The report comes from g80.bimmerpost. A user on the forum stated that a “very special limited edition M4 will be produced for just a few months. starting November 2022.”
The report comes from BMW Blog and g80.bimmerpost. The former caught a post on the forum wherein the user stated that a “very special limited edition M4 will be produced for just a few months. starting November 2022.”BMW Blog noted that this user has a good track record with such things, so it can’t be passed off as a baseless rumor. However, there is still no confirmation surrounding it, so we suggest you take it with a pinch of salt.
The post also mentioned that the car “mostly configured like the CSL but with manual transmission, several options (comfort access, parking sensors, electric seats) deleted, and the forged wheels off G81.”
It’s A Big Milestone And An M4 Special Edition Won’t Do It
All said and done, it may not be just an M4 edition. There are posts on the forum that talk about 50 Jahre models, but again, that’s something we might see during the year and it won’t be the special model. Motor1 has speculated that an 8 Series coupe that was spotted this year at the Nürburgring could be the one. But, you never know. If you were to ask us, we would speculate it to be an electric successor to the M1. However, take this with a pinch of salt, too. We would’ve guessed the M8 CSL to be the one, but this is already ruled out by BMW.
There’s One Thing That We’re Sure Of
BMW recently revealed that every M high-performance car that will be produced from March 2022 will feature a special logo that’s inspired by the classic ‘BMW Motorsport Logo’. The classic logo is a series of semicircles in blue, red, and violet shades. Each color has a meaning. Blue stands for BMW, red for motorsport, and violet is the unique combination of the two. The logo will be slapped on the front, rear, and wheel hubs. The classic logo has a rich history. It was first used in 1973. What we also know is that the company will come up with historically accurate M paint finishes, like the Dakar Yellow, Fire Orange, Daytona Violet, Macao Blue, Imola Red, or the Frozen Marina Bay Blue.
Final Thoughts
Now, all we can do is be on the lookout for the slightest of hints and try to connect the dots. At the moment all we know is that a special model is being planned, but have close to no idea what it could be. It will be quite a bummer if it turns out to be a special edition based on the M4. What we can vouch for is that it will be a limited-production model with an exorbitant price tag.
What do you think this could be? Share your thoughts with us in the comments section.
The Yamaha OX99-11 may have been conceived in 1992, but it all started in 1989 when Yamaha started competing in Formula One as an engine supplier. It’s then that the idea of a money-no-object Yamaha supercar came to be. Moreover, the car needed to be based on actual F1 technology, even though Yamaha was doing poorly in motorsports.
Named after its engine
In 1991, Yamaha developed a Formula One engine called the OX99. It was a 3.5-liter, 72-degree, 60-valve, V-12 unit capable of around 560 horsepower and well over 10,000 RPM in race trim.
For the road-going Yamaha OX99, the engine developed 400 horsepower (298 kilowatts) at 10,000 RPM and 210 pound-feet (285 Nm). This allowed the 2,535-pound (1,150 kg) V-12 Yamaha to sprint from 0 to 60 mph (97 km/h) in just 3.2 seconds and get up to 217 mph (350 km/h). The V-12 engine was paired with a six-speed manual transmission.
Fun fact: some people believed that the V-12 had something in common with the one used in the Bugatti EB110, as it had similar displacement and the same V-12 layout. The difference of course was that while the Yamaha unit was normally aspirated, the one used by Bugatti had a quad-turbo setup. Of course, the two engines didn’t share a single component. Essentially, it was a road car, powered by a Formula One-derived engine, similar to what they did with the Ferrari F50 and, more recently, the Mercedes AMG One. The difference is that Yamaha’s V-12 was much more restricted in its road-going form.
Yamaha wasn’t pleased with the initial design
Yamaha first approached a German company to design the body. However, the end result was deemed to be too mainstream, as it looked like most other supercars of that era. Yamaha’s subsidiary – Ypsilon Technology – then contracted IAD (International Automotive Design) for the task. The car ended up with an aluminum body, designed by Takuya Yura. The whole car was underpinned by a carbon-fiber chassis. The suspension was double-wishbone all around. The Yamaha OX99-11 featured a staggered set of tires, which were 245/40R17 front and 315/35R17 rear.
It had two tandem seats
Yes, the Yamaha 0X99-11 was a two-seater, but not in the traditional sense.
Yamaha wanted a two-seater but also wanted something closer to home (they normally make motorcycles), so a second seat was added just behind the driver.
The tandem arrangement was one of the reasons why the Yamaha OX99-11 looked like a hybrid between a Formula One car and a Group C racer. This also allowed the mid-engine Yamaha to retain a central driving position, just like the McLaren F1.
The OX99-11 did not have doors
At least not in the traditional sense. Because of the tandem seating arrangement, the car featured a canopy. The whole thing was glass, just like in a jet-fighter. To gain access to the interior, you have to open it from the left side.
The final product was rushed
This was mostly due to disagreements between IAD and Yamaha in regard to the development budget, which happened sometime in late 1991. This resulted in Yamaha transferring the entire project to its subsidiary, Ypsilon Technologies. Yamaha gave them six months to sort things out with the project, otherwise, it would be terminated.
Very few ended up being made
The Yamaha OX99-11 eventually took final form, in 1992. However, only three units were produced.
In terms of specifications, the cars were completely identical, only differing in the exterior finish. One was bright red, another was black, and the third was dark green. That said, because the project was rushed, even those three were technically functional prototype vehicles. At least two of the three cars are believed to have been bought by collectors and have exchanged hands a couple of times, while one of them could still be in Yamaha’s possession.
Yamaha wanted to put a steep price tag on it
The Yamaha OX99-11 reportedly had an expected price of around $800,000, which in 2021 equates to over $1.53 million – an enormous amount of money, considering the manufacturer lacks a previous history of making supercars. To put things in perspective, back in those days, the McLaren F1 cost $815,000. Not to mention the much more affordable (in comparison) $350,000 Bugatti EB110 or the $239,000 Lamborghini Diablo – all of which great supercars with heritage.
Moreover, a mid-engine V-12 Yamaha supercar would never have had the same recognition as, let’s say Lamborghini, Bugatti, or McLaren. Strangely enough, it would probably make it today, as many startup manufacturers are giving established ones a run for their money.
In the end, the Yamaha OX99-11 had a bad timing
The Yamaha OX99-11 was a product of the early 1990s. At that time, Japan’s economy was in a deep recession. Corporate investments dropped by a whopping 22 percent, so people weren’t exactly in a rush to get their hands on an exclusive, six-figure, V-12 supercar, especially from a manufacturer that doesn’t have much experience in making such. The project was delayed until 1994 before Yamaha pulled the plug on it.
That said, the Yamaha OX99-11 would have succeeded in our time, as nowadays, it is much more acceptable for companies to branch out into making exclusive vehicles. Moreover, Yamaha has proven itself by designing capable and great-sounding performance engines for various carmakers. In addition, the OX99-11’s minimalistic, yet uncompromising approach to performance could have spelled big trouble for modern-day supercars. With that being said, the OX99-11 would make much more sense now than it did back then. Sadly, we may never know.
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History paints an unflattering picture of the 2001 Pontiac Aztek, but believe it or not, there was a time when hopes were high for the compact crossover. Pontiac introduced the concept version two years earlier in 1999 to positive reviews and it seemed like Pontiac had a potential hit on its hands.
Then the production model arrived and all the goodwill the concept version earned went down the toilet faster than my last bowel movement.
The production Aztek was hideous all the way around. It served as the go-to example of designers trying to do too much with what they had when they didn’t have to. It later emerged that the design of the production Aztek was tinkered with and fussed over to the extent that the entire aesthetic package was compromised until it became a total eyesore to anyone who laid eyes on it. Almost two decades later, the Aztek is still regarded as a disaster of epic proportions. Worse, the crossover’s fate could’ve been averted if the people responsible for its design didn’t try to outsmart themselves.
The Toyota 86 is arguably the poster child of cars that should’ve been better than what they turned into.
The 86 has been around for over six years, and if you remember, there was a frenzied hype surrounding this car with some even calling it the modern-day Celica.
The 86 — and the Subaru BRZ and the Scion FR-S — arrived shortly after and, for a while, it managed to live up to expectations even if most people thought that, with only 201 horsepower and 151 pound-feet of torque at its disposal, it was underpowered from the get-go. Unfortunately, Toyota never addressed that issue other than giving the 86 a token five-horsepower bump a few years ago. Since then, the 86 has soldiered on relatively unchanged from what it was six years ago, leading a lot of people, including us, to believe that Toyota could’ve squeezed more out of the 86 if it really wanted to.
Jaguar’s thriving these days, but there was once a time when it was in a rot, desperately trying to compete against the likes of Mercedes and BMW with barely anything to show for it.
The 2001 Jaguar X-Type is a classic example of a car that could’ve helped Jag ascend to the levels of Merc and Bimmer.
It had the makeup and the lineage of the British marquee, but Ford — Jag’s owner at that time — stumbled and fumbled in the car’s development by thinking that it could shortcut its way to success. It used the Mondeo platform on the X-Type, which made sense from a cost-cutting perspective because there was money to be saved there. Unfortunately, that approach came at the expensive of handicapping the X-Type’s platforming engineering, which ultimately became the black eye that tainted the sedan’s potential. The X-Type still turned out to be a decent car, but it was nowhere near the level of both the C-Class and the 3 Series. Ultimately, we remember the X-Type as the car that could’ve turned out a lot better it Ford didn’t penny pinch in its development.
Has there ever been a vehicle that looked appealing, but came out at the worst possible time than the Hummer H2? I asked myself that question a few nights ago and I still couldn’t think of an answer. The Hummer H2 was, for all intents and purposes, the ultimate testosterone ride. It was massive beyond reason and had an arrogance to it that no car at that time had.
The H2 didn’t care that it chugged fuel like a dehydrated athlete — 10 miles per gallon, folks! — because all it wanted to was lord over the open road.
Unfortunately for the H2, it was introduced shortly after 9/11. The H2 became a victim of much bigger circumstances affecting the country at that time that it sent out al the wrong signals to American consumers. At a time when the country’s collective psyche was fragile, the H2’s arrogant appearance rubbed a lot of people the wrong way, and it certainly didn’t help that it was openly scornful of the environment. The H2 was released at the worst possible time, and it suffered a predictable fate: the mountainous SUV had its moments, but ultimately, the Hummer H2 became a catastrophe for General Motors in more ways than one.
It’s funny how one misstep — just one — can torpedo an automaker’s stature in the industry. When Saturn arrived in 1985, it touted the “different kind of car company” tagline. It operated independently from parent company General Motors, but still had the financial backing of the mothership. Everything was set up for Saturn to succeed, and when the company found its opening to make a splash in the industry, it took its shot and launched the Ion compact sedan, believing that it could compare against two of the biggest titans of the business: the Toyota Corolla and the Honda Accord. Saturn pored over a lot of resources into the Ion before finally launching it in 2002 to a lot of fanfare.
Unfortunately, even Saturn’s best efforts couldn’t get the Ion over the hump, let alone reach the level of the Corolla and Accord.
It only lasted four years because American buyers were turned off by a substandard build that was further comprised by poor safety ratings. The Ion lasted until 2007 before it was discontinued, proving that just because you have an idea that you think can strike gold, it doesn’t mean that you have the tools to make it happen. The Ion’s failure ultimately led to Saturn’s downfall in 2010.
Just because you have an iconic nameplate that’s sitting on the shelves and collecting the dust, it doesn’t mean you can dust it off and think that you’re going to strike gold with it the second time around. The Dodge Dart is a good example of this. The “Dart” nameplate was used by the automaker in the late 1950s on a sedan that was one of the most popular rides of the time. Production of that model lasted almost 20 years, spanning four different generations. The original Dart was, actually, a wildly successful car.
Fast forward to 2013, and when Dodge was looking to build a compact sedan that could compete against the Ford Focus, the automaker decided to bring the Dart nameplate back to life.
That announced was received positively by the public, in part because a lot of us thought that Dodge had something special in mind for the model. Instead, the automaker released a model that had so many problems, it barely lasted four years in the market. The rechristened Dart was plagued with a lot of issues, not the least of which included weak acceleration, uncomfortable seating, and subpar tech features. Worst of all, the new Dart didn’t capture our imaginations the way the OG model did. For a car carrying an iconic nameplate, it’s impossible to live up to expectations when the car whose lineage you’re drawing from is still considered as the better model. It didn’t take Dodge long to cut its losses on the Dart, discontinuing it in 2017 after almost four years of uneven performance.
Does anyone even remember this tiny crossover? If you were old enough to drive in the early 1990’s, you might have seen this ride on the road on more than one occasion. The Geo Tracker was developed by CAMI, a joint venture between General Motors and Suzuki. It was advertised as an economy car, and while there was some appeal to that in a time when crossovers and SUVs weren’t as popular as they are today, the very nature of its “economic” build meant that there really wasn’t much to the Tracker.
It was developed alongside the Suzuki Sidekick, and like the Sidekick, the Tracker was trashed for its shady safety ratings and substandard performance capabilities.
The Tracker bombed in the U.S. market, but to GM’s credit, it found a new life for its tiny crossover in other markets around the world, most notably in Ecuador where the model had an incredible 20-year run from 1996 to 2016. Maybe our friends in that country had a special affinity for the Tracker, but the model barely registered a blip in the U.S. market. About the only thing the Geo Tracker can lay claim on is that it lasted longer than the Sidekick, which was discontinued to make room for its more popular successor, the Suzuki Vitara.
Bricklin SV-1
The Bricklin SV-1 was supposed to be a production sports car of epic proportions. It was the DeLorean before the DeLorean.
Developed and designed by Malcolm Bricklin, the SV-1 featured sharp sports car looks and gullwing doors. It was powered by a 5.9-liter AMC V-8 engine that produced 220 horsepower 315 pound-feet of torque.
Everything was shaping up for the SV-1 to be the ultimate poster car on the walls of countless American households.
Not surprisingly, it was a huge hit when it made its debut in 1974. But just when it seemed like Bricklin was on its way to becoming a household name, production of the SV-1 took a turn for the worse when the cars’ fiberglass bodies kept cracking while still in their molds. That technical issue ended up being too much for the fledgling company to handle. Delays in production meant that the company couldn’t build cars fast enough to meet the demand for it. Soon thereafter, Bricklin went bankrupt in 1976, building only around 3,000 units of the SV-1. In the case of automotive what-could-have-beens, the story of Bricklin and the SV-1 ranks right up there on top of that list.
Plymouth Prowler
Like all the cars on this list, the Plymouth Prowler seemed like a great idea on paper. But the thing with these “great ideas” is that they don’t mean anything until we see something tangible come out of them. The retro machine was Plymouth’s attempt to build a cool hot rod straight out of the factory. It was a great idea all the way up to its actual execution. That’s when things fell apart for the Prowler.
To begin with, the model courted controversy because the incredible design of the Prowler was allegedly plagiarized from the design of Chip Foose.
That got the car off on the wrong foot. It didn’t get any better, too, when Plymouth — for reasons that are still unclear to this day — decided to slap a 250-horsepower V-6 engine under the car’s hood. For a car that was supposed to be a hot rod, it wasn’t up to snuff on the strip. If that flawed decision wasn’t enough, Plymouth also thought it would be a great idea to offer the Prowler with an automatic transmission, crushing the dreams of those people who wanted a manual transmission, even as an option. The Plymouth Prowler ended up taking the Chrysler Prowler name and over 11,000 units still sold in its single-generation run, but with such a good idea on its hands, it still feels like somebody dropped the ball on this one.
I can’t complete this list without mentioning Faraday Future and the FF91. If there was a company that represents the “all-hype-no-show” phenomenon in the auto industry today, it’s Faraday Future. The electric automaker made waves last year when it introduced the FF91 SUV at the 2017 Consumer Electronics Show. The FF91 had the kind of showstopping debut that was hard to forget. Everything seemed to be falling into place for the startup. It even touted its ambitious plan of building a huge production facility in Nevada.
Since then, though, every time Faraday Future makes the news, it’s about the company’s never-ending run of struggles.
Name a problem, and it’s probably had it. The murky state of affairs has gotten so bad that a lot of the company’s executives have jumped ship, including one of its co-founders, Nick Sampson, who claimed earlier this month that the company is effectively insolvent and that it will “limp along for the foreseeable future.” Faraday has no future in the auto industry anymore, and whatever hopes and dreams we had of one day seeing the FF91 are now gone.
The most off-road friendly luxury SUV in the segment
The 2020 Range Rover Velar is offered in three trims – Velar, R-Dynamic, and SVAutobiography Dynamic.
In total, the model is offered with four different engine options. First up, there’s a P250 2.0-liter, four-cylinder mill that produces 247 horses and 269 pound-feet of torque. Power is sent to all the wheels via an eight-speed automatic transmission. With this mill under the hood, the SUV takes 6.7 seconds to sprint to 60 mph from a standstill and keeps running all way up to 135 mph. This engine is offered on Velar and R-Dynamic trims.
Next in line is the P340, which is a 3.0-liter, V-6 engine that makes 340 horses and 332 pound-feet of torque. It is mated to an eight-speed automatic gearbox that sends power to all the wheels. In this case, the Velar takes 6.1 seconds to its sprint to 60 mph and has a top speed of 145 mph. This engine, too, is offered on the base and the mid-trim.
The same mill is offered in a slightly higher state of tune. Dubbed the P380, it doles out 380 ponies and 332 pound-feet of torque. It is slightly quicker and faster, taking just 5.3 seconds to 60 mph, and can go all the way up to 155 mph. It features the same gearbox and four-wheel-drive system. This iteration can be had only on the mid-R-Dynamic trim.
Finally, there’s the might P550 V-8 engine that finds itself under the hood of the top SVAutobiography Dynamic trim exclusively. This 5.0-liter, supercharged engine churns out 550 ponies and 502 pound-feet of twist. Power is sent to all the wheels via an eight-speed automatic transmission. It is the quickest and the fastest the Velar can go. It takes just 4.3 seconds to gallop to the 60 mph mark and has a 170 mph top speed. But, it must be noted that is the slowest when compared to the BMW X5 M and the Jaguar F-Pace SVR. They have a top speed of 177 mph and 195 mph, respectively. How about that!
2020 Land Rover Range Rover Velar specifications
Engine
5.0-Liter V-8
Fuel
Premium
Horsepower
550 HP
Torque
502 LB-FT
Transmission
8AT
Drive
AWD
Towing Capacity
5,512 LBS
Fuel Economy
15/20/17
Curb Weight
4595 LBS
Fuel Capacity
21.7 Gal
0-60 MPH
4.3 Seconds
Top Speed
170 MPH
How Much Can The Velar Tow?
The 2020 Range Rover Velar can tow 5,512 pounds and beats both its rivals in this aspect. The Jaguar F-Pace SVR can tow up to 5,291 pounds, whereas the BMW X5 M is the worst in this aspect and can tow just 1,653 pounds. Towing capacity doesn’t matter much in the case of super SUVs, but that is a big difference and BMW could do better to look good on paper.
What Is The Velar’s Fuel Economy?
The Range Rover Velar with the P250 engine delivers 21 mpg in the city, 27 mpg on the highway, and 23 miles per gallon combined. It is the most efficient engine in SUV’s lineup. The P340 can take you 18 miles in the city, 24 miles on the highway, and 20 miles combined in one gallon of gas. The P380 also delivers the exact same fuel figures as the P340. The P550 is the thirstiest of the lot and delivers 15 mpg in the city, 20 mpg on the highway, and 17 mpg combined.
Land Rover Range Rover Velar Driving Impressions
Driving and Handling
All Range Rovers have the off-roading DNA within them, so expecting a plush, flawless tarmac driving experience is something you have to leave behind before you fire up the engine.
The raw feel is present every single time, but I’m not saying this is a condescending way. Overall, the Velar is well above acceptable and will leave you happy and satisfied after every ride. The top trim even comes with a powerful V-8 and an SV-tuned sports electronic air suspension. However, the car feels heavy without a doubt and some amount of body roll is also present.
Acceleration
Range Rover has plonked the big V-8 engine under the hood with over 500 horses at its disposal.
For an SUV that weighs well over 4,000 pounds, the Velar accelerates like a beast.
0-60 mph is rated at 4.3 seconds by the company. There are many drive modes to choose from, including one called low-traction launch control. Whether you use it for straight-line dashes or not, Range Rover needs to be applauded for being optimistic and offering it.
Brakes
Strong brakes are one of the things that impressed us here. The SVAutobiography comes with 15.5-inch front and rear brakes that bring it to a halt without any drama. It even comes with emergency high-speed braking and ‘Electronic Active Differential with Torque Vectoring by Braking’ that inspires confidence in and around the corners.
Off-Roading
Off-roading isn’t something owners exercise frequently in this segment. But, let’s not forget that the Velar is a Range Rover and this is one of its strongest suits. The Velar has a ground clearance of 8.4 inches and a water wading depth of up to 25.5 inches. Since it comes with an air suspension, these figures can even get slightly better. The approach angle is rated at 23.6 degrees, departure angle at 25 degrees, and break over angle at 19 degrees.
Range Rover Land Rover Velar Exterior Design
Different bumper on every trim
Fog lamps only on the top trim
Red brake calipers
Rides on 21-inch wheels
Blackened pillar for a floating-roof effect
Quad-tip exhaust system
Rear spoiler
Available in a staggering 25 different exterior shades and finishes
The Velar looks unmistakably a Range Rover. All three trims look different up front. Our SVAutobiography came in a white exterior shade. The honeycomb mesh detailing on the grille is seen even in the elements on the bumper. There is a Land Rover logo on the grille and Range Rover lettering at the tip of the hood. Front fog lamps are exclusive just to this trim. Range Rover has offered 25 different exterior colors and finishes on the Velar! Although the color palette is limited to the basic colors, there are multiple shades of each of them in different finishes like solid, metallic, ultra-metallic, and special paints that cost over $9,000 extra even on the fully-loaded top-trim. Phew!
The stout, tight, long side profile may not be to everyone’s liking. This top trim rides on 21-inch five-split-spoke dark gloss grey wheels with red calipers peeking from behind. These wheels are wrapped in Pirelli tires. The blackened A-, B-, C-, and D-pillars give a floating roof effect. The retractable door handles sit flush with the body to give a clean look.
A lot is happening in what can be considered a small derriere. The small, sloping windshield comes with a spoiler at the top. The taillights look aggressive and are split units with a part on the boot and the rest of it out. They are connected by a running strip that has ‘Range Rover’ lettering in between. There’s a small SVAutobiograby badge on the right-hand side. The bumper is rather wide and has reflectors placed at a sloping angle. The bottom bit features a faux skid plate of sorts with quad tailpipes for the exhaust system. Two more tiny reflectors are sitting on either end of the tailpipes. Overall, the Velar looks unique and could draw polarizing opinions.
The SVAutobiography Dynamic trim comes with other features such as:
Powered tailgate
Tailgate spoiler
Auto-dimming, heated wing mirrors
SV Exterior Pack
How Big Is The Land Rover Range Rover Velar?
The Velar is quite a big vehicle, but it isn’t longer, wider, or taller than any of its immediate rivals. The Velar measures 189.2 inches in length, 80 inches in width, 66 inches in height. The BMW X5 M is 195 inches long, 79.3 inches wide, and 68.9 inches tall. The Jaguar F-Pace SVR, on the other hand, measures 186.3 inches in length and 81.5 inches in width, and 65.6 inches tall.
The Velar and F-Pace SVR’s wheelbase measures an identical 113.1 inches, whereas the X5 M measures 117 inches. The Velar’s front track is 64.6 inches wide, X5 M’s is 66.9 inches, and the F-Pace SVR also has a 64.6-inch track. The rear track width measures 65.4 inches for the Velar, 66.5 inches for the X5 M, and 68.1 inches for the F-Type SVR.
2020 Land Rover Range Rover Velar exterior dimensions
Range Rover Velar
BMW X5 M
Jaguar F-Pace SVR
Length (Inches)
189.2
195
186.3
Width (Inches)
80
79.3
81.5
Height (Inches)
66
68.9
65.6
Wheelbase (Inches)
113.1
117
113.1
Front Track (Inches)
64.6
66.9
64.6
Rear Track (Inches)
65.4
66.5
65.1
How Much Does The Velar Weigh?
The Range Rover Velar weighs 4,595 pounds. It is 200 pounds heavier than the Jaguar F-Pace SVR which weighs 4,395, but over 800 pounds lighter than the BMW X5 M, which weighs a massive 5,425 pounds.
Range Rover Land Rover Velar Interior Design
Leather seats and steering wheel
12.3-inch digital instrument cluster
Aluminum gearshift paddles
Two 10-inch touchscreens/Touch Pro Duo system
Supports Apple CarPlay and Android Auto
Four-zone climate control
Up to 60 cubic-feet of cargo space
The Velar SVAutobiography Dynamic comes with Ebony perforated leather seats as standard, but our driver came with a very contrasting interior theme. The black and tan dual-tone combination is very pronounced, which looks and feels premium, but it does not gel well with the exterior colors. Our white model, for instance, didn’t match with it, but it would look good on darker shades. Range Rover offers four different shades of perforated leather seats, which include black, tan, red, and white. This is a subjective thing and will matter only if you’re picky and want a common theme running inside-out.
Step inside the cabin and you’ll be welcome by a tech-rich cockpit and big, fat, chunky steering wheel wrapped in soft-grain leather.
It has a big horn pad with the control buttons mounted on the spokes on either side. These controls are lit only when pressed. There’s an Ebony suedecloth headlining here, too. The 12.3-inch digital instrument cluster throws up a ton of driver-related info. It is bright and easy-to-read even under bright sunlight. You can add the Driver Assist Pack that adds a 360-degree surround camera with a display here and Adaptive Cruise control.
Some other notable features include:
Four-zone climate control
Illuminated treadplates
Lockable cooled glovebox
Aluminum gearshift paddles
Premium carpet mats
Bright Chrome knurled finish on the rotary and control dials
Is the Velar’s Infotainment Easy to Use?
The Range Rover Velar comes with the Touch Pro Duo system that we’ve been seeing in a lot of models lately. It is essentially a set of two 10-inch touchscreens placed on the center console. The lower one is used for climate controls, drive adjustments like suspension height, and even seats heating and massaging functions.
The knobs and dials make things a lot more intuitive when compared to an all-touch system. This unit is a fingerprint magnet and is annoyingly visible under bright sunlight.
The upper screen is for navigation, media etc., primarily. But, in case you choose to use this only for, say, navigation, you can move the other things like media details to the lower screen with a single touch. The User Interface is friendly and easy to use, but it isn’t the slickest ones available on the market. Android Auto and Apple CarPlay come as standard. A 10-inch screen is considered an average size these days, so if you’re coming from a car with a bigger, single screen, you’ll take some time getting used to.
Fortunately, the system offers customization options and you can reduce the clutter on the screen. The infotainment screen at the top can even be customized to set a variety of wallpapers to give a sense of personalization. The default layout does provide clarity of options for access to entertainment media, a Bluetooth connected phone, or navigation. Overall, the system is simple to use, but the learning curve is a little longer.
Is The Velar Spacious?
At the front, the Velar has a headroom of 39 inches, legroom of 40.2 inches, and shoulder room of 57 inches. The BMW X5 M and the Jaguar F-Pace SVR offer 40.8- and 37.8 inches of headroom, 39.8- and 40.3 inches of legroom, and 60- and 57.7 inches of shoulder room, respectively.
The second-row measurements are very similar in all three SUVs. The Range Rover Velar offers 38.8 inches of headroom, 36.8 inches of legroom, and 56 inches of shoulder room. The BMW X5 M has headroom of 38.7 inches, a headroom of 37.4 inches, and a shoulder room of 57.1 inches. As for the F-Pace SVR, you have 37.5 inches of headroom, 37.2 inches of legroom, and 55.8 inches of shoulder room at your disposal.
2020 Range Rover Velar interior dimensions
Range Rover Velar
BMW X5 M
Jaguar F-Pace SVR
1st Row Headroom (Inches)
39
40.8
37.8
1st Row Leg Room (Inches)
40.2
39.8
40.3
1st Row Shoulder Room (Inches)
57
60
57.7
2nd Row Headroom (Inches)
38.8
38.7
37.5
2nd Row Leg Room (Inches)
36.8
37.4
37.2
2nd Row Shoulder Room (Inches)
56
57.1
55.8
How Much Cargo Can The Velar Carry?
With all the seats in place, the Range Rover Velar has a cargo space of 34.4 cubic-feet available. This is more than the BMW X5 M’s 33.9 cubic-feet and F-Pace SVR’s 33.5 cubic-feet. Flip down the second row and you now have 60.2 cubic-feet available at your disposal. This is less than the Jaguar F-Pace’s 64 cubic-feet of space and way lesser than the German’s 72.3 cubic-feet of space.
Range Rover Land Rover Velar Pricing
The 2020 Range Rover Velar is available in three different variants and here’s how they are priced:
Base – $56,300
R-Dynamic – $58,500
SVAutobiography Dynamic – $90,790
Is The Range Rover Land Rover Velar Better Than The BMW X5 M?
The BMW X5 M needs no introduction. It is one of the most-accomplished performance SUVs that you can buy today. It is big, bulky, looks aggressive, and can scare the hell out of you if you see it in your rearview mirror prancing towards you. In terms of features, it is loaded to the gills. The X5 M is powered by a 4.4-liter, V-8 engine that dishes out 600 ponies and 553 pound-feet of torque. It is mated to an eight-speed automatic transmission. Even though it weighs a lot more than the Velar, the German takes just 4.1 seconds to 60 mph and has a 177 mph-top speed. The 2021 BMW X5 M starts at $105,100, making it around $15,000 dearer than the Velar SVAutobiography Dynamic.
Is The Range Rover Land Rover Velar Better Than The Jaguar F-Pace SVR?
The Velar SVAutobiography’s closest rival is its cousin, the F-Pace SVR. The Jag comes with the same 5.0-liter, V-8 supercharged mill, the same eight-speed automatic gearbox, that even makes the same power – 550 horses and 502 pound-feet of torque. But it is 200 pounds lighter, which makes it two-tenths of a second quicker than its cousin. The SUV even has a top speed of 195 mph. No exception in terms of luxury and the features either. The 2020 Jaguar F-Pace starts at $80,600, which makes it around $10,000 cheaper than the Velar’s top-trim.
Range Rover Land Rover Velar Safety and Driver-Assistance Features
The 2020 Velar comes with a suite of driver assistance and safety features, some of which include:
Rear Camera
Park Assist
Adaptive Cruise Control
Trailer Stability Assist
Terrain Response System w/Unique SV Tuned Dynamic Program
Hill Launch Assist
Dynamic Stability Control
Low traction launch
Electronic Traction Control
Roll Stability Control
Cornering Brake Control
Torque Vectoring by Braking
Hill Descent Control
Electric Parking Brake
Anti-lock Braking System
Electronic Brake-force Distribution
Emergency Braking
Range Rover Land Rover Velar Warranty
The velar is covered by a New Vehicle Limited Warranty for 4 years/50,000 miles, and a six-year/unlimited-mileage corrosion perforation warranty, plus various emissions warranties.
Range Rover Land Rover Velar Optional Packs
Apart from the optional accessories, Range Rover also offers numerous packages on the Velar. Since the base model comes with the highest number of packages, for obvious reasons, here’s a gist of them and their prices at the time of penning down this article:
Convenience Pack – $685
Driver Assist Pack – $3,300
Cold Climate Pack – $640
Dynamic Handling Pack – $2,180
Technology Pack – $1,535
Hot Climate Pack – $850
Basic Interior Protection Pack – $550
Premium Interior Protection Pack – $700
Wheel Protection Pack – $250
Black Wheel Protection Pack – $550
Exterior Protection Pack – $300
Premium Rear Seat Convenience Pack – $500
Basic Rear Seat Convenience Pack – $230
Deployable Side Step Pack (without tow) – $3,000
Deployable Side Step Pack (with tow) – $3,300
Love it
Strong road presence
Fantastic V-8 engine is smooth and quick
Offers best off-road capability when compared to immediate rivals
Leave it
Jaguar F-Pace SVR has the same bones but offers better bang-for-the-buck
