Category: Car technology

We drove the Leapmotor TO3: a surprisingly adult EV city car…

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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…

We drove the Kia EV3: steering into the EV future…

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Kia has not only adopted a new logo, it is now building cars with an avant-garde touch and style. Their EV3 has continued this new path with success, as it had been chosen European Car of the Year 2025.

For all the good reasons: not only does it run on the same dedicated, bespoke EV tech platform as its bigger sister, the also award winning EV9, it offers style, practicality, roominess, and range which put it at the top of its segment.

Needless to say,our expectations were high when we crept behind the wheel of this EV3 and admired the clean yet superbly well-designed dashboard… just read further.

Hans Knol ten Bensel

Aiming higher…

We have always believed that this Korean brand would reach the top, when we drove its cars almost a decade ago. They learned very fast, and their commitment towards innovation was unseen, while offering affordable quality, technical sophistication, and style.   

Now we drive the result of this strategy, with this EV3. Just look at its overall contours and one sees that it breathes with its angular looks the styling language of today. This is a car for NOW and the years ahead.

We liked its boxy contours, its wheel contours and the styling treatment fore and aft. Also, the angular styling of the LED headlamps and rear lights are adding to a distinct lighting signature. The proportions are well chosen, and even the 19 inch alloys do not disturb the balanced contours of the car. It truly stands out, and the result is that soon the wide public will recognize it as a new generation Kia.

Modern and clever…

The same can be said of the interior. When you step in the car for the first time, you have the distinct impression that you are entering the future. A 30 inch wide display dominates the dashboard, and combines seamlessly instrumentation, infotainment and connectivity functions. Of course you can adjust heating and ventilation via the screen menus, but thankfully there are analog switches and button controls beneath the screen, which let you adjust all the functions manually. We also liked the centrally placed roll-shaped volume control, so that the front passenger can also use it. The driver has of course the same roller-styled volume control on the steering wheel…

Everything is well thought out, and indeed one can find its way and expertly use all the controls and functions of this Kia without having to use a manual, although it is ALWAYS very wise to read it…it is time very well spent!

We also liked the leather-like seat upholstery, which had a very pleasant feel and touch, with the seats also being comfortable indeed. The front seats also fully recline, so you can take a restful nap while recharging the battery.

There are also a lot of nice details on this EV3 Kia. It has aerodynamic door handles, which flip open when you press the remote key to open the car. It has a central armrest with a sliding table underneath which fits your portable PC.

After you have locked the car,  you can still move the car fore and aft into tight spaces with your remote key. The sun visors can also be extended when flipped sideways to block lateral sunlight, and the central screen has a small separate cluster of symbols on its left side to make climate control a breeze. The backs of the front seats are styled to be used as coat hanger, which is indeed so practical…  

Comfort put first…

The EV3 offers plenty of legroom, and this is thanks to its relatively long wheelbase of not less than 2,68 meters. The luggage space is also more than adequate for an EV, varying between 460 and 1251 liters. No worries about charging cables lying around, they are neatly tucked away in the frunk, which holds 25 liters.

The EV3 has a very comfortable suspension, and this you notice from the first meters you drive it. Its ride feels like a (very) large SUV, one is cocooned in comfort, and well insulated from potholes and rough roads. The whole cabin has also an excellent sound insulation, with virtually no tire noise entering the cabin. This allows easy listening to classical music, even at cruising speeds.

Good driving range…

This Kia invites you to drive in absolute “Zen” mood to your destination, and it is indeed a very restful car. Peace of mind abounds, also when one considers the very good driving range. Consumption according to WLTP standard is 14,9 kW/100 km, which is quite efficient for a car with a kerb weight of a good 1,8 tonnes.

The EV3 has an 150 kW/204 HP  electric motor driving the front wheels, and you can choose between a standard 58,3 kW or a larger 81,4 kW battery. This means that in summer temperatures around 20 C°, a motorway range of over 400 kilometer is very well possible. Of course this range shrinks rather drastically in winter temperatures.

Say that you are cruising at 100 km/h, the range then dwindles from 401 km at 20 C° to 341 km at 0 C°. We find this still quite reasonable. When you drive somewhat slower on wintry roads, at 90 km/h, the range is then still a good 378 km at 0 C°. The manufacturer quotes higher ranges, but we consider these figures as more realistic.

When you opt for the bigger battery, the picture gets of course even more rosier. Driving at 100 km/h at 0 temperature will give you a range of 473 km, and in summer conditions at 20 C° this raises to 557 km.

In normal, everyday use, the smaller battery might be sufficient, we would think. Because the EV3 can take up to 100 kW fast charge, and this means that it will cost less than 30 minutes to recharge the battery from 10 to 80 pct, and these figures are almost reached in wintry conditions, provided one pre-conditions the battery.

Lively performance…

The 150 kW of the engine and the ample torque of 283 Nm make this EV3 truly sprint. Accelerating from 0 to 100 km/h costs merely 7,6 seconds, top speed is electronically limited to 170 km/h. More than enough for everyday driving, we would say. Maybe it is good to know that the Kia EV3 can tow up to 500 kg with the smaller battery, and even up to 1 tonne with the larger 81,4 kW battery.

Conclusion

The Kia EV3 has won its accolade as “Car of the Year” for all the good reasons. Spacious, styled for the future, practical and well equipped, with excellent efficiency and range and more than adequate performance, it offers smooth transport from A to B. It is well built and finished, it is attractvely priced and enjoys the 7 year Kia guarantee, need we say more?

Hans Knol ten Bensel

70 years of DS, a unique adventure: the story of its iconic engineers…

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 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…

Hans Knol ten Bensel

We spoke with Sébastien Decarris, Head of Product Strategy & Advanced phase – DS Automobiles: “DS offers elegance, comfort and luxury with a unique French touch”.

Posted in Car manufacturers strategy, Car News, Car presentations, Car production and factories, Car Shows, Car technology, Concept Cars, E-mobility R &D and solutions, Interviews, New ModelsTagged Leave a comment

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.

HKTB: I thank you for this interview.

Hans Knol ten Bensel

We drove the Skoda Octavia Combi : an all-round (family) bestseller…

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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.

We drove the Lancia Ypsilon electric: elegance, character and smooth panache

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

Lancia has always embodied style and elegance, coupled with mechanical refinement. This makes the new Ypsilon a very fitting candidate for EV propulsion. Indeed, after an extended test behind the wheel of this Lancia, we can only agree. It is most endearing as an EV, and indeed, it is a delight to steer it in town and on every road you may drive it.

Hans Knol ten Bensel

Renaissance on a well proven platform

With the birth of Stellantis it was clear that a revival of Lancia was in the cards. We already told you in length about the introduction of this Ypsilon. It carries typical styling icons of the brand, like the “calice” on the front end, and the round rear lights reminiscent of the legendary Stratos.
In my opinion it is the most attractive of the Stellantis compact range, but that is of course a very subjective preference.

Iconic cabin

The elegance and the Lancia typical panache continues in the interior. We loved the layout of the dashboard, the resolutely square screens, the cute and well finished little central table or ”tavola”.

You can leave flat and light objects on it, everything else is of course hazardous when you drive  your Lancia with verve. We loved the blue/grey/black colour palette in the interior, so in tune with the tradition of the brand. Of course, it is a pleasure to find “real” commands and knobs for ventilation/heating for instance, and one feels quickly at home in this Lancia. One has Android Auto or Apple Carplay, and you can stream La Callas and delight in hearing how beautifully she brings Casta Diva. Indeed, the sound system is up to scratch.

The seats are quite comfortable and give excellent support. Space for the rear passengers is adequate, but of course one cannot expect miracles from a car with an overall length of 4,08 meters. Boot space is more than adequate for its class, with a standard available space of 309 liters.

Smooth EV power…

The Lancia shares its EV drivetrain with other cars in the Stellantis group, like the Opel Corsa, Peugeot 208, Jeep Avenger and Fiat 600. This means we’ll proven technology, with a 115 kW electric motor and a 54 kW battery, of which 51 kW is available in practice on the road.

This drivetrain is quite efficient, and indeed it is well possible to achieve consumption averages of 14-15 kW/100 km. It  results in a practical range of some 360 km under reasonable temperatures. Fast charging is possible up to 100 kW, which means you can charge your Lancia in less than 1/2 hour from 20 to 80 pct.

The smoothness of the EV drivetrain is an absolute delight and suits the character of the car wonderfully. Performance is quite zesty with an acceleration time from 0 to 100 km/h in 8,2 seconds. Top speed is limited to 150 km/h, which is very wise indeed, as high speed driving with an EV is a very wasteful affair.

Handling is brisk and precise, and indeed even  when driven with abandon on winding roads, this Lancia will delight you.

Conclusion

We found this Ypsilon utterly pleasing with the EV drivetrain. The silence and smoothness of EV power is just what this car needs. We are curious to see how it behaves with its 1,2 litre 16 V combustion engine, and even more so in the hybrid form. But here in our eyes, it already earned top marks…

Hans knol ten Bensel 

Photographer’s notes: we used for our photos here again our trusted Nikon 5600 D, a 24.2 megapixel upper-entry level, APS-C sensor DSLR. It delivers nice, crisp, well balanced photos, and is an absolute pleasure to use.

Nissan Benelux looks ahead for 2025 with a bold future strategy and new models…

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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…

Hans Knol ten Bensel

We drove the Renault Rafale : an elegant flagship with sporting panache…

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There are days where the life of a car journalist are very bright indeed. For example when sitting behind the wheel of the Renault Rafale, a stylish high tech hybrid full of character and ingenuity.

Renault has poured all its car making know how into their latest SUV Coupé, making it very much in tune with the times: it is a full hybrid, offering electric driving without recharging, and has style too. We drove the 200 HP model  in the “Esprit Alpine” equipment version, adding to the unique panache of this Rafale… just read further.

Hans Knol ten Bensel

Stylish, inside and out

The Rafale has the looks, now coming from the hand of Gilles Vidal. Surprisingly Renault has abandoned the design language which Laurens van den Acker started in 2009 when he became chief designer and which culminated in the recent Megane E-Tech electric. Now Gilles Vidal is at the designer table, and he comes from the Peugeot stable. He brought the design language of the recent Peugeot C-segment sales hits (3008) to Renault, and this is what Luca de Meo apparently wanted.

This new Renault DNA takes some getting used to, but we understand the strategy, as this styling language is trendy for the C segment and upward. Don’t forget, the Rafale is a D segment car.  Renault is also choosing different and highly original styling paths when it comes to the new “retro” 5 and 4, which are indeed amazing and bound to be successful.

But back to the Rafale. I must admit that I like the name. It harks back to the also very stylish and rakish pre-war record plane with a Renault aircraft engine, and did you know that Dassault is still building a ”Rafale” jet fighter?

Renault has also added a touch of “Alpine magic” to it. Your eyes fall on the illuminated “A” with an arrow on the backrest of the front seats. It pulses to the beat of a human heart. Wooww….The colour of the lighting matches the option selected in the MULTI-SENSE settings. Agneta Dahlgren, the design project director on the new CMF-CD platform also used for the Austral and the Espace , sees the illuminated logo when you enter the car as an invitation to experience driving pleasure…

The interior of the Rafale is quite welcoming, ergonomic and spacious. It has a high tech aura about it, accentuated by phasing out the use of leather in its cars. In the Esprit Alpine version we tested, the use of … SLATE is surprising. Renault says that “it evokes the Alps”, an environment where the rally Alpine Berlinettes stormed to victory. Present on the dashboard facing the passenger, these thin sheets of slate mould to the contours as easily as wood veneer.

The interior is also quite spacious. Understandable, as it is built on the same platform as Espace. The Rafale shares its 2.74m wheelbase, allowing not less than 302 mm knee room in the back. The long wheelbase and gently sloping roof line allow a rear headroom of 880 mm, almost the same as on Espace (892 mm). The Rafale has a standard boot space of 627 litres (532 dm3).

A digital cockpit…

The cockpit offers driver and front passenger Renault’s “Open R” digital instrumentation with two screens forming an L shape. There is a horizontal TFT dashboard display of 12.3 inches diagonally and a vertical touch screen measuring 12 inches diagonally in the centre of the
console. Eminently legible and intuitive to use.

Staying connected…

The Rafale connects indeed seamlessly with your smartphone through its in-car “OpenR” Link multimedia system with Google built-in.
The system provides access to Google Maps, Google Assistant and a host of apps (50 or more depending on the country and version) via the Google Play catalogue. Just like on a smartphone. The interface is also fully customisable and compatible with Android Auto and Apple Carplay.

As it is an open-ended system connected to the cloud, OpenR Link automatically integrates the recommended updates using FOTA firmware over the air) technology.

A clever, full hybrid drivetrain…

The Rafale has a 3-cylinder 1.2 litre turbocharged petrol engine developing 130 hp (96 kW) with 205 Nm of torque underneath the hood, and two electric motors. Let’s start with the engine. It has a Miller combustion cycle, low-pressure exhaust gas recirculation, a variable-geometry turbocharger and a longstroke architecture similar to that of a diesel. The result is an extraordinary efficiency level of 41%.

You guessed it, this engine does not spoil your ears with a thoroughbred high revving staccato, but rather sounds indeed like, well, a lower revving piston aircraft engine when called to duty. Especially as the computer which controls the hybrid system lets the  engine rev up to recharge the small 2 kW battery, which it does when you are driving at a (lower) constant speed or coasting, when you are using little engine power otherwise to propel the car. The computer then cleverly takes the opportunity to rev up the engine to recharge swiftly the battery, so it can again deliver its e-power for e-driving in slow urban traffic or to e-boost swift acceleration when called for.

This typically gives the driver the impression that the engine is revving up like the original Rafale record airplane before take-off… one would almost like to sit behind the wheel with leather gloves and a leather flying cap and goggles!

Renault’s full hybrid system is indeed very clever and astonishingly efficient. The two electric motors are respectively a main motor, developing 50 kW or 70 hp, and this is the one fed by the 2 kW 400 V battery. The other one is a starter-generator motor of 25 kW, which starts/stops the engine and performs the gear changes in the clutchless  multimode automatic dog box developed using Formula 1 technology. It  combines two gears for the main electric motor and four for the internal combustion engine. The motors and engine with this box combine 15 different operating possibilities, to offer te ideal solution in any driving situation. Soo clever!
But there is more. Renault went as far as to introduce on its flagship car so-called “predictive hybrid driving”. This function is meant to maximise the use of electrical energy while driving.

Connected to Google’s mapping data, such as the topography of the road over the next seven kilometers (or the most likely route if no destination is recorded), provides advance information to the battery management system to maximise the use of electric power….

Brisk performance

With a total system power of 200 HP, acceleration of this 1,6 tonne Rafale is quite good with a sprint time from 0 to 100 km/h of 8,9 seconds, and an intermediate dash between 80 and 120 km/h being absolved in 5,6 seconds. Of course, when driving full power for an extended period, the e-power is consumed and the petrol engine has further to do all the work, which translates therefore with its 130 HP in a relatively modest top speed of 180 km/h.

The good thing is that one is driving in urban traffic to a very large extent on e-power, which translates indeed in very good fuel economy. The WLTP figure is 4,7 l/100 km with CO2 emissions being 105 g/km.

The paddles on the steering wheel are not meant for manual gear changes, just let you choose the level(s) of e-regeneration.

Alpine agility…

The Rafale has very good handling qualities, and much testing has been done by Renault people to eke out the very best the CMF-CD platform has to offer.

The Rafale has multi-link rear suspension as standard , and the Alpine version we drove has the “4Control” four-wheel steering technology. The rear wheels turn in the opposite direction to the front wheels (by up to 5 degrees), for better maneuverability on city streets. This results in a turning circle of merely 10.4m.
On the motorway, at higher cruising speeds,  the rear wheels then turn very slightly (up to 1 degree) in the same direction as the front wheels, improving vehicle stability by reducing the inertia of the rear axle.

We found the Rafale indeed quite agile and stable. Also thanks to the upgraded Vehicle Motion Control (VMC 2), an electronic system controlling the rear wheels, and ESP.  All this is further enhanced by the calibration of the steering with a direct steering ratio of 13. A truly sporting D segment car, when it comes to agility and road manners. In line with its French pedigree, it is very comfortable too.

Conclusion

With this Rafale, Renault makes an impressive statement in the D segment, offering a stylish SUV coupé with ample room, excellent handling, convincing performance and surprising economy. Its drivetrain is truly clever, its equipment and finish is full of panache, especially in the Alpine versions.

Soon there will be a 300 hp plug in hybrid 4×4 version, noblesse oblige, but already this 200 HP Rafale was very convincing indeed…

Hans Knol ten Bensel 

Lancia is back in Belgium, and presented in its return to world of rallying with the debut of the Ypsilon Rally 4 HF…

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Lancia presented its Ypsilon Rally 4 HF, with from left to right rally champion Miki Biasion, Charles Fuster, Lancia head of Marketing and Communication and Eugenio 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…

Hans Knol ten Bensel

We drove the Renault Megane E-Tech Iconic EV60 220 hp

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Renault has been very early in the EV game, with its fittingly called ZOE, which has been for years an absolute bestseller. The new Megane has been completely redesigned and is the first Renault model to run on the new so-called CMF-EV platform, co-designed with Nissan. The new Megane is compact with its 4,20 meters, which is almost identical with the previous, fourth generation Megane, but that’s were any similarity ends. The new Megane stands proudly on its big wheels (20 inch in the version we tested) and its proportions are beautiful indeed. The longer weelbase of some 2,70 meters clearly shows that this is a latest generation EV. It certainly has style and panache. Will it also convince as an EV? Just read further…

Hans Knol ten Bensel

Modern times…

The Megane has not only a contemporary flair, it also offers quite enough room for four adults and their luggage. They are greeted by a pleasant and premium interior, with impeccable styling. On the top version we tested, your eyes wander over a well finished dashboard and meet with a crisp 12 inch central screen which offers state of the art infotainment and connectivity. Of course, Apple Car Play and Android Auro are provided. But this is also standard in the base model. Indeed, the latest Megane generation comes very well equipped. Then you get a 9 inch screen, but a rear camera and speed limit recognition combined with cruise control are also standard.

Cocooning

Indeed, the digitalized instrumentation leaves nothing to be desired. Renault has integrated Google functions in its OpenR link, and offers very good information for the EV driver. First of all it uses the chrystal clear Google maps, and when plotting the chosen route for you, it will take into account the charging situation of your battery, and even indicate the estimated remaining charge status at your destination.

Of course it will also suggest stops and places where you can recharge your battery. The layout of the dashboard is quite practical, and it is good to see that the commands for heating and ventilation are placed on a separate physical touchboard below the central screen. One also finds the legendary and iconic audio command stick on the right side of the steering column, which is typical for every Renault since the R 25 sedan, launched way back in the seventies…

The finish level of the  cabin and seats is high indeed. In the top “Iconic” version we tested, Renault has also provided electric powered front seats with memory and massage functions. The seats are very comfortable and the upholstery is firm.

Smooth power

We tell you nothing new when I tell you that EV’ s spoil you with lots of super-smooth power. With its 300 Nm and 220 HP you can expect very sporting performance. Not only is this Renault very quick off the mark with a sprint from 0 to 100 kmh in merely 7,5 seconds, it excels in traffic with very brisk accelerations. From 60 to 100 kmh costs merely 3,6 seconds, which makes overtaking or joining faster traffic the proverbial breeze. Besides the silence and smoothness, it is this permanent presence of this abundance of power which makes an EV truly delightful to drive. The pleasure stops at 160 kmh, as the electronic limiter sets in quite sensibly. Indeed, high cruising speeds wreck havoc to the range of your EV.

There is a round knob at the steering wheel column where you can choose the different driving modes from eco to sport, and with the paddles on both sides of the steering wheel you can select the amount of energy recuperation you want on your drive. 

Despite being only front wheel drive, the drivetrain copes well with all this power. When it comes to consumption, the slower you accelerate and cruise, the better your range will be. We learned to drive EV’s with restraint, despite their abundant power, and this is the only way  to achieve a consumption which comes close to the official WLTP figures. We regularly achieved values between 15 kW in urban traffic and 17 KW on the open road, at moderate cruising speeds. When you use this Renault more briskly, you have to reckon with 19-20 kW, which is still a very good value indeed.

The battery has 60 KW capacity, and this means a range between 370 and 400 km is quite realistic and achievable when you drive it with restraint and achieve a consumption of around 15-16 kW. It accepts up to 130 kW fast charging, and this means that you can charge it from 10 to 80 pct in merely 41 minutes. The battery is guaranteed to deliver 70 pct of its capacity for a period of 8 years or 160.000 km.

Practical

We already applauded the excellent infotainment and good cabin layout. The boot space is adequate with some 330 liters, with the rear backrests down this raises to some 750 liters. The boot floor lies very deep, and this makes loading heavy objects a bit cumbersome. One minus point in everyday life might be the rather poor backward visibility, due to the small rear window, high waistline and the large C pillar. But then the Megane has a rear camera as standard equipment, and in the top version we were spoiled with an electronic rear view mirror.

Comfort and handling

The Megane is in good French tradition laid out for comfort, it is also at home on winding roads and offers excellent stability at motorway speeds. We already applauded the comfortable seats, and getting in and out of the car is also easy due to its higher stance.

Conclusion

A well styled car, well built and finished, powerful and reasonably frugal, the Megane betrays the excellent ”savoir faire” of the French car builder in making EV cars. It is full of panache, both inside and out, and certainly deserves a good look if you are looking for an EV in this segment.

Hans Knol ten Bensel