Category: Car technology

We drove the Volkswagen ID.7: your electrifying flagship…

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Volkswagen has gained over the years already quite some experience in designing, developing and building EV’s with its already iconic ID series. All this know how is now brought together in the ID.7, the big EV limousine at the top of their ID range. The result is manifest: this car is full of good qualities, and earns indeed top marks in virtually all aspects. We found it clearly one of the best bigger EV’s we have come across lately.
Just read further…

Hans Knol ten Bensel

Imposing and well proportioned

The ID.7 has the same styling and form language as the smaller models in its ID range, but its proportions are even better, not in the least because of its  longer weelbase. The overall length of 4,97 meters lets the lines and contours flow more gradually and elegantly and indeed, this ID.7 looks good from any angle.
The ID.7 is also very aerodynamic, with a Cw value of merely 0,23. This is very crucial to reduce energy consumption at higher cruising speeds, and to achieve longer ranges on long distances. But there is more: the VW engineers gave the ID.7 also a brand new electric motor. It drives like in the other ID models the rear wheels and develops 210 kW or 286 HP.

Plenty  of power, to say the least, and this ID.7 is very agile indeed. It sprints from 0 to 100 km/h in merely 6,5 seconds and overtaking becomes the proverbial breeze. The ID.7 behaves also wonderfully when you drive it more quietly, and the car then rewards you with a very reasonable consumption. We achieved during our test an average of 17.60 kW/100 km, and we think that this tells the whole story.
Indeed, VW succeeded in giving their flagship EV an impressive range of close to 500 km. Of course, the usable range varies with outside temperatures and driven speeds, but let’s say that this ID.7 has its merits as a long distance Gran Turismo.
This good range is achieved with the 77 kW battery which is also found in the other cars of the ID  range, and all this is due to the improved motor and the better aerodynamic qualities. Of course, as you already know by now, EV cars just LOVE slow driving. The slower the (constant) speed, the further you go. Even to very slow speeds, like say 40 km/h, EV’s are frugal, where IC engined cars need to revert to lower gearing to keep the revs up and are therefore less efficient. Also the outside temperatures are relevant. So at a nice springtime outside temperature of 20 degrees and at a cruising speed of say 90 km/h, you will drive far beyond 600 kilometers with your stylish ID.7. Top speed is sensibly limited to 180 km/h.

This electric flagship will also recuperate its kinetic energy nicely. If you put it in Eco mode, it will also decelerate smoothly and anticipate for bends and crossroads.

Comfort and space…

We found the suspension of the ID.7 actually “just right”, offering excellent comfort in all circumstances and under all driving styles, with outstanding handling and agility. A superbly balanced car indeed.

But it is not only the suspension which stands out, the generous dimensions in the cabin do the rest. Indeed, this is a limousine fit for the very tallest. Even when the front seats are put back to accommodate 1,95 meter tall front passengers, you will still enjoy ample legroom in the back. Indeed, this is a car to fit four basket ball players, and this is pretty unique.
Your servant is barely 1,70 m tall, so you can imagine that I was absolutely spoiled.

Climate comfort

The seats itself also merit superlatives. The front seats are optionally equipped with so-called ’Adaptive Climate Control’.  It has to be felt to believe it. Humidity sensors in the backrest will prevent transpiration, small jets will cool or heat the seats for optimal comfort.
Besides this, the seats will also spoil you with an array of massage functions.

The light atmosphere in the cabin can be changed almost at will, 10 different colour shades are standard, and can optionally be as many as 30…

Our test car came with a panoramic roof, which has a layer of polymer dispersed liquid crystals, so you can control the transperance with a simple touch.

Heating and ventilation are controlled on the immense central touchscreen, although there is an illuminated control bar at the base of the screen which lets you adjust with sliders the basics like air  temperature and airflow volume. The direction of the airflow through the vents can only be adjusted on the touchscreen however. Your servant is very sensitive to colder airflows, and was very surprised to feel an intermittent air stream on his face. Indeed, the airvents can be set to turn constantly on a horizontal axis, like a stand ventilator in your home…

A range of well over 500 kilometers is quite possible with the ID.7..

On a public charging point it will accept power up to 11 kW, and the battery will be 80 pct charged in about 4 hours…

Touch controls…and clear instrumentation.

Again the haptic touch controls are the hallmark of this VW, as is typical for the entire ID range. It takes some getting used to, and for instance you are well advised to set the voice command sensor on the steering wheel properly, otherwise she will ask you what she can do for you at every turn of the way.

What we loved is the very clear and concise driver information the instrument display puts in front of you. Indeed, less is more. There is also a very readable head up display. It informs you about speed, the direction you should take and energy consumption.

Practical

In good VW tradition, the boot space is enormous. When you fold the back seats and load until the window openings, you can store 888 liters…
There is even a small separate 25 litre storage space for the charging cables.

The ID.7 is rather wide for urban traffic, but its turning circle is a modest 10,7 meters, and indeed the car is thanks to the driving aids also a breeze to park.

Fast charging is a strong point of the ID.7. It will accept up to over 180 kW charging power, and under these conditions it will take little more than half an hour to recharge this flagship from 10 to 80 pct. On a public or wallbox charger it will typically accept 11 kW, and you have to reckon with a charging time of some 8 hours.

Conclusion

The ID.7 is indeed a totally convincing limousine EV. It is hard to find any weak points, and it is therefore not surprising that it earns many top laurels in the international motoring press. Notably it was given the very best note ever for an EV by the German ADAC in their test.

Quality doesn’t come cheap, but then this is a rather formidable EV, and we sincerely regretted to part with it…

Hans Knol ten Bensel

We drove the Peugeot e-2008: a bestseller goes electric…

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The stylish 2008 has already won many car loving hearts in its B-SUV segment over the last three years, and Peugeot now again improved its styling, equipment and last but not least gave it a new electric motor, bigger battery and longer range.

Reason enough for us to have a go for you behind its cute, dynamic and very pleasant small steering wheel, which gives this 2008 the extra panache and feel to brighten up your daily driving. We drove the top notch GT version here, and were spoiled indeed…

Hans Knol ten Bensel

The E-2008 was already quite popular in its earlier  version, with not less than 75,000 units sold. It accounted for 17.4% of sales in 2022, placing it on the podium of European sales of electric SUVs in the B segment.

Even more style…

The 2008 had already an appealing overall design, but now after the new 508 saloon and 508 SW, the 2008 is the second model to adopt the new PEUGEOT signature light. This consists of three vertical light claws which are integrated into the gloss black inserts on the bumper. In the GT versions, the effect of the three claws is extended in the lighting of the full LED headlamps through the use of three light modules. We liked it…see the photo below.


The new LED rear lights on all versions of the new 2008 are redesigned. The emblematic three claws are made up of three superimposed horizontal double slats, giving the 2008 optically a wider stance.

The new 2008 has a new front end, which features the new PEUGEOT emblem, and we liked very much the new Selenium Grey which was chosen as the launch colour. It gives the 2008 a decidedly upmarket appeal.
The wheel design is now in line with those introduced on the PEUGEOT 408. Several models are available, in 16-inch “NOMA” (ACTIVE versions), 17-inch “KARAKOY” (ALLURE and GT) or 18-inch “EVISSA” (optional on GT). All alloy wheels feature a 4-spoke wheel centre, stamped with the PEUGEOT crest…

A pleasant cabin and a new digital instrument cluster

Ideally located at eye level, just above the steering wheel, the new 2008’s instrument cluster is digital on the ALLURE and GT versions. Its 10-inch digital display has a new design and, on GT versions, a 3D display. The colour of the display, the hierarchy and the layout of the information can be fully adjusted to suit the driver’s preferences, and indeed, is quite intuitive to use. We like the Peugeot idea of putting the instruments in your line of vision, just above the upper rim of the small steering wheel, but we would suggest that you test this out for yourself so that you feel comfortable with it.

Of course, the central display will also show your Android Auto connection…

All 2008 models now come with a 10-inch central touchscreen as standard, and on the ALLURE and GT versions, the central screen has improved readability thanks to HD technology. It is indeed a breeze to use, also thanks to the row of piano keys under the central screen, giving quick access to key functions. We also liked very much the big round audio volume control knob, it is always the most intuitive and useful tool for radio listening, no matter what…

The cabin is pleasant, the seats not only look good, but give excellent comfort and support. As icing on the cake, the GT version we tested offers ambient lighting which can be customised in eight different colours, coordinated with those of the central touch screen and even taking into account the selected driving mode (!).

If you plan to take your E-2008 to snowy alps or muddy country roads, it is good to know that the 2008 comes with Grip Control, which provides access to three driving modes: sand, mud and snow. Depending on the country, this grip control offer is combined with ‘3PMSF’ all-season tyres.

A new electric engine and longer range…

Stellantis installs now a more powerful 156 HP electric motor in the 2008, and this engine is also found in the E-208 and E-308. The same goes for the improved battery, now good for 54 kWh. All this results in a longer range – according to WLTP standards – of 406 km.
Everybody now knows that outside temperatures and driving styles greatly influence the possible range of an EV. And it must also be said that for EV driving, the slower is the better, contrary to IC engined cars, which in the top gear have a so called ”sweet” spot for economy driving at some 70-85 km/h. At this speed, an EV is already consuming a LOT MORE kWh than at say 50-60 km/h. Speeds between 30 and 40 km/h are most economic for an EV, this is the reason why it excels in urban traffic, and this is the main reason for adopting hybrid drivetrains to lower overall consumption in frequent urban use.

To achieve decent efficiency at higher speeds and more dynamic use, manufacturers of electrified cars have adopted the so-called ”drive modes” systems, as is of course also found on this E-2008. In this ”Eco” mode, the engine power is harnessed to some 109 HP, which is indeed more than sufficient for everyday driving. The excellent torque characteristics of an electric motor make up for this, and one never has the feeling that the car is underpowered.


What remains is the uncanny and brilliant smoothness of EV driving, and indeed, nothing comes close if you want pleasant (urban) mobility. On the open road, we try to achieve in the milder springtime temperatures a decent range of some 350 kilometers, and this means cruising in the ”Eco” mode at some 100 km/h, which means that you truly can enjoy the jazz or classical music coming from the very melodious sound system.
On the practical recharging level, it is good to know that you can fast charge the 2008 at up to 100 kW. This means that you can recharge this Peugeot in merely 27 minutes from 10 to 80 %.

We also appreciated here the very well dampened rolling noises, making a longer trip a very relaxing and enriching experience.
EV cruising is indeed under these circumstances a marvelous ”Zen” activity, where we are of course grateful that the distances in our rather small country are not by any means large. A word of praise also for the sound system, very important now in an EV.

French car builders have a unique “savoir faire”, when it comes to making suspensions which are both comfortable and well balanced, offering excellent road manners. The small steering wheel inspires you to adopt a more active driving style, and indeed, the 2008 doesn’t miss a beat, on any road and at (almost) any speed…Having said this, this 2008 feels however most at ease when you adopt a zesty, but a still rather relaxed driving style.

With 156 HP the E-2008 offers quite adequate performance, if not sensational. It will sprint from 0 to 100 km/h in 9,1 seconds, top speed being limited to 145 km/h.

Practical

The 2008 scores well in everyday life. Offering good seating comfort fore and aft, luggage space is still very much OK with 434 litres, and you can extend the luggage space by folding the 60:40 split rear seats. When it comes to equipment, there are three levels you can choose, Active, Allure and the Gt version we tested. The Allure version seems the ideal compromise in terms of value for money, as it offers most of the things you get in the GT  version, although we must admit that we liked the extra panache of the GT nevertheless…

Conclusion

The 2008 convinces in styling, above all a fantastic looking interior and dashboard. It is smooth and comfortable, seats four easily, has adequate boot space, and is reasonably e-efficient. It is very well possible to achieve an average consumption of around 15 kW/h given a relaxed driving style.

Hans Knol ten Bensel 

Photographers’ notes: this time we used an older Nikon camera from our collection: the D3000. It saw life in 2009… Is a 15 year old digital camera with a 10.2MP DX-Format CMOS sensor and an EXPEED image processor still able to hold its own? The experts then said: “Image quality overall is excellent with accurate colors, sharpness, and great exposure metering. Although cameras within this class aren’t especially known for their speed, the D3000 holds it own.” Well, judging from the photos here, taken with the 18-140 f 3,5/5.6 zoom lens we bought with it at the time, it still does! This begs the question: do we need the 20 and more millions of pixels to produce good results? Well, eh, no…

Thoughts about the future of our automotive mobility and our energy resources…  

Posted in Automobilia, Car manufacturers strategy, Car technology, Design, E-mobility R &D and solutions, Environment, Future car technologyTagged , , , Leave a comment

Mr. Philippe Dehennin pleaded passionately for a change in EU Commission decarbonization policies in the interest or European car industry, its workers and its consumers…

Recently I assisted at an interesting luncheon conference held by Philippe Dehennin, Chairman of BEHVA and honorary Chairman of Febiac after a lifelong career at BMW, at the premises of Autoworld and organised by the dynamic Royal Historical Vehicle Club. 

He talked about the one-sided approach of the present EU commission and parliament in drafting the path to carbon neutrality of our automotive mobility.

He passionately pleaded for a neutral stance by the EU political decision makers concerning the technologies which are to be used in reducing carbon emissions. This is in the interest of both consumers and the European automotive industry, which is under pressure and economical risk due to one sided technological solutions (i.e BEV) which distort competitive balances in the global economy. Here I present to you an extensive report of his conference.

On the subject mentioned in our title, we will regularly report on what the captains of automotive industry have to say, and the adjustments they bring to their corporate strategies in these turbulent times of energy transition… Just read further!

Hans Knol ten Bensel   

The lunchean conference was held at Brussels Autoworld…and organised by the Royal Historical Vehicle Club.

After illustrating the broad evolution of our (Belgian and European) mobility from the early fifties to the present day, Mr. Dehennin described, amongst others, the positions of ecologists on our future mobility.

In terms of preference, these ecologists adhere to the following pecking order: walking, biking, metro, bus, and finally the individual car. They see further carpooling and car sharing as the only viable use for cars. They see the latter solution also ideal for bikes, like cargo- or tandem bikes for example.

However, all studies show clearly that in all everyday life situations, the car remains the preferred means of transport. This situation is somewhat less outspoken in cities, but the preference is even more outspoken on the countryside and suburbs. For many families and households, the car remains an outright necessity.

In terms of reducing the ecological footprint, car manufacturers have made a quite remarkable progress over the years and have convinced many car owners and users not to give up what they have acquired in terms of individual mobility. The car will have a bright future ahead, unless the EU commission maintains its stance to forbid the sale of cars with IC engines from 2035 onwards.

The private car buyer hesitates…

Do we have to fear that this will happen? Studies on the behavior of average, modest households, which represent the majority of our consumer base, clearly show  that they are largely opposed to the electrification of their cars. This situation now starts to have an impact on our politicians.

In the EU, only 1 in 10 of private car buyers opt for an electric vehicle. In Belgium, this is only one household on 20. The EV’s are just too expensive for the majority of average households. Many would just be forced to postpone the purchase of a new car and face the consequences of driving around illegally in (urban) low emission zones. Cities are aware of this and are starting to mitigate and loosen their emission regulations.  

But the trend is changing. There are also several countries who do not forbid anymore the sale of IC engine cars within their borders. The same goes for the use of heat pumps, etc. EU countries are now more than ever on the issue of decarbonization.

No place for climate skepticism…

I want to stress here that I am not a climate skeptic. I am convinced that reducing carbon emissions is an absolute necessity, but it has to be done with the support of the larger public, within the boundaries and limitations of their purchasing power. Now, EU and national politicians are increasingly becoming aware of this.

The actual and invasive consequences of the socially utopian obligations and regulations are seen and felt by the EU public, and one can indeed ask oneself whether these measures are deemed necessary, taking into account that Europe represents merely 8 pct. of global CO2 emissions. Since 1990, these EU emissions have dropped by 50 %, whereas the emissions of China and India have increased over the same period by 300 %.  

Saving the European car industry… through adopting a wider array of technologies.

Of course, the BEV is useful for many applications, notably in cities. But I also believe in the future of “thermal” or IC engine cars. 8 European countries, housing the majority of the not less than 13 million jobs tied to the automotive industry, have not said their last word. Nobody wants to open a free road to chinese imports. Germany obtained formal guarantees to be able to develop and use synthetic fuel for IC engines from 2026 onwards.

Jean Dominique Sénard, Chairman of the Board of Directors of the Renault Group, has repeated the strategy of Renault to go further on the path of electrification, but he thinks also that the combustion engine has still many good years ahead of it, thanks to the use of synthetic fuels, which he expects to go down in price in the coming years.

Oliver Zipse, chairman of the board of management of BMW AG, sees also hydrogen having a place in a diversified energy strategy to meet the varied needs of users the world over. In his latest statement, Zipse said “There is no “one size fits all” when it comes to mobility. Markets, customer wishes and conditions develop differently. This is a fact. As a global company, we take this into account. We are continuing to develop all powertrain technologies, including further researching the potential of hydrogen with our BMW iX5 Hydrogen pilot fleet.” (Added by editor).

Of course, hydrogen offers freedom of mobility with very short recharging times. BMW also believes in the future of thermal engines. Because the IC engine will live on for at least a century…And indeed, thermal engines are a crucial sector of European engineering excellence, whereas battery technology is a sector of Chinese engineering prowess.  

If we are driven by the political authorities in only one direction, i.e. BEV, without certainty of the geopolitical developments, nor the certainty of access to the necessary raw materials, without having the necessary “green” E-power and the corresponding adequate charging infrastructure, we will not be able to offer what the customer wants, nor will we be able to guarantee employment in the automotive sector.

A brief for the new EU commission: to adopt a neutral technological stance…

We need to convince the EU Commission to adopt a neutral stance on the technological level. The commission cannot dictate to the industry the technological path to follow. This has never been done in the past and should not be done now.

The CO2 neutral mobility has to be adapted to the diversified realities of the broad consumer base. Also the Diesel engine has not told its last word with the appearance of “clean” synthetic fuels on the market..

The new commission has to steer our European industry in an intelligent manner through this energy transition. If we need EV’s for our needs, we should also invite Chinese manufacturers to open  factories also on our shores; because only employment will generate the necessary prosperity and purchasing power.

Of course, the challenge for our manufacturers lies in offering also models for the average consumer besides the premium segment, where our European presence is already well established.

Only a combination of technologies will offer the proper solutions to the very diverse mobility needs of the EU consumer. The consumer should have the necessary freedom of choice, the liberty of selecting the ideal technology for his purposes.

Europe is a continent of liberties, the result of the declaration of human and citizen’s rights, like the freedom of speech, thought, opinion, property, the freedom to move when and how he or she wishes.

It is difficult to understand the complacency of a part of public opinion for those who seek to constrain us towards a single solution, i.e. the BEV and the bycicle. We need a technologically neutral, ecologically responsable mobility, respecting and preserving our economical prosperity. This will allow us to co-finance, together with the major powers, the decarbonization of the African continent.   

Europe has to be again the home of automobiles with passion and style…

One last word about design. It is time that the European car industry starts to offer intense and passionate automobiles, incarnating a (design) culture proper to each brand. This trend is now (thankfully) growing… concluded the speaker.

Hans Knol ten Bensel

We drove the EV Car of the Year: The Jeep Avenger Electric

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Jeep has conquered many hearts over the years, and its popularity keeps steadily rising. The iconic brand for outdoor lovers has also chosen the path of electrification, which has been very well received indeed. The Avenger earned also top marks right after its introduction. It is designed and built in Europe, and is – for the time being – available only on our EU markets.

The Jeep Avenger Electric is only front wheel drive, but has the cutest proportions and overall looks, and just that makes it so desirable. It is unmistakably “Jeep”, and small styling details both inside and out remind you of this. We tested for you this ultrasmooth (urban) icon, just read further…

Hans Knol ten Bensel

Indeed, the looks and proportions are top notch, whereby the overall dimensions remain beautifully compact. Overall length is only 4,08 meters, which is 16 cm shorter than the Renegade. Of course, the platform comes from the Stellantis group, is built in Poland in the state of the art Tychy plant and harbours the latest EV technology, of which much more here below. The side view is marked by the classic trapezoidal wheel arches, allowing more wheel travel for maximum articulation. The seven bar grille is of course classic Jeep…


At the rear, the Avenger carries signature-lights inspired by the classic X fuel cans. This “X” is a recurring theme inside and outside via the “X-Camo”, a pattern which combines the concept of “camouflage” with the letter “X”. Cute!

Practical

The interior space feels in our modest opinion “just right” and the height is wonderfully suited to get in and out of the car most easily. The clean design of the dashboard breathes the “design to function” premise. It was inspired by the Jeep brand’s history and particularly by the Jeep Wrangler. It certainly looks refreshing and we just loved it

The upper part of the dashboard is shaped by a single horizontal function ‘beam’ which includes all the air vents, ambient lighting and a centrally located 10.25 inch touch screen, which can be seen by both the driver and passenger. The lower side of the dashboard is then marked by a wide-open storage shell, where you can put not less than 34 liters of all your stuff which you think are unmissable in your daily life. Below the buttons controlling the automatic transmission, this space has a neat folding magnetic cover which let you hide it from other’s eyes… Below it you can for example charge a cell phone while simultaneously storing a 1.5-liter bottle of water.

The front seats are electronically adjustable and can be had with massage function, and we found them quite comfortable indeed. Boot space is good with 380 liters, and is practical with the sill height lowered to 72 cm. Also the boot lid which is more than 1 meter wide.

Second generation BEV powertrain…

The second-generation 400 Volt electric powertrain is the first one to be launched by Emotors, a joint venture between Stellantis and Nidec Leroy-Somer Holding. It supplies 115 kW, corresponding to 156 horsepower, and 260 Nm of maximum torque. This means zesty performance…It runs on the “small” STLA platform. We tell you here that Stellantis has designed four EV platforms. STLA Small platforms vehicles will house packs with capacities between 37 kWh and 82 kWh. STLA Medium EVs will carry between 87 kWh and 104 kWh, STLA Large will use packs of 101 kWh and 118 kWh, and the big STLA Frame will require between 159 kWh and 200 kWh packs. 

Each platform can be built to up to 2 million units a year. Volume and a high degree of shared components are of course key for both speed to market as well as cost control, according to Stellantis.

There will be three core drive modules that package the electric motor together with the transmission and power inverter. These drive modules also will be suitable for front-, rear-, and all-wheel drive applications, as well as 4xe in the case of plug-in hybrid Jeeps. So much here about the Stellantis platform strategy.

As rather typical for an EV, the acceleration leaves little to be desired. It will sprint from 0 to 100 km/h in 9 seconds. A rapidly diminishing range will prevent you to put your right foot very deeply on the motorway, and therefore the engineers already limited the top speed to 150 km/h.


A useful range.

The new 54 kWh battery, which is also produced by Stellantis, is made up of 17 modules and 102 cells utilizing NMC 811 Lithium-Ion chemistry and delivers 400 km of range in the WLTP cycle, which becomes 550 km in the urban cycle, still according to Stellantis.

The battery, is found under the front and rear seats and the central tunnel. Furthermore, it is protected by a high ground clearance and underbody skid plates during off-road.

Speaking of range, in the real world where we drove the Avenger in winter, and this affects of course battery performance. The range using the heating normally and doing some brisk highway and motorway driving at the legal maximum speeds, is reduced to some 230 km, with close to 300 km available when you use the Avenger exclusively for (sedate) urban driving. We said it already many times before in these columns, the smoothness and silence of E propulsion is just wonderful, and indeed the Avenger is a pure delight to drive.

Off road talent maintained…

The full electric Avenger we tested is only front wheel drive. But make no mistake, it is a Jeep. Therefore, it is equipped with standard Selec-Terrain® and Hill Descent Control which, together with the good  approach and departure angles and the vehicle’s ground clearance, make it very fit to discover nature’s off road paths. We tried it, and indeed we were astonished…

The Selec-Terrain® system offers six modes: “Normal” for everyday driving; “Eco” to enhance range; “Sport” for more driving fun; “Snow” for maximum traction on icy roads or trails; “Mud” to optimize mud performance and to enhance grip; and “Sand” to limit the risk of becoming stuck on sandy soil.  Needless to say that we used on the open road almost exclusively the ”Eco” mode…

Infotainment and driving aids…

The Avenger offers of course Android Auto and CarPlay; you can mix and match content to build your own interface (up to twelve widgets per page, up to six pages); you can enjoy embedded navigation by TomTom with enhanced natural voice recognition; and last but not least over-the-air updates. 

The new Jeep Avenger also offers a suite of remote services and functionalities. For example, thanks to the Jeep Mobile App, users can locate the location of their cars directly from their smartphones. Users can even lock and unlock their doors, check the battery level, set the climate functions and recharge the vehicle, as well interact directly with the Avenger through a vocal assistant.

The Avenger offers also Level 2 autonomous driving, which automatically adjusts speed and trajectory, and makes use of Adaptive Cruise Control and Lane Centering. We found it together with the “zen” character of E driving quite relaxing indeed…

We liked the pleasant compact dimensions of the Avenger, yet offering excellent head and legroom fore and aft even for tall adults. It is a marvelously well balanced car with, as we said earlier, pleasing and iconic looks and proportions.    


Conclusion


The Avenger has many qualities which impressed us greatly. It looks good, drives beautifully, offers enough room for four adults and their luggage, is marvelously fit for urban use and is also surprisingly well at home on unhardened country roads. It is also an excellent cruiser, comfortable and silent, but when you have Gran Turismo high speed aspirations, look rather for the hybrid version.
We look forward to testing this e-Hybrid version soon…

Hans Knol ten Bensel

We shot the photos here again with our Panasonic Lumix DMC FZ-1000. The mid winter light lacklustre conditions were very well mastered with sufficient colour rendition, brightness and contrast. The Leica Vario Elmarit aspherical f 2.8-4 25-400 mm lens delivers excellent sharpness also at full lens openings.


We drove the Cupra Formentor 2.0 TSI 4Drive: punch and style

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Faithful Autoprova readers remember the test report of the Cupra Formentor 1.5 TSI, and we liked very much the Cupra’s style, handling and overall behaviour. We found also the performance more than adequate, but the dynamic PR team of the Belgian importer D’Ieteren suggested that we make a test drive with the 2.0 TSI 4Drive version, as it will show even better the superb balance and true grit of the Cupra. So we did, and indeed, we finished this test with a smile on our face…Just read on!

By the way, do you know what “Formentor” actually means? We looked it up for you: Formentor refers to a place or location, and is often associated with scenic or picturesque natural landscapes and can be found in various regions around the world. For example, Formentor is a well-known cape in the island of Mallorca, Spain, renowned for its breathtaking views and beautiful beaches. Now you know!

Hans Knol ten Bensel

Smooth power…

As soon as we push the starting knob and put the 7 speed DSG in “D”, we are impressed by the pulling power of this 2 litre unit, developing not less than 320 Nm of torque over a wide rev range, i.e. between 1500 and 4100 rpm. Not that you need any high revs to get ahead with verve, and indeed this is a nice big pulling engine for your svelte and relatively light Formentor, which only puts some 1521 kg on the scale. This is the Volkswagen Group EA888 series engine, a well proven DOHC unit with DCVV (continuously variable valve timing), developing 140 kW/190 HP between 4200 and 6000 rpm.

The performance leaves nothing to be desired. The acceleration figures speak for themselves: it costs only 7,3 seconds to reach 100 km/h, and the top speed is not less than 220 km/h. Aficionados will say this is more like a Cupra is supposed to be… Intermediate acceleration figures also speak volumes: from 60 to 100 km/h costs only 4 seconds, 80 to 120 km/h only 5,4 seconds.

The engine feels and sounds never stressed, and is silent and smooth. In combination with an alert DSG with fast and imperceptible changes and a variable 4 wheel drive you soon feel light-hearted and start truly enjoying this Formentor.

As revs remain low even with spirited progress, consumption stays very reasonable indeed. We achieved an average of 7,3 liters/100 km, with a fair amount of faster driving involved. We find this an excellent value. Of course, when one uses the performance to the full, well over 8 liters is consumed over 100 km, a figure which is however still quite creditable, given the performance achieved. CO2 emissions are set at 202 g/km.

Excellent handling

The 190 HP Formentor can be had optionally with the DCC variable suspension setup and you can choose between  good comfort up to firm sporting fit for razor sharp, flat cornering with virtually no body roll whatsoever. Combined with the sensitive and precise steering, it is a delightful car for the expert driver or the ordinary mortal who now and then wants to have some sporting pleasure behind the wheel. Motorway stability at (very) high speeds is excellent, and the steering is not too nervous, so this Formentor is totally fit for effortless high speed long distance driving.

During our test, we had a stint of (very) impressive snowy winter weather, so we were able to put the variable 4WD through its paces. It proved very efficient and kept us on the slippery and frozen snowy country roads always on the right path…

Conclusion

The Cupra Formentor really comes into its own with this lively 2 litre engine. The performance levels are excellent. In our country, the fiscal treatment of this version is not too good, and therefore one should – with this in mind – also have a look at the 1.4 litre e-Hybrid version(s), with 150 kW/204 PS and 180 kW/245 PS respectively. Maybe within the foreseeable future we can test one for you…

Stay tuned!

Hans Knol ten Bensel  

Photographers notes:

We shot the photos here agan with our Panasonic Lumix DMC FZ-1000. The Leica Vario Elmarit aspherical f 2.8-4 25-400 mm lens delivers excellent results, with excellent sharpness and contrast, despite its very wide zoom range.

We drove the Fiat 500e “la Prima”: the endless fascination of a bestseller…

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

The Fiat Cinquecento has always been a car dear to our hearts, and we certainly are not alone in loving this car. It now continues since 2020 its successful career in EV form, and many say that this is the very best 500 ever. The popularity of the 500e is now indeed clearly written in the sales charts: it is an undisputed leader in the European A+B BEV segment with a market share of 14.7%.

Needless to say that we were very keen to take the wheel of this iconic city car for you here…

Just read further!

Hans Knol ten Bensel

Wonderful looks inside and out

The 500e is cute from any angle, and the “la Prima” version we tested has some extras which we came to like very much. Such as the full LED headlights with a special signature, making the front end even more attractive with its elegant round headlight contours. By the way, at night, the LED headlights offer of course excellent visibility.

We also loved the 17 inch alloy wheels with a diamond cut pattern, which suited our test car very well.

The proportions of the Cinquecento are nothing less than a stroke of genius. In the electric three door version now, the 500 has grown a bit in size, and thanks to a 60mm increase in length and width, it looks a more imposing car. It runs on a completely new platform, and it is also 4 cm taller, with a 2 cm increase in wheelbase. But the designers left the overall look untouched, and that is nothing short of an absolute masterpiece.

The interior is well finished, and the color patterns and textures of the surfaces were also pleasing to the eye. The finish level is also quite good. The instrument cluster houses very clear and “less is more” driver information, with a well positioned 10,25 inch touchscreen in the middle. Underneath this screen is thankfully an “analog” row of buttons for heating and ventilation.

Sound volume can be adjusted with a manual rolling button on the centre console, very neat and practical. On the left side of this sound volume control, you can choose between the different driving modes. Indeed, you can select either “Normal”, “Range” or “Sherpa”. The regeneration function when you release the throttle increases gradually, and in the “Sherpa” mode, you can easily drive without touching the brake pedal at all, as the deceleration is then quite marked. It takes only a little practice to learn this…Needless to say that this has a very positive effect on brake pad wear…who said that EV’s emit more brake dust than “classic” IC cars?

Stepping into the car, one notices immediately some big improvements. The driving position is now comfortable – it’s set lower and has a decent range of movement to the wheel and seat.

The front seats, elegant with their “Fiat” embossed finish are generously dimensioned, and indeed two up to 1,95 m persons can find a good position behind the wheel. This cannot be said for passengers in the back seat. Children and dogs can find a good home though, but anybody taller than 1,60 m will find life in the back seat rather cramped.

Thankfully, through the third door on the right side of the 500e “La Prima”, it’s easier to reach the back seat, and parents with toddlers will only appreciate this, as it makes (re)moving the baby safety seat more of a breeze.

Smooth performance…

The 500e “La Prima” has a 118 HP/87 kW electric motor, and a 42 kW battery pack. The motor drives the front wheels through a single gear transmission, and this means ultra smooth progress. Indeed, e-power refinement is also to be had in this iconic 500. Almost totally silent and of course vibration free, the 500e offers lively performance. However, we should not forget that with its batteries, the 500e puts somewhat more kilos on the scales, and it weighs 1,4 tonnes. Nevertheless, the 118 HP/87 kW motor develops a healthy 220 Nm of torque, so acceleration from lower speeds is quite brisk indeed. For example, it will jump from 15 to 30 km/h in merely one second and the classic sprint from 60 to 100 km/h costs only 5 seconds. Standing acceleration from 0 to 100 km/h is done in 9 seconds. This is (very nearly) as fast as the early Porsche 911… and indeed, subjectively, one has the impression that the 500e is fast in getting up to speed.

Top speed is limited at 150 km/h, but for cruising at legal motorway speeds, the 500e is well suited. Of course, as EV’s go, the range will dwindle dramatically at high cruising speeds. Remember, the 500e has this Sherpa mode, which limits the speed to 80 km/h. But then you have to get very friendly then with the big Scania’s and MAN’s who will overtake and outrun you…

Handling is quite good, with excellent stability in all driving situations. Comfort is adequate, rough sections with potholes and ridges will be felt quite clearly, so the 500e is not a comfort miracle, but it is not bad either.

Steering is pleasantly light, which is welcome for this urban car, and brakes are also very well up to the task.

A reasonable urban range

Speaking of range, maybe some BEV knowledge is useful here. Did you know that the outside temperature plays a significant role? Maybe more than you think. Let’s take a close look here for this “La Prima” with a 42 kW battery.

If we take (very) cold weather, with -10 sub zero temperatures, the range in urban driving is 230 km, when you are venturing on the highway in these wintry conditions, this dwindles down to 165 km. We want to tell here that for the highway, a constant speed of 110 km/h is assumed.

In summer, at a temperature of some 23 degrees with no A/C being used, city consumption rises to a rather impressive 355 km. On the highway in warmer spring weather, now 215 km are possible, but still with no airco. So you will just make a Brussels-Knokke quick retour. Not so formidable it? In winter, you can forget this. What’s more, if you have to make an unforeseen quick retour, it is hardly realistic to expect that your car is fully charged. Keep this in mind when you need to reach in emergency a sick parent or child at a certain distance…

So this means practically that this 500e is a town car, and fit for short commutes only, if you don’t have charging possibilities at home or your destination and/or want to make a quick (evening) retour with no time for recharging “en route”.

When it comes to consumption, the following figures are more realistic: for urban traffic 13,6 kW/100 km, on the open road approx. 18,0 and on the motorway 19,5 kWh/100 km. The official WLTP consumption is given at 14,4 kWh.

Smooth recharging

The 500e offers however the possibility of fast recharging, as it can recharge at up to 85 kW/h. Then you will charge in less than 30 minutes from 10 to 80 pct of the 42 kW battery charge. Practically, one will charge at 11 kW on most public charging points, and then it will take about 4 hours to get fully charged.

Infotainment and practicality

The Fiat 500 boot is pretty small, although there is underfloor storage for one of the two standard charging cables provided. In standard form, the boot space is some 200 liters; using the space until the roof, one has some 35 liters extra. Folding  the rear seats down and loading until the height of the window base, one can pack 460 liters.

You have a DAB+ radio, Bluetooth, 2x USB-A and 1x USB-C connections, Apple CarPlay and Android Auto, and an inductive Smartphone charging station. The navigation informs you about actual traffic situations and charging points. Via a Fiat-app you can heat/cool the car before you leave and be informed about range and charging points on your journey. Last but not least there is a nice JBL Premium-Soundsystem with 320 W system power…

 Conclusion

A formidable, cute looking, absolutely iconic urban BEV, that’s what this Cinquecento Elettrica “La Prima” is. Not the roomiest, nor the most comfortable, but then, with its possibility of having three doors, and even a cabrio version, it will continue to steal many hearts, as it has done so since it rolls of the production lines in the Mirafiori plant in Turin.

Hans Knol ten Bensel

Photographers’ notes: We used for the photos again our Panasonic Lumix DMC-FZ1000. The 16 x Leica designed zoom lens (a massive 25-400 mm based on 35 mm equivalent) is pin sharp, the color and contrast rendition with this low winter sun was also excellent, needing minimal corrections in postproduction.

We spoke with Pierre Voineau, Managing Director Citroën Belgium & Luxemburg

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“On BEV-mobility In the B segment, we will indeed be the spearhead for the Stellantis Group.“

On the recently held Stellantis  Press conference where it unfolded its strategy, results and future plans for its brands, we had the opportunity to talk with the leading managers of the several brands. As Citroën is the linchpin of the group in terms of European volume sales, we were keen to talk with Pierre Voineau, more specifically about a very important EV for Citroën, the new ë-C3.

Just read on…

 Hans Knol ten Bensel

HKTB: The new electric C3 will be a very important car for Citroën on our market…

PV: Indeed, it is the most important model launch for the Citroën brand over the last decade. Of course, the C3 is the most popular car here in Belgium, and has been already over the last few years. We also want to revolutionize the EV market with this car, making it accessible for everybody and at the same time producing the car in Europe…

We are at the crossroads of a decisive moment both for the Citroën brand as well as the car market in general.  

HKTB: For you it is also a mini-SUV, the C3 has grown taller…

PV: Indeed, we have injected the DNA of an SUV into the well known C3, but we did not make the car any longer or wider. This was very important. The car does not take up more room on the road than the present C3, just by a few centimeters at most. But we heightened the ground clearance of the car by 3 centimeters, and raised the roof line considerably with 10 centimeters. The passengers sit higher and indeed the front end is more imposing with a styling reminiscent of the OLI prototype you saw in Paris. The OLI embodies the strategy of the brand in terms of the total technical concept and styling in the long term, but indeed, some elements are already incorporated in this new C3.

HKTB: Which extra market segments or client groups do you want to attract besides the existing Citroën buyers?

PV: We will not in the first instance attract other client groups. It is rather the mobility itself which changes. With this, the needs of our existing client base also evolve. Now the need arises for cheap EV mobility, and we respond to that.

HKTB: The problem for you as a brand and certainly for a big automotive group like Stellantis is that the public charging infrastructure is still insufficient to meet all the mobility requirements. What do you put forward strategically here as a brand and a large group?

PV: We have Free2move eSolutions within the Stellantis group, which accompanies the client from A to Z in purchasing and installing his home charging point. When the client is in a particular situation and has no home or office charging point, or otherwise, it is good to know that in the spring we will also offer a thermal version of the C3.

Having said this, we will also have a special application, called e-ROUTES, on our electric C3. The route planner knows how many kilometers you need to travel, it will calculate a stop at say 20 % of the battery left, indicating the position of a charging point and also whether this charging point is available. It will indicate the recharging time needed, depending on the power of the charging station. One can charge up to 100 kW by the way. This will give the customer peace of mind when traveling over longer distances. With a battery of 44 kW and a range of some 320 kilometers one responds to almost all needs. On average, customers don’t travel more than 80 km per day.

Note from the editor: This new app, developed by Free2move Charge, is a trip planner that utilizes real-time data from the car and charging points on the driver’s planned route. e-ROUTES is available via an exclusive smartphone app. It is compatible with Apple CarPlay and Android Auto. To access e-ROUTES services, customers will need to use their MyCitroën account, either through the app on their smartphone or the car’s touchscreen, using the mirroring function.

HKTB: EV driving also needs a different state of mind and driving style…

PV: Indeed, one will embrace a different, anticipative, more leisurely and “zen” driving style… What’s more, we focus at Citroën also on comfort: the new electric C3 has a so-called Progressive Hydraulic Cushions® suspension, ensuring that you enjoy the legendary ‘magic carpet ride’ feeling of comfort on the road, thanks to the use of progressive Hydraulic bump stops.

Note from the editor: Two stops are used on each corner of the vehicle in conjunction with the shock absorber and spring instead of mechanical stops – one for compression the other for decompression.  

PV: We also have a manual airco on all the equipment versions of the C3, including a rear-end sensor. This combination of e-refinement with comfort and lavish standard equipment has great appeal and indeed the European wide orders for the new car at the end of December last year amounted to not less than 20,000. This year, we have chalked up already 1,000 orders in Belgium only. On BEV-mobility In the B segment, we will indeed be the spearhead for the Stellantis Group.

PV: I would like to comment also a bit more on the interior of the C3. Just look at the display. It reflects vehicle information onto a glossy black section between the top of the dash panel and the bottom of the windscreen. This smart solution ensures there is no duplication of information as there would traditionally be between a Head Up Display system and instrument cluster, and ensures drivers can easily access all the key information they need without taking their eyes off the road. The new multi-function steering wheel is also smaller, and so does not obstruct the head-up display.

Owners of the ‘You’ model have as standard equipment the ‘My Citroen Play with Smartphone Station’ dedicated App to access music, radio, calls and navigation via their own device.

HKTB: The clever use of the smartphone was also a solution found on the OLI prototype… actually, this C3 has everything of a compact “grande routière”…

PV: Indeed, as said, standard on ‘You’ models and features a built-in smartphone holder that allows drivers to ‘dock’ their device and auto launch the dedicated new App using NFC (Near Field Communication) wireless technology. Via this app, owners use their device to access shortcuts to Phone, Radio, Navigation and Music App services. The ë-C3’s steering wheel controls ensure drivers keep their hands on the wheel, and the ‘Home’ button makes it easy to navigate back to the homepage of the App.     

Indeed, she has everything of a “petite grande”…

HKTB I thank you for this interview.

Hans Knol ten Bensel

Stellantis Belux unveils cars and future plans in a multi-brand car show …  

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Indeed, the  Management and PR team of Stellantis Belux, welcomed recently the Press and B2B to a, called ‘House of Innovation’.

A fitting initiative, set up in the absence of the Brussels Motor Shows, keeping the tradition in our country of a traditional show period and at the same time providing a platform for unveiling the latest innovations, concept cars and the future direction of the Stellantis brands.

Needless to say we were very keen to attend this event, giving your servant also the opportunity to have several interviews with the managers of several brands, which we will present soon on our columns. Here in this first report about this “Kickoff Press conference” we will focus on the future strategy of Stellantis and its plans for the Belux market. Just read further!

Hans Knol ten Bensel

The event started with an inspiring introduction by Florian Kraft, CEO of Stellantis Belux…

…followed by interactive brand presentations and workshops. “This event symbolizes our continued pursuit of innovation and progress in the automotive world. We are excited to share our latest developments and our vision for the future with the press and our valued customers and partners,” said Florian Kraft, CEO.

Florian Kraft first pointed out the four core targets of the Stellantis “Dare Forward strategic plan 2030.” This plan will move Stellantis into a sustainable mobility tech company.

The first target is reducing its carbon footprint by 50 % in total CO2 emissions per vehicle compared with 2021, on the path to achieving carbon net zero in 2038. This then includes not only from well to wheel, but also throughout the entire supply chain. 

The second target is setting the course for 100% BEV sales in Europe and 50% in the United States in 2030. The third is achieving number one position in customer satisfaction. The fourth is doubling net revenues while transforming our business models and sustaining double-digit operating margins. How Stellantis will achieve this, will be the subject of a future report in our columns. Stay tuned!

Ambitions for 2024…

Looking ahead to 2024, Stellantis Belux has set itself several goals. In terms of network, the company aims to ensure a successful transition to the New Retailer Model using its existing network. Indeed, Stellantis is progressing at full speed in the execution of its Dare Forward 2030 Strategic Plan, with the ambition to be #1 in customer satisfaction in all markets, in products and services. Indeed, the customer experience will be at the core of this retailer model.

Customers will be able to take advantage of a multi-brand and multi-channel approach with a wider range of services. Dealers will have a new and efficient business model aimed at benefitting from Stellantis’ 14-brand portfolio, creating synergies, optimizing distribution costs and offering additional sustainable mobility solutions, says Stellantis. So far for the aims, let’s explain this further in more concrete terms.

In September last year, Stellantis launched the reorganization of its European dealer network, starting with four specific markets before extending it further across Europe in 2024. Stellantis announced it was ending its previous sales and services contracts with European dealers for its 14 brands and moving toward a new distribution framework based on an agency model. What is this agency model?

Under this model, the manufacturer becomes the retailer while the dealer remains the physical touchpoint with the customer. The agent/dealer receives a commission on each sale and no longer individually sets prices or discounts.

As the dealer does not have to purchase the cars from the manufacturers anymore, he does not carry significant commercial risks and has less administrative costs as billing and payment towards the customer is done by the manufacturer. It protects also the profitability of the retailer. Because, as everybody knows, profit margins on new car sales can fluctuate.

With the Lancia Pu+Ra HPE, the Lancia journey towards the future begins, drawing inspiration from the past

The advantage for the car manufacturer is a direct contact with the customer, which it did not have so far….

The manufacturer can now determine end-customer discounts themselves, in this way achieving price consistency and avoiding  competition between dealers of the same brand. They can optimize costs through centralization, and profit from the scale effect of transferring responsibilities from individual dealerships to the bigger sales organizations on national levels.

The new Alfa Romeo Stradale: the future is already a pur-sang reality…

It also is more in line with today’s consumer preferences, which would rather see fixed prices and an equally simple buying process as they experience in e-commerce.

Stellantis is moving towards this model in big steps now. In September last year, Stellantis announced that the revised retail model will be fully effective from Sept. 4, starting with Austria, Belgium, Luxembourg and the Netherlands. Stellantis is not the only one to prefer this agency sales model. BMW and Mercedes opt for it too…

The BEV line up at Peugeot: towards a leading position in the B and C segment…

Stellantis market position in Belux …

In terms of sales, Stellantis Belux aims to regain the lost market share in 2024 and further strengthen its position. In 2023, Stellantis Belux achieved a global market share of 17.2%, with more than 100,000 units sold. On the LEV (Low Emission Vehicles) market, Stellantis Belux occupies a fourth place with an 11.6% market share. The BEV (Battery Electric Vehicle) and the PHEV (Plug-in Hybrid Electric Vehicle) occupy a fourth place with respectively 10.5% and 12.8%.

Stellantis Belgium confirms its strong position with a pole position in the segment A and with not less than six models of Stellantis (Peugeot e-208, Peugeot e-2008, Opel Corsa Electric, Jeep Avenger, Opel Mokka Electric, DS3 E-tense) in the TOP 10 of the segment B (BEV), representative 66% of the part of the segment.

Introducing petrolheads to the joys of E-power: the Abarth 500 E, waiting for the imminent 240 HP 600 E…

Last but not least, Stellantis Belux is the leader in the segment of the LCV (Light Commercial Vehicle) with more than 30% of market share, of which more than 50% is electrified!

In terms of product innovation, Stellantis Belux will continue its electrification, where it currently leads in the A-B segment and LCV, and further expand it to the C segment with models such as the Opel Astra, Peugeot 308 and 3008 and Citroën C4.

As is tradition in January, the Stellantis brands start the year with super attractive “salon conditions” on their range. This applies to both private and professional customers and to electric and ‘thermal’ vehicles.

We made on this event interviews with Pierre Voineau, Managing Director Citroën Belgium & Luxemburg, (see photo here above), Asterio Perez, Managing Director of Fiat, Abarth and Fiat Professional in Belgium and Luxemburg, and last but not least Eric Laforge, Head of Jeep Brand Enlarged Europe.

This will be followed by a special report on the magnificent prototypes which were displayed amongst the 36 cars on this conference.

So stay tuned for (much) more soon!

Hans Knol ten Bensel

The VW Golf is now 50 years with us!

Posted in Automobilia, Car History, Car manufacturers strategy, Car production and factories, Car technology, Classic and Vintage Cars, Classic cars, DesignTagged , , , Leave a comment


The “Ur” Golf, which looks still quite “modern”, 50 years later.

Many people will say that things are changing rapidly, and many things have disappeared or are not what they used to be. Well, we can be sure of one thing: the Golf, the heart of what Volkswagen as a car manufacturer stands for, is still amongst us.

Indeed, during five decades already, the Golf still accompanies us in our automotive life. Since 1974. Then your servant got married, and drove indeed the first Golf as a test car, and has the fondest memories of this first series, especially when testing the Golf GTI. This sporting Golf created nothing short of a legend. 50 years later, the sporting sound of its 1,6 liter 110 HP engine still seduces, as does its handling and acceleration.

The stuff of eternal legends: the Golf GTI

To me, even this very first series is still a “young” car. The straight-line design created by Giorgetto Giugiaro is timeless, the proportions are just right, the “Ur” Golf still looks good from any angle. Just read further…

Hans Knol ten Bensel

An instant hit…

The Golf set out to win hearts. The Golf quickly became a true “Volkswagen”, and the first million units were sold as early as 1976. Now, more than 37 million Golf’s have hit the road.

Over the decades, the portfolio has been expanded to include further variants: besides the GTI, there was also the Golf Cabriolet or Golf Variant, or many others.

With each new model generation, state-of-the-art technologies, safety concepts and convenience features have been incorporated into the compact class. The Volkswagen Golf has thus democratised not just technologies such as the monitored catalytic converter and anti-lock braking system, but also airbags, cruise control and electronic assist systems as well as mild and plug-in hybrid drives.

In the anniversary year 2024, Volkswagen will present the evolutionary development of the eighth Golf generation. It will impress with visually refined features, new assist systems and powertrains, and also next-generation infotainment systems and software. The world premiere of the new Golf is just a few weeks away, with pre-sales scheduled for spring 2024.

Keeping history alive Volkswagen Classic will also accompany the Golf in its anniversary year and will present historic Golf models from the Volkswagen collection on numerous occasions. First rendez-vous is in Paris. From 31 January to 4 February 2024, the Golf Generations I to VII will enhance Volkswagen France’s presence at the “Salon Rétromobile” show in Paris.

Directly afterwards, from 2 to 4 February 2024, Volkswagen will show a Golf I and the unique EA 276 concept car – the Golf predecessor from 1969 developed in Wolfsburg – at the “Bremen Classic Motorshow”.

A long history… with a touch of NSU

In this first report we will focus on the first series. The concept was nothing less than a complete technical revolution for Volkswagen. They had already acquired NSU in 1969, and so the technology of in-line engines was already present in the group, with the VW K70, originally an NSU design, and the famous Prinz 1000 to 1200 TT’s. The K70 was also a front wheel drive car, and the art of “Leichtbau”, or making light bodyworks, was also already acquired with this car.

Technical forerunner of things to come: the in line 1000/1200 cc four cylinder of the NSU Prinz in the late sixties, still air cooled however…

So the beacons were set in terms of technical product design and manufacturing engineering, to make a mass produced light car with transverse 4 cylinder in line engine.

The new Golf was light, some 165 kg lighter as the Beetle. The styling was done by Italdesign under the direction of Giorgetto Giugiaro. The first Golf is also beautifully compact: only 370 cm long. It had some good power, a healthy 50 HP with the basic 1100 cc engine, and 70 HP with the 1,5 litre engine. So the performance was something the Beetle could only dream of. The chassis, suspension and handling were also in another league. On top of it all, the Golf was cheaper to produce, but cost 600 Euros more than the last Beetle 1303…

In 1976 came the Diesel and the GTI version, and as I said, from that moment on, the “modern” VW was a fact…

More soon about the Golf history…

Hans Knol ten Bensel

We drove the Alfa Romeo Tonale Hybrid: smooth Italian (super)power…

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I vividly remember my visit to the Centro Stile Alfa Romeo. Indeed, I sat in the prototype mock up bodywork/interior of the Tonale, and had to be very cautious not to touch anything, as it was made of plaster, clay and wood. I was invited at the Centro Stile Alfa Romeo by Chief designer Klaus Busse and his team, when the plaster and wood prototype of the Tonale was just finished. We admired its typical proportions in tune with the higher stance of an SUV, with a horizontal accent line reminiscent of the styling language of the famous ‘Disco Volante’ two seater, created by Carrozzeria Touring back in 2013 and the original Disco Volante 1900 C52 born 1952, also designed by the Milanese coachbuilder Carrozzeria Touring… I just love the the iconic Scudetto grille and certainly the five-hole 20-inch alloys…

Another highlight was the first acquaintance with the plug-in Hybrid version on the Balocco proving ground. See the whole story on these columns, by clicking the following link: https://autoprova.be/2022/11/17/we-drove-the-alfa-romeo-tonale-plug-in-hybrid-q4-in-balocco-the-wonderful-panache-of-todays-efficient-sportiness/ and https://autoprova.be/2022/11/20/the-alfa-romeo-tonale-plug-in-hybrid-q4-the-full-story-of-a-modern-electrified-thoroughbred/

But now read further…

Hans Knol ten Bensel

So when we took the wheel of our white Tonale Hybrid test car, the sweet memories came back instantly. The Tonale seduces not only with the right proportions and curves of its bodywork, also in the cabin the iconic Alfa Romeo atmosphere reigns. The round instrument clusters, the big sized gearshift paddles around the classic steering wheel inspire the enthusiast, and it is indeed just how an Alfa Romeo should look. The interior is all black andorned with red stitching on dashboard panels and seats, and this is the only color to choose from for the time being…

A swift turn of the “DNA” drive mode selector lets you choose how you want to drive your Tonale for the day. There are three modes to choose from. Dynamic will reveal all the sporting qualities of this 280 HP Tonale, N means “Naturale” or natural, and then this Alfa will choose for you the right propulsion in each situation, adeptly choosing between engine or E-power. When you want to enjoy more the “Zen” smoothness of battery power, then select the “A” mode, and this Tonale will treat you whenever possible to the delights of electric propulsion. Of course, this happy feeling doesn’t last forever with a 15.5-kWh lithium-ion battery pack, the Tonale has some 60 kilometers in store for you. When the battery is depleted, the Tonale will switch automatically to the “Naturale” mode, and you then can still enjoy the clever smoothness of hybrid propulsion. The battery is recharged fully after some 2,5 hours when connected to your 240 V home charging plug.

Power

The 1.3-liter MultiAir turbo four and the electric motor produce a total of 280 horsepower, of which 121 are derived solely from the 90-kW electric motor mounted in the rear, as we said, fed by a 15.5-kWh battery pack located under the cabin. All this develops beautiful, smooth punch, which we also fondly remember during our high speed laps on the circuit on the Balocco proving ground. A Giulia Quadrifoglio was then our pace car, and we had no trouble at all following this throughbred beauty, which was driving at 9/10 of its capacities, as the Alfa people  told us afterwards. A smooth avalance of power is yours in this Tonale when you put your foot down. 0 to 100 km/h is reached in 6,2 seconds. This tells the whole story… The top speed is reached at 206 km/h. The MultiAir engine itself develops 180 HP at 5750 rpm, giving it a score of not less than 135,1 HP/L. 

So yes, the Tonale in plug-in Hybrid form is a smooth performer, also thanks to its 6 speed automatic, which reacts nicely to your right foot.  As a bonus, you get four wheel drive thrown in. It is to me a very strong point in favor of this PHEV. When we come to fuel consumption, the official WLTP figure is 1.13-1.48 l/100 km. Let’s say that in pure electric mode, the consumption is stated at 19 kW/100 km, and when you drive solely on petrol, it all depends on your driving style. Anything between 10 and 6 litres/100 km, we would say. Driven with some restraint, an average consumption around 7,3 liters is normally achievable, with some distance driving thrown in, as was proven by our test. Of course, the Tonale scores well on emissions:  CO2 emissions are 26-34 g/km. All these figures are quite remarkable as the Tonale is certainly not a lightweight car with its 1835 kg.

Thoroughbred handling

Despite its all steel underpinnings, the Tonale handles excellent indeed. When you go for the dual-stage valve active suspension, you will find it a smooth companion on pothole filled urban roads. The Tonale feels indeed equally well at home on winding roads when you drive it with abandon, as when you drive it slowly and smoothly in town. The light steering also helps to put a smile on your face, even in tight urban traffic. Stopping power is delivered in the top Veloce version which we tested by Brembo brake calipers, and it is totally beyond reproach.

Infotainment and connectivity

Every Tonale comes standard with a 10.3-inch touchscreen infotainment system. It has the Uconnect 5 software found on other models within the Stellantis group. The home screen can be customized, and you can adapt the interfaces and create not less than five unique user profiles. It has standard Apple CarPlay and Android Auto, as well as of course wireless phone charging. We must say that sometimes we found the touchscreen rather slow and hesitant to react to our finger pressure, certainly awkward when driving and you want just to perform an easy command with one touch of your finger.

Of course the Tonale offers all the thinkable safety and driver-assist features, like automated emergency braking and a very smooth and subtle adaptive cruise control, which I enjoyed very much. Especially the clever refinement of the adaptive cruise control impressed me. Indeed, enormous progress has been made in this field over the last few years.

Practical

The Tonale offers ample comfort for four, has certainly in the top Veloce version everything you could wish for, and with the entire camera supported driving aids, it is a breeze to drive in town and to park in narrow spaces. Boot space is sufficient, with 385 l with all seats up, and to a maximum of 1430 l with everything flat. You can also use your Tonale as a tow car, and it is good for 1250 kg trailer load with brakes, and 700 kg without.

Conclusion

Stylish, full of panache both inside and out, the plug-in version of the Tonale has a lot to please. Enormous performance, with handling to match, it is a true high-performance Alfa, and thanks to the E-power it delivers this performance effortlessly and smoothly.

When you are in the mood, very decent economy is possible, and in normal everyday driving this leaves you smiling all the way.

All these good qualities DO have a price, but then, beauty in this world is never cheap, is it?

Think about this: the timelessness of the styling, the excellent proportions, the emission values thanks to its hybrid configuration make this Tonale a companion for years, if not decades to come, on all the regions and cities in Europe and beyond, so why not fall in love with this Tonale, and set the right tone for your future mobility…

Hans Knol ten Bensel