Jaguar F-Pace SVR Edition 1988 Review: An Epic Trip to a Legendary Racetrack
Pros
- One of the last supercharged V-8s
- Great balance between sport and luxury
- Comfortable seats
Cons
- Thirsty engine
- Bad sun-glare from center console
- Edition 1988 upgrades too subtle for some
It's a warm Saturday afternoon in Paris and I've just been handed the keys to a 2023 Jaguar F-Pace SVR Edition 1988. "We'll pick it up in London on Tuesday morning," say the folks from Jaguar Special Vehicle Operations before waving goodbye.
Racing History
The Edition 1988 version of the Jaguar F-Pace SVR SUV celebrates an epic Jaguar win in the 1988 24 Hours of Le Mans endurance race, a victory that ended a 31-year drought in the world's greatest sports car race for the storied British marque. The Edition 1988's deep purple-black paint—Midnight Amethyst is the color—with gold detailing pays homage to the purple and yellow highlights on the livery of the Jaguar XJR-9 that crossed the finish line in first place shortly after 3 p.m. local time on Sunday, June 12, 1988.
The race had been a close-run event. Dutchman Jan Lammers, who had shared the No. 2 Jaguar with fellow Formula 1 driver Johnny Dumfries and promising newcomer Andy Wallace, began the final lap just 100 seconds ahead of the menacing Porsche 962 driven by talented all-rounder Klaus Ludwig, whose teammates were five-time Le Mans winner Derek Bell and the fast and versatile Hans Stuck. Lammers held on, though, and Jaguar finally ended Porsche's seven-year Le Mans domination.
That year was the second-last without any chicanes on the famous Mulsanne Straight to slow the cars. During the race, the slippery WM-P88 Peugeot driven by French driver Roger Dorchy hit 252 mph just before the gentle right-hand kink—now the site of the second chicane—that led into Mulsanne Corner.
The Jaguar XJR-9 topped out at 245 mph. "They tell me you can overtake slower cars at the kink without lifting," Wallace told the U.K. 's Motor Sport magazine at the time, "but I'll practice that when the track's clear." This is the same Wallace who 30 years later would drive more than 600 miles at more than 245 mph while testing for his record-breaking 304-mph run in the Bugatti Chiron Super Sport 300+.
It's an intimidating place, Le Mans. Always has been. Always will be.
On a Different Track
Photographer Charlie Magee and I are not bound for Le Mans, however, despite the French circuit's obvious connection with the 2023 Jaguar F-Pace SVR Edition 1988. Instead, we head to the site of another French racetrack, now long-forgotten. A track that was arguably even more intimidating than La Sarthe, and that for 30 years many regarded as a rival to Germany's legendary Nürburgring Nordschleife: the Circuit de Charade, near Clermont-Ferrand in central France.
Completed in 1958, the Circuit de Charade swooped and swept around two of the extinct volcanoes that provide the dramatic backdrop to the city where the Michelin brothers founded their eponymous tire company in 1889. The last race held on it was in September 1988, just three months after the XJR-9's epic Le Mans triumph.
Charade packed 50 corners and more than 500 feet of elevation-change into a single, mad five-mile lap. "I don't know a more wonderful track," said Stirling Moss after winning a Formula 2 race there in August 1959. Indeed, "The circuit of Charade ranks among the best and sorts out those who can drive from those who are just trying to kid us," as the doyen of F1 reporters, Denis Jenkinson, wrote in 1972.
And Jenks, who had ridden along with Moss to win the 1955 Mille Miglia, one of the greatest drives in motorsports history, was right; just four F1 grands prix were held at the Circuit de Charade between 1965 and 1972, and each was won by a driver who would finish the year as world champion: Jim Clark (1965), Jochen Rindt (1970), and Jackie Stewart (1969 and 1972).
Jaguar's Stonking SUV
It's more than 250 miles from Paris to Clermont-Ferrand, most of it on smooth and beautifully maintained autoroute. Once clear of the mercifully light Saturday afternoon Paris traffic, the big Jaguar settles down to a relaxed 86-mph cruise, the engine turning just 2,000 rpm in eighth gear. It could go much faster, of course—its top speed is 178 mph—but the gendarmerie tends to vigilantly police the 80-mph speed limit, so discretion is the better part of valor.
The 2023 Jaguar F-Pace SVR Edition 1988 is based on the revamped F-Pace SVR that appeared in early 2021, a car we regarded as a thoughtful rework of the 2016 original. Its charms are still evident as the Edition 1988 rolls through the French countryside.
The Pivi Pro infotainment system consigns the clunky, miserable user experience of the old setup to the dumpster. The heated and cooled SVR performance seats not only look the part but prove notably comfortable, and the 542-hp supercharged V-8 under the hood growls agreeably when I punch the Jag away from the occasional toll booth.
One gripe: The polished aluminum trim on the center console reflects eye-searing glare if the sun is in the wrong place.
Smooth, and with power to spare, the F-Pace SVR Edition 1988 feels like a car that can cross continents in a single afternoon, a grand tourer made just that bit grander by the special paint and trim finishes that comprise the Edition 1988 package, and by its exclusivity.
Jaguar will build just 394 examples. Why 394? That's the number of laps the Le Mans-winning XJR-9 covered in 1988, traveling the equivalent of 3,313.7 miles, roughly the distance from Miami to Seattle, in 24 hours. Also, the XJR-9's 245-mph top speed, expressed in the metric system, is … 394 kph.
Playing With Power
The original F-Pace SVR's engine made 502 lb-ft of torque, and the torque peak was trimmed in the lower gears to protect the transmission. As part of the 2021 SVR revamp, the eight-speed automatic was fitted with the more robust torque converter from the thuggish Jaguar XE SV Project 8, which allowed SVO engineers to bump peak torque to 516 lb-ft, available from 3,500 to 5,000 rpm.
As such, there's just a fraction more immediacy in the way the F-Pace SVR Edition 1988 grunts out of corners, and crisper response from the transmission, even in the regular drive mode. Dynamic mode sharpens everything up nicely, and despite the forged aluminum 22-inch wheels and low-profile Pirelli P Zero tires—265/40 up front and 295/35 at the rear—the ride remains on the civilized side of firm.
The small rotary controller to the right of the redesigned shifter makes switching between drive modes a simple, intuitive twirl of the fingertips, rather than the frustrating hunt-and-peck exercise on a screen that it was in the original SVR.
On the Road
Sunday morning dawns bright and sunny and we're on the road early, bound for Charade, the village after which the circuit was named. There's still a racetrack in the valley to the south of the village that uses part of the original layout. Now in private hands, it's closed today, but more than three miles of the legendary old Charade, still public road, is free to explore.
Local enthusiasts had in 1954 proposed laying out a street circuit in Clermont-Ferrand itself. But the disaster at Le Mans in 1955, when barely two-and-a-half hours into the race Pierre Levegh's Mercedes-Benz 300 SLR careened into the crowd on the start-finish straight and killed 83 spectators, put paid to that idea. All racing in France was canceled.
When racing resumed in 1956, 1950 Le Mans winner Louis Rosier was invited to work out the course for a potential circuit using public roads in the nearby volcanic mountains. At one point the proposed track ran six miles, but to avoid taking the race cars through the villages of Thèdes and Manson, the decision was made to build a new road from a corner near Thèdes, along a valley and up a hill to Charade.
Most of that road is now part of the permanent circuit, but we find a concrete wall that was part of the original construction on the outside of an uphill right-hand curve on the public road across from the circuit entrance. Faded remnants of 1960s-style BP logos are still visible; ghosts in the sunshine.
The road leads through the sleepy little village of Charade before plunging down the northern flank of the Puy de Charade, the larger of the two extinct volcanoes around which the old circuit looped. The corners just keep coming, sweeps and loops and kinks and hairpins, one after another, all the way down to the banked right-hander at Gravenois, the circuit's lowest point.
It's here where, despite its fearsome reputation, the Circuit de Charade claimed its only life in a car race—and there's a Jaguar and Le Mans link.
In the 1959 Formula 2 race won by Stirling Moss, British driver Ivor Bueb's BRP Cooper-Borgward ran wide on the exit of the banked turn, left the track, and hit the banking just beyond it. Bueb, who'd shared the winning Jaguar D-Type with Mike Hawthorn in the tragic 1955 Le Mans race, was thrown out of the car. He died of his injuries six days later
Such was the constant onslaught wrought by Charade's topography that, during practice for the 1969 French Grand Prix, several drivers complained of motion sickness and opted to wear open-face helmets. The latter course of action was so they could throw up, claimed 1967 world champion Denny Hulme (who would qualify his McLaren-Ford on the front row here for the 1972 French Grand Prix at an average speed of more than 103 mph).
Still a Blast Today
It's easy to see why. Even at (sort of) road-legal speeds, Charade is relentless. In Dynamic mode and with 90 percent of the torque sent to the rear wheels, the Jaguar F-Pace SVR Edition 1988 punches hard out of the corners, its supercharged V-8 snarling like an angry lion. With grunt and grip to spare, the SVR Edition 1988 is happy to play when the mood takes you.
Among the engineering changes in the 2021 SVR upgrade was the addition of an electric brake-booster. The shortened pedal travel and improved feel are invaluable on the long downhill stretches, especially into the decreasing-radius corners, as are the recalibrated steering and revised suspension bushings, all of which endow the big Jag with the agility and composure needed to cope with the constant directional changes.
The last F1 race on a track without Armco safety railing was held at the Circuit de Charade in 1970. Armco was installed for the 1972 race, and sections of it still survive near the junction of the D5 and the D767 roads on the southern flank of the volcano. The D767 was cut along the shoulder of the Puy de Charade to join the road to Charade village near the old concrete wall, allowing the development of the shorter, safer, permanent Charade circuit.
A section of the old track, now abandoned and overgrown, runs from the junction to the fence at the eastern end of the permanent circuit. And there, among the brambles, is 1972's Armco.
My heroes raced within inches of it—Jackie Stewart, Niki Lauda, Hulme, Jochen Rindt, Chris Amon, Jacky Ickx, Emerson Fittipaldi, Graham Hill, and Bell. I can almost hear the bark of the Ford Cosworth DFV V-8s that powered most of the field, as well as the howl of the Ferrari and Matra and BRM V-12s, and see the flashes of green and red and blue and white paint.
That 1972 race also ended the career of a promising Austrian driver, blinded in the left eye on lap six by a hard chip of volcanic gravel that pierced his visor after it was kicked up by the car ahead.
Helmut Marko is today better known as Red Bull Racing's Chief Advisor and Head of Driver Development, but back then he was himself no small talent behind the wheel. A few weeks earlier, he'd set the lap record on the 45-mile-long Targa Florio circuit in an Alfa Romeo T33 sports car—the day before he qualified his BRM F1 car here in sixth.
In the End
Rosier never got to see the Circuit de Charade in action; he was killed in a race at Montlhéry in 1956. But on Monday, after we'd been given access to the permanent circuit—sadly only to look at, not drive on—we visit his memorial at Rosier corner.
The modern Circuit de Charade channels the original's spirit. That's hardly surprising given the fact the 1.7 miles between the Epingle de Champeaux and Virage du Manson corners is the original. Overall, the track today has 18 corners on a 2.5-mile lap, and elevation change of 170 feet.
The modern Charade has Lamborghini Huracán Tecnica, Ferrari 296 GTB, and Porsche 911 GT3 written all over it. Sadly, its location, tucked away in central France—and the fact there's not a lot of margin for error if you make a mistake—means it's unlikely any automaker will be brave enough to host a press launch here. Pity.
It's now 1 p.m. and we have a Eurotunnel booking for tonight. Calais is more than 450 miles away. Time to point the 2023 Jaguar F-Pace SVR Edition 1988 north and head for the coast. Time for some more grand touring.
Looks good! More details?2023 Jaguar F-Pace SVR Edition 1988 PRICE $111,150 LAYOUT Front-engine, AWD, 5-pass, 4-door SUV ENGINE 5.0L/542-hp/516-lb-ft DOHC 32-valve supercharged V-8 TRANSMISSION 8-speed auto CURB WEIGHT 4700lb (mfr) WHEELBASE 113.1 in L x W x H 187.5 x 77.1 x 65.7 in 0-60 MPH 3.8 sec (mfr) EPA FUEL ECON, CITY/HWY/COMB 15/22/18 ENERGY CONSUMPTION, CITY/HWY 225/153kW-hrs/100 miles CO2 EMISSIONS, COMB 1.11 lb/mile ON SALE Now Show AllYou may also like
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There's nothing like shifting your own gears in a sports car like the 2022 Toyota GR86. With EVs taking over the market, the manual transmission is once again at risk of peril. Fortunately, a patent filed by Toyota with the US Patent Office was immediately spotted by the forums describing a complex new system to simulate the experience of driving a manual transmission, now without any of the thrilling danger of stalling.What Is It?When it comes to an EV like the upcoming Toyota "Sports EV," there is no gas engine that can stall out. That used to be the whole reason you need the clutch and a gearbox—to keep the engine from stalling, and to transition between gears, obviously. Why would Toyota bother having something like this on a car with no gears and likely near-instant torque on command?The patent filed by the Japanese brand a few months ago, but published this week, describes a system that uses a fake clutch, fake shifter, a three mode selector, and programming at the controller to simulate the experience of driving a manual transmission, just without the stalling.Full Manual ModeSo how does the patent say it works? Essentially, when you shift the "transmission shifter," the prospective EV's motor controller will increase or decrease the voltage—and, thus, the magnetic field controlling the rotor in the motor—and this effect is meant to simulate the torque feeling of each gear. There are three modes described in the patent.Both "clutch" and "clutchless" modes, as we're calling them based on what we see in the patent documents, operate this way. Some EVs do use a clutch to decouple and idle a permanent-magnet motor when it's not needed. However, that is not what is being operated in this mode. A third, automatic mode, lets the driver ignore the clutch pedal and shifter altogether, and operates as a traditional EV.The patent's clutch mode includes the need to operate the clutch pedal—and yes, there would be a third pedal in this car, but again, there is no true clutch being operated here. The voltage is changed to act as if you're not generating enough torque to move the vehicle. The motor won't stall and require you to restart it, it just won't go very fast or just won't move, like tugging on a gear or starting on a hill in a traditional car.No Clutch, No ProblemWhen operating in the other, clutchless mode, it will act similar to a DCT equipped vehicle using a regular stick shifter. You select the gear with the shifter, the controller modifies the voltage to the motor for each gear, and you "shift" through the "gears" to get the torque you want.The driver doesn't have to do anything with the clutch pedal in this mode. It's basically like knocking a normal automatic car into the "S" mode, where you can toggle "+" and "-" to control the gears with no clutch pedal.What Transmission?The automatic mode (again, our description based on what we saw in the patents) will act as a normal, "transmission-less" EV. The Toyota patent details how each mode calculates the torque the motor sends to the wheels, the torque demanded by the driver in relation to the throttle pedal and gear selector, and the amount of torque demanded by the throttle pedal position.There is even talk on how to train each mode to fit a specific driver profile with this type of pseudo-manual. It's unclear if this system would be built on current Toyota EV architecture and powertrains, or require broader vehicle development to be adapted to future cars.Early EV Conversions Did Have TransmissionsWhile early EV enthusiasts did stick a real transmission into their conversion projects, they mostly did it to try and assist the lackluster power and capacity available from lead-acid and nickel-cadmium batteries of the time, along with rudimentary controls for the motor. Most projects didn't even use the clutch or torque converter, and instead the motor was attached directly to the input shaft of the transmission.Today, thanks to lithium battery technology and controllers that can withstand higher amperes—along with much better cooling technology—you can truly build a car with monster V-8-like torque with battery power. The transmission just isn't needed as the motor actually potentially spins faster than is usable, and a reduction box is usually attached to the motor before heading to the wheels on EVs already. Perhaps plans could have this new EV "manual" replace or assist the current energy-reduction principle.Will It Stick?As a performance driver, you really want to have full control of your vehicle, but it gets tricky to continue to satisfy drivers with the input of a computer and more advanced technology. Not only is it technically obsolete, but it's also that little bit slower to shift, and it does force drivers to take their hands off the wheel. It's why a majority of race cars today utilize paddles behind the steering wheel rather than a stick that you must move around in a gate or even sequentially—speed, and a little intended safety.But we're not all racing drivers, and we have grown to love the manual transmission for the control it hands the driver. Heel-toeing into a corner to get the RPMs right is sublime. Sometimes you get a better lap time, being able to throttle the right amount of power down as you accelerate out of the corner if you know what you're doing. Some worry over major automakers pivoting to electrified technologies that completely render their charming stick and pedal technically obsolete. They want that feeling of rowing your own gears and operating a clutch. There isn't anything saying Toyota will bring this out, but it's exciting to see the brand thinking for enthusiasts, and worrying about making sure the future is still fun.
With the introduction of the 2022 Toyota Tundra, we began to wonder when we'd see the next Sequoia SUV come out. Considering the full-size three-row SUV is loosely based off of the full-size pickup, it'd make sense that a new Tundra might beget an updated Sequoia. Sure enough, it looks as though a new Sequoia is finally happening, as Toyota has begun to tease out the look of the next-gen large SUV. Even better? It looks like there might be a few stylistic references to early Sequoia models in the new one.What We Get To See, So FarFrom the looks of the teaser image above, the 2023 Sequoia's design is going to depart from the current, second-generation model, which has been around since 2007. The rear end shows just how much change to expect: Where rounded, doughy, early naughts bodylines once meandered there now live more muscular, straight edges. The tail lights also show a new "T" design fast growing familiar across the Toyota SUV lineup. They draw not only further forward and into the rear quarter panel, but also further across the liftgate.The teaser also shows that the C-pillar has adopted a piece of black trim (instead of a body-color treatment) and brings the rear quarter window closer—physically, as we can tell thanks to some exposure editing—to the back of the rear doors. Toyota also gives the rear quarter windows a new arrowhead shape with a gray, silver, or chromed piece of trim between it and the body. Also getting some potential chrome treatment on this teaser image are the door handles.The New Liftgate Design Is A First Gen Sequoia CallbackThe bumper has also changed from a straight body separation on the body to now an angular one from the lower portion of the tail light to the molded overfender, however this separation does not continue into it. With our enhanced exposure edit, we also get a look at how the rear gate blends into the quarter panels, seemingly like the piece on the first-generation XK30/XK40 Sequoia. Instead of being completely encased into the liftgate, the rear window now curves around the gate and into the body, just like the 2001-2007 models' did.Unfortunately, we can't see how the glass separates to form the liftgate as its separation is not evident in the edited image. It's possible that the last bit going into the body is just a piece of trim—either black plastic or darkly tinted glass bonded by adhesive—and the separation follows the line seen in the rear spoiler and taillight just as it did with the first generation Sequoia. Or it could be one whole piece that lifts up with the rest of the liftgate. Finally, we also get a quick tease of the wheel, which on the surely up-level trim highlighted here looks to be a black-painted aluminum wheel with a machined face.Anything Else Teased?For the moment, this is all Toyota is giving out. There is no news on available engines, drivetrains, suspension, TRD versions, or the like. We imagine that the new Sequoia will get the same engine and drive treatments as the newest Tundra short of the live axle rear. Despite the Tundra's change to coil springs, we just don't see the Sequoia backsliding from its multilink, independent rear suspension setup—recently adopted by segment heavyweights from General Motors, the Chevy Tahoe and GMC Yukon, and long a staple of Ford's Expedition—to the Tundra's live axle, however improved it might be.Given how the Sequoia's teaser train has left the station, figure on the big SUV making its formal debut sometime soon.
alfa-romeo stelvio Full OverviewProsPunchy engineStrong, beautiful designFun to drive ConsSmall infotainment screenToned-down cabinTight interiorEverything sounds better in Italian, and the badge applied to the 2022 Alfa Romeo Stelvio Veloce is no exception. "Veloce" means "quick" in English, but can you imagine a vehicle called, say, the Ford Quick or the Chevy Fast? Yeah, no. Yet in Italian, the same word sounds sexy. But best of all, the Stelvio Veloce is indeed fast, sporty, and spirited.The Veloce trim came on board for the 2022 model year, replacing the Ti Sport trim. It's the highest available model with the standard turbocharged 2.0-liter four-cylinder, which happens to be the most powerful base engine in the luxury compact SUV segment.Veloce but Not Molto VeloceWith 280 hp and 306 lb-ft of torque, there's no doubt the Stelvio has guts. Step on the throttle, and the response is immediate, and full torque is on tap from just 2,000 rpm. That's among the ingredients that make the Stelvio one of the sportiest SUVs, as is the eight-speed automatic transmission that likes to hold gears when Dynamic mode is active. Even the default Natural mode is a delight, though; the transmission is relatively snappy, and the perfectly linear steering delivers a wealth of feedback. In all modes, it's possible the Stelvio might ride a little too stiffly for some, but excellent damping takes the edges off the harshest impacts, and we enjoy having a better feel for the road.Unfortunately, there's a bit of un-veloce here: Despite that muscular turbo-four, at 5.9 seconds, the Stelvio Veloce is a little bit slower than some other compact luxury SUVs to 60 mph. The time is good overall, but in our testing it trails slightly behind the 2022 Porsche Macan (5.6 seconds), 2021 Audi Q5 (5.7 seconds), and even the last Stelvio we tested—a 2018 Ti Sport (5.4 seconds). But it's ahead of the 2022 Genesis GV70 2.5T (6.0 seconds), 2021 Acura RDXand 2022 BMW X3 xDrive 30i (6.4 seconds each).But the numbers aren't the full story. Combine its responsive powertrain with its capable, composed, and confidence-inspiring chassis, and the Stelvio Veloce is, in fact, perfectly veloce. Wherever you're driving it, the Stelvio behaves more like a lifted hot hatchback, feeling quick off the line and allowing drivers to attack back roads with a zeal that makes miles disappear faster than they might in a number of more appliance-like competitors. "I like that the steering is friction free and that the rim is thin," road test editor Chris Walton said. "This allows you to steer with your fingertips and not your palms."Overall, the experience behind that wheel is engaging, and the Stevlio's personality and captivating experience are what distinguish it from the rest of the segment—and make it the target of discerning drivers who need an SUV.Gorgeous Exterior, Subpar InteriorDespite being four years old, the 2022 Alfa Romeo Stelvio Veloce remains one of the best-looking SUVs in the segment. Like its Giulia sedan stablemate, the Stelvio has aged well and continues to look sharp even when newer models have entered the market. Unfortunately, that's not the case inside. Although there isn't anything wrong with the cabin, its plain layout lacks the attention to detail and sophistication of other SUVs in the segment.The 8.8-inch touchscreen is quite small for today's standards, and although we like its functionality and placement in the center console, the infotainment system feels antiquated and lacks updated graphics. There is no wireless Apple CarPlay or Android Auto, and it's a bit hard to explore or find what you need given the limited menu buttons.The rest of the cabin lacks the plushness we've seen in other SUVs, as well. There's nothing that will grab the attention of anyone getting into a Stelvio for the first time. The ergonomics are perfectly fine, with everything within reach of the driver, and there are hard buttons for the A/C and a volume knob, but designers missed an opportunity to make the interior more elegant and premium. In addition, interior space is a bit tight for those in the rear seats, with a big drivetrain hump that will make middle-seat passengers uncomfortable.If Alfa was aiming for a simplistic, driver-focused cabin that wouldn't draw attention from the sensational driving experience, then we suppose the layout, design, and technology make sense. But when compared against other compact luxury SUVs, the Stelvio stands out for lacking content important to buyers these days. Ventilated seats, for example, aren't an option on the Veloce, and some safety technologies standard in other SUVs (like lane keep assist) are part of a $1,495 package here. Given the excellence permeating the segment from the likes of, say, Genesis, Alfa would do well to up its game.Although lane keep assist is an option, the Veloce adds several driver assist features that were previously optional. Adaptive cruise control, blind-spot monitoring, lane departure warning, automatic high-beams, and front and rear parking sensors are now standard. Navigation, wireless charging, and heated front and rear seats are also included on all trims.Should You Buy a 2022 Alfa Romeo Stelvio Veloce?If you're looking for a sporty experience, an attractive design, and a cabin that delivers the basics, then the answer is assolutamente sì. But if you'd rather drive an SUV that focuses on comfort and interior amenities, there are better options.The 2022 Alfa Romeo Stelvio Veloce we tested checked out at $60,665, on the expensive side of the ledger. Compare that with the $64,670 of our long-term 2022 Genesis GV70 Sport Prestige with the optional 3.5-liter turbo V-6 engine, and the Stelvio suddenly feels short on value. The GV70 does a better job delivering a plush cabin with lots of attention to detail and premium materials, and it still feels sporty without sacrificing ride comfort.And yet, for a model that's only received light updates since it came out in 2018, the Stelvio is aging gracefully. It falls short in many objective areas, but every opportunity to drive it is another opportunity for fun, and that's high on our list of priorities. If it's high on yours, too, you'll likely think the Stelvio is simply spettacolare.Looks good! More details?2022 Alfa Romeo Stelvio (Veloce) Q4 Specifications BASE PRICE $53,895 PRICE AS TESTED $60,665 VEHICLE LAYOUT Front-engine, AWD, 5-pass, 4-door SUV ENGINE 2.0L Turbo direct-injected SOHC 16-valve I-4 POWER (SAE NET) 280 hp @ 5,200 rpm TORQUE (SAE NET) 306 lb-ft @ 2,000 rpm TRANSMISSION 8-speed automatic CURB WEIGHT (F/R DIST) 4,023 lb (50/50%) WHEELBASE 110.9 in LENGTH x WIDTH x HEIGHT 184.6 x 74.9 x 66.0 in 0-60 MPH 5.9 sec QUARTER MILE 14.5 sec @ 94.6 mph BRAKING, 60-0 MPH 123 ft LATERAL ACCELERATION 0.83 g (avg) MT FIGURE EIGHT 27.1 sec @ 0.63 g (avg) EPA CITY/HWY/COMB FUEL ECON 22/28/24 mpg EPA RANGE, COMB 406 miles ON SALE Now Show All
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