Category: Car Tests

We drove the Jaguar E-Pace R-Dynamic P 300e

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On the Jaguar Media Drive Day we sampled driving impressions of the exhilarating E-PACE…

We told you earlier on our pages that we put the entire Jaguar Range (literally) through its paces, and it proved to be a unique experience indeed. (To read it, just click the link https://autoprova.be/2021/06/15/we-put-the-whole-range-of-jaguars-and-land-range-rovers-through-their-paces/)

We start our overview of the more detailed driving impressions with – in our opinion at least – one of the most interesting cars of the range: the E-Pace, here in the most dynamic version. We find this Jag good looking, of ideal dimensions, and of course wonderfully dynamic. Just read further…

Hans Knol ten Bensel

Our (UK registered) test car came with the so-called “Black Pack”, with unique black mirror caps, panoramic roof, privacy glass and red brake calipers, which complement Satin Grey 19-inch alloy wheels. There is Gloss Black detailing to the front bumper and lower grille surround, main grille surround and grille tips. The side window surround and side vent – complete with the Jaguar leaper – also feature a Gloss Black finish, along with the Jaguar script and rear badging. The R-Dynamic Black is available with all E-PACE exterior colours, including new Ostuni White. Our test car came with the latter colour.

Also the interior is up to date with the curved 11.4-inch HD touchscreen integrated into the central instrument panel.

The large touchscreen operates the intuitive Pivi Pro infotainment system, which provides greater clarity and allows the driver to carry out 90 per cent of common tasks within two taps from the home screen thanks to its simplified menu structure.

But besides the good looks, there is of course state-of-art technology awaiting you.

Jaguar Land Rover’s Premium Transverse Architecture (PTA) ensures the E-PACE has the latest electrified powertrain technologies, as well as delivering improved ride comfort with the performance and handling agility Jaguar customers expect. Indeed, the handling and agility of the E-PACE is nothing short of superb, as we found out on the winding roads near Namur.

We drove the whole Jaguar Range on the scenic winding roads near Namur….on June 15, 2021 Press Day JLR Belgium

New engine mounts contribute to enhanced throttle response, while the suspension layout ensuring indeed a comfortable ride.

The Jaguar E-PACE is available with an efficient three-cylinder P300e PHEV powertrain, plus the most advanced four-cylinder petrol and diesel Ingenium engines, utilising MHEV technology to deliver enhanced performance, refinement and efficiency.

The current engine line-up includes:

Diesel

·163PS 2.0-litre four-cylinder turbo, six-speed manual, FWD

·163PS MHEV 2.0-litre four-cylinder turbo, nine-speed automatic, AWD

·204PS MHEV 2.0-litre four-cylinder turbo, nine-speed automatic, AWD

Petrol

·160PS MHEV 1.5-litre three-cylinder turbo, eight-speed automatic, FWD

·200PS MHEV 2.0-litre four-cylinder turbo, nine-speed automatic, AWD

·249PS MHEV 2.0-litre four-cylinder turbo, nine-speed automatic, AWD

·300PS MHEV 2.0-litre four-cylinder turbo, nine-speed automatic, AWD

·309PS PHEV 1.5-litre three-cylinder turbo, eight-speed automatic, AWD

The P300e PHEV powertrain of our test car combines a 200PS 1.5-litre three-cylinder Ingenium petrol engine and a 109PS (80kW) Electric Rear Axle Drive (ERAD) motor to deliver 0-60mph in 6.1 seconds (0-100km/h in 6.5 seconds) with CO2 emissions from 44g/km and fuel efficiency of up to 143.1mpg (2.0l/100km) (WLTP TEH combined).

We were indeed utterly impressed by the liveliness of this E-Pace.

The  P300e powertrain operates in one of three modes: Hybrid, EV or Save:

·HYBRID mode uses both the petrol engine and the electric motor in the most responsive and efficient way, intelligently switching between pure EV driving and using the petrol engine

·EV mode provides zero-emissions driving for up to 34 miles (55km)

·SAVE mode enables the driver to recover up to 85 per cent of battery charge, which can be deployed later in a journey, for example in urban areas.  

Enhanced connectivity

The latest E-PACE comes with even greater technology and connectivity options, with wireless Apple CarPlay® becoming available soon as standard*. Wireless Android Auto™ will also become available as standard at the same time,* with both available via a SOTA update for all Pivi and Pivi Pro equipped E-PACE models – seamlessly replicating the customer’s smartphone display on the central touchscreen and giving drivers multiple methods of controlling infotainment and phone functions. The E-PACE is also available with wireless device charging.

The Jaguar Range was neatly lined up on the Media Drive JLR Belgium

Jaguar’s advanced Pivi Pro infotainment system has a range of embedded apps, fast start-up from its own dedicated power source and dual-SIM technology so you can stream media and download updates simultaneously.

Pivi Pro technology is complemented by the 12.3-inch HD Interactive Driver Display that features enhanced graphics, a fully configurable layout with digital dials, media information, phone functions or full-screen mapping for the navigation system. With the optional Head-Up Display, the E-PACE’s interior technology ensures the driver is provided with numerous ways of configuring the set-up in the most convenient way possible.

Pure cabin ambiance…

The Cabin Air Purification system improves interior air quality through Nanoe technology.  The advanced system features PM2.5 filtration, which captures ultra-fine particles – including PM2.5 particulates – to improve occupant health and well being and is activated by pressing the ‘Purify’ button within the central touchscreen.

The latest enhancements ensure Auto High Beam Assist is fitted as standard on E-PACE S models, previously standard on SE and HSE derivatives, while the seating options have been simplified, ensuring customers can specify the perfect E-PACE with ease. High-quality Meridian Audio Sound is now standard from SE specification and memory functions for the door mirrors and seats are now standard on S models.

The E-PACE we drove on the sunny roads near Namur on the Media Drive JLR Belgium…

All R-Dynamic models feature Configurable Dynamics as standard, allowing drivers to hone detailed aspects of the E-PACE’s driving dynamics, including throttle and gearbox responses, as well as steering settings and suspension (where Adaptive Dynamics is specified) to tailor the driving characteristics to suit individual driver preferences. We just loved it!

More driving impressions of the Jaguar range to follow soon…

Hans Knol ten Bensel

Experiencing E-mobility for all: we drove the new Citroën AMI in the streets of the Capital of Europe…

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Citroën has always been THE brand for breakthrough mobility solutions. It responded this time to today’s challenges by offering 100 % electric mobility literally for all: a cute, roomy two seater with an 8 HP (6 kW) electric motor which can be charged in 3 hours on your home socket and which offers up to 75 km electric range in town or country/village roads. What’s more, since it is only 45 km fast, you don’t even need a drivers’ license for it. In France, 14 year old’s can drive it, in most European countries this is possible from 16 years onwards. But it is also excellent news for the (very) elderly, they have the ideal, roomy two seater which protects them from the elements, it is easy to step in and out of, has two wide opening doors and is the proverbial breeze to drive.

Citroën has done it, and we were delighted thanks to the dynamic PR team to experience the first kilometers behind its cute steering wheel in the streets, squares and boulevards of Brussels. Just read further…

Hans Knol ten Bensel

Light and roomy

Like the iconic 2 CV, this AMI is designed with nothing but practicality in mind. Its symmetrical body shape is unique, with a long roof and cabin, offering a sea of space for its two happy occupants. Only the driver’s seat can be moved fore and aft, the passenger’s seat is fixed, and therefore one sits normally a bit further back than the driver.

Room for a cabin space suitcase, and an elegant hook to hang your bag…

But she/he enjoys formidable legroom, and can actually stretch its legs fully. This means that seating with your legs in a normal position, there is even room for a cabin size suitcase in front of your feet! So there is always enough room for your errands, as besides in the cabin, the AMI has still an extra luggage space in the back.

Citroën has decided to make this long cabin as light and airy as possible. Therefore, a glass panoramic roof is fitted standard. So it is la Vie en Rose in your AMI. One gets in through the wide opening doors, which are identical and because of that opening in different directions. The driver’s door sways out in the front, making getting in and out super easy.

You can throw your pocket camera, bottle and sundry in one of the three customizable bins just behind the window, hang your city/handbag on the elegant hook provided on the passenger’s side, and get behind the wheel. The dashboard just reveals speed and battery charge level, indicating also the remaining range in km. Further, there is a switch for heating and fan. Next to it is a smartphone holder, so your phone can provide for navigation and music.

The row of knobs for “Drive”, “Reverse”, “Neutral” and “Park” sits on the left side of the driver’s seat. Just push “D” and off you go. Acceleration is lively, but don’t expect miracles from 8 HP moving a cute car with a total weight with battery of 485 kg, where one still has to add the weight of one or two passengers. But it is certainly enough to move along with the flow of urban traffic, and with some restraint one soon notices that a cruising speed of around 40 km/h needs just a push of 1 or 2 centimeters on the throttle. You don’t get any deceleration from the E-motor when you lift the throttle at speed, so adapt your driving style and drive with more anticipation as the distances to make good use the kinetic energy are longer. But it can be done, and soon you get the hang of it…

Driving in Brussels one soon notices that the indicated range is absolutely realistic, and that’s a big plus. Also remember, three hours is enough to fully (re)charge the AMI.

Brussels paves are ridden with potholes and ridges, but the AMI took it very well in its stride with a surprisingly comfortable suspension.

Make it your very personal AMI…

As said, life is good in this AMI. Typical and reminiscent of the 2CV are the side windows, which open by manually tilting upwards.

Citroën offers, in a “Do It Yourself” fashion, the possibility of creating the object that suits each customer’ tastes through a kit of accessories that can easily be installed yourself. This kit incorporates functional decorative items: a central separation net, a door storage net, mat, storage tray on the top of the dashboard, small hook for a handbag, smartphone clip, DAT@MI box (dongle device) connected to the My Citroën app to retrieve essential information from your Ami on the smartphone.

4 main shades are available for these accessory kits, costing 400 Euros: MY AMI GREY, MY AMI BLUE, MY AMI ORANGE, and MY AMI KHAKI.

2 characterful packs are available on AMI for even more customization. These 2 packs contain all the above decorative elements and large format stickers that cover the outside and thus give AMI its very own style.

– My Ami POP with Orange personalization and a fun, young and sporty look, with a rear spoiler, is available for €8,190 incl. VAT.

– My Ami VIBE in gray with a more upscale, chic and graphic design that integrates roof coverings in addition to the stickers, is available for € 8,690 incl. VAT.

The installation of these 2 personalization packs is entrusted to professionals before delivery.

The specific exterior body colour is neither too feminine nor too masculine and works with the different colour packs Citroën has developed (blue, white, khaki and orange).

So the Ami is a base that can become a completely customised object with exterior and interior accessories that are either pure style or offer real extra functionality, as well as stickers that give it a completely different characters, tells us Pierre Leclercq, Head of Citroën Style.

Prices…

AMI AMI: 7.290€ incl. VAT

MY AMI ORANGE, KHAKI, GREY, BLUE: 7.690€ incl. VAT

MY AMI POP: 8.190€ incl. VAT

MY AMI VIBE: 8.690€ incl. VAT

MY AMI CARGO : 7.690€ incl. VAT.

Hans Knol ten Bensel

We drove the MINI Countryman Cooper Northwood Edition: This MINI thinks BIG…

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The MINI Countryman has grown to be a medium size SUV, like for instance the Audi Q2 or Nissan Qashqai, and has borrowed many mechanical elements of the BMW X1. But it also has retained all the quintessential styling elements of the MINI, its typical upright proportions, styling language and bodywork details, which it continues even more in the interior, where we find the big central round dial with the infotainment display, and the typical toggle switches, amongst others.

The MINI Countryman buyer has plenty of choice: in addition to plug-in hybrid drive, the new MINI Countryman is available with three petrol engines and three diesel engines featuring the latest MINI TwinPower Turbo Technology. But besides a wide array of drivetrains, the range of accessories has also been greatly expanded, and indeed, we saw also the launch of the fully equipped Northwood Edition. We told already more about it then in these columns, and you can read about it with the following link:  https://autoprova.be/2021/02/12/stylish-and-iconic-mini-launches-the-new-mini-countryman-northwood-edition/

We drove for you this fully loaded edition with the 100 kW/132 HP three-cylinder petrol engine and the 6-speed manual transmission. Plenty of zest and driving pleasure is guaranteed, we can already tell you here. Just read further…

Hans Knol ten Bensel

Northwood ambiente inside and out…

Our test car was certainly pleasing to the eye. Executed in a deep blue, it was shod with stylish black alloys, and compared to the previous model, it sports a newly designed radiator grille, with LED headlamps and LED fog lights now as standard.

The standard trim of the new MINI Countryman also includes LED fog lights, with a light band in the upper semicircle of each fog light serving as a parking light. The LED rear lights are now also in Union Jack design.

In the interior your eyes admire the new digital cockpit display with a 5-inch colour screen, and also the Piano Black interior surfaces for the cockpit and door bezels are putting you in a good mood.

We just love also the toggle switches, and find all commands easy at hand. The sports leather steering wheel also falls ideally in your hand. Only when your MINI has been standing in the sun, the wheel rim of the sports leather wheel can get very hot, and can be barely touched for the first few minutes without wearing gloves. Indeed, classic driving gloves are a necessary accessory in our ever-warmer summers now…

The Connected Media and Connected Navigation Plus options, available as an alternative to the basic configuration, each include an 8.8-inch colour screen with touchscreen function located in the central instrument that is typical of the brand. The circular control unit in the new MINI Countryman looks great, with the audio control panel and the buttons for hazard lights and driver assistance systems now integrated even better. Meanwhile touch-sensitive bookmark buttons and high-gloss Piano Black surfaces underscore the premium character of the central instrument.

Even the standard audio system offers audio streaming via a Bluetooth connection and a hands-free telephone system with USB interface. The Radio MINI Visual Boost and the digital instrument display form part of the optional equipment item Connected Media, while the Connected Navigation option makes a range of additional infotainment functions available in the new MINI Countryman in addition to providing a convenient route guidance system. This option also comprises wireless charging for compatible mobile phones and a second USB socket.

The new MINI Countryman is equipped with a SIM card that is permanently fitted in the car. This enables use of Intelligent Emergency Call with automatic detection of vehicle location and accident severity, as well as MINI TeleServices. The new MINI Countryman is always online, enabling seamless integration of the voice assistant Amazon Alexa.

This provides access to the Real Time Traffic Information service as well as the internet platform MINI Online and preparation for Apple CarPlay. MINI Connected can be used to send navigation destinations from the smartphone to the vehicle. The mobile phone connection also means that the vehicle’s navigation map is updated automatically.

Very willing engine…

MINI TwinPower Turbo Technology is used in the 3-cylinder petrol engines, and they are very responsive indeed. Throttle response is immediate and without any hesitation, from very low revs onwards. The exhaust manifold is integrated in the cylinder head along with turbo charging. Among other things, this ensures highly effective cooling of the exhaust gases and the turbocharging system. Also, the petrol engine direct injection system operates at a maximum pressure that has been increased from 200 to 350 bar. With this very willing engine, performance is rather brilliant, with an acceleration from 0 – 100 km/h in 9.7 seconds. Top speed is an impressive 205 km/h.

The six-speed gearbox is a delight to use, spoils you with precise, quick changes. The clutch is very smooth and progressive, the drivetrain copes wonderfully with all the pulling power, as it has been designed to cope with far more torque and power in the sportier models.

But the bare performance figures do not tell the whole story. The sheer effortlessness and smoothness when you use the full performance of this MINI has to be felt to be believed. It is indeed a very agile as well as smooth car in everyday use, and that makes a lot of the charm of this MINI.

With all this smooth and vibration free willingness, one is tempted to put the throttle somewhat deeper than originally intended, and this bout of extra enthusiasm translates also in the consumption figures. We clocked a test average of some 8 liters/100 km, using the performance more often than not. Constant speed economy is excellent, so when cruising at the legal limits the immediate consumption hovers between 5 and 6 liters and less. The manufacturer quotes 5.9 – 5.6 liters/100 km, with CO2 emissions being 135 – 129 g/km.

Masterful on the road…

The MINI Countryman has wonderful handling and road manners. Despite its more than 4-meter length, it feels nimble and agile, as indeed a true MINI should. It steers wonderfully precise, and invites you to take winding roads with spirit and zest. Straight line stability is of course also excellent, and this Countryman is also a perfect “Autobahnwunder”, capable of cruising at very high speeds indeed.

Practical

The new MINI Countryman has as the biggest MINI a versatile interior. Three fully-fledged seats are available at the rear. Alternatively, the second row of seats can also be used to expand transport capacity. By folding down the rear seat with a 40 : 20 : 40 split, storage space can be extended from 450 to up to 1 390 liters.

Conclusion

Providing character, unique panache, space in combination with mechanical excellence, superb handling and zesty performance, this is what the MINI Countryman is all about. The Northwood Edition spoils you with a full equipment, to keep you connected, amused, comfortable and happy.

This car is a true delight to use every day, and you will hardly get tired of it. We liked the version we tested, but there is – as we said – so much more, from E-power to full all wheel drive.

We hope to lay our hands soon on one of these more powerful (AWD) versions, not forgetting the electrified versions. Stay tuned on these columns…

Hans Knol ten Bensel 

We put the whole range of Jaguars and Land/Range Rovers through their paces…

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Today we were invited by the people of Jaguar Land Rover Belux for a Jaguar Land Rover Media Drive at the magnificent establishment La Noiseraie , and it proved a wonderful experience. The whole range of Jaguars were driven on the scenic winding roads and motorways around Namur…with the exquisitely sporting SV R being the icing on the cake, although the hybrid and full electric Jaguars proved very impressive indeed.

The Land/Range Rovers were put to the ultimate off-road test at the Land Rover Experience Center at Suarlée.

We were also able of course to have a thorough go in our former test car we drove earlier, the New Defender, see also our test on these pages…

More on all this soon, we just show you here a few images, which say more than thousand words… just stay tuned on these columns!

Hans Knol ten Bensel

We drove the Land Rover New Defender 90 P400: an icon reborn…

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It is always tricky to restyle and re-engineer a classic icon. But the people of Land Rover have succeeded. And how: a thoroughly modern looking car that nevertheless retains all the iconic elements of the original Defender. Its tall, upright stance, its purposeful short overhangs, to name but a few. Technically, the New Defender truly belongs to a new era. Painstaking efforts have been made to retain and even improve the legendary terrain capabilities of the Defender, while vastly improving the on-road driving qualities. The level of handling, comfort and road manners have nothing to do any more with the original. This makes this New Defender again fit for another few decades, enough time to grow into another icon. We were already convinced after this test. Just read further.

Hans Knol ten Bensel

Inspired by its past, but not harnessed by it…

These words were said by Gerry McGovern, Chief Design Officer, Land Rover, and it all sums it up just right. This is a new Defender for a New Age, he says, and we agree. The lines are clean, well proportioned. Besides the short wheelbased 90 and its hardtop version, there is also the 110, which offers five, six or 5+2 seating configurations, with a load space behind the second-row seats of up to 1,075-litres, and as much as 2,380-litres when the second row is folded. The Defender 90 is capable of accommodating six occupants in a vehicle the length of a compact family hatchback. It is aerodynamic too: it even has a flat underbody which both optimizes aerodynamic performance (as low as 0.38Cd).   

The stripped-back personality of the original Defender has also been embraced inside, where structural elements and fixings usually hidden from view have been exposed, with the emphasis on simplicity and practicality. New features include a dash-mounted gear shifter to accommodate an optional centre front ‘jump’ seat, which provides three-abreast seating across the front like early Land Rovers. The back of this ‘jump’ seat folds neatly forward, offering an immense centre console/armrest, and we just loved it.

Our test car came with the optional full-length Folding Fabric Roof – available on both 90 and 110 – for that open-top feel. There is even more: it also allows passengers in the second-row seats to stand up when parked to provide the full safari experience…

Strong and durable

Bystanders admiring the new Defender usually comment “we still like the old one for its robustness”. Well, they are wrong. Chassis engineering is now living in modern times. And the new Defender is the rolling proof of it.

Its new D7x (for extreme) architecture is based on a lightweight aluminium monocoque construction to create the stiffest body structure Land Rover has ever produced. It is three times stiffer than traditional body-on-frame designs, providing perfect foundations for the fully independent air or coil sprung suspension and supports the latest electrified powertrains.

Our test car had the air sprung suspension, and it is a superb experience, both on- and off road.

Outstanding both on- and off road…

This New Defender drives truly top notch on the road. Our test car proved with its air suspension superbly comfortable, and even spirited driving on winding roads delivered predictable handling with little body roll. Straight line motorway driving at high speeds is also what the New Defender is built for.

 In urban traffic and on terrain,  Land Rover’s advanced ClearSight Ground View technology helps drivers  by showing the area usually hidden by the bonnet, directly ahead of the front wheels, on the central touchscreen.

But also off road the Defender has what it takes to excel. Permanent all-wheel drive and a twin-speed automatic gearbox, centre differential and optional Active Locking Rear Differential ensure it has all the hardware required to feel at home in desert sand or (arctic) tundra.

“Configurable Terrain Response” debuts on New Defender, allowing experienced off-roaders to fine-tune individual vehicle settings to perfectly suit the conditions, while inexperienced drivers can let the system detect the most appropriate vehicle settings for the terrain, using the intelligent “Auto” function.

The new body architecture provides ground clearance of 291mm and world-class off-road geometry, giving the 110 approach, breakover and departure angles of 38, 28 and 40 degrees (Off-Road height) respectively. Its maximum wading depth of 900mm is supported by a new Wade programme in the Terrain Response 2 system, which ensures drivers can ford deep water with complete confidence.

Up-to-date power…

The New Defender offers a choice of advanced petrol and cleaner diesel engines,  while a Plug-in Hybrid Electric Vehicle (PHEV) powertrain provides silent EV-only progress of up to some 43 km.

The petrol line-up comprises a four-cylinder P300 and a powerful six-cylinder P400, featuring efficient Mild Hybrid Electric Vehicle (MHEV) technology.

Our test car came with the P400, and indeed powerful it is.

This in-line six-cylinder Ingenium petrol, as said with MHEV technology, features both a conventional twin-scroll turbocharger and an advanced 48-volt electric supercharger, with a belt-integrated starter motor in place of the alternator to assist the petrol engine. Indeed, this starter motor ensures more responsive and refined operation of the Stop/Start system and provides extra assistance to the engine when accelerating.

The MHEV system also has a 48-volt lithium-ion battery to store energy captured as the vehicle slows down.

Driven with restraint, coupled with an ultra smooth 8 speed auto box, this six cylinder (how do we love the sound of straight sixes…) just hums along at anything between 1200 and 2000 rpm, letting you enjoy its impressive torque. It develops not less than 550 Nm over a wide rev range of 2000 to 5000 rpm. Push the throttle deeper and the Defender lifts its heels. Indeed, 400 PS or 295 kW between 5500 and 6500 rpm really make you move. The Defender storms from 0 to 100 km/h in 6 seconds, and its top speed is 191 km/h. This New Defender counts therefore among the fast cars on our roads, a truly outstanding feat.

Fuel consumption depends heavily on how you drive your Defender. Anything between 14,2 and 9 liters/100 km and even slightly less when you concentrate yourself on adopting a smooth and anticipative driving style, is what you can expect, even when driving in town. (!). The MHEV system helps here of course. The manufacturer quotes 9,6 l/100 km for the NEDC cycle, with CO2 emissions being 219 g.

We also note that your new Defender can tow up to 3500 kg (!).

State-of-the art infotainment…

The New Defender introduces Land Rover’s new “Pivi Pro” infotainment system. The touchscreen is intuitive and user-friendly, requiring few inputs to perform frequently used tasks, while its always-on design guarantees almost instant responses.

In addition, the New Defender takes Software-Over-The-Air (SOTA) technology to a new level, with 14 individual modules capable of receiving remote updates.

…and you can personalize your Defender

Like on our test car, a Satin Protective Film can be specified to make the exterior paintwork even more durable. The wrap helps protect against everything from car park scratches to bramble rash and is available as a factory-fit option in Gondwana Stone, Pangea Green and Eiger Grey, providing a unique contemporary finish as it protects the Defender’s paintwork.

In addition to the Accessory Packs, the New Defender is available with the widest choice of individual accessories ever assembled for a new Land Rover, with everything from a Remote Control Electric Winch, Rooftop Tent and Inflatable Waterproof Awnings to more conventional tow bar systems and roof racks.

Conclusion

This New Defender oozes with panache, with its clean body to its impressive, well styled interior, breathing uniquely the aura of our modern times, combining it with a reductionist styling language.

Technically, from chassis, suspension, drivetrain and engine(s), this new Defender is truly top notch. The result is formidable comfort and very good handling on the road, and masterful behavior and capabilities once you leave the beaten track.

The 400P provides excellent performance, and offers reasonable economy when you drive relaxed. A car for all seasons, for any road or place in the world. You will feel at home in it, everywhere you go.

Hans Knol ten Bensel  

We drove the Renault Captur E-Tech Plug-in Hybrid: the compact SUV which has it all…

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Renault has now also introduced its clever E-Tech Hybrid system in its Captur range, showing clearly that besides full electric propulsion, the hybrid solution has certainly its firm place in the Renault drivetrain strategy.

Having driven also the Mégane GrandTour with the same E-Tech technology, we were again very pleased with the refined qualities of the system, which also makes very efficient use of both electric and classic combustion engined propulsion. Indeed, provided you adopt a relaxed driving style, this Captur will spoil you with a close to 50 km range on its batteries, and an average fuel consumption in hybrid mode with (almost) depleted batteries still well below 6 liters/100 km. Add to this the “Zen” feeling of electric driving – the Captur will always drive away on E-power – and you will understand that we loved testing this good looking SUV. Just read further.

Hans Knol ten Bensel

Elegant

The Captur is well styled and proportioned, and pleases to the eye from any angle. A strong selling point, and now the Captur is further enhanced by the equally well designed led head- and rear lamps.

The cabin is also vastly improved, the level of finish and the quality of the materials used is now top notch. We just loved again the tall upright 10,25 inch touchscreen, the easy to manipulate round knobs for heating and ventilation, the Renault typical audio control, the quality of infotainment, the easy and self-explaining choice of the different driving modes. Apple Car Play and Android Auto connectivity are also to be had. The Captur is practical too, with large doorbins to stow away the things you take along on a car ride and an adequate luggage space with split floor to accomodate the charging cables. (Indeed, there is one for domestic plugs and one type 2 charging cable.) The Captur will also seat five without too many problems.

The E-Tech drivetrain convinces…

After the Mégane, the E-Tech system in the Captur convinced us again. It transforms the Captur in a comfortable, smooth, relaxed performer. As said, the fact that you will always drive away on the 67 HP electric motor adds greatly to the premium feeling this Captur gives you. The acceleration in those first meters is not only smooth, it is also quite powerful, and be sure that the Captur is a quite lively car at traffic lights.

At the beginning of our test, we managed to drive 44,5 km on battery power, with the rest of the distance, 60,6 km, driven in “My Sense” mode, using both engine and battery power. Average fuel consumption was 1,1 liter/100 km, E-consumption 14,4 kW/100 km.

The E-Tech system has three engines: one 1,6 litre Atkinson cycle 91 HP combustion engine, the 67 HP electric motor and then a smaller second electric motor which serves as starter motor for the combustion engine and generator. Acceleration is especially good at lower speeds, but the 0 to 100 km/h sprint is still quite creditable with a time of 10,1 seconds.

With batteries (almost empty, we drove a stretch of 95 km on the open road, using mostly the combustion engine, staying in the “my sense” mode. Fuel consumption was a very creditable 5,3 l/100 km.

Top speed is also a very satisfactory 174 km/h, which makes this Captur a quite potent motorway cruiser.

When asking full performance, the combustion engine will step in verve and will of course be pushed to high revs, but soon one learns to be sensitive with the right foot: a slight lift off of the throttle will induce the gearbox to choose a higher gear, and the engine revs will immediately drop. The E-Tech drivetrain, as well as the Captur, are built for comfort and a relaxed driving style, rewarding you, as we pointed out in our introduction, with very good efficiency, both in liters and KWh /100 km.

Choice between driving modes…

One can opt for the “Sports” mode which makes a performance oriented choice between the electric motors and engine, but most will choose the “My Sense” mode, as we did during most of our test, and the inboard computers will make the smooth and efficient choices for you. We also drove the Captur with the stylish gear lever put in “B” position, which increases the regenerative function when you lift the throttle, and soon enough you will be able to drive the Captur as a “one pedal” E-car in urban traffic. Then you can choose the “Pure” function, which lets the Captur run solely on E-power, and select the “E-Save” function or mode when you want to save battery power for later.

Needless to say that this Captur is very much fun to drive in town, but thanks to the 158 HP hybrid drivetrain it is also well at home on the open road, and this over long distances.

The Captur has a 9,8 kWh battery pack, which is housed under the rear seat, but the interior space is hardly impaired at all, and the rear seat bench can even be shifted back and forth to gain either legroom or luggage space.

The stylish gear selector sits on a “floating” console…

The extra weight of the batteries made a somewhat stiffer suspension necessary, but this did not make the Captur uncomfortable. Handling is also still quite pleasing, the car  can be driven spiritedly over winding roads, but this being said, it will not invite you to throw it around corners. As we said before, the true vocation of this Captur is relaxed and comfortable touring, and to enjoy the “Zen” panache of electrified motoring.

Conclusion

Renault stepped into the hybrid arena, and convincingly so. With the plug-in facility, you have literally the best of both worlds. In our country though, one needs a home charger. But then again, if no charging points are available, you have the pleasant possibility of running on fuel, and the Captur proves here to be quite frugal too. So this go anywhere anytime electrified pleasant looking compact SUV has many cards upon its sleeve…

Hans Knol ten Bensel

We drove the 135 HP Renault ZOE 50: a bestseller with more punch and range…

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The facelifted ZOE now has a more inviting front end too… and got LED headlamps standard.

Did you know that almost one out of five E-cars sold in Europe is a ZOE? Not surprisingly, as since its introduction back in 2012, the cute ZOE had the small EV market almost completely for itself. Now the competition is growing, with the Opel e-Corsa and the Peugeot e-208 coming to our markets. But Renault has revamped its ZOE on just the right points to make its baby still score very well in its segment: a bigger battery, a stronger engine, and a revamped interior indeed make the ZOE as attractive as ever… just read further!

Hans Knol ten Bensel

The bigger 52kWh battery gives the ZOE an interesting range… The Z.E. symbol lights up blue when the car is charged…

Let’s start with the most interesting point: the bigger battery. Instead of the former 41 kW unit, the ZOE now has a 52 kWh battery, putting 326 kg on the scale, but more importantly, pushing the effective driving range just beyond the 400 km mark. Given of course the appropriate driving style.

Energy efficient…

When you set the cruise at 95 km/h or thereabouts, just to be a bit faster that the heavy trucks and lorries, the ZOE will consume 7 to 10 kW/h with the ZOE at these speeds, and yes, you can enjoy quite useful ranges, close to 400 km indeed.

This meant also using the clever “B” function by slipping the nicely designed gear-lever in this position, which lets the car regenerate the kinetic energy more intensely, effectively slowing the car more markedly when one lifts the throttle. Soon, one has learns to drive with more anticipation,  and soon you drive this ZOE as a one-pedal car. A delight in dense urban traffic.

We also clicked on the “ECO” driving mode, but this severely reduces the car’s liveliness, and in our opinion should only be used when “getting home” is crucial.

Of course, this nice range is markedly shortened when you use any airco/heating function, fans and windscreen wipers and other accessories. The effective range soon drops closer to maximum 300 km or thereabouts.

Lively performance

Having said this, the 100 kW or 136 HP motor, having also a healthy 245 Nm of torque, transforms the 1502 kg ZOE in a very lively performer. Low speed acceleration is excellent, going from 0 to 100 km/h costs merely 9,5 seconds. Top speed is limited to 140 km/h.

Given the still disastrous charging infrastructure in our country, a wallbox at your house is therefore a must for every (Belgian) EV owner, if he wants to use the dynamic qualities of your EV to the full without any further worries.

Renault’s 7 kW wallbox will charge the ZOE from empty to 100 pct in some 9,5 hours. The ZOE also supports 50 kW charging provided you choose this extra option. Then it costs only 1 hour and 15 minutes to charge up to 80 pct.

The rear lamp clusters are also neatly redesigned…

The joys of EV driving…

Let it be said here already: this ZOE is an absolute delight to drive in town. The electric motor is powerful and absolutely silent (up to 30 km/h an audible signal is sent for pedestrians, but this can be shut off). The “B” function lets you drive efficiently and smoothly, you can enjoy your favored tracks through the excellent Bose sound system, which was installed in our top-of-the-line ZOE.

On the open road, the 135 HP motor certainly gives the ZOE more than enough zest, and you can enjoy the silence of the car, as the ZOE sports besides the inaudible electric motor also a very good sound insulation.

Soothing comfort…

On top of all this comes also a very comfortable suspension, which is further enhanced by the soft sprung seats. All this guarantees relaxed, stress-free driving for hours on end, and indeed, the compact, barely 4 meters long ZOE is an excellent Gran Turismo, the only thing to watch out for are range and charging points…

The light steering is sufficiently precise to enjoy also spirited driving on winding roads, and indeed the ZOE is a perfectly balanced companion on winding and undulating “Nationales”, as not surprisingly, this Renault seems born for them.

Our test car was also equipped with the usual driving aids, lane assist, blind spot warning, etc, which makes the ZOE quite “grown up” on the motorway and multi-lane ring roads or urban “périferiques.”

A much-improved interior and infotainment…

The ZOE has inherited much of the instrumentation and screens from the latest Clio, and this seriously uplifts the car. In front of the driver sits now a digital 10-inch display, which is standard even in the basic version. The upright/portrait 9.3-inch touchscreen stems from the Clio, is standard on the top equipment line but can be had as an option in the other equipment levels. The screen sits relatively high, which makes it easy to reach and more pleasant to use.

The climate controls are neatly placed below the screen, a wise choice to put them indeed separately. Via the large round knobs, they are a breeze to use.

The quality of materials is also improved, and we liked the fabric covering of the dashboard panels. Of course, we drove the top equipment version, things might look different going down the line(s)…

The quality of the materials used in the interior has vastly improved…

The ZOE is practical too, with USB slots, phone charging, plenty of storage space in the front doors, foldable backrests, etc. Boot space is quite sufficient for a compact EV, the large and wide sill might be a drawback, but then passive safety has also its needs and necessities…

Conclusion

The ZOE has with its recent improvements grown out into a quite formidable contender, witch provides comfortable, “ZEN” transportation both in town as well as on open roads and Autoroutes. Eminently comfortable and silent for its size, it is a very “grown up” car, and holds very well its own in terms of range, performance, finish and cabin ambiance.

We expect this ZOE to be one of the absolute stars in its segment, and this for quite some time to come…

Hans Knol ten Bensel

We drove the Renault Mégane Grandtour Plug-In Hybrid: high-tech versatility with a touch of French genius…

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The elegant Mégane is now already a few years amongst us, and has conquered a solid place in its market segment.

A mid-term facelift was in the cards, and this time the facelift of the popular Mégane family was mostly technical, and saw the introduction of a plug-in hybrid version. Directly derived from its Formula 1 technology, its cleverness impressed us. Just read further…

Hans Knol ten Bensel

Changes found mainly under the hood…

Externally, the changes to the Mégane are mainly cosmetic, with revised head- and rear lamps, which are now LED-powered and have a new light signature.

There is a wider choice of (RS) trim line versions, and in the cabin the main news is the revised digital display in front of the driver to illustrate and control the functioning of this plug-in hybrid. Also all the heating/ventilation/airco commands are grouped together below the display on the central console, and the temperature can be set manually via ergonomic circular knobs.

But the main news is found under the hood. Renault opted for a sedate version of their double overhead cam 1,6 litre four cylinder, laid out with Atkinson cycle combustion for optimal efficiency. No turbo this time either, resulting in some 91 HP at 5600 rpm. Torque is 144 Nm at 3200 rpm, and this means this engine has to rev a bit to show its best. But then this petrol engine is further helped by two electric motors.

The main E-motor is good for 49 HP, and has an excellent 205 Nm of torque. This motor is always used when you drive away from standstill with this hybrid, with the petrol engine setting in later when more acceleration is wanted. Then there is a third starter/generator motor which develops 25 HP and 50 Nm of torque. Its function is also to match the rpm of the engine with the main electric motor, and to recuperate kinetic energy. Taking into account the power losses in the drivetrain, total system power is 160 HP.

This results in more than adequate performance, with 0 to 100 km/h being achieved in 9,8 seconds with a top speed of 185 km/h.

The automatic transmission operates with dog clutches, with both the petrol engine (5) and the main electric motor having several (3) gears, resulting in 15 gears in total.

The second electric motor will match the revs between itself and the petrol engine choosing the right gear combination. The matching is flawless, resulting in smooth, imperceptible changes. The engine will be kept in lower and middle rev ranges most of the time, even in the chosen “sport” mode. Only when using full kickdown, the transmission software will let the engine rev much high(er), which is only logical when full performance is required. Overall, the silence of the engine(s) and drivetrain seduces under more sedate driving conditions, although even under these circumstances brisk performance can certainly be enjoyed. But indeed, this Mégane E-TECH inspires you rather to a comfort-oriented driving style.

Technology derived from Formula 1 experience…

The adoption of ultra-efficient dog clutches for the transmission stems from Formula 1 technology. Only changes had to be smoother for everyday road use, and therefore the extra E-motor is used to seamlessly match revs between the main E-motor and the combustion engine and make smooth changes. This clever technology has been the subject of more than 150 patents…

All-electric for the daily commute…

The 400 volt Lithium-ion battery has a capacity of 9,8 Kw, enough for a useable range of up to 50km in combined cycle (WLTP) and up to 65km in urban cycle (WLTP). We managed indeed to drive a good 45 km between Drogenbos near Brussels, where we collected the test car, to our home town Antwerp on electric power only, albeit adopting a slower cruising speed of around 100/110 km/h on the motorway.

The E-TECH Mégane told us exactly what had happened during our first 67 km drive: distance travelled on E-power: 50,6 km, average fuel consumption: 1,1 l/100 km, average E-current use: 12,6 kWh /100 km. Recuperated energy 1,3 kWh.

Choice between three driving modes…

In the so called “Pure” mode, one drives 100% electric up to a top speed of 135 km/h. You can select also the “MySense” or “Sport” mode to take advantage of the E-SAVE function, always ensuring a minimum 40% battery charge. In both the MySense and Sport mode you enjoy regenerative braking, and when one drives with the necessary anticipation, the system will use the electric battery power again as long as the battery is charged above the set minimum threshold. This means than more often than not, you will still drive electric in urban start stop situations, and consumption will benefit accordingly.

Consumption: anything between zero and around eight litres/100 km…

The amount of fuel you consume depends entirely on the amount of electricity you use to drive  your Mégane. You charge it at home and office and commute some 30 km daily? Then your weekly fuel consumption is of course nil. Are you driving in “Sport” mode on a holiday to the South of France in one fast trip and you don’t want to bother recharging? Then it is good to know that this Mégane has the following stated consumption figures: 6.7/4.6/5.4 l/100km urban/extra-urban/combined. Of course, this Mégane will always start your journey all electric, until the batteries are depleted to the threshold level. Renault knows also that this car will have a reasonable consumption, and opted for a tank volume of only 39 litres.

An urban asset: the “B” mode.

Besides the obvious “D” position of your gearbox selector, you can push it one notch further to the “B” position.

Driving is now easier in the town or in slow-moving traffic with this “B” Mode. The electric motor will now regenerate the kinetic energy more intensely, resulting in increased engine braking. This allows for a one-pedal driving experience, meaning less brake pedal use, a more relaxing drive and better still, it helps preserve or even increase your battery range!

On the map display in your EASY LINK 9,3” touchscreen you can display the charging stations, and you can manage your battery level from your customisable 10.2” driver’s screen.

You can also install the MY Renault app to monitor your battery level, programme charging, or to pre-heat the passenger compartment of your MEGANE Sport Tourer E-TECH Plug-in Hybrid to the optimum temperature from your smartphone.

All in all, we found this E-Tech Plug-in Hybrid very pleasant and relaxing to drive, as we have a natural preference for a cool, fluent driving style, which is exactly what this Mégane seems to be built for.

French comfort

French cars, and also Renaults, are first of all built “pour vivre”, to please and serve you in everyday life. So they are comfortable and practical. Suspension, seats, commands, keyless entry, everything is engineered and perfected to make your daily life a pleasure. This is also what makes this car so endearing to us.

The Mégane also scores in its excellent ride, handling and comfort. The extra weight of about 200 kg, with the batteries sitting under the rear seat, made the engineers adopt a mulitlink rear suspension, so the handling stays top notch. The boot space remains unchanged also at 447 litres, with a neat underfloor space for the charging cables, so they don’t interfere with other luggage.

In the cabin, your led illumination stripes along door panels and centre console light up in electric blue, as do dashboard light accents, so you are well aware that you are driving in the electric age…

Conclusion

This good looking Mégane is superbly versatile, built for the future. Whatever our politicians have in store for us with emission free zones in our European (mega)cities, this Mégane is built for it and can cope. When the extra-urban charging infrastructure in Europe remains insufficient for some time to come, your mobility is nevertheless not impaired, ever.

It is built for the relaxed driving style which suits our congested roads and dense traffic anyway, offering good sound insulation, seating comfort and predictable handling on top of that. It is pleasant to live with, with well-designed amenities.

Renault made a clever throw at making the ideal all-round car for our present times, fit for whatever the future has in store for us. So it deserves a long hard look if you look for a replacement of your company or private car in the coming months…

We will soon test also the Captur in the same plug-in hybrid layout, and will also get acquainted with the all-electric ZOE… stay tuned!

Hans Knol ten Bensel  

We drove the Mercedes 400 G d: an icon which remains THE off-road technological benchmark…

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The “G-Class” is with us since 1979, when in 1972 with a collaboration agreement between then Daimler-Benz AG and Steyr-Daimler-Puch in the Austrian city of Graz resulted in the development of an off-road vehicle which has since been honed and further developed in one of the world’s best off-road cars – ever. We drove the latest 400 G with the six cylinder in line 330 HP Diesel engine. As superb as it will ever be. Just read further!

An iconic shape…

All-wheel drive and 100-percent differential locks have also been part of the “G” since that time, as has the robust ladder-type frame. Also its external appearance has not changed significantly since 1979.

Iconic elements continue to serve very specific purposes, now as then, and to give the G-Class its unique appearance. All these are still found in the new G-Class: the distinctive door handle and the characteristic closing sound, the robust exterior protective strip, the exposed spare wheel on the rear door and the prominent indicator lights. We just loved them, as it was easy to judge were the edges of the car were.

The design of the G-Class follows the philosophy of “Sensual Purity”, as Mercedes puts it, and at the same time remains true to the character of the original. As a result, the door hinges positioned on the outside and the surface-mounted bonnet are carried over to the new generation. With the latest update, however, the faithful G body has grown quite a bit: it is now 53 mm longer and especially 121 mm wider and this results in even greater presence, on the road as well as in terrain.

All surfaces have a more taut design and are have more tension, while the surface quality has been taken to an even higher level. So the “G” is now cast even more of “one piece”, and the meticulous design results in wheel arches and bumpers now forming a more integral part of the body and thus looking less like add-on features.

Top notch exterior trims…

From 1 September 2020 onwards, the standard equipment is even more extensive. At the same time, there are also more personalization options available through the “G manufaktur” programme. New exterior colours and equipment packages as well as the widescreen cockpit, which now comes as standard, round out the offering. We will discuss the interior later.

The G 400 d is now also freely configurable…

Popular is the so-called “night package”, which was found on our test car. It comprises heat-insulating dark-tinted glass, outside mirror housings and radiator grille (including louvres with the surround of the Mercedes star) in obsidian black metallic, as well as darkened turn signal lamps, reversing lamps and headlamps.

If the G-Class is ordered with a matt magno paint finish, which was the case with our test car, the package can be configured as the Night Package magno. In this case, the corresponding add-on parts come in the colour night black magno. The Stainless Steel Package continues to be available with spare wheel cover, running boards, door sills and loading sill protection in stainless steel and adds a painted spare wheel ring and an exterior protective strip with trim insert in a pinstripe look to the Night Packages.

The new 20-inch 5-twin-spoke light-alloy wheel available exclusively for the AMG Line has a high-sheen finish and is painted in a choice of high-gloss black or himalaya grey. We liked them too…

The cabin: high-tech with a pleasant vintage touch…

Let’s start with the vintage part: the pleasant upright seating position, the magnificent visibility over this angular body. I own a vintage Suzuki Samurai Jeep, and although everything in the “G” is just much bigger, I find the same plain and flat window screen and the same straight windscreen wipers, for instance. Yes, above the glove box of my Samurai is also the big grab handle for the passenger, as found here in this G 400.

But that’s where every comparison ends. Because the digital MBUX (Mercedes Benz User Experience) has also now made its entry in the G-Class. The widescreen cockpit is now part of the standard equipment in all G-Class models. So, everything is totally familiar when you are already acquainted with this MBUX system.

The two 12.3-inch displays blend visually into a Widescreen Cockpit beneath a shared glass cover. Drivers can choose between three different styles for the displays – “Classic”, “Sport” and “Progressive” – and also select relevant information and views according to their individual needs.

The design of the iconic indicators is found again in the shape of the loudspeakers. Hallmarks of the G-Class include – as said – the grab handle in front of the front passenger and the chrome-highlighted switches for the three differential locks.

Thanks to haptic impulses and audible feedback from the on-board speakers, we could use the touchpad with controller in the centre console without taking their eyes off the road. Top notch.

The seats are of course a class of their own when it comes to creature comfort. Features include the Memory function for the driver’s seat, seat heating front and rear, as well as luxury head restraints in the front. This ride comfort can optionally be boosted still further with the Active Multicontour Seat Package. In addition to the special multicontour seats, this encompasses such features as various massage functions, climate-controlled seats, and fast seat heating. Need we say more?

Driving the G-Class on- and offroad: a driver’s dream.

The G-Class is on tarmac a supersmooth performer, with superb comfort. Thanks to the new suspension, introduced in 2018, which emerged from the collaboration between Mercedes-Benz G GmbH and Mercedes-AMG GmbH.

The result is an independent suspension with double-wishbone front axle in combination with a rigid rear axle. When redesigning the suspension, the focus was also on even beter off-road capacities and greater rigidity. The components of the double-wishbone front axle are therefore directly mounted to the ladder-type frame without a subframe. The lower wishbone’s attachment points on the frame in Z-direction are positioned as high up as possible. So front axle ground clearance is an impressive 270 mm. The result is a sublime ride. Also thanks to the well controlled live rear axle.  In contrast to the predecessor, the new rigid axle is controlled by four trailing arms on each side and a Panhard rod. Indeed, maximum comfort on the open road.

À la carte: “Comfort”, “Sport”, “Individual” or “Eco” …and last but not least: “Desert!”

As is familiar with other cars of the brand, also the G-Class can be suited to your driving mood. The four programs “Comfort”, “Sport”, “Eco” and “Individual” , and yes, “Desert” can be set via the DYNAMIC SELECT rocker switch. Characteristics of the engine, transmission, suspension, steering and assistance systems are adapted at the driver’s behest.

The “Desert” mode makes the G-Class fit for sandy terrain with a perfect interplay of late upshifting, direct throttle response and adjusted ESP® control.

But there is more: the “G-Mode”  The G-Class changes to “G-Mode” independently of the chosen driving mode as soon as one of the three differential locks has been activated or the LOW RANGE off-road reduction gear has been engaged. When your G is equipped with adjustable damping, that is. This off-road mode adapts the adjustable damping of the chassis and the steering as well as the accelerator characteristic, avoids unnecessary gear shifts and thus ensures optimum control and maximum off-road capability.

Besides offering a superbly comfortable ride, thanks to the new front axle design, the on-road performance of the G-Class and its agility and steering precision is faultless, and it is truly in a class of its own. On the road, the “G” is as agile as it is comfortable, and genuine driving pleasure is to be had. The steering is now electronic, and provides excellent feedback and steering “feel.” Its excellent behavior on the open road is one of our biggest surprises we had when driving this “G”.

Superb mechanical refinement

This off-roader has a separate chassis, and this is already a prerequisite for nicely filtered vibrations emanating from its drivetrain. The “G” Class excels here again. The Diesel straight six is superbly smooth, inaudible even when starting from cold, only the subdued hum of a six cylinder will caress your ears. It is coupled to a 9 speed G-TRONIC automatic transmission with torque converter, which is adapted to meet the needs of this off-road icon. The developers have managed to reduce the shift and response times of the 9-speed transmission by means of a dedicated software application.

The result translates into absolutely smooth and fast changes, as said, according to the chosen driving modes.

The six cylinder diesel has output of 243 kW (330 hp) and maximum torque of 700 Nm at 1200 to 3200 rpm. Pulling power at low revs is what counts, and as you see, this “d” has plenty of it. It accelerates from 0 to 100 km/h in merely 6,4 seconds and pushes you further to a top speed of 210 km/h. More than enough to satisfy most of us mortals, we would think.

This diesel, derived from the 350 G, succeeds also in bringing genuine economy to this opulent off-roader. The manufacturer quotes a combined fuel consumption of 8.9-8.7 l/100 km, with combined CO₂ emissions being 235-229 g/km.

Driving with restraint and anticipation in “Eco” mode, it was no trouble at all to reach 9 liters/100 km even in dense urban traffic conditions, which is no small feat! Of course, it took a gentle foot on the accelerator, as you can imagine.

Conclusion

The Burmeister sound system adds a dramatic backdrop to your scenic drives…

The 400 G admirably withstands the test of time. It has grown into a unique classic icon, embodying simultaneously all the possible technical refinements modern automotive technology has to offer. There is even more: it excels not only on the open road, it stands out also when… there is no road at all, and will even take you to the desert!

This is a car every traveler in history would have wished for, a car Marco Polo would have dreamt of.

It is a Mercedes in the truest form, actually. It will accompany you for decades – if need be – into your automotive life, offering room, comfort, go anywhere performance with even rather good economy in the diesel version. Superbly engineered, it will never let you down, offer you decades of dependable service.

This excellence comes at a price, but remember, a lot on this car is hand finished. If you look at its long service life, the value it will retain over the years, you will discover it is actually rather sensible. Of course, electrification lures around the corner. A plug-in hybrid version would not surprise me for the not too distant future…

Would you like to know my secret wish now? Have a drive in one of the early examples of this “G”, have a feel of its so honest ruggedness and spirit. Must be awesome too…

Hans Knol ten Bensel

We drove the Mercedes EQA: a compact SUV with e-powered excellence…

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Mercedes steps boldly into the all-electric vehicle world, and now enters the mainstream compact SUV segment with its EQA. Here the competition is fiercer, but then the oldest car manufacturer in the world has some solid arguments up its sleeve: the state-of-the art MBUX (Mercedes Benz User Experience) infotainment system we find throughout the range is also present in this EQA, and the lavish interior, quality of used materials and workmanship is one of the very best in the electric car field, certainly in its segment.

Add to this the very pleasant styling with a touch of futurism so typical for the EQ range, and the excellent insulation and silence of the electric motor which results in very refined progress, and you have in a nutshell all the reasons why this EQA merits our (and your) attention here…

Hans Knol ten Bensel

A solid base…

The EQA runs on the platform of the GLA, an obvious choice as its SUV body can provide easy accommodation for the batteries, which are floor mounted and sitting within a specially developed frame made out of extruded sections. The cabin space is therefore largely similar as the GLA, with the rear passengers having a somewhat raised floor, which doesn’t impair legroom and seating comfort though. The boot space has been reduced somewhat to 340 L instead of 435 L with the GLA, but then the three rear seat backs can be folded individually, which makes the EQA quite versatile.

Meticulous attention has been given to insulating the drivetrain from the body, resulting in absolutely noise and vibration free progress, one of the most silent and refined we have come across in the all-electric car field, which makes this EQA truly stand out in its class. More in detail about this later.

Adequate performance and range…

The EQA starts its life as the EQA 250 with 140 kW available at the front wheels. The manufacturer quotes a combined electrical consumption of 15.7 kWh/100 km and a range according to NEDC of 486 kilometers. In real life this boils down to a practical range of some 340 kilometers, as we experienced during our test. Performance is more than adequate we would say, with a 0 to 100 km/h sprint absolved in 8,9 seconds. Let’s not forget that the EQA (mostly due to its batteries, having an energy content of 66.5 kWh) puts a hefty 2040 kg on the scale. Top speed is sensibly limited to 160 km/h.

The conclusion is obvious: the EQA in its present form is meant to be a comfortable and refined cruiser, rather than a high-performance car.

We said in its present form, as like any self-respecting German manufacturer, Mercedes plans more powerful versions of the EQA in the future, including a 200 kW four-wheel drive version, with a second electric motor driving the rear wheels.

Mercedes also works on further improving efficiency and range, with the answer not being in using ever-larger batteries, but rather in systematic improvement in the efficiency of all vehicle components.

Clever e-planning of your trip…

Of course, Mercedes has all the electronic intelligence and wizardry on board to make range anxiety on longer trips a thing of the past. The navigation with “Electric Intelligence” as they call it, calculates the route that will get you to your destination fastest, taking into account charging times. On the basis of continuous range simulations, the system makes allowance for any necessary charging stops as well as a host of other factors, such as the topography and the weather. It is also able to react dynamically to changes, for instance in the traffic situation or personal driving style.

The charging point density in suburban Antwerp (i.e. Wilrijk) leaves much to be desired, with the nearest charging point for your servant being some 7-800 meters away, and being mostly occupied.

Mercedes has launched “me Charge”. This allows customers convenient use of the charging stations of various providers, even when travelling abroad. By registering just once, you can benefit from an integrated payment function with a simple billing process.

If Navigation with Electric Intelligence is activated, the battery may also be pre-heated or cooled while driving in order to ensure that it is within the ideal temperature window for a rapid charging station. One has thought of everything(!).

Efficient driving modes

Behind the steering wheel, one finds back the usual paddles, which here have a different function however: The driver can select the recuperation function manually using these paddles. The paddle on the left increases the level of recuperation, the paddle on the right reduces it.

Of course you can monitor the setting in the instrument cluster. The following recuperation stages are available: DAuto (recuperation via ECO Assist to suit the particular situation) D+ (coasting), D (low recuperation), D- (medium recuperation) and D- -(high recuperation). New with the EQA is that, if the function DAuto is selected, this mode remains the default setting when the car is restarted.

Clever: ECO assist

ECO Assist coaches the driver with messages when the accelerator can be released, for instance because a speed limit is approaching, and with functions such as gliding and specific control of recuperation. For this purpose, navigation data, traffic sign recognition and information from the intelligent safety assistants (radar and stereo camera) are linked and processed.

ECO Assist continuously generates coasting simulations in the background: depending on the state of charge of the battery and the traffic situation, it computes whether the vehicle should ideally be allowed to coast (or “glide”) with the lowest possible driving resistance with the driver’s foot off the pedals, or whether it should be decelerated so that the battery can be efficiently charged (recuperation).

All in all, these system will add to the efficiency, but it is good to know that when driving short urban errands, more energy is used by heating/ventilating the car than by the electric motor actually moving it…

A proper heat pump…

Therefore the EQA has a heat pump as standard. This reuses the waste heat from the electric drive system. Clever! 

Predictable handling…and attention to utmost safety.

Our test car was equipped with the AMG line package, and also included beautiful multi-spake 20 inch alloys. It also came with the driving assistance package, of which more here later. But it is good to know that the AQA has standard on board the Active Lane Keeping Assist and Active Brake Assist. In many situations the purpose of the latter is to prevent a collision by autonomous braking, or to mitigate its consequences. The system is also able to brake for stationary vehicles and crossing pedestrians at typical city speeds and even to prevent collisions, depending on the situation.

The EQA gives good feedback of the road surface, but will not invite you with razor-sharp steering to throw it around corners. Driven with verve on winding roads it will keep its course admirably, albeit with some body roll. But the EQA is above all comfortable, with however the typical rather firm suspension setup which we encounter also in the other passenger cars and SUV’s from the brand.

Let it be known too that an Adaptive Damping System is available as an option. This enables the driver to choose the preferred damping characteristics. A valve in each of the four shock absorbers is electronically actuated to control the oil flow. The damping characteristics are changed by regulation of the oil flow. The Comfort programme comes into its own especially when travelling at low speeds, for example on a cobblestone road.

Mercedes is also well known for its electronic driving aid systems, which it has been pioneering for decades now.

The Driving Assistance package we mentioned above in our test car has the lot, from Active Distance Assist DISTRONIC, Active Steer Assist, down to PRE-SAFE® PLUS, which can detect a potential rear impact. It will firmly apply the brakes of the stationary vehicle, minimizing the risk of whiplash injuries by reducing the forward jolt caused by an impact from the rear… need we say more?

It is this painstaking attention to utmost safety which makes a Mercedes really stand out, ranging from the solid and crash tested body construction and platform, to the electronic driving aids which protect you in many ways.

Silence and refinement…

In order to reduce road and tyre noise, the engineers introduced a compact, shear-resistant integral mount which has significantly increased the introductory rigidity at the guide bearing of the front axle. The subframe of the multi-link rear axle is furthermore elastically isolated by rubber bushings.

The front subframe connection is integrated into the C-ring structure and therefore has the necessary rigidity for isolation. A cross-member is integrated into the multifunction recess to increase the introductory rigidity of the rear subframe connection.

There is more: The single-speed transmission that forms an integral part of the electric powertrain at the front axle (eATS) operates particularly smoothly thanks to the improved microgeometry of the gearing. Indeed, we did not hear a thing…

Futuristic electrified styling

The EQA drives you into the future, and it shows it clearly. Already the rounded front grille with a car wide led illumination between the headlights give it an unmistakable character and light signature. The same is repeated at the rear, where also a light bar is running over the whole width of the EQA. In the cabin, you can choose an atmosphere lighting out of not less than 64 colours, so sitting in a Mercedes is more than ever a moving experience. The EQA is the first model from Mercedes-EQ range whose aerodynamic development has been undertaken entirely digitally. The ensuing measurements undertaken in the wind tunnel revealed a Cd value of 0.28, thereby confirming the high quality of the numerical simulation.

Conclusion

This EQA is a true Mercedes, inside and out, through and through. Excellent workmanship, with an admirable finish seen and felt in the cabin, and also a build quality of its sleek SUV body being beyond reproach. Add to this, as we said, the uncanny silence and absolute mechanical refinement of the drivetrain, putting this EQA together with its bigger brothers at the top of what an E-powered car can offer nowadays. All very solid arguments to take a closer look at this car.

Last but not least this EQA is rather affordable, which has us truly convinced that the EQA has all what it takes to carve a sizeable niche in its segment. And for those who want a but more panache, it is good to know that powerful 4WD versions are soon to come…

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