Топ Гир 22 сезон 8 серия
В эпизоде специального выпуска ведущие Top Gear Ричард Хаммонд и Джеймс Мэй отмечают конец эпохи, когда шоу проводилось вместе с их отсутствующим коллегой Джереми Кларксоном, демонстрируя оставшиеся два фильма, которые они сделали. В первом фильме, из — за стремительного роста цен на классические автомобили, продюсеры говорят трио, чтобы каждый купил доступный автомобиль и жил как классические автолюбители, видя, какой из их вариантов является лучшим-Хаммонд считает, что его выбор MGB GT будет лучшим, Кларксон пытается доказать, что победит его Fiat 124 Sport Spider, в то время как Мэй стремится показать, что его кабриолет Peugeot 304 S выйдет на первое место. Потратив шесть месяцев на модификацию и улучшение своих автомобилей, трио отправляется на некоторые испытания, где они случайно оказываются на Джапфесте в Уилтшире и делают некоторые дрейфы, устанавливают быстрые круги вокруг трассы Касл-Комб, посещают город Стоу-он-Уолд и, наконец, достигают классического автомобильного события на аэродроме, где хозяин, чья машина сломалась меньше всего, выигрывает «специальный приз». Во втором фильме, когда эксперты предсказывают, что более половины всех проданных автомобилей будут внедорожниками, а самый дешевый и самый маленький из них стартует с 25 000 фунтов стерлингов, продюсеры отправляют трио купить подержанный спортивный внедорожник 4×4 с очень большим пробегом, с бюджетом в 250 фунтов стерлингов, и посмотреть, кто получил лучшую сделку — Мэй пытается показать, что он нашел хороший автомобиль в Mitsubishi Shogun Pinin, Хаммонд намеревается показать, что его Jeep Cherokee будет лучше, чем два других, а Кларксон считает, что его Vauxhall Frontera Sport RS-лучшая сделка в мире. — три. Прибыв в центр активности Ратленда, трио направляется на «секретный тестовый трек образа жизни Top Gear» для серии испытаний, где они пытаются пройти тест на снежные «уклоны», гоняют по овальному тестовому треку с «балластом» друг против друга и «кузеном досуга» Стига, когда он ездит на Kia Sportage с караваном, соревнуются в вызове «0-60-0» друг против друга, не погружаясь в мутную воду, модифицируют свои внедорожники, чтобы отразить активный образ жизни, катаются на лодках у пруда и делают тест на безопасность на своих внедорожниках, катаясь на велосипеде.они спустились с холма. Для одного последнего вызова трио направляется в йоркширские Пустоши в смокингах и оказывается в гонке по бездорожью друг против друга на расстоянии 5 миль , чтобы добраться до финиша в Бротон-Холле, а проигравший должен сделать послеобеденную речь для Фонда управления углеродом и устойчивого развития Северного Йоркшира. Примечание: это было последнее появление Ричарда Хаммонда и Джеймса Мэя; оба ведущих закончили шоу «прощай», а не «Спокойной ночи». Джереми Кларксон считается ведущим этого эпизода, но только в двух фильмах этого эпизода; он отсутствует в студийных сегментах, и его отсутствие символизирует модель слона на заднем плане под названием «Джереми». Финальные титры этого эпизода не сопровождались ни тематической мелодией шоу, ни какой-либо другой формой музыки.
Топ Гир 8 серия 22 сезона смотреть онлайн русской озвучке AlexFilm в HD качестве. Заходи и смотри без регистрации на любых мобильных устройствах iOS, Android и Windows Phone
First Drive: Jeep Cherokee 2.0 CRD [170] Longitude 5dr Auto
Good question. It launched in the mid-’80s as a boxy off-roader, and did rather well over here as well as back home in the Land of the Free. But then it didn’t have much opposition: the Freelander hadn’t appeared and the German car makers still sneered at the idea of SUVs.
Then there was a second generation in 2001, the boggle-eyed one (Liberty in the US), but by that time the clunky mechanicals had been left well behind by the new breed of crossovers, so the Cherokee died an unlamented death several years ago.
Now the Cherokee’s back, re-imagined for modern times. It’s got successfully sleek, interestingly surfaced styling (yes, you do begin to get used to those split-level lights after a while). And under the skin, Jeep reckons the Cherokee has the smarts to compete with Europe’s crossovers on refinement, handling and economy, while still providing Jeep’s signature rock-climbing ability.
Off-road my backside. No-one does that in Britain, not in their shiny new family crossover anyway. What’s it like ON the road?
Quite agreeable, provided you acknowledge its mission. In other words it has soft springs and long-travel suspension, because it goes off-road.
Off-road my ba-
OK, no-one does much off-roading. But the thing is, those spring rates give a lovely supple ride. And the suspension (multi-link at the rear) is sophisticated enough not to send a load of secondary shudders into the cabin.
So it leans like a sloop in corners?
True, it doesn’t have the precise buttoned-down feel of a BMW X3. But the steering, though it goes oddly weighty at about five degrees off-centre, is precise enough and there’s reasonable grip, plenty of traction out of bends, and decent braking confidence. So it’s not nerve-wrackingly pendulous.
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I’m hearing damnation by faint praise.
Calibrate your expectations. The Cherokee is set up for real driving by real people with real families in the back. It’s got accurate steering and excellent comfort. It cruises motorways with superb quietness and excellent stability.
And the engines? A gas-guzzler with a crude slushbox?
Not at all. The one we tested had a 170bhp four-valve VGT turbodiesel, linked to a brand-new nine-speed (yes, nine) autobox. The engine’s pretty refined, and the transmission chooses its gears well. Because there are so many steps, first is super-low for off-road hillocks or getting a trailer under way, while ninth gives you quiet, economical tickover cruising.
Trouble is, this is a biggish car and built impressively strong for, yes, off-roading, Result is, in 4×4 auto form it’s 1950kg. The Cherokee is economical for a car that heavy, but it isn’t quick. The 0-62 figure is the wrong side of 10 seconds. And it feels as leisurely as that.
How does it do as a family hack?
Pretty well. The back seat has loads of legroom, and if your spawn haven’t yet grown gangly you can slide the rear seat forward for extra boot space. The cabin’s dotted with 12V outlets and inputs for USB, aux and SD. The whole interior has more storage spaces than I could count, including one under the passenger seat cushion. If you rent a Cherokee for your US fly-drive, we guarantee you’ll leave some vital possessions in the car when you hand it back.
One last piece of anti-American prejudice. How’s the interior quality?
Hardly German-premium, but perfectly competitive against the Japanese or, say, a Freelander. But then, the Freelander is getting close to the end of its life and the Cherokee is new.
How much does it cost?
It opens at £25,500 for a FWD version with a 140bhp version of this engine and manual transmission — that’s just 139g/km CO2. Then you can have that drivetrain with the 4×4 system, or the 170bhp/auto/4WD combo. With each of those three drivetrains there are three trims: Longitude, Longitude with nav, and Limited. You don’t need Limited — with the top drivetrain it’s £35k, or BMW X3 prices.
But Jeep doesn’t think it’ll sell many front-drive Cherokees, because it’s a Jeep, innit. You know, off-road freedom and all that.
OK OK, you’re clearly not going to shut up about this. So. drum roll. what’s it like off-road?
Pretty serious. The critical stuff is engineered right in, which is why it’s heavy. The bodyshell is strong. We drove it over some dire cross-twist obstacles and the litmus test — putting your fingers between the top of the door and the frames while driving along — evidenced very little flex. The clearance is decent. The auto has a nice low first. The suspension is game. It can also tow a two-and-a-half tonne trailer. Which is a whole lot of horseflesh.
But in some regions of the world they also sell a truly hardcore Cherokee, with a low-box, locking rear diff, higher ground clearance, re-shaped front spoiler for far better approach angles, and skid plates. It’s called (adopt gravelly voice) Trailhawk. But that chassis comes only with the V6 petrol engine, sensibly not offered in the UK. In a year or so they’ll do a Trailhawk diesel, and we will get that.
Jeep Cherokee review
The Cherokee isn’t the most iconic Jeep, but for we Yoo-ro-peens, it’s probably the most important. If Jeep is to nick market share off Land Rover, the Japanese, and the Germans, it needs this mid-sized family 4×4 to sell handsomely. If you like your SUVs with credible off-road ability, festooned with interior equipment and yes, decidedly divisive bodywork, then the latest Cherokee ticks the boxes. Though you can spec a front-drive version, it’s the 4x4s that do the heavy lifting. Because go-anywhere ability means freedom. And Jeep thrives on the notion that its products embody that cornerstone of the American dream.
So, the departure angles and off-road modes and wading depths are gnarly enough that the Cherokee could reconquer the Wild West before a pancake breakfast. But that’s not all we expect from the booming SUV sector these days, is it? No, but the Cherokee also panders to the premium school run crowd with heated and cooled seats, comprehensive driver assistance and a roomy cabin. Its 2.0 litre diesel engines are of no interest to its homeland, but they’re heartland for European buyers in this segment – even as the diesel house of cards begins to crumble. And the Cherokee benefits from punchy pricing. You’ll pay less, model-for-model, than a BMW X3 or Land Rover Discovery Sport. However, both of those, not to mention the Mercedes GLC and Audi Q5, are more complete everyday cars.
Our choice from the range
What’s the verdict?
“ True to Jeep’s off-road roots, but we’d like more attention on the interior and refinement, please ”
The Cherokee occupies an awkward middle ground between the likes of the Mazda CX-5 and Skoda Kodiaq, which feel more appropriately specified for everyday UK family use, and the Land Rover Discovery Sport and Audi Q5, which are far more premium options with superior powertrain refinement and driving dynamics. The Jeep’s equipment levels are high, but if that’s a priory, go Korean, we’d suggest. A Kia Sorento offers more space and will go as far off-road as you’re likely to need, and tow, and swallow seven passengers. And offer a longer warranty. The Cherokee has areas of isolated talent, and is a better motorway cruiser than we’d expected, but in a talented, hotly fought class, its abilities are stretched too thin in too many areas.
Jeep Cherokee review
A quick lesson in off-roader distinctions for you: the Cherokee is a 4×4, not an SUV. And remember, SUV stands for Sports Utility Vehicle. Keep that difference in mind, because there is nothing sporty about the Cherokee. The steering is vague, with an odd dead patch around the centre, and despite the car having independent front and multi-link rear suspension, there’s not much enthusiasm through a corner. Where it does do better is the ride quality. It’s a bit lumpy around town, but once you’re up to speed, the Cherokee settles down and easily copes with long schleps down a motorway. And thanks to the nine-speed auto, there’s not much engine noise at 70mph. For one of the more off-road focused cars in the class, it’s impressive how comfy it is on-road.
But the auto isn’t perfect as it holds onto gears too much when you’re cruising at slower speeds. Net result? The rev needle hovers at around 2,000rpm, and when the engine’s spinning over at that sort of speed, too much rattle filters back into the cabin. Pity. As we’ve said, the 2.2-litre diesel is the only engine we’ll get for the time being. There are two versions — 148bhp and also 192bhp – but in the UK we only get the more powerful one.
Not that it’ll re-write the rulebook on acceleration figures. Its 0-62mph time is, at best, 8.8 seconds (9.1 for the two-wheel drive) but again, remember that the Cherokee is a an SUV without the S. And there’s no point thrashing the engine – this isn’t a diesel that gets silkier the more you rev it. It all adds up to a car that doesn’t quite seem happy with itself – there are aspects that work, but they don’t gel together.