Category: Car presentations

We drove the new Opel Astra Electric: combining pleasure and efficiency with style…

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The e-version of the successful Astra was unveiled on the Brussels motor show in January this year, and has recently hit our roads. The dynamic PR department of Stellantis offered us the top equipment version for an extended test drive, and indeed we were very keen to get behind the wheel.

The Astra e seduced us with its refined smoothness and its remarkable efficiency. Driven sedately in dense urban traffic, we used only 12,4 kW/100 km, which is impressive indeed. The Astra is a worthy member of a new generation of compact EV’s with sufficient power, lower weight, reasonable battery sizes and a usable range of some 360-400 kilometers. On top of that, they are agile and a pleasure to drive. Just read further…

Hans Knol ten Bensel

Stellantis is doing fine in the EV field, offering sensibly sized compact models across its range like the DS 3 we tested earlier. Here in the Astra we find the same new electric motor, good for 156 hp and 270 Nm of torque.

This offers zesty performance, which will satisfy virtually all of us in daily life. Indeed, the Astra will sprint with a whisper from standstill to 100 km/h in 9,2 seconds, and has a very creditable top speed of 170 km/h.

You can choose between three driving modes, eco, normal and sport. In the eco mode, engine power is reduced to 108 hp, but in practice this leaves you still with enough oomph thanks to the excellent torque characteristics of the electric motor. It gives you excellent efficiency, like we pointed out earlier. One drawback with the very hot weather we had during our test is the reduced power of the air conditioner in this eco mode. In the normal driving mode, power is set at 136 hp, with 156 hp being reserved for the sport mode. Nevertheless there is a kickdown function which puts the full engine power at your disposal irrespective of the chosen mode when you floor the throttle.

The screen in front of you displays the chosen driving mode, and is a school example of clarity and simplicity. You find all the essential information in a nutshell: battery capacity, range, driven speed and the music you are listening to… of course, it can be configured to suit your personal preferences.

The unique feeling of ’’ZEN’’…

More and more we start to like EV driving, especially in town. There is the uncanny smoothness when parking, maneuvering or driving very slowly in traffic jams. It is so beautifully stress reducing. On top of that, it is silent.  So you discover the merits of a good audio system, and indeed, the beauty of music… it makes spending time in heavy traffic a soothing and restful experience. This can be said more than ever when driving this Astra Electric. The DAB+ radio provides of course crystal clear sound, and with the display right in front of you informing you about the composer, the piece of music and performer, you just sit back and enjoy…

Ideal seating and ergonomics…

At Opel they take good seating very seriously. The driver’s seat is a so-called “active sports” seat, especially designed to give your back the best possible support. It carries the certificate label AGR, which means nothing else than that it is certified by the organisation ’’Aktion Gesunder Rücken”, or Campaign for Healthier Backs. Indeed, they give excellent support. The seat is also eminently adjustable, so sitting behind the wheel of this Astra is an undisturbed pleasure.

This feeling of absolute well-being is further enhanced by the excellent ergonomics of displays and commands in the cabin. Opel designers are convinced that less is more, and they have adopted this philosophy when designing the dashboard and its controls. Indeed, the dashboard layout is a model of simplicity and clever design.

All the controls are clearly labeled and tactile, and you don’t need a manual to get acquainted with all the functions in this Astra. The instruments, or rather the two coupled 10 inch screens are also a school example of clarity and readability. Some will say that everything is rather austere and without stylish drama and panache, but then you come to appreciate it increasingly in daily use.

Lively and agile

The suspension strikes also a very good balance between comfort, steering precision, handling and high speed stability. The Astra steers very pleasant and its overall agility on winding roads totally belies its 1,7 tonne weight, which is quite light anyway for EV standards. As said, the Astra strikes a very good balance between engine power, battery size and vehicle weight.

Just a word about the batteries. It is a 54-kWh lithium-ion battery with  102 battery cells housed in 17 modules. The Astra Electric can cover up to 418 kilometres in accordance with WLTP1.

Charging times are also quite reasonable. It can be charged to 80 pct of its battery capacity in under 30 minutes at a 100 KW charging station. The car is standard equipped with a three-phase 11 kW onboard charger for the wall box at home…

We already told you about the efficiency of the Astra. Thanks to the standard heat pump, this five-door Astra requires just 14.8 kWh of electricity per 100 kilometres (WLTP2 ). A word of praise again here, as in the test of the DS 3, is warranted for the ”B’’ position, where the car will use the regenerative braking to the full. This allows very smooth one pedal driving indeed, with the regenerative braking force being very progressive and smooth.

Practical

The Astra also has an estate version, and soon the Astra Electric will also be available as such. This makes this EV then a very practical proposition indeed. The batteries are housed in the platform floor and beneath the rear and front seats, and take some boot space too. The Astra Electric offers 352 litres of luggage space in the boot – with the seats folded down, the capacity increases to up to 1,268 litres. Sufficient we would say, but the soon to come estate version will offer more…

Electronic driver assistance…

On-board as standard are electronic aids from the front collision warning system with automatic emergency braking to the adaptive cruise control with stop-and-go function and the Intelli-Vision 360-degree camera. In addition, the Intelli-Drive 2.0 system with semi-automatic lane change and intelligent speed adaptation is optionally available for the Astra Electric for the first time. The adaptive Intelli-Lux LED®Pixel Light ensures bright, glare-free illumination of the road at night. We also liked the very clear and readable head up display.

Conclusion

This Opel Astra is now even more endearing to drive in the electric version. It has lost nothing of its agility, the dynamic driving experience is now even better thanks to the smoothness of the drivetrain and the power delivery. Handling is just as good, striking a good balance between comfort and overall handling. The excellent ergonomics, the host of electronic driver assistance systems make daily life with the Astra a further pleasure…and just wait for the estate version!

Hans Knol ten Bensel

We drove the DS 3 E TENSE: French panache and style

Posted in Car News, Car presentations, Car Tests, Design, E-mobility R &D and solutions, Lifestyle, New ModelsTagged Leave a comment

The latest generation of the DS3 has truly impressed us. It has gained further in style with a redesigned front end and light units, reworked dashboard controls and better touchscreen, and the E-TENSE version has definitely gained in practicality with a more powerful electric motor and a bigger battery, greatly improving range and driving experience.
Just read further…

Hans Knol ten Bensel


We like the look and styling of the DS automobiles, and the DS3 is no exception. We personally find the DS 3 one of the best looking compact crossovers, and indeed the styling department of DS really does a very good job to let the brand truly stand out within the Stellantis group.


There is a redesigned grille, wider and enhanced with gloss black or chromed diamond tips depending on the model. The distinguishing DS WINGS have been tweaked to subtly join the grille and headlamps. The new LED headlamps – standard across the range – give New DS 3 a sharper look with three feature modules set in satin chrome.

The new daytime running lights feature two LED lines vertically arranged either side of the front for a wider light signature, consistent with the latest DS Automobiles design language. At the sides we find again the the distinctive DS 3 shark’s fin, flush flitting door handles and invisible exterior window seals.

Also the rear has been refined: the lights and the tailgate are  enhanced by a lacquered black strip. This gets the “DS AUTOMOBILES” signature through a unique technology, the letters in polished stainless steel being divided and set one by one in the trim. Very premium, and indeed, reminiscent of what Porsche is doing to their cars.

Cabin gets even more style…

The interior of the DS 3 certainly brings you into the unique atmosphere of the DS world. The finish is excellent, and the form and shape of the controls really stands out. Some might say it is form over function, but I always say that owners drive their cars a lot longer than we journalists test them, so one has to be very careful not to criticize unduly functional idiosyncrasies, as they only will take some getting used to. That being said, reading a manual is rather the exception than the rule these days, so when controls are intuitive, it is certainly an advantage…

One enjoys the wonderful design of the controls in the centre console and the lozenge shaped tactile controls below the very readable touchscreen. Indeed, a new 10.3-inch high definition central screen is now offered as standard, with the new DS IRIS SYSTEM infotainment system built in. Top notch.

Driving with refinement…

We tested here for you the 100 % electric E-TENSE, and it certainly is an ultra smooth performer. Compared to the previous generation, the new DS3 has a new electric hybrid synchronous motor, offering 115 kW (156 horsepower) of power and 260 Nm of torque at a voltage of 400 volts. The new 54 kWh battery (51 kWh usable) is thermally controlled through liquid circulation and a heat pump that enables rapid charging, better range and increased lifespan. The onboard charger takes 100 kW in direct current (10 to 80% in 30 minutes) and 11 kW in alternating current (0-100% in 5 hours 45 minutes).



Performance is brisk, the E-TENSE will sprint from 0 to 100 km/h in 9 seconds, with top speed being limited to 150 km/h. Of course, for an EV these performance figures are not exactly overwhelming, but the emphasis with the new electric drivetrain lies on increased efficiency. According to DS automobiles, the WLTP range is now 404 kilometers, increasing to 500 km in urban conditions. In practice, we saw that given a cool driving style, a range of some 360 kilometers is quite achievable.

The DS 3 is indeed the proverbial dream to drive in town as well as on the highway, and its nice pulling power will let you also enjoy B roads. In town, one can use the ”B” mode for smooth one pedal driving, and we have to admit that it is one of the smoothest and most natural feeling setups so far. The deceleration when lifting the throttle is very progressive and unobtrusive indeed.



In city driving we very much appreciated the multiple cameras in front and rear combined with a 360 degree view to assist you when maneuvering, it is truly excellent and indeed should be present in any premium car worth its name.

Compact but comfortable

The DS 3 offers plenty of room in the front, somewhat less in the rear. Also boot space is not exactly overwhelming with a good 360 liters or thereabouts, with still some extra room needed for charging cables and stuff.



The suspension is unchanged from the previous generation, and that’s a good thing. The DS 3 is comfortable, with just the right amount of firmness to let you enjoy a spirited driving style. The DS 3 is very stable and precise to steer on winding roads.


Conclusion


The full electric version of the DS 3 is a compact crossover with a unique personality, with a drivetrain which utterly convinces in efficiency and usability. Premium in style and finish, it has timeless elegance too. Compact, it is excellent for effortless city driving, thanks also to its camera vision aids. It certainly doesn’t feel out of place on open roads either, and can be driven on longer distances given its comfortable suspension, reasonable range and rather short recharging times. The price of the E TENSE, starting at slightly above 40.000 Euros for this full EV, is also within reason…
So a closer look at this stylish crossover is certainly warranted!

Hans Knol ten Bensel












We drove the Volkswagen ID.Buzz: the “E”- renaissance of an Icon …

Posted in Automobilia, Car News, Car presentations, Car Tests, Design, E-mobility R &D and solutions, Lifestyle, men women and cars, New ModelsLeave a comment

 Volkswagen designers and engineers recreated the iconic “Bulli” and made it fitting for our modern E-Times. Their ID.Buzz is a indeed a car which brings at least the aura and panache of the original VW bus, and is adding even more character to it. It underlines the stylistic hallmarks of the original, and has masterfully translated it to steal the hearts of many of us. But not only that: this ID.Buzz now also brings along the well proven VW E-technology. We drove it for you, just read further…

Hans Knol ten Bensel

Cool functionality…

The ID.Buzz has character indeed, and the two tone paintwork of our test car even accentuated its early heritage. The cool character of its predecessor goes even further. Indeed, the original “Bulli” was very functional in its interior, and VW designers have somehow continued this approach in the interior of the Buzz.

Everything is functional, the “less is more” philosophy is applied in every detail.

The instrumentation is wonderfully simple, and even the size of the central touchscreen is also kept within reasonable limits. The instruments and screens are put on a wooden finished large dashboard panel, which is set in a large matte aluminum band, running horizontally across the whole width under the windshield.

This certainly looks stylish, but also brings lot of reflections on bright sunlit days, so be sure to wear your sunglasses when you are behind the wheel. A lot has been said about the practical functionality of the “haptic” controls of VW’s ID generation, and indeed it takes a delicate hand to use them with success. But soon, one gets the hang of it.

The finish of the bodywork and interior is of the usual very high VW standards, the upholstery of the seats, certainly in the front, is also quite appealing. There is less padding on the plastic panels in the interior, certainly also in line with the “practicality first” philosophy of the original icon, but then we must not forget that this is a car commanding a price tag of around 75.000 Euros. But we personally think that very few users/buyers would have any objections here, as indeed the unique character of its original icon is preserved and this is what the lovers of the ID.Buzz want to experience and feel.

In terms of connectivity driver and passengers cannot complain. Of course one has DAB+ radio, Apple Play and Android Auto, and enough USB slots for passengers fore and aft. The navigation system with online functions and Live Traffic helps the E-driver wonderfully. It calculates also when and where to recharge the batteries. It will also recalculate them continuously in function of driving style and traffic conditions.

Driving

The ID.Buzz has the power, 150 kW of it and not less than 310 Nm of torque, but it has also the weight: 2,4 tons of it. Not that the Buzz is a slow car, far from it: it will accelerate with zest from 0 to 100 km/h in merely 10,2 seconds, and has powerful intermediate accelerations. But it does not invite you to use all this power. It rather suggests a more relaxed driving style, and this is indeed where this ID.Buzz excels. The gear lever can be turned either in “D” or in “B” position, and in the latter it will regenerate the kinetic energy when you lift the throttle. We used it actually all the time, and soon one learns to adopt fully “one pedal” driving with this setting. On motorways and higher cruising speeds, wind resistance of this ID.Buzz takes its toll, and wind and road noise are rather prominent. This will let you intuitively cruise at legal speeds of 120 km or thereabouts, and even slightly lower. The ID. Buzz has by the way an electronically limited top speed of 145 km/h. This makes absolute sense, as kW consumption rises markedly above these legal cruising speeds. Driving with some restraint, we averaged a test consumption in the neigbourhood of 19-20 kW/100 km, and this is very creditable indeed. A driving range around 450 km is achievable indeed.

The ID.Buzz is very stable, with a rather firm, but not uncomfortable suspension. Steering is precise, cornering/handling indeed being very predictable, with a tendency towards understeering. For the moment, the ID.Buzz cannot be had with adaptable suspension, but then the standard setting strikes a very good compromise for most.

Brakes are also OK, and the transition between engine braking and “pure” proper braking is very well balanced. One might be surprised that the Buzz has drum brakes at the rear, but then the electric engine sitting at the rear assists the drum brakes with its regeneration somewhat, so that even under more sporting driving no fading or diminishing efficiency occurs.

What we liked very much was the very small turning circle of merely 10,9 meters, which makes the Buzz a very nice car to drive in urban traffic.

Practical

When it comes to charging, the ID.Buzz has a 77 kW battery, and can be charged with the AC Type 2 plug or the DC type CCS unit. AC charging on a 11 kW wallbox takes some 8 hours, with DC charging one can go clearly much faster. The ID is fit for charging up to not less than 180 kW. So after a short break for a coffee or light meal one is on the road again, with the batteries up to about 80 pct charged…

The ID.Buzz has of course a (very) strong point: it is roomy. Fore and aft, the driver and his passengers have ample head- and legroom, one has to be taller than 2,15 meters to brush the front seats or the roof.

The boot space is also cavernous. Up to the cover, the boot space is 1.160 liters. When you stow things further until the roof, it is 1.760 liters. When you fold everything down, one has a massive 2.835 liters at its disposal.

There is no “Frunk” in front, so be careful that you have your charging cables stowed elsewhere when you load your Buzz fully, and consider also that avoid (parking) situations where you cannot open the rear lid, and cannot reach the cables…

We also liked the armrests on the front seats. Be sure to order the armrests on both sides of the seat, as the armrest in the door is set too high to achieve a comfortable position.

There is a large bin between the front seats, where you can also charge your smartphone, and of course there is storage space for large 1,5 and 1 litre bottles in the doors.

Conclusion

We were very much charmed by this ID.Buzz, and we truly liked it. Indeed, it invites you to take your everyday driving with a “Zen” and restful mindset. Listening to the excellent audio system, looking at the world around you with a smile. The other road users are doing the same by the way when they encounter you. Such is the sympathy of this ID.Buzz. It is also remarkably frugal when you drive it responsibly, to the joy and delight of everyone who drives with you. They find comfort and lots of room…

Add to all this the absolutely timeless character of this ID.Buzz. Its shapes and contours have instant “classic” status, and this will be a desirable car for so many across the years. So keep and cherish it as a family treasure, you will hear a never ending “buzz” of joy from young and old across the generations…

Hans Knol ten Bensel  

We drove the Nissan Ariya : a noble e-beauty

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We all know, EV’s offer refinement. Some also offer roominess and the stance of a big SUV. Nissan decided to take things a step further: they also offer pure beauty.

Indeed, the designers of the Ariya surpassed themselves: they transformed the clunky dimensions of a SUv into fluid lines, which are sleek, well proportioned and completely natural. If you look at this car, the volumes, shapes and lines are completely logical, achieving an unsurpassed purity which seduces the viewer at first hand. Nissan calls its design language “Timeless Japanese Futurism”; it certainly is. 

The interior breathes the same logical simplicity, underlined by a judicious choice of noble materials. The climate controls and the drive mode together with other essential functions on the console are – noblesse oblige in these modern times – haptic with a very positive feel. The styling of the dashboard is beautifully clean, the seats and steering wheel are electrically adjustable and soon an ideal seating position is found. One feels immediately totally at home in this Ariya, everything is totally self explaining what the commands are concerned, and a “Zen” feeling pervades you even before you have pressed the starting button.

The instrumentation has different modes and readings, you can have nice round dials if you want, the layout and functions of the touchscreen is top notch, with the “camera” functionality well placed in the top left of the screen, easy to push when you enter a tight garage entry for instance with your big Ariya. In the centre of the dashboard is an electric deploy-able tray, which is opened with one of the haptic buttons on the console.

Driving

The Ariya is of course completely silent and smooth, and one has the choice between three driving modes, eco, standard and sport. For our test, we left it mostly on standard mode, but we always used the clever e-pedal mode, which lets you, after having learned it a bit, drive with anticipation using almost no brakes. Lifting the throttle puts the electric motor in regeneration mode. You cannot completely stop the Ariya without applying the brakes however, which is actually a good thing, as you can approach the traffic light smoothly, slightly creeping and accelerate immediately again away when it turns green. It adds to driving smoothness, and smooth driving is actually what EV’s are all about. Always remember that you are driving a two tonne car, which needs to be accelerated and stopped, and this is costing much energy indeed. If you want to reach easily the official driving range of your EV, drive it smoothly in town, avoid any brisk accelerations, which disturb the “Zen” feeling of the car anyway and hardly impresses any girl above 10 years of age, just enjoy the music AND the journey. There was a 10 speaker BOSE system in our Ariya, together with a DAB radio. You can imagine how we felt in this Ariya…

It rewards you with consumption figures as low as 9 (yes nine) kWh. This was reached on a urban stretch of 2 km with FOUR traffic lights. (!) Over the test, we reached without effort a driving range of well over 500 kms. We mention here that our test car came with the 87 kWh battery pack. Reaching this range supposes of course you also have to take it easy also on the open road. Settle for a cruising speed of 95-100 km/h, just a bit faster than the trucks. You have a wonderful, silent, relaxing voyage. Yes, we know, the charging situation in our country is still abysmal. So for the time being, be easy on the throttle, and by the way, aren’t we environmentally conscious?

You can charge it up to maximum 130 kW DC. Charging times than dwindle, in 35 minutes you can charge for a distance from 44 to 348 km or let’s say, from 10 to 80 % capacity.

Performance

Let’s first point out that the Ariya is available in three versions (Ariya 2WD 63kWh, Ariya 2WD 87kWh, Ariya e-4ORCE AWD 87kWh). With performance to match… For the 178 kW (242PS) 2WD version, acceleration from 0 to 100 km/h is in 7,6 seconds, top speed being limited at 160 km/h. Largely sufficient for any needs!  

Handling and comfort

The suspension is not too firm, with the suspension being a bit noisy on bumps and ridges, with a responsive and precise steering. Road noise is very well suppressed; the Ariya is very silent at speed. The Arya is quite engaging to drive at speed on winding roads, there is hardly any body roll. So yes, (sporting) driving pleasure is certainly to be had!

Just note here that the the Ariya is built on the all-new Alliance-developed CMF-EV platform that’s optimised to deliver unparalleled performance. Suspension in the front consists of independent MacPherson struts, in the rear there is an independent mulit-link setup.

Let’s talk about visibility. The visibility up front is excellent. The C pillar is a bit wide, so it obstructs the three quarter rear view somewhat. Rear visibility is also further enhanced by the built in camera in the rear view mirror. The camera’s give also an excellent 360° surround view

Practicality

There is good storage space in the Ariya, and indeed, the car comfortably seats five. With enough legroom in the back and no transmission tunnel, the third passenger sits comfortably too. One even gets heated seats in the back and the obvious USB sockets of course. The boot capacity is 466 litres, which is not enormous. There is no front boot space either. But the boot cover can be stored underneath the floor when you need more space and put the rear seats down. If you want to tow things up to 1500 kilos, you need the 4WD version, the Ariya with front wheel drive will only pull a good 750 kilos.

Luxurious

The Ariya is very well equipped. The Evolve version we drove featured a panoramic retracting sunroof, Intelligent Rear View Mirror, head-up display, power-adjustable center console and steering column, Digital Audio Broadcasting (DAB) radio, Bose 10-speaker stereo and temperature-controlled front seats.  We liked the Intelligent Rear View Mirror, indeed, a special camera in the rear view mirror lets you “see through” the third passenger on the back seat… The center console can also be moved fore and aft electrically, which we liked very much and let you really settle in comfortably.

Conclusion

A beauty, which also gives you the ultimate “Zen” driving feeling, with its clean interior, its superb commands, excellent sound insulation, roominess and good comfort. Add to this the good, predictable handling and practicality, leaving the excellent range as a last, very decisive argument too take a good look at this Ariya. It will brighten up your motoring life…

Hans Knol ten Bensel

Volkswagen takes a bold step towards the affordable EV for the masses with its ID.2all* concept car.

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It’s coming: Volkswagen brought us a first glimpse of an all-electric Volkswagen costing less than 25,000 euros with their “ID. 2all” concept vehicle.

It is of course front-wheel drive, range of up to 450 kilometres, innovative technological features such as Travel Assist, IQ.LIGHT or Electric Vehicle Route Planner and a new Volkswagen design language.

Technical buffs are interested to know that this new “E”VW for the masses will be based on the MEB Entry platform and is one of ten(!) new electric models that Volkswagen will launch by 2026.

In my modest opinion, VW takes here a formidable and bold gamble… will the European car markets (and more specifically its electric infrastructure) be ready for this?

Read further about this “milestone” E-VW…it is sooo interesting and will be a harbinger for things to come!  

Hans Knol ten Bensel

VW’s goals and ambitions with this new true “E”-VW…

It is certain that VW wants the wider public to again fall in love with its cars: Thomas Schäfer, CEO of Volkswagen Passenger Cars stated it clearly: “We are transforming the company rapidly and fundamentally – with the clear objective of making Volkswagen a genuine Love Brand.”

The concept of “Wertarbeit”, a concept so beloved by the Germans, which can be freely translated to “Quality work which creates value”, is also not lost in the boardroom and lobby’s of Volkswagen. Imelda Labbé, Member of the Brand Board of Management for Sales, Marketing and Aftersales, stated it clearly: “We are transferring the typical Volkswagen virtues to the new world of mobility: top quality and workmanship, outstanding software and digital services with genuine added value.”

Mechanical perfection and reliability is therefore of prime importance, and so VW adops well-tried solutions, present in the MEB platform, which by the way uses also all the automated product processes which are already well in place.

Kai Grünitz, Member of the Brand Board of Management responsible for Development, states it for us: “The ID. 2all will be the first MEB vehicle with front-wheel drive. We are exploiting the great flexibility offered by our modular electric drive (MEB) platform and will set new standards in terms of technology and everyday usability with the MEB Entry platform.”

This VW will also certainly be no sluggard: It has a powerful electric drive motor with an output of 166 kW / 226 PS and will have a calculated WLTP range of up to 450 kilometres.

A new design…

The ID. 2all concept vehicle was designed by Andreas Mindt, who took over as the new Head of Volkswagen Design on 1 February 2023. Volkswagen is in his blood, as his father was a designer in Wolfsburg before him. Andreas Mindt joined Volkswagen in 1996 after studying design. He created bestsellers such as the first Tiguan and the seventh-generation Golf. In 2014, he moved to Audi in Ingolstadt as Head of Exterior Design.

The next step followed in 2021 when Mindt became Director of Design at Bentley in Crewe, England. However, he has always maintained his close ties to Volkswagen and continues to be the proud owner of a Beetle. Andreas Mindt on his first project as Volkswagen Head of Design: “We are transferring the DNA of our icons into the future. The ID. 2all is therefore also homage to the Beetle, Golf and Polo.”

Andreas Mindt has developed a new Volkswagen design strategy – one that will ensure the brand’s DNA remains clearly recognisable in the future. Mindt: “I am focusing on three main pillars: stability, likeability and excitement.”

“The most important value for Volkswagen design is stability,” says Andreas Mindt. This includes value stability, stability of form, reliability and recognisability. “A second core element of the brand is likeability,” explains the designer. The Beetle, Volkswagen bus, new Beetle and ID. Buzz clearly demonstrate this. “Stability and likeability – we have to achieve these two values in every respect.” But there is much more to a successful Volkswagen than that: “We also want to create excitement in our customers.” For example, with added dynamics, improved operability or the classic “form follows function” of an ID. Buzz or Golf. Technologies, forms and concepts are what make a Volkswagen desirable. Stability, likeability and excitement are typical characteristics of the Volkswagen design, the Volkswagen feeling. Mindt assigns three design elements to each of these three values. They are all reflected in the ID. 2all.

I was happy to read Mindt’s comments on design, which I have repeated time and again in my guide tours at Audi Brussels: Automotive design is an art form, but there are still clear laws that apply – such as the golden ratio. I couldn’t agree more with Andreas Mindt: “Likeability is created by the golden ratio. This is quite simply the ratio of three fifths to two fifths.” Leonardo da Vinci already followed this geometrical principle in works such as the Mona Lisa. The designer continues: “The feature line running below the window shoulder is located on exactly the golden ratio line of the ID. 2all. Both the Beetle and Golf also always followed the principle of the golden ratio.” People perceive this division created by nature as being pleasant and likeable.

Easy to use…

VW has learned from the usability mishaps in the commands of the early ID’s. VW now calls it ‘self-explanatory operation’. The touch display (diagonal: 32.7 cm / 12.9 inches) of the infotainment system has a new menu structure. Below this there is a newly developed, separate air conditioning control panel. Other vehicle functions are operated by means of a menu control in the centre console, which can also be used to change the look of the digital instruments. The new multifunction steering wheel is designed to be clear and self-explanatory – two thumbwheels on the left and right and two buttons each, and nothing else.

Charged to 80 per cent in less than 20 minutes…

The battery permits a calculated WLTP range of up to 450 kilometres. At DC quick-charging stations, the battery can be charged from 10 to 80 per cent in 20 minutes.

Provided we find these stations! In our country, the situation is still abysmal what these quick charging stations is concerned. Take Fastned: when I want for instance to drive from Antwerp to Knokke, I need to have enough range to make the 210 km trip back and forth to Antwerp, and to make things even worse, there is no Fastned charging station in the whole Antwerp region so far, and NONE in Knokke… so I would have to go towards Brussels in Steenokkerzeel, about 43,7 km from Antwerp, to find one… ridiculous isn’t it? I need at least 260 km range for the trip! To avoid any misunderstandings, we looked here only for Fastned charging stations. There are of course some other 4 to 38 kW charging stations, but any of the apps to find chanrging stations do NOT show whether you can use your bank card or not. At more than 90 %, it is not possible…

Back to our concept car…

Of course, this VW accelerates like a bullet: 0 to 100 km/h in less than 7 seconds. Its top speed is limited to 160 km/h.

A bold step for Volkswagen, but a very logical one if you take a look at its strategy. Soon, we will live in (very) different times…

Hans Knol ten Bensel

Awards for Alfa Romeo and Jeep…

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There are smiling faces at Alfa Romeo: the iconic Giulia wins the “mid-size import” category in the readers’ competition of the magazine “auto motor und sport ” . The victory in “Best Cars 2023” is already the sixth success for the Alfa Romeo Giulia in the past seven years.

18 candidates were put to the test by the readers of “auto motor und sport” in the “mid-size import” category, and the Giulia was a winner with 19,5% of the votes.

Also the new Alfa Romeo Tonale proved a favorite. It just missed out on victory by only 0,2% and scores a 2nd place in the category ‘Compact SUV – Importers’. The D-SUV Alfa Romeo Stelvio is also among the top 3 models in the category ‘Large SUV – Importers’.

The Jeep Avenger clearly has won the hearts of the femaile voters. The fully electric Jeep® Avenger is named Best Family SUV in 2023 Women’s World Car of the Year (WWCOTY) awards. A panel of 63 WWCOTY jurors from 45 countries selected the Avenger ahead of 12 other family SUVs.

In January, the Avenger was named European Car of the Year 2023. More than 12,000 units have been sold since the opening of orders for the 1st Edition on Dec 1, 2022 and then the full lineup on Jan 11th, 2023.

The WWCOTY jury praised the  Avenger for its “successful design and excellent off-road capability”, and for being “a commitment to the future that customers will appreciate”.

More news soon about the other WWCOTY winners…and we will next week have an extended testdrive with the plug in hybrid Tonale, we are looking forward to it, and soon you will read our comments!

Hans Knol ten Bensel

We drove the Opel Mokka 1.2 Turbo 130 HP: the unique panache of a four wheeled lightning …

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Opel cars carry proudly the iconic lightning or “Blitz” badge, and this since the Opel-RAK 1 or rocket record car made an unforgettable impression in March 1928, when it achieved 75 km/h and more than 100 km/h in April of the same year.

The Opel group was also working on liquid-fuel rockets in those days: In a cabled exclusive to The New York Times on 30 September 1929, Duke von Opel is quoted as saying: “Sander and I now want to transfer the liquid rocket from the laboratory to practical use. With the liquid rocket I hope to be the first man to thus fly across the English Channel.” It announced the dawning of a new age: that of rocket propulsion.

But we will stay with both feet on the ground, and enjoy the four wheeled products of the brand. And I must admit, I did already enjoy them massively in my early automotive life. My first Opel I tested as a car journalist was in 1968, actually replacing my father Theo ten Bensel, then Editor of weekly illustrated “De Post”. It was the beautiful Opel GT 1900, driven in the surroundings of Port Grimaux.

In the summer of 1971 we made a high speed trip to the Austrian Grand Prix in Zeltweg, with a Manta 1900, having the same 102 HP engine as the sleek GT two seater, coupled to three-speed TH-180 automatic. The Manta proved to be not only fast, it excelled with a stable, wonderful handling, making it a true Gran Turismo. Since then, my admiration for Opel cars was born.

When I slid behind the wheel of a Mokka, superb looking in its black livery, I immediately was again seduced by the no-nonsense Opel efficiency, build quality and style. Opel adopts in-car connectivity and instrumentation with the philosophy of “less is more”, and indeed the dashboard is an example of user friendliness and simplicity.

But it is stylish too. The new Mokka was the first model with the Opel Vizor as the future brand face, and indeed it symbolizes very well what Opel this decade wants to look like: pure, precise – reduced to the essentials. Like a full-face helmet, the Opel Vizor organically integrates the grille, the headlights and the brand logo in one single module that covers the new Opel face.  

The Mokka is also well proportioned: its bold looks are characterized by short overhangs and a well-planted, wide stance. It’s also is 12.5 centimetres shorter than the predecessor – despite the 2.0cm-longer wheelbase.

We told you about the first generation “A” Opel Manta. It inspired the initial concept of this elegant feature: for the new Mokka, the designers literally reinvented the Manta’s grille with twin headlight-modules on a black surface, framed by a thin chrome bar.

The legendary “Blitz” brand logo we also told you about has been redrawn and will adorn all upcoming models from the German carmaker. The surrounding ring is now slimmer, more elegant, more precise. This emphasizes the “Blitz” even more. All details are super sharp with a very small radius. The ‘Opel’ lettering is integrated in the lower part of the ring.

At the rear, The Mokka nameplate, executed in sharply crafted lettering, stretches in a wide landscape format to emphasize the width of the vehicle, “pure”, without irritating additives such as equipment lines or displacement abbreviations. It sits centrally on the tailgate below the legendary Blitz. Nice!

Under the hood: a variety of drivetrains…

The multi-energy platform CMP (Common Modular Platform) allows a variety of powertrains. Opel offers the Mokka-e with 100kW (136hp) electric drive, which we drove in beautiful Flemish Pajottenland at the end of last year. (See https://autoprova.be/2022/12/07/opel-mokka-and-the-best-barista-in-the-world/)

But it there are of course the well proven 1,2 litre three cylinder petrol engines with power outputs ranging from 74kW (100hp) to 96kW (130hp).

This engine family takes centre stage in the Stellantis Group and is found in virtually all brands and models. We tested here the 130 HP version coupled to the equally well proven 8 speed auto box, which we also find in many Stellantis models. Compared with the Citroen C5 X we tested with the identical drivetrain, it made a more sophisticated impression, with less vibrations and generally smoother pickup. Performance leaves also here nothing to be desired, with a top speed of a solid 200 km/h and an acceleration time from 0 to 100 km/h in 9,2 seconds. You guessed it: this is by and large the performance of the original Porsche 911. Not bad…

Of course, very Porsche untypical is the consumption: this is where enormous progress is made over the years: where the 60’s Porsche would consume well over 13 liters/100 km in town, the 1,2 litre Mokka will consume about half, and even less, with an average of 6-5,9 litres. On the open road, the differences are just as large. Cautiously driven, the vintage Porsche would consume 9-9,5 liters on the open road, the Mokka will chalk up merely 4,3 liters… These WLTP figures require a very sensitive foot, and indeed also ask for rather sensitive cruising speeds, but let’s face it, what has been reached over the years is just enormous. This, lets’ not forget, will make our modern petrol engines future proof for many years to come…

We just loved the three cylinder throb of the engine, which was overall quiet anyway, and this made driving this Mokka a genuine pleasure.

Add to all this the impeccable handling, then you understand this Mokka is indeed a driver’s car. It does not have the absolute eagerness of a pure sports car, but is stability and steering precision is certainly inviting you to drive it with spirit. It feels at home in town, as it is smooth at slow speeds, and on the Autobahnen it is a true master. This is a machine built for (very) high cruising speeds, for hours on end. On country roads, its positive handling and stability lets you also tackle the route with verve.

Efficient aerodynamics

Of course, to make this Mokka a smooth Autobahn high speed master, some detailed work had to be done. So the carmaker’s engineers optimised the new Mokka’s aerodynamics in the wind tunnel of Stuttgart University (at the Research Institute of Automotive Engineering and Vehicle Engines).

Depending on the model variant, they cut the drag factor to an excellent 0.32 cD. The basis for the aerodynamic efficiency is the new Mokka’s frontal area of only 2.27 m2.

With the aid of computational fluid dynamics (CFD) and attention to detail in the wind tunnel, Opel’s aero experts then chiseled down to the excellent drag coefficient by fine-tuning every detail that helps improve the aerodynamics. The engineers optimized the design of the new Mokka’s characteristic Opel Vizor, as well as the shapes of the A-pillars and the exterior mirrors. In addition, cladding covering the bottom of the engine compartment and the underside of the body improves the airflow beneath the car.

Other major sources of drag are the wheels, tyres and wheelhouses. The new Mokka therefore features innovative air curtains that increase aerodynamic efficiency in this area. An air curtain is an integrated duct on each side of the front fascia that creates a tall, thin jet of air across the face of the front wheel and tyre. The air curtain directs the flow smoothly across the wheel openings, decreasing the amount of wake and separation from these areas.

Need we say more? Yes actually. The Mokka also has…active aerodynamic shutters!

The new Mokka also benefits from an active shutter that further reduces drag and improves fuel efficiency by automatically closing the frontal opening when cooling air is least needed. Until recently, this innovation has been more common on more expensive cars from higher segments.

When closed, the shutter system enhances aero performance by redirecting airflow around the front of the vehicle and down the sides, rather than through the less aero efficient engine compartment.

The shutter is open or closed depending on engine coolant temperature and speed. For example, the shutter opens when the car is traveling up a hill or in hot city driving. The shutter closes when less engine cooling is required, for example at urban-road speeds.

The results of these efforts are impressive: compared with the previous model, which had a drag coefficient of 0.35, CO2 emissions in the WLTP2 cycle are up to 9.0 g/km lower, while drag at motorway speeds has been reduced by 16 per cent.

High tech LED headlamps and more…

But not only clever physics have been put in the Mokka. It has also a (very) fair share of high tech electronics. All models are equipped with latest generation LED lamps – from daytime running lights in typical Opel graphics to headlamps and front fog lights. The Mokka has adaptive IntelliLux LED® matrix light with a total of 14 elements. Cruise control, a smoothly operating lane assist and forward collision alert with automatic city emergency braking and pedestrian detection operates at speeds above 5.0km/h. Below 30km/h, the system can bring the vehicle to a complete stop. If the speed exceeds 30km/h however, speed is reduced and the driver must actively brake…

Inside: Opel’s “Pure Panel”

As we said, the good design continues. The structure of the Pure Panel, along two widely stretched screens, strikes a balance between digitalization and purely intuitive operation, without needing to navigate into sub-menus. We simply loved it.

The connectivity is also well served:  The top of-the-line Multimedia Navi Pro offers a high-resolution 10-inch colour touchscreen; in this configuration, the driver information display covers more than 12 inches. The Apple CarPlay as well as Android Auto compatible multimedia systems have integrated voice control.

The new Mokka also offers the OpelConnect service with a direct link to breakdown assistance and eCall. If the airbags or seatbelt tensioners deploy in an accident, eCall contacts the local Public Safety Answering Point (PSAP) automatically.

Comfort and style…

Thorough seating engineering is typical of Opel. Various six-way ergonomic seats are available, which are individually adjustable. You can choose between alcantara or classic leather. What seduced us also was the GS trim of our test car. Alloy wheels in TriColor black, a black roof, black exterior mirrors and skid plates front and rear in SUV design. The Opel Blitz, the Mokka nameplate and the Opel Vizor frame are in high-gloss black. There is a characteristic red signature line across the car. The interior features a black ceiling, aluminium pedals and red décor. The black seats with side cushions in premium leather-look have red stitching and design accents…

Conclusion

This Mokka will wet your appetite. It’s good looking, lively, frugal, a pleasure to drive, well built and finished. It is equally at home on fast Autobahnen for fast cross country Gran Turismo driving as well as urban errands. It’s tough, built for a long life. To sum it up, it’s Opel…

Hans Knol ten Bensel  

We drove the Nissan Qashqai e-power: enjoying the delights of EV driving…with no strings attached

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We all know it too well: Battery powered full EV’s are just wonderful to drive, seducing you with their stream of vibrationless, quiet and instant EV power.

We also realize however that at least in Belgium and also in several European countries the public charging infrastructure seems to be still in its infancy, and when you don’t have a house with a driveway with your own charging unit, you can forget about fully enjoying your EV for private use.

Indeed, apartment or condominium inhabitants can also better look elsewhere: beefing up the power circuit in de building meets much resistance from the owners, and they also find the potential fire hazard of an EV car in their underground garage rather too big.

So if you want to sell a car to a wide public which wants to enjoy the EV smoothness, without the recharging troubles, then it is wise to develop a car such as this Qashqai “e-power.”

The Nissan engineers indeed took the hybrid concept a step further: the petrol engine, here a 1,5 litre three cylinder unit,  just generates electricity and the wheels are therefore only driven by an electric motor. Does it all work fine? Just read on…

Hans Knol ten Bensel

Full Hybrid the Nissan way…

Let’s tell it right away, this is definitely one of the very smoothest hybrids I have ever driven. Indeed, total EV smoothness is achieved as there is only the electric motor powering the car. This electric motor is good for 140 kW with a torque of not less than 330 Nm. So this Qashqai is indeed well powered, as the performance figures clearly show. This Nissan will accelerate smoothly from 0 to 100 km/h in merely 7,9 seconds, reaching an electronically governed top speed of 170 km/h.

The engine – the Nissan KR15DDT unit , a 1498 cm3 3 cylinder unit with direct injection, DOHC and CVTCS (Continuously Variable Timing Control System), is very well insulated and indeed is almost inaudible, adding greatly to the pleasant feel of driving a fully fledged EV. Just for the record, it develops 116 kW / 158 PS / at 4600 rpm, torque is 250 Nm between 2400 and 4400 rpm.

Nissan also names this engine ‘VC Turbo’, with those first two letters standing for Variable Compression. The engineers went to very great lengths: instead of conventional connecting rods, the pistons are joined to the crankshaft through motor-driven, multi-link devices which vary the top and bottom dead centre positions of the pistons. This allows to adopt a high compression when performance is wanted, or low compression to improve fuel economy. Soo clever!

But how about fuel efficiency and consumption? As there are invariably losses in the drivetrain in the generation of the electric energy, you are well advised to adopt a smooth driving style, driving with anticipation in order to save as much kinetic energy as possible. The less kW the engine has to generate given a certain distance, the better it is.

Of course, the hybrid concept in this Qashqai has also efficiency gains when the urban pace is low and involves many stops.

Simply because under these circumstances the EV motor does all the work, with the combustion engine recharging the battery under ideal load and revs, computer controlled of course. Indeed, only with the advent of electronic management of the drivetrain is this possible, but this has now been the case for many years, and has already been proven millions of times. It is good to note too that the e-power Qashqai has a 2.1kWh battery, which is somewhat larger than most non plug-in hybrids.

Therefore the Qashqai can achieve good efficiency in urban traffic, where we achieved a consumption between 6 and 6,5 l/100 km. On the open road, the engine has to feed rather more the electric motor with electricity, so when speeds are moderate, say up to 100 km/h, it is still possible to stay in the 6 litres/100 km range. 

It is only on the motorway at high cruising speeds that things are getting a bit awkward. The motor has then to feed the e-power to the electric motor for real, and this means averages between 7 and 7,8 l/100 km. So, what’s the verdict? EV smoothness and “zen” character of the drivetrain is yours indeed to enjoy fully, and we loved the Qashqai e-power for it. The consumption however will not break records here. You just need a very sensitive right foot and the constant awareness that developing kinetic energy costs money at the pump, and that you have to retain it as much as you can, adopting an anticipative driving style. Certainly in urban traffic the fuel economy is very creditable indeed…

You have many choices in driving this Nissan: The D-Mode lets you select between normal, power and eco, the EV button lets you use the electric motor in urban driving conditions as much as possible, and the e-pedal lets the electric motor act as a generator when you lift the throttle…

The qualities of a bestseller…

Did you know that in the UK the Qashqai is a bestseller in its segment? By the way, it is built in the Nissan factory in Sunderland, UK, where also the Juke and the Leaf roll of the production lines.

We can understand its success, as this SUV, which we tested in the Tekna top equipment version, has all the qualities to put a (broad) smile on your face. It has a very readable head-up display, a 12.3-inch ‘Nissan Connect’ touchscreen infotainment system, a powered rear tailgate and a of course many driver assistance functions. We liked the classic round dials, instrumentation buffs as we are, and also the good mix between touchscreen functions and physical knobs and levers.      

It is also practical, offering you a boot space of 505 litres, and it has very wide opening doors, a boon for mothers with toddlers which have to be heaved in the baby seats.

Comfort

This Nissan is very well insulated from engine and road/wheel noise, and the suspension is comfortable at speed. In urban driving situations on our Belgian inner city tram rails and ridges the suspension is rather firm, but feels never obtrusive. Of course the Tekna top equipment level leaves very little to desire indeed, including a very good sound system, which we enjoyed to the full in this marvelously quiet car.

This Qashqai really convinced us by combining the wonderful qualities of EV driving with the limitless mobility a fuel powered combustion engine offers us. We must admit that your servant regretted to part with it…

Hans Knol ten Bensel

We spoke with Béatrice Foucher, Brand Chief Executive Officer of DS Automobiles…

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We met already Mme Béatrice Foucher at the presentation of the DS 4 last year in Chantilly, where she presented the strategy of DS Autombiles at the “DS Week” event…

DS Automobiles is carving a fine niche for itself in the premium segment. Your servant appreciates the refinement, comfort and last but not least the style of these fine DS automobiles. You can understand that we were delighted to meet Mme Béatrice Foucher at the presentation of the DS 4 in the “DS week” last year in Chantilly. Then, the entire press presentation of this noble automobile was in line with its qualities: we were not only able to meet Mme Béatrice Foucher personally at dinner, together with the communications people of the brand at lunch, we also had interesting workshops with the designers, engineers and last but not least the craftsmen and artists who make the DS 4 into the hand made four wheeled gem it is. You can read more about this event in our columns, see https://autoprova.be/2021/09/05/we-had-a-first-drive-with-the-elegant-ds-4-the-electrified-future-has-arrived-at-ds-automobiles/

At the Brussels Salon this year, we were again invited to have an interview with her. Just read further…

Hans Knol ten Bensel

A prototype of the DS 4 was displayed in Chantilly, symbol indeed of French “Savoir faire”…

HKtb: I have to congratulate you on your client approach and your philosophy to extend the refinement of your cars, not only in its external styling, but also in the interior.

BF: Indeed, that is our “raison d’être”, it is a combination of technology and the French “savoir faire” or know-how. Indeed, after having admired the exterior, customers must open the door of our cars, like for instance the DS4, see the new leather, the new solutions in the interior we developed in the DS3, the new DS7. From the next year onwards, we are going to create what we call collections, like there exist in the world of fashion.

The stunning interior of the DS prototype seen last year in Chantilly. Look at the contours and wood lined finish of the seats. A harbinger of things to come?

HKtB: We see here on the Salon, the very stylish DS E-Tense Performance 600 kW prototype, are there details of this car we will see in the production models?

BF: This will be more for the exterior than the interior, its bodywork lines which will be seen on our cars from 2024 onwards.(See our photo below of this prototype)

HKtB: But you emphasize the “savoir faire” Français, the French art of life…in automotive mobility.

BF: Indeed, that’s it. This lies in the materials we use, the art of treating them and producing exquisite textures. The French know-how in terms of stock market value lies now in the companies producing luxury goods, who have an established international reputation. This know-how is internationally recognized and appreciated, and this we put into our cars. Indeed, we see the car as a part of the interior one lives in, a part of one’s private home, and so the satisfaction and the reason people buy our cars is this choice of materials which appeals to them.

The reasons why our clients buy a DS is first of all the design, both as well exterior as interior, as this is a car which tells something about them. The second element is the elegance and the luxury and last but not least, the comfort. These are the three aspects which make people purchase a DS. The level of satisfaction is very high; clients are very pleased with their choice.

HKtB: Are your clients mostly women?

BF: No! When we look at the statistics, we have the same share of male clients than the other premium brands, even for the DS3, which appeals only slightly more to women. The reason why our clients buy a DS is because it’s a French premium brand, they like a different car in this premium segment, and indeed, the (male) clients show the car to their spouses, they enter the car, and they fall for it. So indeed we have a female clientele “on the second row”, they have a strong influence in the choice of the car which doesn’t show in the statistics.

HKtB: When cars are too feminine, women (and men) don’t necessarily buy it…

BF: Indeed, but as soon as the cars embody a social statement, as premium cars do, the (sexual) codes are not important. We put forward the codes of “savoir faire” Français, of luxury, of refinement, which appeals to both men and women.

HKtB: Indeed, a Cartier watch also appeals to men…

HKtB: The successes of your involvement in the Formula E racing does not really translate into the image of the brand…it did not create the “Audi” effect.

BF:  You mentioned Audi. Now their Quattro was a car entering in rallies with iconic figures behind the wheel. Rallies are very popular. We are a young brand, dating from 2014, we chose the Formula E because it tells the story of our brand, with its fast and early move towards electrification. Formula E is not as popular as F1 for example, but it is iconic and indeed quite amusing and interesting.

I mention also here that the DS 7 360 or the DS9 is built by the DS Performance team. This means that besides the drivetrain which is shared with Peugeot, everything else is specific, it has a unique “feel” on the road and offers an exceptional handling. We also optimized the regeneration also on this car, which clients consider important. But indeed, we don’t have decades of sporting history to tell here…

HKtb:  Also the typical DS client is not the one who drives (very) fast or seeks the ultimate in performance…

BF: Indeed, this is what we want, and that’s the reason why we call it also “the art of the voyage”. The quality of the time you spend in the car is important. The satisfaction enjoying the comfort of a car being surrounded by noble materials. Of course, you have not less than 360 HP. I can use them if I want it, but what is offered here with this car to me is comfort and refinement. One has more than enough power at hand, but it is not an issue.

HKtb: Are your clients young, and is connectivity important for them?

BF: Our clients are not young, which is the case for all premium brands, if one looks at the B to C statistics, they are between 58 and 60 years old, the B to B is younger, from 45 to 50 years, let’s say. Everybody wants to be seen as an amateur of technology, being a “technophile”, because one thinks that if you don’t love technology, you are missing out. So everyone wants a car which is up to this. It is a social statement of modernity. I tell to my teams, the value of a car is nowadays 50 % hardware and 50 % software.

HKtB: This digitalization takes still further steps, like is shown by BMW with its “Neue Klasse” with screen wide displays and dashboard instrumentation and touch knobs and buttons reduced to the minimum, as the underlying digital menus are doing the rest.

BF: Our philosophy is very clear and we showed it also on our concept car, it is to say that what makes the value of our cars is that when you open the door, you have the impression to enter in a Bugatti. We have refinement, savoir faire, and this we want to stress even more in the future. Of course we consider also the increasing digital infotainment needs, as a modernist social statement, but we want this digital element to disappear when the client wishes so. If you enter the car, there is nothing on the screen. Only when you put the contact, the screen appears. That is our philosophy and our goal. Because at a certain point, showing a plethora of screens is not premium. The faculty of having the information appear and again discreetly disappear is premium. This is the direction in which we work. Of course, we need the technology to make this happen.

HKtb: What I would also look for in future DS automobiles is incredible sound…

BF: We made a partnership with Focal, installed in our higher equipment versions like the Rivoli line, which reaches already very good sound quality… of course we have now more silent, electrified or fully electrified cars, which makes this even more important. Everybody works on this, and we also work with partners who have built an enviable reputation in pure sound management. You will see more in the future…

HKtb: When I travel on a motorway, in a certain region, I would like to tune in on my sound system for cultural, historic or general information about where I travel.

BF: This fits in our philosophy of cultivating “the art of the voyage”, and this is also want the digitalization to bring us. My name I Beatrice, and I want to know about the culture, or art places to visit in the region or city where I travel. This is what connectivity should give me.  

 HKtb: I thank you for this interview.   

Hans Knol ten Bensel

We spoke with Pierre Leclercq: “our Citroën Oli is not only style. It is French Design.”  

Posted in Automobilia, Car Events, Car manufacturers strategy, Car News, Car presentations, Car Shows, Car technology, Concept Cars, Design, Driving accessories, Environment, Fashion, Future car technology, Interviews, Lifestyle, New Models, Profiles, prototypes, Suppliers and car industryLeave a comment

On the Brussels Salon, Citroën showed its already iconic Oli prototype, a harbinger of things to come in the Citroëns which will be in the showrooms already this and next year. Reason enough for your servant to have a talk with its head of design, Pierre Leclercq, about the design philosophy of the progressive brand with the “double chevron”, and so much more…

Hans Knol ten Bensel

I started this interview asking indeed about this new design philosophy of the brand, striving towards simplicity, practicality, lightness, durability and sustainability in a very bold and original package.

PL: “With the Oli, there are two things. First there is the brand identity, as we show with the Oli styling elements which we will bring to the market as soon as this year. The front end, the new logo, the head- and rear lamps, also the coherence between the front and rear end. The latter is a very important element in our brand identity. (We have seen this already in the Ami – editor’s note).

The form language, the simplicity of the edges and the curves will also be seen on our future production cars, but then also the contrasting vertical elements will be present. Our designers will deviate here from the strictly automotive styling which you see in the other brands of the group, we have a non-automotive touch which will be a distinctive element in our future styling.

The magic goals of French Design…

The second fact is that the Oli is not just a styling exercise. It is not only style. It is really French Design. We work together with our engineers to reduce weight, the cost, we are striving for intuitive and simple solutions.

For instance the seats. It’s very important, we work with a whole team to get a seat which is very distinctive, which we can put into production. We discovered with the Oli that our clients are ready for these things. We see that our clients are ready to take bold steps together with us, because we have an image that we will bring something more on the road than just a nice looking car.

HKtB: This translates also into the choice of the materials, the dialogue with the suppliers about the substance and texture of the elements and their surfaces, their unique touch and feel, the atmosphere and character this gives to the car…

PL: We will be a zero carbon company in 2038, and this has a huge impact on materials. Not so long ago, the choice of the materials came very late in the process of building a car. The exterior and interior, the colors, it was seen as pure decoration. Here and there, one started to use recycled materials for some items, but that was it. This process is now completely turned around at Citroën. We now ask first to tell us which materials we can use, as we want recycled materials, unpainted, and we will go from there and adopt them. This is most interesting. And I think that our clients are also ready for this.

HKtB: These elements and this approach we also see in the Ami. The French, as even Mr. Tavares recently put it, love their individual mobility. The Ami is fit for the (mega)city… will there be other models geared for a new City Mobility in the spirit of the Oli?

We always search for new solutions…

PL:  We have many projects running now. It’s a bit like a funnel. When there is one project hitting the road, we have already other proposals in the pipeline. We are always searching for new solutions. If you remember, two years ago, we showed a rather disruptive project of robotized platforms, which is an intelligent use of the present day autonomous technology, in controlled urban areas. But I imagine perfectly in 2030 and 2035 that these solutions will be used in our cities. The design will then focus on the interior of the cabins and structures rolling on these platforms, a very interesting evolution.

The Ami represented a big risk for us, indeed, we thought about the city, but in fact, we scrutinized the clients who bought the Ami, age, location, etc, and we noticed that the Ami is not only used in the cities. We have clients who buy the Ami for their children and grandchildren, remember that in France you can drive an Ami at the age of 14, and it is better than a scooter. And in a market where these vehicles cost between 12 and 15.000 Euros, ours is available for 6.000 Euros… No small feat, as we respect the profitability margins of our group! It is now on the market for two years, and it has grown more into a lifestyle than a car. This is also what the 2 CV has achieved. It is not easy to create the same phenomenon in this day and age…

HKtB: Can you tell a bit more about your Ami buyers?

We have also many clients who buy an Ami for their holiday homes. And as I said, of course grandparents who buy the Ami for their grandchildren. There are also clients who own a Ferrari and buy an Ami for their third or fourth car…

HKtB: We talked earlier in Paris about your open mindedness towards other designers, in other sectors, who could become involved in offering elements of the car during its life, for example, that in a further future one could offer replacement seats for Oli’s or Citroëns who after years of intensive use get a bit long in the teeth… or, rather, offer parts and items to customize the new Citroëns…

PL: It’s a philosophy I love very much. People more and more want an object which is really theirs. Design is not a luxury anymore. If you go for an Ikea kitchen, you can still choose the finish, styling and colors you want, to make it yours. This is now also true for cars. We have started this with the Ami.

HKtB: It is also true for Jeep. Mopar offers a wide array of accessories.

PL: Indeed, this trend is already more prominent in the States. But with the Ami we started off in Europe with the same trend. Not that we offer many accessories, but we created a desire with the customer to customize his car. It’s like Apple. They don’t offer many accessories themselves, but are produced by Belkin etc. It is a very interesting path for our cars in the future. This will give us for instance incredible interiors. I want the client to appropriate our geometries. Why not share our geometries on the internet Open Space and invite the developers to have fun with it?

Every brand has its own design team to embody its proper DNA

HKtB: What is your relationship or rather dialogue between your styling department and the suppliers? Do they come present you what is possible, or after having established a manifest for yourselves what you want to do in styling in the next five years, let’s say, you ask them to come up with new materials, possibilities?

PL: The dialogue goes both ways. But I want to stress here that the design has become very important. The suppliers are specialized in offering technology, for instance for the platforms we have conceived within the group, but over the last 30 years, what have we done? Instead of asking PininFarina or Bertone to style all the cars in the world, we have all established our design centers which carry truly our DNA, and every brand has its own equipe or team of designers. This is génial, because we have cars within the group which don’t resemble each other at all…

HKtB: With the new materials comes also repair friendliness, durability…

PL: Indeed, we want our cars to have a longer lifespan, and we will refresh them within our network. We need of course more control as nowadays we don’t see the car anymore after it has been produced. We have to control the recyclability of the car. Otherwise it’s no use to build the car with recyclable materials.

HKtB: It think it is necessary to tell the client that his car now has a long life and that you as the manufacturer will follow the car throughout its life.

PL: Indeed, a lifelong car, staying with you the rest of your life.

HKtB: Indeed, that as a brand policy you commit yourself to the clients that your Citroën model, Type A, B, or whatever, that you will always follow this car for decades to come…

PL: Ca serait génial, that would be a stroke of genius. It is our goal. It would be very interesting and it would completely change the idea of the automobile of today.

HKtB:  The youth is already there. They support and adopt the circular economy. I think Citroën is the right brand to do this. 

PL: Indeed, we push within the Stellantis group for these concepts, and I think that our clients are far more inclined to make these choices than the buyers of other brands.

HKtB: I thank you for this interview. Thinking out of the box is always interesting.

PL: I thank you, always lovely to exchange these ideas, thank you for the conversation. I also think that every car we build has to make the life of our clients better. These are not empty words. The Ami improves lives. We offered a new service; in Paris, people smiled when they saw the car. It takes something to convince a Parisien!

Hans Knol ten Bensel