Category: Car technology

We drove the Opel Mokka Hybrid: the bestseller with lightning style and panache…  

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The Opel Mokka, one of the bestsellers in the Opel range, has got a facelift combined with some important technical refinements. More than reason enough to put the hybrid version through its paces for you here.  It was the first Opel to receive the now iconic characteristic brand fascia, the so-called “Opel Vizor”, and now it got even more character: with the facelift the black Vizor visually integrates the new Blitz and the headlights into one element. Black elements are decidedly en vogue: a black design line runs from the bonnet to the rear above the side windows. Black claddings at the front, rear and wheel arches also give a more sporting look.

Also in the cabin things have further improved. First of all, there is a new steering wheel, flattened at the top and bottom and made from vegan material, with the new Blitz emblem proudly at the centre.

The centre console between the front seats, in a matt silver tone, has a cleaner, upmarket style and the design of the remaining switches for the electric parking brake and the selectable driving modes is identical to the all-new Opel Grandland. The material of the seats consists now of recycled material, but it is good to know that the whole cabin gives now a decidedly more upmarket impression.

A hybrid with 48 Volt technology…

Opel calls it a “modern hybrid”, and it consists of a 100 kW (136 hp) 1.2-litre turbocharged petrol engine with a 21 kW (28 hp) electric motor and an electrified six-speed dual-clutch transmission. The transmission is very smooth, the electric motor assists the engine in accelerations with helpful extra torque and all this results in very pleasant performance combined with excellent efficiency.

When accelerating slowly and driving at moderate constant speeds on city boulevards, the engine will run at very low revs in the highest possible gears, and this without any noticeably noise or vibrations. Pushing the trottle a bit further will cause the E-motor to react immediately and the transmission will intantly choose the correct gear for the engine to step in.

Driven with restraint, you will easily achieve a consumption in city driving at around 6 litres/100 km, and even slightly lower, whereas cruising on the open road will let the consumption drop to around 5,2 litres/100 km. According to WLTP standards, fuel consumption is 4.9 l/100 km, CO2 emissions are 110 g/km; the CO2 label is a C.

The 3 cylinder engine has now a chain driven distribution system, and the Continetal-developed oil lubricated belt has been abandoned, resulting in improved reliability.

A drivers’ car…  

We find Opels always very attractive drivers’ cars, striking a very good balance between comfort, performance and a predictable, engaging handling. The Mokka again proved this wonderfully. It responds admirably to a brisk driving style, but will never let you feel uncomfortable when you decide to drive smoothly and leasurely.

Seating position behind the wheel is also excellent. The knee room for rear passengers is somewhat more restrained, and boot space is not cavernous either, but with 350 litres is still sufficient for most.

Performance is excellent, with the Mokka proving to be an “Autobahn Meister” with a smooth top speed of 207 km/h and an acceleration from 0 to 100 in just above 9 seconds. This Mokka is a fast GT, let this be said. This performance is almost identical to the original Porsche 2 litre 911, don’t forget!  

… with up to scratch infotainment

The facelifted Mokka also is no laggard when it comes to modern infotainment. The cockpit uses Qualcomm Technologies’ next generation Snapdragon Cockpit Platform and Snapdragon Auto Connectivity Platform3 to enable premium in-vehicle experiences, including state-of-the-art graphics, multimedia and enhanced connectivity capabilities such as Wi-Fi, Bluetooth and 4G, says Opel.

A 10-inch digital driver information display and an equally large colour touchscreen are also standard. The latter can be easily operated via widgets, just like a smartphone – alternatively and in combination with the optional navigation system, a ‘Hey, Opel’ is enough to use the natural voice recognition.
 

Both displays can be personalised. The system recognises the driver’s personal profile on the connected smartphone; the connection is always wireless in the new Mokka. Virtual shortcuts can be set up on the central screen and you can choose between different colour schemes.

When ordered with the integrated navigation system, map updates are made available over-the-air. The system also constantly learns and – based on the habits of the linked driver profile – independently suggests destinations and routes.

The “myOpel” app can also be used to easily send the destination and the corresponding route to your car.  Furthermore, Opel offers ChatGPT4 (available in combination with Connected Navigation) for the new Mokka…

To sum it all up, we liked the Mokka Hybrid very much indeed, having style, performance, offering driving pleasure combined with excellent performance and economy, all this combined with a very reasonable price…

Hans Knol ten Bensel

Photographers’ notes: Here we used again our faithful Canon G9X. After years of intensive use, the battery lid latch is broken, and therefore we have to use a camera support bracket straight from the sixties… but this adds extra balance and stability when taking photos at slower shutter speeds…

This little gem has 20 megapixels for you, and has an optical soom with 28–84 mm equivalent focal length. It has quite reasonable low light capabilities with a maximum ISO of 12800, shoots 1080 P video and weighs only 208 grams…

The futuristic Adler 2,5 Litre anno 1937…

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The six cylinder Adler had a streamlined body with a cW of merely 0,36…

The first car in a series where I delight you, dear reader, with my recent car drawings is the astonishing Adler 2,5-litre.

It showed its streamlined body on the 1937 Berlin Motor Show to a surprised public, and indeed it caused nothing short of a sensation. The Germans had a special name for the sloping roof saloon body: “Schiebedach Limousine”. It was designed by Karl Jenschke, who was until 1935 the director of Engineering at Steyr-Daimler-Puch. There he had created the Steyr 50, which also had a streamlined body akin to the Adler.

The Adler 2,5 litre was also available as a sleek cabriolet, built by Karmann in Osnabrück…

The Adler factory was situated in Frankfurt am Main. After the war, the management decided to stop with car production, as the factory had also been completely destroyed. Instead, it started manufacturing…typewriters.

But let’s turn back to the glorious days when Adler cars were rolling of the production lines.

Actually, the fast back saloon body was built by Ambi Budd in its factory in Berlin. The Adler Typ 10, as the car was officially known, was also available in two- and four door cabriolet bodies, which came from Karmann in Osnabrück.

A classic sidevalve straight six was powering the streamlined Adler…

A six cylinder for the Autobahn…

In 1937 the construction of the German Autobahnen was in full swing. This meant that the German automakers were keen on building cars meant for speed. The streamlined body was a first step, and the second one was providing sufficient power. So the Adler engineers opted for a 2,5 litre straight six, which otherwise was still fairly traditional with side valves and a four-bearing crankshaft. It offered a rather sedate 58 PS or 43 kW, but was nevertheless thanks to its streamlined body with a drag coefficient of merely 0,36 still 125 kph fast.

In 1938, a “Sport” version was offered. It had a two-door body that was lower and longer, built by Gläser-Karosserie in Dresden. It had the same 2,494 cc engine as the sedan, but had now THREE carburetors instead of one. Together with a higher compression ratio, 80 PS was achieved. It was offered for 8,750 Reichsmarks instead of 5,750 Reichsmarks for the standard Limousine. The stylish cabriolet version was costing only a few hundred Reichsmarks more.

A small Philips radio, proudly mentioning “Made in Holland” was placed close to the steering wheel column…

This Adler offered a few more futuristic touches like a compact Phillips car radio and a centrally located gear lever, emerging from the dashboard, later seen in the Citroën 2 CV…
 

The instrument panel was rather boldly styled with a central placed gearlever on the dashboard…

Comfort and handling were already quite sophisticated. The front suspension used wishbones and quarter-elliptical springs. The rear wheels were attached to a swing axle with a transverse leaf spring and tie rods. The differential was bolted to the frame. All four wheels used hydraulic shock absorbers and hydraulically controlled drum brakes. This Adler can indeed be used in today’s traffic without a hitch.

The engine hood consisted of two panels, which could be opened to reach the engine on both sides… the central part of the hood with its long profiles stayed fixed.

Despite its futuristic qualities and ingenuity, the actual sales success did not materialize; from its introduction to the end of production in 1940, only 5,295 units were sold, all versions combined. Maybe this streamlined proved too modern for its age…Just enjoy the drawings!

Hans Knol ten Bensel

Renault continues to improve its Full Hybrid Technology…

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As faithful readers know, your servant is still quite keen on the full hybrid solution to enjoy the benefits of electrified mobility. It ideally combines the smoothness of E-power with economy and total hassle-free practicality, as you can cover any distance without worrying about recharging.

Renault made a very wise strategic decision to build also an important presence in this market segment, and is indeed developing its Full Hybrid Technology always further.

Did you know that Renault has sold over 750,000 vehicles equipped with this full hybrid E-Tech powertrain since its launch in 2021?

Renault developed its full hybrid E-Tech powertrain in 2021. Over 150 patents have been filed for this technology, which taps into Renault’s expertise in Formula 1, particularly in energy recovery and regeneration. Ii is found in many models, from Clio to Rafale. 

More power and full hybrid performance for Captur and Symbioz

In the same way as with the previous generation, the series-parallel hybrid architecture of this new powertrain combines two electric motors (a 36 kW e-motor and a 15 kW HSG – High-Voltage Starter Generator) with a 1.8l 4-cylinder petrol engine of 80 kW or 109 hp (69 kW and 94 hp for the previous engine) mated to a new intelligent multi-mode clutchless dog box and a 1.4 kWh battery. The dog box delivers fast precise gear changes with minimum power loss. It is also simpler from a mechanical standpoint, making it more reliable.

Driveability maintained

The indirect injection of the previous generation has been replaced by a new direct-injection system.

Torque is 25% higher (172 Nm for the combustion engine alone, i.e. +22 Nm) than for the previous version. This means that maximum torque is available at lower revs (around 2,000 rpm), for better performance and response, particularly during acceleration or when picking up speed on fast roads. Acceleration is therefore more dynamic. Captur now takes 8.9 seconds to accelerate from 0-100 km/h compared with 10.6 seconds previously, delivering a better response for a more agile driving experience.

The Symbioz also improves its 0 to 100 km/h acceleration time: 9.1 seconds compared with 10.6 seconds previously.

A new  battery with a higher capacity of 1.4 kWh

The new hybrid powertrain has a battery of 1.4 kWh battery (230V), compared with 1.2 kWh for the previous version. ower fuel consumption and CO2 emissions

Fuel consumption is optimised by a regenerative braking function, combined with the high self-charging capacity of the 1.4 kWh (230V) battery and the efficiency of the E-Tech system.

Under the bonnet of Captur and Symbioz, the new full hybrid E-Tech powertrain consumes just 4.3 litres/100 km, compared with 4.7 litres for the previous version. This optimised system delivers fuel savings of up to 40%, while also reducing CO2 emissions to as little as 98 g/km on Symbioz (99 g/km for Captur).

Smooth gear changes

The dog box transmission has been maintained: the dog clutch system replaces both a sprocket and a synchroniser ring in a clutchless layout with fewer friction parts for high levels of efficiency. The gearbox was then fine-tuned for faster, smoother gear changes. As a result, gear changing is quieter and more responsive, reducing vibration and engine noise for increased driver comfort.

Further, the introduction of a new electronic gear lever (e-shifter) provides greater precision and optimised ergonomics.

Needless to say that we are keen to lay our hand on a Renault with this improved full hybrid drivetrain… stay tuned!

Hans Knol ten Bensel

E-Power for all: the Fiat Grande Panda goes hybrid…

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FIAT launches the new Grande Panda Hybrid, marking a significant milestone in its global product strategy:  making the electrified transition possible for all thanks to this affordable, and cool B-segment Panda.This hybrid version marks the brand’s role as a leader in volume and accessibility, says Stellantis, echoing the golden years of FIAT when simplicity, innovation, and emotional design moved millions.

The Grande Panda project is the cornerstone of a new global vehicle family developed entirely under the guidance of the FIAT HQ and Centro Stile in Mirafiori, Turin. Your servant remembers its visit at the Centro Stile a few years ago, when he stood eye to eye with the clay model of the FIAT “centoventi” or 120, which showed already the proportions and styling language of the present day Panda. Technologically, it already incorporated the solutions we see today.

The model sits on Stellantis’ “Smart Car” Platform. At the heart of this model lies the T-Gen3 hybrid powertrain, featuring a 1.2-liter, 3-cylinder turbocharged engine delivering 110 HP, combined with a 48V Li-ion battery and a eDCT 6-speed dual-clutch automatic transmission. This system integrates a 21kW electric motor,an inverter, and a central control unit.

Through functions like e-launch, e-creeping, and e-parking, the Grande Panda Hybrid can operate in full-electric mode during low-speed manoeuvres, allowing for up to 1 km of electric-only driving at speeds under 30 km/h. These features result in smoother acceleration, silent city driving, and less fuel consumption and CO₂ emissions, made possible in part also by the Miller Cycle combustion strategy. The eDCT transmission further enhances efficiency and provides a relaxed, two-pedal driving experience that embodies FIAT’s “easy drive” philosophy.


All trims, and one can choose between three levels, notably POP, ICON, and LA PRIMA, come equipped with a comprehensive ADAS suite, including Cruise Control, Speed Limiter, Active Safety Brake, Lane Keeping Assist, Driver Attention Warning, and open-door alerts. The LA PRIMA trim enhances this with front sensors and a rear view camera.
Connectivity is supported through the onboard 10” digital cluster, 10.25” central touchscreen, and wireless smartphone mirroring. Customers benefit from multiple USB-C ports, a wireless charging pad, and seamless digital integration.

Continuing the 4 X 4 tradition of the Panda with a 4 X 4 concept…

The new Grande Panda 4×4 concept model, presented during the Grande Panda Hybrid Media Drive, is the direct heir of the Panda 4×4 from the ‘80s. It has exclusive details, and the unique dark red livery, bringing the 80s Panda’s character into the modern era.



It has an electrified, innovative rear axle that delivers all-terrain versatility.  We look forward to see this concept hitting the road soon…

We invite you to look at the accompanying photos for now…

Hans Knol ten Bensel

Alfa Romeo shows its sporting panache at the Lago Di Como

Posted in Automobilia, Car Events, Car History, Car presentations, Car Shows, Car technology, Classic and Vintage Cars, Concept Cars, Design, Fashion, History in photos, Lifestyle, men women and carsTagged , Leave a comment

From May 24 to 25, in the extraordinary setting of the Villa Sucota overlooking Lake Como, Alfa Romeo will be the Official Partner of the 2025 edition of FuoriConcorso, and will show its beautiful cars, with its unique sporting design language, a festival of beautiful contours and shapes which are an everlasting delight to the eyes of every car enthusiast.

Just read on and enjoy the photos…

Hans Knol ten Bensel

The FuoriConcorso is an event with a well rooted tradition: it was founded in 2019 by Guglielmo Miani, president of Larusmiani, the bespoke menswear and gentleman accessories firm which has been there for gentlemen since 1922. The passion for cars results also in a boutique to create an exclusive collection limited edition. There now you can purchase a collectors box of the Alfa Romeo 6C which contains: the numbered t-shirt with rear print depicting the car and a caption postcard with the history of the car.

But let’s return to the FuoriConcorso. It has grown to an international event that every year attracts thousands of collectors, experts and car enthusiasts from all over the world. The theme selected for this year is – “Velocissimo – Italian Race Cars”, and this means that Alfa Romeo will put its mark on this event. Indeed, the splendid Villa Sucota will become this year the “Casa Alfa Romeo”.

Around 15 extraordinary models will be on show there, some from the Alfa Romeo Museum in Arese and others from private collections.

The Zagato 6C…

A car which truly stands out is the 1930 6C 1750 Gran Sport, one of the most famous Alfa Romeos for its unmistakable line (Zagato), six-cylinder engine with compressor and its wide-ranging trophy haul in motorsport, spread out between the Mille Miglia, Targa Florio, Tourist Trophy and many other victories in endurance races.

On a model similar to the one on display, the legendary Tazio Nuvolari won the 1930 Mille Miglia, setting an average speed record of 100 km/h across the entire route, in a memorable duel with his teammate, Achille Varzi, also driving a 1750.

The Giulia TZ2…

Many aficionados still dream of the golden era of road racing, and the cars which played a prominent part in this. Like the spectacular 1965 Giulia TZ2. An evolution of the previous Giulia TZ, this car is lower, more tapered and aerodynamic, with fiberglass bodywork on a tubular chassis. Designed by Ercole Spada at Zagato, it sports a sleek and muscular line, dominated by the famous truncated tail, which consecrates it as one of the most beautiful racing cars ever.

The 1.6 twin-cam engine evolved with double ignition and dry sump, reaching 170 hp and 250 km/h. At its debut in 1965, it won its class at the 1000 km of Monza and went on to take other victories in the same season, including the 12 Hours of Sebring, the Targa Florio and the 1000 km of the Nürburgring. One year later, the TZ2 achieved the same feat at Monza, Sebring, the “Targa” and the “Ring.”

The 33 TT12…

Then there is the 1975 33 TT12. It made its racing debut  on May 5, 1973 at the “1000 km of Spa-Francorchamps,” when the World Championship for Makes was experiencing a period of great popularity and commitment from the most prestigious manufacturers, including Alfa Romeo with the “Tipo 33” family.

The “33” which saw the light in 1967 has now become legendary, where  the letters “TT” stand for Telaio Tubulare (‘tubular chassis’; based on its forerunner the 33 TT3 with a V8 or ’Otto Vu’  engine) and “12” is the `number of cylinders of the new 180° (‘flat’) three-liter V engine that can exceed the threshold of 500 hp. The aesthetics are unmistakable, with its side fins and famous periscope. After a year of development and initial wins in ’74, total domination came in 1975: seven victories out of eight races to win the World Championship for Makes, the fourth overall title in Alfa Romeo history. Legendary drivers such as Merzario, Andretti, Ickx, Vaccarella and many others were behind the wheel to build this immense series of wins.

The legendary F1 compressor Alfetta’s…

When you stroll a few steps away from Villa Sucota, an exclusive area pays homage to the bolides that have made Formula 1 history, starring the 1951 Alfa Romeo GP Tipo 159 “Alfetta,” the veritable ruler of the first two World Championships. An evolution of the legendary 158 of 1938, the 159 triumphed with Fangio after the victory by “Nino” Farina in 1950. After the title – the first of five for Fangio – Alfa Romeo officially withdrew from racing to devote itself to the Giulietta.

Compared to the 158, the 159’s engine was equipped with a two-stage compressor, De Dion rear suspension – the name given to the 1972 Alfetta is based on the adoption of this technical solution – and a more efficient aerodynamic look. The supercharged 1.5-liter inline 8-cylinder engine reaches incredible levels of power: in tests, it even achieved 450 hp, equivalent to 304 hp/liter. This was also made possible by the use of alcohol based special fuels, which had a considerable cooling effect when evaporating, making higher compression rates possible without corresponding high combustion temperatures.

Last but not least, the 33 Stradale…

Also on show at Villa Sucota will be the new 33 Stradale, a “custom-built” car approved for road use that ensures outstanding performance on the track.

It was unveiled in 2023 and produced in only 33 models (all of which have already been sold), the car represents the return of the legendary 33 Stradale, an icon of the 1960s, reputed by many to be one of the most beautiful cars of all time, and derived directly from the Tipo 33 – once a big name in world motorsport.

We can only suggest you to take a look at the photos, and spend some delightful ”Alfa” moments…

Hans Knol ten Bensel

We tested the Leapmotor C10: superb space and comfort for your money…

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Stellantis made an interesting strategic move to include Chinese EV manufacturing in its portfolio. Besides obvious geopolitical reasons, there are also good technological grounds: Leapmotor has designed its own EV platform and battery technology, and it adopts the so-called “cell to chassis” design method. The battery is part of the platform structure and is not divided into cells, which offers extra rigidity and therefore is  improving handling. It leaves also extra space for the passengers too. It seems to be a good alternative technology, and BYD has adopted it too.

By the way, just as BYD, Leapmotor uses LFP technology for its batteries. Indeed, Lithium-Ion phosphate batteries are safer than Li-ion due to the strong covalent bonds between the iron, phosphorus, and oxygen atoms in the cathode. The bonds make them more stable and less prone to thermal runaway and overheating…But now let’s return to the findings of our test…

Hans Knol ten Bensel

Classic styling…

The C10 is a big D segment SUV, and its longer roof line gives it a traditional look, which is altogether rather pleasing. We liked especially the “glazed green” colour of our test car, and we found the C10 also well proportioned.

Impressive interior

Stepping in the C10, we were surprised by the softness of the comfortable, well cushioned seats, and the clean layout of dashboard and commands, which bear some resemblance with Tesla models. The whole layout is quite clean, and besides two rolling buttons on the steering wheel, for controlling audio and cruise control, everything else is found on the two touchscreens. It takes some studying, but soon you will find your way. The most important functions are easily found and controlled in a self explaining manner. You are also reminded that this is a Chinese EV as Apple Car Play and Android Auto are…absent.

The C10 gives to priority to driver safety, and indeed the driving assistance systems remind you of this during your drive, and if you want to enjoy a truly “Zen” trip, you might want to shut it off.

We found the navigation system quite up to scratch, and appreciated the plethora of functions and amenities the C10 can offer you. Of course, there is a 360° chrystal clear vision available, seat warming and ventilation, heated steering wheel, you name it. Just a credit card type key card will open and start the car, indeed, the C10 is totally user friendly in everyday practical use.

The C10 will also watch over you, for safety’s sake…

Smooth performer

The C10 is meant for ”zen” driving in absolute comfort. The British would call it motoring. At least, this is how we personally ’feel’ this car. It is smooth and very silent. The suspension is softly sprung, and also the seat cushions are soft to the touch and feel. Of course, there are different driving modes to choose from via the touchscreen. We stuck most of the time in the standard mode. You can also select four regeneration modes. Three modes, low standard and high can be engaged while driving. The fourth mode, the one pedal mode, can only be selected from standstill.

The electric motor and its accessories are well tucked away deep under the bonnet…

The permanent magnet synchronous motor develops 215 HP, and this offers excellent performance. 0 to 100 km/h is absolved in merely 7,5 seconds, and top speed is set at some 170 km/h. The battery capacity is 69,9 kWh, and the practical range depends of course on your driving style. In practice, we found a range between 420 and 350 km being quite realistic.

Fast charging is of course possible, up to 84 kW. We noticed again that on “ordinary” public charging points the available charging power can be down to the proverbial trickle, sometimes to merely 2 or 3 kW/h. At one stage, we found that charging the battery from 69 % to full charge would cost… 6 hours!

Charging at a trickle on an ordinary public charging pole…To charge it from 80 % to full takes close to 5 hours!

Steering is light and precise, and has a very “soft” feel. Again, this car is designed for comfortable driving, so we did not mind that your palms are insulated from the  horrors of our Belgian road surfaces.  Via the touchscreen you can however select Comfort, Standard or Sport. In the comfort mode steering is very light and this we found beautiful for parking and slow urban driving.

Plenty of storage space on the centre console…

Of course the C10 will show predictable handling and performance, and it will take long bends with no fuss whatsoever at very high speeds. It is also quite stable at high cruising speeds, but will nevertheless inspire you to take a “Zen” attitude behind the wheel, and we juts loved this car for that, and made it most endearing to us.  

Space and practicality

As said, boot space is very much OK with standard 435 liters, extendable with the rear seat folded down to up to 1410 liters. The boot floor has extra storage space underneath the floor, divided into two spaces, one for the cables and another for the tire inflating kit and sundry.

So remember that when you are packing the car for a holiday trip, to keep the cables at hand…

There is a nice extra space underneath the centre console, and indeed also the door bins are nicely wide, and of course there are plenty of USB slots to charge your phones.

Conclusion

The Leapmotor C10 certainly scores in looks, comfort, standard equipment and last but not least (Family) space. It’s ride is smooth and quiet, and this is indeed just what you need in a large family SUV. Its price is also right too, and it offers more than adequate performance and economy, which translates in a fairly good range between 420 and 350 km. It is sold throughout the vast Stellantis dealership, and this also inspires confidence…

Hans Knol ten Bensel 

Photgrapher’s notes: we used for the photos here of this test our trusted Canon G9X. The battery lid has broken due to intensive use of this camera, so we have this nice stable bracket…

We drove the Alfa Romeo Junior Ibrida…

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The Alfa Romeo Junior series has always been a sporting icon for the Alfa Romeo enthusiast. It stood for pure efficiency, with a somewhat smaller engine and less power, but had the same undiluted sportiness as its faster and bigger brothers in the Alfa range.

So when Stellantis launches today’s Junior again for its Alfa Romeo brand, we expect something special indeed, and we were very keen to drive for you the Alfa Junior Ibrida, which has a 1,2 litre 3 cylinder turbo under the hood and enjoys a 48 volt mild hybrid system. Does this Junoir retain the unmistakable Alfa Romeo thoroughbred qualities with a drivetrain and platform, which it has in common with its many sisters in the Stellantis group?

With this Junior, Stellantis aims also at efficiency and some degree of practicality and comfort, as it wants to attract a wider range of young customers to the iconic Milanese brand. We will find out in this test whether this new Junior fulfills all these high expectations…

Hans Knol ten Bensel.

Sporty looks…

When approaching the new Alfa Junior we are seduced by its good proportions. The front grille has character, the led headlights accentuate things further and the air inlets add an agressive touch. The car looks good from the side, the rear end with its peculiar headlight shapes is somehow a departure from the typical Alfa styling language, and shows us that Alfa is also entering a new era.

But there are Alfa styling icons which remain, like the wheel alloys with circular spokes, which suit the car very well.

The cockpit has also much Alfa Character, although aficionados will miss the typical large gear-change paddles on both sides of the steering wheel column, but then again, the smaller paddles indicate that this Alfa has somehow a different mission, and indeed this Junior wants also to convince the Alfa driver with somewhat different qualities.

But we liked very much here again the digital instrumentation, the 10 inch large central touchscreen which is set in a stylish cluster directed towards the driver, with below it a leaner centre console, which houses the Stellantis-typical drive selector, contributing to an air of sportiness with a large circular start/stop button towering above it.

The illuminated ventilation openings adorned with the Alfa symbol also add character. We liked the color pattern of the seats, with a large central red stripe, which gives the distinct optical illusion of a glowing ribbon. The seating position is rather deep, which again accentuates the thoroughbred panache of this Alfa. Note that the seats have heating and massage functions, a distinct plus..

Everything is well finished, some harder plastics are found, but the panel surfaces of the dashboard still exude a distinct premium feeling. The ergonomics are beyond reproach, and below the central touchscreen one finds still a row of “analog” touch buttons for ventilation with, last but not least, the volume control of the radio…


 

Performance and handling: the DNA of a true Alfa.

The Junior uses a 48V mild-hybrid system that combines a 1.2-litre three-cylinder Miller cycle petrol engine,with variable-geometry turbo and distribution chain for maximum reliability. The electrical component consists of a 48-volt lithium-ion battery and a 21-kW electric motor built into the 6-speed dual-clutch gearbox, which works together with the inverter and transmission control unit to ensure maximum efficiency.  The total power output of the system driving the front wheels is 134bhp, enabling acceleration from 0 to 100km/h in 8.9 seconds.

Indeed, performance leaves nothing to be desired, and thanks to the support of the electric motor the acceleration from standstill is smooth and powerful. The changes of the six-speed dual-clutch automatic transmission are silky smooth under spirited acceleration, and indeed we found the whole drive-train behaving wonderfully when your right foot is somewhat heavier and you engage in a more spirited driving style.

The engineers have worked beautifully to give the 3 cylinder 1,2 litre unit, which is also found in many Stellantis models, this typical Alfa growl, reminiscent of the classic weber carburetted Veloce’s from the sixties and seventies. We just loved it.

So acceleration pleasure is to be had, and this is paired with a low fuel consumption which the classic Alfa’s never had to this extent. Yes, when cruising leasurely and avoiding high revs and (very) brutal accelerations, it is very well possible to achieve average consumptions in the 5-6 litre range, and even less.

The Ibrida is a so-called mild hybrid, this means that the electric motor, which is integrated in the transmission, has 28 HP, and the battery is also rather small with a gross capacity of 0,89 kW/h. But it does the job of giving that extra E-power smoothness and delivering E-propulsion at crawling speeds typical for start/stop situations.

The Ibrida is of course an excellent long distance motorway cruiser, with a top speed of a good 206 km/h. But it is also very much in its element on winding roads, and is both agile and completely predictable in its handling. So is this Junior an Alfa which can be driven with verve? Yes indeed, and it brings joy to motoring…

Practical and well equipped…

The luggage space is standard a good 415 liters, up to a maximum of 1218 liters. Of course Android Auto and Apple Car Play is provided, and the safety features as standard include level 2 autonomous driving, connected navigation, 180° rear camera, a handsfree electric tailgate, and a keyless system with proximity access technology as standard.

Conclusion

Is the Junior offering an attractive proposition for the die-hard aficionados of the brand? Yes it does, for us it breathes the DNA of a true Alfa. On the other hand, it offers ease of driving in town, practical everyday docility and last but not least excellent fuel economy and energy efficiency..

There are still more powerful versions, like the 280 HP Junior 280 Veloce all electric version, which  weighs only 1,590 kg. It emits also a typical “Alfa Sound” during acceleration, it appears. We are very keen to lay a hand on this throughbred EV-bomb in the not too distant future…

Hans Knol ten Bensel

Photographers’ notes: for the photos here we used again our Panasonic Lumix with its Leica 25-400 mm zoom lens. Early spring wheather warranted good light conditions, which allowed a low ISO and smaller apertures, enhancing sharpness and detail.

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

Posted in Car manufacturers strategy, Car News, Car presentations, Car technology, Car Tests, E-mobility R &D and solutions, Lifestyle, New ModelsLeave a comment

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…

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

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…

Posted in Automobilia, Car History, Car manufacturers strategy, Car technology, Concept Cars, Design, History in photos, prototypesLeave a comment

 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