Tesla Magic Formula Reviews
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Not only will your ears thank you, but so will every motorist around you. The fun comes when it's switched to Dynamic and control moves from the computer to the Ignis Orange paddles mounted behind the steering wheel. Part of the F-Type's accelerative joie de vivre comes from the eight-speed "Quickshift" automatic transmission. This is yet another one of ZF's excellent eight-speed boxes, and - no surprise - it's not stymied when used in a performance application. Left in full auto and in the standard driving mode, it performs as admirably as any other eight-speed ZF I've tested. The fun, though, comes when it's switched to Dynamic and control moves from the computer to the Ignis Orange paddles mounted behind the steering wheel. Shifts are noticeably quicker and more aggressive, with wide-open-throttle upshifts coming with a suitably sharp jolt. On downshifts, meanwhile, the trans will easily dispatch two or even three gears at once following the requisite number of tugs on the left paddle. Those paddles themselves look great thanks to their almost anodized appearance, although they could feel slightly more premium and come with a crisper, more dramatic action.
Despite sporting such an eager powertrain and suffering from an extremely excitable right foot, I found the Jag to be a surprisingly efficient companion. Over the course of roughly 300 miles of mixed but fast driving, the Jag's trip computer showed that I was averaging about 19 miles per gallon, matching the F-Type's city economy rating. Considering the way I was pushing the supercharged V6 at every opportunity, I have no problem believing that less exuberant driving will yield the 22-mpg average rating and even approach the 27-mpg highway number. Opt for the mid-range F-Type V6 S Coupe, and you'll score a standard sport-tuned, all-aluminum, double-wishbone adaptive suspension. Said suspension can be set in one of two modes 颅- Normal or Dynamic. Regardless of which mode you select, I must say that the F-Type's ride, even on my tester's 19-inch wheels, is on the choppy side. It's not, however, unbearable. Set the suspension to normal and take to the highway, and the F-Type becomes a rather docile GT car. You'll feel the road, and you'll be abundantly aware of what's going on and just how big imperfections are, but it's not a disruptive, abusive experience.
Jag could have gone a bit softer in the standard mode, but the ride firmness here is far from a deal breaker. The 3,514-pound F-Type is a great dancer, with hardly any body roll, squat or dive. Setting the suspension to Dynamic, meanwhile, isn't really recommended if you're just planning on cruising. Bumps and imperfections are decidedly more noticeable and transmit even more clearly through those sport seats. What's remarkable about either suspension mode, though, is how stable the ride is. This is an excellently damped vehicle. There's just enough vertical motion to cushion impacts without leaving the car feeling floaty, as one might experience in the F-Type's older brother, the XK. It gets even better, though, when pushed hard. The 3,514-pound F-Type is a great dancer, with hardly any body roll, squat or dive. You can pitch it hard into corners and it will respond well, digging in and getting around. It feels flat, planted and mostly neutral, although it's very easy to get this car to misbehave by steering with the throttle, should the mood strike. It is not, however, a terribly talkative kitty.