2018 Range Rover Velar
When Jaguar entered the SUV world with the F-PACE, we raved about the excellence of their mostly ground up design. After all, they could have simply rebadged a ute from their cousin Land Rover. Now, as it turns out, it’s Land Rover doing some reverse engineering, with a new SUV based on the F-PACE, the Range Rover Velar.
If you’re not a Land Rover enthusiast, you might wonder where this 2018 Range Rover Velar fits in. Well, it’s a true midsize entry, slotting in between the larger Range Rover Sport and compact Evoque.
Engine choices are in step with the Jaguar F-Pace; 2.0-liter turbo-4s, one diesel one petrol, and a 3.0-liter supercharged V6 that rates 380-horsepower and 332 lb-ft. of torque. All work with a ZF 8-speed automatic transmission.
But lest you think this is simply old-school badge engineering, know that Land Rover engineers did indeed start with the bare bones of the F-Pace, including maintaining its 113–inch wheelbase. But from there, they created an all-new Range Rover.
And certainly a high-fashion one. With no obvious resemblance to the F-Pace; just plenty of styling cues from other Land Rovers; with a floating roof design, some snazzy fender trim, and pop out door handles thrown in for good measure. All standing on up to 22-inch wheels.
More emphasis was put on off-road performance as well. So, in addition to standard all-wheel-drive, the Velar is available with Terrain Response 2, and gets an electronic air suspension setup not obtainable on the F-Pace, at least for now anyway. And, it’s not just pretty, with a towing capacity of 5,500-lbs.
Admittedly, handling prowess has been lost in the process, as the Velar doesn’t feel quite as light on its feet as the F-Pace, but ride quality is truly sublime.
Dialing up Dynamic mode helps it feel it’s sportiest, and owners can dial in their own customized setup.
Maintaining their superior off-road image is vital to Land Rover, and the Velar is truly more capable than most will ever experience. It also feels rock solid with its aluminum monocoque chassis construction. There’s no ability to engage a low range; but the full suite of electronic aids specific for the trail, have the ability to send full power to whichever wheel is getting the most traction, getting you through just about anything you might encounter.
Of course you’re well-swaddled in Range Rover luxury while doing that, including numerous leather packages, and supremely comfortable seats. It’s a gorgeous look.
This is certainly not your father’s Land Rover, unless he had his own proprietary touch panel control system installed. Here it’s Land Rover’s new InControl Touch Pro Duo with twin 10-inch capacitive touchscreens.
With few traditional physical controls, it can be intimidating when you first hop in, but it’s a mostly-logical setup that doesn’t take too long to get comfortable with.
Rear seat passengers don’t miss out on the luxury treatment either, and space is among best in class.
As is cargo room, 34.4 cubic-ft. behind the 2nd row, 70.1 with the 40/20/40 split seatbacks folded flat.
All of that makes this Range Rover as functional as it is beautiful.
As for track work, our supercharged V6 Velar hopped off the line eagerly with good all-wheel-drive grip. The rear really squats down as you take off, hitting 60 in 5.5-seconds.
And right away, you realize Jaguar kept all of the cool exhaust notes for themselves, as here you just get some droning engine noise. Shifts are quick and smooth however, taking you through the ¼-mile in 14.0-seconds flat at a nice even 100 miles-per-hour.
It was a difficult task determining what exactly its capabilities are in the handling department. The chassis feels proficient enough, but as soon as there’s even a hint of understeer, the “safety at all costs” computer initiates “priority slow down procedures” and starts triggering the brakes.
It does exhibit only minor body roll throughout the cones however, with medium to light steering.
And just 102-feet is all it took to bring this thing to a halt from 60. Some nose dive is to be expected bringing 4,471-lbs. to a complete stop that quickly, but even that was relatively minor.
Government Fuel Economy Ratings for the V6 are 18-City, 24-Highway, and 20-Combined. We averaged a fine 21.7 miles-per-gallon on the required Premium. That makes for an Energy Impact Score slightly below the average for all cars, with annual oil consumption of 16.5-barrels and CO2 emissions of 7.3 tons.
A wide range for this Rover has prices starting at just $50,895, and stretching to at least $78,095 for an R-Dynamic HSE V6; our tester was closer to $90,000. Yikes!
Still, if you’re like us, your first response to the middle-weight 2018 Range Rover Velar may be “just what we needed, another luxury SUV”. But, Land Rover has been building posh off-roaders for longer than anybody, so it’s always good to see what they’re up to next. Now it’s up to the rest of the segment to see if they can keep up with the Velar.
Specifications
- Engine: 3.0 liter
- Horsepower: 380
- Torque: 332 lb-ft.
- 0-60 mph: 5.5 seconds
- 1/4 mile: 14.0 seconds @100 mph
- EPA: 18 mpg city / 24 mpg highway,
- Energy Impact: 16.5 barrels of oil/yr
- CO2 Emissions: 7.3 tons/yr
2025 Infiniti QX80
Infiniti’s Flagship SUV Sets A Course For Extravagance
This full-size Infiniti QX80 started out as the QX56, a hastily rebadged version of Nissan’s truck-based Armada full-size utility. That was in the early 2000s when the luxury SUV craze was exploding. It wasn’t as much as a game-changer, as it was “try to keep upper”. Now, this new QX80, Infiniti is promising to “Reimagine the luxury SUV”. Let’s see if Infiniti has turned their imaginations into reality.
Well, if over the top is what Infiniti was shooting for in the all-new 2025 QX80, mission accomplished. There’s an overall feeling of extravagance here that we haven’t experienced from Infiniti in quite some time.
It’s not just the open pore ash wood trim with aluminum inlays, 24-speaker audio, and plush quilted leather seating; there’s also nicely integrated ambient lighting, a massive glass roof, plenty of tech, lots of active driving assistance, and even chilled center console storage. Forward of that is a dual touchscreen setup; the top 14.3-inch touchscreen for infotainment sits next to the digital gauge display in a single housing; while just below, there’s a 9-inch one for climate controls.
You are reminded this is still a body-on-frame utility the moment you have to climb up into the cockpit, but there’s also the commanding view of the road that comes with that. Captain’s chairs are standard for the second row, but a three-place bench is optional with all trims except for top Autograph which comes exclusively with these climate-controlled massaging chairs, along with a touchscreen control panel. The third-row experience is great, too, with heated leather seating, and adult size room for three.
Now, there is a whole new experience coming from under the hood. The last gen’s V8 has been replaced with a new twin-turbo 3.5-liter V6 rated at 450 horsepower, 50 over the V8. More notably, torque is up by more than 100 lb-ft to 516. Transmission is a nine-speed automatic, two more gears than last year, with rear-wheel drive standard, four-wheel drive an option. Max tow rating is 8,500-lbs.
And at the test track, it did pull strongly off the line, getting up to speed in a hurry with the 0-60 sprint taking just 6.3 seconds. There is roughly 3 tons of weight to push through the quarter-mile, but that twin-turbo does it well, finishing in 14.7 seconds at 95 mph. Gear changes are incredibly smooth, while not hindering acceleration in any way.
It's an impressive looking utility from any angle.
In panic braking runs, there was some fade and a considerable amount of nosedive, but our average stopping distance of 115 feet is not bad for a vehicle as big and heavy as the QX80. Last gen, the QX80 moved from the Titan truck platform to the global Patrol SUV chassis, which shifted the vibe from budget Escalade to Lexus LX fighter. The attending improvement in ride and handling was the real bonus, and that largely continues for this gen with air suspension and Dynamic Digital Dampers on all but base QX80s. While we could certainly feel all that weight through our cone course, body roll was well-controlled and without significant oversteer or understeer.
It’s an impressive looking utility from any angle, starting right up front with the big “bamboo forest” grille. The overall shape is boxy, but all body panels are smooth; and for better or worse, Infiniti joins the flush door handle fad. Look for its “Artistry In Motion” design theme to work its way down through the rest of the Infiniti lineup. All QX80s ride on 22-inch wheels except for base Pure trim which makes do with 20s.
A full power play includes standard motion-activated rear liftgate and power operation of both second and third row seats, expanding cargo capacity from 22 cu-ft behind the third row to 59 behind the second, and a max of 101.0 cu-ft with both rows folded.
Government Fuel Economy Ratings with four-wheel-drive are not great: 16 city, 19 highway and 17 combined. We averaged 18.6 mpg of premium. That’s a much worse than average Energy Impact Score, using 17.5 barrels of oil annually, with 8.6 tons of CO2 emissions.
Driving such a PUREly LUXEurious SENSORY overload, you’ll probably be expecting people to want your AUTOGRAPH, which we’re guessing is how Infiniti came up with their grade structure; pricing starts with Pure at $84,445 and climbs to $112,590 for Autograph.
The 2025 Infiniti QX80 is a massive SUV that delivers massive amounts of power and luxury. They aimed for the moon here and have clearly blasted themselves into a much more competitive orbit in the big buck, big hauler, sport-utility galaxy.
Specifications
As Tested
- Engine: 3.5-liter twin-turbo V6
- Transmission: 9-speed automatic
- Horsepower: 450
- Torque: 516 lb-ft.
- EPA: 16 City | 19 Highway | 17 Combined
- 0-60 mph: 6.3 seconds
- 1/4 Mile: 14.7 seconds at 95 mph
- Braking, 60-0 (avg.): 115 feet
- MW Fuel Economy: 18.6 mpg (Premium)
2025 Honda Civic Si & Hybrid
More Fun, More Refinement, More Civic
If you’re looking at buying a Honda Civic Si instead of a standard Civic, chances are, you’re the kind of driver that actually enjoys being behind the wheel and wants a fun-to-drive car that injects some pure enjoyment into your daily grind. Well, good news! There’s an updated Civic Si that promises to deliver more fun and refinement than ever!
The 2025 Honda Civic Si spearheads a revised Civic lineup that also sees the return of a Hybrid to the roster, something that’s been missing since 2015. This 11th-gen Civic first arrived for 2021, and gets a slightly more aggressive look for ‘25 with an updated front fascia and grille.
And while it remains available as either a four-door sedan or five-door hatchback, the Si comes only as a sedan with a hex pattern grille, gloss black trim and aero enhancements, both up front and in the back, with a decklid spoiler. Other Si upgrades include larger brakes and 18-inch V-spoke wheels for the optional summer performance tires.
Honda claims the chassis has been stiffened and the suspension retuned for 2025; and it certainly makes for a fun driving little car, though it’s hard to call this current Civic little anymore, as dimensions and interior space are more midsize these days. Under the Si’s hood is Honda’s tiny but mighty 1.5-liter turbo-four engine, furiously spinning up its 200 horsepower and 192 lb-ft of torque. The Si comes exclusively with a six-speed manual transmission with a miniature shift knob and very light clutch enhancing its definitely playful vibe.
At our test track, once we got some heat in the front tires and figured out the best traction control settings, we were able to rip off consistent 6.9-second runs to 60. Not crazy quick, but the free-revving engine and manual trans made for a totally engaging experience. Our best quarter-mile, 15.1 seconds at 94 mph. But it was in our handling course where the fun really jumped up, slicing through the cones like we were in a video game. Yet it also felt well planted the entire time, grip was plentiful, and body roll minimal. Consistency, too, in braking runs, repeatedly stopping in a mere 92 feet from 60 mph.
Our handling course [is] where the fun really jumped up, slicing through the cones like we were in a video game.
No matter which Civic you choose, you’ll get plenty of standard content, including auto climate controls and illuminated steering wheel controls, plus more color choices for ’25. The funky lattice-style dash trim carries over, the Si getting racy red accents and manually-adjusted cloth seats that definitely are sporty. While over in the Hybrid, things take a classier turn with Sport Touring getting leather-trimmed seats, the 9-inch version of their touchscreen infotainment setup with Google built in, a 10.2 digital instrument cluster, 12-speaker Bose audio, and wireless phone charging.
Following Honda’s current marketing strategy, the returning Hybrid will be available in upper trims only, specifically Sport and Sport Touring. It uses a combination of naturally aspirated 2.0-liter I4 engine and Honda’s Two Motor Hybrid system for a 200-horsepower total. Yes, that’s exactly the same as the Si, and the Hybrid setup out-torques bigtime with 232 lb-ft, 40 more than the Si.
The hatchback’s Government Fuel Economy Ratings are 50 city, 45 highway, and 48 combined. We only managed to wrangle 43.5 mpg of regular in our wintertime driving loop.
The Sedan’s numbers are a little better than the hatchback’s; and while that additional fuel economy is great, with all of that torque, the new Civic throws it back to the original Accord Hybrid, having a bit of a performance bent to it, including a Sport Drive mode that heightens throttle response and tightens up steering. It also gets a unique gauge display and active sound inside the cabin. There are also four levels of regen braking with shifter-style adjustment paddles on the back of the steering wheel. And unlike the Si, you can get the Hybrid as a five-door hatchback, which most of our staff really enjoy looking at and everyone can appreciate its 24.5 cu.-ft. of cargo space and folding seatback flexibility.
Civic pricing starts at $25,400 for a base LX sedan. Hybrids start with Sport Hybrid at $30,100. The hatchback is a bit more at $31,300. Si comes in at $31,400, just below the range-topping Sport Touring Hybrid at $33,100.
While at times the Civic has been more of a blank canvas that buyers could customize to make it their own, this 11th-gen already offers something for just about everyone, whether you’re a high-revving gear shifting driving enthusiast, a luxury-minded fuel sipper or something in between. The 2025 Honda Civic is the total package. One high quality, not-so-small car that delivers more fun and more refinement than ever.
Specifications
Civic Si
- Engine: 1.5-liter turbo-four
- Transmission: 6-speed automatic
- Horsepower: 200
- Torque: 192 lb-ft
- 0-60 mph: 6.9 second
- 1/4 Mile: 15.1 seconds at 94 mph
- Braking, 60-0 (avg): 92 feet
Civic Hatchback Hybrid
- Engine: NA 2.0-liter I4
- Transmission: eCVT
- EPA: 50 City | 45 Highway | 48 Combined
- Horsepower: 200
- Torque: 232 lb-ft
- MW Fuel Economy: 43.5 mpg