luda 1.为什么我们要来黑山试驾捷豹的第一辆运动SUV？
why did we come to the Montenegro to test jaguar ' s first SUV？
如果你看过上面的视频，你就会熟悉黑山独特的地形。
在这个没有高速公路的国度，蜿蜒的山路成为了我们本次试驾的乐土。If you have seen the video above, you should know something about The Montenegro’s unique terrain. In a country without highway, thetwisty mountain roads make up our playground.
捷豹不希望自己的第一款SUV被我们看作为传统的越野车，所以他们找到了一种更合适的办法来证明。两天超过8小时的试驾，我们都飞奔在黑山的各处急弯上，目的是考察它是否真的像厂家说的那样具备了足以打败保时捷Macan的能力。
Jaguar doesn’t want its first SUV to be seen as an off-roader, so they found a proper way to prove it. More than eight hours in two days, we were flying over variouscorners, to assess its Macan-beating credentials.
2. 论第一眼缘，F-PACE恐怕比保时捷Macan更具有诱惑力。
As to the first-sight appealing,F-PACE perhaps is more attractive than Macan.
如果你能亲眼看到F-PACE，一定会惊讶于它造型的流畅和低矮，这种效果在视觉上拉伸了车身长度。由严凯伦（Ian Callum）设计的车身长4731毫米，介于XE的4672毫米和XF的4954毫米之间。
When you see it in the flesh it’sincredible how sleek and low the F-Pace looks,creatingthe sense of length. The Ian Callum-tailored bodyshell stretches to 4731m,slotting neatly between Jaguar’s XE (4672mm) and XF (4954mm) saloons.
3.震惊：由听觉转化为视觉和感受。
Shocked, both in vision and mind
尽管是第一次试驾，但在过去一年多的时间里F-PACE这个名字已经不知在我们的笔下和耳旁出现了多少次，所以新鲜感已不是那么强烈。同样不再强烈的还有当我们第一次听说捷豹要出一款全地形车时的震惊。
Time has softened the initiallypeculiar-sounding name, and indeed the jarring idea of an all-terrain Jaguar.
但是，此刻，坐进车内，变得更强烈的是对捷豹和路虎这对同一家集团内的两个品牌的熟悉感：运动和越野这两种反差强烈的气质和谐地融为一体。典型的SUV造型的确提供了优于跑车的视野，但驾驶席感觉很是低矮；在XE上看着很是粗壮的方向盘换到更为宽阔的背景下显得异常地纤巧。
But when you get inside, you feel astronger familiarity for Jaguar and Land Rover， two brands in one group: contradictory sports- and off-road cuesgel to create a coherent whole. The typical SUV stance might afford greatvisibility, but the driver’s seat feels positioned low down, the XE steeringwheel strikingly small when presented on this broader canvas.
4.和英国车再谈谈气质。
ETHOS OF BRITISH CARS
F-PACE的市场定位和它身上的技术细节一样令人好奇：它代表了在印度人控股下的两个英国汽车品牌迄今为止足迹重合最为密切的一步行动——捷豹伺机进入一个预计增长率高达40%的市场.
Market positioning is as intriguing astechnical detail for F-Pace: it represents the closest that Tata’s British carbrands have ever come to treading on each other’s footwear, Jaguar spying anopportunity to enter a market that’s projected to grow 40%.
即便是SUV,捷豹也同样希望F-PACE能保持捷豹DNA的纯正。捷豹最运动的车型是F-TYPE，比它差一点的是XE三厢轿车。F-Pace在一定程度上成为有着F-TYPE气质的XE。F-PACE的基本定位是一款公路用车，捷豹从没计划让它以越野车的面貌出现在市场上，但一旦使命召唤它又有足够的越野能力，尽管可能没有路虎那么狂野彪悍。
Even with a SUV, Jaguar’s aim was to betrue to Jaguar DNA; their most sporting car is the F-type, followed by the XEsaloon. They wanted F-Pace to be like the XE with a flavour of F-type. F-Pace,is very much a road car, a vehicle never intended to be marketed as anoff-roader, but one that has sufficient off-road smarts when duty calls, if nota Land Rover’s outright capability.
5.就像买Macan的用户一样，坐在车里的驾驶者其实有着一颗奔跑的心。
Like those Macan buyers, drivers in F-Pace have a running heart.
在项目初期，捷豹给F-PACE设定的参考标杆是宝马X4，但后来他们把准星挪到了保时捷的小弟级SUV Macan身上。对比一下原始数据，F-PACE在敌人身上留下了第一道伤口：同样是使用3.0升V6增压汽油机的S型，我们试驾的这款车（3.0TS高性能版）最大功率为380马力，远远胜过了Macan S的340马力(二者的最大扭矩非常接近，F-PACE为450牛•米，Macan S为460牛•米)。
Early in its development, F-Pace was benchmarked against the BMW X4, before Jaguar’s focus shifted to Porsche’s babySUV, the Macan. Check the raw figures and the F-Pace draws first blood. The 3.0-litre V6 S we’redriving promises 380ps, which squares up favourably to the Macan S’s 340ps.
6.捷豹一贯的驾驶激情会因重心的升高而降低吗？
Does the lifted gravity centre lower Jaguar’s conventional driving passion?
F-PACE的方向盘比其他任何一款捷豹都明显重了许多，但反应很敏捷，车头在它的指挥下能急切地改变方向：底盘在执行方向盘的命令时绝不会拖延。在这里轻量化车身再次显出了优势：我们感觉不到沉重的迹象，凭借油门和转向可以奏出和谐的韵律，同时也免除了晚刹车时车重带来的恶果。
The steering has noticeably more heftthan other Jaguars, but responds swiftly, and jinks the nose eagerly; there isno lag as the chassis does the steering’s bidding. Low weight is crucial: itfilters out any trace of ponderousness, lets throttle and steering define therhythm, and relieves late braking from that here-comes-the-mass aftermath.
只要操作得当，你会感觉F-Pace一辆有了额外抓地力的后驱车。尽管营销部门的意见让研发部门在驾驶模式选择中加入了转向系统，但转向在标准和动感模式间的差别实在太细微了。减震器变硬的程度就很明显，油门响应也从爽脆成忙碌，换挡从专注进化成了时刻准备着。控制这些系统的按键位于换挡旋钮的后方。
Make measured inputs and the feeling isof rear-wheel drive with extra grip. Although marketing made r&d includethe steering in the drive mode selection, the difference between Normal and Dynamicis a mere nuance. The dampers firm up much more noticeably, the throttleresponse changes from brisk to busy, and the gearshift evolves from attentiveto constantly prepared. The buttons that operate the system are positioned behindthe rotary gear selector.
7.在空间上，Macan并不能算是它的对手。
Macan is not its competitor forspace.
两款车的重量都在1800千克左右，但F-PACE长了34毫米，这为它带来了更大的内室和行李空间多出150升的优势。
Both cars weigh around 1800kg, but theF-Pace is 34mm longer – for a large interior and 150 litres of extra bootspace.
如果需要准确评价，它综合了Cayenne的空间和Macan的动态表现。F-PACE的确很宽敞，坐进五个成年人带上四个大号行李厢空间都很充裕。后部略略下沉的车顶给它带来了富于动感的侧面轮廓。捷豹本该在前排椅背的地图袋里放几个呕吐袋，可他们却采用了路虎的剧院式座椅布局，第二排比前排高了10毫米。不过，即便如此，身高超过1米8的成人也能有足够充裕的头部空间和腿部空间。
In my eyes, F-Pace is Cayenne spacewith Macan dynamics. It is a spacious car, with plenty of room for five adults andfour large suitcases. The rear-lower roofline creates a poised, dynamic could’ve offered sick bags in the map pockets, but has instead adopted LandRover’s stadium seating layout, row two stepped by 10mm compared with thefronts. Very tall children of 1.8 metres and more still have plenty ofheadroom, as well as generous legroom.
8.官方宣称的“运动型SUV”能在野外独挑大梁么？
Can the claimed sporty SUV handleall terrains?
设计这样的试车路段，还说不是越野车？作为一款“运动型多功能车”，运动二字占的成分一定更大。不过，前方的道路是其他任何一款全轮驱动捷豹都会停下来认真考虑一下是否要前进的。这种情形，大概正好体现了“跨界车”的含义吧。
Putting us in such a condition, and yousay F-Pace is not an off-roader？ It is verysporting kind of sports utility vehicle. We’re traversing terrain that’d giveany other all-wheel-drive Jag serious pause for thought. Maybe this is whatmeans to a crossover.
路虎的全地形渐进控制系统（ATPC）在捷豹上也有对应，就是全路况自适应控制系统，简称为ASPC，这是一种低速巡航控制系统，应用范围是30公里/小时以下，而且静止时和行进中都可以设置。它的作用是在上山或下山时让驾驶者只关注转向，芯片会控制刹车来限制扭矩的输出。这套系统的工作依靠了三种不同的算法：雪地、冰面和湿滑草地。因此下道这个简单的人工台架，在ASPC开启的情况下，对驾驶者的要求较低，但却考验了在低摩擦系数下F-PACE的稳定性，接近角、离去角大小和底盘高度。
ASPC – short for All-Surface ProgressControl, or All-Terrain Progress Control in LR speak – adapts cruise-control techto maintain a set speed up to 30km/h, and can be set from rest or while moving.While chips apply the brakes to curb the torque flow,all the driver does is steer, uphill,downhill, wherever. The system works according to three different algorithms: snow,ice and wet grass. When F-Pace on a simple man-made rack with ASPC on, therequirement for the drive is less, but F-Pace’s stability, access and departureangles, and ride height are proved on low-friction surfaces.
9.它并没有借鉴路虎的底盘，而且实际情况恰恰相反。
It does not borrow Land Rover’schassis. And the truth is opposite.
我们的试驾车配的是供选装的22英寸轮毂和夏季胎，这样的打扮真让它去越野还不如让一个穿着西装皮鞋的人去爬珠峰。但这辆捷豹在越野方面的确借鉴了路虎的很多硬件，作为回报，它会把自己的底盘提供给路虎作为一款中等车型的基础，但会加上空气弹簧以实现可调整的离地间隙，这款车定位在极光和揽胜运动版之间，计划将于2018年亮相。
Wearing optional 22in wheels and summertyres, our car appears about as well prepaired for climbing Everest in suit andtie. But plenty of Land Rover hardwares beneath; in return, Land Rover will baseits new mid-liner on the same chassis, adding air suspension for an adjustableride height, and slotting between Evoque and Range Rover Sport come 2018.
10.打败Macan，美梦成真了么？
Has the Macan-beating dream come true?
或许这次试驾给我的最大惊喜是F-PACE它成功地获取了灵活异常的XE的欢乐成分。不仅如此，它的驾驶感受胜过了揽胜运动版——F-Pace的响应性更好、更沉着也更有乐趣。
Perhaps most surprising is howsuccessfully the F-Pace captures the exceptionally agile XE’s fun factor. Notonly that, but it’s both better to drive – more responsive, more composed, morefun – than the highly accomplished Range Rover Sport.
那么它是否和Macan一样优秀呢？它的运动感没有那么强烈，目的性没有那么单一，但是F-Pace的平衡性更好些，在粗粝路面上的乘坐感受更平顺些，极限状态下顺从得多，多数版本与Macan对应型号相比在日常驾驶时的紧绷度更低，也更恬适。如果保时捷现在还不担心什么，很快他们就会担心了： 捷豹很可能跳过传统的高性能型号R，直接拿来火力最猛的SVR版。它又会是怎样的步调呢？
Asgood as the Macan? Not as overtly sporty, not quite as single-minded, but it’s better-balanced,smoother riding in the rough, very possibly more benign at the limit. And ifPorsche isn’t worried now, it soon will be: Jaguar may just skip thetraditional R performance model and go straight for the full-bore SVR. Whatwill the pace be?