Racing Ahead With Yachant's Exotic Automobile Body Kits & Accessories
There is no doubt that for the last couple of decades, China has become one of the biggest economic superpowers, slowly overtaking the United States of America. As part of this development, China became the major supplier for many of the world's best sports cars and sports utility vehicles, some of them international brand names. Along with this craze for cars came the thrill of souping-up of sports cars to individualize them, which has led to a major industry of manufacturing spare parts and add-ons. Chinese owners of exotic cars love to dress up their superfast cars with add-ons or exterior parts like spoilers, etc., as well as to make subtle alterations to ensure that their car was unique. Many of the materials used for these alterations were made from materials like fiberglass or carbon fiber, and one of the biggest carbon fiber parts manufacturers in China is Yachant. They are based in Zhejiang Province in the mainland and for the last 15 years, they have specialized in the manufacture and supply of carbon fiber body kits and accessories for some of the biggest automobile manufacturers in the world. Over the past couple of decades, Yachant has built up their manufacturing capability through the use of the latest automobile engineering technologies like compression moulding, autoclaves, and vacuum infusion. Besides carbon fibre parts, Yachant also are one of the biggest car tuning products wholesaler in China to cater to customers who have bought different models of exotic sports cars. With the cost of spare parts, body kits, and tuning products becoming more expensive, Yachant has stepped in to undertake the manufacture and distribution of these products in China at very reasonable prices. Yachant's research and development wing have been trying their best to design and manufacture tuning products for exotic sports cars and other vehicles for over 15 years.
A caveat: before declaring this the best steering in the class, we'll reserve final judgment until we drive a North American production-spec model on in-market tires. The double-wishbone front suspension and rear integral link arrangement on S models is augmented by standard Adaptive Dynamics, Jaguar-speak for electronically controlled dampers. The system makes the most of the rigid chassis and willing steering, allowing for both excellent wheel control and proper levels of road isolation when called for. That seems to be a tacit admission that despite its chassis, the XE isn't as feathery as one might hope. The XE's excellent transient response is surprisingly unaided by a mechanical limited-slip differential. Apparently Jaguar is keeping one on the shelf for the inevitable higher-performance variants, but it isn't really required - torque-vectoring by braking technology and that properly sorted suspension helps get the job done instead. In XE guise, it delivers 340 horsepower at 6,500 rpm and 332 pound-feet of torque from 4,500 rpm. Our prototype tester - one of the first dozen pilot cars built using production tooling - didn't have all of the proper interior fitments and textures, but its early build status wasn't immediately obvious.
We could've done without the loud red and black leather in our cabin, but otherwise found a lot to like. In particular, we love the way the XE adopts the 360-degree ring that integrates the dashboard, doors, and rear bulkhead, keeping the instrument panel low and contributing to an airier cabin that still feels wrapped around its occupants. The intersection between the dashboard and door panels is particularly interesting, and the small-diameter wheel felt great in hand, its compact airbag boss leaving plenty of room to see the gauges. The seats were also a high point - we put hundreds of miles on a pair of XFs in an afternoon and emerged no worse for the wear. Jaguar Land Rover's new InControl infotainment system. We had sampled it just a couple days earlier in Iceland at the Discovery Sport launch, and it's not as intuitive or snappy as others. The tablet-like pinch and swipe control scheme means you have to look at the screen more than rival systems, and it lacks the excellent handwriting recognition feature found on German models. The only other major regret we have so far with the XE is that we're going to have to be patient for so long to get ours. While Europe and the rest of the world will start seeing the sedan on its streets soon, North American enthusiasts will have to sit on their hands. Jaguar's last attempt at a compact sport sedan left the market bloodied, having made few defenders and even fewer friends. After a galvanizing day behind the wheel, we can't envision the XE suffering the same fate.
Audi has revealed more information on the plug-in hybrid variant of its Q5 SUV that was originally launched at the 2019 Geneva Motor Show. Called the Audi Q5 55 TFSI e, it will act as a rival to the BMW X3 xDrive30e PHEV when it reaches the UK market in June, with prices starting from around 拢55,000. The Audi Q5 55 TFSI e is powered by a turbocharged 2.0-litre four-cylinder petrol engine and an electric motor, which produce a combined power output of 362bhp and 500Nm of torque. There鈥檚 a 14.1kWh battery pack on board, which Audi claims will provide the Q5 55 TFSI e with an all-electric range of 26 miles. Emissions are a claimed 49g/km of CO2, while fuel economy stands at 113mpg according to the WLTP test cycle. The German firm also states that the Q5 PHEV can reach a top speed of 84mph on electric power alone. To achieve these figures, Audi has reconfigured its Quattro all-wheel-drive system, changing it from a permanent to an adaptive setup. A bank of sensors monitor both the road surface and the driver鈥檚 behaviour and, depending on the conditions, can disconnect drive to the rear axle to benefit efficiency. Like the rest of Audi鈥檚 hybrid range, the new Q5 plug-in hybrid comes with a range of drive modes which offer either increased efficiency or maximum performance. 鈥淗ybrid鈥?mode works in tandem with the sat-nav system, optimally distributing the available battery charge across a route and reserving electric-only drive for urban areas and stop/start traffic. The electric motor deals with all light braking, recovering a maximum of 80kW of electrical energy, which can recharge the Q5 55 TFSI e鈥檚 battery pack on the move. When plugged into a conventional household 220V socket, it can be completely recharged in around six hours.