As faithful readers know, your servant is still quite keen on the full hybrid solution to enjoy the benefits of electrified mobility. It ideally combines the smoothness of E-power with economy and total hassle-free practicality, as you can cover any distance without worrying about recharging.
Renault made a very wise strategic decision to build also an important presence in this market segment, and is indeed developing its Full Hybrid Technology always further.
Did you know that Renault has sold over 750,000 vehicles equipped with this full hybrid E-Tech powertrain since its launch in 2021?
Renault developed its full hybrid E-Tech powertrain in 2021. Over 150 patents have been filed for this technology, which taps into Renault’s expertise in Formula 1, particularly in energy recovery and regeneration. Ii is found in many models, from Clio to Rafale.
More power and full hybrid performance for Captur and Symbioz
In the same way as with the previous generation, the series-parallel hybrid architecture of this new powertrain combines two electric motors (a 36 kW e-motor and a 15 kW HSG – High-Voltage Starter Generator) with a 1.8l 4-cylinder petrol engine of 80 kW or 109 hp (69 kW and 94 hp for the previous engine) mated to a new intelligent multi-mode clutchless dog box and a 1.4 kWh battery. The dog box delivers fast precise gear changes with minimum power loss. It is also simpler from a mechanical standpoint, making it more reliable.
Driveability maintained
The indirect injection of the previous generation has been replaced by a new direct-injection system.
Torque is 25% higher (172 Nm for the combustion engine alone, i.e. +22 Nm) than for the previous version. This means that maximum torque is available at lower revs (around 2,000 rpm), for better performance and response, particularly during acceleration or when picking up speed on fast roads. Acceleration is therefore more dynamic. Captur now takes 8.9 seconds to accelerate from 0-100 km/h compared with 10.6 seconds previously, delivering a better response for a more agile driving experience.
The Symbioz also improves its 0 to 100 km/h acceleration time: 9.1 seconds compared with 10.6 seconds previously.
A new battery with a higher capacity of 1.4 kWh
The new hybrid powertrain has a battery of 1.4 kWh battery (230V), compared with 1.2 kWh for the previous version. ower fuel consumption and CO2 emissions
Fuel consumption is optimised by a regenerative braking function, combined with the high self-charging capacity of the 1.4 kWh (230V) battery and the efficiency of the E-Tech system.
Under the bonnet of Captur and Symbioz, the new full hybrid E-Tech powertrain consumes just 4.3 litres/100 km, compared with 4.7 litres for the previous version. This optimised system delivers fuel savings of up to 40%, while also reducing CO2 emissions to as little as 98 g/km on Symbioz (99 g/km for Captur).
Smooth gear changes
The dog box transmission has been maintained: the dog clutch system replaces both a sprocket and a synchroniser ring in a clutchless layout with fewer friction parts for high levels of efficiency. The gearbox was then fine-tuned for faster, smoother gear changes. As a result, gear changing is quieter and more responsive, reducing vibration and engine noise for increased driver comfort.
Further, the introduction of a new electronic gear lever (e-shifter) provides greater precision and optimised ergonomics.
Needless to say that we are keen to lay our hand on a Renault with this improved full hybrid drivetrain… stay tuned!
Stellantis made an interesting strategic move to include Chinese EV manufacturing in its portfolio. Besides obvious geopolitical reasons, there are also good technological grounds: Leapmotor has designed its own EV platform and battery technology, and it adopts the so-called “cell to chassis” design method. The battery is part of the platform structure and is not divided into cells, which offers extra rigidity and therefore is improving handling. It leaves also extra space for the passengers too. It seems to be a good alternative technology, and BYD has adopted it too.
By the way, just as BYD, Leapmotor uses LFP technology for its batteries. Indeed, Lithium-Ion phosphate batteries are safer than Li-ion due to the strong covalent bonds between the iron, phosphorus, and oxygen atoms in the cathode. The bonds make them more stable and less prone to thermal runaway and overheating…But now let’s return to the findings of our test…
Hans Knol ten Bensel
Classic styling…
The C10 is a big D segment SUV, and its longer roof line gives it a traditional look, which is altogether rather pleasing. We liked especially the “glazed green” colour of our test car, and we found the C10 also well proportioned.
Impressive interior
Stepping in the C10, we were surprised by the softness of the comfortable, well cushioned seats, and the clean layout of dashboard and commands, which bear some resemblance with Tesla models. The whole layout is quite clean, and besides two rolling buttons on the steering wheel, for controlling audio and cruise control, everything else is found on the two touchscreens. It takes some studying, but soon you will find your way. The most important functions are easily found and controlled in a self explaining manner. You are also reminded that this is a Chinese EV as Apple Car Play and Android Auto are…absent.
The C10 gives to priority to driver safety, and indeed the driving assistance systems remind you of this during your drive, and if you want to enjoy a truly “Zen” trip, you might want to shut it off.
We found the navigation system quite up to scratch, and appreciated the plethora of functions and amenities the C10 can offer you. Of course, there is a 360° chrystal clear vision available, seat warming and ventilation, heated steering wheel, you name it. Just a credit card type key card will open and start the car, indeed, the C10 is totally user friendly in everyday practical use.
The C10 will also watch over you, for safety’s sake…
Smooth performer
The C10 is meant for ”zen” driving in absolute comfort. The British would call it motoring. At least, this is how we personally ’feel’ this car. It is smooth and very silent. The suspension is softly sprung, and also the seat cushions are soft to the touch and feel. Of course, there are different driving modes to choose from via the touchscreen. We stuck most of the time in the standard mode. You can also select four regeneration modes. Three modes, low standard and high can be engaged while driving. The fourth mode, the one pedal mode, can only be selected from standstill.
The electric motor and its accessories are well tucked away deep under the bonnet…
The permanent magnet synchronous motor develops 215 HP, and this offers excellent performance. 0 to 100 km/h is absolved in merely 7,5 seconds, and top speed is set at some 170 km/h. The battery capacity is 69,9 kWh, and the practical range depends of course on your driving style. In practice, we found a range between 420 and 350 km being quite realistic.
Fast charging is of course possible, up to 84 kW. We noticed again that on “ordinary” public charging points the available charging power can be down to the proverbial trickle, sometimes to merely 2 or 3 kW/h. At one stage, we found that charging the battery from 69 % to full charge would cost… 6 hours!
Charging at a trickle on an ordinary public charging pole…To charge it from 80 % to full takes close to 5 hours!
Steering is light and precise, and has a very “soft” feel. Again, this car is designed for comfortable driving, so we did not mind that your palms are insulated from the horrors of our Belgian road surfaces. Via the touchscreen you can however select Comfort, Standard or Sport. In the comfort mode steering is very light and this we found beautiful for parking and slow urban driving.
Plenty of storage space on the centre console…
Of course the C10 will show predictable handling and performance, and it will take long bends with no fuss whatsoever at very high speeds. It is also quite stable at high cruising speeds, but will nevertheless inspire you to take a “Zen” attitude behind the wheel, and we juts loved this car for that, and made it most endearing to us.
Space and practicality
As said, boot space is very much OK with standard 435 liters, extendable with the rear seat folded down to up to 1410 liters. The boot floor has extra storage space underneath the floor, divided into two spaces, one for the cables and another for the tire inflating kit and sundry.
So remember that when you are packing the car for a holiday trip, to keep the cables at hand…
There is a nice extra space underneath the centre console, and indeed also the door bins are nicely wide, and of course there are plenty of USB slots to charge your phones.
Conclusion
The Leapmotor C10 certainly scores in looks, comfort, standard equipment and last but not least (Family) space. It’s ride is smooth and quiet, and this is indeed just what you need in a large family SUV. Its price is also right too, and it offers more than adequate performance and economy, which translates in a fairly good range between 420 and 350 km. It is sold throughout the vast Stellantis dealership, and this also inspires confidence…
Hans Knol ten Bensel
Photgrapher’s notes: we used for the photos here of this test our trusted Canon G9X. The battery lid has broken due to intensive use of this camera, so we have this nice stable bracket…
Things are moving at the bottom end of the EV market. More affordable EV city cars are offered, and Stellantis has also quite literally made a bold leap forward. Last year it took a 51 pct share in the Amsterdam-based joint venture Leapmotor International BV, and now brings the city car TO3 to our shores, as well as a large SUV, the C10.
Needless to say that we were very keen to have a test drive with this TO3, which at first sight looks not unfamiliar, as it resembles a Smart ForFour. It certainly is fit for the city, with its compact overall length of 3,62 meters. But we discovered it has a lot more good qualities. Just read further..
Hans Knol ten Bensel
Roomy, well equipped and comfortable…
The cute TO3 really surprised us. Stepping into the car, we found ample headroom and even the tallest can sit comfortably behind the wheel of this Leapmotor. Even the rear passengers don’t touch their heads and can step in comfortably as the TO3 has wide opening four doors. No cramped mini car feeling whatsoever. Luggage space is also reasonable, with 210 liters with the rear seat backrest up, and up to a maximum of 880 liters with everything folded down.
Don’t expect bare austerity either when it comes to infotainment. One soon notices that the Chinese are masters in the game. The TO3 has a 10 inch touchscreen with a christal clear rear view camera, which indicates even the remaining centimetres when you back up close to another vehicle or wall…
It also has an excellent navigation system, DAB radio and you can choose between not less than three driving modes. On the central display you can choose “vehicle control” and then make your choice. We left it in the ”standard” driving mode virtually all the time.
The ventilation/heating controls take some getting used to, and are not logical at first sight. But soon enough you get around it…
The T03 has a range of some 250 kilometers in practice…
Also fit for the open road…
With its small turning circle and good visibility it is a pleasure to drive in town, where at urban speeds, that is to say up to 30 km/h, you are constantly accompanied by a well audible whine. This disturbs a bit the totally “ZEN” feeling which normally the absolutely silent EV power conveys, but for the sake of safety it is of course very useful.
The standard equipment is lavish: below the central touchscreen one has even two USB C ports, a 12 V plug and room for your phone…
When you enter the motorway, the compact TO3 shows remarkable ”adult” behaviour, staying remarkably silent and stable at speed. It is fully capable of cruising at say 120 km/h, and this means this TO3 is also a perfect intercity motorway commuter…
LED headlamps are standard…
As the range is rather limited, you need to recharge it frequently between commutes, but when a charger is available both at home and the office, this Leapmotor is perfect for the job. The manufacturer quotes a range of up to 265 km, and WLTP consumption is 16,5 kWh/100 km. We found that this figure is easily achieved in practice, and indeed we experienced that a range of around 250 km is very realistic.
Blind spot monitor, cruise control, distance control and lane assist are also standard…
Performance is zesty with a 0 to 100 km/h sprint in 12,7 seconds, top speed is electronically limited to 130 km/h, which is totally sufficient given the vocation of the TO3.
The TO3 is also very keen to keep you safe under all driving circumstances, and constantly warns you when you don’t keep your eyes on the road, ignore speed limits and the like, and is constantly buzzing and chiming to warn you of imminent dangers.
The driver is constantly watched by camera’s, and it warns you to keep your eyes on the road…
This can be annoying at times, and it is good to know that these audible warnings can be muted, although they will reset themselves soon as you restart the car…
The TO3 comes with a warranty of 3 years and 100.000 km, which will satisfy most.
Conclusion
The TO3 impressed us, with its all-round qualities, making it the perfect urban runabout, also fit for faster intercity motorway commuting. It has sufficient room to sit four, and its range is limited, but still sufficient when charging opportunities are easily available both near home AND office/workplace.
It is well finished, has impressive standard equipment and infotainment. So if you want to step into the EV world with a smaller ”entry” budget, just take a very close look at this endearing Leapmotor…
Hans Knol ten Bensel
Photographers’ notes: we used again our Panasonic Lumix DMC-FZ1000. Its Leica zoom lens is also ideal for photographing details, as shown above…
Already in 1934, the dream of the goddess of the road began: Citroën designers drew the first contours of a more streamlined body for the “Traction”, which was launched only a few months earlier.
This year we celebrate 70 years of DS, as indeed the iconic DS 19 was launched in October 1955, this year now 70 years ago.
Reason enough to delve into the stunning history of the birth of this goddess, and subsequently also DS Automobiles, who since 2014 carries further the tradition of making superbly styled, avant-garde automobiles offering exquisite comfort and panache.
Your servant started to delve into his archives, and here is a tale, which every car enthusiast can adopt as an exquisite story to be told at a dinner table with friends and family, about the men with a unique “Génie Français” which led to the birth of a truly unique automobile.
Hans Knol ten Bensel
But development work started rather in earnest in 1938, when Pierre Boulanger codenamed the project for a successor of the Traction VGD, or “Voiture à Grande Diffusion”
The man behind it all: Pierre Boulanger...
But first a word about the actors of this unique engineering adventure. It starts with Pierre Boulanger, who was a so-called “Michelin man”. He started working for Michelin in 1918, reporting directly to Eduard Micheli, co-director and founder of the business. Boulanger joined the Michelin board in 1922, and in 1938, he became the company’s joint managing director.
What has Michelin to do with Citroën? In December 1934, despite the support of the Michelin company, Citroën filed for bankruptcy. In that same month Michelin, already the car manufacturer’s largest creditor, decided out of necessity to become its principal shareholder.
Pierre Boulanger then became the assistant of Pierre Michelin, who was already the chairman of Citroën. Boulanger became the vice-president and chief of the Engineering and Design department. He became president in 1937 until his accidental death behind the wheel of a Traction 15 CV . He also jointly managed the Michelin company.
Pierre Boulanger was already since 1936 working on a project to create the TPV (short for ‘Très Petite Voiture’). This led, as you might already know dear reader, to the birth if the 2 CV, affectionately called by the French “La Deuche”.
The driving genius of the project: André Lefebvre …
But let’s go back to our VGD project, which he started with the help of André Lefebvre, the spiritual father of the Traction. Another most important actor in our tale. He was an engineer with unique insight and creativity, with a wonderful talent to think out of the box. He was a lifelong friend of aviator, artist and also car designer and engineer André Voisin. And this is a man who designed and built absolutely stunning cars.
André Lefèbvre in his younger years, a keen racing engineer, working for Voisin…
We show you here a photo of the Voisin which was to be seen in the Brussels Autoworld museum last year. It was also André Voisin who recommended Lefebvre to André Citroën.
The man behind the hydropneumatic suspension: Paul Magès
The genius who invented and developed the legendary hydraulic suspension was Paul Magès. He came to Citroën as a draughtsman at the age of 17 and a half, and made a wonderful career thanks to its practical sense, creativity and entrepreneurship. In September 1940 he was promoted to quality engineer and in 1942 Pierre Boulanger included him in his research team, to create and develop a suspension system for the 2 CV. Here his out of the box thinking and creativity proved crucial.
Already early in the development, he saw the advantages of a liquid that would compress a gas. It was a new idea that Paul Magès began to experiment with in 1944 on a 2 CV with a very crude system comprising 1 gas tank per wheel, which theoretically made it possible to vary the flexibility from one to four, with a gas and a liquid separated by cork. Cork will not withstand high pressure however. This archaic start is refined, perfected, tested a multitude of times, and the results are always more surprising. Paul Magès then created his own team which manufactured all the organs itself. The skills of each person are at stake, in the feverish atmosphere of research. The theory gradually became reality, the concept was simplified, the tests multiplied, the results were refined.
First trials of a hydropneumatic suspension on the 2 CV prototype…
In 1946, Pierre BOULANGER encouraged Paul Magès to continue his research, no longer on the 2CV but this time on a front-wheel drive, because it was necessary to think about the future VGD car. (Mass Circulation Car)
Besides the suspension, the car had to be revolutionary, and Boulanger proposed a monocoque structure in which the centre of gravity would be as low as possible, the roof and bonnet would be of aluminium and the floorpan would support unstressed, lightweight body panels.
The hydraulic suspension found its way on the rear axle of the six cylinder 15 CV Traction…
In 1949, Paul Magès, after multiple tests, finally developed a hydropneumatic suspension that he put to the test in the cold in the Nordic countries, then in Algeria for resistance to high temperatures. It was from this adventure that the idea of a manual height control was born, in order to allow the vehicle to face snow or chaotic terrain. Other trials will be the source of questioning, creations, and multiple improvements. In 1953, the hydropneumatic suspensions were deemed reliable enough to equip the 15 six, then the DS 19…
But soon more about the story of the DS in the following 70 years since its birth…
Lancia is back in Belgium, and was indeed also present at the Brussels Motor Show with the New Ypsilon hybrid & full electric. The Ypsilon Rally4 HF was also showcased, marking the return of Lancia in Rally in 2025. The HF took a central place on the Lancia stand, and as it was developed and fine-tuned by Miki Biasion, the motorsport legend and World Rally Champion with Lancia. Miki was also present at the Belgian event.
The HF Rallye version wans unveiled on the Lancia stand at the 101st Brussels Motor Show…
The renaissance of Lancia is very important for Stellantis, and a well balanced internationalisation process is under way. It is an essential part of of Lancia’s Renaissance, which includes an initial network of 70 new showrooms in 70 major European cities.
Charles Fuster presenting the Lancia Ypsilon HF on September 10th last year in Aartselaar…
The first markets involved are France, Spain, Belgium-Luxembourg, the Netherlands, and, by 2025, Germany. All of these showrooms will feature the brand’s new corporate identity, which reflects the four pillars at the foundation of its strategic plan: quality, electrification, sustainability, and an innovative sales model.
Lancia celebrated its return to Belgium-Luxembourg last September with the inauguration of six showrooms in Aartselaar, Overijse, Kortrijk, Ghent, Gilly and Bertrange, and the recent addition of locations in Drogenbos, Hasselt, Namur and Herstal. as well as 14 service points. Your servant was present at the inouguration in Aartselaar, and you find my report in our columns.
Reason enough for us to have an interview with Charles Fuster, VP Global Marketing and Communication.
Hans Knol ten Bensel
HKTB: My question turns around the strategy of the brand in the coming one or two years.
CF: When we started with saying “Lancia is Back” three years ago, we said that we have three pillars for this comeback. First of all, there is the product line up. And we are keeping our promises, with the introduction of the Ypsilon, and after six months we launched the HF version, which you see here on our stand in Brussels. The return is super positive, by journalists and the public.
Lancia goes with its new Ypsilon from mainstream to premium…
The further product is the Lancia Gamma, which will roll of the production line in our factory at Melfi. It will come in 2026. The second pillar is to build a new brand identity, we have now 160 new showrooms in Italy, all refurbished. Back in the day Lancia was presented in a corner in the showroom, now we have a dedicated showroom and dedicated sales people.
The elegant Ypsilon at the Brussels Motor Show…
The third pillar was then to launch Lancia in Europe. This is our internationalisation process, and in November we have officially relaunched Lancia in Belgium, the Netherlands, France and Spain.
HKTB: What will you do in 2025?
CF: This year, it will be the first full year of the Ypsilon, and the HF which will hit the market this spring and summer. With this car, we are back into Rally Motorsport. We start in Italy in April, with the Italian Cup, next year the European Championship, and at the end of 2025 we start getting ready for the launch of the new Gamma.
HKTB: What do you expect for the Ypsilon in the Belgian market?
CF: The Belgian public loves Italy. They also love cars and motorsport. When you put Italian cars in the rally scene, you end up with Lancia, so our ambition is quite strong here. I think we can do well, 10 years ago we were doing well in Belgium, so we expect the same results more or less.
DS Automobiles made headlines at the 101th edition of the Brussels Motor Show by presenting its beautiful N° 8 to the public. This car will undoubtedly make its mark in the D segment, with its stunning looks, comfort and up to date EV technology. This car also means a lot for DS Automobiles. So we thought that an interview about the strategy of the brand would be very interesting , and we thank the dynamic PR department of Stellantis Belgium for arranging this interview. Just read further…
Hans Knol ten Bensel
The DS Automobiles N°8 made its debut on the Brussels Salon…
HKTB: It is always quite a challenge to combine the typical DS styling language with the imperatives and constraints modern cars in this D segment have to respond to and offer in terms of safety, performance and space efficiency.
SD: Indeed, we have to show that in terms of elegance and French “savoir faire”, we offer something remarkable. We have shown this with the ASL (Aero Sport Lounge) concept car, which was designed by exterior designer Thomas Duhamel. We wanted to bring a dynamic saloon.
A designers’s drawing of the Aero Sport Lounge Concept Car…
HKTB: What is now on the European and global market the strategy of DS Automobiles?
SD: The strategy is to occupy a strong presence in the premium segment, with an emphasis on electrification in a market which is now fully involved in this energy transition. We want to keep this exceptional French character, with a “savoir faire” in the use of the materials, performing the art of elegantly rendering details, with this attention to styling and design down to the very details, which is not immediately found with our competitors.
We bring elegance, not only in the contours and proportions, but also in the light signature of the car. This makes the car stand out in traffic. This has worked well from the first DS3 onwards and is the unique hallmark of DS Automobiles. Of course we keep this on our new N°8, and this signature will be found further on our future cars.
HKTB: The adoption of numbers is also a step..
SD: Indeed, it is a further evolution, an eye-wink towards further sophistication… What is also important is the reference we make to French coach-building tradition with a dual tone paintwork, a sophistication which is not immediately found on other cars in this D segment.
Your servant together with Sébastien Decarris at the Brussels Show in front of the Ds N° 8…
HKTB: Indeed, the styling language is also a continuation of the angular tradition so typical in French coachbuilding, like the iconic Voisin cars…
SD: En effet! Indeed, when we work on the design of DS cars, we indeed talk about Voisin… and then, there is the comfort, which is also very important for us. It is more than just a “must have”, it is crucial. It concerns the suspension, the seats, and also the thermal comfort. It is especially important in EV cars, and we worked hard on it. For instance, we introduced neck-area heating, which is hitherto only seen on cabriolets…
HKTB: As DS also puts forward “the art of travel” or “l’art du voyage”, I personally would like to see an infotainment software which delivers automatically audio info about the region(s) and cities you are travelling through, and where you can choose political, social or cultural history…
SD: It is an idea we are working on. Of course, in the first place we want to reassure the client driving an EV car, and inform him about charging possibilities on his trip.
HKTB: On the charging infrastructure, are you considering the idea to build a dedicated “DS Automobiles” charging network?
SD: We offer our clients an infrastructure via the “free to move” network. We want to reassure the client in the first place with the car we offer him, i.e. having a long range and an outstanding fast charging capacity. (Up to 160 kW) We wanted to reassure the client, giving him peace of mind with a long(er) range. We think that having a long range is more important than the possibility of (ultra)fast charging. The automobile is for us (and our clients) first and foremost an object of freedom, of “liberté.” This means that you have to offer a range of around 500 km and more on the motorway.
HKTB: Quality and workmanship is of course also very important in the premium segment. Where is the N°8 built?
SD: It is built in Italy, at the plant in Melfi. The N° 8 is running on the STLA Medium platform, and this is decisive in the industrial strategy and where the cars will be produced.
HKTB: The batteries are also important…
SD: Indeed, they are produced by ACC, (Automotive Cells Co, with as stakeholders SAFT, which is wholly owned by TotalEnergies, and Stellantis and Mercedes – note from the author). We planned from the outset a premium car with a maximum 750 km range, using batteries manufactured in the EU.
HKTB: Will the N°8 be future proof and be able to accommodate new developed batteries and electric motors during its production run?
SD: Certainly, the platform is able to receive newly developed components during the production life of the N°8. We have a modular strategy and the platforms are designed to accommodate them. This concerns the batteries as well as the electric motors. For all the models of the DS Automobiles range, we were from the outset prepared for its electrification, it is an essential element of our policy and you see this now unfold in the D-segment.
Skoda’s are popular family friends, and indeed the Octavia steals the hearts of many. For good reason: Skoda builds on the platform of the Golf (now it is the Golf VIII) an even more roomy and practical version, the Octavia Sedan and Combi. It tops the charts in many (European) countries, as it is well built, stylish, marvelously practical and offers last but not least very good value for money.
We tested for you two versions: the 115 HP 1,5 TSI with the 6 speed manual in “Corporate” trim and the 150 HP 1,5 TSI m-HEV with the 7 speed DSG auto box in the top of the line “Selection” trim.
Sliding behind the wheel of the Octavia puts immediately a respectful smile on your face. It’s interior certainly impresses. Roomy, well finished, big instrument and infotainment screens, lavishly equipped, certainly in the equipment versions we tested.
The interior of the 115 HP “Corporate” equipment version. It already has everything you might need…
Starting the 1,5 TSI results in a quiet purr, and you move the slick lever into first gear. The gearbox changes are precise and smooth, the engine is flexible and willing. It develops a healthy pulling power with maximum torque of 220 Nm, developed from 1500 to 3500 rpm. This means you can flow along with the traffic in the higher gears, with only a whisper of engine sound, and enjoy urban consumption figures between 7 and 8 litres/100 km. On the open road, adopting the same quiet driving style, you will see consumption soon dropping below 6 litres/100 km. Skoda officially quotes 5,2-5,7 l/100 km, with CO2 emissions given between 118 and 129 g/km, putting it in class D.
This 1,5 TSI engine belongs to the ultra-modern EA211 TSI series, Thanks to Active Cylinder Management (ACT), two of the four cylinders are switched off as often as possible, and this is almost inperceptible.
Of course, this Octavia can stand its own on long fast trips and Autobahnen. It will sprint in 10,5 seconds to 100 km/h and has a top speed of 203 km/h. It is a beautiful high speed cruiser, along with many other good handling qualities. It has the platform of the Golf VIII, remember, and Skoda knows something about chassis and suspension tuning, just think of the RS versions. The top RS beast has not less than 265 HP, which is identical to the sixties super car, the Jaguar E-Type.
But again, the “base” version with its 115 HP coupled to a 6 speed manual will satisfy most. Since our silver grey test car came second in the contest of the “family car of the year” organized by the Belgian VAB magazine during our test, the car was needed for photo and marketing purposes by the Belgian importer D’Ieteren, so we had the opportunity to test also the 150 HP 1,5 TSI m-HEV, which is the mild hybrid version of the Octavia.
Like the 115 HP engine, the 1.5 TSI with 110 kW (150 PS) delivers its maximum power between 5,000 and 6,000 rpm. This diminishes both consumption and emissions. The maximum torque of the 110 kW engine is 250 Nm and this is also available between 1,500 and 3,500 rpm.
The 150 HP version came with leather seats and leather covered dashboard panel surfaces , giving the interior extra panache and a touch of luxury…
The m-HEV version has a 48 V lithium-ion battery, which supplies the 12 V vehicle electrical system and drives a 48 V belt-driven starter-alternator. This belt-driven starter-alternator takes on the role of the alternator and starter while simultaneously operating as a small, lightweight electric motor that instantly boosts the drive torque when moving off. The output of the generator is transferred by the belt drive. It also starts the combustion engine – which is switched off as much as possible while the vehicle is moving – in a barely perceptible way. In this case, the 48 V battery supplies energy to all the important systems of the car.
Luggage space is absolutely cavernous…
We liked this smooth extra EV power, and the engine switching off really enhances your quiet driving style. It adds greatly to the “zen”feeling when driving in busy traffic. We also liked the coasting function when you lift the throttle at speed. It is astonishing how frequently one can profit from the kinetic energy of the car when you drive it just a bit with anticipation. It certainly results in lower fuel consumption in urban driving situations, where we achieved averages of around 7 liters/100 km in town without any effort. Skoda quotes averages of 5 to 5,8 liters/100 km, and indeed in practice this Skoda was about 0,5 liters more economical than the 115 HP 6 speed version. CO2 emissions are quoted between 114 and 133 g/km.
Coupled to the smooth 7 speed DSG the Octavia really comes into its own, and it is a delightful everyday car.
Our test car had drive mode selection, which added further to driving pleasure and well being behind the wheel. Performance is here truly admirable, with 0 to 100 acceleration in 8,6 seconds and a top speed of not less than 226 km/h.
Put in the proper driving mode, this Octavia can really be moved with zest on winding roads, and has excellent Gran Turismo qualities. Leaving it in the comfort mode makes it a very restful (long distance) car for both driver and passengers.
Roomy and practical
Skoda engineers have a talent to create room on the platforms of the group, and what they have built on the Golf VIII platform is nothing short of astonishing. It is a fully fledged five seater, with luggage space to match. You have 640 liters with the rear seats up, and up to 1700 liters when everything is laid flat.
Seating comfort is also one of the strong points of the Octavia. The position behind the wheel is nothing short of ideal, with in the top equipment version we tested anatomical seats with adjustable seat functions throughout. The rear passengers enjoy ample legroom and also headroom is more than sufficient. The 150 HP Octavia sported also very aesthetic beige leather seats which added a touch of panache to the interior.
Infotainment
The Octavia comes with a large touchscreen in the centre, combined with a digital instrument cluster in front of the driver. Skoda has increased the functionality of its infotainment functions with artificial intelligence, and it is now possible to have a more efficient dialogue with your car. It just shows how much importance Skoda is giving to stay competitive in its class. Skoda was indeed also quite clever to use touch/roll buttons for the various commands at the steering wheel column, instead of the haptic/touch sliders used in the VW (ID) range.
Conclusion
The more you drive this Skoda Octavia, the better you come to appreciate its qualities. It is indeed an all round practical car which literally ticks all the boxes. It is elegant with no thrills or frills in its overall styling, both inside and out, offers acres of room for passengers and their luggage, is mechanically smooth and well honed.
It offers impressive performance and allows you a ’zen’ driving experience in town. It is quite frugal too, when you adopt a reasonable driving style. So that families just love this Octavia is obvious. Indeed, enduring success is based on solid qualities, and this Octavia continues to have them…
Hans Knol ten Bensel
Photographers’ notes: The photos of both cars were taken with our trusty Canon G9 X, which has been used so extensively over the years that its battery/ compartment lid has come loose. To keep it closed, as it houses also the SD card, we use here a two decades old Hama flashlight holder bracket, which holds the lid into place on the camera base…
It makes the small camera also much easier to keep steady… Despite its small size, this Canon camera has more than 20 MP sensor size, has excellent colour balance and a Canon zoom of about 28 to 90 mm equivalent, with a reasonably fast aperture between f 2 and f 4,9, making it perform also well in low light situations.
Head of Communications Melvin Keuter opened the yearly Nissan Benelux press conference…
Your servant attended the yearly Nissan Benelux press conference, again expertly organized by the dynamic PR team led by Head of Communications Melvin Keuter. Together with Managing Director Jérôme Saigot they presented the mid-term and mid-long term strategic plan of the company, the new products which were launched in 2024 and the new cars for next year. Just read further…
Hans Knol ten Bensel
The Arc: A bridge to Nissan Ambition 2030.
The Arc is positioned between the Nissan NEXT transformation plan running from fiscal year 2020 through fiscal year 2023 and Nissan Ambition 2030, the company’s long-term vision. The new plan is split into mid-term imperatives for fiscal years 2024 through 2026, and mid-long-term actions to be carried out through 2030.
Managing Director Jérôme Saigot presented the Nissan short and mid-term strategy…
Under the two-part plan, Nissan will first take actions to ensure volume growth through a tailored regional strategy and prepare for an accelerated transition to EVs, supported by a balanced electrified / internal combustion engine product portfolio, volume growth in major markets, and firm financial discipline.
This will pave the way for the second part of the plan aimed to enable the EV transition and realize long-term profitable growth, supported by smart partnerships, (see below more about partnership with Honda) EV competitiveness, differentiated innovations and new revenue streams. For Europe, it will maximize its collaboration with Ampere in Europe to complement their own electrification strategy.
To achieve healthy growth in the future, Nissan is now rightsizing the organization and transforming the profit structure to enable the company to afford shareholders’ return, even with a projected annual sales of 3.5 million units by fiscal year 2026.
Three new full electric vehicles for Europe…and battery development
Nissan has for our market three models in preparation which will be produced in the Sunderland factory, replacing the present Qashqai and Juke crossovers and the next-gen Nissan Leaf: the “Chill-out”, the “Hyper Urban” and the “Hyper Punk.”
Nissan will offer enhanced nickel, cobalt and manganese (NCM) lithium-ion batteries, lithium iron phosphate (LFP), and all solid-state batteries to provide diversified EVs to meet different customer needs. Nissan will significantly enhance NCM li-ion batteries, reducing quick-charging time by 50% and increasing energy density by 50% compared to the Ariya. LFP batteries, to be developed and produced in Japan, will be launched that will reduce cost by 30% compared to the Sakura EV minivehicle. New EVs with enhanced NCM li-ion, LFP and all-solid-state batteries will be launched in fiscal year 2028.
The future line-up in Europe…
The model portfolio will be further enhanced with a new all-electric Interstar LCV, a replacement for the Leaf and the Micra and last but not least all-electric versions for the popular Juke and Qashqai.
… and partnership with Honda.
Nissan and Honda agree to joint research in fundamental technologies for a next-generation SDV platform. SDV means Software Defined Vehicle (note of the author), which means that the vehicle uses software as the main driver for its operations, features and functions. Nissan and Honda aim to complete basic research in approximately one year and based on the results consider the possibility of mass production development. (Research note of the author).
The two companies have reached a basic agreement to unify the specifications of their respective e-Axles, over the medium to long term, to be used in the next-generation EVs of both companies.
The agreed first step is to share motors and inverters, the core of the e-Axle. (Research note of the author).
With the models to be sold globally by Nissan and Honda, the two companies will consider supplementing models from a short-term to medium- to long-term perspective. For the short-term, Nissan and Honda reached a basic agreement on models and regions to be complemented by each company, and also agreed on the outline of a product review system to be jointly operated by both companies. Furthermore, ICE and EVs are being considered as vehicles for mutual complementation. (Research note of the author).
Melvin Keuter highlighted the new features of the 2024 Juke,
and Julie Engelborghs presented the 2024 Qashqai, now with e-power, uplifted design and upgraded tech and connectivity.
A further highlight was the new Interstar LCV, with a new EU 6E norm M920 Diesel engine and of course a choice between a 40 and 87 kW EV battery for the full EV versions.
Icing on the cake: the Ariya NISMO…
With this car, NISMO (Nissan Motor Sport) is back in Europe. Based on the Ariya e-4ORCE and featuring a dynamic new-generation EV NISMO design, the Ariya NISMO delivers greater confidence and peace of mind thanks to its extremely powerful yet smooth acceleration, exemplary handling and stellar aerodynamic performance — all brought about by NISMO’s exclusive tuning, Nissan stated when introducing the car.
The motor has approximately 10 percent greater peak output and performance is further enhanced by the combination with special acceleration tuning and an exclusive NISMO driving mode that maximizes response.
Aerodynamic performance is improved thanks to race-derived technologies that reduce drag and provide greater down force at higher speeds — factors particularly important for EV’s.
Of course, also the interior exudes a premium air with high quality features throughout, including specially designed NISMO seats and trim.
Much more soon on this formidable SUV, but we just tell you here that you can now pre-order this NISMO at nissan.be. The price is at the moment of writing set at € 65.900. The first 250 European customers who order the car get it delivered in the exclusive exterior color Stealth Grey – the iconic body colour from NISMO. In addition, they benefit from a free charging for one year via Nissan Charge…
Soon more about Nissan, amongst others the affordable vehicle to grid technology Nissan will introduce in Europe in 2026…
Lanciapresented its Ypsilon Rally 4 HF, with from left to right rally champion Miki Biasion, Charles Fuster, Lancia head of Marketing and Communication andEugenio Franzetti, head of Lancia Corse HF.
Indeed, Lancia is making an impressive comeback in our low countries, notably Belgium/Luxembourg and the Netherlands. The three countries have always had a strong interest and passion for the brand, and therefore represent an important portion of the brand’s internationalization plan. It is good to know that by the end of this year, Lancia will get ten new showrooms in Belgium-Luxembourg and five in the Netherlands.
“Lancia is Back” said Charles Fuster, Head of Marketing and Communication for the Lancia brand, with indeed already a grand opening of six showrooms in the Belgium-Luxembourg region, located in Aartselaar, Overijse, Kortrijk, Gent, Gilly and Bertrange, with a network set to grow to ten showrooms by the end of 2024, including upcoming locations in Drogenbos, Hasselt, Namur and Herstal. In the Netherlands, the brand inaugurated five new showrooms at strategic locations, in Amsterdam, Rotterdam, The Hague, Utrecht and Zwolle.
The Lancia Ypsilon Rally 4 HF…
But Lancia – as announced already several months ago by Stellantis CEO Carlos Tavares – is also returning to motorsport, and presented now in Brussels, Antwerp and Utrecht for the first time the Lancia Ypsilon Rally 4 HF.
As the name “Rally 4” already suggests, this Lancia will take part in the Rally 4 championship, a gateway to the world of rallies where junior drivers make their first steps towards becoming professional rally drivers.
and champion Miki Biasion…
Miki Biasion, the world rally champion in 1988 and 1989 with the Lancia Delta of Martini Racing, was present at the presentation, and we were able to have a few words with him.
“I am really glad to support the Lancia Product Team and the Stellantis Motorsport Team in the fine-tuning of both the Ypsilon HF and the Lancia Ypsilon Rally 4 HF,” he said. “We worked to improve the performance of the car, fine-tuning several parameters: engine response, trying out different ignition/injection mappings.” Then he continued: “We worked also extensively on grip and handling, also working on the settings of springs and shock absorbers. We also honed and perfected the braking system, the responsiveness and gearchange speed of the gearbox, also testing new ratios”
Indeed, the Lancia Ypsilon Rally 4 HF has a “classic” 1,2 three-cylinder 1.2-liter turbo engine with four valves per cylinder and an output of 212 hp under the bonnet. It has only front-wheel drive, a mechanical transmission with five gears and a mechanical limited slip differential. All this to make the car affordable for debutant young drivers, which is also the strategy of Stellantis, pursued already with the Peugeot 208 and the Opel Corsa.
Relying on private teams…
We spoke also with Eugenio Franzetti, presently Director of Lancia Corse HF. He told us that the strategy of Lancia and Stellantis in general is to rely for the Lancia Rally 4 HF on private teams at the start of the 2025 season, and therefore the car has to be both affordable as well as competitive.
Eugenio Franzetti together with Silvia Cassani, Head of Lancia Communications
Eugenio already occupied various important positions in the Stellantis Group. He was communications and competitions director for Peugeot in Italy, director of communications for DS Automobiles/Citroën/Peugeot in Italy, director of sales for Citroën in Italy, director of communications for Peugeot Global and Italy’s Managing Director of the DS brand before becoming director of DS Performance.
Today he remains in his position as the DS Performance Director and he will therefore retain the dual role.
E power for the road: the Lancia Ypsilon HF
The Lancia Ypsilon HF, the 100% electric performance version of the new Ypsilon, is powered by a 280 hp electric motor, which enables acceleration from 0-100 km/h in just 5.8 seconds. This drivetrain is also found in the Alfa Junior Veloce and the Abarth 600e.
With its lowered chassis, wider track and muscular design, the Ypsilon HF is a nod to the iconic models from Lancia’s rich past. The car will be launched in May 2025…
Fiat has now for more than a century been the pounding heart of Italian engineering and industrial genius. It has given the world wonderful cars, and to me, besides the pre-war Balilla and Topolino, the post-war cars are even more iconic and are absolute milestones in automotive history. Let’s begin with the Fiat 1100 or millecento compact four dour sedan, which is still serving in India as a taxi and has been built there until a few years ago. I absolutely loved the PininFarina styled six cylinder 1800/2100 four door sedans launched in the sixties, and then of course the Seicento and the Cinquecento in ‘57…
About ten years later came the Fiat 124, the 1967 European car of the year, which put the whole east-bloc and Russia on wheels, built in Russian Togliattigrad as the Lada.
Then there was the Fiat 127, putting front wheel drive and excellent performance to the disposal of the masses. Soon then came the Panda, an absolute icon which I photographed in the Galerie de la Reine in Brussels for Keesings Auto Magazine at the time. This car I still find absolutely modern, by the way.
The iconic Panda, born in the 80s, still totally modern and contemporary today…
Now we live in different times, but the Panda is still inspiring many. Therefore only logical that Stellantis put its new Fiat Grande Panda on the new global line-up based on a multi-energy platform. FIAT now starts its transition from local-based production to a global offer through a common global platform. But there is still an Italian DNA left, as it has been styled at the Centro Stile in Turin, and certainly has lots of character as the photos show.
The new Grande Panda…
Olivier Francois, FIAT CEO and Stellantis Global Chief Marketing Officer, summarized it well at the presentation: “Currently we have launched FIAT’s comeback to the global mainstream based on 3 pillars: Italian design and development, global platform and local relevance—and the Grande Panda is the first member of our new global family.”
The Grande Panda will first land in Europe, Middle East, and Africa, and will be available in both electric and hybrid versions.
Proudly presenting the big new Panda: John Elkann, Chairman of Stellantis, Carlos Tavares, Stellantis CEO, and Olivier Francois, FIAT CEO and Stellantis CMO.
Needless to say that we eagerly await to get more acquainted with the Grande Panda soon, both in hybrid and E-versions, which, as we read, will be aggressively priced.
A Fiat 500e Giorgio Armani
But at this anniversary, celebrated on the iconic “Pista 500”, the circular test track on the roof of the famous Lignotto factory building, now converted in a hotel, where the walls of the guestrooms are decorated with mural size photos of details of historic Fiats and a MUST to spend a night when you are in Turin, Fiat stylists and Giorgio Armani designed together an elegant version of the 500e.
The standout exterior design element are the wheels, representing the GA logo on a macro scale. They become the car’s star feature, ensuring it stands out…
We hoe you enjoyed here the photos of the celebration, a very enjoyable event for a brand we always kept very close to our car-loving heart…
Autoprova - for the Connaisseur 