#the paciest of paces

[tipsoctopus]

Opinion: Everton should stun the champions by starting 71-goal flop up front

Everton welcome Manchester City to Goodison Park on Wednesday with the Toffees on the brink of disaster, so what can they do to change their fortunes?

On the chalkboard

Everton put in perhaps their most lifeless performance of the season thus far on Saturday, watching on as Wolves rocked up to Goodison and made it their own.

Marco Silva’s side were second to every ball and looked to have absolutely no fight or desire in the 3-1 defeat, but the visit of the champions offers the perfect opportunity to bounce back.

After just one win in six Premier League homes games, the Toffees need to get the crowd on side immediately on Wednesday night, and the best way to do that is to threaten what is quite frankly a vulnerable Manchester City side with pace on the break.

Pl>ymaker FC Exclusive: Jermaine Jenas reveals he would have snubbed Tottenham for Arsenal if they’d come knocking in 2005…

New role for Walcott?

Theo Walcott has become a figure of frustration since his move to Goodison, as the Englishman hasn’t had anywhere near the impact that Richarlison has brought on the opposite flank. In fact, you’d be hard pushed to call his move to Merseyside anything other than a huge flop.

Still, the lack of quality options up front should make Walcott an option to play through the middle, as his pace and movement in behind will cause the Cityzens a lot of trouble, and he has experience in that spot for Arsenal.

Pep Guardiola’s side spent most of their win against Arsenal with just three at the back as makeshift centre back Fernandinho continually pushed into midfield, and this means Silva can get his paciest players – Walcott, Richarlison and Ademola Lookman – isolated three on three.

Walcott is not exactly a prolific goalscorer, but there aren’t many 29 year-olds who can boast 71 Premier League goals and 48 assists, and if he can get behind Guardiola’s centre backs it will get the crowd on their feet right from the off.

Boost for Lookman?

This could also provide a boost for Lookman, who could well be left one-on-one with Aymeric Laporte, a natural centre back currently filling in at left back.

The 21 year-old has shown glimpses of his obvious potential this season, but Wednesday presents the prefect chance to have his first big breakout display if Walcott can leave him one-on-one with the Frenchman.

So, Everton fans, would you like to see a pacey front three with Walcott leading the line? Let us know your thoughts in the comments down below…

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We Traverse England’s Belt in a 2019 Jaguar I-Pace

BLACKPOOL, England — Blackpool is as working class as fish and chips, a pint of bitter, and apple pie with custard. A favorite destination during the U.K.’s Bank Holidays, the seaside resort—known among other things for its neo-Eiffel Tower and antique beachfront trams—welcomes us with a glittering array of gambling arcades, low-rent fast food eateries, back street riffraff, and the grand autumnal illumination that has to double the city’s electricity bill.

Speaking of electricity, mild panic made the rounds of Team I-Pace when the task of finding a sufficiently powerful charging dock for the brand-new all-electric Jaguar proved more difficult than expected. Thankfully there were a couple of low-power wall boxes at the hotel. By the time Wolfgang Ziebart (the driving force behind the I-Pace’s development and my co-pilot for our cross-U.K. adventure) and I set off the next morning, the state-of-charge display read 93 percent, and the range meter indicated we had more than enough juice to make the nominal 147 miles to our destination. In an effort to maximize driving pleasure and minimize consumption, the chosen route was practically devoid of highway stretches. The chase car carried a couple of spare wheels and a tow bar but no mobile charger.

“The I-Pace combines the best of both worlds … It protects our planet and puts a big smile on the driver’s face.”

An early eye-opener was a multimile duel we had with a black Mercedes-AMG C 63. True, at speeds over 90 mph where max power takes over from max torque, the AMG and its twin-turbo V-8 pulled away with vigor. But we reeled it back in through slower sections thanks to the I-Pace’s regenerative braking feature, which has the lift-off effect of a sudden super-strong headwind. Exceed 0.4 g, and its four disc brakes will match the AMG sedan inch by inch for stopping power, all while charging the batteries in the process. The I-Pace also excels around quick S-bends and wide roundabouts. Especially roundabouts. Its long, 117.7-inch wheelbase and high curb weight of 4,784 pounds kick the door open to a new dimension of grip and road-holding no similarly sized SUV save the Porsche Macan can match. Frustrated by the white apparition looming large in his mirrors, the Mercedes driver eventually gave up and waved us past.

“This was living proof that modern battery-electric vehicles are no longer about renunciation and dynamic concessions,” Jaguar’s beaming senior engineer declared from the passenger seat after our AMG encounter. Ziebart also lauded the I-Pace’s instant torque punch, its electric all-wheel drive that introduces a new dimension of axle-by-axle torque vectoring, and the air suspension, which helps neutralize the weight penalty. “The I-Pace combines the best of both worlds,” he said. “It protects our planet, and it puts a big smile on the driver’s face.”

Those smiles start with the car’s 90-kWh lithium-ion battery pack, which feeds power to two electric motors, mounted in the center of the front and rear axles, that produce a total of 394 horsepower and 512 lb-ft of twist routed through a single-speed transmission. It hits 60 mph in 4.5 seconds and calls it quits at 124 mph, according to Jaguar.

It does it all with a hush, too. Just as the environment needs to get used to the silently approaching electric car, the driver needs time to learn and adjust as well. Take for instance the “single-pedal” driving style many cite as one of the breed’s dynamic highlights. You decelerate by lifting off of the throttle, using the high amount of drag-producing brake regeneration for the best balance of charging the batteries and pacing yourself. Ziebart loves the one-pedal feel, which probably explains why the toggle for alternating between low- and high-regeneration modes is hidden in the undergrowth of the I-Pace’s system settings. Although high works well in many situations, it forces you to keep the accelerator depressed at a certain minimum angle or the vehicle will swiftly purr to a stop. In terms of overall energy balance, low is therefore marginally more efficient than high.

“Forget range and state of charge,” commanded Herr Ziebart. “Just go for it. Drive it like an F-Type.”

Whenever we stopped for photos, food, or a brief pow-wow, the Jaguar was about as conspicuous to onlookers as the area’s grazing sheep. No one really took notice of this early exercise in zero-emissions mobility. That’s probably because the I-Pace looks first and foremost like a modern Jaguar, sporting a large trademark grille, a stubby squared-off front end, substantial 20-inch wheels (22-inchers are available, 18-inchers come standard) hugging the seldom-applied brakes, and a spacious body shaped for street cred and aerodynamic efficiency.

The I-Pace’s basic operation is as easy as most any other car. Hitting the starter button summons the instruments, lights, and infotainment. There are four self-explanatory keys labeled D, N, R, and P. The dished steering wheel is laden with various fumblements, the driving position is of the command-view type, and the 18-way seats are comfortable and supportive. However, legroom for taller drivers is compromised by the elbowing center console, and visibility is masked some by the rakish greenhouse and prominent C-pillars. That said, thanks in part to the lack of a conventional powertrain, interior space in the well-executed, cab-forward cabin is ample, with multiple significant storage areas and plenty of room for four adults, five in a pinch. A full-length glass panoramic roof further opens up the space. Three digital screens—the 12.3-inch instrument panel, 10.0-inch main touchscreen, and 5.5-inch supplemental touchscreen below it in the center stack—offer loads of information and are generally easy to use.

Heading north past Lancaster, we skirt the Forest of Bowland before heading inland for the Yorkshire Dales along a route usually haunted by members of the Anti-Destination League. But today you could easily mistake the 40-mile section between Ingleton and Bedale for a particularly picturesque stage of Rallye England. “Forget range and state of charge,” commanded Herr Ziebart. “Just go for it. Drive it like an F-Type.” Order taken, mission accomplished.

Pace setter: The I-Pace didn’t attract much attention in England as it has a Jaguar family resemblance, but the scooped hood hints at its alternative powertrain.

At just south of 1,400 pounds, the battery pack adds more than enough weight to flatten the ride, lower the center of gravity, and balance the axle loads. Even low-speed suspension comfort is acceptable; neither potholes nor crumbling soft shoulders will upset the car’s balance and poise. Long undulations and transverse irritations are rarely an issue, and tire roar is about level with wind noise. The I-Pace does a fine job building confidence through communication, composure, and coolness at speed.

Although Eco, Snow/Gravel, and Comfort modes have their place, Dynamic is where the I-Pace is at its paciest: Throttle tip-in strikes like lightning, and tip-out squashes speed as if an electronic gremlin had pulled the parking brake. Throttle action is downright aggressive, and although the steering may be a touch too heavy, the suspension stamps its go-faster signature onto every apex it can clip. Sound like a hardcore sports car? It should. We had it airborne over brows, occasionally lifted the inner front wheel when cornering Formula E style, and took no prisoners circling three-lane roundabouts on the racing line. Ziebart grinned but said nothing. He looked happy that I too now knew what he knew all along.

“Everyone is at the beginning of a learning curve, which may be steeper than we think.”

About two-thirds of the way across the British Isle, the range monitor suddenly suggested we should recharge ASAP, ideally at a shopping mall down the road, sparking some EV anxiety. Two minutes later, however, the computer caught up with the navigation system and indicated we were good to go for the remainder of the journey to Scarborough. “Everyone is at the beginning of a learning curve, which may be steeper than we think,” Ziebart said. “That’s why generous comfort and safety margins are so important.”

We arrived in Scarborough with plenty of range left, just in time for tea and scones. I was sorry to see the I-Pace go because it is a harbinger of a bright and promising future, and it is, most important, fun to drive. Make that a lot of fun. Max torque on demand is a killer asset, vehicle dynamics are already a match for the SVR mindset, and more space in combination with a smaller footprint scores 10 out of 10 on the practicality scale.

Not too long ago, Jaguar would have been proud to be an early adopter of technologies invented elsewhere. In the summer of 2018, however, things are different: The I-Pace is a surprise leader of the battery-powered pack.

2019 Jaguar I-Pace Specifications

ON SALE Now PRICE $70,495 (base) ENGINE Dual synchronous electric motors, 394 hp, 512 lb-ft; 90.0-kWh lithium-ion battery pack TRANSMISSION 1-speed automatic LAYOUT 4-door, 5-passenger, front- and rear-motor, AWD crossover EPA MILEAGE 93/97 mpg-e city/hwy, 240-mile range (est) L x W x H 184.3 x 61.3 x 84.2 in WHEELBASE 117.7 in WEIGHT 4,784 lb 0-60 MPH 4.5 sec (est) TOP SPEED 124 mph

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[eddiejpoplar]

We Traverse England’s Belt in a 2019 Jaguar I-Pace

BLACKPOOL, England — Blackpool is as working class as fish and chips, a pint of bitter, and apple pie with custard. A favorite destination during the U.K.’s Bank Holidays, the seaside resort—known among other things for its neo-Eiffel Tower and antique beachfront trams—welcomes us with a glittering array of gambling arcades, low-rent fast food eateries, back street riffraff, and the grand autumnal illumination that has to double the city’s electricity bill.

Speaking of electricity, mild panic made the rounds of Team I-Pace when the task of finding a sufficiently powerful charging dock for the brand-new all-electric Jaguar proved more difficult than expected. Thankfully there were a couple of low-power wall boxes at the hotel. By the time Wolfgang Ziebart (the driving force behind the I-Pace’s development and my co-pilot for our cross-U.K. adventure) and I set off the next morning, the state-of-charge display read 93 percent, and the range meter indicated we had more than enough juice to make the nominal 147 miles to our destination. In an effort to maximize driving pleasure and minimize consumption, the chosen route was practically devoid of highway stretches. The chase car carried a couple of spare wheels and a tow bar but no mobile charger.

“The I-Pace combines the best of both worlds … It protects our planet and puts a big smile on the driver’s face.”

An early eye-opener was a multimile duel we had with a black Mercedes-AMG C 63. True, at speeds over 90 mph where max power takes over from max torque, the AMG and its twin-turbo V-8 pulled away with vigor. But we reeled it back in through slower sections thanks to the I-Pace’s regenerative braking feature, which has the lift-off effect of a sudden super-strong headwind. Exceed 0.4 g, and its four disc brakes will match the AMG sedan inch by inch for stopping power, all while charging the batteries in the process. The I-Pace also excels around quick S-bends and wide roundabouts. Especially roundabouts. Its long, 117.7-inch wheelbase and high curb weight of 4,784 pounds kick the door open to a new dimension of grip and road-holding no similarly sized SUV save the Porsche Macan can match. Frustrated by the white apparition looming large in his mirrors, the Mercedes driver eventually gave up and waved us past.

“This was living proof that modern battery-electric vehicles are no longer about renunciation and dynamic concessions,” Jaguar’s beaming senior engineer declared from the passenger seat after our AMG encounter. Ziebart also lauded the I-Pace’s instant torque punch, its electric all-wheel drive that introduces a new dimension of axle-by-axle torque vectoring, and the air suspension, which helps neutralize the weight penalty. “The I-Pace combines the best of both worlds,” he said. “It protects our planet, and it puts a big smile on the driver’s face.”

Those smiles start with the car’s 90-kWh lithium-ion battery pack, which feeds power to two electric motors, mounted in the center of the front and rear axles, that produce a total of 394 horsepower and 512 lb-ft of twist routed through a single-speed transmission. It hits 60 mph in 4.5 seconds and calls it quits at 124 mph, according to Jaguar.

It does it all with a hush, too. Just as the environment needs to get used to the silently approaching electric car, the driver needs time to learn and adjust as well. Take for instance the “single-pedal” driving style many cite as one of the breed’s dynamic highlights. You decelerate by lifting off of the throttle, using the high amount of drag-producing brake regeneration for the best balance of charging the batteries and pacing yourself. Ziebart loves the one-pedal feel, which probably explains why the toggle for alternating between low- and high-regeneration modes is hidden in the undergrowth of the I-Pace’s system settings. Although high works well in many situations, it forces you to keep the accelerator depressed at a certain minimum angle or the vehicle will swiftly purr to a stop. In terms of overall energy balance, low is therefore marginally more efficient than high.

“Forget range and state of charge,” commanded Herr Ziebart. “Just go for it. Drive it like an F-Type.”

Whenever we stopped for photos, food, or a brief pow-wow, the Jaguar was about as conspicuous to onlookers as the area’s grazing sheep. No one really took notice of this early exercise in zero-emissions mobility. That’s probably because the I-Pace looks first and foremost like a modern Jaguar, sporting a large trademark grille, a stubby squared-off front end, substantial 20-inch wheels (22-inchers are available, 18-inchers come standard) hugging the seldom-applied brakes, and a spacious body shaped for street cred and aerodynamic efficiency.

The I-Pace’s basic operation is as easy as most any other car. Hitting the starter button summons the instruments, lights, and infotainment. There are four self-explanatory keys labeled D, N, R, and P. The dished steering wheel is laden with various fumblements, the driving position is of the command-view type, and the 18-way seats are comfortable and supportive. However, legroom for taller drivers is compromised by the elbowing center console, and visibility is masked some by the rakish greenhouse and prominent C-pillars. That said, thanks in part to the lack of a conventional powertrain, interior space in the well-executed, cab-forward cabin is ample, with multiple significant storage areas and plenty of room for four adults, five in a pinch. A full-length glass panoramic roof further opens up the space. Three digital screens—the 12.3-inch instrument panel, 10.0-inch main touchscreen, and 5.5-inch supplemental touchscreen below it in the center stack—offer loads of information and are generally easy to use.

Heading north past Lancaster, we skirt the Forest of Bowland before heading inland for the Yorkshire Dales along a route usually haunted by members of the Anti-Destination League. But today you could easily mistake the 40-mile section between Ingleton and Bedale for a particularly picturesque stage of Rallye England. “Forget range and state of charge,” commanded Herr Ziebart. “Just go for it. Drive it like an F-Type.” Order taken, mission accomplished.

Pace setter: The I-Pace didn’t attract much attention in England as it has a Jaguar family resemblance, but the scooped hood hints at its alternative powertrain.

At just south of 1,400 pounds, the battery pack adds more than enough weight to flatten the ride, lower the center of gravity, and balance the axle loads. Even low-speed suspension comfort is acceptable; neither potholes nor crumbling soft shoulders will upset the car’s balance and poise. Long undulations and transverse irritations are rarely an issue, and tire roar is about level with wind noise. The I-Pace does a fine job building confidence through communication, composure, and coolness at speed.

Although Eco, Snow/Gravel, and Comfort modes have their place, Dynamic is where the I-Pace is at its paciest: Throttle tip-in strikes like lightning, and tip-out squashes speed as if an electronic gremlin had pulled the parking brake. Throttle action is downright aggressive, and although the steering may be a touch too heavy, the suspension stamps its go-faster signature onto every apex it can clip. Sound like a hardcore sports car? It should. We had it airborne over brows, occasionally lifted the inner front wheel when cornering Formula E style, and took no prisoners circling three-lane roundabouts on the racing line. Ziebart grinned but said nothing. He looked happy that I too now knew what he knew all along.

“Everyone is at the beginning of a learning curve, which may be steeper than we think.”

About two-thirds of the way across the British Isle, the range monitor suddenly suggested we should recharge ASAP, ideally at a shopping mall down the road, sparking some EV anxiety. Two minutes later, however, the computer caught up with the navigation system and indicated we were good to go for the remainder of the journey to Scarborough. “Everyone is at the beginning of a learning curve, which may be steeper than we think,” Ziebart said. “That’s why generous comfort and safety margins are so important.”

We arrived in Scarborough with plenty of range left, just in time for tea and scones. I was sorry to see the I-Pace go because it is a harbinger of a bright and promising future, and it is, most important, fun to drive. Make that a lot of fun. Max torque on demand is a killer asset, vehicle dynamics are already a match for the SVR mindset, and more space in combination with a smaller footprint scores 10 out of 10 on the practicality scale.

Not too long ago, Jaguar would have been proud to be an early adopter of technologies invented elsewhere. In the summer of 2018, however, things are different: The I-Pace is a surprise leader of the battery-powered pack.

2019 Jaguar I-Pace Specifications

ON SALE Now PRICE $70,495 (base) ENGINE Dual synchronous electric motors, 394 hp, 512 lb-ft; 90.0-kWh lithium-ion battery pack TRANSMISSION 1-speed automatic LAYOUT 4-door, 5-passenger, front- and rear-motor, AWD crossover EPA MILEAGE 93/97 mpg-e city/hwy, 240-mile range (est) L x W x H 184.3 x 61.3 x 84.2 in WHEELBASE 117.7 in WEIGHT 4,784 lb 0-60 MPH 4.5 sec (est) TOP SPEED 124 mph

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New Post has been published on http://www.visionmp.com/intercontinental-cup-2018-chhetri-goal-vain-new-zealand-beat-india/

Intercontinental Cup 2018: Chhetri goal in vain as New Zealand beat India

As with Sunil Chhetri in the match against Kenya, the Mizo sniper Jeje Lalpekhlua celebrated a landmark (his 50th game) in international colours on Thursday. Unlike Chhetri, however, there was to be no happy occasion for Jeje as India lost 1-2 in their last group stage match.

India’s bench strength came under question against New Zealand at the Mumbai Football Arena on Thursday.

Up against an inexperienced and under-strength New Zealand side, they were thoroughly outclassed by the Kiwis who won the match comfortably after conceding a poor opening goal. As far as clear-cut chances go, those were all created by the visitors while India barely had a sniff of the goal.

Stephen Constantine made seven changes to the side that started the matches against Kenya and Chinese Taipei. Salam Ranjan started at the back as Amrinder Singh started in goal.

Constantine strayed from his usual 4-2-3-1 formation to try out a previously untested 4-3-1-2 with Anirudh Thapa sitting in behind Sunil Chhetri and Balwant Singh. Rowllin held fort in the middle of the park, while Mohammed Rafique and Ashique Kuruniyan lined up either side of him.

In attack, Rafique and Kuruniyan pushed high up the pitch to compress the space that New Zealand had, in an attempt to choke them. While it was a good idea to press a superior ball-playing team and pressure them into making a mistake, the implementation wasn’t sound as Constantine would have preferred.

Kuruniyan, the 20-year-old from Pune City, was less than effective going forward and dilly-dallied on the ball, often breaking the momentum of attacks, taking up too much time. Rafique failed to beat his man and sprayed a couple of passes astray.

With India’s wide men in disarray, the head coach mercifully pulled the plug on the experiment, hooking Rafique off with only 28 minutes on the clock. Post-match, the Englishman spoke about some of the reserves not taking their chances when asked to step up. You’ve got to believe that this is the end of Rafique’s Asian Cup dream.

With seven of the regulars rested, this was a chance for many of the fringe players to stake a claim for a berth in India’s 23-man-squad for UAE 2019. Of those asked to step up, only Amrinder Singh can actually come away with some amount of credibility from the match.

Salam Ranjan Singh was all over the shop in the centre of defence, not able to clear his lines without giving Constantine mini panic-attacks and was regularly beaten in the air. Unreliable is the only word to describe the central defender, as New Zealand should really have had a goal or two before half-time.

The less said about Rafique the better, as Narayan Das had a quiet game down the left. Both Subhasish Bose and Jerry Lalrinzuala are ahead of him in the pecking order, and deservedly so. Das offers little in attack and isn’t the paciest of full-backs, so it is easy to see why Constantine has lost his patience with him.

The attempt to play Balwant close to Chhetri was designed to get the best out of the ATK forward’s strengths. Pace hasn’t been the Hoshiarpur-born forward’s asset but guile, link-up play and movement have been. On Thursday, India’s attack created precious little as the New Zealand defence had a relatively quiet evening.

“If I needed to take a point from this game, we would have got it. We knew the job was done in the first two games.”

This statement by the Indian head coach was irreponsible, and inaccurate given that India had played close to their first-choice eleven in the second half, making six changes. The truth is that India were outplayed by a completely new New Zealand XI, many of whom made their debuts in this tournament.

Blaming the bench was shirking away from the fact that India were technically second best on the day, and could and should have lost by a larger margin. Instead of easing in the youngsters and substitutes throughout the course of the tournament, Constantine decided to lump them all in the same match.

Asked to sink or swim, the much-changed 11 held fort till the second half, when Constantine brought his big guns out. His big guns failed to fire, and the reserves became the scapegoats for a lackadaisical display.

With a high possibility that India will face the All-Whites in the final on the 10th, it will be interesting to see if Constantine reverts to his old tactics.