Today we were invited by the people of Jaguar Land Rover Belux for a Jaguar Land Rover Media Drive at the magnificent establishment La Noiseraie , and it proved a wonderful experience. The whole range of Jaguars were driven on the scenic winding roads and motorways around Namur…with the exquisitely sporting SV R being the icing on the cake, although the hybrid and full electric Jaguars proved very impressive indeed.
The Land/Range Rovers were put to the ultimate off-road test at the Land Rover Experience Center at Suarlée.
We were also able of course to have a thorough go in our former test car we drove earlier, the New Defender, see also our test on these pages…
More on all this soon, we just show you here a few images, which say more than thousand words… just stay tuned on these columns!
It is always tricky to restyle and re-engineer a classic icon. But the people of Land Rover have succeeded. And how: a thoroughly modern looking car that nevertheless retains all the iconic elements of the original Defender. Its tall, upright stance, its purposeful short overhangs, to name but a few. Technically, the New Defender truly belongs to a new era. Painstaking efforts have been made to retain and even improve the legendary terrain capabilities of the Defender, while vastly improving the on-road driving qualities. The level of handling, comfort and road manners have nothing to do any more with the original. This makes this New Defender again fit for another few decades, enough time to grow into another icon. We were already convinced after this test. Just read further.
Hans Knol ten Bensel
Inspired by its past, but not harnessed by it…
These words were said by Gerry McGovern, Chief Design Officer, Land Rover, and it all sums it up just right. This is a new Defender for a New Age, he says, and we agree. The lines are clean, well proportioned. Besides the short wheelbased 90 and its hardtop version, there is also the 110, which offers five, six or 5+2 seating configurations, with a load space behind the second-row seats of up to 1,075-litres, and as much as 2,380-litres when the second row is folded. The Defender 90 is capable of accommodating six occupants in a vehicle the length of a compact family hatchback. It is aerodynamic too: it even has a flat underbody which both optimizes aerodynamic performance (as low as 0.38Cd).
The stripped-back personality of the original Defender has also been embraced inside, where structural elements and fixings usually hidden from view have been exposed, with the emphasis on simplicity and practicality. New features include a dash-mounted gear shifter to accommodate an optional centre front ‘jump’ seat, which provides three-abreast seating across the front like early Land Rovers. The back of this ‘jump’ seat folds neatly forward, offering an immense centre console/armrest, and we just loved it.
Our test car came with the optional full-length Folding Fabric Roof – available on both 90 and 110 – for that open-top feel. There is even more: it also allows passengers in the second-row seats to stand up when parked to provide the full safari experience…
Strong and durable
Bystanders admiring the new Defender usually comment “we still like the old one for its robustness”. Well, they are wrong. Chassis engineering is now living in modern times. And the new Defender is the rolling proof of it.
Its new D7x (for extreme) architecture is based on a lightweight aluminium monocoque construction to create the stiffest body structure Land Rover has ever produced. It is three times stiffer than traditional body-on-frame designs, providing perfect foundations for the fully independent air or coil sprung suspension and supports the latest electrified powertrains.
Our test car had the air sprung suspension, and it is a superb experience, both on- and off road.
Outstanding both on- and off road…
This New Defender drives truly top notch on the road. Our test car proved with its air suspension superbly comfortable, and even spirited driving on winding roads delivered predictable handling with little body roll. Straight line motorway driving at high speeds is also what the New Defender is built for.
In urban traffic and on terrain, Land Rover’s advanced ClearSight Ground View technology helps drivers by showing the area usually hidden by the bonnet, directly ahead of the front wheels, on the central touchscreen.
But also off road the Defender has what it takes to excel. Permanent all-wheel drive and a twin-speed automatic gearbox, centre differential and optional Active Locking Rear Differential ensure it has all the hardware required to feel at home in desert sand or (arctic) tundra.
“Configurable Terrain Response” debuts on New Defender, allowing experienced off-roaders to fine-tune individual vehicle settings to perfectly suit the conditions, while inexperienced drivers can let the system detect the most appropriate vehicle settings for the terrain, using the intelligent “Auto” function.
The new body architecture provides ground clearance of 291mm and world-class off-road geometry, giving the 110 approach, breakover and departure angles of 38, 28 and 40 degrees (Off-Road height) respectively. Its maximum wading depth of 900mm is supported by a new Wade programme in the Terrain Response 2 system, which ensures drivers can ford deep water with complete confidence.
Up-to-date power…
The New Defender offers a choice of advanced petrol and cleaner diesel engines, while a Plug-in Hybrid Electric Vehicle (PHEV) powertrain provides silent EV-only progress of up to some 43 km.
The petrol line-up comprises a four-cylinder P300 and a powerful six-cylinder P400, featuring efficient Mild Hybrid Electric Vehicle (MHEV) technology.
Our test car came with the P400, and indeed powerful it is.
This in-line six-cylinder Ingenium petrol, as said with MHEV technology, features both a conventional twin-scroll turbocharger and an advanced 48-volt electric supercharger, with a belt-integrated starter motor in place of the alternator to assist the petrol engine. Indeed, this starter motor ensures more responsive and refined operation of the Stop/Start system and provides extra assistance to the engine when accelerating.
The MHEV system also has a 48-volt lithium-ion battery to store energy captured as the vehicle slows down.
Driven with restraint, coupled with an ultra smooth 8 speed auto box, this six cylinder (how do we love the sound of straight sixes…) just hums along at anything between 1200 and 2000 rpm, letting you enjoy its impressive torque. It develops not less than 550 Nm over a wide rev range of 2000 to 5000 rpm. Push the throttle deeper and the Defender lifts its heels. Indeed, 400 PS or 295 kW between 5500 and 6500 rpm really make you move. The Defender storms from 0 to 100 km/h in 6 seconds, and its top speed is 191 km/h. This New Defender counts therefore among the fast cars on our roads, a truly outstanding feat.
Fuel consumption depends heavily on how you drive your Defender. Anything between 14,2 and 9 liters/100 km and even slightly less when you concentrate yourself on adopting a smooth and anticipative driving style, is what you can expect, even when driving in town. (!). The MHEV system helps here of course. The manufacturer quotes 9,6 l/100 km for the NEDC cycle, with CO2 emissions being 219 g.
We also note that your new Defender can tow up to 3500 kg (!).
State-of-the art infotainment…
The New Defender introduces Land Rover’s new “Pivi Pro” infotainment system. The touchscreen is intuitive and user-friendly, requiring few inputs to perform frequently used tasks, while its always-on design guarantees almost instant responses.
In addition, the New Defender takes Software-Over-The-Air (SOTA) technology to a new level, with 14 individual modules capable of receiving remote updates.
…and you can personalize your Defender
Like on our test car, a Satin Protective Film can be specified to make the exterior paintwork even more durable. The wrap helps protect against everything from car park scratches to bramble rash and is available as a factory-fit option in Gondwana Stone, Pangea Green and Eiger Grey, providing a unique contemporary finish as it protects the Defender’s paintwork.
In addition to the Accessory Packs, the New Defender is available with the widest choice of individual accessories ever assembled for a new Land Rover, with everything from a Remote Control Electric Winch, Rooftop Tent and Inflatable Waterproof Awnings to more conventional tow bar systems and roof racks.
Conclusion
This New Defender oozes with panache, with its clean body to its impressive, well styled interior, breathing uniquely the aura of our modern times, combining it with a reductionist styling language.
Technically, from chassis, suspension, drivetrain and engine(s), this new Defender is truly top notch. The result is formidable comfort and very good handling on the road, and masterful behavior and capabilities once you leave the beaten track.
The 400P provides excellent performance, and offers reasonable economy when you drive relaxed. A car for all seasons, for any road or place in the world. You will feel at home in it, everywhere you go.
Renault has now also introduced its clever E-Tech Hybrid system in its Captur range, showing clearly that besides full electric propulsion, the hybrid solution has certainly its firm place in the Renault drivetrain strategy.
Having driven also the Mégane GrandTour with the same E-Tech technology, we were again very pleased with the refined qualities of the system, which also makes very efficient use of both electric and classic combustion engined propulsion. Indeed, provided you adopt a relaxed driving style, this Captur will spoil you with a close to 50 km range on its batteries, and an average fuel consumption in hybrid mode with (almost) depleted batteries still well below 6 liters/100 km. Add to this the “Zen” feeling of electric driving – the Captur will always drive away on E-power – and you will understand that we loved testing this good looking SUV. Just read further.
Hans Knol ten Bensel
Elegant
The Captur is well styled and proportioned, and pleases to the eye from any angle. A strong selling point, and now the Captur is further enhanced by the equally well designed led head- and rear lamps.
The cabin is also vastly improved, the level of finish and the quality of the materials used is now top notch. We just loved again the tall upright 10,25 inch touchscreen, the easy to manipulate round knobs for heating and ventilation, the Renault typical audio control, the quality of infotainment, the easy and self-explaining choice of the different driving modes. Apple Car Play and Android Auto connectivity are also to be had. The Captur is practical too, with large doorbins to stow away the things you take along on a car ride and an adequate luggage space with split floor to accomodate the charging cables. (Indeed, there is one for domestic plugs and one type 2 charging cable.) The Captur will also seat five without too many problems.
The E-Tech drivetrain convinces…
After the Mégane, the E-Tech system in the Captur convinced us again. It transforms the Captur in a comfortable, smooth, relaxed performer. As said, the fact that you will always drive away on the 67 HP electric motor adds greatly to the premium feeling this Captur gives you. The acceleration in those first meters is not only smooth, it is also quite powerful, and be sure that the Captur is a quite lively car at traffic lights.
At the beginning of our test, we managed to drive 44,5 km on battery power, with the rest of the distance, 60,6 km, driven in “My Sense” mode, using both engine and battery power. Average fuel consumption was 1,1 liter/100 km, E-consumption 14,4 kW/100 km.
The E-Tech system has three engines: one 1,6 litre Atkinson cycle 91 HP combustion engine, the 67 HP electric motor and then a smaller second electric motor which serves as starter motor for the combustion engine and generator. Acceleration is especially good at lower speeds, but the 0 to 100 km/h sprint is still quite creditable with a time of 10,1 seconds.
With batteries (almost empty, we drove a stretch of 95 km on the open road, using mostly the combustion engine, staying in the “my sense” mode. Fuel consumption was a very creditable 5,3 l/100 km.
Top speed is also a very satisfactory 174 km/h, which makes this Captur a quite potent motorway cruiser.
When asking full performance, the combustion engine will step in verve and will of course be pushed to high revs, but soon one learns to be sensitive with the right foot: a slight lift off of the throttle will induce the gearbox to choose a higher gear, and the engine revs will immediately drop. The E-Tech drivetrain, as well as the Captur, are built for comfort and a relaxed driving style, rewarding you, as we pointed out in our introduction, with very good efficiency, both in liters and KWh /100 km.
Choice between driving modes…
One can opt for the “Sports” mode which makes a performance oriented choice between the electric motors and engine, but most will choose the “My Sense” mode, as we did during most of our test, and the inboard computers will make the smooth and efficient choices for you. We also drove the Captur with the stylish gear lever put in “B” position, which increases the regenerative function when you lift the throttle, and soon enough you will be able to drive the Captur as a “one pedal” E-car in urban traffic. Then you can choose the “Pure” function, which lets the Captur run solely on E-power, and select the “E-Save” function or mode when you want to save battery power for later.
Needless to say that this Captur is very much fun to drive in town, but thanks to the 158 HP hybrid drivetrain it is also well at home on the open road, and this over long distances.
The Captur has a 9,8 kWh battery pack, which is housed under the rear seat, but the interior space is hardly impaired at all, and the rear seat bench can even be shifted back and forth to gain either legroom or luggage space.
The stylish gear selector sits on a “floating” console…
The extra weight of the batteries made a somewhat stiffer suspension necessary, but this did not make the Captur uncomfortable. Handling is also still quite pleasing, the car can be driven spiritedly over winding roads, but this being said, it will not invite you to throw it around corners. As we said before, the true vocation of this Captur is relaxed and comfortable touring, and to enjoy the “Zen” panache of electrified motoring.
Conclusion
Renault stepped into the hybrid arena, and convincingly so. With the plug-in facility, you have literally the best of both worlds. In our country though, one needs a home charger. But then again, if no charging points are available, you have the pleasant possibility of running on fuel, and the Captur proves here to be quite frugal too. So this go anywhere anytime electrified pleasant looking compact SUV has many cards upon its sleeve…
The slender original ’60s Abarth 1000 SP on the left, alongside the new one-off successor…
Sometimes, things happen which make the heart of a car enthusiast beat faster. Like an initiative taken by the people of the Centro Stile Fiat & Abarth.
They have now rolled out a contemporary interpretation of the superbly stylish and iconic Abarth prototipo Designed in 1966 by the Milan engineer Mario Colucci. Just look at the accompanying photo. Of course, we can only hope and pray that this will not limit itself to this one-off styling and engineering exercise.
A beautiful evocation of the purity of the original Abarth 1000SP…
The points and lines of the original car’s design were respected to ensure continuity between the ’60s sports car and the concept car of the new millennium.
The contemporary Abarth 1000 SP respects three fundamental design principles already seen in the ’60s model. First and foremost, the lightness of its forms, its volumes and of course its weight.
The second principle is aerodynamics: modern design technologies have made it possible to combine the iconic lines of the 1000 SP with an aerodynamic coefficient worthy of a contemporary sports car.
Finally, ergonomics, aimed at improving the user experience, to optimize the vehicle’s control and agile driveability.
A faithful evocation…
The Abarth 1000 SP echoes the lines and aesthetics characteristic of its forerunner. The sinuous body, with the soft surfaces of the fenders highlighting the position of the wheels, takes up the pattern of the spider with a central engine.
The cockpit glazing features shaped side deflectors, with their profile lowered towards the roll bar, the latter strictly “in view”, to highlight our being in the presence of a “no-holds-barred” spider.
Of course, today’s passive safety requirements make the car taller and more imposing…
The rear geometries of the Abarth 1000 SP accentuate the harmony between the lights and the exhaust pipes.
Of course, The livery is strictly red and the characteristic air intakes appear all over, from the front bonnet to the cooling slots in its rear counterpart.
The headlights also follow the minimalist scheme of the historic 1000 SP, with point lights on the nose and a single pair of round headlights to accentuate the car’s remarkable breadth when seen from behind.
The present Abarth 1000 SP thus maintains a very similar identity to its forerunner’s, courtesy of the meticulous work to update the historic, no-holds-barred Abarth 1000 SP.
Despite modern safety requirements, the designers of Centro Stile managed to retain the character of the original…
Conversely, the tubular chassis under the “skin” of the historic Sport Prototipo gives way to a hybrid frame, with a central cell in carbon fiber and an aluminum front. The “new” Abarth 1000 SP features a powerful turbocharged 4-cylinder, 1742-cc central engine, capable of 240 hp. The sophisticated mechanics of the concept boasts overlapping triangle suspension in the front, with an advanced MacPherson strut at the rear.
We will tell you more about the original 1966 Abarth later, so stay tuned!
Today Luca de Meo, Renault Brand CEO, and the Renault brand team have participated in the first ever “Renault Talk”, a brand-new all-digital event where they discussed their vision of the wider group.
The new direction, unveiled by the team, presents Renault Group as an energy transition leader, at the forefront of the latest technology and services, operating in a more sustainable and responsible manner as part of its ‘Nouvelle Vague’ (New Wave).
A people-centric brand, Renault is entering a new era as it delivers enhanced modernity to the European automotive industry.
Technology and state of the art electronics will hallmark the future Renaults…
Nouvelle Vague…
The ‘Nouvelle Vague’ will turn Renault into a brand focused on technology, services and clean energy, by engineering smarter everyday vehicles and mobility solutions that are more sustainable.
This is in line with the DNA as a company that changed with the times throughout the 20th century with innovative, modern vehicles.
Now, more than ever, Renault strives to meet market expectations of responsible, carbon-free, safe and scalable mobility solutions that are in line with customer needs.
The Arkana, the first SUV Coupé of a volume manufacturer… presented here by Laure Grégoire – Model launch Manager.
During Renault Talk #1, Luca de Meo restated the direction set for the brand, at the heart of the Group’s Renaulution plan:
As industry leader of the energy transition, the Renault brand will be the greenest brand in Europe as of 2030, with nine out of 10 cars on sale being electrified.
At the forefront of technology and services, the Renault brandis shaping the future of urban mobility, primarily via the ‘Software Republique’. More than 2,000 engineers from five industry-leading companies will bring their shared expertise in cyber security, artificial intelligence, data processing, software, and microelectronics, in order to deliver turnkey mobility solutions for cities and communities.
The Renault Re-Factory – Europe’s first circular-economy hub – marks a move towards a more sustainable and responsible model, with up to 120,000 vehicles (EV included) recycled or upcycled every year. Nearly 80 per cent of strategic recycled materials will be reused in new batteries. By 2030, Renault will become the world’s best automotive manufacturer when it comes to the percentage of recycled materials in new vehicles.
Renault is taking its ‘voitures à vivre’ to upper segments: Seven models will be released in the C and D segments by 2025, all of them electrified, with the All-New Arkana marking the beginning of this offensive. The next generation Megane E-TECH Electric, a vehicle that embodies the future of connected and full-electric cars, is also set be launched in the near future. Lastly, ongoing improvements to E-TECH hybrid technology will continue to provide upcoming C- and D-segment vehicles with the very best in efficiency and dynamic driving experiences.
A NEW ERA, and a NEW LOGO
Throughout its history, the Renault brand has undergone several changes to its visual identity. But one thing has remained unchanged since 1925: the instantly recognizable Renault diamond, a true brand icon.
The latest version of the Renault logo was created in 1992 before being slightly refreshed and reworked in 2015. As a brand deeply rooted in a modern, international market, this all-new logo brings a more modern and vibrant feel and serves a key purpose of portraying the Renault brand as more relatable and built on people-centric values. A streamlined design without typography or brand signature, the logo is an open-ended shape, reflecting the brand’s openness and transparency.
The new logo was co-designed with Landor & Fitch consultants and will be phased in as of next year on all Renault brand vehicles and throughout the Renault network. By 2024, the whole Renault range will bear the new logo.
During the Renault Talk, Gilles Vidal, Renault Brand Design Director, unveiled an image of the logo as it will appear on the back of the new Megane E-TECH Electric, which will come to market in 2022.
ALL-NEW BRAND EXPRESSION
According to Arnaud Belloni, VP of Global Marketing for the Renault brand, the ‘Nouvelle Vague’ is also reflected in the brand’s advertising.
Imbued with a creative and modern edge, they incorporate some of the brand’s most iconic pieces of memorabilia: the Renault Fuego, covers of cult classics like ‘Johnny & Mary’, or the Renault-Gitane cycling jersey featured in a recent advert for the Captur E-TECH Hybrid.
Renault makes their “Cars fit for true living” increasingly electrified… presented here by Gilles Le Borgne – Engineering Director Renault Group
THE RENAULT E-TECH HYBRID OFFENSIVE
With more than 10 years of experience and almost 400,000 vehicles sold to date, Renault is a leader in the European EV market. Building from its expertise in pure-electric vehicles, Renault has extended its EV range with hybrid and plug-in hybrid versions of its core market vehicles.
With more than 150 patents to its name and having leveraged the brand’s experience in Formula One, E-TECH hybrid technology is as unique as it is modular. In both hybrid and plug-in hybrid versions, it provides the best in energy efficiency and driving pleasure while also reducing CO2 emissions and fuel consumption.
This revolutionary piece of technology debuted on three of the brand’s core vehicles in 2020 as a way of making the EV experience something for everyone:
Clio E-TECH Hybrid
Captur E-TECH Plug-in Hybrid
Megane Sport Tourer E-TECH Plug-in Hybrid
In 2021, the E-TECH range is set to expand with the release of the All-New Arkana and Captur E-TECH Hybrid, plus the Megane E-TECH Plug-In Hybrid, totalling an electrified range of six E-TECH hybrid and plug-in hybrid vehicles.
Gilles Le Borgne, EVP, Engineering, Renault Group, has confirmed that the brand is preparing for the future by extending the scope of its E-TECH hybrid technology to future generations.
Upper segments – especially the C-SUV segment – will see the arrival of a brand-new 1.2-litre three-cylinder engine combined with an electric motor, for a 200hp hybrid vehicle in 2022 and a 280hp in plug-in hybrid four-wheel drive vehicle in 2024.
ALL-NEW ARKANA: SPORTY, HYBRID, AND SPACIOUS
The All-New Arkana’s unique, full-hybrid design is the first SUV with coupe design from a mass-market manufacturer.
Its TCe engines feature 12-volt micro-hybrid technology delivering enhanced fuel efficiency, while the E-TECH hybrid powertrain is capable of running in electric mode for up to 80 per cent of the time on urban roads, contributing to around 40 per cent in fuel savings compared with a standard petrol engine.
Across Europe in May so far, more than 6,000 orders have already been placed for the All-New Arkana.
THE ALL-NEW KANGOO: ELEGANT AND SPACIOUS
The All-New Kangoo combines sophisticated design, space and technology, offering superior practicality with three full-sized seats in the rear and more than 49 litres of accessible storage areas. The car is here presented by Thierry Plantegenest – VP Sales Marketing LCV and Pick-ups, (on the left).
The bootspace ranges from 775 litres up to 3,500 litres of flat-bed cargo area, while it can be specified in five- or seven-seat models. The All-New Kangoo also boasts 14 standard-fit driver assistance systems.
In 2022, the All-New Kangoo range will expand further as it becomes available as a full-electric E-TECH model.
VALUE FIRST
Fabrice Cambolive, SVP, Renault Brand Sales and Operations, restated Renault brand’s commercial priorities:
The ‘green’ offensive: Ramping up the EV range and furthering the E-TECH offensive, as already in Europe, 25 per cent of Renault sales are electrified and 30 per cent of Clio sales in France are for the E-TECH Hybrid
Products: Speeding up product line renewal, both in Europe and abroad, by winning back market shares in the C-segment
A global player…
Proud of its French roots, the Renault brand is also an international brand. The Renaulution plan is Renault’s way of bolstering its international presence, while boosting efficiency. Model by model, market by market, the Renault brand has overhauled its business model. The final objective is to increase the profitability of its vehicles while preparing a generation of new products to conquer new markets.
Internationally, the Renault brand has been investing in its historical high-potential markets with a strong local presence – Brazil, Russia, Turkey, and India – while keeping risk levels in check.
In Europe, Renault continues to rely on its key markets – France, Spain, Italy, Germany, and the United Kingdom – with a more visible range and a clear roadmap: leverage E-TECH to foster E-mobility leadership and ramp up efforts to increase market shares for both C-segment and commercial vehicles.
A bold future lies ahead! We will soon test for you the Megane Grandtour and Captur Plug in Hybrid, as well as the bestselling ZOE – stay tuned!
Mercedes steps boldly into the all-electric vehicle world, and now enters the mainstream compact SUV segment with its EQA. Here the competition is fiercer, but then the oldest car manufacturer in the world has some solid arguments up its sleeve: the state-of-the art MBUX (Mercedes Benz User Experience) infotainment system we find throughout the range is also present in this EQA, and the lavish interior, quality of used materials and workmanship is one of the very best in the electric car field, certainly in its segment.
Add to this the very pleasant styling with a touch of futurism so typical for the EQ range, and the excellent insulation and silence of the electric motor which results in very refined progress, and you have in a nutshell all the reasons why this EQA merits our (and your) attention here…
Hans Knol ten Bensel
A solid base…
The EQA runs on the platform of the GLA, an obvious choice as its SUV body can provide easy accommodation for the batteries, which are floor mounted and sitting within a specially developed frame made out of extruded sections. The cabin space is therefore largely similar as the GLA, with the rear passengers having a somewhat raised floor, which doesn’t impair legroom and seating comfort though. The boot space has been reduced somewhat to 340 L instead of 435 L with the GLA, but then the three rear seat backs can be folded individually, which makes the EQA quite versatile.
Meticulous attention has been given to insulating the drivetrain from the body, resulting in absolutely noise and vibration free progress, one of the most silent and refined we have come across in the all-electric car field, which makes this EQA truly stand out in its class. More in detail about this later.
Adequate performance and range…
The EQA starts its life as the EQA 250 with 140 kW available at the front wheels. The manufacturer quotes a combined electrical consumption of 15.7 kWh/100 km and a range according to NEDC of 486 kilometers. In real life this boils down to a practical range of some 340 kilometers, as we experienced during our test. Performance is more than adequate we would say, with a 0 to 100 km/h sprint absolved in 8,9 seconds. Let’s not forget that the EQA (mostly due to its batteries, having an energy content of 66.5 kWh) puts a hefty 2040 kg on the scale. Top speed is sensibly limited to 160 km/h.
The conclusion is obvious: the EQA in its present form is meant to be a comfortable and refined cruiser, rather than a high-performance car.
We said in its present form, as like any self-respecting German manufacturer, Mercedes plans more powerful versions of the EQA in the future, including a 200 kW four-wheel drive version, with a second electric motor driving the rear wheels.
Mercedes also works on further improving efficiency and range, with the answer not being in using ever-larger batteries, but rather in systematic improvement in the efficiency of all vehicle components.
Clever e-planning of your trip…
Of course, Mercedes has all the electronic intelligence and wizardry on board to make range anxiety on longer trips a thing of the past. The navigation with “Electric Intelligence” as they call it, calculates the route that will get you to your destination fastest, taking into account charging times. On the basis of continuous range simulations, the system makes allowance for any necessary charging stops as well as a host of other factors, such as the topography and the weather. It is also able to react dynamically to changes, for instance in the traffic situation or personal driving style.
The charging point density in suburban Antwerp (i.e. Wilrijk) leaves much to be desired, with the nearest charging point for your servant being some 7-800 meters away, and being mostly occupied.
Mercedes has launched “me Charge”. This allows customers convenient use of the charging stations of various providers, even when travelling abroad. By registering just once, you can benefit from an integrated payment function with a simple billing process.
If Navigation with Electric Intelligence is activated, the battery may also be pre-heated or cooled while driving in order to ensure that it is within the ideal temperature window for a rapid charging station. One has thought of everything(!).
Efficient driving modes
Behind the steering wheel, one finds back the usual paddles, which here have a different function however: The driver can select the recuperation function manually using these paddles. The paddle on the left increases the level of recuperation, the paddle on the right reduces it.
Of course you can monitor the setting in the instrument cluster. The following recuperation stages are available: DAuto (recuperation via ECO Assist to suit the particular situation) D+ (coasting), D (low recuperation), D- (medium recuperation) and D- -(high recuperation). New with the EQA is that, if the function DAuto is selected, this mode remains the default setting when the car is restarted.
Clever: ECO assist
ECO Assist coaches the driver with messages when the accelerator can be released, for instance because a speed limit is approaching, and with functions such as gliding and specific control of recuperation. For this purpose, navigation data, traffic sign recognition and information from the intelligent safety assistants (radar and stereo camera) are linked and processed.
ECO Assist continuously generates coasting simulations in the background: depending on the state of charge of the battery and the traffic situation, it computes whether the vehicle should ideally be allowed to coast (or “glide”) with the lowest possible driving resistance with the driver’s foot off the pedals, or whether it should be decelerated so that the battery can be efficiently charged (recuperation).
All in all, these system will add to the efficiency, but it is good to know that when driving short urban errands, more energy is used by heating/ventilating the car than by the electric motor actually moving it…
A proper heat pump…
Therefore the EQA has a heat pump as standard. This reuses the waste heat from the electric drive system. Clever!
Predictable handling…and attention to utmost safety.
Our test car was equipped with the AMG line package, and also included beautiful multi-spake 20 inch alloys. It also came with the driving assistance package, of which more here later. But it is good to know that the AQA has standard on board the Active Lane Keeping Assist and Active Brake Assist. In many situations the purpose of the latter is to prevent a collision by autonomous braking, or to mitigate its consequences. The system is also able to brake for stationary vehicles and crossing pedestrians at typical city speeds and even to prevent collisions, depending on the situation.
The EQA gives good feedback of the road surface, but will not invite you with razor-sharp steering to throw it around corners. Driven with verve on winding roads it will keep its course admirably, albeit with some body roll. But the EQA is above all comfortable, with however the typical rather firm suspension setup which we encounter also in the other passenger cars and SUV’s from the brand.
Let it be known too that an Adaptive Damping System is available as an option. This enables the driver to choose the preferred damping characteristics. A valve in each of the four shock absorbers is electronically actuated to control the oil flow. The damping characteristics are changed by regulation of the oil flow. The Comfort programme comes into its own especially when travelling at low speeds, for example on a cobblestone road.
Mercedes is also well known for its electronic driving aid systems, which it has been pioneering for decades now.
The Driving Assistance package we mentioned above in our test car has the lot, from Active Distance Assist DISTRONIC, Active Steer Assist, down to PRE-SAFE® PLUS, which can detect a potential rear impact. It will firmly apply the brakes of the stationary vehicle, minimizing the risk of whiplash injuries by reducing the forward jolt caused by an impact from the rear… need we say more?
It is this painstaking attention to utmost safety which makes a Mercedes really stand out, ranging from the solid and crash tested body construction and platform, to the electronic driving aids which protect you in many ways.
Silence and refinement…
In order to reduce road and tyre noise, the engineers introduced a compact, shear-resistant integral mount which has significantly increased the introductory rigidity at the guide bearing of the front axle. The subframe of the multi-link rear axle is furthermore elastically isolated by rubber bushings.
The front subframe connection is integrated into the C-ring structure and therefore has the necessary rigidity for isolation. A cross-member is integrated into the multifunction recess to increase the introductory rigidity of the rear subframe connection.
There is more: The single-speed transmission that forms an integral part of the electric powertrain at the front axle (eATS) operates particularly smoothly thanks to the improved microgeometry of the gearing. Indeed, we did not hear a thing…
Futuristic electrified styling
The EQA drives you into the future, and it shows it clearly. Already the rounded front grille with a car wide led illumination between the headlights give it an unmistakable character and light signature. The same is repeated at the rear, where also a light bar is running over the whole width of the EQA. In the cabin, you can choose an atmosphere lighting out of not less than 64 colours, so sitting in a Mercedes is more than ever a moving experience. The EQA is the first model from Mercedes-EQ range whose aerodynamic development has been undertaken entirely digitally. The ensuing measurements undertaken in the wind tunnel revealed a Cd value of 0.28, thereby confirming the high quality of the numerical simulation.
Conclusion
This EQA is a true Mercedes, inside and out, through and through. Excellent workmanship, with an admirable finish seen and felt in the cabin, and also a build quality of its sleek SUV body being beyond reproach. Add to this, as we said, the uncanny silence and absolute mechanical refinement of the drivetrain, putting this EQA together with its bigger brothers at the top of what an E-powered car can offer nowadays. All very solid arguments to take a closer look at this car.
Last but not least this EQA is rather affordable, which has us truly convinced that the EQA has all what it takes to carve a sizeable niche in its segment. And for those who want a but more panache, it is good to know that powerful 4WD versions are soon to come…
When a “pur-sang” four door Gran Turismo car gets electrified to carry it into our “green” age, one has to do this cleverly. For Maserati engineers, the challenge was to retain the character, performance and panache of the brand. This meant retaining a sporting typical sound and presence of a combustion engine, “la macchina” so to say, in every driving situation. Typical for every Maserati built so far. This also meant at least maintaining the present performance and handling levels, all this combined with of course a marked difference in consumption and CO2 emissions.
As the Ghibli marks the brand’s first entry into electrification, it was very important to get it right.
Well, after this test we can say, the about 100 engineers and developers involved in the Ghibli Hybrid project, did a marvelous job. Just read further.
Hans Knol ten Bensel
Choosing the right engine…
From the beginning it was clear the efficiency of a smaller volume four cylinder engine was called for. Within FCA, a true gem was waiting in the Alfa Romeo stable: a two litre four cylinder petrol engine, with a state-of-the art cylinder head and excellent thermal efficiency. But for the Ghibli, more power was needed, as the present performance level had to be retained. This meant a maximum power of 330 HP.
The internal mechanical components of the two litre 4 cylinder Alfa engine derived from FCA have been completely reworked by the Maserati Innovation Lab in Modena, to achieve greater torque and enable the turbocharger and e-booster to deliver the required extra power. The engine’s electronic control system is also totally different, with a switch to a Bosch new-generation ECU. Practically, all that remains of the original engine are the dimensions and part of the cylinder head: this four cylinder has been transformed into a true Maserati engine. The engine is built by the way at the big powertrain & engine production plant at Termoli. This plant builds various engines and drivetrains for the brands of the (now merged) FCA group.
…and coupling it to the ideal hybrid drivetrain.
Keeping the weight down to achieve equal or even better performance, whilst retaining an ideal weight distribution to preserve the excellent handling, excluded a solution using a large battery and a separate electric motor.
Preserving the kinetic energy of this dynamic Maserati was the key focus. We point out here that the Ghibli Hybrid is built around a modified version of the chassis and bodywork of the Ghibli V6.
So Maserati opted for a 48 volt hybrid system, which has four parts: the BSG (Belt Starter Generator), the battery, eBooster and a DC/DC converter. The BSG does the job of an alternator, recovers energy during braking/deceleration and charges the battery in the boot, which in turn powers the engine’s eBooster. The reason for installing an eBooster on the car is to back up the conventional turbocharger, working in tandem with it, to sustain the engine’s power output at low rpm. The hybrid system’s operating strategy ensures that the eBooster is always available, with current delivered via battery or BSG, whenever it is needed.
The result is an immensely tractable power unit, with torque delivery equal to the previous V6 Diesel, and guaranteeing brilliant acceleration performance. What to say of an acceleration from 0 to 100 km in merely 5,7 seconds, with the Ghibli Hybrid hurting smoothly further to a top speed of 255 km/h?
Smooth 8 speed transmission…
And of course, all this performance is delivered smoothly and effortlessly. Not least thanks to the excellent ZF transmission. Like the other Ghibli versions, the Hybrid is equipped with the same eight-speed ZF automatic transmission, which is used on the Quattroporte and Levante models. This unit is a true gem. It caters for all demands, from comfort to fast gear shifting, and from minimized fuel consumption to low noise, vibration and harshness (NVH). The car also recognizes a variety of conditions, such as uphill or downhill driving, hard braking or driving through a corner, and selects the optimal gear and the most suitable gearshift style accordingly.
In Manual Normal mode the system automatically shifts up as the red line approaches, while in Manual Sport, gearshifts are quicker and sharper and the engine can be pushed to the red line without the system intervening.
The true Maserati sound retained…
Here the Maserati engineers performed some miraculous work. Even on small throttle openings at urban crawling speeds, the unit has the hum of a multicylinder thoroughbred. Indeed, this Ghibli Hybrid still has the distinctive growl of every Trident model, and all this is achieved without resorting to amplifiers, by just tweaking the fluid dynamics of the exhausts and adopting resonators, tuned to deliver the typical roar.
Driving is believing…
Indeed, driving this Ghibli Hybrid is an exquisite experience. Ultrasmooth at slow speeds, reacting with thoroughbred staccato when you put your foot down. This Hybrid has retained the agility and responsiveness of a true Maserati. As it recuperates kinetic energy, an anticipative (urban) driving style will greatly reward you with good economy. It was no trouble to stay well below the 10 litre/100 km mark in dense city traffic, cruising at constant legal speeds on the open road will get consumption down to around 8 litres/100 km. The high gearing and the thermal efficiency of the engine see to that, along with the good aerodynamic qualities of the body of course. Typically at 120 km/h, the engine turns over at 1500 rpm. By the way, the manufacturer quotes for the WLTP combined cycle (l/100 km) 8.1 – 9.4, for the WLTP combined cycle (g/km) 183 – 213.
But using the exhilarating performance is an undisturbed pleasure. Our test car was executed in the GranSport trim. (The Ghibli Hybrid is available in both GranLusso and GranSport trims) and this meant that our car came standard with the Skyhook suspension system, where all four dampers can be electronically controlled independently of each other.
The default mode of the Skyhook suspension system prioritizes comfort, and is more sporty if the driver presses the suspension button. This extra damping stiffness, which was developed in both extreme test scenarios and on the racetrack, pushes the Ghibli’s handling characteristics to even higher levels. Essentially, the Skyhook system drastically reduces both longitudinal and lateral load transfers and minimizes body roll to bring out the sportiest side of the car’s character. The computer system in control of the Skyhook dampers monitors a vast array of parameters, including speed, lateral and longitudinal acceleration, individual wheel movements, body movement and damper dynamics. Adjusting to suit the suspension mode selected by the driver, the system delivers the perfect damping mode for each wheel almost instantly. We can tell you, it has to be experienced to be believed…
The well-balanced handling of this Ghibli is of course mainly due to its weight distribution and the general layout of its suspension. The battery in the back actually improves the weight distribution, whilst the double-wishbone suspension layouts are a race-bred tradition at Maserati. The Ghibli continues with this heritage but also incorporates some new technologies, featuring high-mounted all-aluminium double wishbones at the front to guarantee light and precise handling characteristics. The system’s geometry has delivered a quadrilateral architecture, which has enabled Maserati’s handling team to deliver a precise, communicative and comfortable steering feel.
The rear suspension employs a five-bar multi-link system with four aluminium suspension arms, and ensures exceptional ride comfort on the one hand and sports performance on the other. The Ghibli’s suspension package is based around a fixed-rate damping system to control the movement of its steel springs and anti-roll bars.
Superb stopping power…
Dual Cast technology, pioneered by Maserati, combines the strength of cast iron with the lightness of aluminium to reduce unsprung mass and, therefore, increase handling prowess. These brakes have a large swept area, highly efficient cooling and are designed for consistent performance in sports driving situations.
The Ghibli Hybrid is fitted with Dual Cast 360×32 mm ventilated and cross-drilled brake discs with six-piston fixed alloy Brembo calipers on the front axle, while the rear axle is fitted with four-piston fixed alloy 345×28 mm Brembo calipers.
Electrifying elegance and comfort, both inside and out…
The hybrid version of Ghibli features a number of details in dark blue, the colour universally adopted as the symbol of clean mobility. The three traditional air ducts on the front mudguard have a blue trim, and the Brembo brake calipers and the thunderbolt in the pillar logo are in the same colour.
Ghibli Hybrid makes its debut with a new front grille, characterized by a distinctive feature: the Maserati tuning fork. In fact, the updated front grille is based on this shape, and is finished in chrome in the GranLusso trim and in an even more aggressive, sportier Black Piano in the GranSport trim. Like the other cars in the Trident Brand’s range, Ghibli also transforms its rear look, with the development of a new light cluster with a style known as boomerang design, inspired by many Maserati models from history and typical of the Brand’s genetic identity
In the interior, the Maserati panache prevails more than ever. The sculpted sport seats are upholstered with a premium full-grain “Pieno Fiore” natural leather, with contrasting dark blue stitching and an embroidered Trident on the headrests. The same styling is repeated on the door panels and instrument cluster.
The driver’s seat offers 6-way electric adjustment, while the GranLusso and GranSport trims both have standard 12-way power front seats. Needless to say, an ideal seating position is soon found…
The sport steering wheel fitted with aluminium gearshift paddles, and the Inox sport pedals are also typical for the GranSport trim.
Infotainment and connectivity up to scratch…
The Ghibli Hybrid is complete with all the technology upgrades featured on MY21 models, and thus also the new generation MIA (Maserati Intelligent Assistant) multimedia system. The heart of the MIA is the powerful Android Automotive operating system, with full personalization to the driver’s use preferences. The HD screen of the MIA system is enlarged from 8”4 with a ratio of 4:3 to 10”1 with a ratio of 16:10 and is now frameless for a more contemporary look, with the surrounding bezel almost removed.
With effect from MY21 all Maserati cars are connected thanks to the new Maserati Connect program. Having the Maserati connected at all times enables an eye to be kept on the car’s health, and Maserati Connect will alert the driver when a service is due. With a Smartphone or Smartwatch, drivers can always stay in contact with their Maserati thanks to the Maserati Connect app; this is also possible from home via their virtual personal assistant (Amazon Alexa & Google Assist).
Last but not least we enjoyed the stunning Bowers & Wilkins Premium Surround Sound System, with 15 speakers, a 1,280 W amplifier and QuantumLogic™ Surround.
Driving aids galore…
The Integrated Vehicle Control (IVC) function is incorporated in the Maserati Stability Program control for enhanced active safety and driving dynamics, while the optional active Advanced Driver Assistance Systems provide Level 2 autonomous driving technology.
IVC uses a smart, feed-forward controller that predicts driving situations in advance and adapts the engine speed and brakes accordingly. IVC intervenes more smoothly and with less noise than a traditional ESP, ensures better car balance and traction at the limits of the car’s dynamics and employs intelligent torque vectoring to optimize lateral dynamics in a natural way even when MSP is off. In dynamic test maneuvers, like slalom and lane change, IVC has demonstrated higher drive-through speed and improved racetrack lap times. Wow!
Conclusion
The step towards electrification of its range has been done very harmoniously with this Ghibli Hybrid. Whilst completely retaining the original undistilled thoroughbred character of the Trident brand, it succeeded in putting very reasonable economy in place, in combination of course with a corresponding anticipative (urban) driving style, in line with modern times.
All this packed in a timelessly styled, elegant body which exudes elegance and style for the coming decades, this Ghibli Hybrid is a perfect companion, and is also an ambassador for how you understand motoring and individual mobility, for years to come…
Audi Q4 50 e-tron quattro Colour: Geyser blue, metallic and Audi Q4 50 e-tron quattro Edition One Colour: Typhoon gray
Versatile all-rounders for everyday use that transfer the progressive design of the concept cars into series production and that can be driven locally without any emissions: The Audi Q4 e-tron and the Q4 Sportback e-tron are the first compact electric SUVs from the brand with the Four Rings.
Both of them impress with a new spacious dimension in the interior and pioneering solutions when it comes to operation, display, and assist systems. The augmented reality head-up display connects the virtual and the real worlds in a totally new way.
Q4 50 Sportback e-tron Quattro Colour: Florett silver
The range comprises three drive versions, spearheaded by a quattro model with a maximum output of 220 kW (299 PS). Attributes that they all share are zero local emissions driving and high ranges, charging times of around ten minutes for sufficient power to travel about 130 kilometers (80.8 mi) in ideal conditions (WLTP) and convenient charging with the e-tron Charging Service. The rear-wheel drive Q4 40 e-tron achieves a range of up to 520 kilometers (323.1 mi) in the WLTP cycle. It goes on sale in Europe in June 2021, with prices in Germany starting at EUR 41,900 – where the customer can claim a subsidy of EUR 9,000 (net).
Audi’s next step: the exterior design
With the Q4 e-tron and the Q4 Sportback e-tron, Audi is taking the next step in the design language of its electric models.
The two compact SUVs bring into series production the body line that the Audi Q4 concept and Audi Q4 Sportback e-tron concept show cars demonstrated at the beginning of 2019.
In the Audi Q4 Sportback e-tron, the especially low coupé-style roofline ends in an expressively designed rear where the spoiler sits deep on the two-part window.
On request, both of these compact electric SUVs can be driven off the assembly line with Matrix LED headlights. What’s more, the driver can switch between four signatures in the MMI touch operating system. At the rear, a light strip links the taillight units to each other. A choice of eight colors is available for the paint finish, including the new metallic shade aurora violet. In addition to the basic version, there are the two advanced and S line exteriors.
E-mobility for everyone…
Audi wants its new Q4 line to be an all-round car which offers everything for everyone. The available space in the interior is comparable with the full-size SUV class; there is no center tunnel. The feeling of spaciousness is not just confined to the front seats – with the generous legroom, passengers in the rear also benefit from the advantage of the technological platform, which is designed as electric-only.
Depending on the positioning of the rear seat backs, the volume of the luggage compartment is 520 to 1,490 liters in the Q4 e-tron and 535 to 1,460 liters under a power trunk lid in the Sportback. Both models can tow trailers with a weight of up to 1,000 kilograms (braked, at 12% incline), with the quattro versions even able to pull up to 1,200 kilograms.
Another strength for everyday use is the high range – the Q4 40 e-tron travels up to 520 kilometers (323.1 mi) (WLTP) on a single battery charge. Thanks to a maximum charging capacity of 125 kW, in ideal conditions it can charge enough power for about 130 kilometers (80.8 mi) (WLTP) in around ten minutes. Using the myAudi app, the owner can activate charging at home and pre-entry climate control from their smartphone.
In the interior, there are also quite a few innovations. For instance totally new is the steering wheel with its seamless touch surfaces, which the driver uses to control the digital instrument cluster.
Infotainment and navigation are operated primarily using the central MMI touch display, which will also be available in the largest configuration level of 11.6 inches towards the end of the year. Natural voice control provides the third operating interface.
On request, the Audi Q4 e-tron and the Q4 Sportback e-tron can be equipped with another innovation on board – the augmented reality head-up display.
Fully digital: the Q4 e-tron is an e-mobility device
The Q4 e-tron models offer a fully digital user experience. The infotainment package in the electric compact SUV is structured in three levels – from MMI through MMI plus to MMI pro.
Different functions are provided depending on the configuration level, including the augmented reality head-up display and the Audi virtual cockpit plus. The optional levels provide the online services of Audi connect, including the intelligent e-tron route planner for working out the optimal route that stays close to the public charging infrastructure. For premium sound, the Sonos sound system which combines lifestyle, technology and design in a new dimension.
Audi Q4 50 e-tron quattro
Static photo, Colour: Geyser blue, metallic
Audi Q4 50 e-tron quattro Edition One
Static photo, Colour: Typhoon gray
For urban commuters and long-distance drivers: battery, drive and charging options
The drive portfolio of the two compact electric models lives up to the expectations of very different groups of customers – from the urban commuter to the long-distance driver. It includes two battery variants and three drive variants. The compact battery for the Q4 35 e-tron has a net energy content of 52 kWh (55 kWh gross), while the figures for the large battery in the Q4 40 e-tron and Q4 50 e-tron quattro are 77 (82) kWh.
The Q4 35 e-tron and the Q4 40 e-tron have an electric motor that drives the rear wheels, with an output of 125 kW (170 PS) and 150 kW (204 PS) respectively. The top-of-the-range version Q4 50 e-tron quattro has two electric motors for the electric all-wheel drive. They give it a maximum output of 220 kW (299 PS) – sufficient for a sprint from 0 to 100 km/h in 6.2 seconds and an electronically limited top speed of 180 km/h. For efficiency, the motor on the front axle comes into action only when high power or a strong grip is needed.
Another important factor in energy-saving driving is intelligent recuperation, which also incorporates navigation and topographical data.
Dashboard
Audi’s two new electric SUVs can be charged with different outputs using alternating current (AC) and direct current (DC) depending on the battery. The compact battery can get up to 7.2 kW with AC charging and up to 100 kW when using HPC charging (high-power charging) with direct current. As standard, the larger battery allows for up to 11 kW with AC and up to 125 kW with HPC.
Audi e-tron Charging Service…
Drivetrain
The Audi e-tron Charging Service provides access to around 210,000 public charging points in 26 European countries, 4,400 of which are HPC fast-charging points (as of April 2021), using just one charging card. In the transit tariff, customers buying the Q4 e-tron do not pay any basic fee in the first year. They benefit here especially from the preferential conditions in the IONITY network: The charged kilowatt hour costs 31 cents, which corresponds to the price level when charging at home in Germany.
The Audi Q4 e-tron will appear in June 2021 on European markets, with the Q4 Sportback e-tron following in the late summer. Of course we are keen to sample driving impressions this summer!
The new ŠKODA ENYAQ iV truly scores: The new electric SUV has achieved the highest classification of five stars in tests conducted by the independent European New Car Assessment Programme (Euro NCAP).
It now ranks among the safest vehicles currently available with a total of 86% of the possible points.
And there is more: The ŠKODA ENYAQ iV achieved the best result ever in the Euro NCAP test for occupant protection, with 94% for adult passengers and 89% for children.
ŠKODA’s first model based on the Volkswagen Group’s Modular Electrification Toolkit thus continues the string of top scores for ŠKODA vehicles in the crash safety reference test, even with the now stricter assessment criteria. ŠKODA’s bestseller, the OCTAVIA, the compact model SCALA and the SUV models KODIAQ, KAROQ and KAMIQ, among others, have all been awarded the coveted five star rating.
Needless to say that the ENYAQ iV inspires, with its styling and build quality, and we will be keen to sample driving and test impressions in the coming months…
Jaguar launches a mouth-watering version of their elegant F-TYPE: the Exclusive F-TYPE R-Dynamic Black. It boasts additional equipment as standard and is offered in Coupé and Convertible body styles
There is an even more desirable version: the so-called “Black Pack”, with 20-inch gloss black wheels, and choice of Santorini Black, Eiger Grey or Firenze Red metallic paint.
Refinement…
The driver-focused interior is equipped with 12-way adjustable Windsor Leather Performance Seats in Ebony with Light Oyster stitch or in Mars with Flame Red stitch. An Ebony coloured suede cloth headliner enriches the iconic ‘1+1’ cabin.
The R-Type comes with many appealing details: A heritage-inspired monogram pattern is used for seat and door trim stitching and also embossing of the suede cloth wrap for the instrument cluster.
And abundant power…
The F-Type comes with what it takes: the 300PS Ingenium four-cylinder and 450PS supercharged V8 with rear- or all-wheel drive and eight-speed ‘Quickshift’ transmissions deliver engaging, exploitable performance and outstanding driver reward.
The new R-Dynamic Black models add to the purity and presence that already sets Jaguar’s definitive sports car apart.
The F-TYPE’s shape is further accentuated by the Black Pack and 20-inch, five split-spoke wheels with gloss black finish. Known as ‘Style 5039’, these wheels are not available on any other model in the range. Complementing these perfectly is the choice of three metallic paints: Santorini Black, Eiger Grey or Firenze Red.
Performance galore…
Exclusively rear-wheel drive, the 300PS, 2.0-litre turbocharged Ingenium four-cylinder engine generates maximum torque from just 1,500rpm, delivering exceptional throttle response throughout the rev range. It also provides the performance expected from F-TYPE and enables acceleration from 0-60mph in only 5.4 seconds and a top speed of 155mph.
The 450PS, 5.0-litre supercharged V8 has been developed to offer exploitable, useable and rewarding performance – maximum torque of 580Nm is generated from 2,500rpm. It is offered with a choice of all-wheel drive with Intelligent Driveline Dynamics or – for purists – rear-wheel drive. Both 450PS powertrains feature an electronic active rear differential to optimise traction, and both enable 0-60mph in just 4.4 seconds and a maximum speed of 177mph.
The 300PS and 450PS units are also available in other F-TYPE models, but for truly exceptional performance in all weathers and on any kind of road there is the F-TYPE R. Offered exclusively with all-wheel drive, its supercharged V8 delivers 575PS and 700Nm: the benchmark sprint to 60mph takes just 3.5 seconds, while maximum speed is an electronically-limited 186mph.
Tailoring your Jaguar to your personal driving style…
The F-TYPE R and P450 models are equipped as standard with Jaguar’s Adaptive Dynamics system with Configurable Dynamics. Using electronically-controlled, continuously-variable dampers, Adaptive Dynamics optimizes both low speed comfort and high-speed control, while Configurable Dynamics enables the driver to tailor the settings for suspension stiffness, steering weight, throttle response and gearshifts. All 300PS four-cylinder F-TYPEs use meticulously tuned passive monotube dampers to deliver the ride and handling attributes which give these models their unique character.
Needless to say that we are keen to sample test driving impressions from these wonderful, sporting and elegant Jaguars soon…
Autoprova - for the Connaisseur 