaurant chain Wasabi has retained GCW for all agency matters including lease consultancy, portfolio strategy and exploring expansion opportunities, Property Week can reveal.

Countryside has received planning approval from the London Borough of Brent for all four phases of Peel in Kilburn, north-west London.

Hot hatchbacks get all the love. Rightfully so; hot hatches such as the venerable Volkswagen Golf GTI and Honda Civic Type R can deliver enthusiasts a driving experience that rivals “proper” sports cars, without sacrificing the usable versatility of a roomy hatchback. The GTI and Type R are excellent vehicles, but plenty of drivers are better served by a less expensive, more efficient hatch that offers both a comfortable ride and a fun driving experience.

Enter the 2021 Toyota Corolla Hatchback. Not a hot hatch, a warm hatch. It rocks an available six-speed manual transmission (with a detail even Porsche doesn’t get right) and is only offered with the Corolla’s gutsier four-cylinder, plus a reasonable cargo area and styling like a retro-future rally car. Warm hatches seem to be falling by the wayside as the Ford Focus, Hyundai Elantra GT, and standard Volkswagen Golf exit the North American market. This little Toyota illustrates why that’s a darn shame.

Test Track XSEss?

The Corolla Hatchback’s track test results help place this car on the hatchback heat spectrum. Motivation from the naturally aspirated 2.0-liter I-4’s 168 hp and 151 lb-ft of torque help scoot the little ’Yota from 0 to 60 mph in 7.3 seconds, with our best results obtained by dumping the clutch at 3,000 rpm.

For context, the last Corolla sedan with the base 139-hp 1.8-liter I-4 and a continuously variable automatic transmission (CVT) we tested took a pitiful 10.2 seconds to reach the same speed, while a CVT-equipped Corolla Hatchback with the same 2.0-liter as our test car needed 8.5 seconds. We’ve recorded a properly hot Civic Type R hatchback reaching 60 mph in as little as 5.0 seconds and a warm Civic Sport Touring doing so in 7.1 ticks. In most situations, this Corolla feels quick enough.

Toyota’s entry to driving enthusiasm feels at home on our figure-eight course, too. Road test editor Chris Walton called its balance “sports car-like” courtesy of its nearly nonexistent front-end push, precise steering, and easy brake modulation. The Corolla’s 129-foot 60–0-mph panic stop performance trails the Civic Sport Touring’s 113-foot feat, though, and the best hot hatches (e.g., Civic Type R) can stop in under 100 feet. Both the figure-eight guru and our dragstrip acceleration and braking tester Erick Ayapana noted a lack of bite from the Corolla’s tires; better rubber would drastically improve the car’s stopping distance.

Street Sweetheart

The numbers the Corolla Hatch laid down on the test track are respectable but that’s not really the point. As lovely as its midcorner balance at the limit feels, this sort of characteristic will only be experienced by a small subset of warm hatch buyers. Meanwhile, anyone who plants their derriere in the driver’s seat will appreciate the details Toyota executed oh so well.

First off, the shifter. The knob is more elevated than most short-shifted hot hatchbacks and that has the benefit of superb ergonomics. It’s on the same plane as the nicely padded, leather-lined center armrest, placing it exactly where your hand naturally falls. For bonus points, it’s also a quick six-inch reach from your right hand’s position on the steering wheel, calling to mind the nicely positioned console-mounted shifter of a 2002–2003 Honda Civic Si.

The shift action feels great, too. The tall shifter doesn’t result in overly lengthy throws, and slotting into each gear requires enough effort to feel mechanical but never so much to feel like a chore. Clutch feel is a big miss, though. The third pedal is exceedingly light and vague in its engagement, enough so to cause a few instances of unintended wheelspin and a stall or two. We will say we appreciated the auto-off electric parking brake; the alternative is a near-constant annoyance, as in our long-term manual Mazda 3.

That bit about Porsche we mentioned earlier? We’re talking about the Corolla’s auto rev-matching feature. It’s not just that the Toyota can quickly and accurately match rpms for an easy downshift under braking (automakers including Porsche have gotten that part right since Nissan introduced the tech on the 2009 370Z), it’s that the Corolla includes a physical button just behind the shifter that allows you to turn the feature on and off. (Porsche frustratingly keeps rev-matching on by default, and turning it off requires the car to be in a specific drive mode—and, even then, you have to find the hidden control.)

This is part of what makes the Corolla an excellent warm hatch; it’s an accessible entry to enthusiastic driving. Drivers can choose if they’d rather experiment with learning to heel-toe rev-match during downshifts, or keep things mellow and become more familiar with shifting their own gears. We were initially quick to shrug off any need for such wizardry as heel-toe–perfecting wannabe Stigs (it’s worth noting the pedals are perfectly spaced, and the accelerator is plenty responsive for such maneuvers), but when we found ourselves driving across the city wearing clumsy hikers in place of our usual tidy white sneakers, it was a godsend.

Driving up in the canyons, the Corolla felt genuinely fun. Even at altitude, the engine delivers sufficient power as long as you’re willing to wring it out. That handling balance Walton mentioned inspires real confidence, limited only by the Corolla’s conservative tires. The choice of rubber no doubt prioritizes efficiency (which is excellent at an EPA-estimated 28/37/31 mpg city/highway/combined) and quiet comfort (also largely excellent) over outright grip, but with a little more stick, this hatch would be able to hang with the big boys in the twisties.

Practical Pleasure

All that said, the Corolla Hatchback would be an outright failure if it traded dynamic joy for impracticality in everyday use. Big surprise coming from the company that built its reputation on practical commuters: That’s not the case.

This year, Toyota addressed one of the Corolla Hatchback’s most significant drawbacks. Whereas prior Corolla Hatchbacks’ cargo areas suffered from a high load floor and consequently minimal space, the 2021 model benefits from a new no-cost option to ditch the full-size spare. The result? An increase of cargo capacity to 23.0 cubic feet from 17.8 cubes. Rear legroom measures just 29.9 inches, 4.9 inches fewer than the Corolla sedan, but we were pleasantly surprised to have no issues fitting behind this author’s 6-foot-1 self’s driving position. There’s even plenty of headroom, but the sloping rear windows that help define the Corolla Hatchback’s sporty profile can make the space feel claustrophobic.

Up front, Corolla Hatchbacks are fitted with nicely bolstered sport seats wrapped in rad two-tone fabric and leatherette upholstery with contrast stitching. They’re a little wide but comfortable, even after a few hours. The 8.0-inch touchscreen infotainment system is relatively responsive despite some dated-looking graphics, and Apple CarPlay functionality works well. We especially appreciate the matte plastic trim piece running below the display where we could anchor our thumb for more accurate touch inputs.

This Corolla will treat you well on your daily commute, too. It rides smoothly without gut jiggle or head toss, even on big-ish 18-inch wheels, while the car’s relatively short wheelbase was only apparent on especially choppy sections of freeway. The standard adaptive cruise control system delivers human-like brake application, but the lane keeping assist tends to bounce off lane lines and occasionally crosses over them without warning. Similar lane centering tech from Honda and Hyundai is much more confident.

Verdict

What a pleasant surprise this turned out to be. Of course, the enthusiast in us knows the Corolla Hatchback would make for a better canyon companion with stickier tires, better clutch feel, and another 50 hp. Even so, it excels as an accessible entry point to driving enthusiasm that just so happens to be a comfortable, versatile daily commuter. That it stickers for just over $25,000 only sweetens the deal. For what it is, one of a dying breed of affordable warm hatchbacks, this little Corolla is awesome.

SPECIFICATIONS 2021 Toyota Corolla Hatchback XSE BASE PRICE $24,660 PRICE AS TESTED $25,575 VEHICLE LAYOUT Front-engine, FWD, 5-pass, 4-door hatchback ENGINE 2.0L/168-hp/151-lb-ft  DOHC 16-valve I-4 TRANSMISSION 6-speed manual CURB WEIGHT (F/R DIST) 2,996 lb (61/39%) WHEELBASE 103.9 in LENGTH x WIDTH x HEIGHT 172.0 x 70.5 x 57.1 in 0-60 MPH 7.3 sec QUARTER MILE 15.7 sec @ 89.9 mph BRAKING, 60-0 MPH 129 ft LATERAL ACCELERATION 0.85 g (avg) MT FIGURE EIGHT 26.9 sec @ 0.63 g (avg) EPA CITY/HWY/COMB FUEL ECON 28/37/31 mpg ENERGY CONS, CITY/HWY 120/91 kWh/100 miles CO2 EMISSIONS, COMB 0.62 lb/mile

The post 2021 Toyota Corolla Hatchback Manual First Test: Don’t Call It Hot appeared first on MotorTrend.

Online fashion retailer Boohoo has bought 10 Great Pulteney Street in Soho for £72m for its London offices.

The iconic Angel Recording Studios in Islington has been let to Abbey Road Institute, which will turn the building into a music school academy.

The disparity between the public view of retirement living and the actual offering is causing a “perfect storm” for the sector, new research has revealed.

Corporate real estate sales hit a record high last year as a growing number of firms considered sale-and-leaseback deals in the wake of the pandemic.

Next is to open a new 50,000 sq ft store in Aberdeen Standard Investments’ Parkway in Newbury.

Derwent London has collected 87% of March quarter day rents, with a further 5% expected later in the quarter.

Countryside Properties has appointed John Martin to become the group’s non-executive chairman.

Landsec has collected 67% of the £110m of rental payments due following the latest quarter day on 25 March, compared to 65% in the previous quarter.

It’s safe to say the Polestar 2 wasn’t the Tesla competitor we hoped it would be. As we discovered during our 2021 Car of the Year testing, we found the Polestar sedan cost too much compared to its competition, rode rather harshly, and offered limited driving range relative to the similarly sized Tesla Model 3. But it wasn’t all bad, either. There’s certainly no denying the Polestar 2’s solid build quality and handsome looks.

And now, the Polestar 2 lineup is expanding by a factor of three. Previously, the only Polestar 2 sold was the ritzy “Launch Edition” model. It was—and still is—the Polestar 2’s flagship trim. However, now there are two more options on the horizon. The first is the entry-level single motor Polestar 2. Instead of two electric motors (one at each axle), the base Polestar 2 has just one. 

The motor itself is slightly upgraded compared to the one on the Launch Edition car, as it makes 231 hp relative to its high-end counterpart’s 204 horses (that said, the second motor at the front end gives the Launch Edition more overall power than the base Polestar 2 and its lone motor). The two-wheel-drive Polestar 2 shares its 78-kWh battery pack with the Launch Edition, though, and it makes up for its lesser overall horsepower with additional driving range thanks to its estimated 260 miles on a full charge. That’s 27 miles better than the Launch Edition’s EPA-rated 233-mile range.

If you simply must have all-wheel drive but don’t need all the glam of the launch car, then the new Polestar 2 dual-motor ought to pique your interests. Splitting the difference between the entry-level Polestar 2 and the top-line Launch Edition, the dual-motor retains the specs of the latter (an estimated 240 miles of range notwithstanding) but loses out on some of the flagship trim’s comfort and convenience goodies.

There are also new option packages for the Polestar 2. The first is the Plus package, which adds an upgraded audio system, a panoramic glass roof, WeaveTech vegan upholstery, some nicer interior decor, and a mechanical heat pump. The new heat pump reduces the load placed on the battery by the HVAC system, and Polestar claims that, in some cases, it can increase the car’s driving range by as much as 10 percent. 

Another addition is that of the Performance package for dual-motor cars. The optional extra includes the Launch Edition’s adjustable Öhlins dampers, Brembo brakes, and a racier wheel and tire combo. Lastly, there’s the Pilot package. Available on all Polestar 2s, it includes special LED headlights, adaptive cruise control, Volvo’s Pilot Assist driver-assist setup, a 360-degree view camera, parking sensors, and blind spot monitoring.

Polestar isn’t talking pricing yet, but it claims the info will be announced in the coming weeks.

The post Swede Deuce: Polestar 2 EV Adds Base 2WD and Mid-Level AWD Trims appeared first on MotorTrend.

Did you know that Bentley has already claimed the Production SUV and Production Car records at the Pikes Peak International Hill Climb? If not, consider the knowledge dropped. Now that you’re up to speed, here’s the Bentley Continental GT3 Pikes Peak, a modified Continental GT3 racer that burns biofuel and looks like a grand tourer straight out of hell.

The non-Pikes Peak Continental GT3 isn’t nearly as swole, as it packs less fender, less aero, and more greenhouse gas emissions. No, it’s not a hybrid, but as Bentley pivots slowly toward more environmentally responsible powertrains, it made the decision to power this racer with biofuel. A blend hasn’t been finalized yet, nor are the fuel’s total claimed greenhouse gas reductions finalized, but it’s better than nothing surely.

We don’t have technical specifications (its twin-turbo 4.0-liter V-8 will produce “significant” power for high-altitude operations), but we do know it’ll compete in the Time Attack 1 class, of which Porsche claimed the title last year and set the current record the year before. And Bentley will have its work cut out for it, as Porsche is bringing a bunch of cars this time around.

What we do have are photos of the car, and it looks glorious in its gold-trimmed luxurious black livery, with a Union Jack motif emphasizing the swollen rear fenders. The massive diffuser and twin outlets in between the ovoid taillights hit that purposeful/fearsome note, and the front has more splitters than a fancy razor has blades. Only time will tell if all this is enough for Bentley to take the title and/or record from Stuttgart.

The post This Bentley Continental GT From Hell Will Race to the Heavens at Pikes Peak appeared first on MotorTrend.