Škoda is conquering markets in a very decisive way, and it is more than necessary that we direct our automotive spotlight more to the impressive cars they put on the road nowadays. So we got in touch with Liana Picard, the dynamic PR manager of Škoda Belgium to remedy this once and for all. Soon you will able to read driving impressions of their products.
We turn our attention here to the Karoq, the compact SUV of the brand which hit our markets four years ago. It has now undergone a design and technology update. We lift the veil here already with some design sketches. Its digital media presentation will take place on 30 November.
One of the two design sketches shows the freshened ŠKODA KAROQ’s new front. The ŠKODA grille has increased in width and now features impressive double slats as well as a new hexagonal design, with a wide air intake underneath. The headlights are overall more slender and extend all the way to the grille.
Redesigned daytime running lights are now composed of two separate elements each. Underneath is a second lighting unit for the fog lights or, in the top variant, a separate LED module. This headlight configuration enables a characteristic four-eyed driving lights look after dark.
The second sketch previews the KAROQ’s redesigned rear. In addition to a longer rear spoiler and a visually updated rear apron with a black diffuser, the tail lights now sport a new, sharply drawn design as well. Like the headlights, they have been slimmed down and emphasize the vehicle’s width. In signature ŠKODA style, crystalline structures add a special visual effect to the tail lights, which will retain their characteristic C-shaped graphic.
But soon more in a few days… just look at the sketches for now!
With this ID.4, Volkswagen is taking another bold step forward: it is building an SUV which will be offered worldwide, notably built and sold in China, the US and Europe. For us here, it is produced in Zwickau. It is the second model to use the celebrated MEB platform, the EV platform which is also sold to Ford. The car embodies a quite important if not formidable step for VW, where every aspect of this car has to please many customers, all over our globe.
We drove the so-called “Pro” version, with the 77 kW battery, about 500 km range, 204 HP or 150 kW, and lively performance. It certainly did please us, and this pleasant impression got better the longer we drove it. Just read on…
Hans Knol ten Bensel
Friendly and harmonious looks
Stylists of a world car have no easy task. It looks that they have succeeded though. Just know that the ID.4 has recently been singled out for the “2021 World Car of the Year” award. When we approached the ID.4 and walked around it, our eyes meet iconic, timeless and pleasing shapes. Lines and contours with character, evoking exactly what this car wants to be: a family-friendly roomy SUV, which will accompany its owner with style for years to come. The rounded styling language is never aggressive, the front end is clean, not without elegance, has a timeless touch. The proportions are well chosen, look just right from every angle, also the big wheels with their aerodynamic alloys add panache to this SUV. We took some photos close to the runway of Zaventem airport, so the flatness of the empty landscape adds to the clean lines of this ID.4.
The same simplicity and clean lines are found in the interior and the dashboard layout and instrumentation. It is very similar to the ID.3, with an instrument cluster forming one unit with steering column and steering wheel, and a large touch screen in the centre of the dashboard. Its driver assistance and infotainment system is everything you could wish for. Of course you have to familiarize yourself with its controls, so we suggest you to read the instruction book carefully.
Reading the instructions is the proper thing to do when you buy a car of this refinement, engineering excellence and build quality. It is by the way ALWAYS the thing to do when you purchase any car, actually. Also, remember, there is YouTube. Many VW car dealers have a film made for you, so-called instruction films, where you can see and hear the workings of every accessory and functionality.
In our test car, suffice to say the diagonal size of the touch display was 10 inches, and it is good to know that natural voice control with an online connection and the ID. Light come as standard. You will not read any critique here about the workings of any of the functions of the ID.4, it takes getting used to, and even a week can be too short for this to have everything intuitively in its fingers.
I always keep in mind that the owner or user of this car will be behind the wheel of this VW for months, if not years, and will have familiarized him (her) with every function, that is if he (she) was not too lazy to read about it in the manual or try it out. I mentioned ID. Light. It is a light strip below the windscreen, and tells you when to take a left or right turn, when it has understood a voice message from you, after you said first “Hello ID.” Indeed, the future has arrived in this car.
The driver uses the central display to manage the telephone system, navigation system, entertainment functions, assist systems and the vehicle setup. Sliders for volume and temperature adjustment are located below the display. Clean and purposeful.
Daily life with the ID.4 has become simple. Just step in, push the brake pedal and select “D”. Off you go. On the right side of the steering column is a big switch which you have to turn towards or from you, to select D, B or Reverse. At the end of this switch us a big knob “P”. Just push it and the parking brake is on.
With “D” you drive normally, with “B” the electric motor regenerates energy when you lift the throttle. It will decelerate the car of course. When you are a master in anticipative driving, remain in “D”, you can coast then almost forever. Using kinetic energy by just coasting is still the most efficient, albeit the most difficult thing to do as you have REALLY to anticipate traffic situations.
“Zen” driving…
The biggest advantage of EV’s, I find personally, is their supersmooth progress. Gone is the so disturbing jerkiness of sticky transmissions and unwilling cold engines. So the ID.4 is also a very soothing vehicle. Silent, vibrationless, with smooth feline power thanks to its impressive torque. 310 Nm if it. Good enough to take this rather heavy ID.4 from standstill to a speed of 100 km/h in 8,5 seconds. Almost pushing your back firmly in the seat. Almost, but remember, this is meant to be a family car. Top speed is limited to 160 km/h. It is also a towing vehicle. Up to 1,000 kg in our test car’s configuration.
The suspension is rather firm, but not uncomfortable. The laws of physics command some firmness as there is a good 500 kg of batteries in the platform underneath the seats. The electric 150 kW motor sits above the rear axle and drives the rear wheels. The advantage is that it allows a small turning circle of just 10.2 metres. Rear wheel drive then, but do not expect to make any power slides. Steering is precise and handling is quite good, even on the rather sporting side.
The WLTP range with the 77 kW battery is according to the manufacturer up to 522 km. There is no secret. Using kW/h costs range. If you cruise at say 85 km/h on the motorway (the truck drivers won’t like this and disturb your “Zen” progress) everything is fine. In winter, and/or when driving faster, the practical range can be estimated as being a good 360-380 kilometers, which is still quite OK. At a DC quick-charging station, the ID.4 with its 77 kWh battery and a charging capacity of 125 kW can be recharged ready for the next 320 km in around 30 minutes (according to WLTP).
Roomy
The VW engineers and stylists have kept one thing firmly in mind: this is a family SUV. So indeed, it offers room which is actually that of a SUV which belongs to a class higher. Ample legroom in the rear, (similar to the Tiguan Allspace), three passengers can sit easily, and even tall drivers do not touch the roof when they put their seat in the highest position. Need we say more? Suffice to say that the wheelbase is a good 2766 millimeters.
The ID.4 has also lots of room in the front centre console, as there is no gearchange lever to disturb things. The luggage space is also impressive: 543 litres of luggage, a figure that increases to 1,575 litres after folding down the backrests (loaded to roof height).
And comfortably equipped
Standard features in all ID.4 models include the ten-colour ambient lighting, the speed limiter and Air Care Climatronic. This is coupled with an electric stationary air conditioning system, which can also be activated when the car is not charging from the mains power grid. Life is good with the ID.4.
All nine ID.4 models are equipped with the Discover Pro navigation system and 10-inch display as standard. All models above the ID.4 City and ID.4 Life come with the Infotainment package. (We tested the “Pro” version.) Its highlights include the Comfort mobile phone interface, which is able to connect a smartphone to the vehicle’s electronic system and charge it inductively. The standard App-Connect function enables media to be streamed via a smartphone, which can be embedded in its native environment using Android Auto, Apple Car Play and Mirror Link. In the Infotainment Plus package (which comes with the ID.4 Tech and ID.4 Max), the navigation system has a 12-inch display.
The ID.4 is equipped with the lane keeping system Lane Assist as standard. Front Assist monitors the area in front of the vehicle and responds with warnings and braking interventions to warn the driver of impending collisions with other road users. The acoustic Park Distance Control function is able to avoid parking collisions or reduce the level of damage using the automatic manoeuvre braking function. The speed limiter is also included in the ID.4’s standard equipment.
Another technology that every ID.4 has on board is called Car2X, which allows the car to exchange information about local hazards with other vehicles and the traffic infrastructure – via the wireless standard WLAN p. The maximum distance here is 800 metres, with warning transmission taking only milliseconds. Car2X is currently active from a speed of 80 km/h, but is also intended to improve safety and traffic flow in urban traffic in the future.
Conclusion
A very able, roomy and stylish compact SUV and a marvelous EV, that’s what this ID.4 essentially is. It is a true Volkswagen, setting standards in timeless modernity, embodying purposeful and clever engineering.
Add to this the know-how of a world manufacturer, the vast dealer network, you will agree that this new generation VW EV have a lot going for it. It ranks already in some countries where the charging infrastructure is decent among the bestsellers, so this ID.4 has a bright future ahead, electrifying the world…
Citroëns have always been quite exceptional cars for me, not onIy the “big” Citroëns, but also the compact cars, beginning with the GS. In the early days of my career as a car journalist, I vividly remember the stylish GS as a test car. Indeed, not only the boxer engine, also the suspension and styling where totally of another league.
I also recall fondly a very fast trip to the Frankfurt Motor Show, with a 1,6 litre petrol engined C4, the generation prior to the Cactus, driving totally relaxed at speeds between 160-180 km/h in pouring rain on the Autobahn, showing superb GT qualities in total comfort. But also the 1,9 litre Diesel versions were extraordinary. I remember the used red BX and the used dark blue Xantia, both of which I drove as long-term test cars for Autokrant. They offered excellent performance, GT panache and comfort, combined with exemplary economy.
But now let’s turn our nostalgic hearts to the present day C4. To tell you right away, it continues the tradition with its equally unique suspension, Progressive Hydraulic Cushions® and Advanced Comfort seats. It has the same unique personality and character as its predecessors, and even a lot more. Just read on…
Hans Knol ten Bensel
With the new ë-C4 and New C4, actually Citroën’s new-generation compact hatchback, the iconic brand is targeting this time the still very important (European) hatchback market. This C4 has a rather elevated posture, not unlike we see with Asian competitors like amongst others the Toyota CH-R, with the same quite busy styling language.
Citroën says that it wants to combine the dynamism of a hatchback with SUV design forms for added character. With its sloping rear window and spoiler, Citroën says, the rear end draws its inspiration from the 2004 C4 Coupé with its original two-piece rear window topped by an aerodynamic spoiler.
Sliding behind the wheel, we are pleasantly surprised by a restful and uncluttered simplicity, indeed every effort has been made not to distract the driver unduly. The instrument cluster is a superb example of less is more: small dials for water temperature, revs and a digital speed indicator are the only things to attract your attention. The designers have kept these indicators rather small, and indeed your eyes should rather focus on the road and the large colored head-up display. Restful and efficient!
In the centre, at the top of the dashboard sits the ultra-thin borderless 10-inch touchscreen, which is of course the nerve centre of the vehicle’s controls. The controls of the dual-zone automatic climate control – thankfully also physical for immediate access to change the settings – have chrome dials and gloss black push buttons.
One finds easily his way in this C4. There is also an elegant guilloché metal automatic gear lever. It has the three usual positions (R, N and D) that are backlit for clarity. There are also two backlit push buttons: P to activate Parking mode, M to activate manual driving mode (for conventional engine versions) or B to activate the “Brake” energy recovery mode for the electric version. The console also incorporates the electric parking brake and a driving mode selector that has three settings on automatic transmission versions: Eco, Normal, Sport.
Smooth diesel power combined with a fluent 8 speed automatic…
Indeed, we drove here the BlueHDi 130 S&S in combination with the EAT8 Auto gearbox. Here we again were impressed by what a modern 1499 cc four valve turbocharged diesel engine (still) has to offer in terms of velvety power delivery and sheer economy, all this in paired with a state of the art transmission.
Starting from cold, the once so familiar diesel clatter is totally absent: this engine runs smooth, virbationless and silent right from the word go. At speed, it is totally inaudible, and very unobtrusive indeed at urban crawling speeds. The transmission is ideally mated to the engine’s torque characteristics. Indeed, the unit has ample pulling power, developing 300 Nm at a low 1700 rpm. Performance therefore leaves nothing to be desired: it will accelerate smoothly in 10,6 sec to 100 km/h, further to an impressive top speed of 206 km/h. Revs are kept low due to the high final gearing of the transmission, providing very restful high speed cruising. Indeed, maximum power of 96 kW or 130 HP is developed at a very sedate 3700 rpm.
So this C4 has everything in house to excel as a fast “grande routière”, and on top of that there is a truly astonishing fuel economy: we reached an average during our test of merely 4,4 l/100 km!
Legendary comfort…
The C4 is equipped, as standard, with the Citroën brand’s innovative suspension system featuring Progressive Hydraulic Cushions®, which were first introduced on C4 Cactus and C5 Aircross SUV. The suspension setup offers supreme comfort and a “magic carpet ride” effect, according to Citroën. Indeed, comfort is truly top notch. Not less than twenty patents were filed in the development of this suspension system. Its operating principle is simple: the Citroën Progressive Hydraulic Cushions® system adds two hydraulic stops – one for compression, the other for decompression besides the classic metal springs and shock absorbers. The suspension works in two stages, depending on the stresses it encounters.
For light compression and decompression, the spring and shock absorber control vertical movements together with no assistance required from the hydraulic stops. However, the presence of the hydraulic stops means the engineers have greater freedom to tune the setup to achieve the fabled “magic carpet ride” effect, which gives the impression that the car is gliding over uneven road surfaces.
Indeed, with major impacts, the spring and shock absorber work together with the hydraulic compression or decompression stops, which gradually slow the movement to avoid jolts at the end of the range. Unlike a traditional mechanical stop, which absorbs energy, but then returns part of it as a shock, the hydraulic stop absorbs and dissipates this energy. Clever!
The C4 is also quiet: particular attention has been paid to acoustic insulation, with a focus on running and aerodynamic noise. Special attention has been paid to the insulation around the engine block.
…is also found in the seats
The special foam on the surface of the seat, thickened by 15 mm, offers softness and support from the first contact. The new high-density foam at the core of the seats holds the occupants in place during long journeys. The seats are also pleasantly wide and generously dimensioned.
The front seat passenger is also spoiled…
A Smart Pad Support Citroën™ is a World Premiere on New ë-C4 and New C4. It is a retractable system designed to hold a tablet computer. It is solid, functional and directly built into the dashboard. It enables the front passenger to make the most of the time spent on-board. Ideal to put your co-pilot at work to read for you the stories and information about the towns or the regions you travel through, which you have prepared on your IPad or tablet prior to your voyage of course…
The Dashboard tray itself is a large sliding drawer with a cushioned action, positioned in front of the front passenger. It has a special anti-slip surface to store personal items or hold a tablet in place in complete safety. Just great!
Of course there is an open wireless charging area for smartphones, which comes combined with two USB sockets, one of which is Type C.
Infotainment and connectivity galore…
The 10-inch touchscreen, with a capacitive screen that needs only be touched with the tip of a finger, allows the driver to configure the vehicle, access the multimedia system, telephone, air-conditioning and navigation. It also features voice recognition.
Wireless charging for smartphones allows a wide range of Qi-compatible devices to be induction-charged using a charging mat incorporated into the centre console. The wireless transmission of electrical energy is based on the principle of magnetic induction. Connect Play, using the Android Auto and Apple CarPlay™ compatible Mirror Screen function are installed of course.
ConnectedCAM Citroën® is an independent camera system integrated into the base of the rear-view mirror. It uses full HD and GPS technology. The camera allows you to take a photo or video of the outside scene in front of your vehicle, with the corresponding data stored on the integrated 16 GB memory card. Thanks to the WiFi connection, the data recorded by the camera can be transferred to a smartphone to be shared via e-mail or social networks. ConnectedCAM Citroën® continuously films the road in front of the windscreen and automatically saves the recordings in the event of an accident.
As well as driving aids…
The new ë-C4 and New C4 are packed with driving aids – no less than 20 latest-generation technologies in all. That is as many as on C5 Aircross SUV, which is the benchmark for driving aids at Citroën.
Practical and spacious…
The C4 has a wheelbase measuring 2,670 mm – one of the longest in the segment – delivering the “Best in Class” knee room in the rear at 198 mm. The 1,800 mm exterior width easily accommodates three people in the rear – providing 1,380 mm of width at the shoulders and 1,440 mm at the elbows. Headroom in the back is a bit restricted for the tallest among us though.
With a 380-litre boot and a low, flat loading sill (715 mm), the C4 is at the heart of the segment. For added convenience, a two-position floor allows the boot to be divided into compartments and provides a flat floor when the rear seating is folded down. For even more practicality in everyday life, hooks are present to hang bags, while a ski hatch allows particularly long objects to extend into the cabin.
Last but not least we tell you here that this Citroen C4 is built at its Madrid plant, and Stellantis has spent €144 million in upgrading the factory and designing the new C4.
We also had a short drive with the electric ë-C4, and we tell you soon about our driving impressions… stunning indeed!
Conclusion
In terms of driving comfort, long-legged cruising performance, and last but not least exceptional economy and smoothness, this C4 truly stands in a class of its own. It is one of the most harmonious cars we have come across lately. Its 1,5 litre 130 HP diesel showed us again how formidable these engines have become, offering a useable range of well over 1,000 kilometers.
This C4 breathes originality and character, even more so in the interior, and we can tell you this: just slide behind the wheel of this one, and you will notice, Citroën driving is addictive, and this feeling grows further with every meter you drive it…
After the new S Class comes usually the new C Class with systems and functionalities found in its bigger brother, to set new benchmarks also in its D segment.
Driving the new C200 Luxury Line Limousine, we can say that the brand with the star has fully succeeded. This car stands out in its class, discreetly but with assurance… Just read further.
Hans Knol ten Bensel
S-Class looks…
The C Class breathes the styling language of its bigger brother, if you look merely at the front and rear end. The profile of the C Class is then again marked by the bigger door window areas. The overhang over the rear wheels is slightly longer, and this makes the car look more elegantly stretched, just like the S-Class. The car is also some 6,5 centimeters longer than the previous C-Class generation, breathes panache, looks modern and is purposefully aerodynamic.
…also in the cabin
In the interior, the family resemblance with the top of the line S-Class is even more marked. Sliding behind the wheel, one immediately is overwhelmed by the two big digital screens, one in front of the driver, and another one in massive Tesla style on the centre console.
The Mercedes MBUX system is developed now close to perfection, and even novices soon find their way intuitively through the very logical buildup of the system. And if you would still get lost, there is always the voice command. Just say ‘Hey Mercedes’ and say what you want done…
We loved the 360° camera parking aid very much. The system is so clever, that sometimes you want the system to be even smarter, for example, in situations where one approaches a kerb with the front end of the car when parking in a bay, you would like the front end camera to start up automatically to show you how close you are. Now you first have to push the camera button on the centre console, or use reverse gear first.
You would also want the camera system to get into action automatically – even accompanied by an alert sound – if you get with one of the stylish 18 inch alloy wheels too close to a trottoir border, fence or other obstacle. Now you are left all too often to guesswork. Maybe there is a mode for it, but we did not find it intuitively. The seats are excellent, and adjustable in every conceivable way. Also the rear passengers enjoy enough legroom, thanks partially to the well curved backs of both front seats.
State of the art propulsion…
The 200 C has a 1,5 litre DOHC four cylinder under the hood, developing not less than 204 HP with 300 Nm of torque. If that wasn’t enough, there is also an E-boost of 20 HP and 200 Nm. A small battery will store kinetic energy when decelerating and braking, delivering then its power for the extra boost when called for. The performance leaves nothing to be desired: This 200 C accelerates from 0 to 100 km/h in merely 7,3 seconds, its top speed is not less than 247 km/h. The engine is almost inaudible and superbly smooth, provided you don’t push your right foot too deep. When you accelerate hard from standstill or low speeds, the unit lets it heard as it frantically revs through the gears, and one clearly feels and hears that a smaller thoroughbred engine is at work here.
At motorway cruising speeds, things get silent and smooth again, not least because of the high final gear of the superb 9 speed automatic gearbox, ideally mated to the engine.
There are of course several driving modes to choose from, and we liked most the ‘ECO’ mode, where also the E-boost is best felt. The small capacity of the engine has its advantages in economy, and the manufacturer quotes 6,4 liters/100 km as average WLTP consumption. Don’t expect however this C 200 to be exceptionally frugal however in urban driving. This is a 1,5 tonne car and when you drive it with verve, power is needed. The official figure is 8,7 liters/100 km, and very short distance urban errands with very slow traffic will push the consumption well over 10 liters/100 km. There is no secret, in partial and varying load driving, diesels are so much better…EQ-boost or not.
Comfort is to be expected, and this Luxury Line C Class has the Agility Control Damper system as standard. The fundamental setting is already quite firm, so we opted for the comfort mode, which already supports a very spirited driving style with excellent stability and handling. Steering is also precise, and the C Class doesn’t’ mind being driven with verve. The seats also keep you firmly in place, and this goes for the passengers as well.
Road noise is well suppressed, and we enjoyed fully the Burmeister 3D surround sound system in our test car.
Conclusion
Our test car came fully equipped, from electronic adjustable seats to a panorama sunroof and keyless entry. This is how a Mercedes should be, although our less lavishly equipped 1,6 litre B Class which is now more than 4 years old pleases us every day we drive it. It is the balance, workmanship, thorough engineering, overall smoothness, solidity and pervading sense of security which make a Mercedes, and this C 200 continues the good tradition…
We have always loved Citroëns for their comfortable ride and indeed, their idiosyncrasies. In character and design, we found them always really stand out. Some models really oozed with pure panache, and we mean here of course the DS/ID and the 2 CV. But there were others, like the well styled GS with its air cooled four cylinder boxer engine and also the CX. Today then we are still totally smitten by the elegant C6.
This quest for originality we find back in all the models of the present range, notably the C3 Aircross which is the subject of our test here. The well rounded styling language stands out, and touches of character are added with the side cushions (Airbumps) which protect the bodywork from the rigors of modern urban life.
The Aircross has now a completely new grille and a revised light signature, as has been introduced on the 2020 C3. On the technical side, Citroën is – as could be expected – reaping the rewards of the Stellantis Group: the C3 shares its platform with the Opel Crossland X.
The dual tone paintwork adds extra panache, and also in the interior the dashboard architecture and air vents underline the original personality of this Citroën. We liked the instrumentation with its round dials, the judicious positioning of the new 9 inch infotainment screen and the look and finish of the seats. This Citroën is a car to live with and enjoy in daily life. Everything is well placed and easy to use.
Comfort comes first…
Like we said, Citroën means comfort, and this is immediately felt in this C3, right from the first metres you drive it. The suspension is pleasantly soft and copes very well with potholes and irregular pavés, although, as we said, it shares its platform with the Crossland X.
Sitting cozily in our seat, we moved the lever of the six speed automatic in “D” and basically left it there. The newly developed three cylinder 1199 cc engine develops a healthy 130 hp when coupled to the automatic transmission and this is more than enough to guarantee very lively performance for this 1150 kg heavy C3. It goes from 0 to 100 km/h in less than close to 10 seconds and its top speed is over 190 km/h.
But comfort is to be enjoyed here, and we did not adopt a too enthusiastic driving style with our test car. We just enjoyed the elegant and smooth progress. The C3 rewarded us also with low noise levels and very good economy when driven with restraint. The modern, direct injection three cylinder is silent, even under power, and when one adopts a more sedate driving style, the consumption stays close to 6 litres/100 km, even in urban driving. On the open road, cruising at legal speeds will deliver a consumption between 5 and 6 litres. CO2 emissions are quoted as some 116 g/km.
The automatic transmission is smooth and matches the engine characteristics very well.
The suspension is set up for comfort, and this means that the C3 will not really invite you to throw it around corners, although the handling is quite good. Remember it’s also the Crossland platform, it is just that body roll is more noticeable. In long, fast bends the C3 behaves wonderfully, as a “grande routière” befits.
But then the C3 treats you very well on urban pavés and frost ridden secondary roads. Straight line stability is excellent and the C3 is therefore well at home on autoroutes.
The Aircross version has some terrain capacities; we liked the driving aids like Grip Control and Hill descent Assist.
The seats are also very comfortable and have been further improved in this latest generation C3. Citroën calls them now “advanced comfort” seats, and are provided with extra 150 mm high density foam inserts. There is ample head and legroom for the front passengers. In the rear, seating conditions are a bit more cramped, but for children and smaller adults, everything is just fine.
Practical
Luggage space is good for its class with 410 litres, and this can be expanded to 520 litres when the rear seat is shifted forward. The seats can be folded in 40/60 split fashion, and when both are completely down, some 1289 liters are available. The rear sill is rather high, but not unduly so.
Our test car came with a 9 inch touch screen, and of course the screen of your Smartphone can be mirrored via Apple Carplay, Android Auto and Mirrorlink. The C3 also has an 120 degree camera built in the rear mirror, which can be actuated with a button or activates automatically in case of accident. You can even use an app to transfer the video to your Smartphone.
Not less than 12 driving aid systems are provided, and indeed, compared with the competition, the C3 is indeed lavishly equipped. On this Aircross version there is as we mentioned for instance grip control and hill assist descent control, and a coloured head display to top it all. It spoils you also with coffee break alert, rear view camera, hands free access and keyless starting, traffic sign recognition, active safety brake, automatic headlight dimming, park assist, lane departure warning, dead angle warning, driver attention alert and last but not least park assist.
Add to all this the panoramic roof, and you will agree that pleasure is to be had in the cabin of this C3.
Conclusion
The C3 is quite impressive in its class, with very good all round qualities and above all excellent comfort. You can take it as well for an extended urban (shopping) trip as on that long Gran Turismo tour along European motorways and winding mountain passes, it feels equally well at home in both!
It is sufficiently compact to be practical in our cities, yet offering enough room for a family of four including their luggage. With the 130 hp engine and the six speed automatic, there is more than enough zest to keep even de most demanding drivers happy, and they will also keep smiling at the pump. Add to all this the pleasant personality, with the Aircross version even the character of a compact SUV, and you will agree that this C3 deserves your attention when you are in the market for a compact car…
The Zoute Grand Prix inspired young and old to take out their beloved classics…
This year’s edition of the Zoute Grand Prix has been spreading over several Flemish cities now. Bruges and Ostend have stepped also in the game.
This year we were of course in Knokke, but decided to live the event through the public and bystander’s eye.
The Zoute Grand Prix has indeed grown into a formidable event with a very wide and large public impact. For Knokke Heist, it has become the busiest weekend of the year, with absolute record hotel bookings.
It raises the spirits of car lovers of all ages, and many are those who take out their beloved young- or oldtimer out for a spin on the Knokke streets during the event, and have their own very personal Grand Prix.
There are also a lot of new and very recent cars around, many of them with tuned exhaust to add some extra drama to their Knokke sortie.
Shops of every kind in Knokke had arranged their showrooms and added to their shop windows a specific touch referring to the theme of the event.
Even your daily(?) gin can be enjoyed – literally – in the spirit of the Zoute Grand Prix…
We just let you enjoy some of the snapshots we took on the Knokke streets, where, we must admit, no EV’s or electrified cars were to be seen for near or afar this weekend…
Classic racing cars can also run like clockwork…Capelleschi Gallery, specializing in car paintings, added with a Ferrari flag to the theme…
We will report on the actual event, including the Bonham’s auction and the Concours d’Elegance in these columns soon!
The blue stripes on the hood show it: this Jeep runs also on E-power…
We drove the Jeep Wrangler in its authentic Rubicon livery in plug-in hybrid form, aptly called 4xe. We can tell you right away: this e-Jeep has lost strictly nothing of its legendary off-road capabilities, on the contrary even. In the meantime, the Jeep 4xe owner can now steer proudly into a green world: when using the plug-in function, one can enjoy the merits of e-motion, and this is both excellent for both environment and your wallet…
Just read further!
Hans Knol ten Bensel
Every bit as authentic as it ever was…
Walking toward and around the Jeep Wrangler Rubicon is already a feast for the eye and mind: this Jeep has got terrific looks, and we are certain you will continue to admire and cherish it for many years to come.
The Jeep styling people are indeed masters in the art of designing a car full of character and panache, and they succeeded in adding some “electrified” touches to its exterior just to suggest to the purist that this car also runs on e-power. Some blue touches betray this indeed, like the Electric Blue tow hooks at the front and rear, and the blue theme which we find in the Trail Rated badges and other graphics elements across the hood and body.
We like the subtle charging port mounted high on the front driver’s side fender, which does not disturb the Wrangler’s looks at all.
A superb, “vintage” cabin…
Stepping, or rather mounting high up behind the wheel of the Jeep Wrangler you enter into a unique, somewhat vintage world; the dashboard and steering wheel are rather close to your chest, with the windscreen not being far off either.
Round instruments are facing you, although the infotainment age has definitely also made its entrance here. We just love it, this tightly laid out dashboard and driver’s space. Jeep has been around for many decades now, and this you should feel and touch.
The electronic age has quetly ushered itself into this dashboard by three blue buttons which sit discreetly left to the steering column.
… with the choice of three driving modes
With these buttons, you can indeed select three ways the e-power of the battery is coming to the wheels.
Hybrid: The vehicle will switch between all-electric mode and hybrid, and the computer calculates out how to use the two in order to achieve the best possible fuel efficiency. Regardless of the mode selected, the 4xe operates as a hybrid once the battery nears its minimum state of charge.
Electric: The 2-liter turbocharged 4 cylinder engine remains off unless the vehicle determines that extra power is required. It will then turn on the petrol engine to add power, or switch to hybrid mode when the battery is depleted.
E-Save: The 4xe operates as a hybrid and maintains the battery’s state of charge. There’s also an additional setting in this E-Save mode which allows you to actually charge the high voltage battery pack to a higher state of charge using the 4-cylinder engine. We liked this mode very much, as this is very future proof: on any longer highway or cross-country trip, you can charge the battery so you can use its power to get you beautifully around in a totally zero emissions town (up to some 50 km or thereabouts on a full battery), a situation we will encounter rather sooner than later if one sees how regulators all over the world are now taking measures to achieve a greener, low-emissions planet.
E-power to go…
Indeed, this Wrangler can act daily as your ideal electric vehicle. If you charge it regularly and drive everyday not more than some 40 kilometers that is. Then the power of the 17 kWh battery, of which approximately 15 kWh is usable, will get you around. Progress is silent, and the only thing we heard was the impressive rolling noise of the all-terrain tyres of our Rubicon. Remember, this is a true Jeep, and your ears should hear this…
Just flow along with the traffic, and the 4xe (pronounced “four-by-e”, like four-by-four) will reward you with a very useable e-range.
Fuel consumption depends greatly on how you mix electric with combustion power…
The fuel consumption or rather the overall economy you achieve with this (or any, for that matter) plug-in hybrid depends totally on how you use it. Short distances, frequent recharging and a relaxed driving style will deliver top notch economy, any amount of longer distances, infrequent recharging or heavier right foot will cost more energy and also more fuel. It is as simple as that. Physics have no miracles in store for you. Manufacturers will indicate the fuel consumption under the most ideal ratio between e-power and combustion engine, but, as said, this is a full-blown Jeep, which is also an absolute master off-road, so do not get over enthusiastic…
Stay in the “green” zone, using about 25 % of available power, and your consumption is very reasonable. Also, you enjoy your Wrangler at the wheel a bit longer every ride!
On our test, we drove the Rubicon in a rather restrained manner, taking into account that wind and road rolling resistance greatly rise when the speed builds up. So on longer trips, using mostly the engine power, we achieved averages between 8 and 8,5 litres/100 km, rolling along with the traffic flow. When we met very tight (urban) traffic conditions, we just relied fully on e-power. The manufacturer quotes a fuel consumption of around 3.5 liters/100 km in hybrid mode with CO2 emissions lower by almost 70% compared to the petrol version, all this according to the WLTP cycle.
Charging is also a rather easy operation, courtesy of specific public and home charging solutions with the easyWallbox – ensuring a full charge in less than 3 hours at 7.4 kWh – offered by Free2Move eSolutions (a joint venture between Stellantis – through its subsidiary FCA Italy S.p.A. – and Engie EPS) and Mopar®.
Retaining all the qualities of a true Jeep…
The 4xe is powered by Jeep’s 2.0-liter turbocharged four-cylinder engine, aided by a small starter/generator motor. It is similar in design and function to the eTorque mild-hybrid motor, though this one operates at 400 volts rather than 48.
Sandwiched between the gasoline engine and the standard eight-speed automatic transmission — replacing the torque converter — is the larger, main electric drive motor. A pair of clutches connect it to the gearbox and the gasoline powerplant, allowing the combustion engine to be completely decoupled from the wheels for full-electric driving.
Further on, there is the identical four-wheel-drive system, two-speed transfer case and locking differentials as the non-hybrid Wrangler.
Of course, the most important thing about the 4xe is that it’s still a Wrangler; it still must deliver on the go-anywhere capability that name commands. And this it does.
Don’t forget that this Rubicon has an impressive crawl ratio and relies of course on the excellent torque of its main electric motor. The 4xe’s PHEV extra motor and battery adds to the weight of the Wrangler, but the position of the battery actually improves weight distribution. It also lowers its centre of mass, making this Jeep even more sure footed.
Brilliant performance
Mind you, the Wrangler 4xe has 380 hp of maximum combined output and peak torque of 637 Nm. This means that the Wrangler 4xe accelerates from 0 to 100 km/h in 6.4 seconds…
All the infotainment and practical versatility you need…
The 4xe Wrangler includes standard the 8.4-inch Uconnect™ NAV system with touchscreen, comprehensive on-board connectivity with Apple CarPlay and Android Auto smartphone integration and Uconnect Services (for the monitoring of the vehicle’s parameters through the My Uconnect app).
Specific of the 4xe models’ is the 7-inch TFT display with information on battery charge levels and range (in electric and hybrid modes), 9-speaker Alpine audio system with 552-W subwoofer.
In terms of safety, the new Wrangler 4xe offers the most advanced ADAS systems, including standard Blind Spot Monitoring with Rear Cross-Path Detection, rearview camera, Electronic Stability Control (ESC) with Electronic Roll Mitigation (ERM), front and rear Park Assist and Keyless Enter’n’Go™. Optional safety features include Adaptive Cruise Control, Forward Collision Warning Plus and new forward-facing camera (which is standard on the Rubicon).
Conclusion
The Jeep Wrangler in this 4xe version is now more versatile and future-oriented than ever. It has also retained all its iconic off-road qualities, looks and panache. So despite being an enthusiast’s car, it now is endowed with many practical qualities, which make it not only pleasant, but also eminently reasonable to use it every day. And a long life with this Wrangler is also made more interesting with the immense array of accessories which are available by the Mopar® brand: indeed you can select more than 100 accessories for your cherished Jeep…
At DS Automobiles, the art of designing and building the avant-garde automobile has been celebrated again since 2015, the birth of this unique premium brand.
In stylish Chantilly, we stood eye to eye with their latest creation, the DS 4. Stunning in style, gracious elegance and technology, this premium C segment car did not fail to impress your servant.
The DS 4 has eye-catching proportions. With a benchmark width of 1.83 metres and large diameter 720-millimetre wheels (alloys up to 20 inches, 19 inches as standard from TROCADERO and PERFORMANCE LINE up), for a compact length of 4.40 metres and a roof height of 1.47 metres, the dimensions are striking indeed.
Also the entire press presentation of this noble automobile was in line with its qualities: we were not only able to meet Mme Béatrice Foucher, the CEO of DS Automobiles personally at dinner, together with the communications people of the brand at lunch, we had also interesting workshops with the designers, engineers and last but not least the craftsmen and artists who make the DS 4 into the hand made four wheeled gem it is.
Mme Béatrice Foucher also presented the bold electrification strategy of the brand: in 2022-2023 it will increase the electrified mix with more E-TENSE sales, and from 2024 onwards it will only launch models which are battery only EV’s, with only electrified models presented for sale in Europe.
The designers also presented their drawings and a fully fledged clay model too, and the craftsmen presented their tools and unique hand made items of the car, of which much more later.
We were able to drive the entire range of the DS 4 on a 245 km circuit around scenic Chantilly, and we can tell you already that we were very taken by the plug-in hybrid version, the E-TENSE. Not surprisingly, as one knows that DS Automobiles puts great value on electrification, as does their avant-garde clientele, by the way.
For the DS4, a new version of the EMP2 platform was conceived to accommodate a new generation plug-in hybrid drive train without compromising cockpit space. It is important to note here that, being an important premium brand for Stellantis, the choices DS Automobiles are making in terms of proportions and styling of their cars and last but not least their technology are important signals for the engineers in the group wo develop the respective platforms. Noblesse oblige… Here you see the naked bodywork displayed on its platform.
The E-TENSE sports a turbocharged 180 horsepower PureTech 4-cylinder engine, which is paired with a 110 horsepower electric motor and an EAT8 gearbox, for a combined 225 horsepower.
The combination is fed by a more efficient 12,4 kW battery with new more compact and larger capacity cells situated behind the deformable beam and giving a range of 55 kilometres in zero emissions mode (WLTP combined cycle). The E-TENSE impressed your servant not only with its uncanny smoothness, it delivered also all the performance you could wish for: The 360Nm of torque enables 100km/h to be reached in 7.7 seconds with fuel consumption of just 1.3 litre/100km and emissions from 29g/km of CO2 on the WLTP combined cycle.
A wide range with a broad choice of interior equipment levels…
We will tell you soon more about the driving impressions of this DS 4 in their different engine configurations, we just present here the model and equipment line-up. Besides the E-TECH, three petrol engine models, PureTech 130 Automatic, PureTech 180 Automatic and PureTech 225 Automatic plus a BlueHDi 130 Automatic Diesel will be offered.
In terms of body styles, the range is made up of three versions: DS 4, DS 4 CROSS et DS 4 PERFORMANCE LINE, with each version enjoying multiple trim levels:
– Four trim levels for the DS4: BASTILLE, BASTILLE +, TROCADERO and RIVOLI, as well as a Limited Edition “LA PREMIÈRE” for the launch, offering exclusive touches above and beyond the existing trims.
– For the DS 4 CROSS body version, we have the CROSS TROCADERO and CROSS RIVOLI trim levels,
– PERFORMANCE LINE and PERFORMANCE LINE + trims for the DS 4 PERFORMANCE LINE.
The iconic Fiat 500 is entering into the electric era, and it is doing this very convincingly with superb technology and style.
It even has the panache to add a third door to its well-shaped body, to set it apart from the rest.
And indeed, apart from the rest it is. It has a whole new body, and is six centimeters longer and 3 cm taller than the “normal” Cinquecento, yet it retains fully its ideal and iconic proportions.
We drove the “prima” Cinquecento, sprayed in very pleasing Rose Gold, and we liked very much its performance, ride and style, just read further…
Hans Knol ten Bensel
The New 500 3+1 “la Prima” has it all, and stands out with a range of exclusive details: full LED headlights with an ‘Infinity design”, two-tone 17” diamond-cut wheel rims and chrome-plated inserts on the windows and side panels.
In the interior, the pleasant ambiance continues: soft-touch seats studded with Fiat monograms, a two-tone steering wheel flattened at the bottom and an exclusive “la Prima” tag on the console. We also liked very much the finish of the dashboard panels on our test car.
Comfort is also paramount: six-way adjustable front seats, mats, an “electro chrome” internal rearview mirror and 360° ‘drone view’ parking sensors. The steering wheel is also adjustable in height and length over a wide range, so an ideal seating position is soon found. Add to this the spacious glove box, the wide door bins and trays on the center console, and you notice that this New Electric 500 is geared to make your daily life a lot rosier.
“Zen” electric driving is addictive…
But let’s turn now to driving this Torino-built electric icon of style. It is not only constantly pleasing to the eye, it is also a soothing, relaxing experience to move it from A to B.
Even if you are driving with kind smoothness, only caressing the right pedal, you feel its whispering power. All 118 HP or 87 kW of it, with 220 Nm of instant torque. Technically very refined, motor and drivetrain being vibrationless and totally inaudible over the whole speed range.
Zesty it is indeed. It will whisk you from 0 to 100 km/h in merely 9 seconds. And when pulling away from standstill, you reach 50 km/h in just 3.1 seconds. But it is the “Zen” character of e-driving which gets you sold, and puts a broad smile on your face.
No frantic revving, no jolts from clumsy gearchanges, just a smooth, utterly silent, silk smooth flow of power. You can fully concentrate on the traffic and everything around you, undisturbed, enjoying the purity and elegance of your progress. Only e-power can convey this feeling, and we have to admit it, it is addictive.
We caught ourselves cruising on urban boulevards even below the 50 km/h speed limit, just to enjoy the ride. Urban driving at the corresponding lower speeds delivers of course also excellent economy, and throughout our test the consumption was a very reasonable 8.1 km/kWh. We have to admit that we drove this “Elettrica” very smooth indeed. On a fully loaded battery, which has a capacity of 42 kWh, the TFT 7 inch instrument panel indicated a 260 km range, which is totally adequate for our country. The 500 Electric can be charged with a fast 85 kW charger, so you can recharge from a flat battery to 80% range in 35 minutes, or to 50 km – the average daily distance driven – in around 5 minutes.
We used the 11 kW standard charger, getting from 40 % to 80 % charge in about 3 hours. In our neighborhood, with only two charging points for a few thousand inhabitants, we are allowed to stay maximum 3,5 hours at the charging point, but this was luckily enough for us.
As everyone knows, the charging infrastructure in Belgium is completely below any standard, and will very probably remain so for considerable time to come. It is therefore almost essential in our country to have a private home and/or garage/driveway, if you want to call an fully electric car your own and use it regularly.
The electric 500 is about 300 kg heavier than its petrol engined counterpart, so the suspension setup is somewhat stiffer, without being uncomfortable however. Despite its 1,3 tons weight, the car still feels quite nimble and agile, and the excellent 9,7 m turning circle and super light steering make it your ideal partner in town.
On the open road, the electric 500 stands very well its own, with a regulated maximum speed of 150 km/h. It doesn’t feel fussy at all when driving at the legal maximum motorway speeds. Of course, look out for fast(er) charging points and plan your trip carefully…
One word about the driving modes. In the “normal” driving mode, the car will coast essentially when you lift the throttle, retaining the kinetic energy for you to use. In the “range” mode, the electric motor will use this kinetic energy to charge the battery, allowing you to use a “one pedal” driving style with ease, as the braking effect of the motor is quite marked. Last but not least there is the “sherpa” mode, where motor and battery are carefully governed to allow you to squeeze a maximum distance out of the remaining battery charge.
Infotainment and driving aids…
“La Prima” is equipped with the most advanced ADAS systems available:
What to think of Intelligent Adaptive Cruise Control (iACC) and Lane Centering, Traffic Sign Recognition, Autonomous Emergency Brake with pedestrian and cyclist recognition, Intelligent Speed Assistant, Lane Control, High-resolution rear camera with dynamic grid, 360° parking and urban blind spot sensors, Automatic twilight and dazzle sensors, Emergency call and Electronic parking brake?
Last but not least it features automatic air conditioning…need we say more?
Connectivity is also hardly neglected.
This electric 500 has the new UConnect 5 infotainment system, which means a 7″ TFT Display, a 10.25″ Touch Screen With navigation, an excellent DAB Radio, Wireless CarPlay / Android Auto, the Uconnect Box (a telematic box enabling the connected services) and a wireless smartphone charger.
We were very impressed by the functionality and computing power of the central touchscreen, with excellent and fast graphics.
Practical
The third door, which can only be opened when the corresponding front door is opened, proved very practical, and allowed much easier access to the rear seats. The rear accommodation is essentially meant for kids or (very) small grown-ups. In a 500, noblesse oblige… this is a car with style. Nevertheless, it has a standard boot space of 185 liters, and of course the backrests of the rear seats can be folded.
Conclusion
The Cinquecento is alive more than ever, and the transplant with an electronic heart has succeeded masterfully. It was a very wise decision – also technically necessary of course to house the batteries in the chassis floor – to build an entirely new body for this car, and it was even more judicious to retain faithfully its iconic proportions too.
Technically, the car is totally mature, providing premium character smooth transport, assisted by driving aids and made to measure top notch infotainment.
If you are looking for attractively priced (urban) electric transport with iconic panache and style, take a long hard look at this car…
Hans Knol ten Bensel
Photographer’s notes: for the photos of this test, we took our recently acquired Fujifilm X-A5 through its paces. We like the excellent contrast and contour sharpness of the Fujinon Apherical Zoom lens, delivering the fine definition you see here on these images. We used the TV or shutter priority mode set at 1/125 s, to avoid any eventual motion blur. We found the autofocus a bit on the slow side compared to our Nikon DSLR, but this was not much of an issue as the car was stationary anyway.
The Jeep Compass 2021 is now a completely new model, with changes to the features which are close to the hearts of European customers: stylish inside and out, with state-of-the-art technology under the hood, besides being also sustainable and functional.
This is also the first Jeep launched (and developed) by the Stellantis Group, and it is also produced exclusively in Melfi, Italy. This is only logical when you know that in Europe, the Compass accounts for more than 40% of Jeeps sales and today one in four Compass vehicles sold is a plug-in hybrid model.
An important car therefore, with plenty of good reasons to put it here through its paces for you. Just read further…
Hans Knol ten Bensel
We drove the Compass fitted with the new GSE four-cylinder 1.3-litre turbo petrol engine, and we immediately selected on the configurable digital instrument display the consumption indicator function, to show us permanently average and immediate consumption. More about the results later…
This new engine develops 150 HP in our test car, and is therefore paired to a 7 speed Dual Dry Clutch Transmission (DDCT).
A very smooth engine it is indeed, almost inaudible both at urban and motorway speeds. The gearbox is also ultra smooth, and mates perfectly with the engine. The level of silent sophistication and smoothness a thoroughbred 1,3 litre petrol engine can offer nowadays is truly stunning. Of course the excellent transmission helps here too. The same engine, the 4-cylinder 1.3-litre turbo unit, comes in the Compass models with plug-in hybrid technology with even more power, 190 hp or 240 hp and 270 Nm of torque, coupled then to a six-speed automatic transmission. Last but not least eAWD powers the 4xe versions and completes the New Compass engine range.
Performance
The 150 HP version offers more than adequate performance with a sprint from 0 to 100 km/h in 9,2 seconds and a top speed of 199 km/h. Accelerations in intermediate speeds are excellent, and one hardly needs higher revs to enjoy the pulling power this drivetrain offers. There is also a “sport” mode for dynamic driving, letting the engine rev longer and higher in the gears and making the gearbox more alert to throttle movements.
The manufacturer quotes 5,5 litres as combined consumption, with an urban average of 6,6 litres/100 km. One needs a very prudent foot on the throttle and much anticipation in one’s driving style to achieve this, and the average during our test was 7.2 litres/100 km on the open road, cruising at the legal speed limits on the motorway, with spirited accelerations in between and motorway congestions and slowdowns thrown in too.
In urban driving, a sensitive right foot works wonders, the gearbox settling in at the highest possible gear when cruising at 30 or 50 km/h, with the engine running at 1200 rpm, and immediate consumption hovering around the 4-5 litre mark. Caressing the throttle will keep it there, a more vigorous blip will send it swiftly above 10 litres. An average of 7.8 litres/100 km in urban conditions was however rather easily achievable. The very clever and readable consumption display will soon teach you the consumption difference between a more spirited and a relaxed driving style… CO2 emissions are quoted as 153 g/km in the WLTP cycle.
In this drivetrain configuration, the Compass has only front wheel drive, which doesn’t mean however that you cannot steer this Compass on off-road terrain and country roads. For our photo session, where we tried out our Fujifilm X-A5 which we had recently bought used for less than 300 €, we went on open terrain which was still rather wet and soggy from the torrential rains which have devastated many towns and villages in Wallonia, parts of Germany and Holland. It proved no problem at all for our Compass to turn tightly and move from standstill without any loss of adhesion or slippage of the front wheels on the rain-sogged grass.
Connected and practical
The vocation of our Compass is, as Stellantis puts it, to address the wishes and needs of rational, factual people, which are also fascinated by the possibility of getting away from their daily routines: Stellantis calls them “pragmatic dreamers”.
Besides stronger aesthetics, with good capabilities off road as well as on the open road, the new Compass offers features an all-new cabin, designed to improve comfort and life on board, and to make the urban driving experience smarter.
Major highlights include the full-HD digital 10.25-inch instrument cluster, DAB radio, Uconnect 5 system with touchscreens from 8.4-inch to 10.1-inch, moved to the middle of the dashboard in a higher position so the driver can remain focused on the road, a five times faster processor, Android operating system with wireless Apple CarPlay and Android Auto smartphone integration, interactive 3D TomTom navigation and natural voice recognition, and last but not least Uconnect Services.
The interior has also been made even more functional with a new arrangement of the central console and augmented storage compartment space (providing nearly 4.4 litres of additional storage – a three-fold increase versus the 2.8 litres of the previous version, now with a total of 7.2 litres).
Still more safety features…
The New Compass is the first Jeep vehicle in Europe to offer level 2 autonomous driving and is equipped with the latest generation ADAS, as standard across the range. These include: Traffic Sign Recognition, which reads and interprets the road signs; Intelligent Speed Assist, to automatically keep the car within the speed limit advertised; Drowsy Driver Alert, to alert the drivers when their attention falters or if they drop off for a moment; and Automatic Emergency Braking with pedestrian and cyclist recognition, which slows the vehicle down to a complete stop, to avoid (or mitigate) accidents that could occur.
Our test car was sprayed in a beautiful matte green…
But the biggest new feature is the Highway Assist, combining Adaptive Cruise Control and Lane Centering, to automatically adjust the vehicle’s speed and trajectory. The vehicle therefore automatically stays in the middle of the lane, at a sensible distance from the vehicle in front, for a driving experience with total peace of mind.
Comfort…
Driving long distances or making short urban errands are a breeze in the new Compass. Seats are well contoured and comfortable, the suspension is overall rather firmish, but irons out potholes and ridges very well. Noise levels are low, with any mechanical noises virtually absent at any speeds.
Conclusion
This new Compass indeed marries very well both worlds: that of urban sophistication as well as the ruggedness and bewildering attraction of the freedom of on- and offroad. The power and refinement of the 150 HP engine coupled to the 7 speed DDCT transmission is convincing, as well as the overall stylishness of body and cabin.
Of course we look forward to testing the 4xe variant, but let you enjoy the photos of this new Compass already here…
Hans Knol ten Bensel
Photographers’ notes:
For the photo’s of this test, we put our recently acquired used but pristine Fujifilm X-A5 through its paces. We just love the velvety sharpness and contrast of the Fujinon lenses, one of the reasons we bought this camera. It also looks very good, and has some Leica aura over it. We studied its manual thoroughly, as it has many clever features… just look at the photos. We will use this camera also extensively in the future…so you will see soon a lot more of what this good looking camera can do.
Autoprova - for the Connaisseur 