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vivekbsworld · 2 months

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Discover Luxury Self-Drive Rentals in Trivandrum: Experience Elegance and Freedom

Trivandrum, the picturesque capital city of Kerala, offers a blend of cultural heritage and modern convenience. For those seeking a touch of elegance combined with the freedom of self-exploration, luxury self-drive car rentals in Trivandrum are an excellent choice. Whether you’re planning a special occasion, a business trip, or simply wish to explore the city and its surroundings in style, a luxury self-drive vehicle adds a unique dimension to your travel experience.

Why Choose Luxury Self-Drive?

Unmatched Comfort and Style: Luxury self-drive cars are designed to offer the highest level of comfort. With features like plush interiors, advanced climate control, and high-quality audio systems, every journey becomes a pleasurable experience. Whether you opt for a sleek sedan or a powerful SUV, luxury vehicles provide a refined driving experience that enhances your trip.

Freedom to Explore: One of the key benefits of renting a self-drive luxury car is the freedom it offers. You can set your own itinerary, explore hidden gems off the beaten path, and travel at your own pace. Whether you’re heading to the serene beaches of Kovalam or the lush greenery of Munnar, a luxury vehicle provides the flexibility to make your journey truly memorable.

Professional Service: Reputable luxury car rental agencies in Trivandrum offer impeccable service, ensuring that your vehicle is well-maintained and ready for your trip. They provide a seamless booking process, flexible rental options, and 24/7 support to address any concerns you may have during your journey.

Impression and Prestige: Arriving in a luxury vehicle can make a significant impression, whether it’s for a business meeting, a wedding, or a special event. The elegance and sophistication of a high-end car reflect your attention to detail and appreciation for quality.

Top Luxury Self-Drive Cars Available in Trivandrum

Mercedes-Benz E-Class: Renowned for its luxurious interiors and smooth ride, the E-Class is perfect for those who value comfort and style.

BMW X5: This SUV combines power with luxury, offering ample space and advanced features for an enjoyable drive.

Audi A6: With its sleek design and advanced technology, the Audi A6 is ideal for both business and leisure trips.

Jaguar F-Pace: Known for its sporty performance and elegant design, the F-Pace provides a thrilling driving experience.

How to Book a Luxury Self-Drive Car in Trivandrum

Choose a Reputable Rental Agency: Look for agencies with positive reviews and a reputation for excellent customer service. Ensure they offer well-maintained vehicles and transparent rental policies.

Check Availability: Book your vehicle in advance, especially during peak seasons or special events, to ensure availability.

Understand the Terms: Review the rental agreement carefully, including insurance coverage, mileage limits, and fuel policies.

Enjoy Your Drive: Once you have your luxury car, take the time to familiarize yourself with its features. Enjoy the freedom of exploring Trivandrum and its surroundings with comfort and style.

Conclusion

Renting a luxury self-drive car in Trivandrum is more than just a mode of transportation—it’s an experience that adds a touch of sophistication to your journey. Whether you’re in town for a special occasion or just want to elevate your travel experience, a luxury vehicle offers both comfort and style. Embrace the freedom of self-drive and make the most of your time in this beautiful city with a vehicle that complements your lifestyle.

#Car rental #Luxury Car Rental Companies in Kerala #Luxury self drive rent a car in Trivandrum #news #premium cars for rent in trivandrum #technology #transportation #travel #Travel tips

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ezeecarrental · 10 months

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Luxury car rental in Goa self-drive

Introduction:

Goa, with its sun-kissed beaches, vibrant nightlife, and rich cultural heritage, has long been a destination synonymous with relaxation and indulgence. For those who seek to elevate their travel experience, a luxury self-drive car rental in Goa presents an unparalleled opportunity to explore the region with style and sophistication. In this comprehensive guide, we will delve into the allure of luxury self-drive car rentals in Goa, the unique offerings of opulent vehicles, and the key considerations for an unforgettable and indulgent journey.

I. The Allure of Luxury Self-Drive Car Rentals in Goa:

A. Tailored Luxury:

Luxury self-drive car rentals in Goa offer an experience that goes beyond transportation – it's a lifestyle. The allure lies in the ability to tailor the journey to personal preferences, from selecting high-end vehicles to curating a bespoke itinerary that aligns with the traveler's desires.

B. Freedom and Flexibility:

Unlike traditional guided tours or group transportation, luxury self-drive rentals provide a level of freedom and flexibility that is unparalleled. Travelers have the autonomy to choose their destinations, explore at their own pace, and deviate from the beaten path to discover hidden gems, all while cocooned in the lap of luxury.

C. Opulent Comfort:

Luxury vehicles are synonymous with opulent comfort. From sumptuous leather interiors to cutting-edge technology and amenities, the experience of driving a luxury car in Goa is akin to being in a mobile sanctuary of comfort and style.

II. The Fleet of Opulence: Luxury Vehicles for Self-Drive in Goa

A. High-End Convertibles:

The coastal roads of Goa are best experienced with the top down and the wind in your hair. High-end convertibles, such as the Jaguar F-Type or the Mercedes-Benz E-Class Cabriolet, offer a perfect blend of performance and open-air extravagance.

B. Prestigious Sedans:

For those who prefer a sleek and sophisticated ride, prestigious sedans like the BMW 7 Series or the Audi A8 provide an exceptional driving experience. These vehicles combine elegance with cutting-edge technology for a truly luxurious journey.

C. Sporty Exotics:

Driving a sports car is an experience like no other. Luxury car rental services in Goa often offer exotic options such as the Lamborghini Huracán or the Ferrari 488 Spider, allowing travelers to turn heads as they navigate the scenic roads of Goa.

D. Spacious SUVs:

Luxury SUVs cater to those who crave both opulence and practicality. Models like the Range Rover Vogue or the Bentley Bentayga offer ample space, advanced features, and the ability to conquer diverse terrains, making them ideal for exploring Goa's varied landscapes.

III. Elegance in Every Detail: The Unique Offerings of Luxury Self-Drive Car Rentals

A. State-of-the-Art Features:

Luxury vehicles are equipped with state-of-the-art features that redefine the driving experience. From advanced infotainment systems to cutting-edge safety technologies, every detail is meticulously designed to enhance both comfort and convenience.

B. Impeccable Interior Design:

Step inside a luxury car, and you're enveloped in a world of refined elegance. Impeccable interior design, premium materials, and attention to detail create an ambiance of opulence that adds an extra layer of pleasure to the journey.

C. Personalized Service:

Many luxury self-drive car rental services go beyond providing a vehicle; they offer a personalized and attentive service. From concierge assistance to seamless rental processes, travelers are treated to a level of service that complements the sophistication of the vehicle.

D. Exclusive Access:

Some luxury car rental services provide exclusive access to premium events, VIP lounges, or curated experiences. This adds an extra dimension to the journey, allowing travelers to immerse themselves in the local culture and lifestyle.

IV. Crafting an Indulgent Itinerary: Luxury Experiences in Goa

A. Coastal Cruises:

The coastal roads of Goa offer an idyllic setting for a luxury self-drive experience. Cruise along the shoreline, stopping at scenic viewpoints, pristine beaches, and beachside cafes for a leisurely and opulent journey.

B. Fine Dining Escapades:

Goa boasts a culinary scene that marries local flavors with global influences. Indulge in fine dining experiences at renowned restaurants, perhaps arriving in style with a luxury car rental to complement the exquisite cuisine.

C. Sunset Yacht Cruises:

For the ultimate luxury experience, complement a self-drive adventure with a private yacht cruise during the golden hour. Revel in the breathtaking views of the sunset over the Arabian Sea, creating memories that linger long after the journey ends.

D. Spa Retreats and Wellness:

Goa is home to luxurious spas and wellness retreats that offer a rejuvenating escape. Combine the thrill of a self-drive in a luxury car with indulgent spa treatments, creating a holistic and opulent experience.

V. Tips for an Optimal Luxury Self-Drive Car Rental Experience:

To ensure an optimal luxury self-drive car rental experience in Goa, travelers can follow these tips:

A. Plan Ahead:

Plan the itinerary in advance, taking into account preferred destinations, dining experiences, and leisure activities. This ensures a seamless and well-organized journey.

B. Utilize Concierge Services:

Leverage the concierge services offered by luxury car rental providers. They can assist with restaurant reservations, event tickets, and other exclusive experiences, adding an extra layer of convenience and indulgence to the trip.

C. Opt for Special Packages:

Many luxury car rental services offer special packages that include additional amenities or services. Explore these packages to enhance the overall experience, whether it's a spa voucher, a guided tour, or exclusive access to events.

D. Embrace Spontaneity:

While planning is crucial, leave room for spontaneity. Some of the most memorable experiences happen when travelers embrace the unexpected and allow the journey to unfold organically.

Conclusion:

A luxury self-drive car rental in Goa is more than a means of transportation; it's an invitation to indulge in the finest experiences that this coastal paradise has to offer. From the diverse fleet of opulent vehicles to the state-of-the-art features and meticulous attention to detail, luxury car rentals elevate the travel experience to new heights. Whether cruising along the coastline in a convertible, savoring fine dining experiences, or embarking on a spa retreat, every moment becomes a celebration of opulence and sophistication. As travelers explore Goa's landscapes in style, the luxury self-drive car becomes not just a mode of transportation but a key to unlocking a world of indulgence and unforgettable memories

#self drive car rental in goa airport #Self Drive Car Rental in Goa #Rent a Self drive car in Goa #Book self drive car in goa #Luxury car rental in Goa self drive #Best Self drive car rental in Goa

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lagunapeach · 7 years

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2019 Jaguar F-Pace SVR Specifications And Review

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newscheckz · 3 years

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RANGE ROVER VELAR NAMED MOST BEAUTIFUL CAR IN THE WORLD

New Post has been published on https://newscheckz.com/range-rover-velar-named-most-beautiful-car-in-the-world/

RANGE ROVER VELAR NAMED MOST BEAUTIFUL CAR IN THE WORLD

The Range Rover Velar has been judged the most beautifully designed vehicle on the planet, winning the World Car Design of the Year title at the 2018 World Car Awards.

Bringing glamour, modernity and elegance to the Range Rover family, Velar offers a unique combination of design excellence and engineering integrity. Dr Ralf Speth, Jaguar Land Rover CEO, said: “The Range Rover Velar is an outstanding, superior SUV.

Compelling modernity, eye‑catching design, innovative Touch Pro Duo infotainment technology and a clear focus on sustainability – what a combination. This product speaks for itself.

F‑TYPE, Evoque, F‑PACE and now the Range Rover Velar wins the World Car of the Year design award.

This means a lot to us. I feel very honoured and I want to thank all jury members for their trust and support in encouraging the Land Rover team to continue on their unique path.

I also want to thank our Velar team for their passion and commitment, for going the extra mile to move boundaries for extraordinary solutions.”

The distinctive design of the Range Rover Velar features perfectly optimised proportions and a stunning silhouette.

Its super-slim Matrix Laser-LED headlights, flush deployable door handles and sleek Touch Pro Duo infotainment are all hallmarks of Range Rover’s reductionist design philosophy.

Gerry McGovern, Chief Design Officer, Land Rover, said: “The continued evolution of our design philosophy is driven by a relentless focus on creating highly desirable vehicles our customers will love for life.

The Range Rover Velar brings a new dimension of modernity to the Range Rover family with an abundance of innovative technologies, all making this vehicle a joy to drive and be driven in.

We’re honoured that the jury recognized the tireless endeavours of our designers and engineers in delivering a vehicle with compelling design, tailored technology and relevant innovation which come together to create a vehicle of instant desirability.” The luxury SUV overcame the Volvo XC60 and the Lexus LC 500 to take the World Car Design of the Year award, as voted for by the World Car Awards jury, comprising 82 influential motoring journalists from 24 countries.

Velar’s success follows the 2017 double win for the Jaguar F-PACE. Launched last year and named after the codename for the original concept Range Rovers of the late 1960s, the Velar fills the space between the Range Rover Evoque and Range Rover Sport.

It is available with a choice of six powertrains, ranging from the clean and responsive 132KW 2.0‑litre Ingenium diesel to the potent 280KW supercharged 3.0‑litre V6 petrol engine.

Designed, engineered and manufactured in the UK, the Velar delivers the practicality, connectivity and capability expected from the Range Rover family.

With the latest technology and the inclusion of more sustainable materials, this luxury SUV is designed to go Above and Beyond.

#rangerover #rangeroverfamily #RANGEROVERVELAR #rovervelar #touchproduoinfotainment

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savetopnow · 6 years

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2018-04-06 05 CAR now

CAR

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enginerumors · 5 years

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2020 Jaguar I-Pace Configurations Review

2020 Jaguar I-Pace Configurations Review– The 2020 Jaguar I-Pace have lowered its smooth sterling silver look from the 2016 Los Angeles Auto Show and wear a razor-sharp red dye work for its European starting at the 2017 Geneva Motor Demonstrate in March. The latest I-Pace showcased within these photos appearance almost just like the very first idea, disclosed previously mentioned. Its…

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mikethepec-blog · 7 years

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2019 Jaguar I-Pace Rumor, Review, Price And Spied

All the Jaguar I-Pace is usually all of the very first car so that you can problem Tesla hegemony around any premium electrical car segment. The following AWD offers the actual design, the particular characteristics, andmost critical the performance and even collection so it will be a good genuine replacement for all the Model X. The actual long term got true. And additionally we have pushed the…

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lagunapeach · 7 years

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2019 Jaguar E-Pace HSE Release Date

2019 Jaguar E-Pace HSE Release Date – Jaguar expectations the fact that lightning may attack two times using its crossovers. It’s very first giving; the F-Pace can be your substantial achievement. At this moment, it wants the all entirely new Jaguar E-Tempo might produce over again.

2019 Jaguar E-Pace HSE Future

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crarsports · 6 years

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Five Important Facts That You Should Know About Jaguar Car Price Range | jaguar car price range

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jesusvasser · 6 years

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The Audi SQ5 Is Sporty, Sumptuous, and Strong

A sport-tuned crossover wearing 21-inch low-profile summer tires has no right to ride as creamily as does Audi’s second-generation high-performance SQ5. But smooth and refined the SQ5 most assuredly is—as I discovered mere minutes after climbing behind its leather-wrapped, flat-bottom steering wheel. This is a busy segment of the market, bursting with the likes of the Alfa Romeo Stelvio, the Porsche Macan, the BMW X3, and the Jaguar F-Pace, to name just a few. Even among such impressive competition, though, the SQ5 has a lot to show for itself.

My Matador Red test car was a 2018 model but the 2019 carries over essentially unchanged aside from a new Premium base trim level that joins the Premium Plus and Prestige models. (Specs and pricing will be for 2019 models.) My example was a sumptuously appointed Prestige, which commands a $9,700 over the Premium. For that sum you get a color head-up display, a Bang & Olufsen surround-sound audio system, Audi MMI navigation, Audi’s virtual cockpit, and much more. Among the other options on board: $500 carbon-fiber interior trim, the $595 paint, the $3,000 S Sport package (adaptive air suspension, red calipers, torque-vectoring rear differential), Nappa leather upholstery for $1,000, Dynamic Steering for $1,150, and 21-inch wheels with 255/40 summer rubber for another grand. My car also had an $1,800 Driver Assistance package that brought a bunch of active safety goodies, most of which were made standard on 2019 Premium Plus and/or Prestige models. The final tally to get a 2019 like mine? $70,340, not an insignificant amount for something this size.

But climb aboard and the SQ5 welcomes you into a stylish atmosphere full of pleasing shapes and rich materials, including fine, diamond-stitched quilted leather and crisp brushed-aluminum trim. The general feeling of quality is all but unsurpassed. This is a delicious—that’s the word—environment in which to hit the road. Apple CarPlay and Android Auto are standard features of the comprehensive infotainment system, but the real star is the Virtual Cockpit, which beams a full-color, photo-realistic Google Earth map display onto a large screen directly behind the wheel. It looks great and works beautifully, also allowing you to configure the main gauges (speedo, tach) as you like them. A large rotary knob and an accompanying touchpad on the central console make navigating the MMI multimedia interface totally painless. Audi has smartly avoided doing away with buttons and switches altogether, using a simple dials-and-tabs interface for controlling the climate-control system, plus additional buttons for operating various systems intuitively. Even seemingly unimportant details—such as, say, how smoothly the central display screen rolls through SiriusXM radio stations—combine to enhance the driving experience. The is one well-thought-out cockpit.

Space-wise, the gen-two SQ5 is roomier than its predecessor, but you wouldn’t call it “big” inside. Rear-seat leg- and shoulder room step up a notch, but you’ll trade some spaciousness to enjoy the Audi’s tidy exterior dimensions. The cargo area behind the second row is adequate for groceries or bags for a getaway, but there are roomier options in this class. I’d say most performance-minded shoppers considering the SQ5 will be fine with its interior volume and its prioritization of sportiness over size.

That Sport adaptive air suspension is a recommended option, as it drops the ride height by 1.2 inches compared with the standard suspension, lowering the center of gravity and improving agility. Its modes are chosen using the Drive Select switch on the dash and include Auto, Comfort, Dynamic, Individual—allowing a personalized setup of ride height and damper stiffness—and Offroad, the last of which raises the suspension for increased ground clearance. I ran the SQ5 mostly in Dynamic, and even then the ride never got testy, at least on L.A.’s generally smooth roads. The rig has enough grip to be entertaining to hustle along when the mood strikes, the optional variable-ratio steering system becoming increasingly direct at low speeds to improve maneuvering and, on the highway, changing response to enhance stability. Overall, steering response is first-rate.

Not to be forgotten is the sublime powertrain. The turbocharged and direct-injected 3.0-liter V-6 is a stout little thing, good for 354 horsepower and serving up all 369 lb-ft of torque at just 1,370 rpm. Fed through the standard ZF eight-speed automatic and Quattro all-wheel drive, the turbo engine can launch the SQ5 to 60 mph in just over five seconds. There are faster rides in rival showrooms, but the Audi feels plenty brawny. The sport rear differential that comes with the S Sport package can, if needed, divert almost all torque to one rear wheel. The entire system—engine, transmission, Quattro, diff—works with conspicuous refinement. That is, it never seems to work hard, yet you find yourself zipping right along and feeling totally secure the entire time.

The SQ5 may not biggest or the fastest or the flashiest machine in its sporty-crossover field, but there’s nothing it doesn’t do well, it’s brimming with helpful safety tech, and it exudes poise and competence in any driving situation. Add the clean-lined exterior and the gorgeous cockpit, and you have a spirited package that deserves a spot on any list of one shopping the segment. I’d raise my hand for seat time in an SQ5 any day.

2019 Audi SQ5 Specifications

ON SALE Now PRICE $53,395/$70,340 (base/as-tested) ENGINE 3.0L turbocharged DOHC 24-valve V-6; 354 hp @ 6,400 rpm, 369 lb-ft @ 1,370 rpm TRANSMISSION 8-speed automatic LAYOUT 4-door, 5-passenger, front-engine, AWD hatchback EPA MILEAGE 19/24 mpg (city/highway) L x W x H 183.9 x 74.5 x 65.3 in WHEELBASE 111.2 in WEIGHT 4,450 lb 0–60 MPH 5.2 sec (est) TOP SPEED 127 mph (mfr)

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eddiejpoplar · 6 years

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The Audi SQ5 Is Sporty, Sumptuous, and Strong

2019 Audi SQ5 Specifications

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jonathanbelloblog · 6 years

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The Audi SQ5 Is Sporty, Sumptuous, and Strong

2019 Audi SQ5 Specifications

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robertkstone · 6 years

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2017 Jaguar F-Pace Long-Term Verdict

We fell in love with the sporty style and sharp handling of Jaguar’s F-Pace at our 2017 SUV of the Year competition, but a starchy ride and polarizing interior torpedoed it from the top spot. Still, we had to know what a yearlong jag with this all-new Jag would be like. Could we deal with the stiff suspenders? And what of the whispers of questionable reliability? Thirteen months of “loanership” later, we have plenty of miles and, oddly, some feelz (as the kids say).

As I live only 3 miles from work and travel regularly, I cannot take credit for all 22,431 miles we racked up. It took an army of commuting colleagues and long-distance haulers to spin the odometer, from social media editor Carol Ngo, to photographers Jade Nelson and Robin Trajano, to online pros Colin Woodard and Erika Pizano.

Everyone raved at the F-Pace’s curb appeal. “Beautiful design and everyday usability,” Instagrammer-in-chief Ngo noted.

I too liked how it looked from the beginning all the way to the day we handed the keys back. This is pretty rare, as I normally go blind to my long-termer after a two- to three-month honeymoon. But even to my jaundiced eyes, the F-Pace looks as fresh as ever. Taut, muscular, well-proportioned, and perfectly sized for my ’hood and lifestyle.

As Carol notes, the flexibility of this two-row, midsize SUV is compelling. Surfing is my regular thing, and fitting 6-foot boards in bags with either the 60- or the 40-side seat folded down was never an issue. The optional heavy-duty rubber mats in the cargo area and footwells were also a godsend for containing sand and moisture.

Our F-Pace even does a pretty good job as an impromptu shelter, associate online editor Woodard noted: “When we forgot our tent on a camping trip with features editor Scott Evans and his wife, my wife and I spent the weekend sleeping in the F-Pace. It wasn’t the Four Seasons, but we actually slept pretty well. We even had a good view of the stars thanks to the panoramic moonroof.”

For me, the drive was like a broken-in pair of jeans by the end of our loan, but only in “light load” mode, with 9 pounds of air pressure removed from each tire. At factory specs, the F-Pace’s ride crashes over the line of acceptably stiff. If you’re going to live with this vehicle in an area with especially bad pavement (hello, Detroit), consider avoiding it entirely—or swapping to a tire and wheel combination that gives you more bump-soaking sidewall.

The 340-horsepower V-6 took a second to spin up, but once underway it was always ready to punch holes in traffic, with a satisfyingly hollow growl. I spent the first 5,000 miles driving around in Normal mode and most of the rest of the time in ECO, which limbers up throttle response and aims for the most efficient gearing. Mother Earth–loving chill-out modes like this usually come at the expense of immediacy, but Jaguar’s ECO mode is one of the best. It didn’t turn the F-Pace into a penalty box in exchange for fair fuel economy. The 35t powertrain struck quite a nice balance, so it’s a shame the engine is an orphan, launched in year one as a stopgap ahead of the turbo four-cylinder gas and diesel options (a 380-hp version of the engine remains available, however).

All 2016 and newer Jaguar vehicles come with “EliteCare,” which is a limited warranty covering five years or 60,000 miles, complimentary scheduled maintenance, roadside assistance, and updates to the infotainment system (which are regular). Jaguar claims EliteCare is best in class, and a quick check of the competition reveals that to be true, sorta. Audi, BMW, Infiniti, Lexus, and Mercedes-Benz offer fewer years and/or miles on their warranties. The only one that matches Jaguar (and betters, with an additional 10-year/100,000-mile powertrain warranty) is Genesis—but it does not currently have a CUV that rivals F-Pace.

The only mechanical issue we had with our vehicle was the combined ignition and auto stop/start gremlin, which was covered for free under EliteCare. While in for that service, we requested a four-wheel alignment that cost $99.00.

At the very tail end of our loan, our F-Pace did start to creak a bit coming in and out of driveways and over speedbumps, similar to the way our long-term BMW M3 did. I didn’t get a chance to have the dealer check out the problem to see if it was pieces and parts of the interior rubbing or the dust-in-the-door-seals issue we discovered in our BMW. That will unfortunately remain a question, but for the record, our F-Pace never left us stranded or completely failed to start, and none of the major systems threw error codes or warning lights. For at least one of the aforementioned road warriors, this wasn’t enough.

“I’m torn on the F-Pace,” Woodard said. “It sounded great, the V-6 made plenty of power, and it ended up being surprisingly fun to drive. It was also a practical daily driver, offering plenty of room for four adults, a week’s worth of groceries, and with the rear seats down, two bicycles. On the other hand, it had way too many electrical issues for a new car. From the infotainment system regularly glitching to the rearview camera occasionally not coming on when I put the car in reverse and all the surprise shutdowns, there was just too much that kept going wrong. Jaguar has some work to do before I’d feel comfortable recommending the F-Pace to a friend or family member.”

I can recommend an F-Pace, new or off-lease, provided interested parties are fully informed of the issues we had. Part of this is because of a new wrinkle to my loanership experience this time around: I discovered the extremely helpful world of online forums. After publication of our F-Pace intro, Greg Craig, an owner of the more powerful F-Pace S, reached out with the helpful suggestion to reduce my tire pressures and to consult the community at fpaceforum.com if I ever needed assistance. And so I did, about random topics including the stop/start issue, updates to the ICTP system, and creaks at 22,000 miles. The ability to compare notes and seek advice from a community was helpful and reassuring.

As my time with the orphan F-Pace 35t drew to a close, I found myself oddly sad about its departure. I’m normally an “on-to-the-next” kinda guy, but this Jaguar had character rare in modern cars, beauty and athleticism I never tired of, and flaws that weren’t deal breakers.

Read more about our long-term 2017 Jaguar F-Pace:

Arrival

Update 1: Baseline Testing

Update 2: How to Improve Ride Quality

Update 3: Coconut Juice Eco Mode

Update 4: Ride Quality and Key Fob Foibles

Update 5: Auto Stop/Start/Restart Part 1

Update 6: Auto Stop/Start/Restart Part 2

Our Car SERVICE LIFE 10 mo / 15,592 mi BASE PRICE $57,295 OPTIONS Technology pkg ($3,200: touch-screen infotainment, navigation, 60GB hard drive, CD/DVD player, 3G WiFi w/3 mo free data, TFT/LCD instrument panel, Meridian 825W audio w/17 speakers); Comfort and Convenience pkg ($1,800: ventilated front seats, heated rear seats w/pwr recline, remote 2nd row release, gesture tailgate release); metallic paint ($550); 20″ Blade wheels ($500); Rubber mats/cargo nets ($407), Activity key ($400), Gloss black roof rails ($350); Wheel locks ($191); Car care kit ($50) PRICE AS TESTED $64,743 AVG ECON/CO2 20.6 mpg / 0.94 lb/mi PROBLEM AREAS Auto stop/start MAINTENANCE COST $99 alignment NORMAL-WEAR COST $0 3-YEAR RESIDUAL VALUE* $52,500 (81%) RECALLS None *IntelliChoice data; assumes 42,000 miles at the end of 3-years

2017 Jaguar F-Pace 35t R Sport POWERTRAIN/CHASSIS DRIVETRAIN LAYOUT Front-engine, AWD ENGINE TYPE Supercharged 90-deg V-6, alum block/heads VALVETRAIN DOHC, 4 valves/cyl DISPLACEMENT 182.8 cu in/2,995 cc COMPRESSION RATIO 10.5:1 POWER (SAE NET) 340 hp @ 6,500 rpm TORQUE (SAE NET) 332 lb-ft @ 4,500 rpm REDLINE 6,500 rpm WEIGHT TO POWER 13.0 lb/hp TRANSMISSION 8-speed automatic AXLE/FINAL-DRIVE RATIO 3.73:1/2.49:1 SUSPENSION, FRONT; REAR Control arms, coil springs, anti-roll bar; multilink, coil springs, anti-roll bar STEERING RATIO 15.1:1 TURNS LOCK-TO-LOCK 2.5 BRAKES, F; R 13.8-in vented disc; 12.8-in vented disc, ABS WHEELS 8.5 x 20-in cast aluminum TIRES 255/50R20 109W (M+S) Goodyear Eagle F1 AT SUV 4×4 DIMENSIONS WHEELBASE 113.1 in TRACK, F/R 64.6/65.1 in LENGTH x WIDTH x HEIGHT 186.3 x 76.2 x 65.0 in GROUND CLEARANCE 8.4 in APPRCH/DEPART ANGLE 25.5/25.7 deg TURNING CIRCLE 38.9 ft CURB WEIGHT 4,416 lb WEIGHT DIST, F/R 51/49% TOWING CAPACITY 5,290 lb SEATING CAPACITY 5 HEADROOM, F/R 37.8/37.5 in LEGROOM, F/R 40.3/37.2 in SHOULDER ROOM, F/R 57.7/55.8 in CARGO VOLUME BEH F/R 63.5/33.5 cu ft TEST DATA ACCELERATION TO MPH 0-30 1.8 sec 0-40 2.8 0-50 4.0 0-60 5.2 0-70 6.7 0-80 8.5 0-90 10.6 0-100 13.4 PASSING, 45-65 MPH 2.6 QUARTER MILE 13.8 sec @ 101.0 mph BRAKING, 60-0 MPH 116 ft LATERAL ACCELERATION 0.83 g (avg) MT FIGURE EIGHT 26.8 sec @ 0.67 g (avg) TOP-GEAR REVS @ 60 MPH 1,700 rpm CONSUMER INFO BASE PRICE $57,295 PRICE AS TESTED $64,743 STABILITY/TRACTION CONTROL Yes/Yes AIRBAGS 6: Dual front, front side, f/r head BASIC WARRANTY 5 yrs/60,000 miles POWERTRAIN WARRANTY 5 yrs/60,000 miles ROADSIDE ASSISTANCE 5 yrs/60,000 miles FUEL CAPACITY 16.6 gal REAL MPG, CITY/HWY/COMB 16.2/25.4/19.3 mpg EPA CITY/HWY/COMB ECON 18/23/20 mpg ENERGY CONS, CITY/HWY 187/147 kW-hrs/100 miles CO2 EMISSIONS, COMB 0.97 lb/mile RECOMMENDED FUEL Unleaded premium

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newssplashy · 6 years

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Finance: We drove a new $47,800 Acura RDX to see if the SUV lives up to its impressive reputation — here's the verdict

The Acura RDX is a critically important compact crossover for Honda's luxury brand in the US.

We borrowed a $47,800 Advance trim-level RDX and put it through its paces.

We came away just as impressed as we often are with Acura vehicles, whose price-to-quality ratio is hard to beat in the luxury space for most owners.

Luxury crossovers are a white-hot segment in the new-vehicle world. Screw up in this realm and you'll pay.

Acura can't afford to screw up because although Honda's premium marque has its loyalists — they're on par with BMW owners — the US-market crossover segment is a battlefield and new combatants are arriving all the time.

Lucky for Acura it has a solid compact SUV that, in its latest iteration, has gotten more solid.

The first-generation RDX landed in 2007, and the made-in-Ohio crossover came with a four-cylinder turbocharged engine, which was an oddity at the time for luxury vehicles. The second-gen hit in 2012, and the four-banger was replaced with a V6.

The all-important compact luxury crossover category demands that Acura keep pace, especially in the US, so for the 2019 model year we have an all-new RDX, tasked with maintaining the 50,000 in annual sales that the previous-gen enjoyed. Besides the engine change, the other major difference is that the RDX is now built on an Acura-only platform (the second-gen was based on the popular Honda CR-V).

For many, many Americans, the RDX is their version of a premium wagon and it's dedicated to upscale family duty. But it also promises zesty performance and plenty of technology, given the typical needs and wants of an Acura enthusiast. This new-gen RDX is also taking some design cues from Acura halo supercar, the NSX, which took home Business Insider's Car of the Year trophy in 2016.

The 2019 Acura RDX starts at about $37,000 for the front-wheel-drive version, but our tester was a $47,800 all-wheel-drive Advance trim level, fully loaded.

Here's how it went.

The 2019 Acura RDX looks undeniably sharp in a "Performance Red" paint job. To my eye, the latest generation of this compact crossover is pushing toward midsize dimension.

The minimalist design of the second-gen RDX is going away, replaced by a more sleek and dynamic exterior. I rather like the fractured belt-line and the painterly slashes of chrome, but they aren't going to be for everybody.

The RDX has good presence for an entry level luxury crossover. The space is very, very crowded these days as SUVs have supplanted sedans as the world's go-to premium choice.

The controversial chrome beak is gone, and the Acura badge has gotten quite large.

The "A" — styled as a precision-instrument caliper — sits at the center of what Acura calls a "diamond pentagon" grill. It looks cool.

So do the jewel-eye LED headlights ...

... Which bear more than a passing resemblance to those on the NSX supercar.

SUV rear ends are usually a weak point, aesthetically, and the RDX's is no exception. There's a lot going on back there, what with all the swoops and indents and those crab-pincer tail lights. Bonus: Dual exhaust!

Our RDX was of the "Super Handling" all-wheel-drive variety, with torque vectoring that sends traction to the wheel that needs it most. This helps the RDX with stable handling and in bad weather and on poor roads.

There's no third row of seats, and thanks to the RDX's larger overall dimensions relative to the previous gen, the cargo pace is now a considerable 30 cubic feet. There's also a power liftgate.

Time to pop the hood and check out that turbocharged four-cylinder powerplant.

Well, yeah, like most four-bangers, it doesn't look like much. But rest assured that the 272-horsepower motor is demonstrably torque-happy with 280 pound-feet of pull on tap. It is also not torque-steer-y in any way.

The RDX can serve up a 0-60 mph dash in about six seconds. Fuel economy is about what you'd expect: 21 mpg city/27 highway/23 combined. I drove around for a week on single tank.

Let's jump inside real quick to talk about the 10-speed automatic transmission, which has four driving modes (Comfort, Snow, Sport + and a default Sport), along with paddle shifters behind the steering wheel.

Again, the configuration of controls will be eerily familiar to NSX owners and fans. The PRND buttons aren't what I'd call ideal, but they do the job. The big drive-mode knob, so cool on a supercar, is possibly overkill on a luxury crossover.

OK, let's hop inside for longer! The leather interior is "Parchment."

I always find the Acura's driver's view to be soothing. That's weird, because you're presented with all kinds of buttons, thumbwheels, and a switch on the RDX's steering wheel. And although the analog instrument gauges are old-school, the somewhat complicated center display isn't."

The leather-wrapped steering wheel feels just right, and although purist won't like the electric power steering, I found it to be exceptionally precise. Acura's have always been, in my experience, easy to drive easy and easy to drive hard.

The RDX is no exception. It can't feel as aggressive and BMW X3, but it doesn't want to. And for average, everyday around-town motoring, the feel is impeccable.

To be honest, I gave up on the center display. It has a lot going in and can provide all sort of info and data, however. Anybody who wants to get in there and geek-out will get no argument from me.

Honda/Acura is famed for its interior ergonomics and design, but the brands have been tempted away from simplicity over the past decade. Thankfully, reason has returned. The RDX controls are simple and straightforward. Heated and cooled seats, as well as a heated steered wheel, are great features on the RDX Advance trim.

Personally, I also liked that the engine auto stop/start feature — intended to save fuel and cut down on emissions — can easily be deactivated by pressing a nice, big, easy-to-spot button.

That is some nice wood trim!

The ELS Studio 3D audio system is all Acura — specially designed for the brand and outfitted with 16 speakers in the RDX, including ...

... Speakers in the roof! It sounds spectacular, among the best premium audio systems I've experienced in a vehicle in 2018.

Reminder: the 2019 RDX is bigger than its ancestors. The subtle size increase make the rear seats notably more comfy for passengers. On a side note, getting in and out of the RDX is a breeze — not something one can say about every luxe SUV.

The panoramic moon roof is vast.

Let's talk about Acura's new infotainment system. It's called "True Touchpad" and it uses a high-res center screen that juts from the dashboard and displays a host of apps, along the map, which is nearly always on view.

The smaller right side info can be flipped with the larger left side.

Here's where the magic happens. This touchpad can be used like a trackpad on a laptop, and there are several hard inputs. But you can also simply drop a fingertip to an area of the pad that corresponds to the screen.

It's an improvement over previous versions of Acura infotainment. For example, here's two-screen setup in a TLX A-Spec.

The changes are all about the user interface, which take a bit of getting used to. I got the hang of it in about 15 minutes and liked the system, in particular the comfortable padded wrist rest.

Business Insider's Ben Zhang was less impressed. But he agreed that it's an improvement over what Acura had been installing.

I found the voice-recognition feature to be satisfyingly accurate, and Bluetooth pairing, navigation, and USB/AUX inputs for devices were all successful. There are better infotainment options out there, but given Acura's history, this new True Touchpad approach has promise. Best of all, once you learn it, you can keep your eyes on the road.

Apple CarPlay is available, but not Android Auto yet.

So what's the verdict?

I'd buy one. Seriously, I enjoyed the RDX immensely in the week that I drove it around the Jersey 'burbs and the mean streets of New York City. But I tend to respond quote favorably to Acuras. For whatever reason, I think they combine a high level of luxury and value with legendary reliability and fun motoring that isn't too demanding.

If you just love to drive, something from BMW, Mercedes, or Audi might be more your bag. If you want absolutely bulletproof luxury, then look to Lexus (and be a bit less stimulated by exceptional engineering). If beauty is a must, turn to the Jaguar F-Pace.

But if you desire an excellent premium crossover SUV that will carry a family of four around in style, you'll be hard-pressed to do better than the new RDX.

With my colleague Ben, I agree that the new infotainment system is a work in progress. But it's a big improvement over the previous generation and a step in the right direction.

Acura has a way of being all things to all people, without causing that benefit to render its cars bland. Anybody who prefers to go Sport-Plus mode on the Dynamic selector will find that their luxury SUV can delivery more than a splash of snarl and attitude. (And maybe too much, as both Ben and I detected some harshness in the transmission's friskier shifts.)

The steering isn't mushy, and neither are the brakes. The torque-vectoring through the AWD drive system made the RDX feel genuinely sure-footed and composed when cornering, and the engine isn't cranking so much power that you feel you have to lay off in the curves, to avoid losing control.

Of course, where Acura truly shines is in the quality-to-price ratio. It's hard to obtain a better compact luxury SUV for this kind of scratch. Comparable German brands go for thousands more, similarly equipped. You're buying Acura's commitment to fine engineering and reliability, with just enough zip thrown in to remind you that you aren't driving a Lexus.

Bottom line: the 2019 Acura RDX is a purchase I can recommend you consider — without hesitation.

source https://www.newssplashy.com/2018/07/finance-we-drove-new-47800-acura-rdx-to.html

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blogueericdescarries · 6 years

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Range Rover Velar et la petite histoire des Cobra au Québec

Le 9 mai 2018

Les Land Rover sont devenus, avec le temps, une sorte de légende. La marque, créée juste après la Deuxième Grande Guerre en Angleterre fut d’abord basée sur un châssis de Jeep militaire américaine. Évidemment, avec le temps, la camionnette fut améliorée et le véhicule original, un peu rudimentaire au départ, a donné naissance à une version plus élaborée et plus moderne du nom de Range Rover. Curieusement, le prototype de Range Rover portait déjà le nom de Velar issu du verbe latin «velare» qui veut dire «cacher». À cette époque, le constructeur original, Rover Company, ne voulait pas que les observateurs sachent qu’il développait un nouveau camion et il avait donné comme nom de code au futur Ranger Rover le surnom de Velar of Croydon (ville d’origine). Le reste, comme on dit, c’est de l’histoire connue. Range Rover est devenue, avec le temps, un marque de prestige qui comporte maintenant divers modèles dont le petit dernier, le Velar d’aujourd’hui. Et le terme «petit dernier» est bien choisi puisqu’il s’agit, selon le constructeur britannique, d’une version «compacte» de ses VUS de grand luxe. Petit? À plus de 4600 livres? Basé sur le VUS F-Pace de Jaguar, le Velar doit se mesurer aux Audi Q5 et BMW X3 de ce monde. Vraiment?

Le Velar est le dernier modèle Range Rover sur le marché. (Photo Éric Descarries)

En fait, c’est après avoir pris des photos du Velar contre un Range Rover Sport que je me suis rendu compte qu’il pouvait être un peu plus «petit». En vérité, le Velar se place entre le plus gros Sport et le compact Evoque au sein de la famille Range Rover. Toutefois, ce qui ne trompe pas, c’est que c’est un superbe véhicule avec des lignes modernes qui savent attirer l’attention. Celui qui me fut confié par Jaguar Land Rover Canada était de la finition P-380 R-Dynamic HSE, rien de moins. Sa silhouette unique se marie bien à son allure agressive, surtout avec la peinture noire de ses accessoires qui, autrement, auraient pu être chromés. Je vous laisse juger du design presque rectiligne relativement discret (si on le compare aux lignes exagérées, avouons-le, de certains VUS japonais).

Il y a, au Canada, deux moteurs au catalogue du Velar, soit le quatre cylindres turbocompressé Land Rover diesel de 2,0 litres qui fait 180 chevaux et le V6 à essence de 3,8 litres de Jaguar Land Rover (qui est, comme je l’ai expliqué si souvent, un V8 (complet) auquel les ingénieurs ont retiré les deux derniers pistons et bielles pour les remplacer par des contrepoids pour équilibrer le vilebrequin) qui fait, lui, 380 chevaux grâce à l’aide d’un compresseur mécanique. Évidemment, la boîte de vitesses est automatique à huit rapports et la traction, intégrale. Quant à la suspension pneumatique ajustable, elle est standard sur tous les Velar avec le V6. J’y reviens dans quelques lignes.

Si l’on s’arrête à l’intérieur, du moins dans cette version haut-de-gamme, on ne peut que s’exclamer devant la finition et le choix des matériaux. Sachez qu’avant de monter à bord, les poignées de portières ressortent de la carrosserie où elles se cacheront de nouveau lorsque le Velar sera en marche! Dès qu’on ouvre, on voit bien que tout y fait de bon goût en débutant avec le tableau de bord à la fois élégant et très simple. En effet, son design consiste en un planche presque uniforme dans laquelle sont insérés les instruments électroniques flanqués de chaque côté de bandes décoratives et de buses d’aération alors que l’écran de marche arrière et du système de navigation leur semble accroché au centre. Cet écran se relève légèrement lorsque le conducteur met en marche. Sous celui-ci se trouve un autre écran, tactile cette fois. Il affiche alors toutes les commandes de la ventilation et du chauffage mais l’opérateur doit d’abord se familiariser avec le système avant de prendre la route car il est relativement compliqué (surtout qu’il n’y a pas d’autres fonctions mécaniques pour lui venir en aide!). Question design, encore une fois, l’effet est saisissant. La console se continue entre les occupants d’avant et c’est là que le conducteur trouvera la commande rotative (qui se soulève, elle aussi, au contact du moteur). Elle permettra alors le passage des vitesses. Le volant est, lui aussi d’une grande élégance et d’une grande simplicité. Il contient malgré tout plusieurs commandes dont celle du régulateur de vitesse mais elles sont bien disposées aux extrémités des deux branches du volant. Bien entendu, ce volant possède également les palettes servant au passage des rapports.

Le tableau de bord est d’un design simple et pur. (Photo Éric Descarries)

Les commandes tactiles demandent une certaine période d’étude et de pratique. (Photo Éric Descarries)

Les sièges d’avant sont évidemment bien conçus mais il faut revenir au tableau de bord pour en assurer les réglages en tapant sur la bonne image pour déplacer les fonctions des sièges. Les (deux) passagers d’arrière seront aussi gâtés non seulement par la finition du véhicule mais aussi par le système de chauffage et climatisation individuel que l’on trouve à l’extrémité de la console avant. Une troisième personne peut, à l’occasion, prendre place au centre de la banquette dont les dossiers sont évidemment rabattables. Jetez un coup d’œil aux photos et vous y verrez la superbe finition des garnitures de portières. Autre point important de l’intérieur du Velar, l’espace réservé aux bagages est relativement important, du moins plus que pour certains autres véhicules du genre. J’ai apprécié la toile cache-bagage efficace.

Les places arrière sont confortables et accueillantes. (Photo Éric Descarries)

Le coffre est caverneux, fort possiblement l’un des plus grands du segment. (Photo Éric Descarries)

Le V6 de mon Velar d’essai a connu plusieurs périodes d’essai pas toujours «tranquilles»… (Photo Éric Descarries)

Sur la route…et hors-route

Bien entendu, c’est au volant de ce superbe véhicule que l’on apprécie le plus la philosophie de Land Rover/Range Rover. Tout d’abord, le moteur V6 suralimenté y est bien adapté même si l’on sent qu’il demande un peu d’effort pour déplacer l’importante masse que représente ce VUS. Le son du V6 relève plus du grognement alors qu’il lui faut quelque sept secondes pour atteindre le cap des 100 km/h. Par contre, pour les reprises, on dirait qu’il y est plus à l’aise. La meilleure façon de profiter de cet élégant véhicule est de faire un petit voyage sur l’autoroute, ce que j’ai fait pour me rendre de Montréal à Québec afin de couvrir le Salon de l’Auto-Sport. Relativement silencieux mais très stable sur la route, il vaut mieux choisir une vitesse raisonnable par l’entremise du régulateur de vitesse qui, en même temps, corrige constamment la distance entre le Velar et le véhicule le précédant pour ne pas causer de collision. Tous les détecteurs imaginables d’obstacles ou d’angles morts peuvent venir en aide au conducteur. Quant à la direction, elle est aussi stable que désirée malgré les larges pneus (dans ce cas, des Pirelli Scorpion d’hiver). Et vu que ce Range Rover vient de la même famille que les Jaguar, vous vous doutez qu’il jouit d’un freinage à disques d’une grande puissance.

Toutefois, il s’agit d’un Range Rover, un produit de la compagnie Land Rover reconnue pour la production de véhicules capables de véritables excursions hors-route. Il ne m’est pas toujours facile de trouver le terrain idéal pour vraiment conduire ce genre de VUS hors-route. Heureusement, en octobre dernier, Land Rover Canada avait justement inscrit un Velar au concours de la Voiture et de l’Utilitaire de l’Année de l’Association des Journalistes Automobile du Canada (AJAC), un évènement qui se tenait au circuit Canadian Tire Motorsport Park (anciennement Mosport) en Ontario et cette place a un court circuit d’essai hors-route qui m’a quand même permis d’apprécier les capacités de cette camionnette intermédiaire dans un sentiers d’une difficulté moyenne. Évidemment, si l’on y ajoute l’ajustement de la suspension pneumatique, je n’ai connu aucune difficulté à négocier le parcours (soulignons ici le court rayon de braquage du Velar) malgré les pneus d’origine (Continental toutes saisons). Un vrai Land Rover, quoi!

C’est au circuit Canadian Tire Motorsport Park que j’ai pu conduire le Velar en condition hors-route. Notez qu’il s’agissait du même véhicule avec la même plaque d’immatriculation que j’allais conduire de nouveau la semaine dernière. (Photo Éric Descarries)

Toujours au Canadian Tire Motorsport Park, j’ai pu photographier un autre Velar (blanc) cette fois à côté du nouveau Land Rover Discovery ce qui nous donne une idée des dimensions plus raisonnables du Velar, même s’il nous semble gros. (Photo Éric Descarries)

Ce qui nous amène au prix. Le Velar le moins coûteux est le modèle S à moteur diesel et il débute à 62 000 $. Cependant, le véhicule qui me fut confié était, je le répète, un P-380 R-Dynamic HSE et, lui, se détaille 82 600 $. Le plus cher fut le First Edition qui se vendait alors 95 000 $. Et la consommation, elle? Avec la combinaison d’une utilisation urbaine régulière et d’un voyage aller-retour de Laval à Québec, j’ai compté une moyenne de 11,6 litres aux 100 km ce qui n’est certes pas si mal pour un véhicule aussi lourd. Enfin, si vous pensez au Velar pour tirer une remorque, vous en serez peut-être un peu déçu car les documents de Land Rover ne suggèrent qu’une capacité de poids maximum de remorque de 2500 livres!

Un autre livre sur les Cobra mais…

Ceux qui me connaissent savent que j’ai une passion pour les roadsters Cobra des années soixante. C’est ce qui explique que j’en ai une reproduction grandeur nature (et un joli paquet des reproductions miniatures!). Je possède également toute une collection de livres sur les Cobra (260-289-427) qui ont été produites à moins de 1000 exemplaires (997, si ma mémoire est bonne, incluant les quelques Cobra produites par AC Cars en Angleterre). Toutes les Cobra de cette époque (on ne parle pas des plus récents modèles récemment construits par Shelby American ou par AC) ont un numéro de série qui débute par CSX en Amérique et COB en Angleterre. Tout récemment, je trouvai un nouveau livre intitulé «The First Three Shelby Cobras» de l’auteur anglais Gordon Bruce (autour de 60 $ chez un grand libraire anglo de la région de Montréal). Cet historien a réussi à découvrir tous les secrets des premières Cobra (CSX 2000, CSX 2001 et CSX 2002). En ce qui a trait à la CSX 2000, ce ne fut pas difficile car cette toute première Cobra est demeurée la propriété de Carroll Shelby jusqu’à son décès il y a quelques années. Elle a été vendue à l’encan Mecum aux États-Unis en août 2016 pour la modique somme de 13,75 millions US! La deuxième a participé à plusieurs courses en Europe alors que la troisième, la CSX 2002 fut celle pilotée par…Jean Ouellet du Rimouski Racing Team au Québec. Ouellet était un de mes héros de jeunesse. J’allais le voir courir aux tout débuts du Circuit Mont-Tremblant en 1964-65. Il était considéré comme le pilote le plus rapide du Québec. Malheureusement, il a complètement décroché de la course automobile lorsque son co-pilote Bob McLean (champion canadien de l’époque) s’est tués au volant d’une Ford GT-40 de l’équipe canadienne Comstock aux 12 heures de Sebring de 1966. Ouellet venait de lui passer le volant. Il y a donc des photos de Ouellet et de sa Cobra (on peut la voir sur la page couverture, c’est la voiture rouge numéro 16). Jean Ouellet est décédé en 2015 alors qu’il approchait les 86 ans. Mais on ne l’aura jamais revu en course automobile. Au moins, il y a des livres comme celui que je viens de vous présenter pour nous le rappeler!

Ce livre sur les Cobra vient de paraître…

…et il est question du Québécois Jean Ouellet qui fut, pendant un moment, un grand espoir de la course automobile chez nous!

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rangeroverspecialist · 6 years

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Jaguar’s latest SA-bound SUV: We drive the new E-Pace!

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Ferdi De Vos

Vecchio (Corsica) – “The Cub”. That’s how the development team in Whitley, Coventry, dubbed the E-Pace – the newest arrival in the Jaguar litter and the third SUV in the pride – launched on the island of Corsica this week and expected to make its African debut in two months’ time.

With its smaller dimensions and more compact design the E-Pace looks more energetic, agile and playful that its bigger World Car of the Year-winning F-Pace sibling, and the all-electric I-Pace. According to Jaguar director of designer Ian Callum the big “eyes” – newly designed headlights – and outsized “paws” – alloy wheels of up to 21″ wide – of the E-Pace earned it the nickname “cub” within the development and design team.

The local range

With Jaguar Land Rover’s facilities in the UK close to capacity, the company has formed a partnership with engineering and manufacturing specialist Magna Steyr in Graz, Austria, and the E-Pace will be the first vehicle produced in Austria under this arrangement.

The local E-Pace range, to be launched in March, will consist of no less than 38 AWD model derivatives – an indication of just how important this model is to Jaguar…

They will all be sourced from Graz, and prices range from just under R600 000 (R598,500) for the entry-level 110kW 2.0-litre diesel model to R895,700 for the 184kW 2.0-litre petrol First Edition derivative.

Prices include Jaguar’s Five-year Care Plan consisting of a five-year/100 000km service plan, a five-year/100 000km maintenance plan and a five-year/100 000km warranty, as standard.

Will the E-Pace sell in South Africa? For sure.

It packs Jaguar’s alluring design and good performance into a spacious, practical and connected all-wheel-drive package, at a good price entry point for the British marque. This will attract many new drivers into the fold, as long as they do not expect real sports car performance in the F-Type vein from its taller sibling.

Tough competition

The smallest Jag SUV is squarely aimed at the newly launched BMW X2, which ostensibly served as benchmark for its design and development, as well as other small premium SUVs such as the Porsche Macan, Mercedes-Benz GLA, Audi Q3, Lexus NX, Mini Countryman and Alfa Romeo Stelvio. However, similarly to the F-Pace it falls in-between classes in terms of size and dimensions and can also be viewed as a contender for the BMW X3, Audi Q2 and Mercedes-Benz CLC.

The E-Pace’s more mischievous, lively nature and its position within the Coventry Cat line-up is further emphasised by a couple of light-hearted, but apt, touches…

A graphic in the windscreen corner showing the silhouette of a Jaguar and her cub, the front door mirror pool lights displaying the same design when you unlock or open them at night, and in top models the inside of the central storage compartment is covered with subtle jaguar coat spots… But, besides these fun elements the five-seat E-Pace has a lot of grown-up technology inside, and an adult approach to interior practicality and class-leading connectivity.

Traces of F-Type

The exterior design is characterised by the distinctive Jaguar grille, lean, muscular proportions, short overhangs and powerful haunches, and the headlights (with the optional LED lights featuring signature J-blade daytime running lights) are similar to those used on the F-Type sports car. The slim, blade-like rear lamps featuring full LED technology also show definite traces of the F-Type sports car.

However, according to the design team it was quite a challenge to get the proportions right; more so as the E-Pace – based on the same platform as the Land Rover Discovery Sport and Evoque – has a transverse engine driving the front wheels in normal driving conditions.

This means longer overhangs and front wheels positioned further back, but the development team managed to disguise the overhangs well with outsized pulled-back headlights and big side inlets, and together with the fast sweep of the roofline and distinctive side window graphic it gives the E-Pace a sporty and bold stance.

The E-Type’s smaller size also meant it was impossible and impractical to use aluminium for the body panels (in contrast to its bigger F-Pace sibling), but by using aluminium for suspension parts, the bonnet, front fenders, tailgate and roof the team managed to save some 30kg of weight. Ultra-high tensile steel and a core structure made from super-strong boron steel gives the E-Pace a torsional stiffness of 28.7kN/degree, resulting in better dynamics and a five-star NCAP crash safety rating, without adding weight.

That said, weighing in at close to 1.8 tons the E-Pace is nearly as heavy as the bigger F-Pace, and this does affect its dynamic performance.

The E-Pace can be specified in eleven exterior colours; Caldera Red (First Edition only), Fuji White (Solid); Borasco Grey, Firenze Red, Caesium Blue, Yulong White, Indus Silver, Santorini Black or Corris Grey (Metallic); and Farallon Pearl Black or Silicon Silver (Premium Metallic).

Connecting the family

With the new compact SUV aimed at modern families – people who besides purity of design and performance also expect practical interior space, connectivity and security, according to Callum – the E-Pace is one of the most connected and intelligent vehicles in its class.

Digital connectivity is found throughout the cabin (up to four 12-volt charging points and five USB connections as well as a 4G Wi-Fi hotspot for up to eight devices) and a next-generation touchscreen infotainment system can connect occupants to their favourite apps.

Other interior features emulating the F-Type design lead can be seen in the asymmetric instrument panel embracing the driver, and an F-Type derived gear selector for the auto versions – rather than the rotary drum used in Jaguar’s saloons and the F-Pace.

The compact SUV (with a length of 4,395mm and a wheelbase of 2,681mm) has generous rear legroom (892mm), making it quite comfortable at the back, and sumptuous luggage capacity (577 litres), compared to rivals such as the Macan, GLC, X3 and Stelvio, made possible by the automaker’s sophisticated Integral Link rear suspension architecture. However, with the rear seats folded down it has less boot space than some of its competitors.

Besides maximising cabin space, the new chassis hardware also provides a good basis for the E-Pace’s all-surface dynamic capabilities, while Configurable Dynamics gives the driver more control with individual settings for the throttle, auto transmission, steering and, where fitted, the Adaptive Dynamics suspension system.

Engine choices and trim lines

Available with S, SE and HSE specification packs, in core or R-Dynamic body styles, the E-Pace is offered with a choice of five powertrains – three Ingenium diesel and two petrol 2.0-litre engines paired with either an intelligent nine-speed automatic

The 2.0-litre four-cylinder diesel models are available in 110kW, 132kW and 177kW output form, while the pair of 2.0-litre four-cylinder petrol turbo units deliver 183kW or 221kW. All models are fitted with a ZF nine-speed automatic transmission or a quick-shifting six-speed manual transmission.

Jaguar claims the top-of-the-line 221kW petrol turbo engine will power the E-Pace from 0-100km/h in just 6.4 seconds before reaching an electronically-limited top speed of 243 km/h.

The high-powered 177kW diesel produces 500Nm of torque thanks to its series sequential turbo’s, enough to power the auto version from standstill to 100km/h in 7.4 seconds and delivering CO2 emissions of 162g/km.

A front-wheel drive only entry-level 110kW diesel derivative is available overseas, but only AWD models have been specified for South Africa, starting with the 110kW Base version, available for R598 500 at launch.

Besides the base model a R-Dynamic Pack version with a sports-focused interior, including a branded steering wheel and gearshift paddles, and exclusive visual enhancements outside, such as a unique front bumper with small fog lights, body-coloured sills and satin-chrome detailing, is available with Standard, S, SE and HSE specification packs.

The range also features the latest safety and driver assistance technologies as options, including a stereo camera for the emergency braking system which also provides pedestrian detection, deliver a Blind Spot assist function and supports Lane Keep Assist.

First Edition

A First Edition model is also available for the 2018 build year. This model is exclusively available with the 132kW diesel or 183kW petrol engines and nine-speed ZF automatic transmission. It features special paint colour options, gloss black detailing and distinctive 20-inch alloys, a soft-grain leather interior with red contrast stitching, a panoramic roof and TFT Head-Up Display (available as options on the other grades). Other highlights include Configurable Dynamics, a gesture-controlled tailgate and Jaguar Activity Key, along with unique First Edition carpet mats and treadplates.

Tour de Corse

A selection of 177kW (D240) diesel models and 221kW (P300) petrol derivatives, splendidly turned out in red, grey, white and blue, awaited us near Porto Vecchio.

The launch route, touring through the mountainous areas of Corsica, included sections used for the Tour de Corse rally – real driver roads twisting up and down the mountain sides with a hairpin every third corner, sometimes on broken tar surfaces with no run-off areas and a gaping chasm, guarded only by wheel-height rocks, awaiting you if you get it wrong…

Bequeathed with 20-inch Pirelli rubber, the firm ride quality of our red S-specification diesel was immediately apparent. Even in Comfort mode it was quite hard, mostly due to the wide, low-profile tyres.

In auto setting the seamless changes of the nine-speed auto ’box was impressive, but in the short hairpin bends it was prone to kicking down too far if you weren’t careful with modulating the accelerator when exiting the corner.

However, by selecting Sport mode and swinging the pistol-grip gear lever over to manual alleviated this tendency. The soft rumble of the 2-litre diesel also became more pronounced and engine and gearbox reaction quicker – but not sporty by any stretch of the imagination…

Dynamic attributes

The new front suspension, on its own subframe, and compact rear suspension worked well to check body roll in the tight bends and to transfer the E-Pace’s considerable weight in the switchbacks, making it easier to balance the SUV before entering the next twist in a seemingly unending series of corners.

The Active Driveline AWD system – a technological first for Jaguar – that transfer virtually all engine torque to the rear axle in extreme conditions, worked well with the 500Nm of twisting force (available at a low 1,500rpm) of the D240 diesel when accelerating out of the corners.

To avert understeer on turn-in (inherent on all front-wheel drive vehicles) and use the system to full potential, it soon became clear the trick was to brake slightly earlier (taking advantage of the Torque Vectoring system) and get on the gas sooner, relying on the E-Pace’s DSC to keep things in shape mid-corner…

(The system’s All Surface Progress Control (ASPC) attributes– with the level of intervention varying according to the selected JaguarDrive mode – were best displayed over a short low-friction dirt section where it allowed you to initiate power-on oversteer and maintain a controlled drift.)

Having sampled the impressive torque of the most powerful diesel model, we tried the flagship petrol derivative in similar conditions. With less torque (400Nm) it did not feel as quick accelerating out of tight corners, but the free-revving mill made it speedier through the longer curves.

With all those short corners the red-calipered brakes took a hammering, but while they became pretty hot at times, there wasn’t much brake fade.

It’s engine sound, though, was disappointing. One would have expected more of a sporty roar, yet even in Sport mode its snarl was quite muted and subdued, with none of imbued crackles and pops nowadays associated with sporty new-generation turbo vehicles.

And while both E-Pace models showed it is more than competent dynamically, it did not feel overtly sporty – in contrast with its F-Type sibling – and the whole experience lacked driver involvement. Its steering, while accurate, felt quite numb – further adding to the sense of detachment and remoteness from what is happening on the road, and in this respect the Macan and Stelvio provides for a much more immersed and rewarding drive.

In my view the E-Pace is actually “over-tyred” on those 20-inchers (not to even mention the 21-inch options), and besides influencing its ride quality also contribute to the lack of feel, constraining its inherent sportiness.

It remains to be seen whether the standard 18-inch or 19-inch will alleviate this, but I would anyway suggest sticking to these sizes for South African road conditions.

Resource: www.wheels24.co.za

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