Category: Car Tests

We drove the Subaru Uncharted 4E-experience: a stylish 4WD that leaves you electrified…

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Subaru has always been a brand which we admired. Its 4WD know-how, its legendary boxer engines—all this has stolen our hearts for decades. We have driven them as (long-term) test cars, put them through their paces on indeed, uncharted terrain many times. And they always left us impressed. But times are changing, and the boxer engine has to go eventually, as we need a cleaner world. Indeed, the hybrid models will not be built beyond 2027.

So, Subaru now goes electric, and we must admit, after having tested this 343-hp FWD Uncharted 4E-xperience, it certainly is electrifying. By going electric, Subaru relies here on a formidable partner: Toyota. Indeed, their C-HR+ serves as the technical base for the Uncharted. Both cars are built on Toyota-led e-TNGA/electrification hardware. Subaru engineers brought, however, their own touch: the car should handle, feel and drive like a true Subaru. And indeed, it truly does. We will come back to this in detail below.

To sum it up: Subaru engineers’ role was mainly application engineering, AWD/vehicle-dynamics tuning, validation, and Subaru-specific integration.

Interior

The dashboard reflects the current Subaru design language also found in the latest Solterra. We liked the position of the digital instrument display very much, i.e. further towards the windscreen and higher up. It is completely in line with the driver’s view, and the Subaru stylists have flattened the steering wheel rim somewhat, so one has an undisturbed view of the instruments in the cluster.

The finish is top-notch, the front seats are also excellent, stemming, it seems, from Lexus…

At the back, the sloping roofline of the Uncharted limits headroom somewhat for the tallest, but it is still more than adequate for 3 adults.

At the centre is a large 14-inch touchscreen with intuitive menus. Of course, it has Apple CarPlay and Android Auto. It has two large smartphone charging docks on the centre console. We were glad to see analogous HVAC controls below the touchscreen, with two large dials for temperature settings for the driver and front passenger. The seating position behind the wheel was ideal for us.

We also loved, of course, the 10-speaker Harman/Kardon sound system with subwoofer and 8 channel amplifier, and we would say, always invest in a good sound system in your EV, as its uncanny smooth silence will always be ideal for you to enjoy the finest music.

Driving

The joy of driving is rediscovered in this 343-hp EV. The acceleration performance is absolutely stellar, with an acceleration from 0 to 100 km/h in a short 5 seconds. Top speed is sensibly limited to 160 km/h. We found the handling of this just over 2-tonne Subaru nimble and dynamic. Indeed, the Subaru engineers did their homework. The fine-tuning for ride/handling balance, body control, steering feel, and Subaru “driver confidence” character is top-notch.

This is likely the clearest Subaru engineering fingerprint: the different damping/steering/ESC calibration versus the C-HR+, where it should be remembered that the suspension architecture, wheelbase, and hard points are shared anyway, so the tuning freedom for the Subaru engineers was limited.

Then, let’s not forget, there is the X-MODE / off-road behaviour. Also a Subaru forte, embodying calibration of throttle, torque split, brake-based traction, and hill/loose-surface behaviour.

The Uncharted is also excellent at speed, with well-dampened noise and unerring stability.

Of course, in urban and busy traffic, there is also the Subaru Eyesight suite of digital safety guards, and a 360° camera is standard throughout the Uncharted range.

With such abundant power available, you are well advised to choose the more sedate “eco” mode and choose a proper regeneration level when you want to achieve some creditable consumption figures. The 4E-experience version has the 77 kWh battery, and with an average WLTP consumption of 15,6 kWh/100 km, the corresponding range is a quite reasonable 495 km.

Charging is very much in line with class standards. AC charging is possible at 22 kW, DC (fast) charging is up to 150 kW. In combination with battery preconditioning, you can charge the battery from 10 to 80 % in just under 30 minutes.

Steering is sensitive and precise, brakes are evidently up to the task.

Practicality

Luggage space is set at 403 L in normal configuration, 1.323 l with rear seat backrests down. There is no “frunk” or front luggage space available. Interesting is that in the 4WD configuration, you can tow up to 1500 kg, when you opt for the front wheel drive versions only up to 750 kg is allowed.

Conclusion

The Subaru Uncharted offers zest, performance, and this not only in its top version by the way, combined with excellent workmanship and very pleasing style. It is of course, reliable, as it is based on the Toyota C-HR+, but with added personality and character thanks to Subaru’s finetuning. It comes with  a generous 8 year unlimited mileage guarantee too… so if you go for individuality and character in a smooth and stylish package, this is the EV car for you…

Hans Knol ten Bensel

Photographer’s notes:

All the photos here in this test were made by my trusty Canon Powershot G9 X. It is so popular and well used that the battery lid has broken, and I use a ’60 vintage flash mount bracket screwed in the tripod mount to hold the camera together.

This little one I have now about 10 years, but its small size, big one inch sensor and the fast F 2-4.9 zoom lens 28-84 mm equivalent makes it such a nice camera to use.

You have also touch screen mode, just touch your finger on the screen, it will focus on the subject spot where you touch it, and also immediately make the photo. I did not think I would use it much, but I do! This cute Canon is handy, slips in your bag smartly, and looks very nice too! To add to the style, I use a bag of the same colour as the camera…

Hans Knol ten Bensel

We drove the Kia EV5: electrifying the family…

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With the EV5, Kia enters the hard fought mid-size family SUV/EV segment. It pleases with its styling, its roomy interior, scores with lots of practical details and its premium finish and ambiance.

It runs on the e-GMP platform which is also used for the EV6 and EV9, but only the front wheels are driven in all the drivetrain versions you can choose from, and Kia did not include 800 V system power, which precludes (ultra)fast charging. Quite frankly, we could live with this, as charging times of the 81,4 kW battery from 10 to 80 % costs just 30 minutes. The EV5 is available in Belgium in 3 versions, Business, Business plus and GT line. All have the same 217 HP motor with the same battery, and WLTP range is a healthy 530 kilometers for the base version, slightly less, down to some 505 km for the top GT version.:

Driving the EV5…

Sliding behind the wheel lets you find soon an ideal seating position. We will tell you more about the interior below, let’s start here with our driving impressions. The motor is of course ultra smooth and silent. Its 160 kW/217 HP power is more than enough to spoil you with dynamic performance. It will accelerate you from 0 to 100 km/h in 8,7 seconds. This is just as fast as an seventies’ Porsche 911… Top speed is for obvious consumption reasons limited to 165 km/h.

The EV5 will not invite you to throw it around corners, but it does not protest to a dynamic driving style either. Under cornering the EV5 does not lean over unduly and the car stays stable, despite the fact that it weights more than two tonnes. The steering is reasonably precise and gives good feedback. The suspension is quite comfortable, will not always smooth out ridges and potholes, but on the whole suits a family car perfectly.

We liked the smooth operation of the driving assistance systems, and it is indeed a pleasure to drive the EV5 long distance on motorways. When we talk about efficiency, we have to admit that the boxy EV5 has its effect on the consumption under high speed driving.

If you cruise at 90 km/h for instance, the available range is some 515 kilometer, when cruising at a more appropriate 110 km/h, considering today’ s European traffic circumstances, the range drops however to 414 km, and all this with an outside temperature of 20°C. When the outside temperature drops to an autumnal 10°C, the range is respectively 489 km and 393 km. If you drive at a constant speed of 120 km/h, with an 10°C outside temperature, the range drops to 350 km… so we would say, enjoy the ride and the music from the excellent sound system. If you drive leisurely on secondary roads, your consumption is very good with averages of 15-16 kW/h and even less. According to WLTP standards, average consumption is 17,8 kW/h.

Charging the battery goes up to 150 kW/h, and as we said earlier, we think charging times are  sufficient for most users.

In town driving, the wide turning circle is a bit daunting, but the excellent camera’s compensate for this when maneuvering.

In town we appreciated again the possibilities of energy recuperation the EV5 offers its driver; two paddles on the right and left of the steering wheel arms let you choose the amount of recuperation when you lift your right foot. With a flick on the left paddle you increase the regeneration, on the right you reduce it. It is of course most efficient when you select the step “0”. Because then the Kia will automatically reduce its speed, in a variable manner, according to the traffic situation.

You can also select between different driving modes : eco, normal, sport, my drive and snow. You select them by pushing the large button beneath the centre airbag cover on the steering wheel. On the centre console you find buttons to activate parking camera’s, auto hold, audible parking warning and hill descent control. Indeed, it is a very relaxing car to drive.

Infotainment and practicality

Here the EV5 truly shines. It is indeed a family car. This means there is ample room in the front, but also in the back adults up to 1,90 meter still find more than enough head- and legroom. The interior is also large enough to seat easily three passengers in the back. Luggage space is equally abundant. Close to 500 liters when the rear backrest is up, folded down you have an impressive 1720 liters at your disposal. You still have an extra space beneath the luggage floor to put away sundry or charging cables, and in front you have the typical “frunk” with a volume of some 40 liters.

Practical is also that the EV5 also allows bidirectional charging. It has a vehicle-to-load function, so you can charge your e-bike for example. The hardware for Vehicle to Grid and Vehicle to Home is already pre-installed.

A large panel consisting of two 12,3 inch touchscreens meets your eyes. Between the instrument info and the usual infotainment menu is a separate panel for climate control.

Beside the touchscreens, there are knobs and buttons you can select for the most important functions, and beneath the central touchscreen there is also a nice array of touch buttons to let you find your way intuitively and swiftly.

Of course there is a good amount of practical storage areas in doors and consoles fore and aft.

Conclusion

The EV5 is a very convincing mid range family SUV, with very pleasing styling, excellent room and comfort. Easy and relaxing to drive both in town and on long distances, with more than sufficient performance.

Range is sufficient when adopting a leisurely driving style, and with charging up to 150 kW in line with the competition in its segment.

The Kia engineering and build quality, combined with a long and generous warranty is an extra reason to have a long hard look at this EV5…

Hans Knol ten Bensel

Photographers’ notes: we used two “vintage” cameras here, the small but wonderful Fujifilm X10 and the Nikon D3100 with a 18-105 mm zoom lens. The Nikon was introduced in 2010, now 16 years ago, but its 14.2 MP DX CMOS sensor is capable of great image quality, then and now… The D3100 is equipped with an 11 Point AF System with 1 cross-type sensor in the center, and the camera body is pleasantly light with only 455 grams without the lens.


The now also more than a decade old Fujifilm X10 is a marvel in compactness. It was introduced in 2012. Its retro design aesthetic bears the DNA of the company’s X100 and X-Pro1 models with a magnesium alloy body, sleek rangefinder-inspired design and a wealth of external dials and buttons. I like the high quality glass optical viewfinder, wonderful in sunny conditions, when a digital screen (which it has in the back) is very difficult to read.

The X10 is undoubtedly intended to echo the timeless design of classic film-era cameras, but there is an impressive amount of function beneath the form as well. A mechanical zoom ring around the lens barrel and optical viewfinder will appeal to purists, as will a beautifully-finished metal exposure compensation dial and a hot-shoe for adding either an additional flash, or one of countless compatible third-party accessories.

In addition to using a large (for a compact camera) 2/3 inch sensor, Fujifilm has sought to distinguish the X10 by mating it with a 28-112mm (equiv.) fast F2-2.8 lens. Still a wonderful camera to use… The lesson is: in present times, even decades old prime brand digital cameras are wonderful to use, giving you the joy of photography combined with excellent results. Remember, world press photos where shot in those days also with 12 MP cameras… so what’s the problem?

Hans Knol ten Bensel

We drove the Audi Q4 e-tron: the magic of electrified four rings…

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My love affair with the Audi’s goes a (very) long way. The first one I drove, when I was a young law student, was the Audi 50.  It was a test car, for the car column of the weekly illustration magazine “De Post”, where my father was editor in chief. I vividly remember this “mini Audi”, nimble, vivid, well styled with a fake wood finished dashboard as a touch of luxury. It was developed as early as 1970, when the engineers at Audi NSU Auto Union AG started work on the project, spearheaded by Chief Technical Officer Ludwig Kraus, (who had developed earlier also the Audi 100, which established Audi as a premium brand.)

My father and I found it a vivid and wonderful car. Light it was, the NSU engineers in Neckarsulm, where the car was initially developed, knew everything about “Leichtbau”, or the art of making light cars. This car was also to become the first… VW Polo, rolling off the Wolfsburg production lines in March 1975. The Audi bug continued: I personally owned for many years an automatic Audi 80 S, and yes, I presently own an A5 Cabrio, designed by Walter Da Silva, a beauty with – of course- an Audi Exclusiv leather interior.

But let’s now turn to the present electric age, behind the wheel in the stylish cabin of the face lifted Q4 e-tron. Just read further!

Hans Knol ten Bensel

Facelift brings more for the eye and improved efficiency and range…

The Q4 e-tron was launched in 2021, and for this bestseller, it was time for a facelift. The grille is now color matched, it carries new LED lights front and rear, and in the superbly designed cabin you can now optionally enjoy  a third screen exclusively for the passenger. It also gets an improved version of the permanently excited synchronous motor driving the rear wheels. Better battery efficiency, faster charging, and bi-directional capability. Read more below…

Indeed, externally the car really looks attractive. We like the color match of the grille, with the The S line variant adding  vertical blades in Selenite silver matte to the corners of the front and rear bumpers. The whole car looks elegant and also muscular. We love it from every angle, and we liked also the 5 spoke “aero” alloy wheels on our test car.

Interior: stylish panache…

The designers brought true Audi panache into the redesign of the dashboard. It impresses with fit and finish, and gives you this unmistakable premium “Audi” feel. We like the matte aluminum inserts. Its centerpiece is the panoramic display, pairing an 11.9″ instrument cluster and a 12.8″ MMI touch display with large tiles for a quick overview of features and services. Indeed, for the first time in this segment, an optional 12″ passenger display is also available – the largest ever in an Audi, featuring a customizable standby design.

Our test car came with an optional augmented reality head-up display. This projects information onto the windshield in two layers: in the upper layer, turn arrows from the navigation system, starting points and destinations, and prompts from selected assist systems appear in the appropriate position on top of the real environment. Below this, the status layer shows speed, traffic signs, and assistance and navigation icons, visually placed around three meters ahead of the driver. Wonderful and intuitive…

There are four easily accessible charging options for smartphones: two cooled inductive charging trays (up to 15 watts each) and two USB-C ports under the center armrest.

Driving: comfortable and sporting

Our test car came in the 210 kW performance version, and this is synonymous with brilliant performance. It sprints from 0 to 100 km/h in 6,6 seconds, and top speed is limited to 180 km/h. But the beauty lies of course in the whisper smoothness of how all this power is delivered.

The Q4 offers you the choice of several driving modes, and we chose most of the time the balanced mode, which is an ideal mix between comfort and sportiness. We enjoyed also the three regeneration modes, but were also truly impressed by the “auto” mode, which is fed by navigation and sensors monitoring surrounding traffic.

Besides, our test car came with the Adaptive driving assistant plus is available for additional convenience – it helps with acceleration, braking, maintaining speed and distance, and lane guidance. It works ever so smoothly, gently coasting wherever possible when you lift your right foot, and smoothly slowing down to a full stop when the vehicle ahead does so too.

It makes city driving a wonderfully relaxing affair. Our test car came with a superb Sonos audio system, and you can imagine how I enjoyed every minute behind the wheel.

The comfort of the Q4 is outstanding, also the standard sport seats deserve an accolade. Besides boulevard driving and motorway trips in “comfort” mode, the Audi lives also up to its iconic tradition of sportiness. You can really have a go on winding roads. The steering is precise, the point of gravity is quite low with the big 82 kWh battery sitting quite deep in the MEB electric platform that is also used for the VW ID.4 and the Skoda Enyaq.

This means that the Q4 holds the road really well… We also found it quite nimble in town and narrow streets. Of course, the surround view camera’s help when manoeuvring in tight parking spaces, and parking alongside kerbs.

Consumption depends of course on your driving style, weather conditions, you name it. The manufacturer quotes a range of up to 578 km with a combined consumption between 18,4 and 15,6 kWh/100 km, which proved indeed quite realistic and achievable.

The Audi Q4 e-tron is the first Audi with bidirectional charging. With Vehicle-to-Load (V2L), the car directly powers electric devices. It does so via a domestic power socket in the trunk (providing continuous power of 2.3 kW at 230 V AC) or an optional adapter on the side charging port with a domestic power socket (2.3 kW) or a camping power socket (3.6 kW). Ideal for your electric mountain bike!

The DC charging capacity of the 82 kWh battery in the Audi Q4 SUV4 performance increases from 175 kW to up to 185 kW – charging from 10 to 80 percent at a fast-charging station in just 27 minutes. Up to 185 km of range can be added in ten minutes…

The luggace space is quite good, with 520 litres seats up and 1,490 litres seats down. There is  a compartment underneath the floor in which you can tuck away the charging cables.

Infotainment: versatile and state of the art…

We were also impressed by the quality and layout of the information we got on the touchscreens in front of the driver and in the centre of the dashboard. Chrystal clear maps, superb navigation, clear layout of functions and apps to choose from on the central screen, with functions like for instance the choice  between different “ambiance” moods.

So for example your display will show a forest picture with soothing music when you take a power nap… Of course, you can adjust your optional Sonos system also and choose between concert, lounge, neutral and podcast sound setups…

We liked also the simple and clean controls on the central console: intuitive and to the point.

Conclusion

The Q4 hits the mark again, offering an ideal combination  between style, size, practicality, build quality, performance and efficiency.

It looks very good, has wonderful colour combinations, exudes the unmistakable  Audi panache and aura. It comes with quite a few power combinations, starting with a 150 kW e-motor at the rear wheels and a 63 kW battery, up to a 250 kW and the 82 kWh battery for the top Quattro version. But the performance version we drove was (already) truly impressive…

Hans Knol ten Bensel

Photographers’ notes: We used here again our Fujifilm Finepix FinePix S100FS, and despite the fact that its design dates back to 2008, now almost two decades ago, it still delivers absolutely professional results.

Of course, the definition of the electronic viewfinder as well as the bigger foldable screen is not up to present standards, but the actual sensor and the Fujinon 28-400 mm (35 mm equivalent) lens really mean business. Note that the photos you see here are compressed to cope with the website technical requirements…so the original photos are still more detailed. Remember, I bought this versatile camera used some years ago for just 59 Euros… The photo of the camera here above is taken with my Xiaomi smartphone.

Hans Knol ten Bensel

Driving the Renault R4 E-Tech: an electrifying icon…

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I have always been very fond of the original R4, which was my dream car when I was a university law student. I found its concept to be an absolute stroke of genius, with its front wheel drive, comfortable suspension, roominess, practicality. I was a total fan of the elegant “Parisienne” version; alas, I never owned one, as even as second hand it was still far too expensive for me.

So French ingenuity escaped me. And, as a matter of fact, I have never driven this original R4. Needless to say that now I was truly delighted to get behind the wheel of its present day successor. Electric it is, this Renault 4, and you will never ever hear the throb of an efficient 4 cylinder coming from under its bonnet. Indeed, Renault launched last year this new retro trend of the iconic R5 and the R4, responding to the obligation by the EU to fully electrify its whole range by 2035.

Technically (almost) identical to the Renault 5…

Renault uses its AmpR Small platform for both cars, and we enjoyed already its exceptional qualities in our test of the “Cinq” E-tech, which you can also read in our columns. But the R4 is actually quite a lot bigger, one could indeed say it is a compact SUV. It is 22 cm longer, 3 cm wider even and also 5 cm taller.

When you get behind the wheel, everything looks absolutely familiar: its dashboard and the whole front of the cabin is strictly identical to the R5. The same goes for engine and batteries: like in the five, you can choose between 120 HP and a 40 kWh battery or 150 HP and a 52 kW battery for the higher versions, being the “Techno” and the “Iconic”.  We tested the 150 HP Iconic Comfort range, which in Belgium comes at a price of 37.100 Euros.

Driving

Once you stepped in the taller “Quatre”, you find the same good driving qualities of the R5. The suspension is made even a bit softer, making the car feel a touch less agile and it is indeed rather inviting you to adopt a more restful driving style. But the excellent stability and cornering power is there for course for you to enjoy if you want…certainly when you choose the “Sport” mode with the multi-sense button on the steering wheel.

The 150 HP motor gives you enough punch to put a smile on your face: the R4 will sprint from 0 to 100 km/h in a fast 8,2 seconds, the 120 HP version will do it in a still very creditable 9,2 seconds. The top speed for both power versions is limited to 150 km/h.

The other difference is that now you have two small paddles at the steering wheel which let you choose the level of energy recuperation. If you press the left paddle even more, you activate the “One Pedal” mode. It will also come soon also on the R5, by the way.

The R4 is also, like its sister, well at home on the autoroute. Sound insulation is excellent, as is seating position and overall comfort. The cruise control is intuitive to use, and on our trips we enjoyed the wonderful sound qualities of the optional Harmann Kardon sound system with 9 speakers. Lover of Jazz, Opera and classical music, you can imagine how I enjoyed all this.

The semi-autonomous driving system is also standard on this Iconic version, and indeed it works very smoothly and we wouldn’t want to miss it on our trips.  

Infotainment

The R4 comes with Google software, and we very much liked that the Google maps function is permanently installed, so it is not necessary to hook up your phone via Android Auto or Apple Car Play. You can speak to a cute blue and yellow lozenge shaped avatar driven by ChatGPT, and he will lower the windows for you, find the proper charging spot on your trip or set the ventilation. From the Techno version upwards the Google navigation also includes a charging point planner, and indeed, when travelling from Holland on the way home it did not indicate straight away our home address, but first the point where we could recharge the battery in order to cover the further distance to our destination.

We also liked the row of analog physical touches below the central touchscreen for those essential functions for ventilation, heating, defrosting, Air-co, choosing cabin temperature.

Spacious and practical…

The R4 offers (a lot) more than the R5 when it comes to extra space for the rear passengers and their luggage. Indeed, the wheelbase has been stretched by not less than 8 centimeters, we already told you that the R4 is not less than 22 cm longer. The rear seats are improved and have a thicker upholstery, there is more space in the door bins, and last but not least there is now a lot more headroom. There are two type C USB slots for the (young) rear passengers, invariably social media aficionados…

The boot space went now from 277 in the R5 to some 339 liters. The Harmann Kardon sound system takes unfortunately some of the underfloor space, but there is enough room to tuck away the charging cables.  The load sill is pleasantly low, merely 16 cm.  Good to know that also the front passenger can be folded down, so these long (up to 2,2 meters) IKEA panels can safely be brought home…

Consumption, charging and range…

According to WLTP, the R4 in the 150 HP version has an average consumption of 15,1 kWh/100 km. We easily achieved this during our test. The WLTP range is set according to the manufacturer at 409 km.

On the motorway or “Autoroute”, consumption tends to rise slightly above 20 kWh/100 km, and in practice the range then drops on these faster trips. If you want to stick to the 15,1 kWh/100 km average, you have to cruise at 95-100 km/h on the motorway…which is indeed marvellously relaxing with Chopin Nocturnes soothing your ears through the 9 speakers of the Harmann Kardon sound system.

We put the R4 on a CCS(DC) charger and charged the battery at an rate of 82 kW/h.

On the “Iconic” top version we tested, bi-directional charging is standard, and you can hook an electrical appliance up to your R4, to a maximum of 3,700 W or put the energy back to you home system to reduce your energy bill…

Conclusion

The R4 convinced us with its comfort, space, driving pleasure, its iconic aura with some retro-styled very charming aspects in cabin, dashboard and exterior details. It is also a wonderful car to take on a longer journey, the driving assistance systems are smooth and pleasant. The comfortable suspension and its higher stance make it also an ideal companion on remote country roads and add to its go-anywhere character of the original “RQuatre”.

The price is certainly in line with what the market wants for a full electric compact SUV nowadays.  

The range is adequate, you are helped by the navigation and infotainment systems to find the charging spots on your route effortlessly, and yes, Renault is working on still longer range versions of both R4 and R5…

Hans Knol ten Bensel

Photogapher’s notes:

Also for this test I used the Fujifilm FinePix S100FS. Using its standard settings, the S100FS shows a pretty respectable 9.2 stops of dynamic range in total. But there is more. Unusually for a non-SLR, the Fuji has the option to ‘boost’ its dynamic range by one or two stops (marked as 200 or 400%). Not bad for a second hand camera for the price of a restaurant lunch!

We drove the Lancia Ypsilon Ibrida: combining character and panache with economy..

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The Lancia Ypsilon has pleased us already when we drove it in the all electric version, but of course we were also curious to drive it with a  trusted combustion engine combined with electric propulsion: the Ibrida.
Indeed, this version has the well known 1.2-litre three-cylinder petrol unit producing 100 hp, paired with a 21 kW electric motor integrated into a six-speed dual-clutch automatic, for a combined system power of 110 hp or 81 kW and 205 Nm of torque. Technically it’s a mid-hybrid—halfway between mild and full hybrid, although the manufacturer dubs it as a mild hybrid.

The Ypsilon hybrid system runs on 48 Volts, and the battery is very small indeed, 0,43 Kwh.
It performs well, but in town it needs a very sensitive right foot and a very smooth driving style to reveal the qualities of its hybrid system and take full advantage of it. More about all this further below.

Design: Distinctive and elegant.

The new Ypsilon certainly attracts attention, and not only from connoisseurs. Of course, part of that is rarity—you don’t see many about—but credit also goes to its genuinely successful styling. The illuminated front signature is modern and distinctive, while the rear respectfully channels the brand’s historic design language: circular LED lights with a “Y” motif inside, a nod to the iconic rally and racing Lancias. 

Also deserving praise are the modern wheel designs, the rear door handle, which some might find awkward to use, but we liked it.

Interior: Original and comfortable

The new Ypsilon measures 4.08 metres and seduces with an original cabin. Bronze accents, a well-drawn dashboard, and comfortable, beautifully upholstered alcantara seats create an upmarket, premium ambience. We liked the tasteful patterns on the dashboard panels, the bronze finishes of ventilation openings and the surrounds of the elegant centrally placed “tavola”.

Highlights include the digital instrument cluster and a large central display with wireless Apple CarPlay and Android Auto. The infotainment, is ok, with a physical “L” button, summoning a shortcut screen with all the main functions, we found a good idea.

Indeed, a central “table” separates the front seats and serves as a rest for objects, a wallet, or a phone. It is a hallmark of the car’s cabin, and we  think it’s brilliant.

On the road with the Ypsilon Ibrida: full of panache, but needs a delicate experienced hand (or rather foot) in town…

The car DOES run on electric power alone, and when you drive with anticipation and a very smooth right foot, maintaining constant speeds, it is very well possible to drive your town trip for up to 79 % on electric power. When you drive/coast at small throttle openings, the transition between the engine and battery power is smooth and imperceptible.  However, when you push the accelerator pedal more deeply, the 3-cylinder petrol engine makes its torque immediately felt when it sets in.

The photo below amply shows what we mean: we drove the Ypsilon for almost half an our over 6 kilometers in very congested urban traffic, which resulted in a consumption of 5,5 liter/100 km and not less than 79% of the distance being driven under silent and silky smooth E-power. It is the Lancia art of driving, we would say, and it is very refined and also quite rewarding not only for your wallet!

According to WLTP standards, the combined fuel consumption is between 4.5 – 4.6 L/100 km. Indeed, we succeeded on a smooth Sunday drive on country roads to achieve an average consumption of 4,1 liters/100 km. Our average consumption hovered between 5 and 6 litres/100 km. CO2 Emissions, according to WLTP, are between 102 – 105 g/km (varies by trim/wheels).

On the open road, the engine is virtually inaudible and silky smooth, which makes the car an excellent motorway cruiser, one of the best we found in the B segment, not in the least because or the Ypsilon’s very good sound insulation. Listening to the well performing sound system, we were able to hear every single note of Beethovens 4th piano concerto when cruising at the 120 kmh legal limit on the motorway. Overall performance leaves nothing to be desired. It will sprint from 0 to 100 km/h in merely 9,3 seconds and the top speed is a good 190 km/h. Indeed, Lancia driving remains a sporting pleasure…

The six speed auto box is alert and smooth, and in Sport mode will hold the gears much longer, so you can enjoy the pleasant throb of the 3 cylinder engine.

When you lift the throttle and you drive with anticipation, it is well possible to accurately judge the amount of regeneration you get at any given speed, and one pedal driving is easy once you get the hang of it all..

Suspension: dynamic and comfortable

The suspension is well calibrated,  offers a very comfortable ride, combined with precise steering and good stability. In this respect, the Ypsilon scores very high indeed. It’s a delight to steer on winding roads, and yes, sporting pleasure is to be had…

Space and Practicality

With a  2.54-metre wheelbase, the Ypsilon offers decent front-seat room. In the back, a taller adult has sufficient legroom, but headroom is rather tight. Two USB-C ports are  a good thing, and the 352-litre boot is impressive.

State of the art driving assistance

On this front, there’s little to fault: a comprehensive, well-calibrated ADAS suite, with Lane Assist, Autonomous Emergency Braking, Speed Limiter and an efficient parking Assist. We liked also the smoothness of the easy to use adaptive cruise control, and we used it very much indeed on our Belgian roads with draconian and often too restricted speed limits everywhere. Also the calibration of the steering  assistance is just right.

Conclusion

The new Lancia Ypsilon Ibrida convinces with pleasant styling and endearing driving manners. 



Within the Stellantis range, it offers a more personal alternative, and overall scores high in the B segment . Given a learning curve on how to understand and use the hybrid drive train, its driving smoothness and frugality is all yours to enjoy too…

Hans Knol ten Bensel

Photographers’ notes: the professional quality of Fujifilm bridge cameras…

The photos shot on this test are taken by my trusted Fujifilm FinePix S100FS, a camera which I bought second hand in 2022 for…59 Euros in totally pristine condition  (!). Its design dates back to…2008, and it is a so-called bridge camera with an excellent Fujinon 28-400 mm (35 mm equivalent) lens.

The fact is, Fuji took the design of its bridge cameras totally seriously, with a decent sensor size and a superb lens, with a delightfully smooth manual zoom command. You have understood it: this is a camera which delivers totally professional results, despite its age. Just have a look at the photos of our test car above, which are even reduced in size to adjust for web publication. The photos of the camera itself are shot with my Xiaomi smartphone and the photo of the dashboard with the urban consumption are taken with my Apple iPhone.

Back in 2008, FujiFilm had put its latest, eighth-generation, Super CCD HR technology into the S100FS. This uses octagonal photo-sites that are designed to maximize light collecting efficiency. This, combined with clever noise reduction algorithms, helped to produce excellent results still according to today’s standards, as you can admire here…As said, Fujifilm’s bridge cameras were – and still are –  of a totally different league…The second hand aftermarket did not discover this at the time I bought this camera, hence the purchase price for which you can only buy a lens shade...

Hans Knol ten Bensel

We drove the Xpeng G9: elegant high-tech from the far east…

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We told you already in our previous test of the Xpeng G6: in the midst of fast developing and competent Chinese car builders, a star is born with Xpeng.

We commented in our columns already about the technological expertise of the brand. It has already substantive corporate relationships with VW, as the Volkswagen group has a 5 % stake in Xpeng and works together with Xpeng in the development of platforms and automotive software. Porsche now also forms a CO2  pool with Xpeng. It left the VW EU emissions pool as Xpeng now sells more and more EV’s in Europe, and could gain regulatory credits from this deal. But now let’s turn to the G9.

Hans Knol ten Bensel


Premium status…

The G9 is a premium SUV in the upper middle class segment, alongside for instance the BMW X5. With its length of almost 4,9 meter, it looks impressive indeed. The G9 can be had below 60.000 Euros when you opt for the standard range version with a 78 kW battery. The long range version has a bigger battery of 98 kW and costs slightly more than 60.000 Euros. There is also a 550 HP performance version with 2 motors and 4WD, the formidable car we tested…

Indeed, the cabin impresses with space and high quality materials, with all the interior panels covered in softly padded artificial leather, giving clearly an upmarket impression.
The G9 offers indeed quite a lot of interior space. The front seats offer sufficient head and legroom for the tallest among us, and this goes also in the back. There too you will find ample head- and legroom. The angle of the rear backrests can be adjusted electronically.

The front passenger has also a massive touchscreen in front of her or him.
The luggage space is also abundant with 445 liters in standard form, with an extra 45 liters beneath the luggage floor. With all seats folded down, you have 1605 liters at your disposal. There is also a frunk of not less than 71 liters.

Screen time…

When it comes to touchscreens, the G9 offers the lot. There is a 15 inch central screen, and next to it for the front passenger there is another identical one. There also you can adjust ventilation or navigation, but of course you can also watch films.

Besides Android Auto and Apple Car play connections, your smart phone is also spoiled with a large charging pad on the centre console, and via the Xpeng-app oln your phone you can monitor and adjust the numerous car functions. You can even steer straightforward parking manoeuvres using your smart phone. Of course, the whole in car software system is kept up to date with over the air updates.

You will find hardly any physical knobs and controls in the cockpit, so the touchscreen is your friend, or enemy…Thankfully the menus are logical and don’t take a lot of time  to get acquainted with. For instance, you can adjust a lot, among other things in the chosen drive modes.

You can adjust the responsiveness and amount of the steering assistance level via your touchscreen…

Moving with a whisper

The G9 is silent. The drive train is all but inaudible, and road and wind noise are impressively insulated. The window glass is also thick and the wheel arches are textile covered. The Michelin Pilot V tyres have also a soft inner sound deadening layer.

The air suspension impresses too, delivering besides excellent comfort also decent surefootedness and stable handling. But the big G9 does not invite you to throw it around like a go cart. It is not meant to be, and we notice that in general, Chinese cars are in their setup rather geared towards a safety-oriented driving style, and this G9 is no exception to this rule.

Performance galore…

The base version displays with its 313 HP enough liveliness, and indeed a 0 to 100 km/h in 6,4 seconds satisfies also the most performance-hungry enthusiasts. In the Eco function, performance is reduced, but even then it will satisfy most. Top speed of all versions is limited to 200 km/h.
Xpeng offers for the G9 also a 4wd two-motor version, and with its 550 HP, it brings total super-car performance with a sprint from 0 to 100 km/h in a breathtaking 3,9 seconds. The aficionados must than choose for “sport” mode of course. As said, we drove this performance version, and it is very impressive to say the least.

Steering wheel response is something you can fine-tune to your wishes, and given the performance of our test car, you are wheel advised to do so.

An 800 V system made for fast charging.

Thanks to the 800 Volt architecture, the Xpeng G9 is built for fast charging in mind. Even the standard version accepts 260 kW, and on other versions up to 300 kW is possible. This means you can charge the battery from 10 to 80 pct in around 20 minutes, just enough to stretch your legs and grab a coffee on your holiday trip on the motorway.

Assisted driving adds comfort

The state of the art driving aids enhance the ease and comfort of this big G9. Sometimes, speed warning signals are a git too eager and frequent, but we expect that via the over the air updates  things will improve soon.

The Xpeng G9 is reasonably frugal, where of course much depends on your driving style. The manufacturer quotes 19,4 kWh/100 km for the standard version. The performance version uses 21,3 kWh according to WLTP norm. We managed with some restraint and anticipation to achieve averages between 18-19 kWh.
We mention here that all versions can tow 1,5 tonne, and that Xpeng offers a 7 year warranty or 160.000 km.

Conclusion

The G9 certainly offers premium looks, comfort, roominess and performance. The finish and quality of the materials is clearly premium too, and the equipment of this G9 leaves no further wishes open.
If you are in the market for a large E-SUV, then take a long, hard look at this sophisticated and elegant Xpeng…

Hans Knol ten Bensel 

We drove the Kia EV4: a star is born…

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The new Kia EV4 has many cards upon it s sleeve: very pleasing, extravagant styling, much room and an excellent range. It stands next to the EV3 in the showrooms, and one might ask why Kia launched two models in the same compact class, almost one after the other. Well, the EV4 was launched for all the very good extra  reasons, besides what the EV3 already offers..

The EV4 sits 8 centimetres lower, but more importantly, it’s 13 centimeters longer and has a longer wheelbase too, which means you have one of the biggest rear legrooms in its class.

There is also a limousine version, with an extra large luggage space under its stretched tailgate door, but it is rather the classic SUV version which is meant for our European public, and is therefore built in Slovakia.

The electric motor develops 150 kW, and drives the front wheels. You can choose between a 58,3 and a 81,4 kW battery, and this warrants you quite good ranges. On the smaller battery, you have a range of about 410 km, which is in itself a good average for its class. The bigger battery offers a range of close to 600 km, or let’s say at least 500 km under normal driving circumstances. The excellent aerodynamics of the EV4 make this possible: the Cw is merely 0,32 kW, and the car is lower too.

Driving

The EV4 is dynamic with a sprint from 0 to 100 km/h in under 8 seconds, and top speed for both versions is around 170 km/h. The power is smooth and wonderfully progressive, and this results in a  quite enjoyable driving experience. It is indeed a joy to drive this Kia over winding and mountainous roads, where the steering could be somewhat more sensitive, but one has to admit that the chassis and suspension engineers had above all a “Zen” driving experience in mind. We have to admit that they achieved this admirably, as sound insulation is excellent, also at high motorway speeds.

Charging the Kia EV4 on a (public) AC point is only possible at a maximum of 11 kW, and DC fast charging is possible up to 128 kW for the larger battery, up to 100 kW for the smaller one. According to Kia, you can charge both batteries from 10 to 80 pct in about 30 minutes. Accord to WLTP standards, consumption is some 14,6 kW /100 km. Driving smoothly and with anticipation, it was well possible to achieve averages between 12-13 kW in town driving. The advantage of the bigger battery is that you can tow up to 1 tonne instead of 500 kg for the smaller one.

Of course, modern times let you use your smartphone the right way. Kia offers a smartphone app which lets you plan your route and send it to the car. It calculates the charging stops. The app also lets you open and start the car, and you can allow up to 15 persons to do the same…

Spacious

The  instrumentation and dashboard layout is virtually the same as in the EV3. The central touchscreen is seamlessly integrated with the drivers’ instrument display panel, and there are separate physical touches for ventilation and sound volume, which we liked very much.

The central armrest can fold away and holds also a useful storage space for all the things you might need for all your activities when waiting in the car when charging.

The cabin feels quite roomy, and there is ample leg- and headroom fore and aft. Luggage space is sufficient with a volume of 435 litres.

Infotainment and driving assistance up to scratch…

We live in modern digital times, and this shows of course in our cars. The Kia engineers did also a wonderful job, without going over the top with massive screens everywhere. We are, by the way, still amateurs of physical knobs and buttons for everyday things like sound and ventilation, and we still think the solution of a smart mouse as was adopted by Lexus years ago is the ideal one for the driver. No smudged screens, a much calmer hand to point at and select the functions than an erratic finger in a bouncing car. But this is of course subjective, and preferences can be – and mostly are – a very personal/individual thing.

But back to the EV4. It has virtually everything you could wish for, like distance parking, and you can order some extras like a head up display (we appreciated the one in our test car) and sound aficionados can opt for the formidable 8 speaker Harman/Kardon system.

Indeed, EVs are built for music lovers, as they are so silent; therefore, we always advise spending a good amount of money on a higher-end sound system.

Conclusion

The Kia EV4 has carved a nice niche in EV world: it looks cute and is with its lower profile refreshingly different from the traditional SUV brigade. It offers plenty of room nevertheless, and its range is also quite good to say the least. It responds well to spirited driving, and has a European, tout feeling behind the wheel. So take a long hard look at this one…

Hans Knol ten Bensel

We drove the N°8: French savoir vivre on wheels…

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When premium French automaker DS Automobiles designs a flagship model, one can expect something very outstanding and unique. This is indeed the case with the N°8, a sleek coupé-SUV, elegant to look at from any angle. Indeed, this car has panache, and this makes it in our eyes truly stand out.

Because, let’s face it: what makes you choose an EV in this day and age? Personally, I would say, the one that scores on style and character. The N°8 has lots of it…

Of course, there is also range, recharging capacity, efficiency and last but not least, handling and comfort. These are also elements which determine your choice. But let’s admit, drivetrain smoothness and performance is what EV’s all have more or less nowadays, so this is in my eyes hardly a determining factor anymore.

So this N°8 scores high, just by looking at it. When I walked around the car and entered the stunning cabin, staring at the four spokes steering wheel, I felt like stepping into the world of Jules Verne, tasting this unique mix of French genius with Victorian age idiosyncrasy. Well done, I would say to the designers and the other people who conceived the model’s mission status and character of the N°8.


 

A coupé-SUV

Let’s start with the exterior. A timelessly good looking car will have ideal proportions. This is what Pinin Farina and Felice Mario Boano already told us some 70-80 years ago. Just have a look at Boano’s design of the Lancia Aurelia, the GT version and of course the Ferrari 250 GT Low Roof Berlinetta.

The DS Automobiles designers have learned their lessons. Impressive, clean and tall sides, a bold front and rear end, with elegant yet expressively styled horizontal and vertical light elements on the four edges of the car.

We also liked the dual tone paintwork, the aluminum accents and the matte, brushed lettering on the rear end. The large wheels (740 mm in diameter) give the car a unique stance. The elongated and tapered profile that is illustrated by a roof stretching down to the tailgate’s spoiler. Each part of the bodywork has also been scrutinized in the wind tunnel. Its Cx is only 0.24 and its SCx merely 0.64

A premium cabin

Touches of art déco, but with an unmistakable sense of elegance, this is what the eyes meet in the interior. The photo’s tell you the whole story. Just look at the receded dashboard panel, a central screen panel which – refreshingly – is not so enormously big and imposing. The smaller panel in front of you gives you the info which matters, and not more. The design of the odometer is inspired by the world of watchmaking. The readability of the battery charge indicator and the “power meter” take precedence.

Like an airline pilot of France Aéropostal, where instruments were few and readable, as you needed all your senses to fly, like Antoine de Saint Exupéry or Jean Mermoz, on the night routes over the desert and ocean. This is how you feel behind the X-shaped steering wheel, but not hearing the sound of the single 12 V Renault 12JA aircraft engine like these heroes, in their Latécoère 26. Just silence, as the electric motor of your DS is virtually inaudible.

The heroes I described here also flew in an open cockpit, and had no radio. Things have changed for us. Just have a look at the beautiful speakers close to you on the front sides of both doors, part of a premium Focal Electra sound system with 14 speakers, a 515watt amplifier, and custom acoustic tuning developed specifically for DS interiors. You can enjoy music in this EV, for sure.      

Then there are the wonderfully designed and sculpted seats. Inspired by the DS AERO SPORT LOUNGE concept, the seats have fully integrated head restraints. The front seats are massaging, cooled and heated. Need we say more? Well, close-up thermal comfort is enhanced by the DS NECK WARMER, a device that favors heating as close to the body as possible to enhance energy consumption. These neck warmers fitted into the backrests of the front seats are illuminated by a backlit DS logo with a crystal appearance.

The rear seat comfort is nothing else but superb. There is ample knee room, 84cm of headroom and backrests inclined at 30°, without compromising their 40/20/40 modularity. Cooled and heated seat bases and backrests complete the comfort.

Driving

When you start moving behind the wheel of a DS Automobile, the expectations are high. The N°8 fully meets them. Whatever version you choose, there is utter drive train smoothness and power. The DS N°8 uses the Stellantis Group’s STLA Medium platform. This has been optimized in length and width to accommodate batteries up to a capacity of 97.2 kWh.

DS N°8 is available with a choice of three 100 % electric drive trains developing 230 hp, 245 hp and 350 hp, the latter being fitted with two electric motors for four-wheel drive. All motors enjoy excess power that periodically gives an extra 30 hp to the FWD version – 260 hp, 35 hp to the FWD LONG RANGE version 280 bhp, and 25 bhp to the AWD LONG RANGE model 375 bhp.

Performance is more than adequate: even the 230hp version accelerates in merely 7.7s from 0 to 100 km/h. Top speed is a respectable 190 km/h. The 245hp version which has the larger 97.2 kWh battery has virtually the same performance, but rewards you with a bigger range. According to WLTP figures, the 245 HP version has a range of 750 km, instead of the 572 km of the “base” version. The 350 hp version has of course close to superpower performance, with an acceleration from 0 to 100 km/h in 5,4 seconds. The range of this AWD DS is 686 km.

Of course one can count on impeccable road manners and comfort. We found the DS quite responsive and tout, tending towards sportiness and it copes very well with a more enthusiastic driving style. Country roads can be driven with verve, and also in urban low speed traffic the N°8 feels well at home. Nevertheless, the steering feel is not too responsive, and car will not invite you to throw it around, but  lets you rather adopt  a comfortable, relaxed driving style. At high motorway speeds, the good road and tyre insulation as well as the sound deadening laminated glass keeps noise at bay, so you can enjoy the fantastic sound system and seat comfort.

DS N°8 is fitted as standard with DS ACTIVE SCAN SUSPENSION, a variable damping system linked to a camera positioned at the top of the windscreen. Supported by attitude sensors and 3 accelerometers, it analyses the road surface in a few milliseconds and transmits its information to a computer that acts on each wheel. Noblesse oblige, we would say again here.

Practical

Despite the coupe-SUV profile which makes the roof arch somewhat lower,  over the rear seats, but headroom is acceptable for most passengers. The floor of the car is rather high, and this raises your legs and knees a bit, reducing thigh support by the otherwise excellent rear seats. We enjoyed the clever thermal glass roof in the “Etoile” equipment version we tested.

Boot space is more than sufficient with 581 liters, and offers also a small under-floor compartment. When it comes to charging speed, it is worth to mention that the N° 8 features a 400-volt electrical system, and the maximum DC charging rate is  160kW.  This means that the 74kWh battery can be charged from 20-80 per cent capacity in 26 minutes, with the 97.2kWh pack taking just a minute longer to charge to the same amount. Note that EV Routing via DS IRIS SYSTEM 2.0 simplifies trip planning.

Conclusion
 

If you are looking for a refined car which truly stands out from the rest and which is a proud four wheeled statement of French refinement and savoir vivre, then this N°8 merits a long hard look.   

It is smooth and refined for eyes and senses, looks and drives beautifully, offering up to date practicality in its class. The N°8 soothes you with style and comfort, with performance and range to match, even in the base 230 HP version with the 74 kWh battery.

Hans Knol ten Bensel

We drove the Xpeng G6: an elegant high-tech and comfortable performer…

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We told you in our columns already about the successful entry of Xpeng into our domestic Belgian car market, and we test here for you their stylish mid-sized electric coupé SUV, the G6.  

Introduced on our shores in 2024, the G6 has already undergone a facelift, where the most important news is the new 80.8 kWh lithium-iron-phosphate (LFP) battery, which replaces the former nickel-manganese-cobalt (NMC) unit.

This makes the G6 a true champion at the fast charging terminal: you can now charge it at an impressive 451kW. This means that this Xpeng G6 is built for the future, as at the moment of writing we still have to wait for such fast chargers to arrive in our country. But the fact that this allows you (in the future) to charge the battery from 10 to 80% in merely 12 minutes, is a strong (selling) point indeed. The new battery also means less use of expensive and less sustainable materials …

Spacious…

The G6 is not small, to say the least. Compared with the Skoda Enyaq, it is still a good 10 cm longer. It virtually is as wide and long as its important competitor, the Tesla Model Y. The interior space is indeed quite generous, also and even more so for the rear passengers: they enjoy ample leg- and headroom, despite the curving roof line and the coupe-like silhouette. The car also stands quite tall, and the designers have camouflaged this judiciously by putting the sills in a darker color.  One pleasant aspect is that you can… sleep in this G6, as the front seat backrest folds down horizontally and you can  remove the headrest. You can also install yourself neatly in the backseat, use the fully folded front seat as a footrest and have your laptop snugly installed on your stretched legs, and work comfortably…

…and some facelift details

The led headlight bar now runs fully over the front of the car, at the rear there is now a small duck tail spoiler. The car has now also a digital quite panoramic rear-view mirror, which is especially useful at night or when reversing in dark-lit areas. It can change back and forth to a “classic” mirror at the push of a button on its upper rim.

You can choose between 5 colors, and we liked the “stellar purple” of our test car. There is also an optional “black edition”, which is only offered for the time being on the 4WD 2- motor “performance” edition, which is the drivetrain of the car we tested.

An impressive platform with a drivetrain offered in 3 versions…

The G6 now uses Xpeng’s SEPA2.0 platform, with a chassis of aluminium and steel, reinforced by a stressed underfloor battery pack. The body is fully aluminium, the electrical architecture (with a silicon-carbide power inverter) runs on 800 V.

The model line up starts with the RWD standard range model, 252 HP with a 68,5 kW LFP battery. Then there is the Long Range model with a 297 HP motor and a 80,8 LFP battery. We drove, as said, the 4WD Performance model with 2 motors, 297 HP  + 190 HP (total 487 HP).

Superb performance, enjoyed in safety and comfort…

Needless to say that this “performance” edition is fast. Choose on the central screen among the available drive modes the “launch control” function, and then brace yourself. The G6 will take you from 0 to 100 km/h in just 4,1 seconds. The suspension and chassis can handle all this power smoothly, and the Xpeng feels utterly stable at high speeds and also in fast corners, with some noticeable body roll however. Top speed is electronically limited to 202 km/h, wind and road noise are virtually absent at high cruising speeds.

The Xpeng is comfortable, but its body sways gently over long road irregularities and all this does rather invite you to adopt a more restful driving style, despite its excellent stability and performance. Remember, this is a heavy car that weighs over 2.2 tonnes.

You can adjust the steering “feel” and responsiveness via the central screen and it also changes in function of the chosen driving modes. It transmits adequately the road surfaces, but again does not invite you to do some sharp and fast cornering. Just enjoy the smoothness and comfort, this is what the Xpeng engineers clearly had in mind when fine tuning the steering and suspension. The comfort at boulevard speeds in the city is therefore admirable. The long wheelbase indeed also brings extra smoothness.

The brakes are eminently up to their task, and indeed the 20 inch wheels add to the overall safe handling of the G6. Of course the G6 has ESP and boasts among many driving aids, even hill descent control.

Indeed, for the manufacturer, safety is paramount.  Xpeng therefore installed its ‘full scenario’ XPilot 2.5 driver assistance technology package in the G6, which is made up of a network of 29 cameras, radar transceivers and ultrasonic sensors. Did you know that all the data output is then monitored and processed by a special Nvidia processor?

You see the result on the large central screen, which all the surrounding traffic, bikes and pedestrians clearly shown. Indeed, this is a car made by a high-tech company, and this results in a wonderful and restful experience behind the wheel. Driver assistance systems are there in abundance, from lane assistance coupled with adaptative cruise control to parking and a lot more, it is all there.

Within the plethora of 29 cameras, you also have a camera which monitors whether you keep your eyes on the road. Fortunately, you can control its sensitivity via a menu on the touchscreen, so it does not interfere overwhelmingly when driving.

Refined and elegant interior…

With the facelift, the G6 had its interior upgraded with better ambient lighting and improved panel finishes. We liked the large wooden panel spanning across the dashboard. Besides the large and eminently readable 15,6 inch central screen, there is also a so-called digital 10,25 inch dashboard screen in front of the driver, and this gives you all the essential information right in the line of your vision.

Both front seats are adjusted electronically, and you can (pre)program your ideal individual seating position. The nappa leather seats (reserved for this performance version) are not only heated, they also have a massage function…

The wide central console allows you to charge TWO phones simultaneously, with up to not less than 50 W charging power.  

Climate control is also top notch with automatic air conditioning and a heat pump;  

All the main functions of the car, like heating/ventilation, opening/closing, navigation can be controlled using a mobile app. There is also an “Hey XPENG” speech assistant: 4 zones (also from the rear seats) , full scenario with intelligent suggestions and advisory remarks. You have also an App Store connection for music, video, social media, etc.

When you change lane or take a right or left turn, a camera view flashes up in this screen to show any upcoming traffic in the chosen lane. Indeed, you are definitively spoiled with a wide array of high-tech safety features.

These is of course an excellent DAB/FM radio, using a 16 speaker XPENG XOPERA 2.0 Surround Sound System, with two speakers in the front seat headrests…classic music buffs as we are, we greatly enjoyed each trip…

All this to say that sitting behind the wheel of this Xpeng one definitely gets a premium feeling, not in the least because of the excellent finish and the quality of the materials used.  

There are a lot of practical storage possibilities in the cabin, and luggage space is also quite adequate with 571 liters (1374 liters with rear seat backrests folded).

And what about consumption and range?

We noticed during our test a usable practical range of some 370-400 kilometers, with a 60/40 mix of motorway and city driving. Of course, in winter driving the heating/ventilation systems take also their toll, and we find this range therefore quite reasonable for a 2,2 tonne 487 HP car. When driving with some restraint, a consumption between 17 and 20 kW per 100 km is quite realistic. The manufacturer quotes 18,4 kW/100 km, and announces a WLTP range of 510 km.

Conclusion

This Xpeng G6 ticks many boxes, certainly taking into account that it offers impressive value for money. At the moment of writing, this 4WD Performance version is available for 51.990 Euros, and as we said earlier, in this price range, there is no other car that offers this charging capacity. Add to this the stylish exterior, the elegant, roomy, and fully appointed cabin, the comfortable ride, and safety-oriented stability combined with excellent performance, and you will agree that this Xpeng G6 deserves a long hard look when you consider buying a mid-size SUV.

Hans Knol ten Bensel

We drove the Mercedes 450e S Class: the pinnacle of luxury motoring…

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

The Mercedes S-Class has been the benchmark of luxury limousine comfort since 1972. Now we are at the W223 series, and it is still unsurpassed in terms of comfort, workmanship, mechanical and electronic excellence, and last but not least, panache.

Our test car is the plug-in hybrid version of the S-Class, designated as the S 450 e. Furthermore, we drive the “L” or long version, which, of course gives you totally superb rear passenger comfort.
 

Don’t think that this imposing S Class version will be difficult to drive in town: thanks to the rear-axle steering (optional) the turning circle of the S-Class is reduced by up to two metres. The steering angle at the rear axle goes up to 10 degrees…The steering is also surprisingly direct: only 2 turns are needed to steer from full right to left.   

Stepping behind the wheel in this magnificent limousine will however still require some caution, certainly if you wear a hat. The a-pillar is  raked rather steeply for good aerodynamic reasons, but this means that you will still have to tilt your head slightly…

Once your are sitting down you are enveloped in superb somfort. The front seats have a 4 way back support, electronically adjusted, and of course there is a whole (optional) massage program waiting for you, just touch the “comfort” symbol on the large central control screen and you can choose your favorite session…

You can also opt for an active “multi-contour” package, which gives you extra lateral support when you are cornering at speed.
 The cabin bathes you in a wonderful light ambiance, which, of course you can adjust at will.

The instrumentation is clear, the immense screens both in front of the driver and the central screen are largely self-explanatory, although we would still suggest that you take some time to get acquainted with all its wonderful features.

Superb and ultra-refined performance…

The fourth generation of the hybrid drive celebrated its premiere in the S-Class in 2021. The present 450 e version has a 3 litre straight-six cylinder under the hood, developing 220 kW or 299 hp, combined with a rather powerful 110 kW or 150 hp electric motor. The battery is not enormous with 21,96 kWh, but powerful enough to give the 2,5 tonne “e” S-Class a range between 105 and 70 km.

:

You can calculate it for yourself on the simulator which you can find on the Mercedes website.

We show you it here in two screenshots: assuming 35 % of the trip made on the Autobahn, the electric only range with an outside temperature of 20° is 100 km, when the ambient temperature drops to 10°, the range drops to 77 km. Quite sufficient in our opinion to perform a daily commute on E-power…

You can charge the battery with a maximum power of 60 kW, and on an ordinary wallbox or public charging point (Max 20 kW on DC) you can charge the battery from 10 to 80 pct in merely 20 minutes.

The outright performance leaves nothing to be desired: this S-Class will sprint from 0 to 100 km/h in merely 5,9 seconds. The top speed is electronically limited to 250 km/h.

But the beauty lies of course, in the smooth way all this performance unfolds. The electric engine is totally inaudible, the 6 cylinder 3 litre engine is ideally balanced and vibrationless, and only a soft purr is heard when accelerating hard. The engine is mated to a smooth and alert 9G-TRONIC Plus automatic gearbox, which makes imperceptible gear changes. You have gearchange paddles at the steering wheel, but with 9 gears to choose from, one is soon overwhelmed… and we chose to let the clever gearbox do the work. The 9th gear allows very relaxed cruising at very low revs. At 120 km/h,  the engine exceeds barely 1500 rpm.

Consumption is, of course, very much in function of the battery status, or rather, whether you drive on e-power or not. The WLTP standard consumption is officially quoted at 2,4 l/100km. The manufacturer’s official figure for average e-consumption is 17,4 kWh/100km, which I find a rather more realistic indicator. On the open road, your flagship is still quite economical, due also to its excellent aerodynamics: it has a Cw coefficient of merely 0,22. When you drive at fast cruising speeds, the consumption hardly exceeds 11 l/100 km. Town driving will cost you around 10,5 l/100 km.

Floating carpet comfort…

The S-Class can be considered to be the ultimate standard in limousine driving comfort. It has standard an air suspension with adaptive dampers, and you can opt for E-Active body control, which keeps the car body stable even under very fast cornering. The suspension swallows any road irregularities totally smoothly and this even at very slow speeds, and one truly enjoys a “floating carpet” ride. You can choose between different suspension settings, but even in the “sport” mode the ride remains totally smooth.

Heating and ventilation are also in a class of its own. Two-zone airco is standard, but you can opt for four-zone airco. Of course the rear passengers are spoilt too. You can obtain all conceivable extras, from heated side panels to heated and ventilated seats fore and aft, dark window curtains at the rear; you name it..

Infotainment reaches into the stars…

Mercedes is quite proud of its MBUX infotainment system, and deservedly so. As we said above, the system is quite intuitive, provided you take the effort to study the system and carefully go through all the menus. The indications are chrystal clear and seen on a massive 12,8 inch central touchscreen.  

The sliding volume control for the superb Burmeister (31-speaker!) sound system takes some practice, but soon you become a master at it. You can also choose the instrument layout on the screen in front of you, and the overhead display of our test car was also eminently readable. You can also enjoy the optional augmented reality feature on this display, which shows you, with clearly visible arrows, which route to take…

This flagship Mercedes was updated last year, and has further optimized the MBUX user interface: suggestions for assisted parking are now located more intuitively in the menu. The Mercedes-Benz Automatic Lane Change (ALC) function now offers a further intelligent development: if a slower vehicle is traveling ahead, the car can initiate a lane change itself.

Indeed, if the radar recognizes sufficient open space and lane markings are detected, it can overtake the slower vehicle in front… fully automatically(!). The prerequisites are a motorway-like road with at least two lanes and a speed limit as well as a vehicle equipped with MBUX Navigation. The system does not require any further input from the driver to carry out the automatic lane change. Brave new world, we would say…

Let there be light…

The LED headlights are state of the art, with light shining in bends, combined with excellent long-range visibility with dynamic headlight assistant and extra powerful LED elements. The headlights shine up to a distance of … 650 meters (!).


 

The Long version of the 450 is as you can expect enormously spacious at the rear. But also in front there is enough head- and legroom for 2 metre tall adults. Boot space is of course also sufficient with 450 liters.
 
 Conclusion

The Mercedes S Class continues to be the absolute benchmark in luxury, mechanical and electronic perfection, comfort and sheer performance. Add to this the legendary quality seen in the perfect fit and quality of the materials used, and you know that this car is built for a lifetime of superb motoring.

Of course, all this doesn’t come cheap, even more so when you take into account the long list of optional extras.

But then, when one reaches the pinnacle of what a series production luxury saloon can embody and represent, it is still quite reasonable when compared with exotic supercars…

Hans Knol ten Bensel

Photographer’s notes: I used for this test exclusively the Sony Alpha 5100 with the Zeiss Vario Tessar E 4/16-70 ZA OSS lens, again proving to be the ideal companion in difficult low light conditions. One exception, however, is the photo of the driver’s door under the blue ambient lighting. It was taken with our Xiaomi 11T smartphone at f/1.8, handheld at 1/9 sec, with ISO 7800. Proving again how formidable today’s smartphones have become. As the photo was taken in the darkness of an underground garage, we overexposed it 3,3 times using the “pro” mode on our phone to get details of the door and cabin surfaces. The photo below of our Sony camera with its Zeiss lens was also shot with our Xiaomi 11 T. F 1,8 at 1/60 sec with no exposure compensation.

Hans Knol ten Bensel