‘No qualms’: A Charlottetown taxi pioneer dies surrounded by love

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In the hours before his medically assisted death on Friday, Neil Harpham wasn’t worried about himself. 

He was fine. Relieved, even.

« I’m 74 and I’ve had my nine-and-a-half lives, » he said. « I’ve got no qualms about my life, that’s for sure. »

Harpham, a well-known Charlottetown businessman, was more concerned for those he was leaving behind.

Particularly, he said, his wife of 12 years, Deborah.

« Love’s a wonderful thing and when it’s kind of separated there’s going to be a lot of pain go with it and I feel bad for her, » he said in an interview on CBC Radio’s Mainstreet P.E.I., hours before his death at the Prince Edward Island Home.

« But aside from that, on my side, I’m happy. »

Suffered from cancer

Happy, he said, that he would no longer have to live in pain caused by three different cancers that were ravaging his body. He was getting weaker, and just moving around his apartment was getting to be a struggle, he said.

Soon he would have needed 24-hour care. Someone to help him walk, eat, go to the bathroom.

« Ain’t gonna happen, » he said. « My wife, she would do all that for me, but I don’t want her doing all that for me. »

Neil and Deborah Harpham on their wedding day, Aug. 3, 2006. (Submitted by Deborah Harpham)

He said he felt lucky to be able to make the decision to die on his own terms.

« The sadness of it all is that there’s probably 1,000 people or more around that probably wish they could but can’t. They just have to live through their misery until they die. »

The sadness of it all is that there’s probably 1,000 people or more around that probably wish they could but can’t. They just have to live through their misery until they die.— Neil Harpham

Harpham is survived by two sons, as well as Deborah, who was at her husband’s side and heard his final words when his suffering finally came to an end.

« He said I love you and I told him I love him, » she said.

On Saturday, Deborah said her husband, who operated two taxi businesses in Charlottetown, will be remembered « for the wonderful man that he was. »

« If you were ever in need, he was there for you, no matter what. » 

Even in his final hours, he was trying not to be a burden.

For instance, he was concerned about how Deborah would change the car registration into her name, since he wasn’t able do it himself on Friday because the roads were bad.

Started Santa Claus Parade

Harpham’s generosity extended into the community. In the 1990s, he brought the first Santa Claus Parade to Charlottetown with six of his taxis, a couple police cars and a fire truck.

« I couldn’t see Charlottetown not having a Santa Claus Parade, » he said. « The next year I had about 15 cars and we had eight or 10 floats and the third year I had 25 cars and I can’t even imagine how many floats we had. A lot. »

Every year around Christmas he would have Santa Claus in his one of his cabs to raise money for the Queen Elizabeth Hospital.

He won an environmental award for 40 years participating in the P.E.I. Women’s Institute’s roadside cleanup. He helped bring the Credit Union to Stratford.

In the days leading up to his death, many people took the opportunity to thank him for his contributions to P.E.I.

« I’ve been involved myself in my community so much that I guess I don’t realize it because I’ve always been that way, but the amount of appreciation that you find is at a time like this, » he said.

« I mean other times you’d be smiling and saying hello and talking for a few minutes with just about everybody and then it comes to a time like this and then you got so you realize just how close people were. »

That was evident one last time when Deborah came out of the Prince Edward Home on Friday after saying goodbye to her husband.

« There was 33 cars across the street, taxis, a tribute to him, » she said. « I thought that was just beautiful. »

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Téo Taxi, un échec politique

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L’arrêt brutal du service de Téo Taxi la semaine dernière a donné lieu à toute une série de commentaires, qui ont essentiellement porté sur les sommes « perdues » dans ce qu’on a qualifié d’aventure à risque. Les 20 millions de dollars de subventions gouvernementales et les 40 millions de capital institutionnel et privé investis dans le développement de cette entreprise ont illustré les « frustrations » de voir de l’argent public aller dans le drain.

On a peu souligné l’approche innovante de Téo Taxi pour modifier de façon substantielle la dynamique de l’industrie du taxi à Montréal, non seulement dans ses aspects environnementaux (une flotte « tout électrique »), mais aussi sociaux (des chauffeurs payés 15 $/heure).

À notre avis, l’échec de Téo Taxi est un échec essentiellement politique. Il est lié à l’inertie du gouvernement Couillard, qui a été incapable de soutenir de façon active et dynamique cette forme innovante de mobilité urbaine et d’électrification des transports. Son attitude vis-à-vis d’Uber et son attentisme à adopter une politique et des règlements aptes à mettre tous les joueurs de l’industrie du taxi sur le même pied ont tué dans l’oeuf la rentabilité de Téo Taxi à court et moyen terme. Pourtant, les quelque 400 emplois qui y étaient liés auraient amplement justifié son implication forte et constante. Deux ministres des Transports du même gouvernement ont démissionné ou ont « été démissionnés » pour désaccord substantiel sur les formes d’encadrement du marché des taxis en libre service comme Uber. Au nom de l’idéologie du PLQ, qui repose fondamentalement sur la liberté individuelle et qui oublie le bien commun et le bien-être des populations. Pourtant, et à titre de comparaison, on pourrait prendre la Cimenterie McInnis. Combien d’argent public y a été investi, pour combien d’emplois, pour quel type de production ? Les seuls dépassements de coûts de ce projet ont été de 400 millions de dollars pour la création de 400 emplois permanents avec une garantie d’augmentation conséquente des GES au Québec.

Développement durable

Les explications d’Alexandre Taillefer concernant sa responsabilité et ses erreurs de gestion dans la gouvernance de son projet ne doivent pas non plus faire oublier la vision de mobilité urbaine et d’électrification des transports qui y était présente. En fait, Téo Taxi apparaît comme un marqueur du développement durable, et la classe politique doit en tirer les conséquences. Si le gouvernement de la CAQ n’a pas montré de sensibilité ou de vision arrêtée à l’égard des enjeux environnementaux dans son programme électoral, il a l’occasion de tirer les leçons de cet échec pour mettre en place une politique environnementale robuste et adaptée aux défis de l’heure. Il dispose d’ailleurs de trois options pour ce faire.

D’une part, il possède une caisse enregistreuse qui s’appelle le Fonds vert et qui a généré des revenus l’an dernier de plus de 930 millions de dollars. Le début de ménage dans l’attribution de cet argent sans aucune ligne directrice peut permettre d’établir les priorités du gouvernement à l’égard du développement durable et de la transition énergétique — par-delà la politique énergétique 2017-2020 adoptée par le gouvernement Couillard.

D’autre part, il peut facilement se doter d’une politique industrielle qui, à l’instar de ce qui se fait en Allemagne depuis plus de 20 ans, intègre l’environnement au coeur du processus de décision des programmes et politiques de développement économique du gouvernement. Le plus bel exemple est celui de l’intelligence artificielle où des dizaines, voire des centaines de millions de dollars se déversent actuellement pour structurer ce secteur économique et en faire un leader mondial. Les promoteurs de ce secteur — porté publiquement par le professeur Yoshua Bengio — ont publié en décembre dernier la Déclaration de Montréal pour un développement responsable de l’intelligence artificielle (IA) qui intègre les enjeux environnementaux et les défis éthiques que pose le développement de ce secteur économique.

Finalement, il doit s’appuyer fortement sur les villes et les communautés métropolitaines comme relais, acteurs et opérateurs de ses politiques environnementales basées sur la transition énergétique et le développement d’une économie durable, facteurs de croissance incontournables au moment où l’économie mondiale devient consciente des coûts du laisser-aller en ce domaine.

Dans ce contexte, le projet de Téo Taxi apparaîtra comme un pas en avant et non pas comme un simple échec économique.

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Téo Taxi: un échec regrettable

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Téo Taxi met fin à ses activités, sans pour autant déclarer faillite puisque la société mère Taxelco tient à conserver une partie des actifs. Ainsi, l’application cellulaire reste fonctionnelle et renvoie désormais à ses deux enseignes plus traditionnelles, Hochelaga et Diamond.

En trois années d’existence, Téo n’a jamais fait ses frais. Ce qui ne surprend pas quand on tente de faire sa place dans une industrie aussi mature que celle du taxi, prisonnière d’un carcan réglementaire d’un autre siècle et assiégée par la concurrence d’Uber, mais aussi de Car2go et de Communauto.

Fort de ses succès antérieurs en affaires, le fondateur, Alexandre Taillefer, était parvenu à convaincre des investisseurs publics et semi-publics comme le Fonds de solidarité que l’aventure méritait sa chance. Il avait raison sur bien des aspects : voitures électriques silencieuses et bien entretenues, chauffeurs courtois, application moderne pour mobiles, tarifs équivalents au taxi traditionnel… le projet répondait à un nombre suffisant de critères esthétiques, éthiques et pratiques pour prétendre au titre de solution de remplacement au taxi traditionnel autant qu’à Uber et ses chauffeurs amateurs.

Ce ne fut malheureusement pas assez à cause d’autres facteurs : des voitures trop coûteuses à l’achat ou trop peu autonomes, un nombre de véhicules et de chauffeurs insuffisants aux heures de forte demande et un temps d’attente excessif, des coûts de fonctionnement trop élevés dans les temps morts et des revenus horaires moyens trop bas au bout la semaine… Autant d’obstacles qu’on avait sous-estimés au départ.

Le taxi est un service dont la demande se concentre à certaines heures du jour et de la semaine. Celui qui pourrait répondre à tous les appels en moins de cinq minutes aux heures de pointe aurait un énorme succès. Ce qui n’était visiblement pas le cas de Téo, dont les voitures étaient vides 70 % du temps et trop lentes à répondre le reste du temps. Il y a bien la Société québécoise du cannabis qui se permet de payer son personnel même en étant fermée trois jours sur sept, mais c’est une autre histoire…

 
 

Depuis hier circule l’analyse que les actionnaires partenaires dans cette aventure, la Caisse de dépôt, le Fonds de solidarité, Investissement Québec et quelques ministères, ont jeté l’éponge trop tôt ; qu’ils auraient dû suivre le plan de match de ce projet expérimental prévu pour exiger 250 millions de dollars d’investissements alors qu’on en était à 60 millions.

Va pour l’audace et l’expérimentation. Encore faut-il qu’un réel espoir de rentabilité pointe à l’horizon, ce qui n’était pas le cas. On aurait doublé le nombre de véhicules et de chauffeurs que les revenus à l’heure n’auraient quand même pas augmenté suffisamment pour atteindre la rentabilité.

Rappelons que Québec a aussi consacré 250 millions à l’industrie du taxi pour compenser la perte de valeur des permis détenus par les propriétaires depuis l’arrivée d’Uber. Un geste essentiellement politique qui n’a pas suffi pour réduire le nombre de permis en circulation. Quant à Uber, son service est plus populaire que jamais, surtout auprès des jeunes friands de nouveauté et d’efficacité à bon prix.

Quant à carrément interdire Uber comme l’industrie et la gauche le demandent encore, il est trop tard. De toute façon, ce n’est pas aux gouvernements de faire le tri parmi toutes les nouveautés qui se présentent dans une économie. À ce compte-là, il aurait aussi fallu interdire la vente en ligne pour protéger les centres commerciaux, empêcher l’arrivée de Wal-Mart pour aider Metro et interdire le cellulaire pour soutenir le téléphone filaire.

En revanche, c’est à l’État qu’il revient d’assurer une réglementation équitable pour tous, ce que les libéraux ont tardé à faire dans le cas d’Uber. Plusieurs grandes villes dans le monde où cette multinationale est implantée, comme New York, constatent aujourd’hui une augmentation de la congestion contrairement à la promesse initiale d’Uber.

Il faut donc intervenir à la fois sur l’offre de service de taxi en assouplissant la réglementation et en autorisant la tarification variable. Mais il faut aussi s’assurer que tous les acteurs sont soumis aux mêmes exigences et paient les mêmes taxes et impôts. Et si l’objectif est aussi de réduire le nombre de voitures au centre-ville, le meilleur moyen consiste encore à réduire la demande en augmentant les tarifs par une taxe spéciale comme dans l’industrie hôtelière, ou, mieux, en imposant un péage pour tous les véhicules qui circulent au centre-ville. Mais restons calmes, cela ne se produira pas !

 

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This former taxi driver fled Honduras after gangs tried to take his life. Now in Canada, he says the ‘migrant caravan’ is misunderstood

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VANCOUVER—Standing with a slouched posture, dressed in a black hoodie and jeans, he looks no different from anyone else in Surrey, B.C. — but nearly five years ago, this husband and father found himself stranded, beaten and alone in Mexico.

After a fraught journey from Honduras with his wife and son, where the family had been separated by Mexican authorities, the man was about to be put on a bus that would ship him back to the Honduran border — back to mortal danger — for the fourth time.

This Honduran migrant escaped gang violence in his home country before arriving in Canada as a refugee and finally settling in Vancouver. He still has family who have fled Honduras with the so-called migrant caravan hoping to cross the border from Mexico into the U.S.
This Honduran migrant escaped gang violence in his home country before arriving in Canada as a refugee and finally settling in Vancouver. He still has family who have fled Honduras with the so-called migrant caravan hoping to cross the border from Mexico into the U.S.  (Jesse Winter / StarMetro)

So he made a run for it.

With nothing but the clothes on his back, he ended up wandering through farming towns, where he talked to local families who showed him the way to the border.

“It was 10 days without any food, drinking water from those animal troughs,” the former refugee said. The migrant has been granted anonymity by StarMetro due to the risk that his remaining family in Honduras could be targeted.

Eventually, he made it into the U.S. and later journeyed to Canada, where he was reunited with his family and given refugee status. He’s now a construction worker in Surrey, B.C., with a side job driving a delivery truck.

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But his worries aren’t over. His brother, sister-in-law and several friends are back at the U.S.-Mexico border, part of the so-called “migrant caravan”: large groups of people travelling together to claim asylum. Several thousand more Central American migrants arrived at the border earlier this week in the midst of a government shutdown.

The mass of asylum seekers has been maligned by U.S. President Donald Trump and conservative media outlets as a mob attempting to bully its way to status in the U.S. But migrant advocates say the movement should be rightly considered an “exodus” of victims fleeing poverty and extreme violence in their home countries — and as the Honduran man knows, they are safer travelling in numbers than making the journey alone.

Less than a decade ago, he was trying to make it as a taxi driver in the Honduran capital of Tegucigalpa. His wife’s job with the government paid little or sometimes not at all due to political instability. With her and a young son to think of, he took on many routes and even ran a delivery service.

Then the extortion began.

“It’s really difficult. When I talk about it I get chicken skin,” he told StarMetro.

“One of my taxis was on a specific route,” he explained, describing a path many taxis took between two popular points in the city. “One day this crew showed up. They said, ‘OK, if you guys want to continue working this specific point, you have to pay 400, 500 bucks every week, and if you don’t you’re going to get killed.’”

He said crime ran rampant in Honduras, suggesting police officers were co-operating with the gangs in their extortion schemes. There was little he could do to prevent the threats, despite filing multiple complaints with local police.

A report by the Immigration & Refugee Board of Canada (IRB) on a 2017 information-gathering mission to Honduras found high levels of criminal activity in the country and a “lack of police presence on the streets” in Tegucigalpa, specifically.

It said gang turf is “defined by … invisible borders” and that anyone attempting to cross those borders could be killed. The IRB report also found that the high price of extortion fees is one of the central reasons people are being displaced from their homes and neighbourhoods.

The former driver described how the gangs would employ innocent-looking decoys, such as pregnant women or senior citizens, to hail taxis and then direct them to locations where gang members would grab the car for their own purposes, like delivering drugs or weapons.

“They pulled me out of my car and put me into the trunk,” he said. “They drove around, they left the car whenever they felt like it. I was there for hours.”

"It was 10 days without any food, drinking water from those animal troughs," the former refugee said about his time in Mexico.
« It was 10 days without any food, drinking water from those animal troughs, » the former refugee said about his time in Mexico.  (Jesse Winter/StarMetro Vancouver)

Luckily, someone walking by heard him and opened up the trunk. But after the first incident, it happened all over again: He was forced into the trunk and left there for hours until he could be rescued.

It happened “many more times,” he said — after five, he lost track — over the course of nearly six years as a taxi driver. Even so, he felt “lucky” that he wasn’t significantly hurt.

“There are many people killed that way,” he said. The IRB report found that gangs used women as “bait to kill targeted persons.”

The man tried to get into other types of work but had already been watched and targeted by the gangs, who were set on extorting him for money whenever he passed through their turf checkpoints. One day, he said, a gang member came to his house and fired bullets near his legs — a way to instill fear in him and other taxi drivers, and maintain control over the neighbourhood.

Finally, he took his family and fled to the Mexican border with less than $100 between them.

But his troubles were not over. After attempting to make an asylum claim in Mexico, the family was rejected and deported back to the Honduran border on buses filled with other hopeful refugees. Undeterred, the man and his family went back to Mexico — and were then deported by bus a second and finally a third time.

Byron Cruz, an organizer with migrant-rights organization Sanctuary Health in Vancouver, said the man’s story is not uncommon among migrants from Honduras and other countries in Central America.

“Ninety per cent of stories I hear from people coming from Honduras are like this,” he said. “Most people will think it’s like a movie.”

He said that gangs have “complete control,” and violence, kidnapping and extortion are common.

Jerry Flores, an assistant professor of sociology at the University of Toronto, said the man’s experience in Mexico was normal as well.

“It’s very typical for Central Americans to have to go through Mexico and to have to navigate life undocumented,” Flores said.

On their third attempt in 2013, the man said he was separated from his wife and son by Mexican authorities and targeted again by a Mexican gang for extortion. He said that, after being beaten near death and managing to escape, he started out on foot to the U.S. border in Arizona.

But with the ongoing detainment and deportation of migrants encouraged by Trump, the man didn’t feel safe in the U.S. and found it difficult to find work, often picking up recycling on the side of the road to exchange for small change.

While he had no direct communication with his wife and son, he heard from family members still in Honduras that they had made it into the U.S., up to Washington State and then into Canada. So he set off on the same journey in 2014.

Less than a month later, he walked across the Peace Arch park to get to Canada. That allowed him to exploit a loophole in the Safe Third Country Agreement, which compels asylum seekers in Canada or the U.S. to apply for status at the first port of entry of the first “safe” country they arrive at. By crossing over the park, he avoided going through U.S. or Canadian customs and was able to claim asylum in Canada.

The agreement has been widely criticized by migrant advocates, due to the differences in the way Canada and the U.S. handle asylum claims. A report from the Immigrant Services Society of B.C. in 2017 found that a majority of refugee claimants in the province had crossed over the Peace Arch border in the same way.

Now reunited with his wife and son and having recently obtained permanent resident status, the man still worries for family and friends who travelled with the new wave of migrants to the border and are stranded in Mexico, like he was. Every week or so, he gets a phone message from them, updating him on what’s happening at the border.

He said that with the levels of violence and poverty on the rise in Honduras and elsewhere in Central America, travelling with other migrants seems like the best option to many — something news stories don’t necessarily communicate.

“There is safety in numbers,” he said. “Some people might not want to go alone, but if there are lots of people with them then it is safer.”

He predicts more people will arrive in 2019, with many eventually claiming asylum in Canada due to the political climate in the United States.

Cruz said that there will “almost definitely” be more waves of migrants from Central America seeking asylum in Canada over the next several months.

But Cruz insists that the language around the “caravan” be changed in order to better communicate the purpose for their journey. On a recent trip to Toronto, he met with other representatives from migrant support organizations who agreed that the word “exodus” is more appropriate to the situation.

Migrants from poor Central American countries,  mostly Hondurans, moving towards the United States in hopes of a better life, are seen after arriving to Tijuana, Mexico.
Migrants from poor Central American countries, mostly Hondurans, moving towards the United States in hopes of a better life, are seen after arriving to Tijuana, Mexico.  (GUILLERMO ARIAS/AFP/GETTY)

“Instead of calling it a caravan, we are calling it an exodus, because a caravan has a connotation of people who are coming happily,” he said. “But people have been pushed by extreme poverty and the environmental situation in the country.”

The conservative news media in the U.S. and comments from the American president have also contributed to widespread misunderstandings of why migrants have arrived en masse at the border, said Flores, the University of Toronto professor.

“The U.S. president has been arguing people coming to the border are gang members … These are alternative facts, if you will,” Flores told StarMetro.

He said right-wing media outlets are pushing the same narrative.

“There was this huge uproar from the U.S. media … framing them as criminals and terrorists,” Flores said.

What those stories miss is that there are few options for Honduran migrants at this point, he said. After a 2009 coup removed then-president Manuel Zelaya, the ruling party suspended a number of civil protections, leading to a rise in human-rights violations, according to the Center for the Prevention, Treatment and Rehabilitation of Victims of Torture.

Flores said such events have occurred throughout Central America over the past few decades, resulting in widespread political instability, poverty and violence.

He said that humanitarian outreach, instead of harsher border protection, would be a better way to address the issue. Instead of arms, the U.S. should focus on sending aid.

“For example, when there were stories of Donald Trump sending down 5,000 soldiers … they could have sent 5,000 troops to process applications instead,” Flores said, adding that special attention should be paid to people coming from marginalized groups, like LGBTQ people, who experience additional discrimination and violence.

Flores added that the United States’ involvement in the situation, by refusing to condemn the Honduran coup, adds to its responsibility.

In the meantime, the Honduran man keeps checking his phone, waiting for a call from his brother’s family. He’s hopeful that someone, somewhere, will come to help them.

“The Honduran government doesn’t take responsibility, Mexico doesn’t take responsibility, the U.S. doesn’t take responsibility … They are stuck there.”

Cherise Seucharan is a Vancouver-based reporter covering health and safety/youth. Follow her on Twitter: @CSeucharan

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Saskatoon reviewing proposal to require criminal record checks for taxi, ride-hailing drivers – Saskatoon

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Taxis will soon be sharing the road with the likes of Uber and Lyft after Saskatchewan gave its approval to ride-hailing services just over a week ago.

However, municipalities get to determine how and when these ride-hailing services begin.

Calgary, Edmonton and Ottawa have both taxis and ride-hailing services that bring passengers where they need to go, and each city sets its own rules for drivers.


READ MORE:
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Saskatoon city council will be reviewing bylaws on Monday that could dictate who will be allowed on the roads.

Mayor Charlie Clark posted on Facebook that council will be looking at fees, minimum fares and vehicle inspections for the ride-hailing services.

But it’s the proposal of a criminal record check for drivers that has the Canadian Civil Liberties Association raising its voice.


READ MORE:
Insurance pit stops still exist on road to Sask. ride sharing

Abby Deshman, director of the criminal justice program with the Canadian Civil Liberties Association, says a vulnerable sector check shouldn’t be applied to drivers.

“The truth is predicting what someone will do in the future is almost impossible. You can’t tell based on a criminal record if someone is going to go out and commit a violent offence,” Deshman said.

“You can’t tell based on what they have done in the past what they will do in the future.”


READ MORE:
Saskatoon city committee debates ride-sharing regulations

She added that there need to be more jobs available to those with previous criminal convictions.

“When businesses do use them and exclude people from employment, we’re really undermining community safety,” Deshman said.

“We need people to have stable jobs when they’ve had prior justice involvement. We need people to have an income to be able to find a place to live.”


READ MORE:
“We just want it to be fair and safe” – taxis, municipalities prepare for ride sharing in Saskatchewan

Provincial rules for ride-hailing companies like Uber and Lyft went into effect last Friday.

Companies will need to hold at least $1 million in liability coverage for all drivers and vehicles.

However, it will be up to municipalities to determine their own local ride-hailing bylaws.

© 2018 Global News, a division of Corus Entertainment Inc.

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un super taxi pour le Nürburgring

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NOUVEAUTÉ – Les visiteurs de la boucle nord du Nürburgring peuvent désormais monter à bord de la berline la plus rapide du monde, la XE SV Project 8, qui devient un nouveau « Race Taxi ».

Il est dorénavant possible de grimper dans la Jaguar de route la plus puissante jamais produite, la XE SV Project 8, pour un baptême de piste sur le circuit du Nürburgring, surnommé l’«enfer vert». Ce véhicule développé par le département «Special Vehicule Operations» (SVO), promet son lot de sensations fortes, avec son V8 de 5 litres à compresseur qui saura aussi bien vous coller au siège que ravir vos oreilles.

Du haut de ses 600 chevaux, la Jaguar XE SV Project 8 détient le record de sa catégorie, avec un tour de la Nordschleife bouclé en seulement 7 minutes 21 secondes et 23 centièmes. La berline anglaise pulvérise le chrono de certaines GT. Elle devance ainsi la Ferrari 488 GTB. Passager de pilotes professionnels de Jaguar, les amateurs retiendront leur souffle tout au long des 20,8 km de ce tracé toboggan comprenant 73 virages. C’est aussi l’une des rares occasions de tutoyer sa vitesse maximale.

Ce taxi spectaculaire est ainsi capable d’accrocher 322 km/h en pointe, et d’abattre le 0 à 100 km/h en 3,7 secondes. Cette Jaguar est équipée de manière à assurer un comportement sans faille, avec notamment des panneaux de carrosserie en fibre de carbone, des éléments aérodynamiques réglables, une suspension permettant d’ajuster la garde au sol et des roulements de type F1 en céramique.

La Project 8 «Race Taxi» propose 2 places et rejoint la limousine XJR575 «Race Taxi» qui elle, peut accueillir 4 personnes à son bord. L’offre «Race Taxi» de Jaguar est disponible jusqu’à la fermeture du circuit mi-novembre ainsi que pendant toute la saison 2019. Un tour de circuit réclame 199 € et peut être commandé en ligne via le site: www.jaguar-experience.de.

La Jaguar XE SV Project 8 détient le record de sa catégorie, avec un tour de la Nordschleife bouclé en seulement 7 minutes 21 secondes et 23 centièmes.
La Jaguar XE SV Project 8 détient le record de sa catégorie, avec un tour de la Nordschleife bouclé en seulement 7 minutes 21 secondes et 23 centièmes. Jaguar

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