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Property Week News Feed: NewRiver sells in Llanelli

Tue, 06/04/2019 - 07:22
NewRiver has sold a 70,000 sq ft Asda foodstore and petrol filling station at St Elli Shopping Centre, Llanelli to a private investor for £17.9m.
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Property Week News Feed: Intu appoints CFO

Tue, 06/04/2019 - 06:50
Intu has appointed former Crest Nicholson director Robert Allen, as its chief financial officer (CFO).
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The Car Connection News Feed: NHTSA begins investigation into GM SUV seat belt failures

Mon, 06/03/2019 - 17:00
The NHTSA last week opened an investigation into 1.4 million General Motors crossover SUVs after reports that an earlier recall may not have fixed faulty seat belt cables. The probe surrounds faulty seat belts that were supposedly fixed in a 2014 recall for 2009-2014 Buick Enclave, Chevrolet Traverse, GMC Acadia, and Saturn Outlook three-row SUVs...
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The Car Connection News Feed: 10K Ram 1500 pickup trucks recalled over driveshaft failure risk

Mon, 06/03/2019 - 14:35
Fiat Chrysler Automobiles will recall about 10,000 models of its popular Ram 1500 pickup truck after a number of reports of driveshaft failures. The recall is scheduled to begin June 15 and was detailed last week in government filings released by the NHTSA. According to the filings, the driveshaft on certain 2018 and 2019 Ram 1500 trucks may have...
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The Car Connection News Feed: 2019 Chevrolet Blazer, Cadillac CT4 and CT5, Ethanol in gasoline: What's New @ The Car Connection

Mon, 06/03/2019 - 14:30
2019 Chevrolet Blazer Review The 2019 Chevrolet Blazer reboots a name from the past, and leaves truck bona fides behind for crossover comfort. Jaguar Land Rover tests steering wheel that heats and cools to indicate driving directions Jaguar-Land Rover has shown off a heated and cooled steering wheel that it imagines could help drivers with...
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Property Week News Feed: JR Capital and Chancerygate launch £100m industrial fund

Mon, 06/03/2019 - 13:19
Investment company JR Capital has partnered with industrial developer Chancerygate to raise a £100m fund for investment in the UK multi-let industrial sector.
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Property Week News Feed: Blackstone acquires logistics portfolio from GLP for $18.7bn

Mon, 06/03/2019 - 08:49
Blackstone has agreed a deal to acquire a portfolio of US logistics assets from GLP for $18.7bn, the largest ever private real estate deal.
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Property Week News Feed: Sirius post strong rise in NAV and profit

Mon, 06/03/2019 - 07:12
Business parks group Sirius Real Estate has posted a 12.6% increase in net asset value (NAV) for the year to the end of March.
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Property Week News Feed: Brighton Metropole set for redevelopment

Mon, 06/03/2019 - 06:00
The owner of the Hilton Brighton Metropole has revealed plans to redevelop the iconic seafront hotel under a new partnership with developer First Base, Property Week can reveal.
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Motortrend News Feed: 2020 Range Rover Sport Diesel V-6: Why I’d Buy It – Angus MacKenzie

Sun, 06/02/2019 - 08:00

“What SUV should I buy?” It’s a question consumers ask themselves every day, but what would international bureau chief Angus MacKenzie drive? Keep reading for the answer, and see other editors’ picks here.

Mrs. MacKenzie and I love road trips. There’s nothing better than heading out of town early morning, bound for the far horizon. And if there’s an interesting road along the way, we’ll take it, just to see what’s over the next hill or around the next corner. In fact, the less time we spend on the interstates, the better. The real America is out there, beyond the soulless neon glare of gas stations and fast food joints and budget hotels.

Our ideal road trip vehicle must have genuine all-weather, all-road capability, with the ability to keep going when the road stops. It must have a good ride and low noise levels. And it must have a decent range. Oh, and we like life’s little luxuries. After putting four kids through college, we figure we’ve earned them …

There’s really only one vehicle that ticks all those boxes: The 2020 Range Rover Sport TDV6 HSE. Although it’s been around six years now, the second-generation Range Rover Sport remains a strong seller. It still looks elegant and classy. A recent face-lift has given it a sleeker front end, new taillights, and new wheels (other trims are pictured here). Inside is the new infotainment interface first seen on the Range Rover Velar.

The HSE trim level delivers the best combination of standard features, including 20-inch alloy wheels (which offer a better ride than the optional 21- or 22-inch wheels, and as we discovered in Moab, Utah, a few years back, replacement 20-inch tires are easier to find than 19s) and the fixed panorama roof (great for sight-seeing). Inside are 16-way power seats with a memory function and the very good midrange Meridian audio system.

Base MSRP is $76,295. Apart from specifying interior and exterior color, the only option I would order is the $1,785 Off-Road package, which adds a high-/low- range transfer case and Land Rover’s excellent Terrain Response 2 system, along with All Terrain Progress Control and Adaptive Dynamics. With that, you have a Range Rover Sport that will go most places you want to go.

The 3.0-liter turbodiesel V-6 develops 254 hp and 443 lb-ft of torque. It doesn’t have the overtaking urge—or the rapid response—of the 518-hp 5.0-liter supercharged V-8. (For that, you have to pay an extra $10,000 or more, as it’s only available in the lavishly equipped Dynamic or Autobiography trim levels.) But it will happily have the 5,000-plus-pound HSE cruising at 80 mph while ticking over at little more than 1,900 rpm.

That translates to impressive mileage: The diesel-powered 2016 Sport I ran as a long-termer a few years back averaged 26.5 mpg on a 3,011-mile trip from L.A. to Denver and back, via Death Valley, Nevada’s windswept basin-and-range country, and the winding mountain roads around Breckenridge, Colorado. I know from experience the TDV6 HSE will cruise up to 500 miles between refills.

My sole reservation? The infotainment system. It looks high-tech, but it’s slower and less intuitive than rival systems from Audi, BMW, and Mercedes. I’ll live with that, though, because the Range Rover Sport TDV6 HSE is the more accomplished, more comfortable all-rounder where it counts: on and off the road.

The post 2020 Range Rover Sport Diesel V-6: Why I’d Buy It – Angus MacKenzie appeared first on MotorTrend.

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The Car Connection News Feed: Jaguar Land Rover tests steering wheel that heats and cools to indicate driving directions

Sat, 06/01/2019 - 12:24
Jaguar-Land Rover has shown off a heating and cooling steering wheel that it imagines could help drivers with navigation directions. The automaker on Wednesday detailed its "sensory steering wheel," which can heat or cool down in the driver's hands as they approach a junction or turn indicated on the navigation system. The approach is intended to...
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Motortrend News Feed: 2019 Subaru Crosstrek: Why I’d Buy It – Stefan Ogbac

Sat, 06/01/2019 - 08:00

“What SUV should I buy?” It’s a question consumers ask themselves every day, but what would associate online editor Stefan Ogbac drive? Keep reading for the answer, and see other editors’ picks here.

The 2019 Subaru Crosstrek meets my requirements for a practical vehicle to drive daily. Its combination of tech, safety, versatility, and value make it a solid buy even for single millennials like myself. The Crosstrek fits into my life, happily shuffling between commuting, road trips, Ikea runs, and weekend food crawls. It’s not the most stylish vehicle on the road, but what it lacks in style it makes up for in practicality.

More on Stefan: I’m Stefan Ogbac, an associate online editor at MotorTrend. I enjoy playing video games, binge shopping at Ikea, hunting down the best Asian cuisine in Los Angeles, and finding fun roads to drive.

The 2019 Subaru Crosstrek slots on the larger end of the subcompact crossover segment, yet it’s still small enough that you won’t have trouble finding parking in congested areas. Four passengers (or five in a pinch) fit comfortably thanks to the well-packaged interior. Even with all seats up, there’s 20.8 cubic feet of cargo space, enough for weekly groceries. With the second row folded, that capacity doubles to 55.3 cubic feet, plenty for hauling impulsively bought flat-pack furniture. Its waist-level seating position means you simply slide into the car—no climbing or crawling needed.

Subaru’s Starlink multimedia interface prioritizes user-friendliness over flashiness. Physical shortcut buttons and knobs keep the controls from getting overly complicated. Standard Android Auto and Apple CarPlay allow your smartphone to assume infotainment duties and provide access to things like your personal profile on Google or iCloud. The available 8.0-inch touchscreen’s quick responses further minimize distraction when using the system, which is why I’d opt for the Limited trim.

The EyeSight driver assistance suite is among the most accurate on the market. The superb adaptive cruise control system makes commuting in traffic less stressful because of its ability to follow traffic effortlessly. The lane keep assist gently centers the car back into its lane when you cross the dividing line.

Powered by a 152-hp 2.0-liter flat-four, the Subaru Crosstrek is slow; our recently departed long-termer took 9.0 seconds to hit 60 mph. Fortunately, what it lacks in straight-line speed it makes up in fuel economy. With the CVT, the EPA rates the Crosstrek at 27/33 mpg city/highway, higher than many of its competitors. The 16.6-gallon fuel tank should provide well over 300 miles, meaning you won’t have to stop for gas often. A comfortable ride and secure handling rounds out the package, making the Crosstrek a great all-around vehicle. Its standard all-wheel-drive system and 8.7 inches of ground clearance also allows you to take it on rough trails comfortably.

My choice would be a Crosstrek Limited with the Harman Kardon audio system and moonroof. At just over $30,000, it’s still a relative bargain considering how much car you’re getting. The lower trims miss out on features like the larger screen and LED headlights, but they’re still good buys.

Other SUVs I Would Consider: Mazda CX-5, Subaru Forester

The post 2019 Subaru Crosstrek: Why I’d Buy It – Stefan Ogbac appeared first on MotorTrend.

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Motortrend News Feed: Subaru Crosstrek Baja 500 Racer Gets Iconic Blue and Gold Livery

Sat, 06/01/2019 - 01:25

The Subaru Crosstrek Desert Racer certainly looks the part of a four-wheel bad boy, what with its massive bull bar/bash plate, exposed suspension elements, and phalanx of LED lights up front and on the roof. If you find yourself south of the border this weekend, you can catch it flying by in its new blue and gold livery adopted for this year’s big Baja 500 off-road race. Subie is teaming up again with Crawford Performance and Grabowski Brothers Racing for more Class 5 Unlimited fun in the famous off-road race. The bad-ass buggy is powered by a 2.5-liter boxer engine built by Quirt Crawford of Crawford Performance that packs 300 horsepower.

“My goal with the Crosstrek Desert Racer program was to show what was possible with a non-turbocharged boxer engine in an unlimited class, and the results so far have been very strong,” said Quirt Crawford in a statement.

While boxer engines have been used for years in off-road racing, the marque has officially supported race efforts only the previous two seasons. Last year Subaru snagged a second-place finish in its class, so this year’s race should be closely watched by fans of the brand. The 2019 race starts on June 1 and includes a single, 487.11-mile loop around the famed Mexican Baja Peninsula. Subaru also announced that the Grabowski Brothers Racing team will continue its campaign and defend its class title win in a 550-mile, Las Vegas-to-Reno race in August before tackling the Baja 1000 this fall.

The post Subaru Crosstrek Baja 500 Racer Gets Iconic Blue and Gold Livery appeared first on MotorTrend.

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Motortrend News Feed: Cadillac CT4-V or CT5-V: Which One Should You Buy?

Fri, 05/31/2019 - 23:00

Cadillac used Grand Prix weekend in Detroit to unwrap two new performance sedans and a strategy that promises some of the best stuff is still to come.

To be honest, the powertrain choices unveiled for the 2020 Cadillac CT4-V and CT5-V left us disappointed, but GM executives say this is part of a realigning of the meaning of V in the new Cadillac universe. It attempts to remedy two problems. V-Sport was confusing and unsuccessful; V was low-volume in part because some buyers might have been intimidated by rear-wheel drive and 640 hp.

Going forward, the V-Sport designation is gone. Everything will be V. But there will be two levels of V. GM President Mark Reuss says he knows there are people out there who want a performance car as a daily driver, and the new CT4-V and CT5-V that go on sale early next year are geared to them.

Still to come: V-Series for the track with bigger engines, specs, spoilers, and the aggressive styling necessary to make them stand out. We are promised we will see—and hear—them soon.

In the interim, if you want a daily performance driver from Cadillac, which of these new sedans should you buy?

Both sedans ride on the same updated Alpha rear-wheel-drive platform; all-wheel drive is available. Both have a front multi-link strut and five-link rear suspension. The CT4-V has a limited-slip differential and performance chassis with Magnetic Ride Control 4.0 on rear-drive versions, and ZF passive dampers on all-wheel-drive models. Conversely, the CT5-V has an electronic limited-slip rear differential and Magnetic Ride Control is standard on all models.

Size-wise, the CT4-V is only 6.6 inches shorter than the CT5-V, which measures 193.8 inches. The CT4-V’s wheelbase is 6.7 inches shorter than the CT5-V’s 116-inch wheelbase. GM claims the CT4-V has “near-perfect 50/50 weight distribution.” All this should make it easier to park, more nimble to drive, better in a slalom, and possess a tighter turning radius. It also has 359 fewer pounds to toss around. Both sedans have a wider track in the back.

If legroom is important, the two sedans have the same amount up front for the driver, but if back-seat passengers are a priority, the CT5-V gives them an extra 4 inches to stretch out.

The CT4-V takes on the likes of the Mercedes-Benz CLA and has the advantage of being a rear-driver in a pool of front-drive vehicles. The larger CT5-V is aimed at the BMW M340i, Audi S4, and Mercedes-AMG C 43.

The CT-4 has a simpler, more aggressive style to appeal to a younger buyer. Designers tried to give it a more sinister look with the choice of materials and dark colors as well as quad exhaust integrated into the fascia. The color palette adds more bold choices with blue, red, green, and orange. The CT5-V has the proportions and sophistication for a more mature buyer who wants a more elegant sedan with a long dash-to-axle.

The larger CT5-V rides on 19-inch wheels; the CT4-V is on 18-inchers. Summer tires are standard with all-seasons available for all-wheel-drive models.

The powertrains differ. The CT4-V has a 2.7-liter turbocharged I-4 that spits out 320 hp at 5,600 rpm and 369 lb-ft of torque at 1,800 rpm and has a three-step sliding camshaft to optimize power delivery at all speeds in this first application of a four-cylinder in a car with a V badge.

The CT5-V packs a 3.0-liter twin-turbo V-6 which brings horsepower up to 355 at 5,600 rpm and torque is 400 lb-ft with a wide band from 2,400-4,400 rpm. Both engines have Active Fuel Management which deactivates cylinders when not needed for better fuel efficiency. Both have a 10-speed automatic with paddle shifters (no manual).

We were hoping the CT4-V would get a V-6 and the CT5-V would receive a version of the 550-hp, 627-lb-ft Blackwing V-8 from the CT6-V. But the track versions to come might make our wishes come true. Some consolation: Both cars have launch control. And there is a chance a manual transmission appears in the future.


Both will get Super Cruise for hands-free highway driving in the second model year. Fortunately the 2020 model year will be a short one, so 2021 models with the extra tech are expected in fall 2020.

Pricing has not been released for either sedan, but GM says the first level of V will be a $6,000-$7,000 premium over a Sport model. This could keep them in line with outgoing models. The 2019 ATS-V coupe started at $67,795; the outgoing CTS-V stickered for $86,995. No guidance on what we can expect from the still-to-be seen track versions.

The post Cadillac CT4-V or CT5-V: Which One Should You Buy? appeared first on MotorTrend.

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Motortrend News Feed: 2020 Lexus RX: First Impressions of the Updated Multimedia System

Fri, 05/31/2019 - 22:34

For many luxury SUV shoppers, the Lexus RX’ unconventional multimedia system has been a deal-breaker. The overly complicated and distracting touchpad interface could drive even the most tech-savvy of people to lose their minds. With the arrival of the refreshed 2020 Lexus RX, the infotainment system now has a touchscreen and smartphone integration. Have the changes paid off? At the crossover’s reveal, we were able to go hands-on with the updated interface. Here’s what we learned.

Using the touchpad is now optional

The touchpad (and the mouse-like interface that came before it) has been perhaps the most controversial part of the Lexus multimedia system. Widely criticized for its lack of intuitiveness and overly sensitive nature, the interface has been relegated to the bottom of the infotainment pack, especially when compared to units like FCA’s Uconnect system.

The addition of a touchscreen on the 2020 Lexus RX does much to improve the experience. After playing around with it, we learned the screen responds in a timely manner; you’re not waiting more than a few seconds for things to load. Consumers more familiar with touchscreen interfaces should appreciate how easy the new system is to use. There’s minimal lag, and it seems quick enough that it doesn’t complain if you input one too many commands all at once.

(Mostly) seamless integration of Android Auto and Apple CarPlay

Smartphone integration is now one of the key multimedia tech features consumers look for, and the 2020 Lexus RX is the first model in the brand’s lineup to cater to both Apple and Android operating systems. Lexus had two cars at the event; one had Android Auto active, and the other had Apple CarPlay. Operating the apps through the new touchscreen feels more natural than using the touchpad, which is a hassle, especially on the move.

Apple CarPlay integrates surprisingly well with the massive 12.3-inch touchscreen and makes use of the available real estate in the display. Android Auto, on the other hand, uses only part of the screen, leaving plenty of space for other widgets. Until Google’s latest updates arrive this summer, Android users will need to deal with this layout for another month or so. When that comes out, the empty space will house a small window showing things like the song you’re playing on Spotify.

Same layout means some compromises

Based on our short time with the updated interface, we think there are a few more usability issues that need to be addressed. Lexus didn’t change the tiny icons to compensate for the added touchscreen functionality, which means you have to take your eyes off the road just a wee bit longer. Additionally, the whole layout hasn’t changed; there’s no home button, so you still need to use those buttons positioned just above the touchpad.

Despite these compromises, the updated multimedia system on the 2020 Lexus RX is a big step up. What we’ve seen hints at a less complicated setup that should be easier to adjust to, unlike the current system, which often makes it difficult to perform even simple functions.

The post 2020 Lexus RX: First Impressions of the Updated Multimedia System appeared first on MotorTrend.

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Motortrend News Feed: Here’s Every Cadillac V Series We’ve Ever Driven

Fri, 05/31/2019 - 20:43

It’s hard to overstate how big a deal the 2003 CTS was for Cadillac. The angular, aggressive styling was much more memorable than the forgettable Catera it replaced, and its sport-tuned suspension made it a legitimate alternative to the BMW 3 Series. Cadillac could have stopped there, but it didn’t. The next year, it gave the CTS a 400-hp V-8 and the kind of handling that quickly had people calling it the four-door Corvette Z06. With that, the V Series was born. Cadillac is now celebrating 15 years of the V badge, and with the recent introduction of the CT4-V and CT5-V, the brand has signaled a shift in strategy for the V Series. The V-Sport line is gone, which instantly promotes all performance Cadillacs to full-blown V model status. Until we drive the CT4-V and CT5-V, we can’t know if they’re worthy of the badge, but it’s hard to imagine they are just looking at on-paper specs. However, Cadillac has promised there will be more track-oriented versions of both cars, though it hasn’t said what those models would be called. Given all the changes taking place with the V Series, we thought it would be a good time to take a look back at all the Cadillac V cars we’ve driven through the years.

2004 Cadillac CTS-V

Even with a 400-hp V-8 and a six-speed manual transmission, it was hard to believe Cadillac could build a car that could hang with the BMW M5 and Mercedes-Benz E55 AMG. And yet, our initial impression was that it could. The cabin might not have been as luxurious as the Mercedes, but the engine pulled hard, the upgraded suspension meant it was right at home on the Nurburgring, and the steering was even communicative. On public roads, the ride was comfortable and far from harsh. It wasn’t perfect, but it also didn’t match the Germans’ price tag. With a base price that was about 30-percent lower, it was clear the super-sport sedan segment had just gotten way more competitive.

In Comparison Tests

The CTS-V’s first challenger was the Jaguar S-Type R, a comparison test it lost by the slimmest of margins. Later, it took on the Chrysler 300C SRT8 and the Pontiac GTO in a battle of American muscle. That time, it took home the first place trophy. Later, we put the CTS-V up against the brilliant Audi RS4. Even though you could buy a new Mini Cooper with the money you’d save buying the Cadillac, it wasn’t enough for us to get past the obvious cost-cutting. Cadillac had built a great car, but it was clear that if it wanted to truly compete with the Germans, the next generation would have to step up its luxury game.

2006 Cadillac XLR-V

Cadillac’s attempt to sell a more luxurious Corvette didn’t last long, but it did last long enough for it to introduce the XLR-V. The supercharged Northstar V-8 made 440 hp and could launch the XLR-V to 60 mph in 4.5 seconds. Thanks to a magnetic suspension, it actually handled well, too. But even though it made a pleasant, powerful grand tourer, the cabin materials didn’t feel luxurious enough to justify the XLR-V’s six-figure price tag.

In Comparison Tests

As short-lived as the XLR-V was, we only got the chance to put it into one comparison test. Its competitor was also obvious: the Mercedes-Benz SL. But instead of putting the V up against an AMG, we chose the regular SL550. Even without AMG’s help, though, the SL proved to be the superior $100,000 power-hardtop grand tourer. But if acceleration was your top priority, the lighter, more powerful Cadillac was the one to get.

2006 Cadillac STS-V

With the CTS-V priced to compete more directly with the BMW M3, Cadillac decided it needed a car to take on the M5s of the world. So it took the same supercharged V-8 it used for the XLR-V and dropped it into the larger STS. Only this time, it was tuned to make 469 hp, up from the 440 hp Cadillac originally quoted. That was enough to get it to 60 mph in under 5 seconds, but due to its larger size, Cadillac designed it to be quieter, more comfortable, and more restrained than the smaller CTS-V.

In Comparison Tests

Like the XLR-V, we only tested the STS-V once. Its competition? The stylish Mercedes-Benz CLS55 AMG. The Cadillac’s powerful engine, smooth six-speed automatic transmission, and lower base price kept the competition closer than the badge on its hood would suggest, but in the end, the quality and refinement of the CLS won out. Even though we preferred the CLS, we noted that the STS-V performed well enough to confirm that it really did belong in the competition. A few years earlier, the idea that a Cadillac could hang with an AMG would have been laughable.

2009 Cadillac CTS-V

The second time around, Cadillac truly made the CTS-V better in every way. Its new supercharged V-8 made 556 hp, trumping both the M5 and E63 even though size-wise it was still a bit of a tweener. Interior materials and cabin design took a huge leap forward. Oh, and Cadillac decided to add both a coupe and a wagon to the lineup. Even better, all three variants could be ordered with a manual transmission. Our manual-equipped 2011 Cadillac CTS-V Wagon is among our favorite, and most missed, long-term test vehicles.

In Comparison Tests

With three types of CTS-V to choose from, we made sure to enter it in as many comparison tests as we could. When the sedan took on the BMW M5, it won. The same thing happened when we lined it up against the Jaguar XFR. But it wasn’t unstoppable. The Mercedes-Benz E63 AMG edged out a win in a Head to Head comparison, and when we put the coupe up against the Audi RS5 and the BMW M3, it came in third. And while the wagon beat out the BMW X6 M, it was no match for the mighty Porsche Panamera Turbo.

2016 Cadillac ATS-V

Because of its size, the CTS-V was never truly a direct competitor for either the M5 or the M3. But when Cadillac introduced the ATS-V coupe and sedan for 2016, it clearly had the BMW M3 in its sights. A 464-hp twin-turbo V-6 and a standard magnetic suspension made it look good on paper, and on the track, it ended up being fantastic to drive. As we discovered in our First Test, the ATS-V was happy to hang its tail out any time you wanted. The BMW M3 had officially been put on notice.

In Comparison Tests

It didn’t take long for us to get our hands on both a BMW M3 and a Cadillac ATS-V. But instead of a direct comparison, we added a Mercedes-AMG C63 S to make things interesting. Surprisingly, the M3 came in last, with the ATS-V placing second. With a more refined powertrain and a better exhaust note, it could have dethroned the AMG. But interestingly, when we brought all three sedans back to take on the Alfa Romeo Giulia Quadrifoglio, we found we actually liked the ATS-V better than the C63 S. The Caddy may have its flaws, but its superb handling almost makes up for them.

2016 Cadillac CTS-V

For its third pass at the CTS-V, Cadillac decided to really go for it. The 2016 CTS-V got a 6.2-liter supercharged V-8 that made 640 hp and could launch the rear-drive super-sedan from 0–60 mph in a mere 3.8 seconds. But as quick as it was, it somehow handled even better. In fact, we thought it might even be a little too easy to drive. Once you were done with the track, though, the CTS-V’s drive settings allowed you to turn it back into a comfortable luxury sedan at the push of a button. It really was like having two cars in one.

In Comparison Tests

Despite the CTS-V’s most obvious competitors being German, the first car we tested it against was actually Japanese. And while the Lexus GS F showed up with a naturally aspirated V-8, the Cadillac absolutely wiped the floor with it. According to Randy Pobst, it was just better in every way. Later, when the CTS-V took on the Mercedes-AMG E63 S, the competition was much closer. The two cars posted nearly identical lap times, but ultimately, the Cadillac won that contest, too.

Coming Soon: 2020 Cadillac CT6-V

Despite rumors that it had been canceled, the CT6 lives on. And as we mentioned above, Cadillac also decided to upgrade the previously announced CT6 V-Sport to a full CT6-V. It won’t be as powerful as the CTS-V, but the Cadillac-exclusive twin-turbo V-8 under the hood certainly has our attention. It’s not like 550 hp and 627 lb-ft of torque is anything to turn your nose up at, either. But will Cadillac actually be able to turn the CT6 into a corner-carving track star? We can’t wait to find out.

The post Here’s Every Cadillac V Series We’ve Ever Driven appeared first on MotorTrend.

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Motortrend News Feed: Waymo Bringing Self-Driving Trucks to Phoenix Area Freeways

Fri, 05/31/2019 - 19:33

Google’s self-driving vehicle division says it’s bringing autonomous trucks to the Phoenix area.

Waymo announced Wednesday that its self-driving tractor-trailers will start driving on freeways this week and will expand to more routes over time.

Waymo’s self-driving passenger vehicles are ubiquitous in the eastern Phoenix and its suburbs, where the company conducts extensive testing and runs a taxi service.

The company says the big trucks use the same sensors as passenger vehicles but they’re configured differently. The testing will start with two drivers in each truck.

Companies including Uber and TuSimple have driven self-driving trucks on Arizona roads. Waymo says it tested trucks in Arizona in 2017.

Waymo and Google are both subsidiaries of Alphabet Inc., based in Mountain View, California.

The post Waymo Bringing Self-Driving Trucks to Phoenix Area Freeways appeared first on MotorTrend.

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Motortrend News Feed: Refreshing or Revolting: 2020 Cadillac CT4-V

Fri, 05/31/2019 - 18:58

We miss the Cadillac ATS sedan that ended its run last year. It was one of the best handling four-door cars around, and the ATS-V with 464 hp was particularly thrilling to drive. So the pressure is on for Cadillac to impress with the CT4, which debuted this week as the brand’s new entry-level sedan. It was shown in V-Series form, a step above the base model but not quite as robust as the upcoming track variant. We won’t know if the CT4 can live up to the ATS until we get behind the wheel, but we can at least judge how it measures up to the old model in terms of design. So does the CT4 have what it takes to stave off Cadillac’s senior citizen reputation like the ATS did? Read on as we examine the design differences between the CT4-V and the ATS-V.

The yet-to-be-revealed track variant will probably look more dramatic than the rest of the CT4 lineup, but the CT4-V looks pretty athletic already. Up front, it features a wide grille with a dark mesh pattern, framed by a dark border. The headlamps are oriented vertically like those on the ATS-V, but lights drip down into vents on either side of the front fascia. The ATS-V features a smaller upper grille and more prominent lower grille, and if you add a carbon fiber package, you get a bold carbon-fiber front splitter, carbon-fiber hood vent, and composite black rocker extensions. Hopefully the CT4-V track model will offer something similar?

From the side profile, the CT4-V looks pretty conventional. The roofline features a gradual slope, and the windows take on an expected shape. There is a soft character line that runs through the body above the door handles, and a slightly sharper line at the bottom near the wheels. You could argue the ATS-V looks a bit sharper from this angle, with the headlights flowing into sharp body lines and a boxy rear end with spoiler also visible.

What you won’t notice is a huge difference in the exterior footprints of the two vehicles. With negligible differences in width and height, the CT4-V is 3.2 inches longer than the ATS-V. The models share the same wheelbase.

Quad exhaust tips dominate the rear of the CT4-V. The vertical taillights are also prominent, but the rest of the rear design is simple. On the ATS-V, you’ll find a squared-off rear with chunkier taillights, and V shapes incorporated near the license plate holder. This model also has quad exhaust tips, but it features a bolder rear spoiler than the one on the CT4-V.

Inside, Cadillac has redone the infotainment setup. The new model features a screen that sits on top of the dashboard, unlike the one in the ATS that is embedded into the dash. There is a rotary control knob next to the driver and various other buttons on the new model. Since the ATS has been discontinued, we’re not surprised its interior looks a bit dated. It features Cadillac’s old setup of touch-sensitive controls, which proved tricky to use. On the positive side, it benefits from a pleasantly uncluttered look.

Do you think the 2020 Cadillac CT4-V is refreshing or revolting? Do you prefer the look to the old ATS-V? Let us know in the comments on Facebook.

The post Refreshing or Revolting: 2020 Cadillac CT4-V appeared first on MotorTrend.

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The Car Connection News Feed: 2019 Hyundai Veloster earns Top Safety Pick award

Fri, 05/31/2019 - 17:00
The IIHS subjected the 2019 Hyundai Veloster to its barrage of crash tests for the second time and on Thursday the sporty hatchback a Top Safety Pick. The results come after an earlier test where the driver's door opened following impact with a barrier. The problem could lead to an increased risk of injury in the event of a crash, and it prompted...
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Motortrend News Feed: Hennessey Maximus 1000 is a $200,000 Hellcat-Powered Jeep Gladiator

Fri, 05/31/2019 - 16:01

We have to say, we were disappointed when we learned that Jeep wouldn’t put the Hellcat V-8 in the Gladiator’s engine bay. After all, a 707-hp drop-top off-road crew-cab pickup would be one of the most entertaining (and hyphenated) vehicles imaginable. Adding to our anguish is the fact that there’s space for the Hellcat engine inside the Gladiator: Jeep chief Tim Kuniskis has said it “fits like a glove.” Problem is, it doesn’t leave any space up front for crash compliance, so a production version would never fly. Fortunately, the lunatics at Hennessey Performance Engineering are here to—once again—give enthusiasts what they want … for a price.

The Texas-based tuner just unveiled the Maximus 1000, a heavily modified Gladiator with the mighty Hellcat crate engine under its hood. As its name implies, Hennessey upped output to 1,000 hp and 933 lb-ft of torque. A custom exhaust, ECU tune, radiator, and fuel system were added to reach this hypercar-rivaling figure. Power is sent to all four wheels via Jeep’s eight-speed automatic transmission, past a 6-inch suspension lift and Hennessey-branded 20-inch wheels. If a towering Jeep truck with deafening exhaust wasn’t noticeable enough, LED light bars have been added to the roof and front skid plate.

“We wanted to create the ultimate Jeep Gladiator,” John Hennessey said. “Our clients want exclusive, extreme vehicles that deliver a fun and exciting driving experience both on- and off-road.”

In terms of driving experience, we know that standard Gladiators and Hellcats deliver stupendously in their respective—albeit disparate—arenas. Now Hennessey has brought the two together. Hennessey has exclusivity covered, as well. Maximus 1000 Gladiators are limited to 24 units, at a cost of $200,000 each (which includes the donor truck). Once production begins in July, the company says it will upgrade two Gladiators per month, with a claimed build time of about four months each.

Performance stats aren’t yet available for the Maximus 1000, but looking at the spec sheet we have a feeling they’ll be impressive. By combining one of the industry’s most capable platforms with one of its most powerful engines, Hennessey’s newest product might be the ultimate do-everything—and anything—vehicle. Whether tearing the knobs off its tires on a drag strip or on a rocky trail, the Maximus 1000 embodies automotive superlatives as few others can. Except, perhaps, for Hennessey’s other insane modified trucks.

Source: Hennessey Performance Engineering


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Categories: The Top Zones