#2017 Alfa Romeo Giulia Quadrifoglio For Sale

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2017 Alfa Romeo Giulia Quadrifoglio Review

2017 Alfa Romeo Giulia Quadrifoglio alluring looks, an irritated fume note, and exact taking care of are fundamental for any Italian games auto, and Spicy Giulia Quadrifoglio possesses a great deal of every one of the three. A subsidiary of the Ferrari 505-hp 2.9-liter twin-turbo V-6 drives the back wheels through an eight-speed programmed; A handbook is not accessible here.

Four selectable driving modes permit you to change the suspension damping and throttle reaction; In race mode, the steadiness control is totally deactivated, and the Quadrifoglio that masterminded to turn its tail to float.

As another experience, we don’t know where this is going or if everything will detonate when we start to meet whatever remains of the Alfa Romeo family for one year from now United States, yet kid, things amongst us and the 2017 Alfa Romeo Giulia Quadrifoglio are in form now. Much the same as in, hot cuffed-to-the-bed posts.

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2017 Alfa Romeo Giulia Quadrifoglio MSRP

2017 Alfa Romeo Giulia Quadrifoglio Interior

2017 Alfa Romeo Giulia Quadrifoglio Price

2017 Alfa Romeo Giulia Quadrifoglio Bellissimo

2017 Alfa Romeo Giulia Quadrifoglio Release Date

2017 Alfa Romeo Giulia Quadrifoglio For Sale

2017 Alfa Romeo Giulia Quadrifoglio Drain and The Execution

The sexual interest expects a costly execution of the Italian auto and dribbles every one of the bends Giulia. The Quadrifoglio battery redesign on the pheromones with a front snorted guard, a tremendous diffuser ride Ferrari-like fumes tips, and a carbon fiber (painted) top and rooftop. The material additionally postures.

There is a differential of the individual match, the 2.9-liter biturbo V6 line with Ferrari, and the arrangement Pirelli P Zero Corsa Asimmetrico 2 tires and its ludicrously low evaluating of 60 gauzes promising removal inside fitting (likewise short interims between substitutions).

This indicates a games vehicle that can truly give the steam a chance to out. With 505 Cavalli credits, the Giulia control advantage in the BMW M3, Cadillac ATS-V and Mercedes C63 AMG are not going to lose, with a 60 mph in 3.6 seconds.

Fourth of a mile in 11.9 seconds’ flashes of flashes of both figures are driving class, and regardless of the possibility that we don’t have space for check, asserts, the Alfa Giulia Quadrifoglio can achieve 191 mph. These sticky Pirelli tires, in mix with standard iron brake rotors (carbon fired parts are accessible for $ 5500), helping the Alpha 70 mph trial on a 143-foot rib-wounds.

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2017 Alfa Romeo Giulia Quadrifoglio Specs

2017 Alfa Romeo Giulia Quadrifoglio Review

2017 Alfa Romeo Giulia Quadrifoglio USA

What’s more, we recorded 1.00 g hold around our sliding track, a farthest point that is achieved little by pretty much nothing, albeit so high that few individuals encounter on the general population street.

You may think we went for the dividers, as Alpha has conceded thigh high around the eyes. You trust we get to our faculties and understand that the Alfa misdirection’s are only a diversion from the normal flawed class of semi-colorful Italian autos.

We should apologize for interests, for example, an odd or non-useful arrangement of data and diversion, flawed development quality, or more awful, in light of the fact that we are blinded by the splendid execution of the cantina. We couldn’t be more shocked to announce (generally) an extraordinary to this “nop”.

2017 Alfa Romeo Giulia Quadrifoglio Inside Outline and Unique Components

To put it plainly, the Giulia the weirdest perspective is the absence of a seat pass or in the collapsing back trunk. Whatever is left of the implantation of the auto is the place. The all around collected inside resembles a Mazda 6 business condition, and the front seats are all around bolstered and effortlessly acknowledge the human frame.

Head stature at the front and back is liberal with the alluring vault formed rooftop, in spite of the fact that the space for the legs raise space is limited.

A trio of catches on the inside support are close by for both front seat inhabitants to control the stereo volume, the DNA driving mode selector (with Dynamic, Natural, Advanced Efficiency and Race) and table view edge. The structure of the data and amusement menu is positively basic.

Look to a determination on the screen and press the or catch to change to the all right joystick to get to the submenus; Tilt the catch to one side to leave an instinctive menu. Straightforward. We simply wish that the plastic catches and feel more costly than either screen was bigger or a segment of the unused liberal survey space were loaded with bigger content.

The controls that truly matter are great. Before the driver is a fine defaced yes, we said thin wheels flanked by two sections mounted so vast metal move cams that look like an old horn ring inadvertently introduced topsy turvy. Beds are dependably where you anticipate that them will be, and their size makes them simple to slap.

2017 Alfa Romeo Giulia Quadrifoglio Driving Impressions

This fragile edge of the controlling wheel feels exceptionally well in the hands of the driver, particularly consolidated with a low exertion that requires the bar and the fast vanishing of the response of the skeleton. There is development in administration as well.

With a 11.8: 1 ULTRAQUICK proportion, the controlling rack could without much of a stretch have the Giulia anxious and restless out and about. Conversely, the edge has a valley in the autonomous focus that permits sans hands rates of wheel strength of more than 100 kilometers for every hour and a brisk reaction to the controlling developments past the valley while never feeling sudden.

The union administration interface is not a detached delight. There is an exceptional consistency of understanding between the suspension, the quickening agent and the transmission. No perspective other than that – no little accomplishment considering the capability in the engine and this adjust does not change when exchanging between four driving modes.

Driving a BMW M3 with the throttle made your languid back rucksack Efficiency fit with your force, Sport + met-spoiled mode made, and it feels as though you drove two unique autos. In the Giulia, the throttle reaction is as quick as the correct foot can move even in the calmer situations, and the suspension is never hard, even with the mode dial set to run the race.

Indeed, paying little mind to the method of driving, the Quadrifoglio runs extremely well, and forceful tires are never sung meddling thumping.

2017 Alfa Romeo Giulia Quadrifoglio Productivity and Execution

Brimming with character and refined, the V-6 is a sweetheart. Regardless of the uneven crankshaft and a 90-degree edge between the chamber banks, the V-6 shivering out of gear is no more terrible than the V-8 Chevrolet Camaro SS. A double mode fumes is standard and opens totally for throttle profundity tests; Stroke mode prompts to more noteworthy gap even in moderate movement.

These tubes radiate starting colorful sounds when the needle moves to the red line of the showed tachometer of 7000 rev/min (the fuel cut-off point is at a rapid of 7250 rev/min), yet they are easily peaceful on motorway travels.

Albeit amazingly effective, alpha iron brakes and dodge conflicts, as proper to an appropriate games machine, the brake pedal reacts to expanded weight, not a more extended stroke.

Notwithstanding requiring somewhat additional weight to keep up a steady deceleration just before ceasing in typical driving conditions, the brake pedal with consoling braking power and plentiful sweetness.

2017 Alfa Romeo Giulia Quadrifoglio Price

We pronounce the Giulia Quadrifoglio the new reference point among games cars. Yes, you read it right. It handles astoundingly well, and $ 73,595 to begin, its cost in the portion thickness. Our test auto charged nearly $ 79,195 as the same tried value considers tame contrasted with the value you can pay for a M3 or C63.

2017 Alfa Romeo Giulia Quadrifoglio Sensible Shading Glasses

In the event that you were expecting a reference mark, well, here: The 505 hp four-entryway, which joins its lower force of 280 hp Giulia sibling and sister in the showrooms as you read this, is a piece of the principal split of Alpha In the top US auto showcase since it fled these shores 21 years prior.

This break was without a doubt a scene “that is you, not me”, given the notoriety of alpha-yellow snow for unwavering quality issues, and there is no referral emergency that fixed the Alpha come back to offer overall population autos in the U.S.

We locate a solitary poop with our initial creation 2017 Alfa Romeo Giulia Quadrifoglio : After the remote motor beginning on a cool morning, the light blazing engine control and the driver data show demonstrate a notice that the motor and throttle control important to perform repairs.

The auto was completely flexibility and demonstrated no interesting conduct else we constrained ourselves to what the propelled Efficiency propel mode has felt. We cleared the ECU codes, and the issue vanished. Such hiccups are lamentably not in any manner phenomenal in the business at all in the electronic age.

Our long haul trial of the current BMW M3 uncovered numerous issues amid its 40 000 stay, however we require a more extended introduction from 2017 Alfa Romeo Giulia Quadrifoglio to figure out whether its frameworks are pretty much powerful than rivalry. Contrasted and the immense magnificence of the Alpha, the question has not warmed our sentiments.

2017 Alfa Romeo Giulia Quadrifoglio – It is more than a showcase for the best power to weight ratio in its class, It’s a study in how to use that power 2017 Alfa Romeo Giulia Quadrifoglio Review 2017 Alfa Romeo Giulia Quadrifoglio alluring looks, an irritated fume note, and exact taking care of are fundamental for any Italian games auto, and Spicy Giulia Quadrifoglio possesses a great deal of every one of the three.

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2017 Alfa-Romeo Giulia--Quadrifoglio https://ift.tt/2NvURjN Powered by I65 Customs Custom Luxury Wheels | Accessories | Grills | Body Kits & Vehicles for Sale  |#Team65Connect follow us on twitter @i65Customs Like us on FaceBook I65Customs A division of The 65 Connection

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Our Pro Racer Tests the Jaguar I-Pace eTrophy Race Car

The introduction of the Jaguar I-Pace eTrophy Championship occurred recently at the Silverstone motorsports complex, home of the Formula 1 British Grand Prix. Jaguar Racing director James Barclay was quick to reference Jaguar’s storied racing history, and my thoughts went immediately to the legendary Jaguar D-types from the 1950s. Jaguar much later dabbled in F1 in the early 2000s, in Prototype GT racing in the ’80s and ’90s, and nowadays we see the new F-Type SVR GT4 in competition. Jaguar officially entered into the Formula E fray for the series’ third season (2016/2017) with its I-Type2. (Formula E seasons normally begin in Asia around November.)

A handful of automotive companies are involved in racing almost permanently, some never. Jaguar is somewhere in the middle, and its in-and-out approach is linked more to sales and budget rather than to lack of corporate interest. Engineers, designers, and media folks don’t usually make decisions about racing, but the Jaguar team I met at Silverstone showed genuine enthusiasm for the new I-Pace racing endeavor, something that was great to see and hear. Indeed, recent signs have shown Jaguar walking the performance-marketing road again: In November 2017, a “near production”-spec (Jag’s words) XE SV Project 8 smashed the Nurburgring four-door saloon/sedan lap record with a 7-minute, 21.23-second time. That was 11 seconds quicker than the previous record holder, an Alfa Romeo Giulia Quadrifoglio.

The weather was picture perfect as we arrived at Silverstone, where a tiny one-lane bridge led us over the F1 layout to the Stowe Circuit. Stowe lies completely inside the main F1 track and is used mostly for testing and tuning. It’s an interesting track, in a high-speed-autocross kind of way.

The main reason for being here was to drive the new I-Pace eTrophy electric race car. First, though, I climbed aboard an I-Pace street car for an interesting, gated-autocross-style exercise. An area the size of maybe half of a football field featured eight random gates denoted by cones. The cones flashed green (drive through) or blue (next gate to turn green), then red when the test was over. It was an exceptionally slow-speed course, but handily showed the I-Pace’s “right now” acceleration, braking, and excellent low-speed handling.

Really, though, we were here to better understand Jaguar’s involvement in electric racing. As you probably know, Formula E uses all-electric formula-style race cars, with events held on temporary city-street circuits. In 2018, New York was the only U.S. venue for a series that holds rounds on five continents. The argument in favor of Formula E is that it is directly relevant to the fast-growing trend toward all-electric vehicles. Several major automotive companies are players in Formula E; the series hoped to have four large corporate series sponsors by 2018 yet it already has 10. Six of those 10 are automobile manufacturers: Porsche, Mercedes, Audi, BMW, Renault, and Jaguar. ABB corporation, which specializes in fast-charging technology and recently signed on as title sponsor, has made the official series name the ABB FIA Formula E Championship.

Formula E’s second-generation race car is due next season; apparently it’s a major move forward in design, power, and handling. Also addressed was the present need for teams to utilize two cars during each race, due to battery-life limitations. The irony of this apparent inefficiency compared to the series’ desired “green” image was not lost on the organizers, so the new car will run entire races on one charge.

But those Formula E machines won’t be the only all-electric cars racing on the series’ event weekends. I would have loved to been in the Jaguar board meeting where somebody stood up with a straight face and suggested developing the I-Pace SUV into a race car—with its very own 20-car, I-Pace World Championship racing series. Yet here we are, at Silverstone with an I-Pace e Trophy race car. Jaguar made a three-year commitment to run the series alongside Formula E, and there will be 10 race weekends on the schedule for this season.

Jaguar will keep and maintain all 20 cars between events to ensure parity. It will also provide the crew and an engineer for each car/driver. The cost to run the series is around $600,000 per season, plus a $125,000 annual lease. A team can buy the car for $260,000, saving on extended lease costs. Crash damage incurs additional charges. This will essentially be an “arrive and drive” racing series.

The Jaguar race team worked with the FIA to set up I-Pace safety regulations. In the race car, a standard I-Pace battery pack is nestled inboard of the roll cage to better protect the pack from impacts. There are two isolator switches mounted in the center console, for separate battery shutdown in case of a crash. The race car uses the same 145-kW electric motors found in the street car; they produce the equivalent of 400 hp, driving all four wheels. The motors, along with the 90-kW battery pack, produce 500 amps of juice—you would not want a driver or emergency worker receiving a shock from that kind of power. To help with this, the I-Pace shows a green light front, rear, and on the center dash when there is no live power. If the car instead shows a red or blue light, there could be live electricity around the car. Emergency workers will carry specialized equipment to combat any crash-related issues that may involve electricity.

The interior reminds me of a GT4 race car. You see production switchgear alongside a modern electronic race dash, plus plenty of adjustment switches on the removable steering wheel. Weight distribution is 52/48R front/rear in the normal I-Pace, 48/52 in the race car. The latter weighs 4,320 pounds, a 450-pound reduction compared the street version. Easily replaceable carbon-fiber body panels are found front and rear, but most of the bodywork is the original aluminum. The new hood and front splitter better direct air for cooling the brakes and radiator, and create anti-lift. There is a minimal amount of downforce; if you add up all the aero bits, plus the 1.18-inch lower ride height, you get around 50 pounds of total downforce, which is less than a Honda Civic Type R. The upgraded (twice the capacity of stock) A/C system helps cool the battery pack and the electric motors.

The race and production I-Pace produce the same power; 0-to-60-mph for the race car takes about 4.5 seconds and top speed is 121 mph—similar numbers to the street I-Pace. Those are pedestrian figures for a race car, but I started racing in the mid ’80s in a 50-hp Renault Alliance spec-series car and had a blast, as did the fans who followed that series. Also, there’s never been a boring Mazda Miata race, even if just two cars are running, which has never happened. So I can get onboard with the I-Pace’s output.

Sitting in the I-Pace eTrophy felt pretty much like any other race car. There are only two pedals; no use for a clutch. Note: to launch fast, no brake hold is needed because max power is produced immediately when you bury the “gas” pedal.

As I rolled the I-Pace racer down pit lane, all I heard was rattling anti-roll bars, solid suspension bushings, and anything else not welded together. I now know race brakes make a total racket when not drowned out by a race engine, something I never considered before in my entire driving career. I had to resist the temptation to come in and ask the crew to check every nut and bolt on the car, because it sounded like at least 90 percent of them were ready to fall off. Once I got rolling, though, the can of ball bearings effect was less obvious due to my focus on going quickly.

The Stowe Circuit is quite short, with 11 corners, and several of them were actually chicanes made with cones. The Bosch ABS brakes (15.55-inch front/13.98 rear) allowed aggressive modulation. There is no stability control. The off-throttle regenerative braking can produce up to 0.4 g of deceleration. It’s slightly adjustable and does play a part while trail braking.

The grip of the specially developed Michelin Pilot Sport tires feels equivalent to a PS4S street tire. The race tires are similar in size to the production I-Pace’s 265/40R22 tires and have full tread depth, which avoids the need for rain tires. (Likewise, Formula E uses “all-weather” Michelin race tires.)

My cornering-speed limits were determined by how much I could rotate the I-Pace on entry. It behaves very much like most all-wheel drive cars on a track, quickly exhibiting understeer when you try to add power mid-corner. The more rotation I could carry into and through a corner, the better. You can adjust front to rear torque distribution, but for now the adjustment range only moves torque from 48-percent rear to 52-percent rear. I won’t be surprised if the series’ drivers quickly ask for more adjustment range.

The stiffer suspension setup versus the production I-Pace made controlling the rate of rotation on corner entry a challenge, but not impossible. Personally, I would add some compliance to the suspension if I actually raced one of these cars in the series. Softening up the suspension and antiroll bars would slow down body roll for corner entry and help the driver transition back to power. Anything you can do to increase the roll compliance of a heavy race car, especially one with limited mechanical grip, helps. I learned this long ago while racing street-based cars on regular street tires.

I thoroughly enjoyed my laps in Jaguar’s I-Pace eTrophy race car. As an aside, as I walked away from the car I noticed its outside mirrors: It occurred to me they might last about three turns, of lap one, of practice one, of race weekend one. Keep an eye on that.

The eTrophy Championship races are short, scheduled to run just 25 minutes plus one lap. Google and YouTube metrics say younger audiences prefer shorter entertainment cycles, and Jaguar will focus on finding the correct marketing approach here. Another piece of the entertainment jigsaw will be the willingness of the series’ drivers to race side by side “everywhere” on the tight concrete-lined tracks; nobody likes a permanent pace-car situation.

A world championship street-race series, with 20 equally powered, 4,300-pound Jaguar SUVs, should be something to see. It’s fair to say brand differentiation is alive and well at Jaguar. I’m looking forward to the first race, and my hat’s off to Jaguar for daring to try.

IFTTT

[eddiejpoplar]

Our Pro Racer Tests the Jaguar I-Pace eTrophy Race Car

The introduction of the Jaguar I-Pace eTrophy Championship occurred recently at the Silverstone motorsports complex, home of the Formula 1 British Grand Prix. Jaguar Racing director James Barclay was quick to reference Jaguar’s storied racing history, and my thoughts went immediately to the legendary Jaguar D-types from the 1950s. Jaguar much later dabbled in F1 in the early 2000s, in Prototype GT racing in the ’80s and ’90s, and nowadays we see the new F-Type SVR GT4 in competition. Jaguar officially entered into the Formula E fray for the series’ third season (2016/2017) with its I-Type2. (Formula E seasons normally begin in Asia around November.)

A handful of automotive companies are involved in racing almost permanently, some never. Jaguar is somewhere in the middle, and its in-and-out approach is linked more to sales and budget rather than to lack of corporate interest. Engineers, designers, and media folks don’t usually make decisions about racing, but the Jaguar team I met at Silverstone showed genuine enthusiasm for the new I-Pace racing endeavor, something that was great to see and hear. Indeed, recent signs have shown Jaguar walking the performance-marketing road again: In November 2017, a “near production”-spec (Jag’s words) XE SV Project 8 smashed the Nurburgring four-door saloon/sedan lap record with a 7-minute, 21.23-second time. That was 11 seconds quicker than the previous record holder, an Alfa Romeo Giulia Quadrifoglio.

The weather was picture perfect as we arrived at Silverstone, where a tiny one-lane bridge led us over the F1 layout to the Stowe Circuit. Stowe lies completely inside the main F1 track and is used mostly for testing and tuning. It’s an interesting track, in a high-speed-autocross kind of way.

The main reason for being here was to drive the new I-Pace eTrophy electric race car. First, though, I climbed aboard an I-Pace street car for an interesting, gated-autocross-style exercise. An area the size of maybe half of a football field featured eight random gates denoted by cones. The cones flashed green (drive through) or blue (next gate to turn green), then red when the test was over. It was an exceptionally slow-speed course, but handily showed the I-Pace’s “right now” acceleration, braking, and excellent low-speed handling.

Really, though, we were here to better understand Jaguar’s involvement in electric racing. As you probably know, Formula E uses all-electric formula-style race cars, with events held on temporary city-street circuits. In 2018, New York was the only U.S. venue for a series that holds rounds on five continents. The argument in favor of Formula E is that it is directly relevant to the fast-growing trend toward all-electric vehicles. Several major automotive companies are players in Formula E; the series hoped to have four large corporate series sponsors by 2018 yet it already has 10. Six of those 10 are automobile manufacturers: Porsche, Mercedes, Audi, BMW, Renault, and Jaguar. ABB corporation, which specializes in fast-charging technology and recently signed on as title sponsor, has made the official series name the ABB FIA Formula E Championship.

Formula E’s second-generation race car is due next season; apparently it’s a major move forward in design, power, and handling. Also addressed was the present need for teams to utilize two cars during each race, due to battery-life limitations. The irony of this apparent inefficiency compared to the series’ desired “green” image was not lost on the organizers, so the new car will run entire races on one charge.

But those Formula E machines won’t be the only all-electric cars racing on the series’ event weekends. I would have loved to been in the Jaguar board meeting where somebody stood up with a straight face and suggested developing the I-Pace SUV into a race car—with its very own 20-car, I-Pace World Championship racing series. Yet here we are, at Silverstone with an I-Pace e Trophy race car. Jaguar made a three-year commitment to run the series alongside Formula E, and there will be 10 race weekends on the schedule for this season.

Jaguar will keep and maintain all 20 cars between events to ensure parity. It will also provide the crew and an engineer for each car/driver. The cost to run the series is around $600,000 per season, plus a $125,000 annual lease. A team can buy the car for $260,000, saving on extended lease costs. Crash damage incurs additional charges. This will essentially be an “arrive and drive” racing series.

The Jaguar race team worked with the FIA to set up I-Pace safety regulations. In the race car, a standard I-Pace battery pack is nestled inboard of the roll cage to better protect the pack from impacts. There are two isolator switches mounted in the center console, for separate battery shutdown in case of a crash. The race car uses the same 145-kW electric motors found in the street car; they produce the equivalent of 400 hp, driving all four wheels. The motors, along with the 90-kW battery pack, produce 500 amps of juice—you would not want a driver or emergency worker receiving a shock from that kind of power. To help with this, the I-Pace shows a green light front, rear, and on the center dash when there is no live power. If the car instead shows a red or blue light, there could be live electricity around the car. Emergency workers will carry specialized equipment to combat any crash-related issues that may involve electricity.

The interior reminds me of a GT4 race car. You see production switchgear alongside a modern electronic race dash, plus plenty of adjustment switches on the removable steering wheel. Weight distribution is 52/48R front/rear in the normal I-Pace, 48/52 in the race car. The latter weighs 4,320 pounds, a 450-pound reduction compared the street version. Easily replaceable carbon-fiber body panels are found front and rear, but most of the bodywork is the original aluminum. The new hood and front splitter better direct air for cooling the brakes and radiator, and create anti-lift. There is a minimal amount of downforce; if you add up all the aero bits, plus the 1.18-inch lower ride height, you get around 50 pounds of total downforce, which is less than a Honda Civic Type R. The upgraded (twice the capacity of stock) A/C system helps cool the battery pack and the electric motors.

The race and production I-Pace produce the same power; 0-to-60-mph for the race car takes about 4.5 seconds and top speed is 121 mph—similar numbers to the street I-Pace. Those are pedestrian figures for a race car, but I started racing in the mid ’80s in a 50-hp Renault Alliance spec-series car and had a blast, as did the fans who followed that series. Also, there’s never been a boring Mazda Miata race, even if just two cars are running, which has never happened. So I can get onboard with the I-Pace’s output.

Sitting in the I-Pace eTrophy felt pretty much like any other race car. There are only two pedals; no use for a clutch. Note: to launch fast, no brake hold is needed because max power is produced immediately when you bury the “gas” pedal.

As I rolled the I-Pace racer down pit lane, all I heard was rattling anti-roll bars, solid suspension bushings, and anything else not welded together. I now know race brakes make a total racket when not drowned out by a race engine, something I never considered before in my entire driving career. I had to resist the temptation to come in and ask the crew to check every nut and bolt on the car, because it sounded like at least 90 percent of them were ready to fall off. Once I got rolling, though, the can of ball bearings effect was less obvious due to my focus on going quickly.

The Stowe Circuit is quite short, with 11 corners, and several of them were actually chicanes made with cones. The Bosch ABS brakes (15.55-inch front/13.98 rear) allowed aggressive modulation. There is no stability control. The off-throttle regenerative braking can produce up to 0.4 g of deceleration. It’s slightly adjustable and does play a part while trail braking.

The grip of the specially developed Michelin Pilot Sport tires feels equivalent to a PS4S street tire. The race tires are similar in size to the production I-Pace’s 265/40R22 tires and have full tread depth, which avoids the need for rain tires. (Likewise, Formula E uses “all-weather” Michelin race tires.)

My cornering-speed limits were determined by how much I could rotate the I-Pace on entry. It behaves very much like most all-wheel drive cars on a track, quickly exhibiting understeer when you try to add power mid-corner. The more rotation I could carry into and through a corner, the better. You can adjust front to rear torque distribution, but for now the adjustment range only moves torque from 48-percent rear to 52-percent rear. I won’t be surprised if the series’ drivers quickly ask for more adjustment range.

The stiffer suspension setup versus the production I-Pace made controlling the rate of rotation on corner entry a challenge, but not impossible. Personally, I would add some compliance to the suspension if I actually raced one of these cars in the series. Softening up the suspension and antiroll bars would slow down body roll for corner entry and help the driver transition back to power. Anything you can do to increase the roll compliance of a heavy race car, especially one with limited mechanical grip, helps. I learned this long ago while racing street-based cars on regular street tires.

I thoroughly enjoyed my laps in Jaguar’s I-Pace eTrophy race car. As an aside, as I walked away from the car I noticed its outside mirrors: It occurred to me they might last about three turns, of lap one, of practice one, of race weekend one. Keep an eye on that.

The eTrophy Championship races are short, scheduled to run just 25 minutes plus one lap. Google and YouTube metrics say younger audiences prefer shorter entertainment cycles, and Jaguar will focus on finding the correct marketing approach here. Another piece of the entertainment jigsaw will be the willingness of the series’ drivers to race side by side “everywhere” on the tight concrete-lined tracks; nobody likes a permanent pace-car situation.

A world championship street-race series, with 20 equally powered, 4,300-pound Jaguar SUVs, should be something to see. It’s fair to say brand differentiation is alive and well at Jaguar. I’m looking forward to the first race, and my hat’s off to Jaguar for daring to try.

IFTTT

[jonathanbelloblog]

Our Pro Racer Tests the Jaguar I-Pace eTrophy Race Car

The introduction of the Jaguar I-Pace eTrophy Championship occurred recently at the Silverstone motorsports complex, home of the Formula 1 British Grand Prix. Jaguar Racing director James Barclay was quick to reference Jaguar’s storied racing history, and my thoughts went immediately to the legendary Jaguar D-types from the 1950s. Jaguar much later dabbled in F1 in the early 2000s, in Prototype GT racing in the ’80s and ’90s, and nowadays we see the new F-Type SVR GT4 in competition. Jaguar officially entered into the Formula E fray for the series’ third season (2016/2017) with its I-Type2. (Formula E seasons normally begin in Asia around November.)

A handful of automotive companies are involved in racing almost permanently, some never. Jaguar is somewhere in the middle, and its in-and-out approach is linked more to sales and budget rather than to lack of corporate interest. Engineers, designers, and media folks don’t usually make decisions about racing, but the Jaguar team I met at Silverstone showed genuine enthusiasm for the new I-Pace racing endeavor, something that was great to see and hear. Indeed, recent signs have shown Jaguar walking the performance-marketing road again: In November 2017, a “near production”-spec (Jag’s words) XE SV Project 8 smashed the Nurburgring four-door saloon/sedan lap record with a 7-minute, 21.23-second time. That was 11 seconds quicker than the previous record holder, an Alfa Romeo Giulia Quadrifoglio.

The weather was picture perfect as we arrived at Silverstone, where a tiny one-lane bridge led us over the F1 layout to the Stowe Circuit. Stowe lies completely inside the main F1 track and is used mostly for testing and tuning. It’s an interesting track, in a high-speed-autocross kind of way.

The main reason for being here was to drive the new I-Pace eTrophy electric race car. First, though, I climbed aboard an I-Pace street car for an interesting, gated-autocross-style exercise. An area the size of maybe half of a football field featured eight random gates denoted by cones. The cones flashed green (drive through) or blue (next gate to turn green), then red when the test was over. It was an exceptionally slow-speed course, but handily showed the I-Pace’s “right now” acceleration, braking, and excellent low-speed handling.

Really, though, we were here to better understand Jaguar’s involvement in electric racing. As you probably know, Formula E uses all-electric formula-style race cars, with events held on temporary city-street circuits. In 2018, New York was the only U.S. venue for a series that holds rounds on five continents. The argument in favor of Formula E is that it is directly relevant to the fast-growing trend toward all-electric vehicles. Several major automotive companies are players in Formula E; the series hoped to have four large corporate series sponsors by 2018 yet it already has 10. Six of those 10 are automobile manufacturers: Porsche, Mercedes, Audi, BMW, Renault, and Jaguar. ABB corporation, which specializes in fast-charging technology and recently signed on as title sponsor, has made the official series name the ABB FIA Formula E Championship.

Formula E’s second-generation race car is due next season; apparently it’s a major move forward in design, power, and handling. Also addressed was the present need for teams to utilize two cars during each race, due to battery-life limitations. The irony of this apparent inefficiency compared to the series’ desired “green” image was not lost on the organizers, so the new car will run entire races on one charge.

But those Formula E machines won’t be the only all-electric cars racing on the series’ event weekends. I would have loved to been in the Jaguar board meeting where somebody stood up with a straight face and suggested developing the I-Pace SUV into a race car—with its very own 20-car, I-Pace World Championship racing series. Yet here we are, at Silverstone with an I-Pace e Trophy race car. Jaguar made a three-year commitment to run the series alongside Formula E, and there will be 10 race weekends on the schedule for this season.

Jaguar will keep and maintain all 20 cars between events to ensure parity. It will also provide the crew and an engineer for each car/driver. The cost to run the series is around $600,000 per season, plus a $125,000 annual lease. A team can buy the car for $260,000, saving on extended lease costs. Crash damage incurs additional charges. This will essentially be an “arrive and drive” racing series.

The Jaguar race team worked with the FIA to set up I-Pace safety regulations. In the race car, a standard I-Pace battery pack is nestled inboard of the roll cage to better protect the pack from impacts. There are two isolator switches mounted in the center console, for separate battery shutdown in case of a crash. The race car uses the same 145-kW electric motors found in the street car; they produce the equivalent of 400 hp, driving all four wheels. The motors, along with the 90-kW battery pack, produce 500 amps of juice—you would not want a driver or emergency worker receiving a shock from that kind of power. To help with this, the I-Pace shows a green light front, rear, and on the center dash when there is no live power. If the car instead shows a red or blue light, there could be live electricity around the car. Emergency workers will carry specialized equipment to combat any crash-related issues that may involve electricity.

The interior reminds me of a GT4 race car. You see production switchgear alongside a modern electronic race dash, plus plenty of adjustment switches on the removable steering wheel. Weight distribution is 52/48R front/rear in the normal I-Pace, 48/52 in the race car. The latter weighs 4,320 pounds, a 450-pound reduction compared the street version. Easily replaceable carbon-fiber body panels are found front and rear, but most of the bodywork is the original aluminum. The new hood and front splitter better direct air for cooling the brakes and radiator, and create anti-lift. There is a minimal amount of downforce; if you add up all the aero bits, plus the 1.18-inch lower ride height, you get around 50 pounds of total downforce, which is less than a Honda Civic Type R. The upgraded (twice the capacity of stock) A/C system helps cool the battery pack and the electric motors.

The race and production I-Pace produce the same power; 0-to-60-mph for the race car takes about 4.5 seconds and top speed is 121 mph—similar numbers to the street I-Pace. Those are pedestrian figures for a race car, but I started racing in the mid ’80s in a 50-hp Renault Alliance spec-series car and had a blast, as did the fans who followed that series. Also, there’s never been a boring Mazda Miata race, even if just two cars are running, which has never happened. So I can get onboard with the I-Pace’s output.

Sitting in the I-Pace eTrophy felt pretty much like any other race car. There are only two pedals; no use for a clutch. Note: to launch fast, no brake hold is needed because max power is produced immediately when you bury the “gas” pedal.

As I rolled the I-Pace racer down pit lane, all I heard was rattling anti-roll bars, solid suspension bushings, and anything else not welded together. I now know race brakes make a total racket when not drowned out by a race engine, something I never considered before in my entire driving career. I had to resist the temptation to come in and ask the crew to check every nut and bolt on the car, because it sounded like at least 90 percent of them were ready to fall off. Once I got rolling, though, the can of ball bearings effect was less obvious due to my focus on going quickly.

The Stowe Circuit is quite short, with 11 corners, and several of them were actually chicanes made with cones. The Bosch ABS brakes (15.55-inch front/13.98 rear) allowed aggressive modulation. There is no stability control. The off-throttle regenerative braking can produce up to 0.4 g of deceleration. It’s slightly adjustable and does play a part while trail braking.

The grip of the specially developed Michelin Pilot Sport tires feels equivalent to a PS4S street tire. The race tires are similar in size to the production I-Pace’s 265/40R22 tires and have full tread depth, which avoids the need for rain tires. (Likewise, Formula E uses “all-weather” Michelin race tires.)

My cornering-speed limits were determined by how much I could rotate the I-Pace on entry. It behaves very much like most all-wheel drive cars on a track, quickly exhibiting understeer when you try to add power mid-corner. The more rotation I could carry into and through a corner, the better. You can adjust front to rear torque distribution, but for now the adjustment range only moves torque from 48-percent rear to 52-percent rear. I won’t be surprised if the series’ drivers quickly ask for more adjustment range.

The stiffer suspension setup versus the production I-Pace made controlling the rate of rotation on corner entry a challenge, but not impossible. Personally, I would add some compliance to the suspension if I actually raced one of these cars in the series. Softening up the suspension and antiroll bars would slow down body roll for corner entry and help the driver transition back to power. Anything you can do to increase the roll compliance of a heavy race car, especially one with limited mechanical grip, helps. I learned this long ago while racing street-based cars on regular street tires.

I thoroughly enjoyed my laps in Jaguar’s I-Pace eTrophy race car. As an aside, as I walked away from the car I noticed its outside mirrors: It occurred to me they might last about three turns, of lap one, of practice one, of race weekend one. Keep an eye on that.

The eTrophy Championship races are short, scheduled to run just 25 minutes plus one lap. Google and YouTube metrics say younger audiences prefer shorter entertainment cycles, and Jaguar will focus on finding the correct marketing approach here. Another piece of the entertainment jigsaw will be the willingness of the series’ drivers to race side by side “everywhere” on the tight concrete-lined tracks; nobody likes a permanent pace-car situation.

A world championship street-race series, with 20 equally powered, 4,300-pound Jaguar SUVs, should be something to see. It’s fair to say brand differentiation is alive and well at Jaguar. I’m looking forward to the first race, and my hat’s off to Jaguar for daring to try.

IFTTT

[businessweekme]

Alfa Romeo Giulia Ti – Reviewed

The souped-up version of Alfa’s entry-level sedan is refreshingly different from its peers—and cheaper, to boot. You might have just found your new best friend.

Alfa Romeo has been the butt of jokes for years. Even—especially—during those years, it hardly sold any cars in the United States. (In 2016, it posted 516 total U.S. sales.)

Older Alfas are known for their propensity to rust and for any number of frustrating mechanical hiccups that happen with no apparent consistency or common theme, while electrical and software “issues” have plagued modern examples in recent years. (Then there was that embarrassing day at the track with BMW and Mercedes, which may have been an isolated event but wasn’t great for street cred.)

But now the humble Alfistis in your life—your cousin, a friend at work—has a strong comeback. They can thank the Alfa Romeo Giulia. This is the car that will receive all the credit for (re) introducing Americans to the 107-year-old brand.

By now you’ve probably heard plenty about Giulia; the Italian-built sedan with the carbon-fiber driveshaft and baby Ferrari curves was the subject of those perfectly sexy television commercials and the winner of Motor Trend’s coveted Car of the Year award for 2018.

I’m not going to gush about it as much as some Alfa fans and critics have. Those guys are nuts for Alfa Romeo. But it’s true that along with the Stelvio SUV, the Giulia has worked like a charm in terms of bringing an audience back to the brand in the United States. Both are lithely chiseled machines, with dynamic performance from behind the wheel and comfortable, thoughtful interior technology and appointments. Last year, the Italian brand realized the biggest surge of any carmaker’s sales in the U.S. for 2017, up 62 percent from the year prior.

The Giulia has a 280-horsepower, four-cylinder engine that can hit 60 miles per hour in 5.1 seconds.Photographer: Hannah Elliott/Bloomberg

Volkswagen AG’s Audi AG, Bayerische Motoren Werke AG, and Daimler AG’s Mercedes-Benz have nothing to worry about yet in terms of sales competition. Alfa Romeo Automobiles Spa sold just over 12,000 cars in the U.S. last year, compared to more than 300,000 from BMW, and boasts only 177 dealers in the U.S., about half as many as the likes of BMW and Mercedes. Yet it is fair to say that the Giulia and its variants have stolen a share of the spotlight, at least for the time being.

Noticeable Adaptability

By now, the Giulia as a model is not new. It debuted in late 2016 and started production in 2017. But it is worth examining the updated 2018 version, especially the Giulia Ti RWD edition, because it embodies this car’s raison d’etre: to offer a bold, value-conscious, different-looking and -feeling alternative to the German-made sedans that have dominated the segment for decades.

The $41,145 Ti RWD edition gives you things the $40,095 standard version doesn’t, such as heated seats, a bigger control screen, and remote vehicle start. A Ti Performance package, for $1200, adds active suspension and mechanical limited-slip differential. Those additions mean that while mine had the same 280-horsepower, four-cylinder engine as the base version, and they both get to 60 miles per hour in 5.1 seconds on the automatic, eight-speed transmission, the Vesuvio Grey model I drove felt especially light and responsive under duress.

Ask Giulia to mind its manners in traffic and down side streets? Fine. Push it to pass cars bigger and more powerful than it is—on paper, at least—up the highway? It’ll do that, too, with pleasure. The suspension here is perfectly calibrated between tight and responsive; the steering feels as good as almost anything for which you’d pay $30,000 more. In general, Alfa Romeo has produced a sedan that drives far lighter and more athletically than expected, without feeling overstrung. If it’s not quite better, it can at least hold its own with the big boys (BMW, et al). I have to say, it was pretty fun to be driving a sedan that is, for once, different and interesting. I think you’ll like it, too.

New and Improved, Inside and Out

New for 2018 on the Giulia line are chrome door speakers surrounding the cabin and 18-inch polished double Y-spoked aluminum wheels. Standard, too, are Apple CarPlay and Android Aut, plus front parking sensors bundled together with blind-spot monitoring and auto-dimming exterior mirrors. There’s also a new cargo convenience package that comes optional with cargo netting and hooks inside the truck; a premium, 14-speaker Harman Kardon stereo is now offered as a $900 option on the Giulia and Giulia Sport.

The special Ti Sport edition offers two new ,19-inch, aluminum wheel options as well as a Ti Sport Performance Package, which adds an active suspension, as well as a limited-slip differential.Photographer: Hannah Elliott/Bloomberg

Better yet, both the base model and the 2018 Alfa Romeo Giulia Sport offer new tech such as an 8.8-inch display with 12 free months of SiriusXM satellite radio.

In fact, the Giulia Ti comes with many well-appointed trappings of luxury, one of its biggest strengths. Even the red-leather interior seats (which often look outré in sedans) and dark gray oak-wood trim on the dashboard and doors looked and felt great.

This is not to say that everything in the 2018 Giulia has been perfected. The brakes are way too soft; the joystick-like shifter feels plastic and cheap. The sport seats are cushioned so thickly you’ll be hard-pressed to fit your hips and shoulders in them if you’re much bigger than sample size. I felt like I was sitting on top of the car, rather than inside it. We have yet to really test the reliability over multiple years’ worth of driving; reliability has been an issue with Alfa Romeo cars. And if you want the full Italian job, you’ll have to fork over more than $50,000, which was the final price on the one I drove, once all the upgrades and fees were tallied.

If you can pay even more than that, opt for the 2018 Giulia Quadrifoglio. That sedan has the same sensuous body style, starts at $74,000, and justifies that price with high performance from a twin-turbocharged, 2.9-liter, V6 engine and Pirelli P Zero Corsa Asimmetrico 2 tires.

But if you want to drive something bold and beautiful, fun and efficient (27 miles per gallon, combined), step down one notch to the Giulia Ti RWD. It is a great option with value and style in the frequently too-vanilla premium sedan segment.

      The post Alfa Romeo Giulia Ti – Reviewed appeared first on Bloomberg Businessweek Middle East.

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[theleaderdotinfo-blog]

The New Alfa Romeo Stelvio Quadrifoglio has been published at http://www.theleader.info/2017/11/04/new-alfa-romeo-stelvio-quadrifoglio/

New Post has been published on http://www.theleader.info/2017/11/04/new-alfa-romeo-stelvio-quadrifoglio/

The New Alfa Romeo Stelvio Quadrifoglio

Stelvio Quadrifoglio, the fastest SUV in its class

2.9 V6 Bi-Turbo petrol engine, with 510hp and 600Nm torque, provides acceleration from zero to 62mph in just 3.8 seconds and on to a top speed of 176mph

Q4 all-wheel drive system with AlfaTM Active Torque Vectoring as standard

The comprehensive standard equipment is completed by the AlfaTM Connect 3D Nav 8.8-inch infotainment system with Apple Car Play and Android Auto

On sale in the UK summer 2018

The Alfa Romeo Stelvio Quadrifoglio, the first Quadrifoglio SUV, is set to become the new benchmark in the premium compact SUV segment.

With its awe-inspiring design, performance and technology, the Stelvio Quadrifoglio is the “fastest SUV around the circuit”, having clocked the new record for its class on the iconic Nürburgring: 7 minutes 51.7 seconds.

510hp 2.9-litre V6 Bi-Turbo petrol engine

The Stelvio Quadrifoglio is equipped with the exclusive aluminium 2.9-litre V6 Bi-Turbo petrol engine, developed with inputs and engineering know-how from Ferrari technologies. It delivers maximum power of 510hp at 6,500rpm and generates a maximum torque of 600Nm from 2,500 to 5,000rpm and is teamed with the specifically calibrated eight-speed automatic transmission, that shifts gear in just 150milliseconds in Race mode. The Stelvio Quadrifoglio can accelerate from zero to 62mph in just 3.8 seconds, and on to a best-in-class top speed of 176mph.

The New Alfa Romeo Stelvio Quadrifoglio

The Alfa Romeo Stelvio Quadrifoglio is also incredibly efficient in terms of emissions and fuel consumption, thanks to its electronically controlled cylinder deactivation system and the “sailing” function, available in Advanced Efficiency mode. To maximise the driving experience, Stelvio Quadrifoglio is also equipped as standard with one-piece aluminium paddle shifters, integrated into the steering column.

Innovative Q4 all-wheel drive system combined with AlfaTM Active Torque Vectoring

For the first time, the 510hp 2.9 V6 Bi-Turbo petrol engine is combined with the innovative Q4 all-wheel drive system, which offers a potent combination of unbeatable performance, traction, driving pleasure and safety in all situations. In normal conditions, the Q4 system transfers 100 percent of the torque to the rear axle. As the wheels approach their grip limit, the system transmits up to 50 percent of the torque to the front axle in real time, by means of a transfer case.

AlfaTM Chassis Domain Control (CDC) and AlfaTM Active Torque Vectoring

The Alfa Romeo Stelvio Quadrifoglio is equipped with the exclusive AlfaTM Chassis Domain Control (CDC) unit, with differential AlfaTM Active Torque Vectoring as standard.

CDC acts as the brain of the Stelvio Quadrifoglio, and coordinates all the car’s electronic systems, to deliver the best performance and the utmost driving pleasure at all times. The system simultaneously assigns specific tasks to the various active systems, such as the AlfaTM DNA Pro selector, Q4 all-wheel drive, AlfaTM Active Torque Vectoring system, AlfaTM Active Suspension system and the ESC.

  The Torque Vectoring technology optimises the Stelvio Quadrifoglio’s drive distribution and accentuates its sporting character. The two electronically controlled clutches in the rear differential make it possible to control torque delivery to each wheel separately. This ensures the optimal transfer of power to the ground even when the car is pushed to its dynamic limits, without the need for intrusive inputs from the stability control system.

Best-in-class specific power (176hp/l) and weight/power (3.6hp/kg)

The Stelvio Quadrifoglio holds two best-in-class titles which make it the highest-performing SUV in its segment: with a kerb weight of 1,830kg, the model boasts the best power to weight ratio in its category at 3.6 hp/kg and the best power density at 176 hp/l. The power-to-weight ratio was delivered with the aid of ultra-lightweight materials such as carbon fibre for the driveshaft and aluminium for the engine, suspensions, brakes, doors, wheel-arches and bonnet.

Due to the perfect weight distribution between the two axles, achieved by tweaking the SUV’s layout and arranging the heavier elements in the most central position possible, the Quadrifoglio’s light weight does not adversely affect the car’s torsional rigidity. It remains durable, with low noise levels and exceptional handling, even under extreme stresses.

Suspension system with exclusive AlfaLinkTM technology and the category’s most direct steering

Up front, the Stelvio Quadrifoglio has a double wishbone system with semi-virtual steering axis, to optimise bump filtration and ensure quick, precise responses to steering inputs. By keeping the contact patch of the tyre constant when cornering, this exclusive Alfa Romeo set-up affords outstanding levels of lateral grip. But regardless of speed and conditions, the Alfa Romeo Stelvio Quadrifoglio always delivers a natural, instinctive drive.

The rear suspension uses a four-and-a-half link Multilink system – patented by Alfa Romeo – to deliver a winning combination of performance, driving pleasure and comfort. An electronically controlled damping system adapts to driving conditions instantly and enables drivers to opt for performance-biased or comfort-oriented handling.

Alfa Active Suspension controls the suspensions and shock absorbers continuously to reduce movement of the body of the car in all driving conditions. It constantly interacts with the CDC and Alfa DNA Pro and calibrates its actions to suit the driving mode selected, delivering unrivalled comfort and handling.

In any situation and at all speeds, driving the Alfa Romeo Stelvio Quadrifoglio has the most direct steering ratio on the market (12.1), with a natural and instinctive feel.

Integrated Brake System (IBS) and carbon-ceramic brakes

Having made its debut on the Giulia, Alfa Romeo’s unique Integrated Brake System (IBS) is now in use on the Stelvio Quadrifoglio. This innovative electromechanical system combines stability control with a traditional servo brake to deliver instantaneous brake response and shorter stopping distances, while also making a significant contribution to weight optimisation. The Stelvio Quadrifoglio will optionally be available with carbon ceramic brake discs, offering a weight reduction of 17kg and greater mechanical strength, even at the highest temperatures in both dry and wet conditions.

Unique design

The design of the Alfa Romeo Stelvio Quadrifoglio is inspired by the idea of “necessary beauty”, as the perfect synergy of form and function is even more extreme in this high-performance SUV. Style and design are not merely aesthetic considerations but also support crucial factors including aerodynamics, speed, power and handling. Mirroring the performance, in Quadrifoglio guise everything is raised to new heights and has an even greater visual impact.

This approach is clearly reflected in the structural vents in the bonnet, the intercooler air vents at the side, the sporty side-skirt and the massive body coloured wheel arches and the four exhaust tips. The nose features the iconic and immediately recognisable “Trilobo” motif, while the unmistakable “Kamm tail” rear ensures that the design is rooted in Alfa Romeo tradition.

Bespoke interior with AlfaTM Connect 3D infotainment system with Apple Car Play and Android Auto

The finest expression of Italian design, the interior of the Stelvio Quadrifoglio has been tailored like a bespoke suit with painstaking craftsmanship and use of premium materials, including carbon fibre, leather and Alcantara. The centre of the dashboard is dominated by the new 8.8-inch AlfaTM Connect infotainment system – with 3D navigation. It incorporates Apple CarPlay and Android AutoTM to replicate the smartphone environment on the on-board display, for constantly connected, safe, user-friendly life at the wheel.

The Stelvio Quadrifoglio will arrive in the UK in summer 2018, with pricing and specification to be confirmed nearer the time. To find out more about the Alfa Romeo range, visit www.alfaromeo.co.uk or to locate your nearest Alfa Romeo dealer visit www.alfaromeo.co.uk/find-a-dealer.

[robertvasquez763]

Alfa Romeo and FCA Trademark “Giulietta” with U.S. Patent Office

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Rumors of the Alfa Romeo Giulietta’s death may be greatly exaggerated: Fiat Chrysler Automobiles recently filed a trademark application with the United States Patent and Trademark Office for the long-running Italian car nameplate.

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Filed by FCA last week, the trademark application signals an “intent to use” by the Italian-American company. Whether the Giulietta name will be used in the United States on a warmed-over version of the current Giulietta compact hatchback or a completely redesigned car remains to be seen.

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It’s also possible the name will be applied to a concept car that Alfa hopes to show globally or that the brand will opt to christen a forthcoming Giulia coupe as the Giulietta to separate the two models as was done by BMW with its 3-series and 4-series. An FCA spokesperson informed us that Alfa Romeo officially has no plans to bring the Giulietta or the even smaller MiTo to the U.S. market.

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Instrumented Test: 2017 Alfa Romeo Giulia 2.0T AWD

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Lightning Lap 2017: Alfa Romeo Giulia Quadrifoglio

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Alfa Romeo Giulia: Pricing, Specs, Reviews, and More!

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Nevertheless, the filed trademark would get the ball rolling on U.S. sales of the Giulietta should plans change.  The Alfa Romeo Giulia, with its $38,990 starting price, leaves plenty of room for a model below it in the U.S. lineup, so we’re not ready to give up hope on the Giulietta yet. Plus, offering a Giulietta similar to the current model on our shores would provide the Italian luxury brand with a direct competitor to small luxury cars such as the Audi A3, the BMW 2-series, and the Mercedes-Benz CLA-class. Alfa Romeo dealers could surely use a more affordable product to drive additional traffic into their showrooms. The Giulietta could be that vehicle, although Alfa may want to develop a sedan version for American buyers, who prefer that body style to hatchbacks.

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[jesusvasser]

Alfa Romeo and FCA Trademark “Giulietta” with U.S. Patent Office

-

Rumors of the Alfa Romeo Giulietta’s death may be greatly exaggerated: Fiat Chrysler Automobiles recently filed a trademark application with the United States Patent and Trademark Office for the long-running Italian car nameplate.

-

Filed by FCA last week, the trademark application signals an “intent to use” by the Italian-American company. Whether the Giulietta name will be used in the United States on a warmed-over version of the current Giulietta compact hatchback or a completely redesigned car remains to be seen.

-

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It’s also possible the name will be applied to a concept car that Alfa hopes to show globally or that the brand will opt to christen a forthcoming Giulia coupe as the Giulietta to separate the two models as was done by BMW with its 3-series and 4-series. An FCA spokesperson informed us that Alfa Romeo officially has no plans to bring the Giulietta or the even smaller MiTo to the U.S. market.

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Instrumented Test: 2017 Alfa Romeo Giulia 2.0T AWD

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Lightning Lap 2017: Alfa Romeo Giulia Quadrifoglio

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Alfa Romeo Giulia: Pricing, Specs, Reviews, and More!

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Nevertheless, the filed trademark would get the ball rolling on U.S. sales of the Giulietta should plans change.  The Alfa Romeo Giulia, with its $38,990 starting price, leaves plenty of room for a model below it in the U.S. lineup, so we’re not ready to give up hope on the Giulietta yet. Plus, offering a Giulietta similar to the current model on our shores would provide the Italian luxury brand with a direct competitor to small luxury cars such as the Audi A3, the BMW 2-series, and the Mercedes-Benz CLA-class. Alfa Romeo dealers could surely use a more affordable product to drive additional traffic into their showrooms. The Giulietta could be that vehicle, although Alfa may want to develop a sedan version for American buyers, who prefer that body style to hatchbacks.

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[eddiejpoplar]

Alfa Romeo and FCA Trademark “Giulietta” with U.S. Patent Office

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Rumors of the Alfa Romeo Giulietta’s death may be greatly exaggerated: Fiat Chrysler Automobiles recently filed a trademark application with the United States Patent and Trademark Office for the long-running Italian car nameplate.

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Filed by FCA last week, the trademark application signals an “intent to use” by the Italian-American company. Whether the Giulietta name will be used in the United States on a warmed-over version of the current Giulietta compact hatchback or a completely redesigned car remains to be seen.

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It’s also possible the name will be applied to a concept car that Alfa hopes to show globally or that the brand will opt to christen a forthcoming Giulia coupe as the Giulietta to separate the two models as was done by BMW with its 3-series and 4-series. An FCA spokesperson informed us that Alfa Romeo officially has no plans to bring the Giulietta or the even smaller MiTo to the U.S. market.

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Instrumented Test: 2017 Alfa Romeo Giulia 2.0T AWD

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Lightning Lap 2017: Alfa Romeo Giulia Quadrifoglio

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Alfa Romeo Giulia: Pricing, Specs, Reviews, and More!

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Nevertheless, the filed trademark would get the ball rolling on U.S. sales of the Giulietta should plans change.  The Alfa Romeo Giulia, with its $38,990 starting price, leaves plenty of room for a model below it in the U.S. lineup, so we’re not ready to give up hope on the Giulietta yet. Plus, offering a Giulietta similar to the current model on our shores would provide the Italian luxury brand with a direct competitor to small luxury cars such as the Audi A3, the BMW 2-series, and the Mercedes-Benz CLA-class. Alfa Romeo dealers could surely use a more affordable product to drive additional traffic into their showrooms. The Giulietta could be that vehicle, although Alfa may want to develop a sedan version for American buyers, who prefer that body style to hatchbacks.

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Our Pro Racer Tests the Jaguar I-Pace eTrophy Race Car

The introduction of the Jaguar I-Pace eTrophy Championship occurred recently at the Silverstone motorsports complex, home of the Formula 1 British Grand Prix. Jaguar Racing director James Barclay was quick to reference Jaguar’s storied racing history, and my thoughts went immediately to the legendary Jaguar D-types from the 1950s. Jaguar much later dabbled in F1 in the early 2000s, in Prototype GT racing in the ’80s and ’90s, and nowadays we see the new F-Type SVR GT4 in competition. Jaguar officially entered into the Formula E fray for the series’ third season (2016/2017) with its I-Type2. (Formula E seasons normally begin in Asia around November.)

A handful of automotive companies are involved in racing almost permanently, some never. Jaguar is somewhere in the middle, and its in-and-out approach is linked more to sales and budget rather than to lack of corporate interest. Engineers, designers, and media folks don’t usually make decisions about racing, but the Jaguar team I met at Silverstone showed genuine enthusiasm for the new I-Pace racing endeavor, something that was great to see and hear. Indeed, recent signs have shown Jaguar walking the performance-marketing road again: In November 2017, a “near production”-spec (Jag’s words) XE SV Project 8 smashed the Nurburgring four-door saloon/sedan lap record with a 7-minute, 21.23-second time. That was 11 seconds quicker than the previous record holder, an Alfa Romeo Giulia Quadrifoglio.

The weather was picture perfect as we arrived at Silverstone, where a tiny one-lane bridge led us over the F1 layout to the Stowe Circuit. Stowe lies completely inside the main F1 track and is used mostly for testing and tuning. It’s an interesting track, in a high-speed-autocross kind of way.

The main reason for being here was to drive the new I-Pace eTrophy electric race car. First, though, I climbed aboard an I-Pace street car for an interesting, gated-autocross-style exercise. An area the size of maybe half of a football field featured eight random gates denoted by cones. The cones flashed green (drive through) or blue (next gate to turn green), then red when the test was over. It was an exceptionally slow-speed course, but handily showed the I-Pace’s “right now” acceleration, braking, and excellent low-speed handling.

Really, though, we were here to better understand Jaguar’s involvement in electric racing. As you probably know, Formula E uses all-electric formula-style race cars, with events held on temporary city-street circuits. In 2018, New York was the only U.S. venue for a series that holds rounds on five continents. The argument in favor of Formula E is that it is directly relevant to the fast-growing trend toward all-electric vehicles. Several major automotive companies are players in Formula E; the series hoped to have four large corporate series sponsors by 2018 yet it already has 10. Six of those 10 are automobile manufacturers: Porsche, Mercedes, Audi, BMW, Renault, and Jaguar. ABB corporation, which specializes in fast-charging technology and recently signed on as title sponsor, has made the official series name the ABB FIA Formula E Championship.

Formula E’s second-generation race car is due next season; apparently it’s a major move forward in design, power, and handling. Also addressed was the present need for teams to utilize two cars during each race, due to battery-life limitations. The irony of this apparent inefficiency compared to the series’ desired “green” image was not lost on the organizers, so the new car will run entire races on one charge.

But those Formula E machines won’t be the only all-electric cars racing on the series’ event weekends. I would have loved to been in the Jaguar board meeting where somebody stood up with a straight face and suggested developing the I-Pace SUV into a race car—with its very own 20-car, I-Pace World Championship racing series. Yet here we are, at Silverstone with an I-Pace e Trophy race car. Jaguar made a three-year commitment to run the series alongside Formula E, and there will be 10 race weekends on the schedule for this season.

Jaguar will keep and maintain all 20 cars between events to ensure parity. It will also provide the crew and an engineer for each car/driver. The cost to run the series is around $600,000 per season, plus a $125,000 annual lease. A team can buy the car for $260,000, saving on extended lease costs. Crash damage incurs additional charges. This will essentially be an “arrive and drive” racing series.

The Jaguar race team worked with the FIA to set up I-Pace safety regulations. In the race car, a standard I-Pace battery pack is nestled inboard of the roll cage to better protect the pack from impacts. There are two isolator switches mounted in the center console, for separate battery shutdown in case of a crash. The race car uses the same 145-kW electric motors found in the street car; they produce the equivalent of 400 hp, driving all four wheels. The motors, along with the 90-kW battery pack, produce 500 amps of juice—you would not want a driver or emergency worker receiving a shock from that kind of power. To help with this, the I-Pace shows a green light front, rear, and on the center dash when there is no live power. If the car instead shows a red or blue light, there could be live electricity around the car. Emergency workers will carry specialized equipment to combat any crash-related issues that may involve electricity.

The interior reminds me of a GT4 race car. You see production switchgear alongside a modern electronic race dash, plus plenty of adjustment switches on the removable steering wheel. Weight distribution is 52/48R front/rear in the normal I-Pace, 48/52 in the race car. The latter weighs 4,320 pounds, a 450-pound reduction compared the street version. Easily replaceable carbon-fiber body panels are found front and rear, but most of the bodywork is the original aluminum. The new hood and front splitter better direct air for cooling the brakes and radiator, and create anti-lift. There is a minimal amount of downforce; if you add up all the aero bits, plus the 1.18-inch lower ride height, you get around 50 pounds of total downforce, which is less than a Honda Civic Type R. The upgraded (twice the capacity of stock) A/C system helps cool the battery pack and the electric motors.

The race and production I-Pace produce the same power; 0-to-60-mph for the race car takes about 4.5 seconds and top speed is 121 mph—similar numbers to the street I-Pace. Those are pedestrian figures for a race car, but I started racing in the mid ’80s in a 50-hp Renault Alliance spec-series car and had a blast, as did the fans who followed that series. Also, there’s never been a boring Mazda Miata race, even if just two cars are running, which has never happened. So I can get onboard with the I-Pace’s output.

Sitting in the I-Pace eTrophy felt pretty much like any other race car. There are only two pedals; no use for a clutch. Note: to launch fast, no brake hold is needed because max power is produced immediately when you bury the “gas” pedal.

As I rolled the I-Pace racer down pit lane, all I heard was rattling anti-roll bars, solid suspension bushings, and anything else not welded together. I now know race brakes make a total racket when not drowned out by a race engine, something I never considered before in my entire driving career. I had to resist the temptation to come in and ask the crew to check every nut and bolt on the car, because it sounded like at least 90 percent of them were ready to fall off. Once I got rolling, though, the can of ball bearings effect was less obvious due to my focus on going quickly.

The Stowe Circuit is quite short, with 11 corners, and several of them were actually chicanes made with cones. The Bosch ABS brakes (15.55-inch front/13.98 rear) allowed aggressive modulation. There is no stability control. The off-throttle regenerative braking can produce up to 0.4 g of deceleration. It’s slightly adjustable and does play a part while trail braking.

The grip of the specially developed Michelin Pilot Sport tires feels equivalent to a PS4S street tire. The race tires are similar in size to the production I-Pace’s 265/40R22 tires and have full tread depth, which avoids the need for rain tires. (Likewise, Formula E uses “all-weather” Michelin race tires.)

My cornering-speed limits were determined by how much I could rotate the I-Pace on entry. It behaves very much like most all-wheel drive cars on a track, quickly exhibiting understeer when you try to add power mid-corner. The more rotation I could carry into and through a corner, the better. You can adjust front to rear torque distribution, but for now the adjustment range only moves torque from 48-percent rear to 52-percent rear. I won’t be surprised if the series’ drivers quickly ask for more adjustment range.

The stiffer suspension setup versus the production I-Pace made controlling the rate of rotation on corner entry a challenge, but not impossible. Personally, I would add some compliance to the suspension if I actually raced one of these cars in the series. Softening up the suspension and antiroll bars would slow down body roll for corner entry and help the driver transition back to power. Anything you can do to increase the roll compliance of a heavy race car, especially one with limited mechanical grip, helps. I learned this long ago while racing street-based cars on regular street tires.

I thoroughly enjoyed my laps in Jaguar’s I-Pace eTrophy race car. As an aside, as I walked away from the car I noticed its outside mirrors: It occurred to me they might last about three turns, of lap one, of practice one, of race weekend one. Keep an eye on that.

The eTrophy Championship races are short, scheduled to run just 25 minutes plus one lap. Google and YouTube metrics say younger audiences prefer shorter entertainment cycles, and Jaguar will focus on finding the correct marketing approach here. Another piece of the entertainment jigsaw will be the willingness of the series’ drivers to race side by side “everywhere” on the tight concrete-lined tracks; nobody likes a permanent pace-car situation.

A world championship street-race series, with 20 equally powered, 4,300-pound Jaguar SUVs, should be something to see. It’s fair to say brand differentiation is alive and well at Jaguar. I’m looking forward to the first race, and my hat’s off to Jaguar for daring to try.

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[5hit-i-l00k-at]

2020 Alfa Romeo Giulietta Specs And Price

New Post has been published on http://www.latestcarprice.com/2017/09/2020-alfa-romeo-giulietta-specs-and-price.html

2020 Alfa Romeo Giulietta Specs And Price

2020 Alfa Romeo Giulietta Specs And Price – Alfa Romeo’s excited resurrection technique demands the launch regarding big sedans and crossovers which remain in very hot need during essential markets like the United States Of America and also Asia. The particular Milan-centered vehicle producer is unable to find a way to neglect The European Union, as well as it is likewise working with transforming the compact Giulietta hatchback.

Engine

Although technical details are nevertheless getting completed, it is risk-free to wager the actual Euro-spec 2020 Alfa Romeo Giulietta can deliver end up being provided with turbocharged fuel- and also diesel-eliminating numerous-tube engines and the essential oil-burners will likely not provided in our part of the pond, however we hear which Alfa will handle the actual BMW M135i and also the Mercedes-AMG A45 with a variety-topping design referred to as Giulietta Quadrifoglio Ecologico installed with a turbo 4 tuned to empty well over 300 ponies. Energy is going to be sent out to all four wheels.

Engines possess however to become confirmed a variety of turbocharged petroleum however as well as diesel engine are usually expected. Fumes may consist of the particular 1.4-litre utilized inside the existing 2020 Alfa Romeo Giulietta using strength outputs various from 120 to be able to 170hp. Far better versions might utilize the 1.75-litre turbo through the 4C or even the brand-new 2.-litre from your Giulia inside of among 200 along with 280hp.

Kinds of diesel may contain 1.6, and also 2.2-litre styles with strength from 120 to around 210hp and A higher-efficiency Quadrifoglio Verde variance will in all probability join the actual selection later on supplying about 300hp and possibly 4×4 to compare for the Audi RS3 and also Mercedes A45 AMG.

Read Also: 2019 Alfa Romeo Giulia Coupe For Sale

Specs

Within, in which the only apparent upgrade is a changed Uconnect infotainment method. Offered with possibly a 5- or perhaps 6.5-inch touchscreen, it provides Bluetooth relationship regarding fingers-free of charge as well as sound internet streaming, and also the brand-new Uconnect LIVE professional services.

The actual app provides music internet streaming with Deezer along with TuneIn, news by Reuters, and navigation with TomTom Stay. Also brand-new is the 2020 Alfa Romeo Giulietta Efficiency service, particularly produced to ascertain the automobile’s effectiveness is making use of unique electronic timers.

In addition, the actual 2020 Alfa Romeo Giulietta becomes little nips along with trucks such as altered leather-based along with Alcantara sports chairs with red sewing, carbon dioxide looking dash panel encircle as well as front door sections within the Veloce clip, along with a specific matte dark dash panel on the bottom along with Very versions.

Redesign

Styling-smart, the particular facelift inspires numerous brand-new features for the Giulietta. Ahead of time, there is a brand name-new Alfa Romeo guard with a honeycomb grille instead in the side to side slat design and a reworked badge. The same honeycomb grill is visible on the bumper that likewise got dark places for any sportier character.

Around back again, the particular hatch matches the previous design, save for the average adjustments inside the bumper and the oblique tailpipes. Similar to many facelifts, the Giulietta got brand name-new metal rims. Some other improvements contain red front fender inserts, carbon searching head lights, along with sparkly anthracite decorations around the vanity mirror caps, deals with, and also the foglamp encompasses, nonetheless, these types of functions are just offered around the Veloce clip degree.

Anything else was the actual roll-over through within 2014’s design, that is a tad frustrating to become truthful. Offered, I did not anticipate the actual Alfa Romeo Giulietta 2020 to acquire Alfa Romeo’s brand name-new design words so rapidly. Nonetheless, this kind of update shows up listed below standard within the present marketplace.

In the beginning, it is challenging not to be astounded by the innovations inside seen top quality which Alfa features, in fact, produced the actual Giulietta. That is similar to the correctly outstanding hatch out at a look and keep which responsive, captivating 2020 Alfa individuality that equals as the Renault Megane have shed through moving almost all Germanic.

Prices

By several official details, 2020 Alfa Romeo Giulietta is going to release at the beginning of 2020. Depending on the present exchange degree, prices for the brand new 2020 Alfa Romeo Giulietta starting up around $45,000.

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2020 Alfa Romeo Giulietta Specs And Price

New Post has been published on http://www.latestcarprice.com/2017/09/2020-alfa-romeo-giulietta-specs-and-price.html

2020 Alfa Romeo Giulietta Specs And Price

2020 Alfa Romeo Giulietta Specs And Price – Alfa Romeo’s excited resurrection technique demands the launch regarding big sedans and crossovers which remain in very hot need during essential markets like the United States Of America and also Asia. The particular Milan-centered vehicle producer is unable to find a way to neglect The European Union, as well as it is likewise working with transforming the compact Giulietta hatchback.

Engine

Although technical details are nevertheless getting completed, it is risk-free to wager the actual Euro-spec 2020 Alfa Romeo Giulietta can deliver end up being provided with turbocharged fuel- and also diesel-eliminating numerous-tube engines and the essential oil-burners will likely not provided in our part of the pond, however we hear which Alfa will handle the actual BMW M135i and also the Mercedes-AMG A45 with a variety-topping design referred to as Giulietta Quadrifoglio Ecologico installed with a turbo 4 tuned to empty well over 300 ponies. Energy is going to be sent out to all four wheels.

Engines possess however to become confirmed a variety of turbocharged petroleum however as well as diesel engine are usually expected. Fumes may consist of the particular 1.4-litre utilized inside the existing 2020 Alfa Romeo Giulietta using strength outputs various from 120 to be able to 170hp. Far better versions might utilize the 1.75-litre turbo through the 4C or even the brand-new 2.-litre from your Giulia inside of among 200 along with 280hp.

Kinds of diesel may contain 1.6, and also 2.2-litre styles with strength from 120 to around 210hp and A higher-efficiency Quadrifoglio Verde variance will in all probability join the actual selection later on supplying about 300hp and possibly 4×4 to compare for the Audi RS3 and also Mercedes A45 AMG.

Read Also: 2019 Alfa Romeo Giulia Coupe For Sale

Specs

Within, in which the only apparent upgrade is a changed Uconnect infotainment method. Offered with possibly a 5- or perhaps 6.5-inch touchscreen, it provides Bluetooth relationship regarding fingers-free of charge as well as sound internet streaming, and also the brand-new Uconnect LIVE professional services.

The actual app provides music internet streaming with Deezer along with TuneIn, news by Reuters, and navigation with TomTom Stay. Also brand-new is the 2020 Alfa Romeo Giulietta Efficiency service, particularly produced to ascertain the automobile’s effectiveness is making use of unique electronic timers.

In addition, the actual 2020 Alfa Romeo Giulietta becomes little nips along with trucks such as altered leather-based along with Alcantara sports chairs with red sewing, carbon dioxide looking dash panel encircle as well as front door sections within the Veloce clip, along with a specific matte dark dash panel on the bottom along with Very versions.

Redesign

Styling-smart, the particular facelift inspires numerous brand-new features for the Giulietta. Ahead of time, there is a brand name-new Alfa Romeo guard with a honeycomb grille instead in the side to side slat design and a reworked badge. The same honeycomb grill is visible on the bumper that likewise got dark places for any sportier character.

Around back again, the particular hatch matches the previous design, save for the average adjustments inside the bumper and the oblique tailpipes. Similar to many facelifts, the Giulietta got brand name-new metal rims. Some other improvements contain red front fender inserts, carbon searching head lights, along with sparkly anthracite decorations around the vanity mirror caps, deals with, and also the foglamp encompasses, nonetheless, these types of functions are just offered around the Veloce clip degree.

Anything else was the actual roll-over through within 2014’s design, that is a tad frustrating to become truthful. Offered, I did not anticipate the actual Alfa Romeo Giulietta 2020 to acquire Alfa Romeo’s brand name-new design words so rapidly. Nonetheless, this kind of update shows up listed below standard within the present marketplace.

In the beginning, it is challenging not to be astounded by the innovations inside seen top quality which Alfa features, in fact, produced the actual Giulietta. That is similar to the correctly outstanding hatch out at a look and keep which responsive, captivating 2020 Alfa individuality that equals as the Renault Megane have shed through moving almost all Germanic.

Prices

By several official details, 2020 Alfa Romeo Giulietta is going to release at the beginning of 2020. Depending on the present exchange degree, prices for the brand new 2020 Alfa Romeo Giulietta starting up around $45,000.