![]() The hybrid hardware means this high-efficiency turbo six fires up with a subtle hum into action, no starter motor sound to be heard. With the hybrid electric system boosting low-rev throttle response before the gas-fired turbocharger sees the straight-six to redline, the effect is throttle response that’s immediate, rich with torque, and very quiet. ![]() Torque-rich power is deployed across a big span of its rev range. With the orchestrated efforts of the engine and its overlapping power-adders, drivers get 355 horsepower along with impressive low-rev throttle response, all with a reasonable fuel bill thanks to the latest electric hybrid tech. OKĬome for the comfort, stay for the engine - an Ingenium-series straight six that runs a hybrid electric boost, turbocharger, and 48-volt hybrid-spun electric supercharger. You may use a different browser or device to view this in full screen. Learn more about the cars PREVįull Screen is not supported on this browser version. Hit a bump, and it’s ‘up-down-done’ from the Discovery’s body with subsequent bouncing and rebounding dialled out by the electronics.įor comfort-oriented shoppers primarily concerned with floating along peacefully and quietly, my tester (a $92,000 as-tested HSE P360 R-Dynamic) should hit the mark very nicely. Trick tech in the shocks allow them to neutralize unwanted body motions and rebound before they occur, giving a more hovercraft-like ride that sees the body (and occupants within) at rest over the wheels, much more of the time. The a daptive suspension is soft and pillowy, but never bouncy. With a central nervous system actively controlling four individual dampers on a continual basis, the Discovery’s ride feels custom-controlled to neutralize virtually every bump in the road, just right. ![]() The shocks can even suck up bumps and dips, neutralizing unwanted body motions in real time over highways and backroads. R oad and tire noise is nicely managed, and changes in road surface texture usually have less of an effect on cabin noise levels than I’d expect. It’s a comfortable ride, right down to the audible feedback from the road surface beneath. And it’s interesting to note that other major carmakers are now backing away from hydrogen altogether.On the highway it’s velvety smooth, with well-controlled noise levels leaving little more than the odd lick of tire noise, or a solid, muted ‘clomp’ from the suspension over highway expansion joints or potholes. In the UK, for instance, there are currently only 11 hydrogen stations in the entire country, compared with over 8,000 conventional fuel stations. Autocar reports JLR telling investors that it could rationalize “multiple internal combustion engines to one simplified electrified ICE, eliminating diesel and costly after-treatment systems”.īut looking further ahead, JLR has confirmed it is developing zero-emissions fuel-cell technology “in preparation for future demand”, suggesting hydrogen might fully replace the ICE range extenders when the customers and the infrastructure are ready. ![]() That’s a trick BMW used on hybrid versions of its i3 city car, and Mazda will use on the upcoming range-extender versions of the MX-30.īy switching from conventional ICE layout to a range-extender, JLR will be able to drastically reduce the number of ICE engines it needs to build. ![]() The compact “lean-burn” engine won’t drive the wheels directly, and will only be used to keep the small battery topped up. Mazda will augment its MX-30’s small battery with an optional rotary engine range extender ![]()
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