![]() ![]() In most respects, that’s not actually a bad thing when driving in a real world littered with post-winter potholes. While sport mode tightens things up, the Velar never feels quite as buttoned down as its Nurburgring-tuned Jaguar sibling. That means everything in the suspension and the driving dynamics feels a bit softer and more compliant, making it more suitable for uneven terrain. While the Velar shares its basic platform with the F-Pace, it has clearly been tuned to meet the expectations of a Range Rover more than an F-Type. If you’re after a truly sporting Range Rover, you’ll definitely want to opt for the blown V6 and its 380-hp It’s strange that in 2018, a mid-six second 0-60 time would be considered merely adequate when 20 years ago, that would have been sports car territory. Land Rover claims a 0-60 sprint of 6.4-seconds which is believable in sport mode. ![]() My tester was powered by the 2.0-liter gas engine which provides adequate if not mind-blowing performance with its 247-hp and 267 lb-ft of torque. All three powerplants are paired with an eight-speed automatic transmission. A 2.0-liter diesel is also available as is the lovely supercharged 3.0-liter V6. The standard setup is the Ingenium 2.0-liter turbo four-cylinder gas engine that is showing up in most new JLR products. As it was the 80-inch tall doors overhung the latch by less than 2-inches, requiring bungie cord to keep the hatch down.įor the US market, Land Rover is currently offering three powertrain options. With the back seats folded down, the total cargo area was nearly long enough to hold a pair of new storm doors I picked up from the local big box hardware store. If you need three row capability, you’ll probably want to step up to the Discovery. The back seat isn’t as cavernous as a classic Range Rover, but it is nonetheless very usable making this a full five seater. Yes the Velar I drove had massaging seats that while not as configurable or aggressive as those offered in various Mercedes-Benz vehicles, was nonetheless welcome. Tap on the seating tab and you can use the knobs to adjust heating or cooling temperature or massage intensity. For example if you switch to the climate control, each knob displays the individual zone temperatures. The two larger rotary knobs I mentioned actually have their own small circular displays embedded in them that are context sensitive. The lower screen lets you select between climate controls, vehicle settings for the terrain management systems and seating. Maps, audio controls and other features appear on the upper screen. Once you get past the sunglass issue, the interface itself is attractive and relatively intuitive. I wish interior designers and engineers would try out these displays on sunny days with sunglasses before making their sourcing decisions because it has a serious negative impact on usability. There are many displays on the market that have this problem, but there are also many that don’t. ![]() Unfortunately, if you happen to wear polarized sunglasses, no matter what angle this display is at, there is visual distortion and darkening of the screen. The angle of the upper screen can be adjusted in the display settings which helps with reachability. Once you press the engine start button, this one tilts up to what should be a more viewable and accessible angle for tapping. Again, when the vehicle is turned off, it sits at the same angle as the lower screen. Just above the fixed touchscreen is a second one with a wider aspect ratio. The lower portion is fixed in place at about a 45 degree angle and when everything is off and the cupholder covers are closed, there appears to be a single continuous surface from the center armrest until it hits the dashboard. There are also two separate touchscreen displays in the center. ![]()
0 Comments
Leave a Reply. |
AuthorWrite something about yourself. No need to be fancy, just an overview. ArchivesCategories |