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Motortrend News Feed: Hot Wheels ID Is the Classic Toy Reimagined for a Connected Age

Fri, 06/14/2019 - 13:00

I can’t remember how I got it, but I can vividly recall my very first Hot Wheels. It was a red double-headed dragon on four chrome wheels. I remember how the contrast of smooth plastic and cold metal felt in my hands, and being certain it could roll forever if only my kitchen floor were bigger. That was over 30 years ago, and since then Hot Wheels has expanded to include many more designs and features, but the way you play with them hasn’t changed much. Not until today.

Hot Wheels ID is Mattel’s vision for the future of the die-cast toy line, which just celebrated its 50th anniversary in 2018. A project three years in the making, the Hot Wheels ID series takes the classic 1:64-scale cars we all know and grants the ability to download digital versions of them into a mobile game (launching first on iOS). It’s a concept that’s been done before in the toy industry by the likes of Skylanders and Lego Dimensions, but because you play with Hot Wheels differently from either of those the experience is unique.

Like others in the toys-to-life genre, Hot Wheels ID cars use Near-Field Communication (NFC) to scan the toy and retrieve the information needed to create an avatar for it in the game. Each Hot Wheels ID car has a chip on the bottom, visible through a layer of clear plastic, that stores information specific to that toy. Like a virtual VIN, the data tells you what number your car is in the series. As with real cars, you can expect Hot Wheels with low sequence numbers to be prized. The chip also stores performance data and racing history (more on those later), which stay with the car its entire life. If you trade a car, its new owner can see everything it’s ever done once they scan it, at which point it will disappear from your virtual garage.

The scanning can happen one of two ways: by tapping the car to your iPhone (7 and up) or by passing it through a Hot Wheels Race Portal, which is sold separately. The portal runs on a rechargeable battery, and uses Bluetooth to relay info to your device. What’s cool about it is there’s a pair of infrared sensors that record speed and count laps. The game shows you scale speed, so you can achieve some ridiculous numbers (we saw up to 800 mph in a demo). You can attach the portal to any Hot Wheels track, but if you connect it to the Hot Wheels ID Smart Track, whatever you build in real life is mirrored in the game.

Your virtual track can be raced using cars you’ve scanned or digital-only cars you earn or buy in-game. In campaign mode, there are challenges that get harder as you progress, and each offers a chance to earn ID Coins to upgrade your car or purchase blueprints for digital cars. Mattel will hold live events where you can scan NFC tags for exclusive digital cars, and there will be global events in the game bringing new challenges periodically.

You can of course still play with the physical track and cars when you’re not on the app–and if you’re like us, you’ll have plenty of fun without the digital aspect. The Smart Track Kit includes Hot Wheels’ most powerful launcher ever, which is what enables the above mentioned ridiculous scale speeds and will send a car flying off the track if you overcharge it. Adding multiple cars increases the challenge and the fun. The data recorded by the portal will appear the next time you connect to the game.

At launch, the Hot Wheels ID line will have eight cars, the portal, and Smart Track available exclusively at select Apple Stores, with the game available for download on the App Store. The Android version will be released a month later on Amazon Prime Day, along with another eight cars. In total, 51 cars are planned for 2019, with 100 more on the way in 2020, including designs licensed by more than a dozen OEM brands. Hot Wheels ID lands at Target stores this October, just in time for the holidays.

The cars retail for $6.99 each—more than the $0.99 we’re used to paying for a regular Hot Wheels, but not outrageous considering production will be limited. The cars also get fancier packaging better suited for collectibles. But the other two products in the ID line are significantly pricier. The portal goes for $39.99 and the Smart Track Kit asks a whopping $179.99. Kids better be extra-good this holiday season if they put that on their list.

Mattel says today’s kids expect more from their toys, and Hot Wheels ID certainly delivers more. But crucially, the added features also don’t take much, if anything, away from the original toys. Kids can still create lasting memories like the ones I have, plus a few more. But if you get nostalgic for good, old-fashioned die-cast metal and plastic wheels, don’t worry. Traditional Hot Wheels cars aren’t going anywhere anytime soon.

The post Hot Wheels ID Is the Classic Toy Reimagined for a Connected Age appeared first on MotorTrend.

Categories: The Top Zones

Property Week News Feed: Kier explores sale of housebuilding arm

Fri, 06/14/2019 - 10:48
Kier Group is exploring a sale of its housebuilding arm for up to £150m in a bid to improve its finances, according to reports.
Categories: The Top Zones

The Car Connection News Feed: 2020 Kia Cadenza to get new look next year

Fri, 06/14/2019 - 10:00
The 2020 Kia Cadenza has a new look for the new year. The automaker brand an updated version of big sedan in its home market of South Korea Wednesday. There, it's known as the K7, but we'll likely see the car keep the Cadenza name when it's shown for the U.S. market. Though sedans continue to fall out of favor with buyers over crossovers and SUVs...
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Property Week News Feed: Taylor Grange and Galliford Try launch Birmingham resi partnership

Fri, 06/14/2019 - 09:54
Midlands developer Taylor Grange has selected Galliford Try Investments as its preferred development partner for its residential projects in Birmingham.
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Motortrend News Feed: Here’s Every Tesla We’ve Tested So Far

Fri, 06/14/2019 - 08:00

We can largely thank Tesla for making electric vehicles exciting. From the original Roadster to the more practical and mass-market Model 3, Tesla hasn’t missed a beat in creating vehicles that are quick, nimble, and technologically advanced. While other automakers will be flooding the market with high-performance EVs in the coming years, we’ll always appreciate Tesla for beginning the charge. And though there’s no shortage of turmoil at the company these days, Tesla remains committed to high performance, promising a host of new vehicles including the Model Y SUV and next-gen Roadster. To see how the carmaker has evolved over the last decade, keep reading for a list of all the Tesla vehicles we’ve ever tested.


2010 Tesla Roadster Sport

0-60: 3.7 seconds
¼ mile: 12.6 seconds at 102.6 mph
Figure eight: 24.6 seconds at 0.81 g (avg)
60-0: 113 feet

Tesla nailed it with its first product, the Roadster. In 2009, we clocked this sinewy sports car hitting 60 mph in an impressive 3.7 seconds. The Sport model we tested produced the same 288 hp as the standard Roadster but at 600 fewer revs (4,400 rpm) and 295 lb-ft of torque, up from 273 lb-ft. The feeling behind the wheel was almost otherworldly. “It’s such an unnatural thrust that it actually brings to mind that hokey Star Trek star-smear of warp-speed,” we wrote in a First Test. “The quick, linear accumulation of velocity makes you smile and hold on, shake your head, and eventually learn to carve unimaginable moves through traffic that’s populated by completely flat-footed internal-combustion cars.” Predictably, the performance came with a high price tag of $130,000.

We can’t wait to test the new 2020 Tesla Roadster, which the automaker claims will be able to hit 60 mph in 1.9 seconds.


2012 Tesla Model S P85

0-60: 3.9 seconds
¼ mile: 12.5 seconds at 110.9 mph
Figure eight: 25.3 seconds at 0.70 g (avg)
60-0: 105 feet

The next time we tested a Tesla, it was Elon Musk’s personal Model S. Tesla had just introduced the electric luxury sedan, and this performance version made 416 hp and 443 lb-ft of torque. Weighing almost 2,000 pounds more than the Roadster we tested, this car took 3.9 seconds to hit 60 mph. We managed to travel from Fontana on the eastern edge of the L.A. basin to San Diego and all the way back on one charge, pushing the car’s 265-mile range to the limit.


2013 Tesla Model S P85

0-60: 4.0 seconds
¼ mile: 12.4 seconds at 112.5 mph
Figure eight: 25.6 at 0.77 g (avg)
60-0: 113 feet

The Model S was a contender for MotorTrend’s Car of the Year award—and it won. Like our last Model S tester, this model had the performance bits that helped it make 416 hp.

The vote was unanimous among the 11 judges. “The mere fact the Tesla Model S exists at all is a testament to innovation and entrepreneurship, the very qualities that once made the American automobile industry the largest, richest, and most powerful in the world,” we wrote. “America can still make things. Great things.”


2013 Tesla Model S

0-60: 5.0 seconds
¼ mile: 13.2 seconds at 110.9 mph
Figure eight: 25.7 seconds at 0.76 g (avg)
60-0: 124 feet

During our Car of the Year evaluation, we also tested a less powerful version of the Model S. It still had the biggest 85-kilowatt-hour lithium-ion battery option, but output was limited to 362 hp and 325 lb-ft of torque. The sedan hit 60 mph in 5.0 seconds, making it a full second slower than the performance models we had tested.


2013 Tesla Model S P85+ Long Term

0-60: 4.0 seconds
¼ mile: 12.7 seconds at 107.8 mph
Figure eight: 25.3 seconds at 0.74 g (avg)
60-0: 108 feet

After the Model S won our Car of the Year award, we drove one for a more than a year to get a better idea of how it performs over the long run. We came away impressed, despite the model getting a new power unit when technicians noticed a clicking sound in the single-speed reduction gears—it proved an easy swap-out. Over the course of 38,000 miles, the car’s battery experienced little degradation.


2014 Tesla Model S P85+

0-60: 3.9 seconds
¼ mile: 12.5 seconds at 108.4 mph
Figure eight: 24.8 seconds at 0.80 g (avg)
60-0: 102 feet


In 2014, we pitted a Model S against the BMW i8 in a comparison test. Although the i8 proved more nimble, the Model S took the crown for its impressive power, everyday livability, and excellent efficiency.


2015 Tesla Model S P85D

0-60: 3.1 seconds
¼ mile: 11.6 seconds at 115.2 mph
Figure eight: 25.0 seconds at 0.77 g (avg)
60-0: 113 feet

By this point, Tesla had made significant updates to the Model S, including improved seats and upgraded powertrains. Thus, Tesla’s new P85D model boasted a significant power increase over previous Model S sedans. It had a new dual-motor setup—one motor at the front and one at the back—good for a combined 691 hp and 687 lb-ft of torque. We were pleased with the upgrades, noting in our First Test: “The torque impacts your body with the violence of facing the wrong way on the train tracks when the whistle blows.”


2015 Tesla Model S P85D

0-60: 3.2 seconds
¼ mile: 11.7 seconds at 113.7 mph
Figure eight: 25.2 seconds at 0.79 g (avg)
60-0: 104 feet

Later, we tested the model again, pitting it against a Dodge Charger SRT Hellcat. Surprisingly, the Tesla was heavier (4,944 pounds versus the Hellcat’s 4,562 pounds).


2015 Tesla Model S P90D Ludicrous

0-60: 2.6 seconds
¼ mile: 10.9 seconds at 122.7 mph
Figure eight: 24.7 at 0.81 g (avg)
60-0: 109 feet

Now, Tesla was making a version of the Model S with an insane 762 hp and 713 lb-ft of torque. This combined output comes courtesy of a more potent version of the new all-wheel-drive, dual-motor setup. In our tests, the Model S with the Ludicrous update zipped to 60 mph in 2.6 seconds, making it the quickest four-door on the market at the time. This time was even good enough to beat top sports cars. It was quicker to 60 mph than the Nissan GT-R, Lamborghini Aventador, and Bugatti Veyron, and it was tied with the McLaren P1.


2016 Tesla Model X P90D Ludicrous

0-60: 3.2 seconds
¼ mile: 11.7 seconds at 116.0 mph
Figure eight: 25.1 seconds at 0.78 g (avg)
60-0: 106 feet

Tesla took the Ludicrous magic of the top Model S and repackaged it in SUV form. The Model X, known for its falcon-wing doors, is ridiculously quick when equipped with a dual-motor powertrain making a total of 532 hp and 713 lb-ft of torque. Its 5,516-pound curb weight didn’t hinder its performance; the SUV cosseted drivers with excellent ride quality and cornering ability, plus very solid braking performance. It became the quickest SUV we had ever tested at the time, and it was even 0.2 second quicker than a Ferrari Enzo to 60 mph.


2016 Tesla Model X 75D

0-60: 5.5 seconds
¼ mile: 14.1 seconds at 100.6 mph
Figure eight: 26.7 seconds at 0.70 g (avg)
60-0: 113 feet

Without the dual-motor setup of our previous tester, this version of the Model X had more modest performance. The 328-hp SUV hit 60 mph in 5.5 seconds, putting it on par with the Jaguar F-Pace S AWD. In a review, we noted you get 90 percent of the adventure of the top P90D model for more than $40,000 less.


2016 Tesla Model S 60

0-60: 5.0 seconds
¼ mile: 13.6 seconds at 103.5 mph
Figure eight: 26.5 seconds at 0.70 g (avg)
60-0: 121 feet

Finally, it was time to test the “budget” version of the Model S sedan. Making 315 hp, this sedan managed to hit 60 mph in 5.0 seconds, which was still quick compared with many other EVs on the market. Range was limited to 200 miles, but buyers could pay for a software upgrade that unlocked an extra 40 miles of range. It had a bit more body roll than higher-trim Model S sedans equipped with stickier tires and an air suspension. But for less than $70,000 before tax credits, you were still getting a technological marvel with a solid ride and great steering.


2017 Tesla Model S P100D (Ludicrous+)

0-60: 2.3 seconds
¼ mile: 10.5 seconds at 125.0 mph
Figure eight: 24.6 seconds at 0.82 g (avg)
60-0: 109 feet

Tesla outdid itself again. The Tesla Model S P100D featured a new 100-kW-hr battery pack with enough juice to propel itself to 60 mph in 2.28 seconds. To this day, it remains the quickest production car MotorTrend has ever tested. P100D models could travel 315 miles on a single charge.


2017 Tesla Model 3 Long Range

0-60: 4.8 seconds
¼ mile: 13.4 seconds at 104.9 mph
Figure eight: 25.7 seconds at 0.74 g (avg)
60-0: 119 feet

The Model 3 was “make it or break it” for the automaker. It was a test to see if Tesla could build affordable cars with enough range to serve as someone’s one and only vehicle. So far, it has been a big sales success. When it arrived on the scene, Tesla’s small sedan proved more capable in many ways than a segment favorite, the BMW 330i. For instance, with a 0-60 time of 4.8 seconds, it was 0.7 second quicker to 60 mph. This rear-motor, rear-drive model made 271 hp and 307 lb-ft of torque.


2018 Tesla Model 3 Dual Motor Performance

0-60: 3.2 seconds
¼ mile: 11.8 seconds at 115.2 mph
Figure eight: 24.3 seconds at 0.84 g (avg)
60-0: 99 feet

This Model 3 variant is far from entry level. Packing 450 hp and 471 lb-ft of torque from a dual-motor, all-wheel-drive powertrain, this small sedan made it to 60 mph in 3.2 seconds. Just as notable, it managed to brake from 60 mph in 99 feet, putting it on par with the Alfa Romeo Giulia Quadrifoglio.


2018 Tesla Model 3 Dual Motor Long Range

0-60: 4.0 seconds
¼ mile: 12.5 seconds 113.1 mph
Figure eight: 24.9 seconds at 0.78 g (avg)
60-0: 113 feet

This model combined the best from the two-motor Model 3 with the longer-range model. Most consumers will not be wanting for power. With a total of 346 hp and 376 lb-ft of torque from its two motors, this sedan hit 60 mph in 4 seconds flat. That time put it in good company with the Ford Mustang GT, Chevrolet Camaro SS, and Dodge Charger and Challenger Hellcats.

The post Here’s Every Tesla We’ve Tested So Far appeared first on MotorTrend.

Categories: The Top Zones

Motortrend News Feed: 2020 Mercedes GLB-Class: 5 Things You Should Know About the New Luxury Crossover

Fri, 06/14/2019 - 08:00

At Mercedes-Benz’s press drive of its new 2020 GLS-Class (stay tuned for the review), the German brand used the opportunity to show U.S. journalists its newest crossover—the 2020 GLB-Class. With a boxier design, space for up to seven passengers, and the latest technology, the GLB will slot between the GLA and the GLC crossovers. We already covered a lot of ground in our 2020 Mercedes-Benz GLB-Class First Look, but here are a few things we found out after the compact crossover was presented in Park City, Utah.

EQB Coming in 2021

As Mercedes pushes to bring more electric vehicles to market, it will be producing new nameplates based on current internal combustion engine models. And the EQB will be no exception. The EQB will arrive to market in 2021 on the same platform as the GLB but with an electric powertrain. Details are scarce at the moment, but we just drove the first electric SUV from Mercedes—the EQC. Our impressions? We thought the steering didn’t offer good road feel, but we liked the interior finishes and user experience from the MBUX infotainment system. We’ll have to wait and see what’s in store for the EQB.

Built in Aguascalientes, Mexico


The GLB is the first Mercedes-Benz passenger car to be built in Mexico. The compact SUV will be produced in Aguascalientes, Mexico—in the same plant where the Infiniti QX50 is built, though the two SUVs won’t share a single part. The plant was part of an alliance between Daimler and Renault-Nissan to build Mercedes and Infiniti vehicles. China will also be producing the GLB for the Chinese market.

It’s just a bit shorter than the GLC

It might look much smaller in person, but the GLB is only a tad shorter than the GLC. The GLB has a 111.4-inch wheelbase (compared to the GLC’s 113.1 inches) and is 182.2 inches long (the GLC is 183.3). But in person, its boxiness gives it a more compact look, and it reminded me of the size of the first-gen Volkswagen Tiguan (now known as the Tiguan Limited in the U.S.).

The third row is for emergencies only

As a 5+2 vehicle, the GLB can carry seven passengers. But the optional third row is only good for young children. The very tight third row is difficult to get into, and if you do get in, your knees will be high, as legroom is pretty compromised. When I talked to designers about offering a third row, they said Chinese customers are always looking for a third row, so they decided to offer it in the U.S. in case there are any takers. But trust us: Only small children should sit back there. In contrast, the second row is pretty spacious and can comfortably seat three adults.

Pricing should start at about $38,500

It’s a big estimation, but the GLB’s price should be between that of the GLA and GLC, or somewhere between $34,945 and $41,545. Given that it’s closer to the GLC’s size, we expect the price to be closer to the GLC. We expect to have more information when the GLB makes its debut at the end of this year.

The post 2020 Mercedes GLB-Class: 5 Things You Should Know About the New Luxury Crossover appeared first on MotorTrend.

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Motortrend News Feed: Tested: Is the Genesis G70 Still a Driver’s Car With the 2.0T Engine?

Fri, 06/14/2019 - 08:00

Here’s a story you’ve heard before: “[Upstart manufacturer] creates sports sedan to take on the BMW 3 Series.” It’s a tale as old as the 3 Series itself, with new chapters added every few years as ambitious brands take their turn at rivaling the German standard-setter. With the Genesis G70, 2019 marked the shortest time from brand establishment to Car of the Year win. The Genesis G70 win is especially impressive considering it’s the three-year-old brand’s first effort in the segment. Recently, we spent time in the base-engine G70 2.0T and wondered: Would the G70’s prowess as a driver’s car still shine through? And, crucially, could it hold its position against the 3 Series?

Our G70 2.0T tester’s 2.0-liter turbo-four produces 252 hp and 260 lb-ft of torque, compared to 365 hp and 376 lb-ft from the 3.3T model’s 3.3-liter twin-turbo V-6. Acceleration drops accordingly; its 0–60 time of 6.2 seconds is a second and a half behind the six-cylinder version of our Car of the Year champ. It’s also slower than all-wheel-drive Audi A4s we’ve tested; those cars hit 60 in 5.0–5.4 seconds despite having identical displacement and horsepower.

The four-cylinder G70 completed the quarter-mile sprint in 14.7 seconds at 93.9 mph, falling behind the Mercedes C 300’s 14.1 seconds at 99.9 mph. Supposedly the Genesis has launch control, but road test editor Chris Walton found it didn’t help—enabling it produced “a little chirp from the tires, then the engine bogs a bit. Trying various rpm brake releases produced nearly identical runs.”

Outside of a dragstrip, however, the 2.0T model doesn’t leave the driver wanting for acceleration. Clearly it’s turbocharged; there’s a bit of lag as power arrives a moment after the driver’s input. Keep it on boost, though, and it rushes toward its 6,200-rpm horsepower peak. Genesis attempts to amplify the experience by playing an artificial engine note inside the cabin, but its organic delivery had us wondering what effect it had.

In casual driving, the Genesis-designed eight-speed automatic transmission shifts with just enough feeling to let the driver know something’s happening. Hit the upshift paddle under generous throttle, and it responds with a satisfying kick into the next gear. However, the downshift paddle wasn’t so reactive. In real-world and track testing, multiple taps often wouldn’t engage a lower gear while braking.

Annoyingly, there’s no manual mode—the G70 returns to automatic shifting if you hold a gear too long, or whenever you come to a stop. For permanent manual mode, Genesis notably offers the G70 2.0T with a six-speed stick. The company knew the take rate for the manual would be low, and to date it’s only sold a handful of cars so equipped. Still, the automaker did it to capture the attention of enthusiasts, who would hopefully recognize the newcomer brand keeps their interests in mind.

The 2.0T drivetrain didn’t wow us like the 3.3T did, but the smaller engine cuts 119 pounds of mass over the front axle, yielding an improved 51/49 percent front/rear weight distribution. That seemed to parlay the balance we praised in our Car of the Year writeup. However, in figure-eight handling testing, testing director Kim Reynolds found where the G70 might concede to the 3 Series. Despite the Genesis weighing only 13 pounds more, its steering feels heavier and less natural than the BMW’s: “A bit wonky and more artificial, but I don’t want to be too critical—it’s fun,” he wrote.

That weighty steering complements the excellent chassis tuning, an element that’s continuously evident in the G70’s drive. The taut suspension and stiff body communicate what the tires are passing over, but the ride is supple, not harsh or crashy. We might not call it nimble, but it’s always poised. This isn’t a car you toss around, rather one in which you plot a flow down the road—equally enjoyable in highway cruising and backroad exploration. This is where the G70 earns its sport sedan credentials. The overall feeling it provides is one of connection, refinement, and solidity.

Those adjectives describe the interior, too. It looks and feels high quality, with hardly a surface that could be described as cheap. Our car’s lovely black-over-brown interior was a hit among testers and passengers. Quilted leather seats have bolstering that strikes harmony between sport and luxury. The door panel, center console lid, and transmission tunnel are comfortably padded where the driver might rest their extremities. Brightwork on trim, knobs, and buttons isn’t genuine metal but—like everything in the cabin—presents a substantial feel.

Genesis’ decision to forgo a dial or touchpad for infotainment control is appreciated. A fixed 8.0-inch screen centrally mounted on the dashboard responds quickly to touch inputs. Graphics aren’t among today’s best, but integration with Apple CarPlay or Android Auto is fairly seamless. The screen’s positioning may be suboptimal for shorter drivers, but its location and function seems natural and sensible. Sensible, too, is how the instrument cluster display between the gauges works; toggles on the steering wheel let the driver access key functions on the move. All climate tasks can be controlled by physical dials and buttons on the center console.

A few quirks and confusions indicate this is a first-effort car. The navigation system SD card, which will almost never be accessed, is smack in the center of the dashboard, displacing more useful buttons next to it. Several times on our tester, switching drive modes while using Apple CarPlay garbled our music, requiring an on-off of the audio to fix. The head-up display spontaneously disappeared between drives. We eventually found it, positioned in a way that couldn’t be safely viewed while driving. It wouldn’t adjust back into sight, as if the projector shifted entirely. Adaptive cruise control cut out at the same time, and no number of vehicle restarts got it going again.

Although Genesis is a subbrand of Hyundai, little about the G70 indicates that it shares parts with a non-luxury brand. Yes, the lower door cards are plastic, and the infotainment is what you’d find in any Hyundai. But if Genesis saved development dollars there and spent more on improving the way the car drives, it’s a worthwhile trade-off. At $44,895, our fully loaded G70 2.0T Dynamic rings up many thousands of dollars less than similarly equipped competitors.

We summed up our 2019 Car of the Year report by praising Genesis for “accomplishing the near impossible: It built a better 3 Series.” Again, in a recent comparison, the G70 2.0T beat the 330i (but was bested by the Tesla Model 3), our testers saying the Korean car “represents the pinnacle of a segment.” To answer our earlier questions, yes, the G70 is still excellent even with the smaller engine. And yes, it still beats the 3 Series.

2019 Genesis G70 2.0T BASE PRICE $35,895 PRICE AS TESTED $44,895 VEHICLE LAYOUT Front-engine, RWD, 5-pass, 4-door sedan ENGINE 2.0L/252-hp/260-lb-ft turbo DOHC 16-valve I-4 TRANSMISSION 8-speed automatic CURB WEIGHT (F/R DIST) 3,659 lb (51/49%) WHEELBASE 111.6 in LENGTH x WIDTH x HEIGHT 184.5 x 72.8 x 55.1 in 0-60 MPH 6.2 sec QUARTER MILE 14.7 sec @ 93.9 mph BRAKING, 60-0 MPH 106 ft LATERAL ACCELERATION 0.94 g (avg) MT FIGURE EIGHT 25.2 sec @ 0.72 g (avg) EPA CITY/HWY/COMB FUEL ECON 22/30/25 mpg ENERGY CONS, CITY/HWY 153/112 kW-hrs/100 miles CO2 EMISSIONS, COMB 0.78 lb/mile

The post Tested: Is the Genesis G70 Still a Driver’s Car With the 2.0T Engine? appeared first on MotorTrend.

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Motortrend News Feed: 2019 Honda Accord Hybrid: Why I’d Buy It – Zach Gale

Fri, 06/14/2019 - 08:00

“What car should I buy?” It’s a question consumers ask themselves every day, but what would senior production editor Zach Gale drive? Keep reading for the answer, and see other editors’ picks here.

When I turn the knob, I giggle. It’s stupid, I know, but turn a 2019 Honda Accord’s temperature dial, and watch as the accent lighting turns blue or red, depending on whether you made the air hotter or colder. Cool, right? If I were in the market for a new car, however, green is the most important color to me. Because I believe humans are doing serious damage to the planet, my new-car purchase would be limited to hybrids, plug-in hybrids, and full EVs. But as I mentioned in my Toyota RAV4 Hybrid fantasy-SUV buying story, I’m cheap. So regardless of my personal budget, I’m not interested in cars that cost too much to begin with and then slap you with enormous maintenance bills down the road.

The smaller Insight hybrid sedan would probably meet my needs most of the time, but I prefer the Accord’s interior and higher seating position. Upgrading to a midsize sedan means more rear-seat space. And since I haven’t selected the gorgeous-for-a-midsize-sedan Ford Fusion Energi plug-in hybrid, my new car will actually come with a full-size trunk. That’s right, if you go for the hybrid version of the spacious Accord, trunk space goes from 16.7 cubic feet to … 16.7 cubic feet. The Ford’s many hybrid displays make commuting more fun, but the Fusions aren’t as roomy for people or cargo. So I’ll stick with Honda even though I’m tempted to snag a great deal on a Fusion before they disappear from dealer lots.

The Accord Hybrid has another advantage over the more attractive Ford: acceleration. The Honda hits 60 mph in a MotorTrend-tested 6.7 seconds, quicker than any hybridized Fusion. That’s also quicker than a base-engine Accord or Clarity plug-in, which is the other car I’d strongly consider. I remember being impressed by the Clarity’s ride, and its EV range is exceptional. The overstyled Clarity plug-in will get you 47 EPA-rated miles on EV power before the gas engine turns on to power you through another few hundred miles.

The truth is that I wavered between the Clarity plug-in and Accord hybrid while writing this story. The Clarity’s matte wood-like trim and suede-like trim feel upscale, but I prefer the Accord’s higher infotainment screen placement and volume knob for when my husband is serving as in-car DJ. Driven back to back on the world-class driving roads near me in Southern California, I bet the Accord—which is about 700 pounds lighter—will be more fun. With no stylistic middle ground between these two cars, I’ll drive the more subdued Accord even though I prefer the last-gen model’s wheel design to the current one.

The Clarity would be better for avoiding visits to the gas station, but as it is, the Accord Hybrid’s 48/48 mpg city/highway rating and 600-plus-mile driving range mean I won’t need to refuel often. I’ll take mine in Touring form (for the ventilated front seats), wearing Obsidian Blue Pearl paint and a black-chrome grille to avoid the Accord’s overchromed stock look.

The post 2019 Honda Accord Hybrid: Why I’d Buy It – Zach Gale appeared first on MotorTrend.

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Property Week News Feed: MAG puts industrial airport sites on market for £500m

Thu, 06/13/2019 - 23:00
The portfolio includes income-producing assets at Stansted, Manchester and East Midlands airports
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Property Week News Feed: Caldecotte Lake office returns to the market

Thu, 06/13/2019 - 23:00
Columbia Threadneedle puts Milton Keynes’ biggest business park on sale for £38m
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Property Week News Feed: NCP targets 300 new sites in expansion drive

Thu, 06/13/2019 - 23:00
Parking operator NCP plans to increase its national footprint by 300 sites in the next five years.
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Property Week News Feed: Growthdeck launches commercial property arm for private investors

Thu, 06/13/2019 - 23:00
Investor network Growthdeck has launched a commercial property arm aimed at private investors.
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Property Week News Feed: AEW grabs Lichfield logistics site

Thu, 06/13/2019 - 23:00
AEW has acquired a development site in the West Midlands for a 431,500 sq ft speculative logistics scheme.
Categories: The Top Zones

Property Week News Feed: Number of people using co-working space in UK hits 1.3 million

Thu, 06/13/2019 - 23:00
The number of people using co-working space in the UK rose 10% in the past year, according to a survey by blockchain-powered shared workspace provider Primalbase.
Categories: The Top Zones

Property Week News Feed: BidX1’s June result falls £3m short of previous sale takings

Thu, 06/13/2019 - 23:00
Auction house scored 82% success rate but £4.5m raised was lowest since firm’s launch in December 2018
Categories: The Top Zones

The Car Connection News Feed: 2019 Honda Passport earns five-star crash-test ratings from the NHTSA

Thu, 06/13/2019 - 17:00
The 2019 Honda Passport aced the federal government's crashworthiness tests, the automaker said Wednesday. However, the 2019 Passport didn't ace the tests. The five-seat crossover SUV earned four stars for the frontal crash test overall, five stars in the side-impact assessments, and four stars in the calculated rollover risk measurement. Overall...
Categories: The Top Zones

The Car Connection News Feed: 2020 Hyundai Palisade priced, Lexus LC convertible debut, ChargePoint and Electrify America team up: What's New @ The Car Connection

Thu, 06/13/2019 - 15:33
2020 Hyundai Palisade crossover SUV priced from $32,595, undercuts Kia Telluride The 2020 Hyundai Palisade is ready to battle for families across the U.S. The three-row crossover SUV will arrive on the frontlines with a $32,595 starting price, Hyundai said Tuesday. Nearly 7K BMW SUVs, small cars recalled to fix airbag issues A handful of new BMW...
Categories: The Top Zones

Property Week News Feed: CBRE to revamp London HQ

Thu, 06/13/2019 - 14:46
CBRE has begun a major redevelopment and extension of its UK headquarters at Henrietta House, London.
Categories: The Top Zones

Property Week News Feed: Help to Buy homes sell for less than 1% premium, says NAO

Thu, 06/13/2019 - 09:43
Homebuyers that use Help to Buy pay less than 1% more for their homes than buyers that don’t use the scheme, according to a report by the National Audit Office (NAO).
Categories: The Top Zones

Property Week News Feed: LXi REIT raises £200m for acquisitions

Thu, 06/13/2019 - 07:47
LXi REIT has raised around £200m – double the £100m target it set last month.
Categories: The Top Zones