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lslbrigade · 5 years

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Der Range Rover Velar erfreut sich seit seiner Markteinführung großer Beliebtheit. Bei Kunden wie Fachleuten. Die Profis zeichneten das britische Avantgarde-SUV unter anderem mit dem Preis „World Car Design of the Year 2018“ aus. Als zweite Baureihe nach dem 2017 erschienenen Range Rover SVAutobiography Dynamic erhält nun auch der Velar seine Krönung in Gestalt eines besonders exklusiv und sportlich ausgelegten Topmodells.

Top-Leistung des Range Rover Velar Top-Modells

Die Range Rover Velar SVAutobiography Dynamic Edition setzt sich selbstverständlich an die Spitze der Velar-Leistungstabelle. Dank des kompressoraufgeladenen 5-Liter Achtenders in V-Form beschleunigt der Neuling in knappen 4,5 Sekunden von 0 auf 100 km/h. Vmax liegt bei 274 km/h – und dies mit der Souveränität und dem verwöhnenden Komfort, der seit Jahrzehnten deckungsgleich mit dem Namen Range Rover ist.

Britischer Premium-SUV mit Sportwagen-Genen

Das gesamte Technik-Paket des Velar wurde an das größere Leistungsvermögen angepasst. So erhielt die Range Rover Velar SVAutobiography Dynamic Edition stärkere Bremsen und weiterentwickelte Aufhängungs-Komponenten. Neue Abstimmungen für zahlreiche Systeme von Antrieb bis Assistenz finden ebenfalls Platz. Auf diese Weise glänzt die SVAutobiography mit einem unverwechselbaren Profil. Sportwagen-Gene vereinen sich mit der enormen Leistungs-Bandbreite eines Premium-Mid-Size-SUV.

Das neue Velar-Topmodell zeichnet sich an der Karosserie und im Innern mit einer ganzen Reihe exklusiver Merkmale und Ausstattungsdetails aus. Land Rover Designer waren darauf bedacht, die perfekten Proportionen des Velar und seine charakteristische Silhouette im neuen Topmodell unangetastet zu lassen.

An der Karosserie kennzeichnet unter anderem ein neuer vorderer Stoßfänger den SVAutobiography. Größere Lufteinlässe versorgen den Kompressor-V8 mit ausreichend Sauerstoff. Hinzu kommen ein neuer Kühlergrill, neue Seitenleisten und ein neu gezeichneter Heckstoßfänger mit integrierten vierflutigen Abgasendrohren.

Die Modifikationen dienen nicht allein der Optik, sie verbessern auch die Aerodynamik des schnellsten Velar Vertreters. Auch die strömungsoptimierte Unterboden-Abdeckung am Kardantunnel trägt ihren Teil dazu bei.

Exklusive Lackierung in Satin Byron Blue

Selbst die „RANGE ROVER“ Schriftzüge an Motorhaube und Heckklappe wurden einer detaillierten Feinarbeit unterzogen. Die zweiteilig angelegten Buchstaben verfügen nun am Metallelement über gerändelte Oberflächen und unterstreichen so die Hochwertigkeit des Modells. Als einzige Velar-Version ist die SVAutobiography Dynamic Edition darüber hinaus mit einer Lackierung in Byron Blue seidenmatt lieferbar: eine Metallic-Farbe aus der Premium-Palette von Special Vehicle Operations. Sowohl dieser besonders exklusive Lack als auch die übrigen Farben sind serienmäßig mit einem in der Kontrastlackierung Narvik Black gehaltenen Dach kombiniert.

Ein sichtbarer Indiz für die Kraft dieses Range Rovers liefern die Räder des Modells. Die geschmiedeten 21-Zoll-Alufelgen wiegen nicht mehr als die 20-Zoll-Räder des regulären Velar. Auch 22 Zöller können optional montiert werden.

Hinter den großen Felgen prangen Bremsscheiben mit 395 Millimeter Durchmesser vorne und hinten. Die Komponenten sind jeweils zweiteilig ausgelegt. Das senkt das Gewicht und sorgt für eine effizientere Wärmeableitung.

Sitze mit perforiertem und gestepptem Windsor-Leder

Passend zum zielgerichteten Karosseriedesign zeigt dieses Velar ein Interieur mit dem Anspruch luxuriöser Sportlichkeit. Die Kombination aus Sitzbezügen, Dekoren und Oberflächen passen ausgezeichnet zum Charakter. Ein Highlight liefern die exklusiv diesem Modell vorbehaltenen Sitze: Sie sind mit perforiertem und gestepptem Windsor-Leder bezogen. Edle Zwillingsnähte runden das Bild ab. Serienmäßige Details wie 20-fache Verstellmöglichkeiten, Sitzheizung und -kühlung sowie Memory- und Massagefunktionen unterstreichen den hohen Anspruch nochmals.

Ebenfalls neu für die Velar Reihe ist das Lenkrad dieses Modells. Es besitzt einen speziell geformten Kranz und Schaltwippen in Aluminium. Edle Akzente setzt ferner das gerändelte Finish am Rotary Shift Getriebe-Drehregler und an den beiden Multifunktions-Drehreglern zur Bedienung des Infotainment-Systems. Es hört auf den Namen ‘Touch Pro Duo’.

63.900 Stunden Weiterentwicklung und Neuabstimmung

Die Velar Elektronik wurde darüber hinaus an vielen anderen Stellen an das Leistungsvermögen des neuen Topmodells angepasst. Allradantrieb und aktives Sperrdifferenzial hinten erfahren ebenso eine neue Abstimmung wie 8-Gang-Automatik, Lenkung und Luftfederung. Allesamt mit dem Ziel einer noch stärkeren Fahrereinbindung. Insgesamt arbeiten die Ingenieure bei Land Rover Special Vehicle Operations in 63.900 Stunden an der Weiterentwicklung und Neuabstimmung aller Velar-Systeme. Das Ergebnis: Handling, Fahrkomfort und Ansprechverhalten wurden optimiert.

Der Allradantrieb erhielt ein neues Verteilergetriebe – angepasst an die höheren Belastungen. Der 5-Liter V8 Kompressor-Motor zeichnet dafür hauptverantwortlich. Die Software-Steuerung des neuen Velar Topmodell passt präzise und unmerklich die Verteilung des Motordrehmoments an die jeweiligen Bedingungen an. Dabei können bis zu 100 Prozent Antriebskraft zu den Hinterrädern gelangen.

Die geschwindigkeitsabhängige, elektromechanische Servolenkung erfordert bei geringem Tempo nur wenig Lenkaufwand. Bei höheren Geschwindigkeiten gewährleistet sie ein festes und direktes Lenkgefühl.

Satter V8-Sound dank aktiver Abgasanlage

Die spezielle Abgasanlage, begleitet die üppige Kraftentfaltung des Modells mit markantem Sound. Die aktive Abgasanlage mit Klappensteuerung reagiert durch Öffnen von Ventilen auf die jeweiligen Fahrbedingungen. Sie verschafft dem Velar Top-Modell einen satten V8-Sound.

Ungeachtet seiner beeindruckenden dynamischen Eigenschaften ist dieses Range Rover Modell ein praktischer Vertreter der Gattung SUV. Er besitzt das gleiche Kofferraumvolumen wie seine Velar-Geschwister, die gleiche flexible 40:20:40-Teilung der Rücksitze – und einen großzügig bemessenen 82-Liter-Tank.

Die neue Range Rover Velar SVAutobiography Dynamic Edition ist in sechs Lackierungen erhältlich. Firenze Red, Santorini Black, Corris Grey, Fuji White, Indus Silver und das exklusive Byron Blue seidenmatt. Da finden Sie bestimmt eine passende Farbe.

Wer sich seinen Top-Velar selbst konfigurieren möchte schaut bei meinem Kurzbericht mit Link zum Konfigurator vorbei.

Info-Grafik PERFORMANCE

Info-Grafik DESIGN

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Text: Andreas Icha, Fotos: Jaguar Land Rover Media mit freundlicher Genehmigung

Hybrid? Nein, Dynamic! Range Rover Velar als Edel-SUV-Racer #luxusautos #rangerover #autos #mustread Der Range Rover Velar erfreut sich seit seiner Markteinführung großer Beliebtheit. Bei Kunden wie Fachleuten. Die Profis zeichneten das britische Avantgarde-SUV unter anderem mit dem Preis „World Car Design of the Year 2018“ aus.

#Land Rover #Range Rover #SVAutobiography #SVO #V8 #Velar

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robertkstone · 6 years

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2018 Range Rover Velar R-Dynamic SE I-4 First Test

Despite both my parents having careers in the fashion industry, the fashion gene appears to have skipped me. My approach to fashion mirrors my attitude toward just about everything from cars to cuisine—KISS: Keep It Simple, Stupid.

Yet even I can appreciate the game-elevating styling the 2018 Land Rover Range Rover Velar P250 R-Dynamic SE brings to the table. Despite lacking the Posh Spice seal of approval, the fashion-forward Range Rover Velar brings a lot to the crowded two-row luxury crossover space—and it’d better, considering how pricey and late to the game it is.

Built on a modular architecture shared with the Jaguar F-Pace, the Range Rover Velar is designed to fill the narrow white space between the baby Range Rover Evoque and the Range Rover Sport. This luxury crossover is intended to be the Range Rover line’s most carlike offering while still providing the off-road capability that the Land Rover badge demands. Given this goal, the Range Rover design team fully delivered—especially with a well-equipped sample like our Velar R-Dynamic tester. The extra-sporty Velar R-Dynamic is strikingly handsome and concept car pretty, with a rakish station wagon–esque look outside and a beautifully finished cabin inside.

With the Velar’s neck-snapping looks bound to bring buyers into the Range Rover section of the showroom, Land Rover was content to borrow three (quite good) powertrains from the Jaguar F-Pace—a 180-hp turbodiesel I-4, a 380-hp supercharged V-6, and the base engine found in our Velar P250 tester, a 2.0-liter turbocharged I-4 that produces 247 hp and 269 lb-ft of toque. Like the F-Pace, all Velars get an eight-speed automatic transmission and standard all-wheel drive.

Despite the Velar P250 R-Dynamic SE’s sporty looks, its performance at our test track was far more modest. Our four-cylinder Velar accelerated from 0 to 60 mph in 7.7 seconds and went through the quarter mile in 16.0 seconds at 85.7 mph. That’s substantially slower than our comparably equipped Velar P380 R-Dynamic SE long-termer, which needs 5.7 seconds to hit 60 mph and runs the quarter mile in 14.2 seconds at 97.7 mph.

Comparing our turbo-four Velar P250’s acceleration figures to its V-6-powered stablemate is admittedly unfair. But compared to other four-cylinder-powered luxury crossovers—like our 2017 Mercedes-Benz GLC300 4Matic long-termer or a 2018 Volvo XC60 T5 we tested recently—the Velar P250 is still a bit poky compared to those admittedly shorter and lighter-weight models. The Mercedes hits 60 mph in 6.9 seconds and runs the quarter mile in 15.2 seconds at 89.6 mph; the Volvo is faster still, hitting 60 mph in 6.2 seconds and completing the quarter mile in 14.7 seconds at 91.5 mph. The Velar P250’s unhurried performance continued in our figure-eight test, where it lapped our course in 26.9 seconds at an average 0.65 g, trailing both its German and Swedish rivals. Still, it doesn’t feel so slow out on the road.

The Velar is unquestionably the most carlike vehicle Land Rover makes. From behind the wheel it just feels like a big, tall station wagon. The Velar’s ride and handling team deserve the lion’s share of the credit here. The ride is firm, sporty even, but not in any way punishing. It dispatches even the most brutal impacts fairly quickly and without tossing your head around or sending things in the cabin flying—kind of surprising considering the 20-inch wheels on our tester. Steering is nicely balanced in the default Comfort setting, too. It’s well weighted and reasonably accurate at the same time. Dynamic mode ups feel, making it more direct, sharp, and, yes, sporty. It’s good for cutting up a good back road (and quite fun doing that, too), but Comfort should leave most drivers more than satisfied.

Despite the Velar’s four-cylinder engine holding it back in track tests, it’s actually a pretty nice little motor. It makes its power down low in its rev band, and the Velar’s smart-shifting eight-speed auto helps make the most of it. Although it isn’t fast, the Velar feels quick enough around town and for most freeway driving. Most remarkable is how smooth the four-pot is—even working at wide-open throttle, the engine doesn’t transmit any vibration or harshness into the cabin.

For all its shortcomings at the test track, the place the Velar needs the most work is inside the cabin. Like many high-fashion items, the Velar’s cabin is high on style but low on functionality. First the good: The Velar’s interior is downright gorgeous. From the Union Jack–cut leather seats to the beautiful dashboard design, this middleweight Range Rover is just as stunning to sit in as it is to look at. Material quality is on point—as it should be considering its $61,095 starting price and $76,435 as-tested price—and the seats both fore and aft are comfortable and spacious.

That’s all well and good, but the Velar’s infotainment suite leaves a lot to be desired. The Velar, like the latest Range Rover Sport and Range Rover, features a high-resolution dual-screen infotainment suite. The setup looks nice, but it’s difficult to use, at best. The top screen handles everything from navigation and off-road info to media and phone duties, and the bottom screen is responsible for climate control, seat massage, drive mode, and phone and media functions. Although there are some effective touchscreen infotainment systems out there—Volvo’s Sensus system and Tesla’s infotainment suite spring to mind—Range Rover’s system is slow to respond, unintuitively laid out, and difficult to use while driving. For example, to change the satellite radio station, you have to take your eyes off the road and tap a small, square button on the top screen to manually cycle through stations. You’d better hope you don’t have to jump more than three or four stations, because by that point the system starts to lag behind your inputs. The system frequently makes what should be a one- or two-keystroke task into a multistep operation. It all goes back to four letters: KISS. It’s possible to work around a lot of poorly engineered infotainment systems by simply plugging in your iPhone or Android device and using either Apple CarPlay or Android Auto, but unfortunately, neither of those alternatives is currently available on the Velar—or any Land Rover vehicle, for that matter.

The Land Rover Range Rover Velar P250 ultimately delivers the fashion-forward experience its presence promises. It’s beautiful to behold inside and out and has exceptional material quality. It, like many fashion-forward items, lacks a bit of functionality—in this case, sacrificing some performance and infotainment user-friendliness—but the Velar’s unmistakable style largely makes it all worth it.

2018 Land Rover Range Rover Velar P250 SE R-Dynamic BASE PRICE $61,095 PRICE AS TESTED $76,435 VEHICLE LAYOUT Front-engine, AWD, 5-pass, 4-door SUV ENGINE 2.0L/247-hp/269-lb-ft turbo DOHC 16-valve I-4 TRANSMISSION 8-speed automatic CURB WEIGHT (F/R DIST) 4,391 lb (50/50%) WHEELBASE 113.1 in LENGTH x WIDTH x HEIGHT 189.1 x 76.0 x 65.6 in 0-60 MPH 7.7 sec QUARTER MILE 16.0 sec @ 85.7 mph BRAKING, 60-0 MPH 117 ft LATERAL ACCELERATION 0.84 g (avg) MT FIGURE EIGHT 26.9 sec @ 0.65 g (avg) REAL MPG, CITY/HWY/COMB 18.0/28.0/21.4 mpg EPA CITY/HWY/COMB FUEL ECON 21/27/23 mpg ENERGY CONS, CITY/HWY 160/125 kW-hrs/100 miles CO2 EMISSIONS, COMB 0.83 lb/mile

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virginiaward01-blog · 6 years

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jonathanbelloblog · 7 years

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First Drive: 2018 Lincoln Navigator Reserve

LAGUNA BEACH, California — The appropriateness of the drive route Lincoln mapped out for our first taste of the 2018 Lincoln Navigator didn’t occur to me until well after I’d already handed back the key fob to the Ruby Red, full-size luxury SUV.

And then it hit me. The journey inland from the upscale coastal enclave to the Temecula wine country and back I’d just completed is one that Lincoln no doubt envisions potential Navigator buyers making with some frequency. The Laguna Beach crowd is exactly the type of customer the all-new, 2018 Navigator needs to attract if it’s going to succeed beyond being a go to for livery companies.

The changes to the brawny Lincoln SUV are immediately evident from behind the wheel. It acquitted itself well over the various forms of tarmac we encountered during our day’s drive, handling bumps and imperfections in a manner resembling that of a Great Dane’s reaction to a yapping Terrier — acknowledgement, then utter disregard. This nearly 6,000 pound SUV is not easily unsettled. And although it features an independent rear suspension, the Navigator still feels trucky in its on-road demeanor, an appealing characteristic to some that helps differentiate it from German alternatives such as the Audi Q7 and Mercedes-Benz GLS.

On the twists and turns of Ortega Highway, the only direct route to Temecula from Orange County over the Santa Ana Mountains, the 17.5-foot-long Lincoln shifted its weight left and right predictably. It’s no Jaguar F-Pace, but it’ll get you up to the ski resort without inducing any undue panic or stress, especially if you tighten things up by engaging “Excite” mode. After playing with the system’s other modes, I ended up leaving it in Excite during the bulk of my drive thanks to the sharper steering feel and throttle response the setting provides.

Motivation when the throttle is pinned comes courtesy of a version of Ford’s proven 3.5-liter EcoBoost twin-turbo V-6, which sends 450 hp and 510 lb-ft of torque through a new ten-speed automatic transmission. The package hustles the big SUV along well enough when prodded and the engine emits a subdued but appropriate growl as it does. Lincoln didn’t divulge a 0-60 mph test time, but given that the outgoing Navigator needed 6.5 seconds with 380 hp on tap, 6.0 seconds flat seems a reasonable estimate. When it comes time to halt the proceedings, it’s best not to pump the brakes too hard. They’ll stop you quickly enough alright, but nobody on board will enjoy the nosedive that results.

Its on-road behavior is solid enough, but Lincoln did its best work in the 2018 Navigator’s cabin. Not only is it pleasant on the eyes, it’s pleasant to occupy as well, starting with the near complete absence of noise and vibration being passed into the well-insulated cabin. The front seats are quite comfortable and can be adjusted to meet the ergonomic desires of almost anyone. Highlights include the individually adjustable thigh extenders and the easily accessible massage function (part of the $1,250 Perfect Position package), which can be turned on with the push of a button next to the other door-mounted seat adjustment controls. Some will rightly accuse Lincoln of stealing Mercedes’ idea; I’m glad it did, as the number of adjustments available would force occupants to blindly fiddle with far too many buttons.

Key to the interior’s stylish elegance is the smart use of chrome throughout, which contrasts well with the piano black accents and any choice of trim (I’m partial to the white teak found in the Black Label Yacht Club package). The stylish, old-school-looking dash neatly encases a vintage-looking rectangular gauge cluster — all digital, of course — and drives home the mid-century inspiration. The infotainment screen, which runs the Lincoln-ized version of Ford’s Sync 3, breaks up the flow unfortunately, but to be fair, there really isn’t a good way to way to incorporate something as modern as a touchscreen into a design that evokes car interiors of 60 years ago. It’s a shame the screen can’t be folded or retracted when not in use.

It is worth noting, however, that at least in the Reserve trim (and presumably, the Premiere and Select levels below), there are a few places where materials quality isn’t what it should be, such as on the upper door panel. Spring for the Black Label model though and the Venetian leather Lincoln uses for its range-topping trim feels better to the touch and is found in more places. You’ll also appreciate the Black Label’s standard 20-speaker Revel Ultima Audio system, Technology Package (adaptive cruise control, active park assist, auto high beams, head-up display, collision assist, and lane keep assist), and 22-inch wheels, which are optional on the lower level models.

While the 2018 Navigator’s interior is nearly perfect, its exterior lacks the imposing presence you’d expect this shy giant to have. From the side, it bares far too much resemblance to the humble Ford Explorer, as if the sheetmetal of the smaller crossover was simply scaled up, then given a slight polish, fender accents, and retractable running boards. The Navigator Concept Lincoln rolled out in 2016 featured a slightly sloping roof and more elongated and premium-looking shape reminiscent of one of today’s luxury SUV gold standards—the Range Rover. It’s unfortunate those elements didn’t make the cut, but the flat roof of the production model does allow for ample headroom in the third row, with the stated 37.3 inches being enough to comfortably fit even my 6 foot, 4 inch self. The 42.3-inches of legroom third-row occupants are offered doesn’t suck, either.

That lack of visual slope negatively impacts matters back at the back of the Navigator, as well. While an improvement over the outgoing model thanks to the black D-pillars and inverted horizontal light bar, the 2018 Navigator’s rear still looks quite slabby, thanks in part to its nearly 1:1 width:height proportions.

And then there’s the front. An SUV-size version of the grille that’s not doing anything special for the Continental doesn’t do much for Navigator, either. In fact, out in the wild, it looks squished, like someone shrunk the photo horizontally instead of vertically. The giant Lincoln logo is a nice touch, but it needs to be on a grille with a horizontal pattern — say that of the ’65 Continental — rather than a vertical one.

Exterior design shortcomings aside, Lincoln nailed nearly everything else on the 2018 Navigator. The package includes an excellent interior, a strong powertrain, good equipment list, a tow rating north of 8,000 pounds, and a competitive price tag that starts at $73,250. Black car fleets will surely love them, but only time will tell if the image-conscious, high net-worth suburbanites Lincoln wants to attract will feel the same way. Lincoln’s concierge services are an extra selling point, but failure or success may come down to the strength of the brand’s marketing push, as the hip-hop cred the original Navigator was able to snag probably isn’t coming back.

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2018 Lincoln Navigator 4×4 Reserve Specifications

ON SALE December 2017 PRICE $82,400/$88,675 (base/as tested) ENGINE 3.5L twin-turbo DOHC 24-valve V-6/450 hp @ 5,500 rpm, 510 lb-ft @ 3,000 rpm TRANSMISSION 10-speed automatic LAYOUT 4-door, 7-passenger, front-engine, 4WD SUV EPA MILEAGE 16/21 mpg (city/hwy) L x W x H 210.0 x 79.9 x 76.3 in WHEELBASE 122.5 in WEIGHT 5,855 lb 0-60 MPH 6.0 sec (est) TOP SPEED N/A

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eddiejpoplar · 7 years

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First Drive: 2018 Lincoln Navigator Reserve

2018 Lincoln Navigator 4×4 Reserve Specifications

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jesusvasser · 7 years

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First Drive: 2018 Lincoln Navigator Reserve

2018 Lincoln Navigator 4×4 Reserve Specifications

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jrgarcia · 7 years

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First Impression Road Test of the 2018 Alfa Romeo Stelvio

Getting behind the wheel of the 2018 Alfa Romeo Stelvio required a bit of patience on my part. Every journalist at the 2017 Texas Truck Rodeo wanted a turn. (Shocker!) It got to the point where every time I saw the Stelvio it was filled up with journalists riding in the back as a way to get first dibs when it parked. The only way I got a chance to drive it was because I waited outside in the sun during lunch to ensure I would be first in line. For the sake of the aviator shaped tan lines on my face I’m glad to say that it was worth the wait to drive Alfa Romeo’s first SUV.

The Alfa Romeo Stelvio is as entertaining to drive as it is to look at while swiping through Instagram filters. It got its name from the Stelvio Pass in Italy, a road that is burned into the fantasies of most driving enthusiasts for being one of the most beautiful and challenging ribbons of tarmac on this planet.

Stelvio Pass. Highest paved moutain pass in the Eastern Alps.

Interior

The model I got to drive had black leather interior, which was nice and had the Alfa crest imprinted in the headrest. Even after it was sitting in the hot sun for an hour I wasn’t burning up when I sat inside waiting for the AC to take effect. But I immediately asked if there were other interior color options available. Why? Because black interiors are boring, especially in vehicles that aren’t meant to be.

Thankfully, standard leather seats can be optioned in red or chocolate, besides black. Premium sport leather seats also come in black, red, or chocolate, in the Ti Sport trim level. Top of the line spec, Ti Lusso, offers a fourth color option which is called Creama (Italian for Cream). A beautiful light brown color that I can’t wait to see in person once these start rolling into mall parking lots.

The Stelvio was built to compete against other small luxury SUV’s, like the Jaguar F-Pace and Porsche Macan, so that means you get a lot of creature comforts in the interior. Heated seats and steering wheel, adjustable lumbar support, 8.8 inches of touchscreen navigation, an easy to use infotainment center, and dual-pan sunroof. You can even get headlamp washers if you want.

Exterior

If you are a fan of the Alfa Romeo Giulia then you’ll enjoy staring at the Stelvio. Not only do they share the same platform but they also have similar facial features in the front end. Narrow, confident, headlamps with Alfa’s iconic grille that gives the Stelvio an Italian flare and distinguishes it from its domestic cousins. The Alfa Romeo Stelvio is built in Cassino, Italy, so it’s an Italian import, which means you can say you drive an imported Italian vehicle at social events. (Use this power wisely.)

Pan Sun Roof

2018 Alfa Romeo Stelvio Ti Sport

You can choose a Stelvio from 12 different exterior colors:

Alfa White

Alfa Red

Vulcano Black Metallic

Silverstone Gray Metallic

Vesuvio Gray Metallic

Stromboli Gray Metallic

Racing Green Metallic

Montecarlo Blue Metallic

Basalto Brown Metallic

Competizione Red Tri-Coat

Trofeo White Tri-Coat

Misano Blue Metallic (Ti Sport Only)

You can even choose the color of the brake calibers with the options of red, black or yellow. A wide variety of colors, inside and out, to create a vehicle that’s unique to the owner.

Red, Yellow, or Black?

Specs and Performance of the 2018 Alfa Romeo Stelvio

Powering the Stelvio is an all-aluminum 2.0 liter turbo four cylinder engine putting out 280 horsepower. Put your foot down and the Stelvio will respond with a smile inducing kick and charges you forward all the way up to its top speed of 144 mph. An 8-speed automatic transmission feeds the power to your right foot’s command.

2018 Alfa Romeo Stelvio Ti Sport

When I drove the Giuila Quadrifoglio earlier this year I wrote that the steering on the Giuila was “surgical”. Implying that the steering was light and precise like the hand of a skilled surgeon. It’s a similar case with the Stelvio. Driving it on Texas hill country roads was a pleasure cruise. Enjoying the feel of the wheel as I went along the ups and downs of the two lane blacktop. Paddle shifters exactly where I needed them to be no matter the position of my hands thanks to their massive size. All wheel drive kept me glued to the road. Staring MSRP for the Stelvio Ti is $43,995.

Final Thoughts on the Alfa Romeo Stelvio

I like it. Much like how I enjoyed the Durango SRT. I know they are on opposite ends of the spectrum but in the end both vehicles have similar ambitions. To stand out and put similes on people’s faces. The 2018 Alfa Romeo Stelvio delivers style without coming across as pretentious. It’s quick without feeling like you’re daring the law of physics, and it handles very well through the turns.

It’s difficult here in America to not think of style, passion, and showing off when talking about Italian vehicles. Being that this is Alfa Romeo’s first attempt at an SUV it has all of those things. Style for design, passion for handling, and showing off because it was voted the CUV of Texas at the Truck Rodeo this year.

2018 Alfa Romeo Stelvio Ti Sport

Read more articles and reviews Here.

The Alfa Romeo Stelvio is as fun to drive as it is to look at when parked. First Impression Road Test of the 2018 Alfa Romeo Stelvio Getting behind the wheel of the 2018 Alfa Romeo Stelvio required a bit of patience on my part.

#automotive review #driving #first impression #lifestyle #writing #Alfa Romeo #Alfa Romeo Stelvio #Italian cars #Italian import #luxury suv

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privateplates4u · 7 years

Photo

2018 Range Rover Velar V-6 First Drive: What is Hiding in Range Rover’s New Luxury SUV?

We’ve just finished lunching on locally caught fried white fish, reindeer stew with mashed potatoes, and freshly picked strawberries with cream at a little cafe with a stunning 270-degree view of the fjords below. The whole setup is, as the kids say these days, “Norwegian af.” In the winter, this joint serves as a warming hut for a local ski resort, and getting here involved crisscrossing up a mile and half of steep, rock-strewn switchbacks. On a brisk day in January, it would be exhilarating to blast down on a set of skis. Today, we’re glad to be swaddled in the all-new Range Rover Velar, equipped with height-adjustable air suspension and hill-descent control. “Hullo, do you mind if I join you for the ride down?” asks the chipper PR rep with a smile and posh London accent sparkly enough for three Orbitz gum commercials. Of course the answer is yes, so in she hops in and introduces herself with a laugh. “It’s quite confusing, really. My name is Mercedes, but do you know how awkward that is in this business? Especially when you have to ring people up and say, ‘Hi, this is Mercedes, of Jaguar Land Rover.’ ” It’s giggles and the crunch of rock under rubber the whole way down. Velar also seems to be a puzzling name for this all-new fourth model in the Range Rover line, but there is precedent. When developing the original Range Rover, Land Rover engineers dubbed the prototype Velar, from the Latin word for “to cover, hide.” That makes sense for a secret prototype, and it does roll off the tongue quite luxuriously (with emphasis on the first syllable), but is Range Rover hiding something? Not if you ask the engineers. Chief body engineer Rob Scott is up front about the platform and engine sharing between Velar and the Jaguar F-Pace. Both are built on the same line at the Solihull, England, factory that gave birth to the Land Rover brand, now owned by the Jaguar Land Rover group. The Velar launches with six aluminum-intensive, direct-injection inline-four and V-6 engines developed in-house at JLR. For North America, there are two turbocharged 2.0-liter four-cylinders on offer: a 180-horsepower diesel or a 247-horsepower gas engine. The current top of the range is the 380-horsepower supercharged V-6 gas engine that powers our fjord explorer. “This is the most road-oriented Range Rover ever developed,” Scott says. It’s a claim we partially validated along the always stunning, occasionally harrowing byways that tickle the west coast of Norway. The majority of roads we drive are single-lane in each direction and often narrow for sharing in curvy, forested parts between towns. With some form of water on the ground most of the year, giant Scania trucks lumbering around blind corners, and strict enforcement of traffic laws, Norwegian speed limits are low and not for flouting. A limit-handling evaluation will have to wait, but at first blush, the Velar feels good, familiar. We loved F-Pace’s mix of sport and civility enough to nearly name it 2017 SUV of the Year, and the Velar comports itself in similar fashion but with more attention focused on smoothing out bumps, rounding off hard edges, and creating a “calm sanctuary.” This a tough assignment for our First Edition Velar, which comes shod in 22-inch wheels and low-profile tires, but credit goes to the aluminum-intensive double-A-arm front and multilink rear suspension, continuously variable adaptive dampers, and optional air suspension. The Velar’s neatest trick is how thoroughly it cloaks all its technology; although there are multiple drive modes on offer—tunable electric power steering response, a brake-based torque vectoring system, and an electronic locking rear differential—they are mostly invisible until fiddled with. Range Rover claims a 4,471-pound curb weight for the V-6 Velar and that it will hit 60 mph in 5.3 seconds, which is all very believable. Our V-6 Velar is always a willing partner; no matter the on-road mode selected (Comfort, Eco, Dynamic, or Race), all 332 lb-ft of torque felt readily available via distant thumps of the ZF eight-speed transmission. Popping back the left downshift paddle gets things going fractionally quicker, but the right foot covers most situations. That said, the V-6 Velar is not a head-snapping wolf in a fitted wool suit. There is plenty left to hone a sharper-edged, more track-focused SVR Velar. After thoroughly trouncing a series of man-made obstacles, including wheel articulation ramps, a curved side slope, and a hill climb and then charging triumphantly up a groomed off-road course, we ask the opinion of Land Rover expert Steve Hoare. For someone who spends his weekdays editing Alloy and Grit, a Land Rover enthusiast publication, and his weekends tending to five Land Rovers ranging from a 1949 Series 1 to a 2003 Discovery 2 (all pre–independent suspension and electronic aids, mind you), he is remarkably charitable. We both agree that traction and forward progress are never an issue; the off-road modes in Range Rover’s Terrain Response 2 system, programs such as Low Traction Launch and All Terrain Progress Control (a low-speed off-road cruise-control setting), and that height-adjustable air suspension take nearly all of the drama out of climbing hill and dale. All one really has to do is steer and thumb speeds up or down. But Hoare does dismiss the Velar’s handling of a fundamental off-road principle: outward visibility. “All Land Rovers used to be known for their ‘Command’ seating position,” Hoare says. The Velar’s more road-focused “Sports-Command” driving position and high beltline style mean the driver sits low, with a broad expanse of hood to peer over. Scott respectfully disagrees, arguing that the power-adjustable seats and voluminous headroom allow most drivers to sit as high up as necessary. To further address visibility concerns, Range Rover does make the views from the Velar’s four parking-aid cameras available while four-wheeling. But Velar’s launch story isn’t really about on- or off-road prowess—it’s about design. Even though their wheelbases are the same at 113.1 inches, the Velar shares no exterior body panels with the F-Pace. Its hood, fenders, and roof are made from aluminum, and the rear hatch is composite—all in the name of weight savings. Doors are steels to help with side impacts and the architectural look chief designer Gerry McGovern was after. Unlike the curvy and muscular F-Pace, the Velar is smooth and slabby—less sculpted in the gym, more hewn from solid billet. Perhaps surprisingly, the Velar is the more aerodynamic of the two; its 0.32 drag coefficient (in turbodiesel configuration) makes it the most aerodynamically efficient vehicle in Land Rover history (and a good deal slicker than the 0.37 of F-Pace.) An upright grille and short front overhang combine with the longer rear overhang to give the Velar its rakish, wind-cheating profile. Cleverly executed details such as the optional blacked-out roof and pillars, flush-fit deployable door handles, and a reversed cut line that rises from front bumper to rear further buff the Velar’s visual appeal. Silver satin finish paint, copper-colored accents, and those aforementioned 22s set apart the limited run of 500 First Editions even further. The Velar is positioned above the Evoque and below the Sport in the Range Rover lineup, but it challenges all, including the flagship, when it comes to interior execution. Reductionism is the overall theme, incorporating that overused trope “less is more,” but it’s doubtful Ludwig Mies van der Rohe would eye roll what the interior design team has done—especially if he could sit in the driver’s seat with every system off (quite hard to do in the smart key era). When the Velar is completely asleep, the driver is surrounded by a sensory-indulgent chamber composed of swathes of texture in blocks of muted colors ranging from fuzzy dark gray synthetic suede on the headliner, open-pore charcoal-colored wood inserts on the dash and doors, and glossy black touchscreen displays. First Editions also get special “cut diamond” pattern in the perforated leather seats and synthetic door inserts, but the star of the show is the yards of gray wool fabric on offer. Danish textile manufacturer Kvadrat (pronounced more like Cavadra) is Europe’s largest supplier of premium fabrics and supplies such luxury furniture makers as B&B Italia, Knoll, and Vitra. Kvadrat worked with Range Rover to develop a 30 percent wool, 70 percent polyester blend that not only meets stringent automotive standards (including safety, durability, stain, fade, and color transfer resistance) but also can stand on its own as a premium offering. In what it claims is an industry first, Range Rover is offering the Kvadrat wool blend as an option on par with its best Windsor leather. Does it work? Sumptuously so. Not all automotive leathers are created equal, but they do all tend to cover the seats of luxury vehicles. Velar’s wool-ensconced interior feels strikingly different yet familiar; it’s like you’re home but in a car. Which is precisely the point: One goal of the Velar’s interior design team was to make the cabin more like a living space— from the leather, cozy wool textiles, and wood paneling to the twin gloss-black screens mounted flush in the center console. This is the Touch Pro Duo system, Range Rover’s new infotainment system. It uses high-definition touchscreen displays that control everything from HVAC and audio to smartphone apps and Terrain Response 2. In keeping with the reductionist theme, Touch Pro Duo employs precious few buttons, a volume knob, and two knurled rings prominently embedded in the lower touchscreen to change function depending on what system is engaged. If you don’t mind fingerprints or having to look when you touch (capacitive buttons provide no haptic feedback, so visual confirmation is required), the system works well and is substantially more responsive than previous JLR touchscreens. When the drape lifted on the Velar last year, it uncovered a production midsize crossover so slick and dramatically proportioned as to be mistaken for yet another gorgeous yet implausible concept. Our brief Scandanavian stint reveals that the Velar is the real luxurious deal against the backdrop of Norway’s jaw-dropping roads and vistas. How it handles the reality of big-city traffic, broken tarmac, and Vbox test gear remains to be seen. The post 2018 Range Rover Velar V-6 First Drive: What is Hiding in Range Rover’s New Luxury SUV? appeared first on Motor Trend.

http://www.motortrend.com/cars/land-rover/range-rover-velar/2018/2018-range-rover-velar-v6-first-drive-review/

#First Drives

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carloverdiecast · 7 years

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TSM-Model Jaguar F-Pace Polaris White resin Scale 1:43 (TSM430130) available now https://www.carloverdiecast.com/products/tsm-model-jaguar-f-pace-polaris-white-resin-scale-1-43-tsm430130-available-on-may-2017-pre-order-now

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robertkstone · 7 years

Text

2018 Range Rover Velar V-6 First Drive: What is Hiding in Range Rover’s New Luxury SUV?

“Hullo, do you mind if I join you for the ride down?” asks the chipper PR rep with a smile and posh London accent sparkly enough for three Orbitz gum commercials. Of course the answer is yes, so in she hops in and introduces herself with a laugh. “It’s quite confusing, really. My name is Mercedes, but do you know how awkward that is in this business? Especially when you have to ring people up and say, ‘Hi, this is Mercedes, of Jaguar Land Rover.’ ” It’s giggles and the crunch of rock under rubber the whole way down.

Velar also seems to be a puzzling name for this all-new fourth model in the Range Rover line, but there is precedent. When developing the original Range Rover, Land Rover engineers dubbed the prototype Velar, from the Latin word for “to cover, hide.” That makes sense for a secret prototype, and it does roll off the tongue quite luxuriously (with emphasis on the first syllable), but is Range Rover hiding something?

Not if you ask the engineers. Chief body engineer Rob Scott is up front about the platform and engine sharing between Velar and the Jaguar F-Pace. Both are built on the same line at the Solihull, England, factory that gave birth to the Land Rover brand, now owned by the Jaguar Land Rover group. The Velar launches with six aluminum-intensive, direct-injection inline-four and V-6 engines developed in-house at JLR. For North America, there are two turbocharged 2.0-liter four-cylinders on offer: a 180-horsepower diesel or a 247-horsepower gas engine. The current top of the range is the 380-horsepower supercharged V-6 gas engine that powers our fjord explorer.

“This is the most road-oriented Range Rover ever developed,” Scott says. It’s a claim we partially validated along the always stunning, occasionally harrowing byways that tickle the west coast of Norway. The majority of roads we drive are single-lane in each direction and often narrow for sharing in curvy, forested parts between towns. With some form of water on the ground most of the year, giant Scania trucks lumbering around blind corners, and strict enforcement of traffic laws, Norwegian speed limits are low and not for flouting. A limit-handling evaluation will have to wait, but at first blush, the Velar feels good, familiar. We loved F-Pace’s mix of sport and civility enough to nearly name it 2017 SUV of the Year, and the Velar comports itself in similar fashion but with more attention focused on smoothing out bumps, rounding off hard edges, and creating a “calm sanctuary.” This a tough assignment for our First Edition Velar, which comes shod in 22-inch wheels and low-profile tires, but credit goes to the aluminum-intensive double-A-arm front and multilink rear suspension, continuously variable adaptive dampers, and optional air suspension. The Velar’s neatest trick is how thoroughly it cloaks all its technology; although there are multiple drive modes on offer—tunable electric power steering response, a brake-based torque vectoring system, and an electronic locking rear differential—they are mostly invisible until fiddled with.

Range Rover claims a 4,471-pound curb weight for the V-6 Velar and that it will hit 60 mph in 5.3 seconds, which is all very believable. Our V-6 Velar is always a willing partner; no matter the on-road mode selected (Comfort, Eco, Dynamic, or Race), all 332 lb-ft of torque felt readily available via distant thumps of the ZF eight-speed transmission. Popping back the left downshift paddle gets things going fractionally quicker, but the right foot covers most situations. That said, the V-6 Velar is not a head-snapping wolf in a fitted wool suit. There is plenty left to hone a sharper-edged, more track-focused SVR Velar.

After thoroughly trouncing a series of man-made obstacles, including wheel articulation ramps, a curved side slope, and a hill climb and then charging triumphantly up a groomed off-road course, we ask the opinion of Land Rover expert Steve Hoare. For someone who spends his weekdays editing Alloy and Grit, a Land Rover enthusiast publication, and his weekends tending to five Land Rovers ranging from a 1949 Series 1 to a 2003 Discovery 2 (all pre–independent suspension and electronic aids, mind you), he is remarkably charitable. We both agree that traction and forward progress are never an issue; the off-road modes in Range Rover’s Terrain Response 2 system, programs such as Low Traction Launch and All Terrain Progress Control (a low-speed off-road cruise-control setting), and that height-adjustable air suspension take nearly all of the drama out of climbing hill and dale. All one really has to do is steer and thumb speeds up or down. But Hoare does dismiss the Velar’s handling of a fundamental off-road principle: outward visibility. “All Land Rovers used to be known for their ‘Command’ seating position,” Hoare says. The Velar’s more road-focused “Sports-Command” driving position and high beltline style mean the driver sits low, with a broad expanse of hood to peer over. Scott respectfully disagrees, arguing that the power-adjustable seats and voluminous headroom allow most drivers to sit as high up as necessary. To further address visibility concerns, Range Rover does make the views from the Velar’s four parking-aid cameras available while four-wheeling.

But Velar’s launch story isn’t really about on- or off-road prowess—it’s about design. Even though their wheelbases are the same at 113.1 inches, the Velar shares no exterior body panels with the F-Pace. Its hood, fenders, and roof are made from aluminum, and the rear hatch is composite—all in the name of weight savings. Doors are steels to help with side impacts and the architectural look chief designer Gerry McGovern was after. Unlike the curvy and muscular F-Pace, the Velar is smooth and slabby—less sculpted in the gym, more hewn from solid billet. Perhaps surprisingly, the Velar is the more aerodynamic of the two; its 0.32 drag coefficient (in turbodiesel configuration) makes it the most aerodynamically efficient vehicle in Land Rover history (and a good deal slicker than the 0.37 of F-Pace.) An upright grille and short front overhang combine with the longer rear overhang to give the Velar its rakish, wind-cheating profile. Cleverly executed details such as the optional blacked-out roof and pillars, flush-fit deployable door handles, and a reversed cut line that rises from front bumper to rear further buff the Velar’s visual appeal. Silver satin finish paint, copper-colored accents, and those aforementioned 22s set apart the limited run of 500 First Editions even further.

The Velar is positioned above the Evoque and below the Sport in the Range Rover lineup, but it challenges all, including the flagship, when it comes to interior execution. Reductionism is the overall theme, incorporating that overused trope “less is more,” but it’s doubtful Ludwig Mies van der Rohe would eye roll what the interior design team has done—especially if he could sit in the driver’s seat with every system off (quite hard to do in the smart key era). When the Velar is completely asleep, the driver is surrounded by a sensory-indulgent chamber composed of swathes of texture in blocks of muted colors ranging from fuzzy dark gray synthetic suede on the headliner, open-pore charcoal-colored wood inserts on the dash and doors, and glossy black touchscreen displays. First Editions also get special “cut diamond” pattern in the perforated leather seats and synthetic door inserts, but the star of the show is the yards of gray wool fabric on offer. Danish textile manufacturer Kvadrat (pronounced more like Cavadra) is Europe’s largest supplier of premium fabrics and supplies such luxury furniture makers as B&B Italia, Knoll, and Vitra. Kvadrat worked with Range Rover to develop a 30 percent wool, 70 percent polyester blend that not only meets stringent automotive standards (including safety, durability, stain, fade, and color transfer resistance) but also can stand on its own as a premium offering. In what it claims is an industry first, Range Rover is offering the Kvadrat wool blend as an option on par with its best Windsor leather. Does it work?

Sumptuously so. Not all automotive leathers are created equal, but they do all tend to cover the seats of luxury vehicles. Velar’s wool-ensconced interior feels strikingly different yet familiar; it’s like you’re home but in a car. Which is precisely the point: One goal of the Velar’s interior design team was to make the cabin more like a living space— from the leather, cozy wool textiles, and wood paneling to the twin gloss-black screens mounted flush in the center console. This is the Touch Pro Duo system, Range Rover’s new infotainment system. It uses high-definition touchscreen displays that control everything from HVAC and audio to smartphone apps and Terrain Response 2. In keeping with the reductionist theme, Touch Pro Duo employs precious few buttons, a volume knob, and two knurled rings prominently embedded in the lower touchscreen to change function depending on what system is engaged. If you don’t mind fingerprints or having to look when you touch (capacitive buttons provide no haptic feedback, so visual confirmation is required), the system works well and is substantially more responsive than previous JLR touchscreens.

When the drape lifted on the Velar last year, it uncovered a production midsize crossover so slick and dramatically proportioned as to be mistaken for yet another gorgeous yet implausible concept. Our brief Scandanavian stint reveals that the Velar is the real luxurious deal against the backdrop of Norway’s jaw-dropping roads and vistas. How it handles the reality of big-city traffic, broken tarmac, and Vbox test gear remains to be seen.

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robot-radar · 7 years

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2017 Jaguar F-Pace

2017 Jaguar F-Pace Review

Magnificence and common sense are so frequently fundamentally unrelated. Be that as it may, every once in a while, something happens that figures out how to be both fun and touchy, ready to draw on the strings of the heart while fulfilling the piece of his cerebrum where all the solid counsel of his mom dwell. 2017 Jaguar F-Pace is an amusing to-drive SUV that additionally happens to be a standout amongst the most far reaching, powerful and focused costs in the conservative extravagance section.

The principle target of Jaguar when it halted creation of its first SUV was sufficient. Mission finished, be that as it may, have been included with a slight partition of the length of the wheelbase to the ground being decreased in the eyes, the subsequent vehicle was ended with more back legs, and load space uneasiness utilize the Unpaved land, the greater part of its rivals.

An optional goal was to drive with an indistinguishable eagerness from Jaguar vehicles and games autos. Utilizing an indistinguishable mechanical bone from XE and XF sports vehicle and a sort of F-motivation, 2017 Jaguar F-Pace is without a doubt a standout amongst the most alluring SUV driving class.

An inflexible guiding, an exceptionally unbending structure, perfectly created and completely wheel-mounted back suspension framework are gainful. The excursion might be somewhat relentless for a few, be that as it may.

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2017 Jaguar F-Pace 35t Premium

2017 Jaguar F-Pace Configurations

2017 Jaguar F-Pace 20d

The support of these dynamic abilities is a couple of appealing motors. A supercharged V6 motor produces 340 drive (or 380 in the S show) at a cost where the greater part of the contenders has turbocharged four-chamber and 100-pull less. The increasing speed is as anyone might expect better than most, and is created alongside a high evaluating of the motivated F debilitate framework.

For the individuals who need to keep their fuel charges low, the 20d model has a productive turbo diesel motor, which joined the BMW X3 as the main other SUV in the fragment to offer such a motor (the Audi Q5 TDI is suspended the emanations because of VW embarrassment).

Inside, the lodge is elegantly finished, pleasantly brightened with quality materials and outfitted with happy with seating. New Jaguar is another Touch Pro InTouch mark interface with noteworthy responsiveness, huge virtual catches and adaptable menus.

Additionally, studies are expected to play out a full decision on contending frameworks (the same for less, the standard interface of the InControl touchscreen) however our underlying examinations were at any rate positive.

What’s more, indeed, this is the thing that we for the most part feel about the Jaguar F-Pace, 2017. Albeit different encounters are positively fundamental, we are certain of the exactness of our underlying response: This is one of class pioneers.

The F-Pace contributes adequately to the sort of element driving background offered by the Porsche Macan, the polish of the Mercedes-Benz GLC-Class and the adjusted character of the BMW X3. Also, despite the fact that it may not coordinate the Acura RDX esteem, it has a tendency to be less expensive than the value like different opponents said above. Things being what they are magnificence and reasonableness can exist together.

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2017 Jaguar F-Pace 35t Prestige

2017 Jaguar F-Pace 35t R-Sport

2017 Jaguar F-Pace Black

2017 Jaguar F-Pace Gear and Qualities

2017 Jaguar F-Pace is an extravagance minimized SUV with limit with respect to five travelers. There are five levels of hardware: Base, Premium Luxury, R-Sport and S. Everything except S are accessible with an engine choice (indicated 20d and 35t). There is likewise an adaptation accountable for S known as the primary release, just 275 are expected for the United States.

The F-Pace construct comes standard in light of all wheels, 18-inch wheels, back end, voyage control, journey control, raise window, LED route lights, programmed wipers, keyless passage and start, electric seats with Two seats with eight conformity, a 40/20/40 collapsing back seat, a calfskin trimmed controlling wheel, slant and Luxtec simulated cowhide, a programmed darkening rearview reflect, InControl to ensure crisis interchanges administrations, material touch interface Electronic InControl 8-inch telephone and sound framework and speakers Bluetooth meridian 11 with USB, media player interface, helper sound jack and CD player. A back view camera and satellite radio can be included independently.

Premium includes 19-inch wheels, raise see camera, control mirrors and movable controller memory capacities. The Vision bundle includes programmed bi-xenon headlights with programmed leveling and washers, front and back stopping sensors and a ready framework.

The model in view of two F-Pace and premium can be strengthened with a crisp bundle that includes warmed front seats and back seats, warmed windscreen and warmed directing wheel that enhanced cowhide. They can likewise be furnished with an incorporated InControl material route framework.

Including extravagance F-Pace a large portion of the above alternatives and front and back stopping sensors, gear, icy pack, cowhide upholstery, four-situate front lumbar, flexible controlling wheel, collapsing back armrest, cell phone applications. It does exclude the visually impaired cautioning framework, which is adjusted, is incorporated into the Vision Prestige bundle, which additionally incorporates versatile LED headlights.

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2017 Jaguar F-Pace First Edition

2017 Jaguar F-Pace Interior

2017 Jaguar F-Pace R Sport

R-Sport includes 20-inch wheels, extraordinary styling components, a discretionary extravagance hardware, haze lights, a programmed braking cautioning, programmed sun bars, an all the more forcefully strengthened front seat with a recreated leg rest in the Adjustable calfskin dashboard.

The F-Pace S is prepared similarly, however has an extra 40 horse suspension versatile (discretionary in the Prestige and R-Sport) and different styling components.

The Prestige, R-Sport and S can be outfitted with front seats with solace and comfort electric ventilated back seats, a remote control to crease the back seats and an electric entryway with signal control. The Technology bundle includes a full arrangement of LCD instruments, a 3G remote framework in a meridian encompass sound framework with 17 speakers and a superior 10 inch touch interface Pro InControl with configurable menu screens and enhanced usefulness.

They can likewise be furnished with a head-up show, rooftop rails and a waterproof “movement scratch” armlet that permits you to open the auto with the key still inside.

R-Sport and S can be outfitted with all extravagance inside overhauls including four programmed temperature control zones, extra air conduits to the back seats, redesigned floor coverings and structure, inside lighting hues and 10 refrigerated glove compartment.

The driver’s bolster unit includes versatile voyage control, crash cautioning before a speed confine warning, three extra stopping cameras and a programmed stopping framework (parallel, opposite and exit). They can likewise be fitted with 22-inch wheels.

The principal release incorporates the greater part of the alternatives and choices to the unique paint, pooch tooth change inside and stitched calfskin refreshed with an exceptional saw tooth teeth.

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2017 Jaguar F-Pace MSRP

2017 Jaguar F-Pace Price

2017 Jaguar F-Pace White

2017 Jaguar F-Pace Execution and MPG

Each 2017 Jaguar F-Pace comes standard with four-wheel drive, eight-speed programmed gearbox, paddle move levers, slant begin help and a programmed begin and stop framework. There are two motor alternatives.

The 35t all-wheel drive models have a 3.0-liter V6 turbo that produces 340 strength and 332 pound-feet of torque in all forms with the exception of the S and the main release where it produces 380 pull. The couple has not changed.

Panther trusts that the base part will bring about a period of 0-60 mph in 5.4 seconds or 5.1 seconds with the S. Both are among the speediest in the fragment. The efficiency is assessed by the EPA to be 20 mpg consolidated (18 city/23 roadway). This is much lower than contenders with a turbocharged four-chamber less intense. This is about the same as the Macan S.

The AWD 20D models have a 2.0-liter 4-chamber turbodiesel in-line that produces 180 pull and 318 pound-feet of torque. It is ordinary for a motor of this sort. Puma trusts it will increment from zero to 60 miles/h in 8.2 seconds, which is ease back however like the BMW X3 diesel. No appraisals EPA was accessible at the season of composing these lines, yet Jaguar trusts it will be in the upper scope of 20 mpg consolidated.

2017 Jaguar F-Pace Security

Each 2017 F-Pace comes standard with automated stopping devices, dependability and footing control, front side airbags and long side window ornament airbags. Camera sensors and stopping mirrors are discretionary on the construct model and standard in light of all others.

The programmed crisis stopping mechanism and the consummation of the bolster course are standard on the Sport R and S dazzle sports framework and back pass cautioning is additionally standard in this specific situation and discretionary reward and extravagance.

2017 Jaguar F-Pace To the Inside

The F-Pace lodge may not be as snappy as the outside, but rather all things considered it is classy and developed with materials of sufficient quality. The atmosphere controls are fantastic and the new Touch Pro InControl framework (discretionary) incorporates vast virtual catches, speedy answers and clear design. We require additional time than was conceivable amid our first collection, in any case, and we have not met the InControl based touch framework.

In advance, the F-Pace figures out how to mix lift while sitting tight for a SUV, with more than one auto subtype situate. The seats themselves offer more than sufficient condition and notwithstanding coming about space for the taller drivers.

The back seat, then, offers more legroom than most contenders, albeit a standout amongst the most critical motors in the front. Head tallness is not precisely ample, but rather the head is not brushing the roof (even with the sunroof).

The freight space is magnificent for the portion, which measures 33.5 cubic feet with seats up (best in class) and a limit of 63.5 cubic feet (just outperformed by Volvo XC60). This is chiefly the consequence of its profundity more than expected.

Also, for the individuals who will utilize the load region or the rooftop to convey a surfboard, kayak or open air enterprise articles, you may be keen on the discretionary action scratch F-Pace: Jaguar script opens the auto, abandoning you the key in the bolted auto.

2017 Jaguar F-Pace In the Driver’s Seat

The F-Pace 2017 looks more like a SUV sports vehicle in the driver’s seat – notwithstanding for moderately focused games models. Its corners are level and unremarkable impressionism projections are gotten with an unbending structure and a completely coordinated suspension.

The four wheel drive framework sends the majority of the power in the back in many conditions, making a favorable usefulness and sentiment a back wheel drive vehicle. And after that there are the uncommon direction: light and steady in their endeavors, was brought up in input and solid in their reactions.

In the engine, the supercharged V6 offers a 35t help, whatever the driving circumstance, with a somewhat boisterous motor note that can absolutely move toward an unmanned light plane exhausted amid typical driving. Diesel 20d ought to feel sufficiently solid to the city or when you have to build the ability to cross the street yet you will see the absence of force on a slope.

With two motors, four-wheel drive framework that standard taking care of, it has additionally demonstrated its incentive in the crate, sending energy to the wheels they require. Alongside this liberal land and go romping innovation obtained from the cousin of Land Rover, the 2017 Jaguar F-Pace can handle the precarious, dangerous, tractor-filled and rough trails as opposed to its character.

2017 Jaguar F-Pace – Is an Amusing to drive SUV that additionally happens to be a standout amongst the most far reaching powerful and focused Costs 2017 Jaguar F-Pace Review Magnificence and common sense are so frequently fundamentally unrelated. Be that as it may, every once in a while, something happens that figures out how to be both fun and touchy, ready to draw on the strings of the heart while fulfilling the piece of his cerebrum where all the solid counsel of his mom dwell.

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thecarexpertuk · 7 years

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What is it? The Volvo XC60 is the second generation of the brand’s mid-sized SUV. Key features: New design from larger XC90, new engines, more technology. Our view: The new Volvo XC60 draws heavily on its larger XC90 sister to produce a car which, while not the most fun in the class, is impressive as a complete package. Type of review: First UK drive

It is a good time to be associated with Volvo. The Swedish brand has flourished under its ownership by Chinese giant Geely – in 2017 alone sales in the UK are up 8% this year, on top of a 7.5% increase last year.

Most of this growth this has been fuelled by the new 90-series line-up (S90, V90 and XC90), which has been much praised by, among others, The Car Expert.

Read more Volvo news, reviews and features at The Car Expert

The 90 models are range toppers, however. Can such success transfer to Volvo’s bigger-volume cars? We are here to find out with the launch of the second-generation Volvo XC60 – the SUV that is the brand’s biggest seller of all.

Not surprisingly, Volvo appears to have applied a simple formula in designing the replacement for the original XC60 launched in 2008 – shrink wrap the XC90.

Happily adopting the larger model’s design language, this car could have been built for those who have tried an XC90, loved it but who just can’t justify such a big, upmarket SUV.

Next page: Design

Exterior and Interior

The XC60 is the first of Volvo’s mid-sized models to be built onto the brand’s highly flexible SPA (Scaleable Project Architecture) platform. It has been created from the start to accommodate technologies that haven’t arrived yet – connectivity, safety and electrification. Volvo has recently announced that every car it builds from 2019 will have an electric motor.

The new XC60 is a big car, longer and wider than its predecessor, but also lower, which makes it look more purposeful than the outgoing model. This is despite a higher ground clearance which adds to its off-road ability, particularly as every version is all-wheel drive.

Volvo’s current design themes are retained here, but with extras. The T-shaped daytime running lights run around the flanks to the wheel arches, while the clean, smooth upper panels contrast with some more muscular sculpting to the lower doors. All of which gives the car a distinctive look compared to its big sister.

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Step inside and the surroundings are familiar to anyone who has tried out a 90 series car. And that is no bad thing, as those interiors are some of the best on the market. The fit and finish is excellent, as good as any acknowledged premium manufacturer.

The dash design is as stylish as it is thoroughly practical – long gone is the confusion of centre console buttons that used to be a Volvo staple, everything now based around a central touchscreen mounted in a much more practical portrait format.

There is plenty of room, front or back. The boot is reasonable though not enormous, and not as capacious as many rivals. Note, too that if one chooses the T8 plug-in hybrid model, its powertrain takes 37 litres from the boot.

Next page: Powertrains and drive experience

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Powertrains

With the new platform, Volvo’s latest Drive-E powertrain range translates to the XC60. All four of the engines are four cylinder 2.0-litre units. Buyers who prefer ‘normal’ can choose from diesels with 190 or 235hp or a 254hp petrol plant, all matched to an eight-speed auto transmission.

Range-topper, however, is the T8 Twin Engine plug-in hybrid. It has a supercharged and turbocharged petrol engine powering the front wheels and an electric motor between the rears. Combined they produce 407hp, but official CO2 emissions of just 49g/km.

Officially Volvo expects 12 per cent of XC60 sales to be T8 models, but they thought that about the XC90 and the actual figure has been quite a lot higher. And with the company’s plans to ramp up hybrid and electric sales over the next decade, we would expect the figure to eventually be a lot more.

Sadly the T8 was not available at the UK launch event. Instead The Car Expert drove the D4-engined car, which is predicted to account for more than half of all XC60 sales in the UK, and the D5. This is an impressive engine, thanks greatly to the clever PowerPulse system that injects compressed air into the turbo to spin it up at slow speeds and remove any lag.

However, one can understand why the D4 will be the big seller. On paper, it doesn’t quite have the pace of rivals such as the equivalent Audi Q5. But it feels enthusiastic, while impeccably refined.

The combination of an 8.4-second 0-62mph time, 55mpg fuel economy and emissions of 133g/km is a reasonable compromise, particularly at prices that are £3,500 less than the D5.

Read more Volvo news, reviews and features at The Car Expert

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On the road

The new XC60 comes with a double wishbone front suspension, and a rear layout that uses a combination of links and a leaf spring across the rear axle. This might seem very old technology, but it offers better grip and less body roll. The latter is still notable, however, if not uncomfortable.

Both of the cars tested on the launch were to R-Design specification, sitting above the entry-level Momentum and described as the ‘dynamic’ trim. This means 30 per cent stiffer springs, thicker anti-roll bars and dampers that react faster.

What all this translates to is a polished, confident performance through twisty corners. It’s not what one would call exciting, but that is not really what the XC60 is about. This is a car that is refined and relaxing to drive, and to be driven in – one could imagine racking up a great many miles without fatigue setting in.

Electronic drive modes help one set the car to suit the environment or the driver’s inclinations. Five modes are available, setting the response of the throttle, gearbox, steering, brakes and stability control. Choose the optional air suspension and that can be set too.

The T8 hybrid, meanwhile, has its own six settings, Hybrid, Pure, Power, AWD, Off Road and Individual.

Next page: Equipment, summary and specifications

Equipment

The new XC60 models are significantly more expensive than their predecessors, starting from £32,205, for the D4 in entry-level Momentum trim. However they are also generally well equipped, and of course, safety is a priority. Two new technologies introduced with the model are included even with Momentum versions.

Steer Assist, part of the City Safety package, will automatically steer the car to try and avoid a collision. Oncoming Lane Mitigation will ease the car back into its lane if it detects it drifting across the white line. Steer Assist also forms part of the Blind Spot Information system, bringing the XC60 back into its lane if it senses it drifting towards another car.

Then there is Pilot Assist, the closest thing available to autonomous driving, and a great way to scare fellow travellers by pointing out the steering wheel as it moves by itself. It even steers around curves on the motorway.

Momentum models also include satnav, voice control, two-zone climate control, a power tailgate, heated part-leather front seats – basically a lot of car for the money.

The R-Design models we drove on the launch cost £2,500 more than their equivalent Momentums. The central screen grows from nine to 12 inches, the wheels from 18 to 19 inches, more leather arrives on the seats and steering wheel, and a number of styling touches are added.

One can go further – top of the range is the luxury-pitched Inscription trim, with nappa leather, powered seats, wood inlays and chrome styling additions. It also gets the bigger touchscreen and wheels but not the chassis changes of the R-Design. Cost is £4,000 more than Momentum, and the T8 is only available in Inscription form.

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Summary

Volvo hit upon a winning formula with the XC90 and has now applied it to the car’s little sister, which also happens to be the brand’s biggest seller. There are more dynamic, more fun-to-drive alternatives to the Volvo XC60. But as a complete package, combining performance, quality and equipment, this ca ris difficult to ignore.

Volvo XC60 – key specifications

Models tested: Volvo XC60 D4 AWD R-Design, D5 PowerPulse AWD R-Design On Sale: August 2017 Range price: £37,205 – £57,950 Insurance groups: TBA Engines: Diesel 1969cc x 2. Petrol 1969cc. Hybrid 1969cc Power (hp): 190/235. 254. 320. Torque (Nm): 400/480. 350. 400. 0-62mph (sec): 8.4/7.2. 6.8. 5.3. Top speed (mph): 127/137. 137. 140. Fuel economy (combined, mpg): 55.4/51.4. 39.2. 134.5. CO2 emissions (g/km): 133/144. 164. 49. Key rivals: Audi Q5, BMW X3, Jaguar F-Pace Test Date: July 2017 Best performance, economy and emissions stated.

Read more Volvo news, reviews and features at The Car Expert

Volvo XC60 review What is it? The Volvo XC60 is the second generation of the brand’s mid-sized SUV. Key features: …

#SUV #Volvo #Volvo XC60

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jesusvasser · 7 years

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2018 Range Rover Velar V-6 First Drive: What is Hiding in Range Rover’s New Luxury SUV?

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5hit-i-l00k-at · 7 years

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2018 Jaguar F Pace Review, Redesign And Price

New Post has been published on https://www.nsautocars.com/2018-jaguar-f-pace-review-redesign-and-price/

2018 Jaguar F Pace Review, Redesign And Price

2018 Jaguar F Pace Review, Redesign And Price – Jaguar has published changes and updates to its XE, XF, and F-Pace models, and the big a single is a brand-new Ingenium several-cylinder engine. It replaces an old 4-cylinder which was available in the 2017 XE series, and will also be the very first gasoline four available on each the bigger XF sedan and the F-Speed crossover.

2018 Jaguar F Pace Future

Beyond the new engines, the XF and XE can also be offered with the new Configurable Dynamics functions. This technique offers owners the ability to set up the vehicle to match their driving a car preferences by picking between Regular or Vibrant options for the engine, gearbox and directing. Also, an ‘Adaptive Dynamics’ method is presented that enables the suspensions to become set up in a quantity of various ways.

2018 Jaguar F Pace Exterior And Interior

Jaguar F Pace steering wheel with heavier aluminum highlights and thumb bolsters, earlier just for the R-Sport and S, is now average on the Prestige trim but without the extra badging on the base spoke. Two new driver help characteristics are optionally available. Ahead Visitors Recognition, a camera- and radar-dependent inform system for visitors traversing at the entrance of the car, is also became a member of by Forwards Vehicle Guidance, which enhances the in-dash nourish from 360-degree video cameras with directing-perspective overlays for yanking slowly into a parking area. Afterward this year, Jaguar F Pace proprietors can elect to fund gas at Casing stations through an onboard application without departing their car. (No, the pumping systems won’t magically top off the reservoir-drivers will still exit the vehicle to, you know, put the energy nozzle within their Jag.) Contemplating how Jaguar F Pace infotainment method remains plagued by computer software errors, we’d advise spending with plastic (or, gasp, document!) like everyone else.

2018 Jaguar F Pace Engine

With a two-browse turbocharger, varied control device the right time and raise, a new immediate fuel-injections method, plus an exhaust manifold integrated into the tube head, the Ingenium engine is claimed to come back better performance and more quickly warmups. (EPA fuel economy estimations for the F-Pace built with the new engine are forthcoming.) The turbo four’s 247 horsepower and 269 pound-toes of torque are up seven hp and 18 lb-ft more than the now defunct Ford engine, and Jaguar promises it can punt the F-Tempo to 60 mph in 6.4 seconds. For reference, the final F-Pace S we analyzed was a six-cylinder, 380-hp S, plus it do that deed in 5.1 secs; we have but to test the 180-hp diesel or a no-S V-6 model. We’ll confirm Jag’s figures within our very own screening, but the several cylinders performance is probably peachy for Jaguar buyers who choose exclusive discounts over power.

2018 Jaguar F Pace Price And Release Date

For all those with bigger financial budgets who wish the Jaguar F Pace smelled a lot more like a Range Rover, there is the also-new-for- Profile cut stage. The smoother, additional-pleated Windsor leather-based seats with 22-way adjustment and winged headrests are only at the Stock portfolio, which only comes along with the F-Pace’s 340-hewlett Packard V-6. Otherwise, the Profile is a Prestige loaded with three alternative offers, brain-up display, gloss ebony veneer, and 20-inch wheels. Jaguar wants a limited showing, as it’s only provided in Yulong White-colored with Sienna Suntan furniture and, at $64,195 to start out, is now the most expensive F-Pace in the selection, topping even the more powerful F-Tempo S.

#2018 jaguar f pace 25t #2018 jaguar f pace colors #2018 jaguar f pace interior #2018 jaguar f pace lease #2018 jaguar f pace mpg #2018 jaguar f pace news #2018 jaguar f pace prestige #2018 jaguar f pace pricing #2018 jaguar f pace review #2018 jaguar f pace svr

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levaduraa · 7 years

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2018 Jaguar F Pace Review, Redesign And Price

New Post has been published on https://www.nsautocars.com/2018-jaguar-f-pace-review-redesign-price/

2018 Jaguar F Pace Review, Redesign And Price

2018 Jaguar F Pace Future

2018 Jaguar F Pace Exterior And Interior

2018 Jaguar F Pace Engine

2018 Jaguar F Pace Price And Release Date

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