Although mankind has been talking about fuel economy, ecology, and the preservation of forests in Equatorial Guinea for more than half a century, car companies were seriously concerned about this issue (or pretended to be concerned) only in the early nineties — with the introduction of Euro standards, limiting emissions of nitrogen oxides with carbon and the accompanying fuss. At the same time, Japanese companies, which continued to conquer the Western buyer, tried to act proactively. And they promoted energy efficiency topics long “before it became mainstream”.
The first commercially successful hybrids from Toyota and Honda appeared in the late 90s — they became the Prius and Insight models, respectively. Despite the unusual power plants for those years, the cars quietly integrated into the stream and became an integral part of it. The Japanese were lucky, you can’t say anything. Or is it still not about luck?
Japanese brands began probing the ground for cars with alternative power plants a long time ago. To some extent, these creative researches can also include Mazda rotary models, which were not only sports coupes, but also executive sedans, pickups, even buses! But the best way to understand the mood of the public was helped by concept cars. Including the Honda EP-X-the prototype, which will be discussed later.
The concept debuted at the 29th Tokyo Motor Show, which was held in early 1991 under the motto “Mastering new relationships: people, cars and the Earth are one”. As the organizers of the exhibition noted, in comparison with the 28th exhibition, which was held two years earlier, the number of cars running on alternative energy sources-that is, natural gas, hydrogen, electricity — has significantly increased, and the adjectives “light” and “compact” were most often featured in the brochures. And the Honda concept did not get out of this key.
The name EP-X stands for Efficient Personal-eXperimental-and this is not the first car of the company whose name ends with “experimental X”: in 1983, a “pocket rocket” CR-X appeared in the arsenal of the Japanese, and a year later, in 1984, Honda together with Pininfarina built a concept coupe HP-X, whose first two letters stand for Honda… and Pininfarina. But if the joint project with the Italians was quite abstract in its purpose (perhaps it was exclusively aesthetic), then the EP-X goal was absolutely clear — to demonstrate how an economical, eco-friendly and stylish city car of tomorrow can look like.
The main feature of the concept was the body, which many people had an ambiguous attitude to. If the EP-X was unconditionally beautiful from the rear, referring either to the Buick Riviera Boat-Tail or to the prototypes of the B. A. T. line from Alfa Romeo, then in front with its high-positioned headlights, the concept resembled a dropped fish thrown on dry land. Or a fairly swam cow with mirror horns. But you need to understand that in this case, the radical design of the front part is dictated not so much by the desire of Honda artists to be original, but by the intention to maximize the streamlining of the car. And, accordingly, its fuel efficiency.
The EP-X’s scanty weight (620 kilograms), as well as surprisingly small dimensions also contributed to the reduction in fuel consumption: length — 3.7 meters, width — 1.5 meters. The latter was achieved thanks to the “longitudinal” arrangement of seats in the cabin, in which the only passenger sits not next to the driver, but behind him almost like in a combat fighter!
Probably, it is the airplane landing scheme that dictates the “airplane lantern”, which replaces the traditional roof of the EP-X. However, the designers had other reasons to use a glass hood — it’s beautiful, aerodynamic, and practical: the driver can’t even dream of better visibility.
Despite the presence of an “airplane lantern”, access to the cabin is carried out through quite traditional doors that are available on both sides so that the driver and passenger can safely go out on the sidewalk… or simply do not crowd in one doorway. The rear part of the lamp can open sideways, like in old aircraft, opening access to the luggage compartment. In an emergency, this door could be used as an emergency exit.
The interior of the concept itself turned out to be quite simple — after all, it was not he who played the role of the main violin here. Among the striking features are a fully digital instrument panel based on an LCD matrix, a multimedia system screen similar to modern car tablets, as well as a pair of airbags that protected the driver and rear passenger, respectively.
But here’s the irony: if the few elements of the EP-X interior worked more or less properly (more precisely, they depicted activity, as on most concept cars), then the innovative power plant did not show signs of life. The prototype had it, but by the beginning of 1991, it was still at the stage of a crookedly working prototype. Therefore, it hung in the area of the front axle as a dead weight, and the car was pushed to the podium manually.
The power plant of the EP-X was the same that debuted eight years later on the Honda Insight-a three-cylinder inline VTEC-E engine with an electric motor on the crankshaft, direct injection, and a proprietary valve timing system. Its working volume was one liter, and its power was 70 horsepower, which is completely equivalent to the characteristics of the Insight engine. Given the modest weight, the specific power of the EP-X per ton of weight was 113 horsepower, which is comparable to hot hatchbacks of that time, as the same Honda CR-X.
The suspension of the EP-X was also a match for the Honda hot hatch of that time — independent circuits on dual aluminum levers front and rear. But in terms of fuel consumption, the prototype was much ahead of its relatives — in a good sense of the word, of course: according to calculations, with such a power plant, such a mass, and such aerodynamics, the EP-X should have consumed less than 2.5 liters of gasoline per 100 kilometers of travel. And, as Insight’s practical experience has shown, these calculations were not far from the truth.
After the Tokyo Motor Show, EP-X went to Europe for a viewing, where he appeared before the visitors of the Frankfurt Motor Show. This decision was facilitated not only by the original idea of the concept but also by its interior layout — there was no need to move the steering wheel from right to left. And the Europeans also liked the car.
Is it a coincidence, but 10 years later, at the 2002 Geneva Motor Show, Volkswagen presented a car that was conceptually very similar to the EP-X: the landing scheme “tandem 1+1”, focused on the economy and environmental friendliness… The prototype was called simply — 1 Liter Car, thereby hinting at how much fuel it consumes per 100 kilometers. But over the years, the concept of the 1 Liter Car has changed, and it has turned into an aerodynamic “something” named XL1, in which the seats are already located side by side. Canonical ” Coincidence? I don’t think” here is just asking for it.
Whether the EP-X has survived to the present day is not known for sure. But his contribution, as you can see, was quite significant.
We understand how to pass a test drive correctly in order to form a final opinion about the car and make a purchase decision.
Choosing such an expensive thing as a car, based only on emotional and visual preferences, is a lot of amateurs. The correct opinion about the practical qualities of the machine, its technical capabilities are formed only in practice. For such an assessment of the car, they came up with test drives.
Test drive — what is it?
A test drive is a service provided by a car dealership to a customer for testing a car on the go. In other words, it is a free trial trip that allows the buyer to evaluate the convenience of driving the car, the adjustment and efficiency of the brakes, the informative steering, the level of vibrations, the smoothness of the ride. A potential buyer is accompanied by a salon manager on a trip, and it lasts no more than forty minutes, but large and respectable car dealerships also practice test drives, the duration of which reaches a day. Such services are available to regular customers of salons with an excellent reputation and proven solvency.
A test drive is an extremely important procedure for a motorist who is going to buy a car in the salon. But, if you buy a car with your hands, then you should not neglect a test ride on this model at a car dealership either — there will be something to compare it with.
What do you need to pass a test drive?
The test drive service is offered today by most modern car dealerships and the conditions for passing are also similar.
To do this, you need to observe some formalities:
Provide a driver’s license;
Provide a passport;
Have at least two years of driving experience;
Favorable weather conditions.
In order for the test drive to take place at the right time, you need to apply for a test drive, specifying the date and submitting the necessary documents.
In some car dealerships, it is required to sign an agreement indicating the driver’s license number, insurance conditions, the date of the test drive, and the mileage of the care provided at the time of the start of the procedure. At the same time, it is worth asking the manager what responsibility is assigned to the client in the event of an accident. It is noteworthy that not all dealerships make clauses in the contracts on liability in the event of an accident and damage to the car.
Some dealers make their own additions to the rules for passing test drives, which you should ask the manager about in advance. Such an addition is sometimes the age of a potential driver.
Preparing for a test drive
After settling all the formalities, the client is recommended to perform a number of operations:
Conduct an external inspection of the machine in order to identify defects;
Open and close the existing doors in the car;
Check the compliance of the trunk with the declared volume;
Check the functioning of the windscreen wipers and power windows;
Check the adjustment of the seats and mirrors;
Check the operation of auxiliary systems: climate control, heated seats; specify the type of engine and gearbox of the test car for compliance with the selected model.
Before starting a trial trip, an employee of the car dealership is obliged to show the potential buyer important features and nuances of the car. Pay special attention to the safety elements, setting up the steering wheel, seats, mirrors, seat belts.
After that, the manager informs the client about the route chosen for the test drive.
Route for a test drive
Routes for trial trips often represent a small circle with the beginning and end near the doors of the selected car dealership.
Many dealers offer a route agreed with the traffic police, which can not be too short and runs only in a straight line. This is necessary so that a potential buyer can evaluate the future purchase for braking and acceleration, for the functioning of the handbrake, turn signals, and assess the ability of the car to maneuver.
When passing the route, it is not necessary to exceed the permitted speed limits, as well as completely avoid potholes and holes on the road. The length of the route and the speed of passage must be agreed upon with the manager in advance. Large dealerships almost always meet customers halfway, satisfying their wishes.
Features of cars for test drives
For test drives, employees of car dealerships exhibit car models with the most complete factory equipment and installed additional equipment. As a rule, there are no cars with the initial configuration on test drives. This should be taken into account before ordering the model you like. In addition, if the selected car model is available in two body types, then only one can be offered in the salon for a trial trip.
What you should pay attention to during test drives
Having taken the driver’s seat, you should not rush to start driving. First, you need to adjust the driver’s seat to a comfortable position, mirrors, and steering wheel, so that nothing distracts you during the test. Do not hesitate to ask the accompanying manager about the features of the controls, as they may differ too much from those to which you are accustomed.
During a test trip, it is necessary to correctly evaluate such parameters of the car:
Engine and gearbox operation;
Visibility and manageability;
Functioning of the brake system;
Sound insulation quality;
Dimensions and parking opportunities.
You should start driving at low speed, gradually accelerating the car, while paying attention to the operation of the gas pedal. Under the appropriate road conditions, the quality of the car’s dynamics is checked by accelerating sharply.
For a car with a manual gearbox, you should smoothly accelerate the car to 80 km/h, while paying attention to the clarity and ease of gear shifting, and the force with which the clutch pedal is squeezed out. For cars with an automatic transmission, it is worth doing a number of accelerations and decelerations of movement, observing the logic of gear shifting, the absence of delays or shocks.
After accelerating the car, perform braking, feel how the brakes work, whether it is necessary to make an effort or a light push is enough to stop the car. The main purpose of such a check is to answer the question-will it is possible to stop at the place where they expected?
Pay attention to how the car overcomes bumps on the road, how easily it happens, whether the trajectory of movement does not change, whether there are no vibrations of the steering wheel.
As you gain speed, listen to the noise that the car makes when driving, understand if it does not annoy you. At the end of the test drive, summarize your own impressions about the car, understand how they meet expectations, compare with other models and only then make the final choice.
The match in the configuration of the test pair is perfect: 3-liter diesels with a capacity of 249 hp, all-wheel drive, 8-speed automatic machines, rich equipment. I want to collect something like this “for myself”: this is the optimal aggregate configuration, so as not to feel flawed. For example, as on noisy and vibro-loaded junior diesels or weak initial “gasolines”. The stated dynamics figures are quite convincing for most drivers, so that they do not have to think about even more powerful 340-horsepower engines. And here opens the third, at first glance, the simplest level of the “dilemma 5 or 6”: according to the characteristics, the BMW 5 gains 100 km/h in 5.5 seconds, and the Audi A6 — in 6.1.
But how many buyers prioritize acceleration? In fact, both cars are fast enough to not worry about the dynamics in everyday driving at all. But the difference in driving sensations, unlike dry figures, can tilt the choice in one direction or another. For example, a brisk pace is more pleasant on a BMW — in this mode, the “five” feels noticeably more lively and responsive than the Audi A6. When you are fast, BMW guesses the gears better, follows the pedals more precisely, gives better feedback on all channels of communication between the car and the driver. Audi is also not averse to driving actively, but, unlike BMW, it does not give such a sense of unity of the rider and the horse.
The situation is similar with handling, but there is less difference here. The test BMW got an M-suspension, and in combination with the traditionally heavy steering wheel for the brand, this gives the effect of more sporty behavior. Audi does not try to preach driver values, but this does not prevent it from being as obedient as BMW. All these nuances hardly affect the real pace of movement on the road available to the driver.
And it all comes down to personal preferences: is it necessary to be in such close contact with the car all the time? After all, business class is not the case when a car is bought for the sake of bright sensations, balance and versatility are important here. But at the same time, it’s great that there is a choice: a sociable BMW or a detached Audi.
The smoothness of the course in this class always depends on the configuration. BMW got an M-suspension, and Audi-with adaptive shock absorbers. But both cars have other suspension options among the options (as well as wheels of different sizes), which greatly change the smoothness of each model. Therefore, with a reservation about specific performances for comfort, we can recognize parity.
Both cars have a good reserve of wiry strength and energy consumption, but in some situations the chassis is too hard. Only in different conditions: BMW shakes on smooth waves, and Audi-on sharp bumps. Taking into account the orientation of these versions to the driver, and not the rear passenger, it is quite an adequate balance — neither the “five” nor the “six” is perceived as a weak-willed sofa.
By the way, about sofas. One of the cars does not take on too much and does not try to seem like an executive sedan. Both Audi and BMW have quite trivial seats on the back sofa: there is enough legroom (the roulette showed the same values), but hardly more than in some Camry; many amenities in both models come for an additional fee; and all sorts of extra gadgets for passengers, like monitors or electric seat adjustment, are not provided. Details: Audi (here’s a surprise) has a slightly more pronounced lateral support for the back of the sofa, and BMW has a wider interior by a centimeter or two.
But in the front part of the cabin, each car sets its own mood: BMW offers smooth lines, mechanical keys and colorful graphics on the displays. Audi is an angular architecture of the front panel and door cards, ubiquitous sensors and calm interfaces in muted tones. Both salons with minimal changes have long been found on other Audi and BMW models, so nothing new can be found here. The main difference is in the atmosphere: the” five “will appeal more to connoisseurs of classics, and the” six ” – to adherents of the digital avant-garde.
Like many gadgets against their analog counterparts, Audi is inferior to BMW in terms of emotions. Yes, the A6 is more surprising at the first contact with the car, but it passes quickly. And here there is a meditative effect: the problem of moving in space is simply solved. Effectively and imperceptibly. But it’s hard for me to imagine the impulse: “I’ll go for a ride on my favorite A6 in the evening!” And I don’t deny such a thought with BMW: to beat the diesel engine, load the chassis in turns and feel nostalgic for the old times in the industry, looking at the orange-illuminated pictograms of mechanical keys.
But you will want to go on business in the morning rather on Audi: there are no displays sticking out and not full of a palette, the engine is quieter, the steering wheel is lighter. A car requires less attention to itself, so it is somewhat easier to live with it as a vehicle. But as an expensive thing, which in addition to a utilitarian purpose should also just please, BMW looks more profitable. There is more character and charisma in the” five”. At the same time, none of the models is superior to the other one so much that there are reasons to choose based on something other than the notorious ideological preferences. According to formal criteria, it is a combat draw.
Gone are the days when Chinese crossovers were compared only with each other and with goods from the Aliexpress platform. And at the same time, all the discounts that brands with outlandish names gave us, and we, in turn, their products, disappeared. In recent years, it has improved more rapidly than that of Koreans, Japanese, and Europeans, although this was mainly the effect of a low base. But now, when prices are brought to a single denominator, it has become easier to compare. Here, for example, is a new version of the famous Geely Atlas-now with a typical smartphone set-top box Pro. This new, but still far from ideal crossover at the end of the trip left me slightly perplexed: can the Chinese really do this now?
And Atlas Pro, being a crossover of quite ordinary characteristics, not only did not beg for mercy in difficult conditions but also gave an unexpected bonus. Driving pleasure! The redesigned chassis turned out to be so cool that it is difficult for him to come up with a task beyond his teeth. The energy intensity is almost rally-raid — you can close the shock absorbers only out of curiosity or if you rush over potholes with a blindfold.
The flip side may be the feeling that it is too harsh. A colleague who has fresh memories of the Atlas of the last generation claims that it is much softer. But in any civilian suspensions, softness is not only comfort but also almost always at the same time pliability, which does not allow you to drive headlong and under the wheels without looking.
And on Pro, this is possible and necessary. And then what is considered a comfortable suspension? The one that rides “softly”, gently swaying, but inevitably passing in harsh conditions? Or dense, more shaking, but moreover assembled and armor-piercing? It depends on the priorities, habits, and calibration of the driver’s vestibular apparatus.
But the second option is closer to me — with it, the car is much more versatile due to the stability and predictability that the chassis provides, regardless of the quality of the coating and the presence of it in general. After all, comfort is not only the physiological feeling of a feather bed under the coccyx but also the psychological confidence of the driver that everything is under control.
And it is interesting to control the Pro, because the balance of handling is wonderful, despite the huge mass of more than 2 tons. Instead of the expected nose slip, Atlas clearly pulls off all four, and in tight turns, you can draw a trajectory not only with the steering wheel but also with gas. And under a good provocation, and on a primer, you can generally depict a rally-controllability and energy intensity allow.
Why do this on such a car? Firstly, because it is pleasant to play with it, especially given the fact that crossovers by definition are not intended for this. It’s fun! And secondly, because this is the only way to move really fast since the Atlas Pro speakers have no reserve.
But the lack of a good acceleration is not a verdict, but just a tricky asterisk to the original task. The driver needs to gain speed and reset it minimally so that he does not accelerate again for an eternity. Riding using inertia is not only exciting but also a little useful: there is less consumption of pads and fuel. And it is made safe by a competent suspension setup, adequate electronics, and surprisingly tenacious Chinese Giti tires.
Of course, few people will go as far in the management of the Atlas of Missile Defense as we do with our colleagues in the professional formation. But even with a quiet ride, driving a crossover is easy and pleasant. Except for one, but a big nuance.
The robotic transmission of the Atlas Pro all-wheel drive is configured with a priority to protect the clutches so meticulously as if they are made of precious metals. Therefore, no choice of power plant modes or driving techniques will make the crossover close the friction pair faster. As a result, it is almost never possible to comfortably fit into the window of the city flow.
And you can safely start from the intersection under the last digits of the traffic light countdown — the lag between the driver’s team and the start of acceleration is so great! You can get used to it, but why should the driver do it at all? Moreover, at highway speeds, the box also switches sparingly, but it is easier to calculate the acceleration on the move than, for example, starting from an adjacent road of an unregulated T-intersection.
The declared dynamics “from 10 seconds to a hundred” raises great doubts: when the driver of the local Chelyabinsk Grant began to gas up on the “pole position”, for the sake of a joke, I decided to play along with him. The newest Chinese crossover and the popular Russian sedan went from the traffic light level to the conditionally permitted 80 km/h! Well, where are we under the hood of 177 horses and 300 “Newtons”?
Most of them are eaten by a 7-step robot with an acute instinct of self-preservation. And 300 N*m is actually 255. Because the power plant of the Atlas Pro is “soft-hybrid”: with a 48-volt starter generator, which is not only powered by a turbo engine, but can also help rotate the crankshaft itself, adding short-term 50 Newton meters.
This should work mainly at urban speeds and provided that the separate battery of the system located in the trunk is charged. One more declared profit is the possibility of rolling motion, when the electronics opens the transmission, the internal combustion engine is jammed, and the accumulated energy is responsible for the functioning of all amplifiers and other onboard electricity consumers. But in fact, the driver does not particularly notice either the “electric bus” mode or the activation of the rolling motion. It feels like a regular turbocharged low-volume car. And this is probably for the best.
Because you do not need to pay attention to the operation of the power plant — the Geely Atlas Pro already has something to “load” the driver with. The salon has a similar architecture to the Tugella-with all its pros and cons. That is, a comfortable fit in the seats, decent materials, and modern design. As well as an overloaded digital device and an unpleasant to use, albeit functional multimedia. And strange decisions like not being able to start until the driver is strapped in. Significant differences in favor of the Atlas Pro from the Tugella are a normal, non-addictive transmission selector and better visibility back.
But the most important thing to keep in mind when choosing a crossover car is that the masters are also far from sinless. And this will soon be illustrated by our test of a restyled Tiguan against a Tugella. Crossovers from China are about to stop being catching up, and in one or two generations they will be able to set trends with might and main. And already now they are quite worthy of consideration as an object of investment of a very significant amount. The only question is: pro what the owner will tell the neighbor in the parking lot with pride, and pro what — with regret. Compromises cannot be avoided, but this applies not only to Chinese cars.
Maybe we are not thrilled with the coolest Jaguar F-Type, but we already miss it. He clings to an era that… no, it’s not going away. She’s already gone, and we’re just getting ready to realize it. The main bully of the Old World has begun a tactical retreat from his previous positions, and we want to remember what he is now, five minutes before the automotive world changes forever. In this material-four author’s columns of the editors of “Motor” and a cameo of the legendary Jaguar E-Type of 1963.
It is naive to believe that fast cars are needed so that their owners always have time everywhere. You can really rush behind the wheel only under the checkered flag, but a racing car and a road car are completely different things. Therefore, the main thing for which we so covet sports cars is emotions.
The thrill of domination and struggle, ecstasy and adrenaline rush, dopamine reward, and other similar experiences. For their sake, we get behind the wheel of a sports car. And the choice of a specific model depends on the proportion in which these ingredients are mixed. Therefore, manufacturers make sports cars unlike each other: loud and quiet, violent and delicate, brutal and refined, fast and not very.
The Jaguar F-Type R has its own unique formula that determines the range of entertainment available to the driver. The powerful 5-liter V8 with a mechanical supercharger provides “warp” thrust at any time and in any gear of the 8-speed automatic. In addition, after the recent restyling of the F-Type R, the box was reconfigured to a higher rate of fire on the model of the XE SV Project 8 hyper sedan, and the engine version was taken straight from the more powerful pre-styling F-Type SVR, now abolished.
Therefore, now there are 575 power forces and 700 “newtons” of torque, and at your disposal 300 km/h of maximum speed and 3.7 seconds to a hundred. Cool, but not a record — with similar power, the 911 Turbo is almost a second faster.
Just I will not undertake to claim that the acceleration of Porsche is more exciting, because Jaguar takes its voice. Unfortunately, after the restyling, the “Eureka” began to sound a little paler — under the pressure of standards, engineers had to add filters of nitrogen oxides and soot particles to the exhaust system.
But if you don’t know how the old F-Type R growls, then the current one is incomparable. And it’s not enough for me after once I was literally shot through by the Jericho exhaust of an F-Type prototype for the Pikes Peak race. I have never heard of a more deafening internal combustion piston reactor in my life.
To make the drama of acceleration match the soundtrack, the F-Type R is equipped with an all-wheel drive. But due to the fact that the design of the power plant turned out to be massive, transverse overloads are less impressive than longitudinal ones. In turn, the “Eureka” is banal heavy, and restyled wheels with expanded tires by 10 mm and a reconfigured suspension are trying in vain to disguise this.
To feel the real difference, you should take a ride on the version with a 300-horsepower turbo-four, in the chassis of which nothing has even been improved. Half as many driving wheels, cylinders, and power — and more fun! Because minus 200 kg of curb weight. We just need the right track, which we practically cannot find outside the Black Sea coast. So if you stay away from the track, then the chances of feeling the “wide bone” of the F-Type R are at least.
The worst Jaguar of our days is cool precisely because it does not require the driver to have the ability to enjoy driving. He himself offers simple and affordable tricks and joys. Show off, growl, shoot from the stop line, go on a trip.
I was thinking about it, trying to enjoy his glorious ancestor-attracted for a photoshoot by an early E-Type. The continuity of silhouettes does not guarantee a common spirit: unlike the F-Type, the ancestor does not have the energy of a sling. But in turns with him, there is a completely different level of dialogue: according to the degree of unity of technology with a person, the trip is more like controlling a skate or a bicycle!
The same applies to the fight against the” projectile”: I relaxed a little — and everything immediately went wrong. The transmission in our E-Type instance has been replaced with a synchronized Getrag (due to the design, it is almost impossible to drive on the original one), but the selectivity of the drive still resembles the UAZ one at best. The brakes are sluggish, and the landing is far from sporty-the associations are similar.
But the visibility of the panoramic bathyscaphe, the springy reactions of the chassis, and the unclouded communication on all controls turn the ride into an exciting job, where the buzz is mainly from the process, not from the result. Once, probably, it was the opposite. To say this with confidence, you would have to ride on other legends of the 1960s. After all, every car should be evaluated in the context of the era, and the modern F-Type R is no exception.
If earlier sports cars sinned with extra stress, now they are overweight. Back then, well-sealed doors were already considered comfortable, and today a fool-proof sensor is hidden under the trunk seal, so as not to pinch something with an electric drive. Then the engine’s voice sounded from under the hood, but today it depends on the position of the flap under the rear bumper. In 1963, the flap was generally the only one-in the carburetor. And it will be possible to smoothly overcome the resistance of its tight spring only after long hours of rolling into the car.
Thanks to our time, there is no need to fight with the F-Type R at all: sit down and have fun. And if you want more subtle materials, then for the same 10 million rubles you can find a good copy of the classic E-Type.
I always read the “STSK” of test cars: sometimes it is a real storehouse of creativity of traffic police officers and ready-made humorous blanks for stand-up. So this time, after receiving the documents and keys from the orange Jaguar F-Type, I look at the laminated card. In the column model, it is written: “Jaguar Ef-Type with a motor…”. This time there are no jokes, here I completely agree with the inspectors — this motor is worth a separate mention.
A five-liter compressor “eight” with a capacity of 575 horsepower, which on a pre-styling coupe sounded like that mother is dear. A special thrill was in the launch of “on the cold”: you leave early in the morning to shoot, get into a car parked in a typical courtyard “box” of houses where the acoustics are like in an opera house, press the Start/Stop button pulsating with red illumination and…
Snap! Alarms of nearby cars are triggered, a child started crying on the first floor, a cat was crying somewhere, a flock of sleepy pigeons scattered, and it seems that even the gods are beginning to look at you disapprovingly. It seems to be uncomfortable in front of people, but the Jaguar mumbles so beautifully, warming up, that you can’t help but giggle nastily. And if you press the gas at this moment… Wow, fire!
And here I am in anticipation. I press the engine start button of the updated Jaguar F-Type and … nothing. I mean, the engine starts, of course, but there are no thunderclaps and the asphalt does not crack under you. Quiet, calm, and even ordinary. The smile slips from his face — disappointment. I press the button on the central tunnel that opens the flaps in the outlet-in theory, they were supposed to make it almost straight-flow. But nothing changes, although, on the pre-styling F-Type SVR of the same power, the difference was immediately audible even on a standing car. Disappointment in the square.
Yes, yes, I know. Ecology and that’s all. Additional particulate filters in the output, the necessary reduction of carbon dioxide emissions, and noise restrictions in European cities. All this makes supercars not so fun anymore, and in the case of the Ef-Type, not so rebellious and daring.
Although this does not mean that the Jaguar F-Type has ceased to be cool. The appearance is supermodels, the engine is crazy, the acceleration is powerful and assertive, like a launch vehicle taking off from the launch table, and the same sound of an angry, wheezing jabberwocky manifests itself after 3500 revolutions per minute when the engine reaches the maximum 700 Nm of torque. That’s only when the good old F-Type manifests itself. However, you can only drive in this mode on a race track.
In the urban flow, the updated Jaguar F-Type is comfortable and civilized. The roughness of the road does not bother you much, there is nothing in the cabin that prevents you from enjoying the 770-watt Meridian audio system, and the heavy steering wheel, and all-wheel drive with an emphasis on the rear axle allow you to get high in swirling turns.
You can make the car a little more angry by turning on the Dynamic mode, although it is not needed for ordinary roads and is redundant — everything in the behavior of the coupe will become too sharp.
“Jaguar Ef-Type with a motor”, a multi-liter compressor eight-cylinder engine, which, due to the same environmental standards, will probably soon disappear after its menacing voice, is no longer a shameless villain. He is no longer so sharp and emotional, although he is still cool and sometimes scary in anger. But it is no longer possible to explain to yourself with this “happens” why it is worth spending 10 million rubles on an Ef-Type. Although earlier I would have voted for” Yaga ” with all my hands and feet. And because of this, it becomes sad.
I really love sports cars! But most of all from afar. It is worth shortening the distance to get to know each other better — you will definitely hit your head on the low roof, you will sit at a waddle, resting the back of the chair against the back wall… And you will look at the world as if through the slot of a mailbox. In general, it’s all masochism and posturing.
But the duty of a car journalist is above all! If the motherland asks — we will choke on oysters (crossed out) we will ride on a Jaguar F-Type.
The Jaguar F-Type is an example of the fact that nothing dies in the world of ideas. And at the same time — an example of a tragically long way to customers.
A small two-seat sports car with a concise design that could really replace the legendary Jaguar E-Type, the British began to make back in 1980! — after it became clear that the large and heavy XJ-S coupe is not popular with customers.
The XJ41 / XJ42 project was greatly delayed, it was changed again and again until it was closed ten years later.
In the early nineties, racing driver and engineer Tom Walkinshaw tried to make a new sports Jaguar, then he worked closely with an English firm — we all know the fruit of the work of his engineering bureau and designer Ian Callum under a different brand: that project turned into an Aston Martin DB7 as a result.
Then there was the F-Type concept car of the two-thousandth year on the chassis of the S-Type sedan, which was hacked down in the name of fighting unnecessary expenses…
And I am afraid that the current F-Type, codenamed X152, will not become the last car of this kind from Jaguar — after all, sales worldwide, even in the best years, only slightly exceeded ten thousand cars, and now it does not even reach five.
But looking around it is not an example more interesting than numerous crossovers. Including Jaguar ones (sorry, guys, who drew F-Pace and E-Pace — I didn’t mean to offend you!). The short rear overhang, the falling hood of the cab, the laconic plastic of the sidewalls with a passionate tide on the end of the door-shine!
By the way, a rare case: the restyling made the car more expressive, turning the Jaguar’s amiably surprised face into a real grin. 575 forces of the F-Type R P575 version with a compressor “eight” – why not grin! However, what am I doing: the most modest Jaguar with a two-liter “four” with a capacity of 300 forces has almost the same “muzzle”.
Behind the door, which opens with a daring flip-out handle, no “badges” were found (except for black leather). The landing is comfortable, despite my 190 centimeters, the visibility was very decent, and the panoramic roof gave light and space, which are so lacking in the interior of many coupes. You can drive at least every day!
Knowing that there is a compressor V8 under the hood, you expect that even a trip to Auchan for groceries will be something special. But the power unit is very restrained as if it is an ordinary sedan (or is it the fault of the noise standards?) Only at full throttle, he performs a solo on the exhaust pipes, for which many people buy such cars… But you can not take away the bright appearance of the Jaguar: it will attract attention anywhere. In general, the choice of real extroverts (without masochistic tendencies!)
I’m not happy with the talk that everything was better before, and I’m wary of catching any retrograde thoughts. But this time there is no doubt: with the restyling, the design of the F-Type has lost the integrity and completeness that sometimes allow English sports cars to laugh in the face of eternity.
The most successful angle of the F-Type is now three-quarters behind. These lantern blades, these athletic shoulders of the rear wings, and these pipes that took you in their sights… Actually, this was the most successful angle before. And now he is generally the only true one. I don’t want to look at the front part transplanted from other models.
One of the previous elements of the front was not accidental — the lines of the sidewalls naturally continued in the headlights and the radiator grille. These lines flowed and fluttered, and the new headlights cut them across. It was as if the old face had been cut with a Glasgow smile. Alas, this did not add to the F-Type charisma of Tommy Flanagan.
Why the compressor V8 does not change, I understand. He will no longer have a successor, and I am glad that such an energy-wasteful power plant is still with us. But why has the interior changed so little? After all, it required revision most of all. In the previous car, I hated this unfixed automatic lever as much as I loved the rotary selectors on other, “normal” Jaguars. And here he is again in the same place. Although I miss R much less often – apparently, the drive has been reconfigured…
Colleagues have already noted how much disappointment the hushed voice of the engine brings with it. It would seem that there is nothing wrong if the F-Type with V8 is still a loud car! But this is a sacrifice to the green bores on the part of a sports car created under the motto Good to be bad!
We can’t let the villains get smaller. Because then the heroes will also be smaller. Yesterday he planned to take over the world (or at least show PornHub from a projector on the ATC wall), and today what? Throws batteries in the trash and twists the mileage of taxi Camry?
No, I want to remember the F-Type at the zenith of glory, and not now, when its sun is sinking. To fix our era, it is worth finding a pre-styling F-Type with a V8 that has not yet been asked to behave more quietly. Or even think about something atmospheric and rear-wheel drive, like the Lexus LC 500…
I am surprised at myself: for many years I considered the situation in which I would prefer a Lexus to a Jaguar impossible. And for me, this is a sure sign of how much the guys from Coventry have lost their way.
Although, perhaps, I am unfair to them. In fact, they have already embarked on a different track, it’s just too early for us to know about it. And while we are waiting for the first fruits of the new paradigm, only one thing is clear: there is no place for the F-Type in the electric future of the Jaguar.
But why, standing on the threshold of the electric era, are we so worried about the upstart Jaguar, and not about icons like the Porsche 911? Because Porsche calms us down with a Taikan — this perfect scrap, against which there is no reception. And also because the whole legacy of the 911 consists of two concepts: “the body of the nine hundred and eleventh in the form of the body of the nine hundred and eleventh” and “absolutely fast car”. Note that both of these theses are safe. Electricity, city autopilot, subscription cars – all these horror stories from the near future do not threaten the basic values of the 911 in any way.
And the F-Type has different values. Good to be bad. The appearance of Bond in a tuxedo, a fantastic voice, round-the-clock readiness to drive sideways, the last drive supercharger on this side of the ocean… Do you understand what kind of “villain” this is? I do not know such an insensitive person who does not get his eyes wet when the terminator T800, the ideal killing machine, goes into molten steel but raises his thumb in a burnt glove.
This is the best explanation of the essence of the Jaguar F-Type R in our crazy world. And in the end, what right do I have to blame this outstanding car for not being allowed to leave at the peak of its form? And since there is no other way on the planet to prolong his days, I accept him as is. Good morning, the last hero.