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Top Gear has an Extra Gear problem | Episode Review

When the BBC announced Extra Gear, I was excited. As an avid fan of show's like The Talking Dead – companion show to AMC's hit The Walking Dead – a behind-the-scenes look at my favorite motoring show sounded promising. But with the fifth episodes of each show, I'm worried that Top Gear is suffering to keep Extra Gear interesting. We'll start with Chris Evans, inarguably the most heavily criticized member of the new Top Gear team. Evans is progressively less shouty and more comfortable filming while driving in each episode – the fifth is no different. He's almost likable in the Zenos E10 video, like a ginger James May, and he delivers accurate and eloquent driving impressions. The review is entertaining, until Extra Gear shows the producers cut a huge element – an old-versus-new sprint around the Race of Champions circuit at the Olympic Stadium in London. Former Formula 1 ace David Coulthard would drive a Caterham 360, while current F1 pro Daniel Riccardo rocked the Zenos. If the entire premise of Evans review is that the Zenos E10 is the newest of the new for British super-lightweight track toys, why did the producers decide to leave a race against the segment's standard bearer for Extra Gear? It's a baffling move, cutting a segment of the film that reinforces Evans' excitement over the Zenos. Rory Reid's Jaguar F-Type SVR piece is excellent. Fifty five years to the day after Jaguar test driver Norman Dewis raced to the Geneva Motor Show in a second E-Type for display, Reid would attempt the same feat in an SVR. If he failed, Jaguar wouldn't have a car to display. Dewis made the 750-mile trip with 13 hours of notice, and Reid would need to do the same. It's a brilliant, simple premise that reminded me of Jeremy Clarkson's so-called "Race against God" in a Jaguar XJ, way back in season 16. The history of the challenge and Dewis' gravelly commentary add gravitas. But the entire film goes by so fast. It's longer than Evans' Zenos video or Harris' BMW M2 film, but at less than ten minutes, Reid and the SVR deserved more screen time. Extra Gear poured salt in that particular wound with a great segment featuring Norman Dewis that deserved to be in the main show. Reid takes the famed test driver for a spin around the Dunsfold track, then, instead of the comedian of the week, the hosts interview Dewis on Extra Gear's couch.

2021 Jaguar F-Type is getting a major facelift

Having entered its seventh model year with only minor changes, it's no surprise that Jaguar is working on a more significant update of its F-Type sports car. Based on the spy photos of what is likely to be the 2021 Jaguar F-Type, it's getting a serious nose job. But interestingly, it also still appears to be closely related to the current model. Up front, the major change is in the headlight design. Instead of the vertical, swept-back units of the current car, the new one has low, horizontal lights. The lights are actually much more similar to Jaguar's more practical offerings such as the XE, XJ and F-Pace. The lights also have sharper angles that blend into cut lines and creases in the front end. The main grille doesn't look particularly different, but it will clearly be flanked by redesigned outboard grilles based on how well they're covered. The whole midsection seems to be carried over from the current model. This seems to kill the rumor that there would be a 2+2 F-Type. The tail end is pretty much the same, too, but the taillights lose the little round extensions inspired by the Jaguar E-Type. The wide-set tailpipes and big diffuser are like the V8-powered R model, so we expect that's what we're looking at. Since this F-Type looks to be mostly a styling overhaul, we expect most of the current powertrain lineup will transfer, too. That means a turbocharged four-cylinder for the entry-level models and a V8 for the top-rung cars. In the middle, though, the supercharged V6 may disappear in favor of Jaguar-Land Rover's new turbocharged inline-6. This seems plausible since Jaguar has already phased out the V6 on the XE, and the inline-6 is derived from the four-cylinder already in use, so it should fit relatively easily. Power should be right on par with the current car's 380-horsepower V6. In new Land Rovers, it makes between 355 and 396 horsepower depending on which version you get. We also assume all engines will still be coupled to an eight-speed automatic with no manual options in sight.

Jaguar explains the perfect driver seating position

Although the shapes of car seats are one-size-fits-all, manufacturers have created numerous ways to customize how seats are positioned in efforts to cater to the multiple sizes of drivers. Whereas old vehicles only had the options of reclining and sliding forward or backward, new cars have seats that move up, down, forward, backward, and just about any other direction. In a new video, Jaguar demonstrates exactly how to use these features to find the perfect seating position. The advice comes from Steve Iley, Jaguar Land Rover's chief medical officer. Many people only think of seating position as a means to comfort, but when dealing with posture, it can affect a person's health. Iley's first tip is to empty out your pockets, thus avoiding any impingements. That includes anything from wallets to keys to cellphones to stowed-away snacks. Before putting a seatbelt on, the driver should then make sure his or her butt is all the way to the rear of the seat and that the entire back is touching the seat. Next are the seat adjustments. Iley suggests moving the back of the seat until the driver's spine and pelvis are aligned and straight. Note in this position the driver's thighs should be resting on the seats without any pressure points. Following this step, check the distance and position of the feet relative to the pedals. Jaguar says in the correct position, the leg should still be slightly bent when a pedal is fully pressed. The driver's elbows should be in a similar slightly bent position. With both hands on the wheel, make sure the arms aren't straight and have a slight kink at the elbow. In an ideal position, the driver's shoulders should remain in contact with the seat even during turning. Last, the headrest should be aligned with the top of the head. Not mentioned in Jaguar's advice is that NHTSA urges you to sit at least 10 inches from the steering wheel — as far back as you can while still comfortably reaching the pedals and wheel — in order to minimize the potential for serious injuries from airbag deployment, and the old 10-and-2 hand position is discouraged for the same reasons. Hands at 3 and 9 or at 4 and 8 are the new norm. AAA demonstrates in the video below. If any part of this doesn't make sense, you're in luck. Both videos are helpful. This content is hosted by a third party. To view it, please update your privacy preferences. Manage Settings.