New property partners at Harold Benjamin

Property Week News Feed - Mon, 06/04/2018 - 15:11
Harold Benjamin has added a pair of new partners to their property offering, with Mina Kakkad promoted in the commercial property team and Huseyin Huseyin promoted in the property development & planning team.
Categories: Property

2018 Mazda 6 first drive: a blown opportunity

The Car Connection News Feed - Mon, 06/04/2018 - 13:59
Accords and Camrys long ago became shorthand for family cars. Fusions and Malibus have thousands of showrooms for buyers to stumble into. In the vast universe of mid-size sedans, the Mazda 6 has toiled in semi-obscurity. It’s a fringe player, a Pluto with rarer news pegs. Mazda’s blurry rep in 4-doors has, in the past, tried to focus...
Categories: Property

2018 Mazda 6: a blown opportunity

The Car Connection News Feed - Mon, 06/04/2018 - 13:59
Accords and Camrys long ago became shorthand for family cars. Fusions and Malibus have thousands of showrooms for buyers to stumble into. In the vast universe of mid-size sedans, the Mazda 6 has toiled in semi-obscurity. It’s a fringe player, a Pluto with rarer news pegs. Mazda’s blurry rep in 4-doors has, in the past, tried to focus...
Categories: Property

Seaforth Land secures Derwent's Sneddon as head of development

Property Week News Feed - Mon, 06/04/2018 - 13:35
Investor Seaforth Land has appointed industry veteran Ed Sneddon as its new head of development after 12 years as a senior member of Derwent London’s development team.
Categories: Property

Co-founder of agency Williams Gunter Hardwick passes away

Property Week News Feed - Mon, 06/04/2018 - 13:33
One of the directors of Bristol-based agency Williams Gunter Hardwick, Malcolm Gunter, has passed away aged 52 after a year-long battle with Motor Neurone Disease.
Categories: Property

British Land brings Everyman to Broadgate

Property Week News Feed - Mon, 06/04/2018 - 13:20
Boutique cinema operator Everyman has signed for a three-screen cinema as part of 42,000 sq ft of new retail and leisure space within British Land’s 1FA development.
Categories: Property

Thor and Meyer Bergman complete on £300m Burlington Arcade sale to Reuben brothers

Property Week News Feed - Mon, 06/04/2018 - 11:27
Property tycoons Simon and David Reuben have completed on the £300m acquisition London’s global luxury retail destination Burlington Arcade from Thor Equities and Meyer Bergman.
Categories: Property

Savills moves into Middle East with Cluttons acquisition

Property Week News Feed - Mon, 06/04/2018 - 10:59
Cluttons has completed the sale of its Middle East business based in Dubai to Savills, allowing the latter firm to establish a new platform in the region.
Categories: Property

M&G and West Yorkshire Pension Fund buy £94m Birmingham retail park

Property Week News Feed - Mon, 06/04/2018 - 10:45
M&G Real Estate and the West Yorkshire Pension Fund have acquired the Selly Oak Retail Park development in Birmingham, which has a GDV of £94m.
Categories: Property

2018 Mazda6 Signature 2.5T First Test Review

Motortrend News Feed - Mon, 06/04/2018 - 09:00

You’ve heard this one before. It doesn’t matter how good or bad your equipment is. It’s how well you can use it. Alternatively, it’s a poor craftsman who blames his tools. Tires are tools of a type, and the heavily updated 2018 Mazda6 uses them as best it can.

Admittedly, Mazda is asking a lot of the 225/45R19 Falken Ziex ZE001 all-seasons it’s fitted to all four corners of the latest Mazda6. This one tire has to live up to Mazda’s acclaimed handling brand value while also returning competitive fuel economy and good wet- and cold-weather performance. Nearly all of those requirements are in direct opposition to one another when it comes to the chemistry and physics of tire design and engineering. For automotive product planners, balancing these priorities and realities is a full-time job.

Given all that, it’s remarkable what the Mazda6 can do with what it has to work with. In our First Drive of the new model, I compared its handling to that of a German luxury sport sedan. It’s got the same feeling of solidity and graceful body control that companies like BMW and Mercedes-Benz are famous for—but at an as-tested price of just $36,140, which would barely get you in the door of a luxury dealer.

You can see it in the data, too. Our loaded Signature 2.5T tester pulled 0.84 average g on the skidpad and ran our figure-eight test in 26.7 seconds at 0.68 average g. Compare those numbers to the class leader, a similarly loaded Honda Accord Touring 2.0T we tested last year. The Honda, which is more than 100 pounds lighter, pulled 0.85 average g on the skidpad and needed 26.9 seconds to lap the figure eight, pulling 0.67 average g along the way. It’s equipped with wider 235/40R19 Michelin Primacy MXM4 all-season grand touring car tires. The Mazda6’s performance is particularly impressive when you consider the Ziex ZE001 is a crossover/SUV tire.

Wait, hold the phone. The Mazda6 comes with an SUV tire? Same tire as the Nissan Rogue and Subaru Ascent? What on earth for? We asked Mazda, and a spokesperson told us, “The Falken Ziex ZE001 A/S was chosen as the OE 19-inch tire for the 2018 Mazda6 for a variety of reasons, including stable controllability, refinement, quietness, lower fuel consumption, and braking characteristics. While there are off-the-rack versions of the Falken Ziex ZE001 A/S available, the tires equipped on the 2018 Mazda6 were specifically designed in collaboration with Falken, engineered to specification with the program objectives in mind to deliver a refined experience that complements Mazda’s capable chassis dynamics.”

Find out how the 2018 Mazda6 compares to the CX-5 crossover right here.

The heavier Mazda6 2.5T wearing SUV tires may outrun the Honda Accord 2.0T in a handling test, but it’s a different story in a drag race. The Mazda out-torques the Honda 310 lb-ft to 273 lb-ft and just about matches it in terms of horsepower, at 250 to the Honda’s 252. (Note: Mazda rates the 2.5T engine at 227 hp on 87 octane and 250 hp on 93 octane. Our tests of both the Mazda and Honda were performed on California’s best: 91 octane.) Yet the Accord needs just 5.7 seconds to hit 60 mph to the Mazda’s 6.4.

Simply put, the Honda puts the power down, and the Mazda doesn’t. Launching the Mazda6 takes practice and a careful foot, as you can easily spin the tires off the line. Even if you get the launch right, it’ll spin the tires again at the top of first gear when the engine hits peak horsepower. As such, the Mazda is 0.2 second slower to 30 mph and never catches up.

You can feel it in the power delivery any time you wind out the engine. There’s a lot of low-end torque, but acceleration flattens out in the midrange only to surge again as you pass 4,000 rpm. Most customers won’t notice, though, because they’ll never rev the engine that high. Per Mazda, that’s also how customers can save a little money at the pump: The difference in peak horsepower ratings only matters above 4,000 rpm, so there’s no sense buying premium gas if you don’t plan to flog the car.

You also don’t need to buy premium to get good fuel economy. Per the EPA, the Mazda6 will get 23/31/26 mpg city/highway/combined. We filled it up with 87 octane and strapped on our EQUA Real MPG equipment, and the car over-delivered with 22.9/33.9/26.8 mpg city/highway/combined. Stack it against the Accord, and it looks even better. Although the EPA rates the Accord Touring 2.0T at 22/32/27 mpg city/highway/combined, in our testing it returned 20.7/35.1/25.4 mpg.

Of course, the Accord is working with a brand-new 10-speed automatic transmission, whereas the Mazda employs an older but highly refined six-speed. Mazda says an extra half liter of displacement and fewer gears mean quicker throttle response than a smaller engine and more gears to shuffle, and that might be more than just an excuse for using an older transmission. The Mazda6 cruises at a higher engine speed than the Accord on the freeway, closer to its torque peak and with the turbo spooled up, so when you press the throttle, there’s no turbo lag or downshifting. Despite this, fuel economy is dead-on competitive. On the other hand, the Accord’s 45–65-mph passing acceleration is 0.4 second quicker, throttle response be damned.

The tire disparity rears its head one last time in 60–0 braking. The lighter Honda with its sedan tires needs just 116 feet to come to a halt; the Mazda with SUV tires will be 11 feet further down the road, having traveled 127 feet total.

Grippier tires could reduce the stopping distance, not to mention improve acceleration and handling, but at the cost of fuel economy. When you ask a midsize sedan buyer which they put a higher priority on, fuel economy is likely to win, and Mazda product planners know this. However, they also know Mazda customers appreciate the brand’s sportiness, so they and the engineers are investigating potential summer tire options for the Mazda6, which could be offered at the dealer before the car is sold. If Japan signs off on the plan, the Accord–Mazda6 dynamic could shift considerably.

For now, though, we’re left with two highly competitive midsize sedans both pursuing the same two-pronged strategy of segment-busting luxury and sportiness. They’re even priced within a few hundred dollars of each other. I could spend another several paragraphs going over their lush interiors, laundry lists of tech features, comparisons of ride quality, and on and on, but instead I’ll save it for a future comparison test, which might just include the all-new Nissan Altima for good measure. Stay tuned.

2018 Mazda Mazda6 (Signature) BASE PRICE $35,640 PRICE AS TESTED $36,140 VEHICLE LAYOUT Front-engine, FWD, 5-pass, 4-door sedan ENGINE 2.5L/227-hp*/310-lb-ft turbo DOHC 16-valve I-4 TRANSMISSION 6-speed automatic CURB WEIGHT (F/R DIST) 3,545 lb (60/40%) WHEELBASE 111.4 in LENGTH x WIDTH x HEIGHT 191.5 x 72.4 x 57.1 in 0-60 MPH 6.4 sec QUARTER MILE 15.0 sec @ 93.4 mph BRAKING, 60-0 MPH 127 ft LATERAL ACCELERATION 0.84 g (avg) MT FIGURE EIGHT 26.7 sec @ 0.68 g (avg) REAL MPG, CITY/HWY/COMB 22.9/33.9/26.8 mpg EPA CITY/HWY/COMB FUEL ECON 23/31/26 mpg ENERGY CONS, CITY/HWY 147/109 kW-hrs/100 miles CO2 EMISSIONS, COMB 0.75 lb/mile *250-hp w/93-octane

The post 2018 Mazda6 Signature 2.5T First Test Review appeared first on Motor Trend.

Categories: Property

Barings lends £83m on Hao Tian’s Corn Exchange deal

Property Week News Feed - Mon, 06/04/2018 - 09:00
Barings Real Estate has provided a £83m loan to support the freehold acquisition of the Corn Exchange in the City of London by Hao Tian Asia Investment Company.
Categories: Property

Pluto provides largest ever loan

Property Week News Feed - Mon, 06/04/2018 - 08:51
BYM Capital has secured a £59.8m loan from Pluto Finance to fund one of London’s largest ever permitted development schemes.
Categories: Property

VT RM launches ‘defensive’ asset fund

Property Week News Feed - Mon, 06/04/2018 - 08:45
VT RM Alternative Income Fund (RMAI), an actively managed open-ended fund investing in defensive, income producing alternative assets has launched today, managed by RM Funds, the specialist alternative investment manager.
Categories: Property

Lending to property SMEs falls 9%

Property Week News Feed - Mon, 06/04/2018 - 08:33
Bank lending to small and medium-sized enterprises (SMEs) in the UK property sector has fallen 9% in the last year from £13.9bn to £12.7bn, figures from the Bank of England have shown.
Categories: Property

Mothercare shares rise 3.57% as CVA Is approved

Property Week News Feed - Mon, 06/04/2018 - 08:23
Mothercare shares rose 3.57% on Friday to 31.90p as creditors approved the retailer’s company voluntary arrangement (CVA) plan which will see up to 50 stores close.
Categories: Property

JLL's Miklosko makes Colliers move to bolster valuations team

Property Week News Feed - Mon, 06/04/2018 - 06:31
Colliers International has appointed JLL alternatives director Martin Miklosko to bolster its valuations team in London.
Categories: Property

2018 Mazda 6

The Car Connection News Feed - Mon, 06/04/2018 - 01:42
The 2018 Mazda 6 is proof that there’s life beyond the mainstream. This mid-size sedan has long cut its own path, and this year it does so with gusto to match its looks. A new turbo-4 option breathes life into the stylish 6. Hopefully someone takes notice since this is the ultimate under-the-radar sedan. Accordingly, we rate it at 6.6 out of...
Categories: Property

Laxfield Capital provides £40m for Glasgow student accommodation refinancing

Property Week News Feed - Mon, 06/04/2018 - 01:01
Laxfield Capital has provided £40m to refinance student accommodation development True Glasgow.
Categories: Property

Laxfield Capital provides £40m for Glasgow accommodation refinancing

Property Week News Feed - Mon, 06/04/2018 - 01:01
Laxfield Capital has provided £40m to refinance student accommodation development True Glasgow.
Categories: Property

2019 Jaguar I-Pace Review: From London to Berlin in an All-Electric Jag

Motortrend News Feed - Mon, 06/04/2018 - 00:01

Jabbeke was the making of the Jaguar XK120. On May 30, 1949, a prototype of the iconic English sports car was timed at 132.6 mph along a closed section of freeway just outside this Belgian town.

Seven decades on, Jabbeke looks like the breaking of the Jaguar I-Pace—the all-wheel-drive electric crossover that’s as significant a Jaguar as the XK120. We’re plugged into the third fast charger we’ve found in the area, but energy is trickling into the battery. We arrived with 12 miles of range left. We could be here all night.

Why are we here? In the 1960s, Denis Jenkinson, the “continental correspondent” for Britain’s Motor Sport magazine—and the man who’d ridden alongside Stirling Moss en route to their victory in the 1955 Mille Miglia—drove his E-type across Europe from grand prix to grand prix. A half century later we’re attempting to drive more than 700 miles from London in a different type of e-Jaguar to an e-prix—the ninth round of the Formula E championship in Berlin. It’s been five hours since we arrived in Jabbeke. The romance is wearing thin.

We’ve learned a lot in those five hours. Many of the smartphone apps designed to find fast chargers in Europe are inaccurate and hard to use. There’s no easy way to pay for a charge—different suppliers require credit or debit card information on different apps, and some only accept a prepaid card. And our pre-production I-Pace will only take a trickling 22 kW from the Efacec chargers in this part of Belgium. A software issue, apparently.

Jaguar technicians advise us to look for newer fast chargers. One of the apps shows an ABB 50-kW charger at an Audi dealer in Ghent. A call confirms it’s the right charger, that it’s working, and that we’re welcome to use it. But, we’re warned, the power shuts off at 6 p.m. It just turned 5 p.m. The dealership is 32 miles away. We’ve managed to get enough charge for 41 miles. Time to roll the dice.

With 9 miles of range remaining, we pull into NAM Zuid Audi in Ghent at 5:48 p.m., where service manager Johan de Vos offers to keep the power on for as long as we need it. We plug in, and the I-Pace starts sucking down precious kilowatts. An hour and 45 minutes later, the instrument panel shows the battery at 98 percent and range at 231 miles, near the 240-mile max claimed on Jaguar’s U.S. website. We’re back on the road in the most revolutionary Jaguar in history—one that could wrest the EV conversation away from Elon Musk’s Tesla Motors.

As BEV platforms go, the I-Pace’s skateboard layout is conventional. There’s a motor at each end, one driving the front wheels, the other the rear, and in between is a liquid-cooled 90-kW-hr battery pack with 432 lithium-ion cells that also provides structural integrity for the chassis. The Jaguar-developed motors are synchronous permanent magnet units with concentric transmissions that align the motors with the axles. Total output is 394 hp and 512 lb-ft.

The multilink front suspension is from the F-Type; at the rear is an evolution of the integral link suspension used in the F-Pace and E-Pace. Height-adjustable air suspension drops the ride height 1.6 inches for entry/exit and 0.4 inch at speeds above 65 mph to further reduce drag; it can raise it 2.0 inches for off-road work. A sealed battery allows it to wade through water almost 20 inches deep.

We cruise at 70–75 mph across the flatlands of Belgium and into Holland, battling blustery winds off the North Sea. The optimum setup for freeway cruising involves selecting Eco mode, which optimizes HVAC and other settings for maximum efficiency, and setting the regenerative braking mode to low, which helps maintain momentum when you lift off the accelerator. As we pull into our hotel in Eindhoven for the night, the trip computer shows the I-Pace’s energy consumption is averaging 41.8 kW-hr per 100 miles (80 mpg-equivalent).

Next morning, over the border in Germany, we find an ABB 50-kW charger that brings the battery back to 96 percent, giving us 221 miles of range. That’s more than enough to get us to a VW dealership in Hannover, 145 miles down the autobahn, where another ABB 50-kW charger should give us enough juice for the final stint into Berlin. With our charging strategy figured out and range in hand, there’s time for some fun.

Much of Germany’s autobahn is subject to speed limits, so we spend a lot of time at 75–80 mph. There’s not much wind today, but the higher speed boosts consumption to 43 kW-hr per 100 miles. On one derestricted stretch I wind the I-Pace up near its 124-mph Vmax. It gets there easily, but I burn 6 miles of range in the process (and yes, a gasoline version would also burn fuel with such a surge). Feeling guilty at the extravagance, I back off and settle down to 75–80 mph again.

Like most electric cars, the I-Pace doesn’t have a relaxed highway gait. Even gentle cruising requires more pressure on the accelerator than you’d need with an internal combustion engine to keep it rolling along. As soon as you lift off, the Jag hungrily starts harvesting energy.

As we approach Hannover, we encounter the first of a number of traffic jams that will blight our run to Berlin. I turn off creep mode, which makes the I-Pace act like a car with a conventional automatic transmission, and switch the brake regen back to high. Configured this way, the I-Pace can be driven using one pedal; you use the brake only if you have to stop in a hurry. It’s the optimum setup for city and urban driving, and it helps overall energy consumption. Stop-start shuffling and prolonged cruising at 50 to 60 mph saw the I-Pace use 28.9 kW-hr per 100 miles (117 mpg-e) for the final 50 miles to our Hannover stop.

We luxuriate in our first 100 percent charge and celebrate by heading onto a winding road. The I-Pace is fast and fluid, its instant-on torque delivering a creamy surge of acceleration. But it also feels heavy, and not just because of the big wheels and wide tires. Steering requires more effort than expected. Although the mass is low in the chassis—the center of gravity is 5.1 inches lower than that of an F-Type—there’s a zaftig cadence to the I-Pace’s primary ride motions that is unlike any other Jaguar. As on the freeway, it’s best to have the brake regen switched to low; the I-Pace flows better down the road, and you can more precisely slow the car on corner entry.

Fun over, we pop back out onto the A2 autobahn. With an indicated 202 miles of range and 160 miles to go, it should be a piece of cake. Germany might have the fastest roads on earth, but the A2 isn’t one of them, with long sections under repair and jammed with trucks heading to Poland and Russia. Four hours later, we pull into our hotel’s parking garage, not far from Berlin’s Brandenburg Gate, with 20 miles of range to spare. We arrive dog-tired but ache-free—the I-Pace’s seats are supportive and comfortable.

It’s been an epic 734-mile road trip, a journey that at times had us feeling like the crew of Apollo 13, calculating energy use and contemplating points of no return. But this much we now know: The strikingly styled Jaguar I-Pace is the real deal, a genuine Tesla fighter. It feels plusher to live with and more organic to drive, and it fills the white space between the P75D versions of the Model S sedan and Model X SUV that are its nearest rivals. All it needs now is for the charging infrastructure to catch up.

Jaguar I-Pace Tesla Model S P75D Tesla Model X P75D BASE PRICE $70,495 $75,700 $80,700 VEHICLE LAYOUT Front-/rear-motor, AWD, 5-pass, 4-door SUV Front-/rear-motor, AWD, 5-pass, 4-door hatchback Front-/rear-motor, AWD, 5-pass, 4-door SUV MOTORS 2 197-hp/256-lb-ft AC, 394 hp, 512 lb-ft comb “2 259-hp/243-lb-ft AC,
518 hp, 485 lb-ft comb” 2 259-hp/243-lb-ft AC, 518 hp, 485 lb-ft comb BATTERY CAPACITY 90 kW-hr 75 kW-hr 75 kW-hr TRANSMISSION 1-speed automatic 1-speed automatic 1-speed automatic CURB WEIGHT 4,800 lb (mfr) 4,650 (mfr) 5,300 lb (mfr) WHEELBASE 117.7 in 116.5 in 116.7 in L X W X H 184.3 x 74.6 x 61.3 in 196.0 x 77.3 x 56.5 in 198.3 x 81.5 x 66.3 in 0-60 MPH 4.5 sec (mfr est) 4.2 sec (mfr est) 4.9 sec (mfr est) EPA RANGE 240 mi (mfr est) 259 mi 238 mi ON SALE IN U.S. Fall 2018 Currently Currently Jaguar I-Pace eTrophy: The Tradition Continues

Jaguar has a long motorsport tradition, highlighted most famously by notable victories at Le Mans but also wins in other forms of sports car and touring car racing, as well as road rallies. It even had a Formula 1 team.

The Jaguar I-Pace eTrophy takes that tradition in a new direction. The eTrophy has been developed for a one-make race series that will support the 2019 FIA Formula E championship. It will be an arrive-and-drive series, with competitors paying about $530,000 to show up and race fully prepared and maintained cars. Bend it, and they mend it—however, the price doesn’t include the cost of crash repairs.

The eTrophy cars are stripped-out and strengthened I-Paces. Removing most of the interior has reduced weight by 500 pounds despite the addition of a full roll cage that ties together the front structure and rear suspension. The suspension has been modified, using parts from the XE Project 8 sedan. The brakes have been replaced with AP Racing units with steel rotors and larger calipers.

The powertrain remains standard, as does the battery pack, but the control electronics developed by the engineering arm of the Williams F1 team are new. They will allow race engineers to tune brake regeneration and power and torque splits, plus pull power more aggressively from the battery.

The eTrophy rolls on 22-inch wheels fitted with treaded Michelin tires. As in Formula E, where the single-seat racers also use treaded tires, the French tiremaker wanted rubber that more closely reflected road car tire technology.

The post 2019 Jaguar I-Pace Review: From London to Berlin in an All-Electric Jag appeared first on Motor Trend.

Categories: Property