Category: Car Tests

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

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

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…

We drove the Nissan X-Trail e-Power e-4ORCE : the best of both worlds?

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Nissan is carving itself a wonderful niche in the electrified SUV world, with both its popular Qashqai and the all new X-Trail.

It offers a bold technological solution for these two popular models by decoupling the engine entirely from the proper drivetrain, letting it act solely as a generator to one (and in this case two) electric motors.

The idea behind it is obvious: it offers the pulling power and mechanical refinement of the electric motor and at the same time it avoids the inefficiency of the combustion engine when it operates under low charge  situations combined with relatively high revs, like in urban stop start traffic.

It lets the engine do its charging work under ideal thermal working conditions and loads, and uses a small(er) battery to deliver the extra electric energy when needed in specific driving situations, like starting off from standstill or engaging in fierce acceleration. Ideal? Let’s find out…

Hans Knol ten Bensel

Smooth…

The driving impressions are indeed very convincing: progress is silky smooth, and indeed the X-Trail is delightful to drive in town and slow traffic.

The ample torque of both electric motors inspires confidence, and lets you master every driving situation. The combustion engine, a 1,5 litre three cylinder, is well insulated and hardly audible. Its recharging task depends of course on how much e-power you want it to deliver, and therefore the more relaxed your driving style, the less you hear it. Whether it will rev higher depends also on the driven speed, soo clever! The Nissan engineers did a very good job here, as this gives a very “natural” impression to driver and passengers.

Total power of our top op the range e-Power e-4orce X-Trail is not less than 213 HP, and the torque is even more important with 330 Nm at the front and 220 Nm at the rear. Smooth performance is the result: the 1,9 tonne 7 seater will sprint from 0 to 100 km/h in 7 seconds and the top speed is an impressive 180 km/h. Indeed, this X-Trail will never feel underpowered.

Geared for comfort…

Does the X-Trail awaken the sporting driver in you? Well, rather not. Its utter smoothness puts you rather in a “Zen” mood, and the comfortable suspension does the rest. The car is well balanced and stable in all circumstances, and this adds to the overall relaxing character of the car.

Well being is also found in the cabin. Of course, the top Tekna+ equipment version spoils your senses. The interior is also well laid out, stylish and the designers did keep wisely an array of knobs so you quickly find your way intuitively to all the functions of this X-Trail. We also liked the look of the digital instruments and screen display.

The X-trail e-4ORCE AWD is with its dual motors and 4WD very well at home off- road too…

… but also for economy?

The Nissan engineers had first and foremost the mechanical smoothness of e-propulsion in mind, and combined this with range comfort. Consumption seemed not to be an absolute priority. Nissan opted for a smaller  battery, not least because it would cost room, make the car heavier and pricier. This means that the engine has nowhere to dump its generating power when the battery is full. Of course, the drivetrain software will shut the IC engine down as soon as possible, or let it turnover purely on e-power. Having said this, if you adopt a relaxed driving style, it is quite possible to achieve a consumption between 7,5 and 8 litres, which is quite efficient for a car weighing close to two tonnes. Official figures indicate an average consumption of 6,4 litres/100 km, and 146 g/km of CO2 emissions.

A seven seater…

Indeed, this X-Trail will transport two youngsters on the third row seat, but this is not meant to be for super long trips. But a short run to the supermarket or football club is always in the cards, and this can be quite practical on more occasions than you would expect.

Conclusion

This Nissan X-Trail e-4ORCE is a very well balanced, refined car which offers you all the sophisticated “Zen” pleasures of electric driving combined with the range and long distance cruising panache of IC engined cars. It is very well finished, is lavishly equipped and offers more than adequate space.

We were so seduced by all its good qualities that we decided to join a Nissan e-Power e-4ORCE to our stable of cars, so soon we will inform  you regularly about how it behaves in long term use…

Hans Knol ten Bensel 

We drove the Dacia Jogger Hybrid 140: your (price) winner…

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Dacia is going from strength to strength, winning the hearts of many, as their range offers just what people want.

Also in our age of energy transition, Dacia has a truly formidable car ready for you. The hybrid version of the Jogger 7 seater. Quite frankly, it offers the lot, certainly in the “Extreme” top equipment version we tested.

It is spacious and reasonably good looking, with well proven mechanical underpinnings and a comfortable suspension. Its hybrid drive-train is also found in the Captur and Clio. This Jogger is comfortable, reasonably refined and frugal. It ticks all the boxes, we could say, and indeed, we also liked it very much throughout this test… Just read further!

Hans Knol ten Bensel

Looks and practicality…

The Dacia Jogger is quite frankly in our opinion (almost) all you will ever need in a car. Provided you leave your emotions a bit aside and look more rationally at car ownership and cost.
You don’t even have to abandon looks for that matter, because the Jogger is a rather well looking hatchback estate, with a zest of MPV added, standing somewhat higher on its wheels, which makes it feel also a bit at home on unbeaten paths.

We liked particularly well the shape of the rear lights as well as the front end with the new purist and bold logo. Also the interior could seduce us. In this top equipment version we were even spoiled with several options like integrated sat and media nav, front seat heating, and a good looking khaki green paint. This pushed the price of this Dacia up to 28.650 Euros, but then where do you find a fully fledged hybrid seven seater for this money?

The Jogger is indeed eminently practical. It offers genuine seven seat capability, and even two grown ups have enough head and legroom on the two third row seats. Of course, these third row seats can be easily removed and with the second row of seats folded and tumbled down, this enables the Jogger to function almost as a van with a usable volume of not less than 1,807 liters!

The simplicity of the dashboard controls, instruments and the info screen makes you feel relaxed, and indeed, we have to agree here again, less is more. We find also the unsurpassed typical Renault audio control stick, a stroke of genius Renault introduced several decades ago on its R25 and R30, well into the last century, and it still is delightful to use. 

We liked the utmost user friendliness of the “analog” round knobs of heating and ventilation, the logical layout of the touchscreen info and functions.

A convincing hybrid…

The Jogger Hybrid 140 as it is officially called, has a normally aspirated 90 HP 1,6 litre four cylinder, and is assisted by twin electric motors, a (close to) 50 HP one and a starter/generator, which delivers the extra torque when getting away from standstill. The battery, which is housed in the rear where normally the spare wheel would sit, has a rather moderate capacity of 1,2 kW.

You understood it, this battery is designed to feed the e-motor for short bursts, for instance always for driving away. This makes the driving impression in stop start situations always very refined, and one of the very charming points of this hybrid version.

When you accelerate rather briskly, then the battery gets rapidly depleted and the petrol engine will soon step in vigorously and start whirring frantically to recharge the battery as quickly as possible. This is clearly heard, but the noise is never obtrusive.

When you don’t want the engine to step in so often and recharge instead  at a lower pace at lower revs, then simply drive more smoothly with a lighter right foot. The computer will let the petrol engine do its (re)charging at lower revs and less nervously, as the battery is not depleted at a rapid pace.

Indeed, a clever right foot and a driving style with lots of anticipation is the key to enjoying EV smoothness in urban traffic. Indeed, it is well possible to “float” along with the traffic flow under silent EV power in town over more than half of the driven distance. This greatly helps of course your fuel consumption in the city.  We had no trouble at all to achieve averages between 5 and 6 liters. Look at the results on the photo of the info screen, where indeed over a distance of 200 odd kilometers an impressive distance of 107 km was travelled on E-power(!).

Driving at constant moderate speeds on country roads will also let kick in the e-motor quite often, with the engine starting and revving up from time to time to recharge the battery in short(er)  bursts. It takes a bit getting used to the hear the engine suddenly starting to work at these higher revs when cruising at say 60 km/h or so, but when you know that it is to recharge the battery you understand that this is only logical.

When cruising at motorway speeds, the combustion engine is doing all the work, and is spinning away in 5th or 6th gear of the automatic box, and is then also keeping the small battery fully charged. So the overall  “feel” is then of an ordinary combustion engined car. By the way, the Jogger Hybrid has a 6 speed automatic.

The performance of this hybrid Jogger leaves in our eyes nothing, but then really nothing to be desired. It will smoothly sprint from 0 to 100 km/h in 10,1 seconds, and its top speed is close to 170 km/h. A 356 B Porsche Super 90 cannot even accelerate this fast, and reaches only a slightly higher top speed. So, one can’t say that this Jogger is “slow”!!  

As said, the consumption is quite reasonable. The WLTP figures tell a maybe somewhat too optimistic story, but here you go: the average is 4,8 liters, with CO2 emissions being officially set at 107 g/km. You see on the photos our average consumption over a single trip of 206 km…

Comfort

French suspension engineers have the talent to create comfortable suspensions with excellent handling capacities, and here indeed, the Dacia truly shines. Its steering is also light and quite precise and responsive, so the Jogger is a pleasant companion on winding roads, with excellent high speed comfort and stability on fast motorways.

Conclusion

This Jogger is, and we only repeat ourselves, a car for all needs, all seasons, all times. Future  proof with its low emissions, low consumption and last but not least its moderate kerb weight of slightly more than 1,4 tonnes, (if in the future cars might be road taxed on their weight…) it will provide very pleasant transportation at a very moderate cost. Due to all these good qualities, it is noticed that it holds second hand value very well too…



This car really impressed us, and shows how value for money can be wonderfully combined with comfort, performance and up to date environment friendliness. 

Hans Knol ten Bensel 

Photographers’ notes: We shot the photos here again with our Panasonic Lumix DMC FZ-1000. The camera tends in its standard ISO setting to render the colours on the rather cooler side of the sprecrum. Especially the interior shots had to be corrected in post production. Again the Leica Vario Elmarit aspherical f 2.8-4 25-400 mm lens delivers excellent sharpness also at full lens openings...

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 Golf Variant R-Line 1,5 eTSI DSG7: the beauty of efficiency…

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Volkswagen hones its bestsellers to perfection, and the Golf range takes here of course centre stage. The Golf also caters for a wide array of users, also for those among us which still choose for a “classic” combustion-engined drivetrain, albeit here with the electric support of a 48 V battery and a belt driven starter/generator.

This choice can be the right one for many reasons, last but not least for example the poor availability and density of the charging infrastructure and of course the type of use of his/her car. Frequent and almost daily high-speed long distance runs on Autobahnen and autoroutes or longer trips in remote mountain/rural areas on this globe can make the choice for an efficient petrol engined car the right one.

We wanted to find out with this test how they behave in terms of consumption and efficiency in our present day “green” world…

We also took a close look at the practical qualities of the Variant version, which also tops in the popularity charts. Did you know that Golf Variant has already impressed more than 3 million customers since its debut in 1993?

Hans Knol ten Bensel

Timeless looks and top notch build quality…

The Golf Variant runs of the production line in the “home” factory in Wolfsburg, and this is true for the entire Golf range now. The Golf stands out with excellent finish and quality of the materials used. The vast experience of the group in achieving high standards of finish in its mass produced cars certainly shows. There is further the attention to detail and every aspect of the styling of the Golf range, which is also a good example of how to combine timeless contours and proportions with an overall elegance which appeals to (almost) all of us. The 2024 edition has received a further facelift by the way, with revamped infotainment. But interior dimensions remain unchanged.

Stepping into the cabin is as one might expect totally easy, even for the tallest among us. Also two adult rear passengers find more than adequate leg- and headroom. See further more about the practical qualities of this Variant.

We like the dashboard layout and the no nonsense design of the round instruments you can choose in the digital display in front of you, clearly readable in the good VW tradition. The central touchscreen is also well oriented and clearly readable. After the most recent facelift the now free-standing touchscreen is further enlarged, with a screen diagonal up to 32.8 cm.

What is truly impressive is the enormous plethora of information you can display on both the central touchscreen and the instrument cluster in front of you. Don’t get too enthusiastic when trying this out, as you can wind up with a drivers’ screen which informs you about too many things…

As with any car, it certainly pays to read the instruction manual carefully, something which hardly anyone does, much to their own expense. You will learn a lot, and the manufacturer has gone to great lengths to inform you, no efforts spared. For example, the manual of my trusted Lexus CT 200h is…696 pages long! Instead of looking at You Tube films to know more about using your car, read the manual first… 

We reconfigured the Variant drivers’ display to indicate also the oil temperature, and this gave us again some very interesting information. It reminded us that one needs to drive at least 10 minutes and/or up to 15 kilometers to get an oil temperature at working temperature. Water temperature is much sooner at its “ideal” level, as the thermostat brings it there rapidly to ensure ideal thermal efficiency and reduced fuel consumption. So don’t floor the accelerator too soon and don’t rev the engine too high on short (urban) runs…

An ideal driving position is soon found, with plenty of adjustment range available in seats and steering wheel column. 

One of the Achilles heels in the present day generations of VW’s are the haptic touch buttons to use the different infotainment functions of the car. It certainly needs a sensitive hand and index finger to get acquainted with them. But practice (and patience) makes perfect…. The slider controls for heating and ventilation are illuminated too, which is welcome at night.

Driving

The Golf has always been an excellent drivers’ car in its segment, and this Variant 1,5 eTSI DSG7 is no exception. The 130 HP 4 cylinder engine is smooth and willing, and well matched to the 7 speed DSG auto box. There is the addition of a mild-hybrid system and a powerful brake energy recuperation function, paired exclusively with the 7-speed dual-clutch gearbox (DSG).

The energy stored in the 48 V lithium-ion battery supplies the 12 V vehicle electrical system and drives the 48 V belt starter generator. Below 20 km/h, when coasting, the engine will shut off automatically, and it does also under braking.

The belt starter generator also starts the combustion engine – which as we said is switched off as much as possible while the vehicle is moving – in a barely perceptible way. Driving at normal throttle openings, the engine will change quickly into higher gears, keeping revs low. This belt-driven starter-alternator not only takes on the role of the alternator and starter but also operates as a small, lightweight electric motor that instantly boosts the drive torque when moving off.

The good torque characteristics of this unit still warrant brisk accelerations. Mind you, the Changes are smooth and jerk free, making (urban) driving most relaxing. Performance is up to scratch, with the “classic” 0 to 100 km/h sprint absolved in 9,6 seconds, and a top speed of not less than 206 km/h.

How does this translate in fuel efficiency? Again, much depends, as always, on your driving style. But the starter generator helps you. In low speed stop and go urban traffic expect a consumption in the range of 7,3 liters/100 km. On the open road, it is easy to get below 5 liters/100 km, and autobahn runs at legal speeds cost you seldom more than 6,5 liters. Indeed, the “coasting” function with automatic engine shut of when you lift the throttle at speed is smooth, very relaxing and indeed saves fuel.

VW claims that the assistance of the starter/generator reduces average fuel consumption by some 0,4 l/100 km. If you adapt your driving style to the philosophy of this eTSI, this is certainly true. The CO2 emissions according to WLTP  standards are 129 g/km, the emission standard is Euro 6d (WLTP).

Handling and comfort beyond reproach.

Needless to say that the Golf platform, it uses the Modular Transverse Toolkit (Modular Quer Bau) is currently Volkswagen’s most widely used technology platform, and allows for the Golf to offer customers a choice between petrol, diesel, CNG, electric and plug-in hybrid powertrains. The Golf Variant offers most excellent (high speed) stability and impeccable handling, behaving very predictably in all thinkable situations. We tested the car in very snowy conditions, and it proved to be masterful in every respect, of course when driven sensibly…

Practical There is another strong point of the Golf Variant, and that is offering room for its occupants and luggage. The Variant is now 4,633 mm long and now boasts a wheelbase of 2,686 mm (respectively a 66 mm increase compared with its predecessor). Much to the advantage of the interior: the legroom thereby also increases by 48 mm. There is also room for your luggage:  when loaded up to the top edge of the rear seat backrest, it offers 611 litres of stowage space.

With the vehicle loaded up to the roofliner with integrated luggage compartment net and the front seat backrests, the volume increases to 1,642 litres.

We drove the posh “R Line” equipment version, but it is good to know that the Golf Variant standard features already include the Lane Assist lane departure warning system, Front Assist with City Emergency Braking System and Pedestrian Monitoring, the new oncoming vehicle braking when turning function, XDS electronic differential lock, the Car2X traffic hazard alert, the keyless comfort start system Keyless Start and automatic lighting control. Always as standard in the vehicle interior: Digital Cockpit Pro (digital instruments), Composition online infotainment system touchscreen, We Connect and We Connect Plus online services and functions, a multifunction steering wheel, Air Care Climatronic automatic air conditioner and a Bluetooth telephone interface.

Conclusion

This Golf Variant eTSI A formidable practical companion, bringing you swiftly and economically in all types of weather and roads, with a useable range of 750 kilometers from its 45 liter tank, offering lots of passenger room fore and aft and for massive luggage too.

It is everything you would like a car to be, dependable, timeless, iconic, classless, standing indeed the test of time.

In its starter/generator configuration it makes clever use of e-power, not adding much weight in heavy batteries, which is also an advantage as European governments now soon want increasingly to tax cars on their weight. The Golf is also reasonably compact considering the room it offers, so it will have for many years (literally) its place in urban areas.

Hans Knol ten Bensel

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 drove the Peugeot 408 GT 225 HP hybrid : French style and panache…

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Peugeot is well known for its outspoken design, and the latest version of the 408 sedan is no exception. We all know that we live in a time where imposing SUV’s are all the rage, but then Peugeot, with an eye towards automotive tradition, will always keep an attractive sedan in its range, and the 408 is the result.

Did you know that the bodywork definitions ”sedan” and ’limousine” are French? The definition “sedan” stems from the French town of that name. The definition ‘limousine’ comes from the French region “Limousin”. In automotive terms, it is a luxury saloon, in horse-drawn world, it is a utilitarian cart or any big cart with three lateral windows. 

But then, is this Peugeot a “classic” sedan? Well, no! Just read further…

Hans Knol ten Bensel

According to Peugeot, the 408 is a blend between SUVs, hatchbacks and saloons, and has been described as a “coupe crossover.” Indeed, with the Peugeot 408, the brand with the proud lion introduces nothing less than its own segment, that of a raised fastback sedan.  Actually the present day 408 is based on the EMP2 platform, shared with the third-generation 308.

The development of the vehicle, led by project manager Aurélie Bresson, PSA Group took several years due to its radical concept, codenamed as the P54 during development.  

The design was inspired from an internal concept car that Peugeot had worked on, which was known as the “2015 Advanced Design” manifesto. Its design concept is also featured in the Citroën C5 X, which shares the same platform (long-wheelbase EMP2 V3) and height with the 408. Indeed, the family resemblance is manifest, and the long-legged stable and very comfortable road manners are similar.

The 408 is bold and elegant. Peugeot calls it also a fastback (indeed, because of its fifth door) and places it at the top of the C segment. Peugeot also states that the car exudes “allure” and, as we said earlier in our article at the static presentation of the 408, we liked the angular shapes and its well accentuated contours , with remarkable styling details like the inverted cut-out of the rear bumper. We also liked the 20- inch rims featuring an interesting geometric design, and we already pointed out in our colums (see https://autoprova.be/2022/09/14/bold-and-beautiful-angular-and-elegant-the-new-peugeot-408-is-a-fastback-with-panache/) we appreciated that the tire rims protrude further than the alloy rims and thus protect them, so you cannot readily damage the beautiful wheels at the first high kerbed stone you meet.

The future smiles at you in the cabin…

The bold and angular futuristic styling continues in the dashboard and cabin layout. Indeed, the PEUGEOT 408 offers the latest generation of the PEUGEOT i-Cockpit®, instantly recognizable by its compact steering wheel dedicated to driving pleasure and controlled agility. The compact steering wheel puts you indeed in a sporting mood and encourages you to drive this 408 with slightly more verve, but then you have to concentrate on finding a proper seating position so that your vision on the instrumentation is not (partially) blocked by the enthusiastically shaped steering wheel.

Driving: the joy of French comfort, grace and speed… Peugeot attaches great importance on comfort combined with safe, superior and predictable handling. The 408 scores beautifully in all these points. The 408 takes comfort to a very high level, even on frost-ridden secondary roads, wet routes nationales or départementales, and floats over it at (high) speed with undisturbed stability, to take you swiftly and safely to your destination. Traveling big distances is a boon for this 408. As said here earlier, it bears resemblance to the road manners if the “big” Citroën C5 X.

The test car was equipped with the top-notch drivetrain, in the PHEV version we tested. The 1,6 litre efficient four cylinder petrol engine develops 180 HP at 6,000 rpm, with torque being 250 Nm @ 1750 rpm. But there is also an electric motor of 110 Hp @ 2500 rpm sitting between the petrol engine and the 8 speed automatic transmission. The impressive torque of this motor, namely 320 Nm, is developed between 500-2500 rpm. All this results in a system power of 225 HP, and a system torque of 360 Nm.

This results of course in (more than) excellent performance. It will sprint in about 7,9 seconds from 0 to 100 km/h, and its top speed is a stellar 233 km/h. Abundant torque at every speed makes for a delightful performance experience. This car is well and truly a fast Gran Turismo. Mind you, this is nothing less than the performance of the iconic Jaguar E-Type!

Consumption depends greatly on how often you charge its 12,4 kW battery. According to WLTP standards, it is set at 1,4 l/100 km. Running it on petrol power, you can expect anything between 6 and 8 litres, depending on your driving mix between town and open road. You are helped by the relatively low weight (1.781 kg) of the car, and its excellent aerodynamics.

A roomy and practical daily companion

The 408 offers a lot of legroom on the elongated platform it shares with the Citroën C5 X. Boot space is also abundant, with a volume of 536 litres, which can be increased to 1.611 litres, once the rear seats are folded down.

The 10 inch touchscreen gives you all the necessary navigation and infotainment info, and the 408 pleases with puttons and switches on steering wheel and below the touchscreen for all the usual functions.

Of course, this 408 offers all the thinkable driver assistance and safety functions. Powered by 6 cameras and 9 radars, the driver assistance systems include adaptive Cruise Control with Stop and Go function,  Night Vision, which warns of animals, pedestrians or cyclists ahead before they appear in the high beam, Long-range blind spot monitoring (75 metres) and last but not least Rear Traffic Alert, which warns of a potential hazard when reversing.

All this contributes to driving pleasure, which is indeed overall a very relaxing experience. Intuitively you will feel very much at home and rather sooner than later you will come to enjoy the excellent sound system and find every drive with this Peugeot a “Zen” moment in your (busy?) day…

Conclusion

Peugeot has truly succeeded to create a roomy four passenger comfortable Gran Turismo which gives you a soothing driving experience, where you can enjoy refinement, experience the unique panache of French comfort together with unerring stable handling and the sheer pleasure of the speed and performance of a “grande routière.”

Combine all this with responsible energy consumption, E-power capacity in town, smoothness and mechanical “raffinement” all packed in a bodywork with stylish “allure”, and you will agree that this Peugeot has a lot to go for…

Hans Knol ten Bensel  

Photographers’ notes:

The photos were shot with our Lumix Panasonic DMC-FZ1000 again. The versatile Leica 25-400 zoom lens lets you capture details of dashboard and bodywork, where of course wintry light conditions  ask for wider lens openings and this results in a narrower depth of field.

But the camera body lies beautifully in your hand, the controls are easy and intuitive, and the articulating screen is crisp. This can also be said for the ocular screen, which however does not readily reflect the changes in image aspect when one chooses between over- or underexposure. So to be safe, one always has to see the result of the shot on the articulating screen…

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

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

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

We drove the Cupra Formentor 1.5 TSI 150 HP: a sporting beauty…

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Creating within the Seat family the Cupra line is a very wise decision. We always found that the quality and panache of the recent Seats merited special place, and with Cupra, they truly found it. We can even say that Cupra will become the main mass market sporty brand for Volkswagen.

The Cupra designers and stylists put on wheels one of the best looking SUV’s in its segment, and for your servant this alone is a very good reason to have a good look at this car and call it your own.

Furthermore, it carries the well proven VW group technology, and with that comes performance, economy and reliability.

Just read further…

Hans Knol ten Bensel

Exquisite

The Formentor certainly is kind for your eyes. Indeed, the car is pleasing to look at from any angle. It seduces with gentle, well balanced curves, well proportioned accent lines, and a very pleasing light signature. At the rear, it is reminiscent of the Lamborghini Urus and displays also a touch of the Panamera. The front end also conveys exactly what the Formentor stands for, and the beautiful alloys complete the picture perfectly. It is a low slung SUV. The manufacturer defines the Formentor as a bespoke SUV Coupé, and deservedly so. Formentor signals its Spanish roots, and actually is the name of a beautiful peninsula in Majorca.

Also in the cabin, the designers have done their homework. One finds copper coloured accents throughout, from the stitching to the copper tinted badge on the steering wheel. The led lighting is also dramatic, with as default hue a copper yellow which runs along the dashboard edge. Note also that this wraparound LED also alerts you to objects in your blind spot (!). Of course, when you step in your Formentor at night, the CUPRA Welcome light projects the CUPRA logo down onto the floor.

Then we have said nothing about the digital instruments on the panel in front of the driver. You can choose between calm simplicity with some navigation and audio information thrown in or two classic round dials,

and last but not least a large Porsche style central rev counter or as icing on the cake the two square shaped clusters reminiscent of BMW’s.

Of course we preferred most of the time the “Porsche” large rev counter in front of us, as we liked to see what we heard, i.e. the pleasant throb of the efficient 1,5 litre four cylinder at work. This 150 HP/110 kW long stroke unit is coupled to the well proven DSG 7 speed box, and it suits the engine characteristics perfectly. Well honed electronic engine and gearbox management sees to that. The engine develops a healthy 250 Nm of torque between a very wide rev range of 1,500 to 3,500 rpm.  One has the choice between different driving modes, from sport to comfort.

The engine is lively enough and has more than sufficient pulling power to warrant an inspired driving style, so we opted most of the time during our test for the comfort mode. Indeed, it is hardly necessary to put the throttle deeper, the absolute performance figures amply prove the point. Accelerating from 0 to 100 km/h is absolved in 8,9 seconds, with the engine revving with a beautiful staccato. Indeed, this is one of the joys of driving a petrol engined car…Top speed is a good 203 km/h. Mind you, these overall performance figures are the same as the original 911 Porsche!

Of course, fuel consumption varies a lot in function of your driving style. During our test, we averaged some 7,2  liters, with several long motorway stretches thrown in. Driven in a rather spirited manner in urban traffic, consumption rises to a good 10,5 liters/100 km. The manufacturer quotes according to the WLTP cycle for the DSG version a consumption ranging between 6.6-7.2 l/100 km. CO2 emissions are  150-163 g/km.

Superb handling

The Formentor runs on the VW Group MQB platform, with the suspension of course calibrated to its sporting pedigree. It handles and steers with balance and precision, and it is a true joy to drive it with verve on winding roads. Of course, the chassis and suspension are laid out for far more power than this 1,5 litre 150 HP version. The most powerful is the 310 HP variant, so you can understand that the car has a rather easy play with the performance of this one.

All these good road manners are combined with very good comfort. The Formentor is nicely sprung, striking a good balance between low and high speed stability, surefootedness and absence of body movement in sharp corners. The suspension is also not unduly firm on rougher surfaces either. We noticed on some road surfaces somewhat higher wheel roll noises, which force you to turn the audi knob a bit higher than you would like.

Everyday life

The Formentor is very pleasant to live with. We said, one is already spoiled by the aesthetics of the instrumentation and cabin, and on top of that you will find out that you have more than sufficient head and legroom both in front and at the rear. Boot space is also more than sufficient with its standard 450 liters. One good word also about the infotainment system. On the centre console we find the easy to read and manipulate 12 inch touchscreen, with of course all the necessary functions at your fingertips.

There are lots of pleasant features for your phone. For instance the place your smartphone in the Connectivity Box to amplify signal, charge seamlessly and sync to play music via the premium BeatsAudio™ system. There is also CUPRA CONNECT: you receive real – time traffic updates and directions while seamlessly connecting to your smartphone to utilise apps and listen to music services on the move. Of course there is Wireless Full Link, so your Apple or Android smartphone seamlessly syncs up, so you can display your favourite apps and functions on screen.

Conclusion

The Formentor is a compact SUV with lots of style and character, and it was actually the main reason why we found it so endearing. For more sporting souls, the Formentor has many more cards upon its sleeve, and the dynamic SEAT/Cupra PR department at D’Ieteren promised us also a test with the 2 litre 190 HP version early next year, so indeed we have something very good to look forward to in 2024!

Hans Knol ten Bensel

Photographers notes:

We shot the photos here with our newly acquired used Panasonic Lumix DMC FZ-1000. As I mentioned in my Instagram site autoprova.be, this so called “bridge” camera, offering a 20 mp sensor, 4k video, and last but not least a Leica Vario Elmarit aspherical f 2.8-4 25-400 mm lens, certainly has the works. It was still in pristine, “as new” condition. These bridge cameras are certainly worth looking at. They offer versatility and formidable value for money. Read all my comments on my Instagram post… https://www.instagram.com/p/Cxr1A1loacv/?igshid=MTc4MmM1YmI2Ng==