In our age cars are becoming bigger an heavier, and it was in the cards that with the mobility challenges we face nowadays, creative minds would return to the core values where the original 2 CV has always stood for: affordability, lightness, practicality, versatility and of course originality which appeals to humanity.
Indeed, the starting point was not to recreate a 2 CV, but to imagine the small electric car of the future – practical and desirable, bringing some “joie de vivre” – bringing pleasure and excitement in your everyday short journeys.
Of course, the Stellantis Group has a solid strategy behind it: To bring about a new generation of small electric cars, in line with the new European E-Car regulations, positioned between the Ami and the C3, to offer greater freedom of movement without compromising on character.
Indeed, to launch a model manufactured in Europe, with a target starting price of around 15,000 euros, to help make electric mobility accessible to as many people as possible.
Therefore the design choices take into account mass production and ease of repair: flat surfaces and direct air intakes beneath the windscreen (which however have been sadly abandoned in the light of present safety regulations we hear) , bumpers separated from the bodywork and replaceable independently…
Make no mistake, the 2 CV is modern: it is “cool” through its styling, its on-board comfort and all the practical features for everyday use, re-imagined in the spirit of the 2 CV to make life easier for its occupants.
Pierre Leclercq, head of design Citroën and his team stress that the design of the 2 CV aims to breathe new life into an icon, not by copying it, but by reinventing its design language to ensure it is fully rooted in the present day.
You can tell what they mean when you look at the exterior: an instantly recognizable silhouette, with the unique proportions and curves of the 2CV, but using tauter lines and generous volumes to convey greater energy. Round headlamps are set apart from the bodywork, conveying an expressive LED signature, a sculpted, sweeping bonnet.
Just look further at the vertical windscreen, the curved and flowing roof, rounded wings and taut flanks; contoured door handles, tapered indicators on the C-pillar, 18-inch steel wheels inspired by the 2 CV, and Michelin tyres bearing the Heritage logo and the Citroën chevrons. Just wonderful…
A distinctive roofline accentuated by a black tailgate extending down to the bumper, just like on the first-generation 2CV, which had originally a canvas instead of a metal boot lid. There are LED lights on either side of the tailgate, three horizontal stripes, a short overhang, a visible tailgate handle and a number plate displaying the 2CV’s nicknames in different countries.
With 3.76 m, the 2CV is also shorter than its iconic predecessor, no small feat!
The interior plunges you in a world of joie de vivre: no traditional dashboard, but a cylinder to which the following are attached: a single-spoke steering wheel, a single control lever, a paddle-shift gear selector and a Citroën Smart Vision display which prioritises essential information within the driver’s field of vision.
An 8-inch square ‘phygital’ touchscreen, with graphics inspired by comic books.
Your eyes meet the “Radioën”, a detachable radio that doubles as a speaker and accompanies occupants both inside and outside the vehicle.
We show you here some photos, and we hope we can have a written interview with Pierre Leclercq soon!
My love affair with the Audi’s goes a (very) long way. The first one I drove, when I was a young law student, was the Audi 50. It was a test car, for the car column of the weekly illustration magazine “De Post”, where my father was editor in chief. I vividly remember this “mini Audi”, nimble, vivid, well styled with a fake wood finished dashboard as a touch of luxury. It was developed as early as 1970, when the engineers at Audi NSU Auto Union AG started work on the project, spearheaded by Chief Technical Officer Ludwig Kraus, (who had developed earlier also the Audi 100, which established Audi as a premium brand.)
My father and I found it a vivid and wonderful car. Light it was, the NSU engineers in Neckarsulm, where the car was initially developed, knew everything about “Leichtbau”, or the art of making light cars. This car was also to become the first… VW Polo, rolling off the Wolfsburg production lines in March 1975. The Audi bug continued: I personally owned for many years an automatic Audi 80 S, and yes, I presently own an A5 Cabrio, designed by Walter Da Silva, a beauty with – of course- an Audi Exclusiv leather interior.
But let’s now turn to the present electric age, behind the wheel in the stylish cabin of the face lifted Q4 e-tron. Just read further!
Hans Knol ten Bensel
Facelift brings more for the eye and improved efficiency and range…
The Q4 e-tron was launched in 2021, and for this bestseller, it was time for a facelift. The grille is now color matched, it carries new LED lights front and rear, and in the superbly designed cabin you can now optionally enjoy a third screen exclusively for the passenger. It also gets an improved version of the permanently excited synchronous motor driving the rear wheels. Better battery efficiency, faster charging, and bi-directional capability. Read more below…
Indeed, externally the car really looks attractive. We like the color match of the grille, with the The S line variant adding vertical blades in Selenite silver matte to the corners of the front and rear bumpers. The whole car looks elegant and also muscular. We love it from every angle, and we liked also the 5 spoke “aero” alloy wheels on our test car.
Interior: stylish panache…
The designers brought true Audi panache into the redesign of the dashboard. It impresses with fit and finish, and gives you this unmistakable premium “Audi” feel. We like the matte aluminum inserts. Its centerpiece is the panoramic display, pairing an 11.9″ instrument cluster and a 12.8″ MMI touch display with large tiles for a quick overview of features and services. Indeed, for the first time in this segment, an optional 12″ passenger display is also available – the largest ever in an Audi, featuring a customizable standby design.
Our test car came with an optional augmented reality head-up display. This projects information onto the windshield in two layers: in the upper layer, turn arrows from the navigation system, starting points and destinations, and prompts from selected assist systems appear in the appropriate position on top of the real environment. Below this, the status layer shows speed, traffic signs, and assistance and navigation icons, visually placed around three meters ahead of the driver. Wonderful and intuitive…
There are four easily accessible charging options for smartphones: two cooled inductive charging trays (up to 15 watts each) and two USB-C ports under the center armrest.
Driving: comfortable and sporting
Our test car came in the 210 kW performance version, and this is synonymous with brilliant performance. It sprints from 0 to 100 km/h in 6,6 seconds, and top speed is limited to 180 km/h. But the beauty lies of course in the whisper smoothness of how all this power is delivered.
The Q4 offers you the choice of several driving modes, and we chose most of the time the balanced mode, which is an ideal mix between comfort and sportiness. We enjoyed also the three regeneration modes, but were also truly impressed by the “auto” mode, which is fed by navigation and sensors monitoring surrounding traffic.
Besides, our test car came with the Adaptive driving assistant plus is available for additional convenience – it helps with acceleration, braking, maintaining speed and distance, and lane guidance. It works ever so smoothly, gently coasting wherever possible when you lift your right foot, and smoothly slowing down to a full stop when the vehicle ahead does so too.
It makes city driving a wonderfully relaxing affair. Our test car came with a superb Sonos audio system, and you can imagine how I enjoyed every minute behind the wheel.
The comfort of the Q4 is outstanding, also the standard sport seats deserve an accolade. Besides boulevard driving and motorway trips in “comfort” mode, the Audi lives also up to its iconic tradition of sportiness. You can really have a go on winding roads. The steering is precise, the point of gravity is quite low with the big 82 kWh battery sitting quite deep in the MEB electric platform that is also used for the VW ID.4 and the Skoda Enyaq.
This means that the Q4 holds the road really well… We also found it quite nimble in town and narrow streets. Of course, the surround view camera’s help when manoeuvring in tight parking spaces, and parking alongside kerbs.
Consumption depends of course on your driving style, weather conditions, you name it. The manufacturer quotes a range of up to 578 km with a combined consumption between 18,4 and 15,6 kWh/100 km, which proved indeed quite realistic and achievable.
The Audi Q4 e-tron is the first Audi with bidirectional charging. With Vehicle-to-Load (V2L), the car directly powers electric devices. It does so via a domestic power socket in the trunk (providing continuous power of 2.3 kW at 230 V AC) or an optional adapter on the side charging port with a domestic power socket (2.3 kW) or a camping power socket (3.6 kW). Ideal for your electric mountain bike!
The DC charging capacity of the 82 kWh battery in the Audi Q4 SUV4 performance increases from 175 kW to up to 185 kW – charging from 10 to 80 percent at a fast-charging station in just 27 minutes. Up to 185 km of range can be added in ten minutes…
The luggace space is quite good, with 520 litres seats up and 1,490 litres seats down. There is a compartment underneath the floor in which you can tuck away the charging cables.
Infotainment: versatile and state of the art…
We were also impressed by the quality and layout of the information we got on the touchscreens in front of the driver and in the centre of the dashboard. Chrystal clear maps, superb navigation, clear layout of functions and apps to choose from on the central screen, with functions like for instance the choice between different “ambiance” moods.
So for example your display will show a forest picture with soothing music when you take a power nap… Of course, you can adjust your optional Sonos system also and choose between concert, lounge, neutral and podcast sound setups…
We liked also the simple and clean controls on the central console: intuitive and to the point.
Conclusion
The Q4 hits the mark again, offering an ideal combination between style, size, practicality, build quality, performance and efficiency.
It looks very good, has wonderful colour combinations, exudes the unmistakable Audi panache and aura. It comes with quite a few power combinations, starting with a 150 kW e-motor at the rear wheels and a 63 kW battery, up to a 250 kW and the 82 kWh battery for the top Quattro version. But the performance version we drove was (already) truly impressive…
Hans Knol ten Bensel
Photographers’ notes: We used here again our Fujifilm Finepix FinePix S100FS, and despite the fact that its design dates back to 2008, now almost two decades ago, it stilldelivers absolutely professional results.
Of course, the definition of the electronic viewfinder as well as the bigger foldable screen is not up to present standards, but the actual sensor and the Fujinon 28-400 mm (35 mm equivalent) lens really mean business. Note that the photos you see here are compressed to cope with the website technical requirements…so the original photos are still more detailed. Remember, I bought this versatile camera used some years ago for just 59 Euros…The photo of the camera here above is taken with my Xiaomi smartphone.
Volkswagen’s pursuit of efficiency records spans over two decades, transitioning from ultra-light diesel concepts to electric prototypes.
Their first car was presented in 2002 at the VW shareholders meeting, where I was present, and – as could be expected – with no regular automotive photographers with their cameras being around. It was the surprise which Ferdinand Piëch had in mind, presenting at the shareholders’ meeting also Bernd Pischetsrieder as the new VW chairman, who sat in the back seat of the 1-Liter Concept Car with Ferdinand Piëch driving the car from Wolfsburg to Hamburg.
I was there with my faithful Nikon analog camera, the …. and the ektachrome photos are in my archives. I will publish them soon, but in the meantime here is first some history of the cars…
The 1-Liter Car Concept (2002)
The story began with Ferdinand Piëch’s vision for a car that could travel 100 km on 1 liter of fuel. The first prototype, unveiled in 2002, was an extreme exercise in minimalism: a 290 kg tandem two-seater with a 0.99 L/100 km consumption . It was never meant for production but proved the concept was possible. For better aerodynamics, the car seats two in tandem rather than side-by-side. There are no rear view mirrors and it instead uses cameras and electronic displays. Of course, the car is totally light, using an unpainted carbon fibre skin over a magnesium-alloy subframe.
The engine is a one-cylinder 299 cm3 (18 cu in) diesel producing just 6.3 kW (8.4 hp). It drives through a six-speed transmission that combines stick-shift mechanics, weight, and drive efficiency with automatic convenience and efficiency controls. There is no clutch pedal. The gear selection (forwards, reverse or neutral) is made using a switch on the right-hand side of the interior. The engine is switched off automatically during deceleration and stops, and auto-restarted when the acceleration pedal is pressed.
According to Volkswagen, the vehicle consumes 0.99 L/100 km , giving it a 650 km driving range on one tank of fuel.
The Mission Efficiency 2 + 2 seater… an aerodynamic engineering marvel, based on ID Polo technology…
The car was presented in august this year, and besides being able to set a world record, in terms of technology, the Mission Efficiency is based on the MEB+ platform with front-wheel drive, showing the potential of the new ID. Models.
During an officially documented consumption drive over a distance of 1,278.36 km from Volkswagen’s German Research & Development Centre in Wolfsburg via Poznań (Poland) and Olmütz (Czech Republic) to the Austrian capital Vienna, the Mission Efficiency electric drive motor came in at a real consumption of just 7.51 kW/100 km including charge losses (6.89 kWh/100 km without charge losses).
The route was completed at an average speed of 67.72 km/h; the top speed was 138 km/h.
The 54.9 kWh battery was only charged once during the journey. Upon arrival in Vienna, the remaining range was 164.0 km.
Practical
Visually, the Mission Efficiency is based on the new Volkswagen “Pure Positive design” language. It’s a two-door coupé with a large boot lid, 2+2 seats, a variable luggage compartment (481 litres) as well as additional stowage compartments under the rear seats and in the side of the body (e.g. for the charging cable). While the interior can be used without restriction at the front, the two rear seats are intended for passengers up to a height of approx. 1.60 m.
The coupé is nevertheless characterised by extremely good space use for a record-breaking high-efficiency vehicle. The concept car was designed in such a way that it could theoretically be used by a young family of four.
State of the art aerodynamics
The low drag is the result of the drag coefficient (Cd = 0.158) and small frontal area (A = 2.08 m2) is the central aerodynamic feature of the Mission Efficiency.
The Mission Efficiency is 1,392 mm high, 1,744 mm wide and 4,775 mm long. Compared with the ID. Polo, this results in a significant increase in length (+722 mm). This additional length is due to a 100 mm longer wheelbase (2,700 mm) and a large rear overhang, which allowed the technical and design team to realize the teardrop shape of the body and the related pioneering aerodynamics.
Drivetrain and body…
The Mission Efficiency and the ID. Polo share the same drive system, the front axle including steering and the basic design of the rear axle.
When comparing the concept car and the production vehicle, it is clear that numerous components of the ID. Polo had to be adapted to the new proportions and new design of the Mission Efficiency.
The body combines the body structure of the ID. Polo with a likewise self-supporting aluminium structure. The doors, bonnet, boot lid as well as the wings and add-on parts are made of a high-strength CFRP aramid composite.
The prototype also has EU road approval and meets the corresponding protection, strength and crash requirements.
Interior and infotainment: less is more…
The interior of the Mission Efficiency is largely individually customised – in line with the character of a concept car. Modules such as the multifunction steering wheel, steering column switches, slightly shortened air conditioning block with haptic buttons and the central volume control have been adopted from the ID. Polo.
Unlike the ID. Polo, there is no permanently integrated infotainment display. Instead, a concept called ‘Bring your own device’ was developed here. The name says it all: the function of the infotainment screen is taken over by the driver’s own Android or Apple tablet/smartphone, which is locked in position by a clamping rail and connected wirelessly to the vehicle. All of the infotainment system’s functions are displayed on the screen of the paired device.
Brave new world, we would say. The overall design of this car is also typical for the German car engineering philosophy of combining (E-)efficiency with higher speed travel on Autobahnen, where aerodynamics play a predominant role…
Audi is working hard to carve its niche in the compact EV world with its latest A2 e-tron.
It brings memories of the absolutely genial A2, which was far ahead of its time and been mostly misunderstood.
The overall shape of the new EV is reminiscent of its iconic predecessor, and likewise also reaches new levels of efficiency: just 12.8 kWh/100 km and a range of up to 646 kilometers according to WLTP.
Not only the car is efficient, so is its production process. It is built in Audi’s home plant in Ingolstadt, and we will tell you soon more about its production process…
It has a drag coefficient of 0.24 – the best value in Audi’s compact segment. It has four power levels and three battery sizes, but bi-directional charging is unfortunately only an option. It is spacious on a compact footprint, moreover pleasant with a 1.6-square-meter panoramic glass roof.
It has standard the Audi assistant with artificial intelligence, e-tron route planner, standard MMI panoramic display with 11.9-inch Audi virtual cockpit plus and 12.8-inch MMI curved touch display.
It certainly looks splendid, its market launch is in December 2026, but as a premium brand, it doesn’t come cheap: prices in Germany are starting at 38,200 euros.
Needless to say that we are very keen to see the car “in the flesh” soon, and drive it for you early next year…
We drove the new Subaru EV range – here you see the Solterra – on roads and terrain around the Château-Ferme de Moreinsart in Ottignies…
Subaru has now also joined the EV trend with its new range, the Uncharted, Solterra and E-Outback. Subaru, the high-tech company with an impressive sporting history and a tradition of absolute engineering excellence, develops its new EV’s in a 50-50 % in a team-building framework with Toyota.
We were welcomed by Subaru Benelux PR Manager Dick Braakhekke…
and Kobayashi Kota, Business Coordinator of Subaru Benelux…who explained the DNA of Subaru…
Of course, it conserves its proper DNA. Kobayashi Kota, Business Coordinator of Subaru Benelux, explains: where Toyota engineers concentrate on the engineering and development of the E-Axle, the traction and the advanced EV battery, and last but not least brings in the e-global platform, Subaru develops the AWD system and e-axle management, develops the (suspension) setup and drivability, and is also responsible for safety.
The stylish Uncharted was our first drive, and stole our hearts…
We could drive the three cars of Subaru’s new EV family on the winding roads around the Château-Ferme de Moreinsart in Ottignies. The castle also has a magnificent terrain in its surrounding woods, were we could experience the impressive AWD terrain qualities of the Subaru’s, a quality were the brand is (so) very famous for.
Indeed, the Subaru engineers have developed and honed this to perfection, and we found that the cars were totally easy to drive through terrain, and that even a total novice could steer the car safely over the most demanding off road tracks. Needless to say that we would like for you to put these cars through a more extended road and terrain test for you soon…
A well balanced range…
We start here with the Uncharted, the shortest of the three, with a total length of 4,535 meter. All the cars run on the same platform, but the Uncharted has a shorter wheelbase of 2,750 meter. It is also the lightest of the three, with 1,850 kg when you opt for the 2 WD ‘base’ version with 123 kW or 167 HP. Mind you, in this ‘2E excite’ version, you still enjoy plenty of zest with an acceleration from 0 to 100 in merely 8,2 seconds.
You have a 58 kWh battery which gives you a WLTP range of some 451 km. Its price is attractive with 36.995 including VAT at the moment of writing. We found the exterior (the) most pleasing, and also the interior made us smile. The seating position is excellent, and still in the revered Subaru tradition, the car handles very engaging indeed, and actually the same goes for the Solterra and the E-outback.
The compact Uncharted still seats five easily, and of course you can have more power and range, together with AWD. The top “4E-experience+” version gives you 252kW/343hp combined with a 77 kWh battery. WLTP range is then 490 km and it is good to know that the towing capacity is not less than 1,500 kg. This version is at the time of writing priced at 47.995 Euros.
The Solterra (see photo here above) comes in an ‘4E experience’ version which costs exactly the same as the ‘experience+’ version of the Uncharted, with the same battery capacity and engine power, but here the car is longer overall with 4,690 m and has a longer wheelbase of 2,850 m. It can also tow 1,500 kg and has a larger boot space of 452 l compared with 403 l for the Subaru Uncharted.
The E-Outback is the top of the range model, has the same wheelbase as the Solterra, but is the longest with 4,845 meter and also the most powerful with a 280 kW/381 HP motor, which puts performance almost in the supercar league. The car is available in 4E experience and experience+ versions, with the WLTP range in the most dynamic version being 477 km with its 74,7 kW battery.
We also put the E-Outback through its paces on the off-road course, and we were truly impressed by the uncanny ease with which it tackled every possible terrain challenge we put to it. The inexperienced driver is aided by Subaru’s unparalleled driver-assistance system.
Its ‘Hill Descent Control’ is fully integrated into their X-Mode system – an enhancement to their standard Symmetrical All-Wheel Drive drivetrain. With X-MODE activated, HDC is automatically engaged when it detects a descent. Subaru’s hill descent control can only be used when driving under 12 mph and controls the throttle response and brakes when moving up steep hills to ensure traction is kept.
We will be driving the Subaru Uncharted and the other new EV’s after the summer holidays. Stay tuned!
The new Kia EV4 has many cards upon it s sleeve: very pleasing, extravagant styling, much room and an excellent range. It stands next to the EV3 in the showrooms, and one might ask why Kia launched two models in the same compact class, almost one after the other. Well, the EV4 was launched for all the very good extra reasons, besides what the EV3 already offers..
The EV4 sits 8 centimetres lower, but more importantly, it’s 13 centimeters longer and has a longer wheelbase too, which means you have one of the biggest rear legrooms in its class.
There is also a limousine version, with an extra large luggage space under its stretched tailgate door, but it is rather the classic SUV version which is meant for our European public, and is therefore built in Slovakia.
The electric motor develops 150 kW, and drives the front wheels. You can choose between a 58,3 and a 81,4 kW battery, and this warrants you quite good ranges. On the smaller battery, you have a range of about 410 km, which is in itself a good average for its class. The bigger battery offers a range of close to 600 km, or let’s say at least 500 km under normal driving circumstances. The excellent aerodynamics of the EV4 make this possible: the Cw is merely 0,32 kW, and the car is lower too.
Driving
The EV4 is dynamic with a sprint from 0 to 100 km/h in under 8 seconds, and top speed for both versions is around 170 km/h. The power is smooth and wonderfully progressive, and this results in a quite enjoyable driving experience. It is indeed a joy to drive this Kia over winding and mountainous roads, where the steering could be somewhat more sensitive, but one has to admit that the chassis and suspension engineers had above all a “Zen” driving experience in mind. We have to admit that they achieved this admirably, as sound insulation is excellent, also at high motorway speeds.
Charging the Kia EV4 on a (public) AC point is only possible at a maximum of 11 kW, and DC fast charging is possible up to 128 kW for the larger battery, up to 100 kW for the smaller one. According to Kia, you can charge both batteries from 10 to 80 pct in about 30 minutes. Accord to WLTP standards, consumption is some 14,6 kW /100 km. Driving smoothly and with anticipation, it was well possible to achieve averages between 12-13 kW in town driving. The advantage of the bigger battery is that you can tow up to 1 tonne instead of 500 kg for the smaller one.
Of course, modern times let you use your smartphone the right way. Kia offers a smartphone app which lets you plan your route and send it to the car. It calculates the charging stops. The app also lets you open and start the car, and you can allow up to 15 persons to do the same…
Spacious
The instrumentation and dashboard layout is virtually the same as in the EV3. The central touchscreen is seamlessly integrated with the drivers’ instrument display panel, and there are separate physical touches for ventilation and sound volume, which we liked very much.
The central armrest can fold away and holds also a useful storage space for all the things you might need for all your activities when waiting in the car when charging.
The cabin feels quite roomy, and there is ample leg- and headroom fore and aft. Luggage space is sufficient with a volume of 435 litres.
Infotainment and driving assistance up to scratch…
We live in modern digital times, and this shows of course in our cars. The Kia engineers did also a wonderful job, without going over the top with massive screens everywhere. We are, by the way, still amateurs of physical knobs and buttons for everyday things like sound and ventilation, and we still think the solution of a smart mouse as was adopted by Lexus years ago is the ideal one for the driver. No smudged screens, a much calmer hand to point at and select the functions than an erratic finger in a bouncing car. But this is of course subjective, and preferences can be – and mostly are – a very personal/individual thing.
But back to the EV4. It has virtually everything you could wish for, like distance parking, and you can order some extras like a head up display (we appreciated the one in our test car) and sound aficionados can opt for the formidable 8 speaker Harman/Kardon system.
Indeed, EVs are built for music lovers, as they are so silent; therefore, we always advise spending a good amount of money on a higher-end sound system.
Conclusion
The Kia EV4 has carved a nice niche in EV world: it looks cute and is with its lower profile refreshingly different from the traditional SUV brigade. It offers plenty of room nevertheless, and its range is also quite good to say the least. It responds well to spirited driving, and has a European, tout feeling behind the wheel. So take a long hard look at this one…
We told you in our columns already about the successful entry of Xpeng into our domestic Belgian car market, and we test here for you their stylish mid-sized electric coupé SUV, the G6.
Introduced on our shores in 2024, the G6 has already undergone a facelift, where the most important news is the new 80.8 kWh lithium-iron-phosphate (LFP) battery, which replaces the former nickel-manganese-cobalt (NMC) unit.
This makes the G6 a true champion at the fast charging terminal: you can now charge it at an impressive 451kW. This means that this Xpeng G6 is built for the future, as at the moment of writing we still have to wait for such fast chargers to arrive in our country. But the fact that this allows you (in the future) to charge the battery from 10 to 80% in merely 12 minutes, is a strong (selling) point indeed. The new battery also means less use of expensive and less sustainable materials …
Spacious…
The G6 is not small, to say the least. Compared with the Skoda Enyaq, it is still a good 10 cm longer. It virtually is as wide and long as its important competitor, the Tesla Model Y. The interior space is indeed quite generous, also and even more so for the rear passengers: they enjoy ample leg- and headroom, despite the curving roof line and the coupe-like silhouette. The car also stands quite tall, and the designers have camouflaged this judiciously by putting the sills in a darker color. One pleasant aspect is that you can… sleep in this G6, as the front seat backrest folds down horizontally and you can remove the headrest. You can also install yourself neatly in the backseat, use the fully folded front seat as a footrest and have your laptop snugly installed on your stretched legs, and work comfortably…
…and some facelift details
The led headlight bar now runs fully over the front of the car, at the rear there is now a small duck tail spoiler. The car has now also a digital quite panoramic rear-view mirror, which is especially useful at night or when reversing in dark-lit areas. It can change back and forth to a “classic” mirror at the push of a button on its upper rim.
You can choose between 5 colors, and we liked the “stellar purple” of our test car. There is also an optional “black edition”, which is only offered for the time being on the 4WD 2- motor “performance” edition, which is the drivetrain of the car we tested.
An impressive platform with a drivetrain offered in 3 versions…
The G6 now uses Xpeng’s SEPA2.0 platform, with a chassis of aluminium and steel, reinforced by a stressed underfloor battery pack. The body is fully aluminium, the electrical architecture (with a silicon-carbide power inverter) runs on 800 V.
The model line up starts with the RWD standard range model, 252 HP with a 68,5 kW LFP battery. Then there is the Long Range model with a 297 HP motor and a 80,8 LFP battery. We drove, as said, the 4WD Performance model with 2 motors, 297 HP + 190 HP (total 487 HP).
Superb performance, enjoyed in safety and comfort…
Needless to say that this “performance” edition is fast. Choose on the central screen among the available drive modes the “launch control” function, and then brace yourself. The G6 will take you from 0 to 100 km/h in just 4,1 seconds. The suspension and chassis can handle all this power smoothly, and the Xpeng feels utterly stable at high speeds and also in fast corners, with some noticeable body roll however. Top speed is electronically limited to 202 km/h, wind and road noise are virtually absent at high cruising speeds.
The Xpeng is comfortable, but its body sways gently over long road irregularities and all this does rather invite you to adopt a more restful driving style, despite its excellent stability and performance. Remember, this is a heavy car that weighs over 2.2 tonnes.
You can adjust the steering “feel” and responsiveness via the central screen and it also changes in function of the chosen driving modes. It transmits adequately the road surfaces, but again does not invite you to do some sharp and fast cornering. Just enjoy the smoothness and comfort, this is what the Xpeng engineers clearly had in mind when fine tuning the steering and suspension. The comfort at boulevard speeds in the city is therefore admirable. The long wheelbase indeed also brings extra smoothness.
The brakes are eminently up to their task, and indeed the 20 inch wheels add to the overall safe handling of the G6. Of course the G6 has ESP and boasts among many driving aids, even hill descent control.
Indeed, for the manufacturer, safety is paramount. Xpeng therefore installed its ‘full scenario’ XPilot 2.5 driver assistance technology package in the G6, which is made up of a network of 29 cameras, radar transceivers and ultrasonic sensors. Did you know that all the data output is then monitored and processed by a special Nvidia processor?
You see the result on the large central screen, which all the surrounding traffic, bikes and pedestrians clearly shown. Indeed, this is a car made by a high-tech company, and this results in a wonderful and restful experience behind the wheel. Driver assistance systems are there in abundance, from lane assistance coupled with adaptative cruise control to parking and a lot more, it is all there.
Within the plethora of 29 cameras, you also have a camera which monitors whether you keep your eyes on the road. Fortunately, you can control its sensitivity via a menu on the touchscreen, so it does not interfere overwhelmingly when driving.
Refined and elegant interior…
With the facelift, the G6 had its interior upgraded with better ambient lighting and improved panel finishes. We liked the large wooden panel spanning across the dashboard. Besides the large and eminently readable 15,6 inch central screen, there is also a so-called digital 10,25 inch dashboard screen in front of the driver, and this gives you all the essential information right in the line of your vision.
Both front seats are adjusted electronically, and you can (pre)program your ideal individual seating position. The nappa leather seats (reserved for this performance version) are not only heated, they also have a massage function…
The wide central console allows you to charge TWO phones simultaneously, with up to not less than 50 W charging power.
Climate control is also top notch with automatic air conditioning and a heat pump;
All the main functions of the car, like heating/ventilation, opening/closing, navigation can be controlled using a mobile app. There is also an “Hey XPENG” speech assistant: 4 zones (also from the rear seats) , full scenario with intelligent suggestions and advisory remarks. You have also an App Store connection for music, video, social media, etc.
When you change lane or take a right or left turn, a camera view flashes up in this screen to show any upcoming traffic in the chosen lane. Indeed, you are definitively spoiled with a wide array of high-tech safety features.
These is of course an excellent DAB/FM radio, using a 16 speaker XPENG XOPERA 2.0 Surround Sound System, with two speakers in the front seat headrests…classic music buffs as we are, we greatly enjoyed each trip…
All this to say that sitting behind the wheel of this Xpeng one definitely gets a premium feeling, not in the least because of the excellent finish and the quality of the materials used.
There are a lot of practical storage possibilities in the cabin, and luggage space is also quite adequate with 571 liters (1374 liters with rear seat backrests folded).
And what about consumption and range?
We noticed during our test a usable practical range of some 370-400 kilometers, with a 60/40 mix of motorway and city driving. Of course, in winter driving the heating/ventilation systems take also their toll, and we find this range therefore quite reasonable for a 2,2 tonne 487 HP car. When driving with some restraint, a consumption between 17 and 20 kW per 100 km is quite realistic. The manufacturer quotes 18,4 kW/100 km, and announces a WLTP range of 510 km.
Conclusion
This Xpeng G6 ticks many boxes, certainly taking into account that it offers impressive value for money. At the moment of writing, this 4WD Performance version is available for 51.990 Euros, and as we said earlier, in this price range, there is no other car that offers this charging capacity. Add to this the stylish exterior, the elegant, roomy, and fully appointed cabin, the comfortable ride, and safety-oriented stability combined with excellent performance, and you will agree that this Xpeng G6 deserves a long hard look when you consider buying a mid-size SUV.
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!
