The latest Brussels Motor Show proved to be a treasure trove for us car enthusiasts. At the impressive wonderful Mercedes stand on the show we met on the press day with Robert Lesnik, Director of Exterior Design. In front of the iconic and already legendary Concept AMG XX, he presented styling examples of what Mercedes believes stands for the brand.
He started off with this AMG XX, and commented that this car embodies a rare combination a very aggressive sporting front end, the side view with the timeless proportion of the long bonnet, a very round shaped rear end and an amazing interior. He also showed the legendary Autobahnkourier, and he also focused on the grille of the 300 SLR Uhlenhaut Renncoupé, being so iconic and a typical design hallmark over the years for the sport coupés and cabrios of the brand. He also commented further on the Concept AMG that this car is the harbinger of what is to come for the series version of this AMG Electric sports coupé.
Robert Lesnik commented further: “For the new generation we were inspired by our past cars and design heritage, which doesn’t mean that we are doing retro design. You can see it on the radiator grille of the new GLC Electric SUV, with just three horizontal bars illuminated, it is a modern interpretation of a classic design icon.”
Beauty and attraction…
“There are two elements, beauty and attraction, which are the goals when we design a Mercedes”, Robert continued. Something that attracts the customer and what he perceives as beautiful.”
“Obviously, this goes for both the exterior AND the interior. There must be a certain power. I would say the sweet spot for every Mercedes is the three-quarter rear end perspective, where you really see the shoulder, and you see also a very iconic graphic with two roundish rear lights, with three lights for the AMG versions.”
We asked also about the interior, although he is responsible for exterior design, but nevertheless…
“For the interior,” he continued, “there is always a combination of the digital and the analog. For the first time, we have a hyperscreen, made of three screens being seamlessly positioned together. Also when the instruments and screen is shut off, it is not uniformly black, the air vent openings are still illuminated, the touch fields and items on the screen are also still visible, the inside door handles have a metallic coating, silver shadow galvanized so to say, these elements were there earlier, and will stay also in the future. I always say, Mercedes has always a chromium strip more.” We could only agree…
Focusing further on the front of the car, Robert stressed that it is still somewhat higher, which results in a spacious frunk. We will also strive to have clean lines.
We asked Robert also when looking back at the elegantly styled cars for the hand of Paul Bracque, the cars were lean, low, with excellent all round visibility. Do we see these styling elements back in the Mercedes cars of today and the future?
“Indeed, cars were (much)smaller, but now cars are electric, and they need more volume because of the batteries. Cars therefore need to be higher and this also calls for bigger wheels. This means also that cars are wider and have longer wheelbases. So cars are bigger and later hopefully will get smaller again. But cars as elegant as the Pagode will never appear again because of the safety regulations… But for the next five years, our horizon is set, we have a good idea what our design strategy will be.”
We thanked Robert for the interview and show you here some photos.
In a further episode we will have a further interview with Oliver Löcher, Vice President Vehicle Engineering and Overall Vehicle Functions Mercedes-Benz Cars.
Xpeng introduced on the Brussels Motor Show their P7+, an “intelligent fastback” brimming with advanced features…
AS everybody knows, Chinese manufacturers are entering our automotive markets, and indeed we have already applauded the very convincing Leapmotor C10, just read the test report in our columns.
In the coming weeks we will cover the Chinese brands which were present at the Brussels Motor Show, and we start this series here with Xpeng. An interesting story follows…
Hans Knol ten Bensel
Xpeng, a fascinating company history…
The full name if Xpeng is actually Guangzhou Xiaopeng Motors Technology Co., Ltd. XPeng was co-founded in August 2014 by Xia Heng and He Tao, former senior executives at GAC Group with expertise in automotive technology.
Let’s delve a bit more into this GAC Group. This is the Guangzhou Automobile Group Co., Ltd. As of 2021, it was the 5th largest automobile manufacturer in China.
Maybe it is also good to know that on 17 November 2023, GAC Group announced the independent development of key technologies, including all-solid-state batteries, cobalt-free batteries, low-cobalt batteries, and sodium-ion batteries. The company aims to achieve the integration of all-solid-state batteries into automobiles by 2026. Say no more…
But back to Xpeng. The Initial backers were amongst others the founder of UCWeb and former Alibaba executive He Xiaopeng, namesake and current Chairman of XPeng, and Lei Jun, the founder of Xiaomi.
The spacious interior of the P7+…
Collaboration with Volkswagen…
On 26 July 2023, the Volkswagen Group announced its investment of $700 million in XPeng for purchasing 4.99% stake of the company. The VW Group will collaborate with XPeng to develop two VW brand electric models for the mid-size segment in the Chinese market in 2026.
In February 2024, XPeng and VW signed a technology cooperation and joint development agreement on platform and software.
In August 2025, XPeng and Volkswagen Group signed an Agreement on Expanding E/E Architecture Technical Collaboration (“Expanded Technical Collaboration”). The signing of this agreement marks that the E/E Architecture will be not only integrated into Volkswagen’s electric vehicle platforms, but also deployed across its ICE and PHEV platforms in China, thereby significantly expanding the strategic technical collaboration to broader markets.
In November 2025, Xpeng announced a new driver-assist system designed for navigating narrow roads, which they say will be rolled out by the first quarter of 2026. The system is claimed to be able to navigate cars smoothly through the narrow streets and will be opened to other car makers, with Volkswagen being its first client. Brave new world we would say…
We spoke with Bart Hamminga, Country Managing Director of Xpeng Benelux.
Initial sales success in Belgium…
On their stand at the Brussels Motor Show, we had an interview with Bart Hamminga, Xpeng Country Managing Director of Benelux.
“Last year we announced our debut at the Brussels Motor Show, and we actually had a dream start. 12 months later, we could sign our 1000th sales contract.” Bart told us proudly.
“It shows that the Belgian car market is open for innovation and new technology” he continued. “The success is also due to the quality of our cars, which impressed the Belgian buyers. I think a very important contribution to the success was, last but not least, the cooperation with Hedin Automotive. It is, of course, essential to have a very good and solid partner. The combination of these three factors led to the very positive development we see on the Belgian market.”
Smiling faces: Bart Hamminga, Country MD of Benelux to the left, and XPeng Public Relations Manager René Aerts jr.
An impressive range
The P7+ has massive computing power, supporting the XPILOT ASSIST Advanced Driver Assistance System that uses a variety of cameras, radars, and sensors to offer support in three main areas: driving, parking, and safety.
At the Brussels Motor Show, Xpeng made the Eurpean premiere of the P7+, a model that was already on the Chinese market in 2024.
The car now got a facelift, and is in “pure” EV available in a RWD Long Range or an AWD Performance version. The rear end is completely restyled, and Xpeng defines the car as an “intelligent fastback”.
The Long Range will accelerate from 0 to 100 km/h in 6,2 seconds, the Performance version does this in merely 4,3 seconds. There is a lot of luggage space in this 3 m long wheelbase elegant 5 seater, with a volume of 573 l up to 1931 l with the rear seats reclined.
Needless to say that we look forward to put this high-tech and elegant P7+ EV through a test soon…
The 7+ has a 800-volt Si-C platform, which means that you can charge it from 10 % to 80 % in merely 12 minutes.
There is also the G6, which has a WLTP range of up to 525 km and also has the XPILOT driver assist system. It will also fast charge up to 451 kW and has also the 800 Volt SiC platform, which means that also with the G6 you can charge it from 10 % to 80 % in merely 12 minutes. It has a slightly shorter wheelbase of 289 cm compared with the P7+, but luggage space is still quite good with 571 l/1374 l.
The RWD standard range goes 470 km on a full charge according to WLTP standards. It will accelerate from 0 to 100 km in 6,7 seconds. The RWD Long Range has similar performance, but a slightly longer range of 525 km.
The dashboard and interior of the G6…
Last but not least there is of course also a full size SUV in the range, the G9. Its wheelbase is 299,8 cm or let’s say 3 meters. Luggage space is 660/1576 liters. Its kerb weight is an impressive 2,4 tons. An induction motor is at the front, a permanent magnet motor at the rear for the AWD version. Combined output is here not less than 423 kW…
The car is available in 3 versions, RWD standard and long range, then last but not least the AWD Performance. This flagship SUV in the standard range gets you 502 km far, the long range is good for 585 km. Almost supercar performance is warranted in the Performance version: in will sprint from 0 to 100 km/h in 4,2 seconds.
Also this car has the Ai speech command feature, and of course the same XPILOT driver assist system. As with all the Xpeng cars, the high-tech company will see to it that you get automatic wireless updates of its built in software.
The dashboard and interior of the G9…
he G9 has the so called “Full-Stack Logic” architecture, functioning with a binocular front camera and a rear camera. Much more on these clever cars when we drive them…
Conceiving the automotive future is always a very challenging task. Some brands have also a future-oriented attitude more than others in their DNA, and one of them is certainly Citroën.
75 years ago, they brought us the 2 CV, a car which embodied nothing less than a four-wheeled French revolution, embodying Liberty, Equality and Fraternity. Indeed, this adagio of the French revolutionists fitted the post-war French “citoyens” admirably, as the 2CV brought them just that. Freedom for all, with low-cost mobility, practicality, and go-anywhere capacity.
This revolutionary dream of the brand with the double chevron has never died. And Pierre Leclercq, the Belgian born head of design, proved its love for practicality, out of the box progressive “back to authentic basics of automotive mobility” thinking already with its wonderful and stunning OLI.
Your servant was at the presentation of this OLI in Paris, and now stood eye to eye with the equally intriguing ELO. On both occasions, he met the designer, Pierre Leclerq. We talked to him again in Brussels…
Hans Knol ten Bensel
A creative career…
Pierre Leclercq started in 1998 at BMW as an intern, he joined the Italian coachbuilder Zagato in 1999, which he left after three months to join Ford Ghia. Here he designed the interior of the Ford Street Ka concept. In 2000 he returned to BMW, where he worked for 13 years. There he notably designed the BMW X5 E70, BMW X6 E71 and the rear of the first Mini Countryman. He also worked on a successor to the BMW M1 based on the BMW i8, but the project was ultimately abandoned.
Pierre Leclercq headed the design studio of Great Wall Motors from 2013 to 2017. He then became design director at Kia, but stayed only one year with the South Korean manufacturer. Needless to say that he acquired a keen understanding of the design philosophy and DNA of both European and Far East manufacturers.
In November 2018, he took over the head of Citroën’s design office, succeeding Alexandre Malval, who had moved to Mercedes-Benz. The first project he led entirely at Citroën was the C4 X, a 4-door version of the third-generation C4.
Three pillars to keep in mind when building this concept car…
On the Brussels show, at the presentation of the ELO and the subsequent talk we had with him, Pierre stressed that this concept car is first and foremost a laboratory of ideas. He also wants to demonstrate the three pillars of the design philosophy of this car; he told us: “The ELO must become your third place (after home and office – editor’s note) to live in which you must be able to play, work and rest ”
Work…
Pierre presented the ELO to us, showing the highlights of its design. “We start with a six seater”, with the driver in the center and two seats on both sides. The second row is made of three other seats.”
“Fold two seats under the rear seats and then you can rotate the driver’s seat 360 degrees, either for a good entry or when you want to work. Ideal for people who want to work – our first pillar – in another place than the office.”
Play…
“I told you the second pillar is play”, he continues. “The cooperation with Decathlon was so inspiring and led to new ideas and applications. We developed an app together with them. You can plan your trip, plan your weekend, so that you don’t forget anything that you need, you have electricity and (compressed) air for your bikes and toys…”
Compressed air and electricity for your E-bikes are provided…
Rest…
“The third pillar is rest. You fold the seats in the back row, and you have a flat floor. You then use two matresses, again an innovation from Decathlon. You inflate them to have perfect rigidity. We also have a larger screen that can unfold and we have a projector that is on the side of the car, and the little roof opens up at the back of the car to let you look at the stars in the sky.”
We asked him also about the cooperation with Decathlon on this project…
PD: “We liked Decathlon because we carry the same values.” was his answer. “Decathlon is innovating because it makes well designed and well thought products and is not reverting to expensive technologies. We worked together from the beginning to the end on this project, and it was a big learning experience for us.”
What are the futher design hallmarks of the ELO, we asked.
PD: “The car is compact, but has a lot of glass, which is very important both for the driver and people in the back, and more importantly, children.”
Can you tell us more about the materials used, we wanted to know.
PD: “Many materials are recyclable and we even recycled materials from the OLI for this project. Also the interior panels for example. They are also cheap and easy to replace when scratched due to intensive use…”
You took advantage of the EV architecture, we remarked…
PD: “Indeed, we could maintain very compact dimensions whilst offering much room. We could move driver forward, even putting him in the centre.”
We will see much of these solutions in forthcoming models?
PD: “Yes, this concept car is a laboratory of ideas, there is not one idea which we will not try to put into production. Of course, this is the beauty of our craft, of being a designer, is to make and develop many projects, and to put them on the road, and last but not least to sell them, because these concept cars are not made for us, but for the cliënt.
Needless to say it was a big pleasure for us to meet up again with Pierre Declercq, and see and admire his stunning concept car, the ELO.
In the next report on the Brussels Salon we will talk to Robert Lesnik, Director Exterior Design Mercedes-Benz and Oliver Löcher, Vice President Vehicle Engineering and Overall Vehicle Functions Mercedes-Benz Cars. Stay tuned!
The Mercedes S-Class has been the benchmark of luxury limousine comfort since 1972. Now we are at the W223 series, and it is still unsurpassed in terms of comfort, workmanship, mechanical and electronic excellence, and last but not least, panache.
Our test car is the plug-in hybrid version of the S-Class, designated as the S 450 e. Furthermore, we drive the “L” or long version, which, of course gives you totally superb rear passenger comfort.
Don’t think that this imposing S Class version will be difficult to drive in town: thanks to the rear-axle steering (optional) the turning circle of the S-Class is reduced by up to two metres. The steering angle at the rear axle goes up to 10 degrees…The steering is also surprisingly direct: only 2 turns are needed to steer from full right to left.
Stepping behind the wheel in this magnificent limousine will however still require some caution, certainly if you wear a hat. The a-pillar is raked rather steeply for good aerodynamic reasons, but this means that you will still have to tilt your head slightly…
Once your are sitting down you are enveloped in superb somfort. The front seats have a 4 way back support, electronically adjusted, and of course there is a whole (optional) massage program waiting for you, just touch the “comfort” symbol on the large central control screen and you can choose your favorite session…
You can also opt for an active “multi-contour” package, which gives you extra lateral support when you are cornering at speed. The cabin bathes you in a wonderful light ambiance, which, of course you can adjust at will.
The instrumentation is clear, the immense screens both in front of the driver and the central screen are largely self-explanatory, although we would still suggest that you take some time to get acquainted with all its wonderful features.
Superb and ultra-refined performance…
The fourth generation of the hybrid drive celebrated its premiere in the S-Class in 2021. The present 450 e version has a 3 litre straight-six cylinder under the hood, developing 220 kW or 299 hp, combined with a rather powerful 110 kW or 150 hp electric motor. The battery is not enormous with 21,96 kWh, but powerful enough to give the 2,5 tonne “e” S-Class a range between 105 and 70 km.
:
You can calculate it for yourself on the simulator which you can find on the Mercedes website.
We show you it here in two screenshots: assuming 35 % of the trip made on the Autobahn, the electric only range with an outside temperature of 20° is 100 km, when the ambient temperature drops to 10°, the range drops to 77 km. Quite sufficient in our opinion to perform a daily commute on E-power…
You can charge the battery with a maximum power of 60 kW, and on an ordinary wallbox or public charging point (Max 20 kW on DC) you can charge the battery from 10 to 80 pct in merely 20 minutes.
The outright performance leaves nothing to be desired: this S-Class will sprint from 0 to 100 km/h in merely 5,9 seconds. The top speed is electronically limited to 250 km/h.
But the beauty lies of course, in the smooth way all this performance unfolds. The electric engine is totally inaudible, the 6 cylinder 3 litre engine is ideally balanced and vibrationless, and only a soft purr is heard when accelerating hard. The engine is mated to a smooth and alert 9G-TRONIC Plus automatic gearbox, which makes imperceptible gear changes. You have gearchange paddles at the steering wheel, but with 9 gears to choose from, one is soon overwhelmed… and we chose to let the clever gearbox do the work. The 9th gear allows very relaxed cruising at very low revs. At 120 km/h, the engine exceeds barely 1500 rpm.
Consumption is, of course, very much in function of the battery status, or rather, whether you drive on e-power or not. The WLTP standard consumption is officially quoted at 2,4 l/100km. The manufacturer’s official figure for average e-consumption is 17,4 kWh/100km, which I find a rather more realistic indicator. On the open road, your flagship is still quite economical, due also to its excellent aerodynamics: it has a Cw coefficient of merely 0,22. When you drive at fast cruising speeds, the consumption hardly exceeds 11 l/100 km. Town driving will cost you around 10,5 l/100 km.
Floating carpet comfort…
The S-Class can be considered to be the ultimate standard in limousine driving comfort. It has standard an air suspension with adaptive dampers, and you can opt for E-Active body control, which keeps the car body stable even under very fast cornering. The suspension swallows any road irregularities totally smoothly and this even at very slow speeds, and one truly enjoys a “floating carpet” ride. You can choose between different suspension settings, but even in the “sport” mode the ride remains totally smooth.
Heating and ventilation are also in a class of its own. Two-zone airco is standard, but you can opt for four-zone airco. Of course the rear passengers are spoilt too. You can obtain all conceivable extras, from heated side panels to heated and ventilated seats fore and aft, dark window curtains at the rear; you name it..
Infotainment reaches into the stars…
Mercedes is quite proud of its MBUX infotainment system, and deservedly so. As we said above, the system is quite intuitive, provided you take the effort to study the system and carefully go through all the menus. The indications are chrystal clear and seen on a massive 12,8 inch central touchscreen.
The sliding volume control for the superb Burmeister (31-speaker!) sound system takes some practice, but soon you become a master at it. You can also choose the instrument layout on the screen in front of you, and the overhead display of our test car was also eminently readable. You can also enjoy the optional augmented reality feature on this display, which shows you, with clearly visible arrows, which route to take…
This flagship Mercedes was updated last year, and has further optimized the MBUX user interface: suggestions for assisted parking are now located more intuitively in the menu. The Mercedes-Benz Automatic Lane Change (ALC) function now offers a further intelligent development: if a slower vehicle is traveling ahead, the car can initiate a lane change itself.
Indeed, if the radar recognizes sufficient open space and lane markings are detected, it can overtake the slower vehicle in front… fully automatically(!). The prerequisites are a motorway-like road with at least two lanes and a speed limit as well as a vehicle equipped with MBUX Navigation. The system does not require any further input from the driver to carry out the automatic lane change. Brave new world, we would say…
Let there be light…
The LED headlights are state of the art, with light shining in bends, combined with excellent long-range visibility with dynamic headlight assistant and extra powerful LED elements. The headlights shine up to a distance of … 650 meters (!).
The Long version of the 450 is as you can expect enormously spacious at the rear. But also in front there is enough head- and legroom for 2 metre tall adults. Boot space is of course also sufficient with 450 liters. Conclusion
The Mercedes S Class continues to be the absolute benchmark in luxury, mechanical and electronic perfection, comfort and sheer performance. Add to this the legendary quality seen in the perfect fit and quality of the materials used, and you know that this car is built for a lifetime of superb motoring.
Of course, all this doesn’t come cheap, even more so when you take into account the long list of optional extras.
But then, when one reaches the pinnacle of what a series production luxury saloon can embody and represent, it is still quite reasonable when compared with exotic supercars…
Hans Knol ten Bensel
Photographer’s notes: I used for this test exclusively the Sony Alpha 5100 with the Zeiss Vario Tessar E 4/16-70 ZA OSS lens,again proving to be the ideal companion in difficult low light conditions. One exception, however, is the photo of the driver’s door under the blue ambient lighting. It was taken with our Xiaomi 11T smartphone at f/1.8, handheld at 1/9 sec, with ISO 7800. Proving again how formidable today’s smartphones have become. As the photo was taken in the darkness of an underground garage, we overexposed it 3,3 times using the “pro” mode on our phone to get details of the door and cabin surfaces. The photo below of our Sony camera with its Zeiss lens was also shot with our Xiaomi 11 T. F 1,8 at 1/60 sec with no exposure compensation.
Italy is the birthplace of style and elegance, and this Grande Panda truly shows it. We personally love it and both the exterior and cabin styling solutions have won our hearts. It truly stands out in character and practicality and shows many competitors how a compact B-segment car can also be designed and built.
The Grande Panda Elettrica runs on the Stellantis compact EV platform, which it shares with the Citroën C3 (Aircross) and Opel Corsa/Frontera.
It has a 44 kW battery, and a 83 kW/113 HP electric motor. Perfect for town driving, where the less ideal aerodynamic boxy bodywork doesn’t spoil the fun. This means that in town, a practical range of some 300 km is quite realistic.
On the open road and certainly on the motorway, you better have a somewhat lighter foot, as the wind resistance pushes the consumption higher into 18-19 kW/100 km, reducing the range below 220 km.
The engineers wisely limited the top speed to some 132 km/h, which is totally reasonable. Cruising around 110 km/h will get you around 250 km useable range. The WLTP consumption is quoted at 16,8 kW/100 km. Charging on an 11 kW charger will cost 4,5 hours from zero to a full battery.
The Grande Panda is very much in its element both in town and on the open road. It steers light and precise, is quite comfortable on city pavés and is also remarkably silent, also at speed.
The electric engine is smooth and inaudible, just a faint whirr is heard when it recuperates energy when slowing down. Wind and tyre roar increase with speed, but it never gets obtrusive.
A model of the original Panda, remembering the banked round curves of the famous “pista” on top of the iconic original Fiat factory in Turin…
Besides the silence and smoothness of the electric engine, one can also enjoy the zest and power offered by the 83 kW motor. It will sprint from 0 to 100 km/h in just over 11 seconds, but actually the intermediate accelerations tell you the whole story: accelerating from 60 to 100 km/h costs slightly over 6 seconds…
Handling is quite good and predictable. This Panda doesn’t mind to drive with speed on winding roads, with good motorway stability also guaranteed.
A pleasant cabin
So much for the driving part. Stepping into the car one enjoys the modern and stylish “ambiance” of the interior. Well done! We liked the styling elements and surface texture of the glove box, the square shaped ventilation openings, the layout of digital dashboard screen and the 10,25 inch centre screen. Everthing is simple, yet there is every information you will ever need.
Of course, no navigation is provided, so the apps on your phone will via Apple Car Play or Android Auto will have do the work. It also pays to have an app on your phone which shows charging stations…
There is plenty of room on the dashboard to put your stuff and the centre console has room for your phone. Two USB C slots are provided in front near the centre console.
We liked the “Panda”lettering on the seats, and the front seats were pleasantly soft and comfortable. We were further seduced by the evident controls of heating and ventilation: three round knobs, which were a child’s play to use… When the battery is charged more than 30 pct, you can even pre-heat your Panda in the morning.
Also in the rear there is enough room for two rather tall adults. The luggage space is also more than adequate with 361 liters, with the rear seat down this increases to 1315 liters. The charging cables have no separate space, so they occupy the boot…
Conclusion
If you are looking for a B segment car which stands out in style, then this Grande Panda is the one to look at. It offers enough room for four adults and their luggage, is a dream to drive in town and will let you tour through Europe in comfort.
Its personality will let you enjoy EV motoring, that’s for sure, and last but not least, the price will also make you smile…
Hans Knol ten Bensel
Photographers’ notes
The photos were taken in abysmal rainy and windy autumn weather, where a camera and lens which performs well in low light conditions is paramount. It also pays to have a chamois at hand to keep your camera and lens dry..
We used again our Sony Alpha 5100 with the Zeiss Vario Tessar E 4/16-70 ZA OSS lens, and it delivered again wonderfully with sharp photos having good contour contrast.
We used a second camera which is a long time favorite, the wonderfully compact and stylish Fujifilm X10, having a Fujinon aspherical lens, 7.1-28.4 mm, f. 2 to 2.8. This boils down to 28-112 mm for 35 mm equivalent. The large lens opening makes it an excellent candidate for low light situations. The sensor of the Fujifilm X10 is now 13 years old, and it is a 12 MP 2/3 CMOS X-TRANS I Sensor, but still holds its own wonderfully.
The desktop shot here of the X10 was taken with the Fujifilm Finepix S100FS Bridge Camera, with a 28-400 Fujinon zoom lens, which we bought used some years ago, for… 75 Euros (!). The handheld shot was taken at 1/40 sec, with f at 3,2, and sensitivity set at 800 ASA.The camera has, of course, image stabilization and an 11,1 MP sensor, which proves to be quite sufficient in many situations… We still think it is an impressive camera, considering also its massive zoom range and having also film simulation built in, letting you choose between Provia, Velvia and Soft and Portrait modes. On top of that you can choose between High, Mid and Low colour profiles and of course Black & White.
Indeed Renault is looking back, but then only to inject its unique iconic true DNA into the cars it designs for the E-future. This is a clever strategy of this iconic French automaker. Indeed, in the roaring sixties and seventies, it did put cars on the road which continue to inspire several generations, and this right until this day.
Besides the ”4L” or charmingly called in the Gallic language ” la quatre elle” , there was the Renault 5, lovingly called “la Cinq”.
Another Renault icon is the starting blocks by the way, the new Twingo E-TECH, and all these new characterful cars are based on the same platform which Renault has developed for the new age of very efficient, compact and financially accessible EV’s.
Renault showed a prototype of its electric “5” already in 2021, and we are delighted to see that virtually all the styling elements of this project car are found back in the series production model.
The “5” is indeed an absolute pleasure to look at, it is wonderfully proportioned and stacked with delightful details.
Like the big letter “5” on the hood which gradually lights up when you charge the car, so you can immediately see how far the battery is recharged. So cool!
The headlamps are also wonderfully styled, and accompanied by square led light patterns below them.
The rear lights are sculpted as on the legendary R5 Turbo. By the way, the power and panache of this Turbo classic is not much more in driving practice than the torque and immediate pulling power of the 150 HP electric motor of our test car. And then there is the 218 HP Alpine Version, which we hope to drive soon…
A wonderful cabin…
The fun continues in the cabin. We find here the typical square design style of the seventies, which is continued in the yellow colour and graphic patterns of the displays found in front of the driver and the centre.
The screens are quite practical after some obvious acquaintance, and we liked the extra row of physical knobs and controls for heating and ventilation below the panels.
We liked the seventies styling of the seats which are also comfortable and well adjustable. The driver seat is also height adjustable as standard. In the front there is is ample leg and headroom, at the rear the available space is only adequate for adults. But this is a (city) car for young (at heart) adults, so in the rear you will mostly find kids or grandchildren..
The boot space is more than adequate for this compact EV, with 255 liters under the luggage cover. There is no separate stowing space for the charger and cables, just a stylish bag is provided.
Rediscovering driving pleasure…with an EV.
This is where this Renault 5 E-Tech really stands out: it gives you TONS of driving pleasure behind the wheel. No small feat for an EV. Not in the least because it steers and handles like a dream. The steering is precise, the suspension is sporting but not too harsh, and it just LOVES winding roads.
The car is wonderfully agile, and when you steer it into corners with abandon, it will even oversteer, which is of course easily corrected. Just great. Straight line and high speed stability is excellent. Does this 5 inspire you always to a sporting driving style as a must?
Not at all, it is whisper quiet, and the excellent sound system (can be optionally equipped with a Harman Kardon sound system) lets you enjoy classical or your preferred music along the route. Wind and tyre noise are virtually absent and this makes the compact “Cinq” a car with the manners and driving refinement of a premium automobile. Fit for long journeys too!
With outstanding performance to match…
What about range and performance you will ask. Our test car was equipped with the 150 HP or 110 kW engine, and this means vigorous accelerations, considering that the weight of the 5 is reasonable with 1450 kg. The 0 to 100 km/h sprint is absolved in some 8 seconds, top speed is reasonably limited to 150 km/h.
The car with this engine version has a 52 kW battery, which results in a average range of some 350 km, based on a consumption of 17 kW/100 km. City driving will easily give you average consumptions around 13-14 kW, corresponding with a range of some 400 km. Brisk motorway driving will limit the range, as the boxy 5 E-Tech with a Cw value of 0,32 is not a champion in aerodynamics. Speed charging up to 100 kW is possible with the Cinq, so within a 30 minute coffee break the battery is easily recharged from 20 to 80 pct.
Up to date infotainment
Of course, noblesse oblige, in this day and age the 5 E-tech has Android Auto and Apple Carplay, also handles voice commands over Google Assistant, offers two USB C connections. The navigation system is based on Google Maps. You can also plot your charging points en route. You can personalise the system via your Google account and of course you can be further informed about your car by using the Renault App. With over the air updates, your Renault can always be kept up to date…
Conclusion
This 5 E-Tech has the looks and offers you pleasure behind the wheel. It is indeed fun to drive and look at, and will also spoil you with the whispering silence of a premium car.
It is also well priced, and its timeless iconic shape will let you enjoy it for many years to come…
Hans Knol ten Bensel
Photographers’ notes: the photos here are made again with our Sony Alpha 5100 with its F4 16-70 Zeiss lens, which produces punchy, sharp photos with rich contrast.
But we also used here a recently bought second hand 50 mm Canon EF F1,8 II lens, mounted here on our trusted EOS 1100 D Canon DSLR. It produced the detailed photos of dashboard screens and further bodywork details, creating an interesting bokeh due to its shallow depth of field at wide openings, yet being razor sharp and offering good contour contrast. The 50 mm lens is often overlooked, yet it is an excellent tool due to its luminosity, interesting bokeh and excellent sharpness…
As faithful readers know, your servant is still quite keen on the full hybrid solution to enjoy the benefits of electrified mobility. It ideally combines the smoothness of E-power with economy and total hassle-free practicality, as you can cover any distance without worrying about recharging.
Renault made a very wise strategic decision to build also an important presence in this market segment, and is indeed developing its Full Hybrid Technology always further.
Did you know that Renault has sold over 750,000 vehicles equipped with this full hybrid E-Tech powertrain since its launch in 2021?
Renault developed its full hybrid E-Tech powertrain in 2021. Over 150 patents have been filed for this technology, which taps into Renault’s expertise in Formula 1, particularly in energy recovery and regeneration. Ii is found in many models, from Clio to Rafale.
More power and full hybrid performance for Captur and Symbioz
In the same way as with the previous generation, the series-parallel hybrid architecture of this new powertrain combines two electric motors (a 36 kW e-motor and a 15 kW HSG – High-Voltage Starter Generator) with a 1.8l 4-cylinder petrol engine of 80 kW or 109 hp (69 kW and 94 hp for the previous engine) mated to a new intelligent multi-mode clutchless dog box and a 1.4 kWh battery. The dog box delivers fast precise gear changes with minimum power loss. It is also simpler from a mechanical standpoint, making it more reliable.
Driveability maintained
The indirect injection of the previous generation has been replaced by a new direct-injection system.
Torque is 25% higher (172 Nm for the combustion engine alone, i.e. +22 Nm) than for the previous version. This means that maximum torque is available at lower revs (around 2,000 rpm), for better performance and response, particularly during acceleration or when picking up speed on fast roads. Acceleration is therefore more dynamic. Captur now takes 8.9 seconds to accelerate from 0-100 km/h compared with 10.6 seconds previously, delivering a better response for a more agile driving experience.
The Symbioz also improves its 0 to 100 km/h acceleration time: 9.1 seconds compared with 10.6 seconds previously.
A new battery with a higher capacity of 1.4 kWh
The new hybrid powertrain has a battery of 1.4 kWh battery (230V), compared with 1.2 kWh for the previous version. ower fuel consumption and CO2 emissions
Fuel consumption is optimised by a regenerative braking function, combined with the high self-charging capacity of the 1.4 kWh (230V) battery and the efficiency of the E-Tech system.
Under the bonnet of Captur and Symbioz, the new full hybrid E-Tech powertrain consumes just 4.3 litres/100 km, compared with 4.7 litres for the previous version. This optimised system delivers fuel savings of up to 40%, while also reducing CO2 emissions to as little as 98 g/km on Symbioz (99 g/km for Captur).
Smooth gear changes
The dog box transmission has been maintained: the dog clutch system replaces both a sprocket and a synchroniser ring in a clutchless layout with fewer friction parts for high levels of efficiency. The gearbox was then fine-tuned for faster, smoother gear changes. As a result, gear changing is quieter and more responsive, reducing vibration and engine noise for increased driver comfort.
Further, the introduction of a new electronic gear lever (e-shifter) provides greater precision and optimised ergonomics.
Needless to say that we are keen to lay our hand on a Renault with this improved full hybrid drivetrain… stay tuned!
FIAT launches the new Grande Panda Hybrid, marking a significant milestone in its global product strategy: making the electrified transition possible for all thanks to this affordable, and cool B-segment Panda.This hybrid version marks the brand’s role as a leader in volume and accessibility, says Stellantis, echoing the golden years of FIAT when simplicity, innovation, and emotional design moved millions.
The Grande Panda project is the cornerstone of a new global vehicle family developed entirely under the guidance of the FIAT HQ and Centro Stile in Mirafiori, Turin. Your servant remembers its visit at the Centro Stile a few years ago, when he stood eye to eye with the clay model of the FIAT “centoventi” or 120, which showed already the proportions and styling language of the present day Panda. Technologically, it already incorporated the solutions we see today.
The model sits on Stellantis’ “Smart Car” Platform. At the heart of this model lies the T-Gen3 hybrid powertrain, featuring a 1.2-liter, 3-cylinder turbocharged engine delivering 110 HP, combined with a 48V Li-ion battery and a eDCT 6-speed dual-clutch automatic transmission. This system integrates a 21kW electric motor,an inverter, and a central control unit.
Through functions like e-launch, e-creeping, and e-parking, the Grande Panda Hybrid can operate in full-electric mode during low-speed manoeuvres, allowing for up to 1 km of electric-only driving at speeds under 30 km/h. These features result in smoother acceleration, silent city driving, and less fuel consumption and CO₂ emissions, made possible in part also by the Miller Cycle combustion strategy. The eDCT transmission further enhances efficiency and provides a relaxed, two-pedal driving experience that embodies FIAT’s “easy drive” philosophy.
All trims, and one can choose between three levels, notably POP, ICON, and LA PRIMA, come equipped with a comprehensive ADAS suite, including Cruise Control, Speed Limiter, Active Safety Brake, Lane Keeping Assist, Driver Attention Warning, and open-door alerts. The LA PRIMA trim enhances this with front sensors and a rear view camera. Connectivity is supported through the onboard 10” digital cluster, 10.25” central touchscreen, and wireless smartphone mirroring. Customers benefit from multiple USB-C ports, a wireless charging pad, and seamless digital integration.
Continuing the 4 X 4 tradition of the Panda with a 4 X 4 concept…
The new Grande Panda 4×4 concept model, presented during the Grande Panda Hybrid Media Drive, is the direct heir of the Panda 4×4 from the ‘80s. It has exclusive details, and the unique dark red livery, bringing the 80s Panda’s character into the modern era.
It has an electrified, innovative rear axle that delivers all-terrain versatility. We look forward to see this concept hitting the road soon…
We invite you to look at the accompanying photos for now…
Stellantis made an interesting strategic move to include Chinese EV manufacturing in its portfolio. Besides obvious geopolitical reasons, there are also good technological grounds: Leapmotor has designed its own EV platform and battery technology, and it adopts the so-called “cell to chassis” design method. The battery is part of the platform structure and is not divided into cells, which offers extra rigidity and therefore is improving handling. It leaves also extra space for the passengers too. It seems to be a good alternative technology, and BYD has adopted it too.
By the way, just as BYD, Leapmotor uses LFP technology for its batteries. Indeed, Lithium-Ion phosphate batteries are safer than Li-ion due to the strong covalent bonds between the iron, phosphorus, and oxygen atoms in the cathode. The bonds make them more stable and less prone to thermal runaway and overheating…But now let’s return to the findings of our test…
Hans Knol ten Bensel
Classic styling…
The C10 is a big D segment SUV, and its longer roof line gives it a traditional look, which is altogether rather pleasing. We liked especially the “glazed green” colour of our test car, and we found the C10 also well proportioned.
Impressive interior
Stepping in the C10, we were surprised by the softness of the comfortable, well cushioned seats, and the clean layout of dashboard and commands, which bear some resemblance with Tesla models. The whole layout is quite clean, and besides two rolling buttons on the steering wheel, for controlling audio and cruise control, everything else is found on the two touchscreens. It takes some studying, but soon you will find your way. The most important functions are easily found and controlled in a self explaining manner. You are also reminded that this is a Chinese EV as Apple Car Play and Android Auto are…absent.
The C10 gives to priority to driver safety, and indeed the driving assistance systems remind you of this during your drive, and if you want to enjoy a truly “Zen” trip, you might want to shut it off.
We found the navigation system quite up to scratch, and appreciated the plethora of functions and amenities the C10 can offer you. Of course, there is a 360° chrystal clear vision available, seat warming and ventilation, heated steering wheel, you name it. Just a credit card type key card will open and start the car, indeed, the C10 is totally user friendly in everyday practical use.
The C10 will also watch over you, for safety’s sake…
Smooth performer
The C10 is meant for ”zen” driving in absolute comfort. The British would call it motoring. At least, this is how we personally ’feel’ this car. It is smooth and very silent. The suspension is softly sprung, and also the seat cushions are soft to the touch and feel. Of course, there are different driving modes to choose from via the touchscreen. We stuck most of the time in the standard mode. You can also select four regeneration modes. Three modes, low standard and high can be engaged while driving. The fourth mode, the one pedal mode, can only be selected from standstill.
The electric motor and its accessories are well tucked away deep under the bonnet…
The permanent magnet synchronous motor develops 215 HP, and this offers excellent performance. 0 to 100 km/h is absolved in merely 7,5 seconds, and top speed is set at some 170 km/h. The battery capacity is 69,9 kWh, and the practical range depends of course on your driving style. In practice, we found a range between 420 and 350 km being quite realistic.
Fast charging is of course possible, up to 84 kW. We noticed again that on “ordinary” public charging points the available charging power can be down to the proverbial trickle, sometimes to merely 2 or 3 kW/h. At one stage, we found that charging the battery from 69 % to full charge would cost… 6 hours!
Charging at a trickle on an ordinary public charging pole…To charge it from 80 % to full takes close to 5 hours!
Steering is light and precise, and has a very “soft” feel. Again, this car is designed for comfortable driving, so we did not mind that your palms are insulated from the horrors of our Belgian road surfaces. Via the touchscreen you can however select Comfort, Standard or Sport. In the comfort mode steering is very light and this we found beautiful for parking and slow urban driving.
Plenty of storage space on the centre console…
Of course the C10 will show predictable handling and performance, and it will take long bends with no fuss whatsoever at very high speeds. It is also quite stable at high cruising speeds, but will nevertheless inspire you to take a “Zen” attitude behind the wheel, and we juts loved this car for that, and made it most endearing to us.
Space and practicality
As said, boot space is very much OK with standard 435 liters, extendable with the rear seat folded down to up to 1410 liters. The boot floor has extra storage space underneath the floor, divided into two spaces, one for the cables and another for the tire inflating kit and sundry.
So remember that when you are packing the car for a holiday trip, to keep the cables at hand…
There is a nice extra space underneath the centre console, and indeed also the door bins are nicely wide, and of course there are plenty of USB slots to charge your phones.
Conclusion
The Leapmotor C10 certainly scores in looks, comfort, standard equipment and last but not least (Family) space. It’s ride is smooth and quiet, and this is indeed just what you need in a large family SUV. Its price is also right too, and it offers more than adequate performance and economy, which translates in a fairly good range between 420 and 350 km. It is sold throughout the vast Stellantis dealership, and this also inspires confidence…
Hans Knol ten Bensel
Photgrapher’s notes: we used for the photos here of this test our trusted Canon G9X. The battery lid has broken due to intensive use of this camera, so we have this nice stable bracket…
The second generation of the big Opel SUV impresses with a stylish makeover which adds further character and panache to the car. The “vizor” front end has received a transparent cover with the Opel lightning badge being now illuminated for the first time.
The rear the letters “Opel” across the boot lid are now boldy styled and illuminated in red coloured led light. Opel calls this its “edge light” technology.
The styling language is elegant and simple, and this same styling philosophy is found in the cabin, where Opel’s strategy of keeping instrumentation as minimal and clear as possible for driver and passengers is continued under the adage “less is more”. This doesn’t mean that the information provided is incomplete, only that nothing but the relevant information is displayed when asked for it. We love this quiet simplicity. We found also the cabin very well finished and the quality of the materials used add a distinct premium touch.
This second generation Grandland comes after 7 years, and it runs on the Stellantis Platform which it shares amongst others with the Peugeot 3008 for instance. Nevertheless, the new Grandland was developed in Rüsselsheim and is assembled and built at the Opel plant in Eisenach.
The biggest news is that the Grandland is now also available in full electric form, with a battery package of up to 98 kW. This allows a range of up to 700 kilometers on a full charge, thanks to the new more efficient electric motor and provided the heat pump is installed.
As Opel caters for a wide(r) public, a plug in hybrid version is also offered which offers a 85 km useable “pure” electric range and last but not least a so-called Mild Hybrid which is the subject of this test.
Under the hood of this MHEV Grandland lies the 3 cylinder 100 kW engine which is shared in so many Stellantis group cars. The MHEV Grandland has a kerb weight of a good 1,6 tonnes, but nevertheless, thanks to the good torque charcteristics, accelerations are still quite brisk with an acceleration up to 100 km/h in just over 10 seconds.
On the autobahn, this Grandland still shows its panache with a top speed of 202 km/h. Consumption depends here greatly on your driving style, where the efficient drivetrain with an electric motor of 28 HP and 51 Nm of torque coupled to the transmission allow you to make good use of the E-power when starting from standstill and driving at slow speeds.
When you really concentrate and use an anticipatory and relaxed driving style, you can cover up to 50 % of urban distances on E-power, and consumption drops to between 5,5 and 6 liters, even in busy urban traffic.
On the open road, cruising at legal maximum speeds will show the good efficiency of the drivetrain with consumption hardly exceeding the 6,5 litre mark on 100 km.
The six speed eDCT transmission is smooth and responsive, well adapted to the engine’s torque characteristics. We found the engine not overly smooth, also emitting a distinct throb, but this actually adds to the dynamic character of the new Grandland. At constant speeds, the engine is smooth and virtually inaudible.
We liked the way the now 17 cm longer and markedly bigger Grandland steers and handles. It has lost nothing of its predictive handling and responsiveness, and if any, this has even improved. It remains utterly stable at high speeds and is indeed very engaging and pleasant to drive.
Comfort is also very good, and here we have to applaud the overall roominess of the cabin. As said, the Grandland has grown 17 cm in length, and this allows also the rear passengers to really stretch their legs. There is also more elbow room, as the new Grandland is also 6 cm wider…
Luggage space is also abundant with a standard 550 liters.
Driving assistance systems are also well cared for, and adaptative intelligent cruise control with stop and go function is standard, together with emergency collision braking and speed limit recognition. You can opt for Opel’s Intelli-Drive-2.0 system which helps you when parking and offers you also a 360° view of the car’s surroundings. One good note also for the excellent lighting system. Now the Grandland shines (literally) with Intelli-Lux Pixel Matrix HD-Lights, which dispose of not less than 25.000 light elements on each side. The front camera of the Grandland recognizes uncoming traffic and corrects the light beam accordingly. A head-up display lets you keep focused on the road.
Conclusion
The Grandland has matured to a premium class SUV, with even in its “base” MHEV version offering many qualities, last but not least it pleases with its agility thanks also to its 1,6 tonne weight, which is markedly less than the plug-in and full EV versions. Furthermore there is the excellent finish, the quality of the materials (all recycled) in the interior, the roominess, the stylish details and the overall good proportions of the car. Then we have said nothing about its very good overall performance and efficiency, its roominess and practicality. Last but not least it offers good value for money, certainly in this Mild Hybrid version…
Hans Knol ten Bensel
Photographers’ notes: the photos here were also taken with our “Leica” Panasonic Lumix DMC – FZ1000. Photographing a black car in sunny daylight is no small feat, but the processor still managed the extreme contrasts reasonably well.
Autoprova - for the Connaisseur 