#f-type svr gt4

[untouchvbles]

Jaguar F-Type at Waukesha Cars & Coffee (2023) - Meet 1 in Waukesha, WI.  

[piyush-h-patel]

Asphalt 9 || Limited Time Event || JAGUAR F - TYPE SVR || PH

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[umcarasemvontade]

Need For Speed é uma das franquias de corrida mais clássicas dos jogos eletrônicos, lançada em 1994, e promete se superar no novo game, chamado Need For Speed Unbound.

PUBLICIDADE

A Criterion Games e a Electronic Arts revelaram que o próximo jogo vai contar com um catálogo com 143 modelos de carro, superando a quantidade disponível no NFS: Heat, com 127 no total. São eles:

Acura NSX 2017

Acura RSX-S 2004

Alfa Romeo Giulia Quadrifoglio 2016

Aston Martin DB5 1964

Aston Martin DB11 Volante 2018

Aston Martin DB11 2017

Aston Martin Vulcan 2016

BMW M3 2006

BMW M3 Evolution II 1988

BMW X6 M 2016

BMW M3 2010

BMW M5 2018

BMW Z4 M40i 2019

BMW M4 Coupe 2018

BMW M2 Competition 2019

BMW M1 1981

BMW i8 Coupe 2018

BMW M4 GTS 2016

BMW M3 Convertible 2010

BMW M4 Convertible 2017

BMW i8 Roadster 2018

Bugatti Chiron Sport 2017

Buick Grand National GNX 1987

Chevrolet Corvette Stingray 2020

Chevrolet Corvette Stingray Convertible 2020

Chevrolet C10 Stepside Pickup 1965

Chevrolet Corvette Grand Sport 2017

Chevrolet Camaro Z28 2014

Chevrolet Corvette Z06 2013

Chevrolet Camaro SS 1967

Chevrolet Bel Air 1955

Chevrolet Corvette ZR1 2019

Chevrolet Colorado ZR2 2017

Dodge Challenger SRT8 2014

Dodge Charger R/T 1969

Dodge Charger SRT Hellcat 2019

Ferrari LaFerrari 2016

Ferrari Testarossa Coupé 1984

Ferrari 488 GTB 2016

Ferrari F40 1988

Ferrari 458 Italia 2009

Ferrari 488 Pista 2019

Ferrari FXX-K Evo 2018

Ferrari 458 Spider 2011

Ford F-150 Raptor 2017

Ford Mustang GT 2015

Ford GT 2017

Ford Mustang BOSS 302 1969

Ford Mustang 1965

Ford Mustang Foxbody 1990

Ford Crown Victoria 2008

Ford Focus RS 2016

Ford Mustang GT Convertible 2019

Honda Civic Type-R 2000

Honda Civic Type-R 2015

Honda NSX Type-R 1992

Honda S2000 Ultimate Edition 2009

Infiniti Q60S 2017

Jaguar F-Type R Coupe 2016

Jaguar F-Type R Convertible 2019

Koenigsegg Regera 2016

Lamborghini Countach LPI 800-4 2021

Lamborghini Huracán LP580-2 2018

Lamborghini Aventador S 2018

Lamborghini Countach 25th Anniversary 1989

Lamborghini Murciélago SV 2010

Lamborghini Urus 2018

Lamborghini Huracán Performante 2018

Lamborghini Aventador SVJ Coupe 2019

Lamborghini Diablo SV 1995

Lamborghini Huracán LP580-2 Spyder 2018

Lamborghini Aventador S Roadster 2018

Lamborghini Aventador SVJ Roadster 2019

Lamborghini Aventador LP750-4 SV Roadster 2018

Lamborghini Huracán Performante Spyder 2018

Land Rover Range Rover Sport SVR 2015

Land Rover Defender 110 Double Cab Pickup 2015

Lotus Exige S 2006

Lotus Emira 2021

Mazda RX-7 Spirit R 2002

Mazda MX5 1996

Mazda RX-8 Spirit R (R3) 2011

Mazda MX5 2015

McLaren P1 2014

McLaren F1 1993

McLaren 570S 2015

McLaren 570S Spider 2018

McLaren 600LT 2018

McLaren P1 GTR 2015

Mercedes-Benz 190E 2.5-16 1988

Mercedes-AMG C 63 Coupe 2018

Mercedes-AMG G 63 2017

Mercedes-AMG GT S 2019

Mercedes-AMG A 45 2016

Mercedes-AMG GT R 2017

Mercedes-AMG GT S Roadster 2019

Mercedes-AMG C 63 Cabriolet 2018

Mercedes-AMG GT Black Series 2021

Mercury Cougar 1967

MINI John Cooper Works Countryman 2017

Mitsubishi Lancer Evolution IX 2007

Mitsubishi Lancer Evolution X 2008

Mitsubishi Eclipse GSX 1999

NISSAN GT-R Premium 2017

NISSAN Skyline GT-R V·Spec 1999

NISSAN 370Z Heritage Edition 2019

NISSAN Silvia K’s 1998

NISSAN Z Prototype 2022

NISSAN Silvia Spec-R Aero 2002

NISSAN Skyline GT-R V·Spec 1993

NISSAN 350Z 2008

NISSAN Skyline 2000 GT-R 1971

NISSAN Fairlady 240ZG 1971

NISSAN 180SX Type X 1996

NISSAN 370Z Nismo 2015

NISSAN GT-R Nismo 2017

Pagani Huayra BC 2017

Plymouth Cuda 1970

Polestar Polestar 1 2020

Pontiac Firebird 1977

Porsche 911 GT3 RS 2019

Porsche 911 Carrera RSR 2.8 1973

Porsche 918 Spyder 2015

Porsche 718 Cayman GTS 2018

Porsche 911 Carrera S 1997

Porsche 911 GT2 RS 2018

Porsche Panamera Turbo 2017

Porsche 911 Turbo S Exclusive Series 2018

Porsche Boxster 718 Spyder 2020

Porsche 911 Carrera GTS 2018

Porsche 911 Turbo S Cabriolet Exclusive 2018

Porsche 911 Targa 4 GTS 2018

Porsche 911 Carrera GTS Convertible 2018

Porsche Cayman GT4 2015

SRT Viper GTS 2014

SUBARU Impreza WRX STI 2006

SUBARU BRZ Premium 2014

SUBARU Impreza WRX STI 2010

Volkswagen Beetle 1963

Volkswagen Golf GTI 1976

Volkswagen Golf GTI Clubsport 2016

Volvo 242DL 1975

Volvo Amazon P130 1970

Need for Speed Unbound será lançado em 2 de dezembro para PS5, Xbox Series X|S e PC.

[allcarsnz]

Video: 2018 Jaguar F Type SVR GT4 #Jaguar #FType #SVR #GT4 #motorsport

[soulsteer]

2018 Jaguar F-Type SVR GT4

http://namastecar.com/2018-jaguar-f-type-svr-gt4/

[ftypefans]

Jaguar F-Type GT4 by SVR at Autosport International 2018

[savetopnow]

2018-03-10 02 CAR now

CAR

Auto Spies

Rolls Royce Throws Down The Gaunlet "We Set Vision For Luxury Motoring, Not As1ton Martin" - Is That True?

SPIED: Volvo's S60 Gets Nabbed In The Nude - Were You Expecting More?

Why Do Some Brands Get Away With Terrible Quality?

#GIMS: BMW Executive Lets The Cat Out Of The Bag For The Next i Model

Ferrari SUV To Be First Proper Hybrid For Automaker

Autoblog

1,900-hp Rimac C_Two electric supercar is Richard Hammond-proof

2019 Volvo S60 shown undisguised in leaked photo

2017 Nissan Rogue Sport Drivers' Notes Review | Going a little Rogue

New McLaren hybrid hypercar will be company's fastest ever

Ford's China vehicle sales in February fall 30 percent year-on-year

Car Throttle

An Argument About Luxury Cars Is Brewing Between Rolls-Royce And Aston Martin

Cool New Graphics Packs Make The Jaguar F-Type SVR Even Sexier

The 221bhp Peugeot 508 First Edition Is Tomorrow's Ford Mondeo ST220

David Brown's New Baby Blends Retro Style And A 593bhp Jaguar V8

The Alpine A110 Has Morphed Into A GT4 Racer

Electrek

Waymo officially expands self-driving effort into trucks

Watch Tesla Semi prototypes drive with cargo for the first time

Mercedes-Benz launches new home charging station ahead of new electric car

Tesla takes a win for direct sales in Utah, bill to allow operating its own stores goes to the governor

Tesla Semi trucks spotted Supercharging near Sacramento on their first cargo trip

Inside EVs

See How Richard Hammond’s Wreck Influenced Rimac C_Two

Volvo V60 Insights From Geneva – Video

Listen To Loaded Tesla Semi Accelerate

2018 Nissan LEAF POV Video Captures Blissfulness Of Electric Drive

Model 3 Appears At Geneva Motor Show, But Not Tesla

Jalopnik

Detroit Thieves Steal Cargo Vans Full Of Dry-Cleaned Police And Fire Uniforms

Why The Humble Tercel Is One Of The Most Brilliantly Unusual Toyotas Ever Made

This Picture Of Two Starters Contains A Hidden Message About The Human Condition

Here's How You Shift An 18-Speed Transmission

Earther Future Bay Area Flooding Could Be Even Worse Than We Thought | The A.V.

Motortrend

Celebrity Drive: NASCAR Reporter Jamie Little

RUF SCR is a 510-HP Porsche 911 Look-Alike

Volvo XC90 or V90 Cross Country: Which 90-Series Long-Roof is Best?

2017 Audi A4 2.0T Quattro Long-Term Update 9: The Road Trip

All-Electric Pininfarina HK GT Concept is a Gullwinged Grand Tourer

Reddit Cars

Ford Ranger Returns for 2019

New Supra Promotional Video from Toyota/GR

750 HP VW Golf 1.8L With Anti Lag - sounds like it’s farting gunfire

McLaren confirms its forthcoming new 'Hyper-GT ' codenamed 'BP23'

Porsche Mission E Cross Turismo: The Fully Electric Future Of Porsche? - Carfection

Sunday Times Driving

Hennessey claims mind-blowing 311mph top speed for Venom F5 hypercar

The James May Review: 2018 Ferrari Portofino

Audi e-tron electric SUV on sale now

Pointless road signs should be removed

Beware of ‘extortionate’ repair bills for holiday hire cars

The Car Connection

2019 Kia Sorento first drive: a subtly better crossover

2018 Jeep Wrangler gets more expensive, Hyundai crossover spied, Mercedes goes electric: What’s New @ The Car Connection

2018 Chrysler 300

2018 Chrysler Pacifica Hybrid

2018 Chrysler Pacifica

The CarGurus Blog

Geneva motor show: Five great cars, five years on

The 10 Most Popular Used Cars in the UK

Top Headlines From February 24 – March 2

Half Price Hot Hatch: Renaultsport Clio 200

Beast from the East: How to drive in snow and ice

The Torque Report

Next-Gen Jaguar XJ to will be bigger, but still not an S-Class rival

McLaren BP23 will have a higher top speed than the F1

2019 Genesis G70 will offer a six-speed manual

2019 Volvo S60 leaked!

Porsche 911 Plug-in Hybrid confirmed with around 700-HP

The Truth About Cars

Trade-in Time? Chances Are Better Than Ever You Won’t Pick Up a ‘Car’

Buy/Drive/Burn: Oddball Semi-premium SUVs From 1998

Piston Slap: Goodwill Repairs to Hit ’em With That Flex?

Mercedes-AMG Showcases Flagship Performance ‘Coupe’ in Geneva

UPDATED: Steel Tariffs Are Coming, Canada and Mexico May See Exemptions

[terryblount]

Here’s The Full Car List For Need For Speed Heat

Now that Need For Speed Heat got its gameplay trailer reveal at gamescom’s first Opening Night Live, we got some more details on the anticipated open-world racer. But you don’t expect to learn the full car list this early now do we?

And yet here we are. Over on the official site is the full car list. All 124 of them. For comparison, Payback has 78 + 7 DLC cars. The big jump here is due to two factors: Ferrari is back after missing from Payback with 8 cars. And new to Heat is open-top cars, most of them being new cars.

BMW, Lamborghini and Porsche are the leading brands that got a massive bump of cars, with most cars from Payback (aside from the Porsche 911 Carrera S (993), Ford Roadster and Ford Roadster – Beck Kustoms) are either return or updated to a newer model year/variant.

Still no sight of a Toyota, unfortunately. But! With the game set in Palm City (fictional Miami) and the game’s promo art leaning on the 80’s blue and purple hues, there’s a Ferrari Testarossa and a Lamborghini Countach, the perfect icons from that era.

Here’s the long list in full:

Acura RSX-S

Acura NSX

Alfa Romeo Giulia Quadrofoglio

Aston Martin DB5

Aston Martin Vulcan

Aston Martin DB11

Audi S5 Sportback

Audi R8 V10 Performance Coupe

BMW M3 E46 GTR

BMW I8 Roadster

BMW Z4 M40i

BMW M4 Convertible

BMW M4

BMW M2 Competition

BMW M4 GTS

BMW M3

BMW M3 Evolution II

BMW M3

BMW M5

BMW I8 Coupe

BMW X6 M

Buick Grand National

Chevrolet Camaro SS

Chevrolet Bel Air

Chevrolet C10 Stepside Pickup

Chevrolet Camaro Z28

Chevrolet Colorado ZR2

Chevrolet Corvette ZR1 Coupe

Chevrolet Corvette Grand Sport

Chevrolet Corvette Z06

Dodge Charger

Dodge Challenger SRT8

Ferrari FXX-K Evo

Ferrari LaFerrari

Ferrari Testarossa Coupé

Ferrari 488 Pista

Ferrari 458 Spider

Ferrari 458 Italia

Ferrari F40

Ferrari 488 GTB

Ford Mustang

Ford Mustang Boss 302

Ford Focus RS

Ford Mustang GT

Ford Mustang Foxbody

Ford F-150 Raptor (FEM From NFS Payback)

Ford F-150 Raptor

Ford GT

Honda Civic Type-R (2017)

Honda Civic Type-R (2000)

Honda S2000

Honda NSX Type-R

Infiniti Q60S

Jaguar F-Type R Convertible

Jaguar F-Type R Coupe

Koenigsegg Regera

Lamborghini Aventador SVJ Roadster

Lamborghini Huracan Performante Spyder

Lamborghini Aventador S

Lamborghini Aventador S Roadster

Lamborghini Huracan Spyder

Lamborghini Countach 25th Anniversary

Lamborghini Aventador SVJ Coupe

Lamborghini Huracan Performante

Lamborghini Huracan

Lamborghini Diablo SV

Lamborghini Murciélago SV

Land Rover Defender 110 Double Cab Pickup

Land Rover Range Rover Sport SVR

Lotus Exige S

Mazda Rx-7 Spirit R

Mazda MX5 (2015)

Mazda MX5 (1996)

Mclaren P1 GTR

Mclaren P1

Mclaren 570S Spider

Mclaren 600LT

Mclaren 570S

Mercedes-AMG C63 Coupe

Mercedes-AMG A 45

Mercedes-AMG GT S Roadster

Mercedes-AMG GT R

Mercedes-AMG GT

Mercedes-AMG G63

Mercury Cougar

Mini Countryman John Cooper Works

Mitsubishi Lancer Evolution X

Mitsubishi Lancer Evolution IX

Nissan 370Z 50th Anniversary Edition

Nissan 370Z Nismo

Nissan 350Z (Rachel’s From NFSU2)

Nissan Skyline GT-R (Eddie’s From NFSU)

Nissan 180SX Type X

Nissan 350Z

Nissan Skyline GT-R V·Spec

Nissan Fairlady 240ZG

Nissan Skyline GT-R V·Spec

Nissan Silvia Spec-R Aero

Nissan Skyline 2000 GT-R

Nissan GT-R Nismo

Nissan GT-R

Pagani Huayra BC

Plymouth Barracuda

Polestar Polestar 1

Pontiac Firebird

Porsche 918 Spyder

Porsche 911 Carrera GTS Cabriolet

Porsche 911 Turbo S Exclusive Series Cabriolet

Porsche Panamera Turbo

Porsche 911 GT3 RS

Porsche Cayman GT4

Porsche 911 Carrera GTS

Porsche 911 Targa 4 GTS

Porsche 718 Cayman GTS

Porsche 911 Turbo S Exclusive Series

Porsche 911 Carrera RST 2.8

Porsche 911 Carrera S

Porsche 911 GT2 RS

SRT Viper GTS

Subaru BRZ Premium

Subaru Impreza WRX STI (2010)

Subaru Impreza WRX STI (2006)

Volkswagen Beetle

Volkswagen Golf GTI Clubsport (2016)

Volkswagen Golf GTI Clubsport (1976)

Volvo Amazon P130

Volvo 242DL

The extra three cars are special liveried cars from past Need For Speeds.

You can start customising the cars already via the NFS Heat Studio app, now available on iOS and Android. The customisations can later be imported to the full game.

Need For Speed Heat will be out on November 8th for the PS4, PC (Origin) and Xbox One.

Here’s The Full Car List For Need For Speed Heat published first on https://touchgen.tumblr.com/

[jesusvasser]

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

[untouchvbles]

Jaguar F-Type R at Cassandra's Motorsports Open House (2023) in Pewaukee, WI.

[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

[smarcosanchez]

Jaguar crea para el Campeonato Británico de GT dos F-Type SVR GT4

http://dlvr.it/QFDDPb

[allcarsnz]

2018 Jaguar F-Type SVR GT4 - #Jaguar #FType #SVR #GT4 #motorsport

http://dlvr.it/RRwDBP