Category: Lifestyle

Alfa Romeo shows its sporting panache at the Lago Di Como

Posted in Automobilia, Car Events, Car History, Car presentations, Car Shows, Car technology, Classic and Vintage Cars, Concept Cars, Design, Fashion, History in photos, Lifestyle, men women and carsTagged , Leave a comment

From May 24 to 25, in the extraordinary setting of the Villa Sucota overlooking Lake Como, Alfa Romeo will be the Official Partner of the 2025 edition of FuoriConcorso, and will show its beautiful cars, with its unique sporting design language, a festival of beautiful contours and shapes which are an everlasting delight to the eyes of every car enthusiast.

Just read on and enjoy the photos…

Hans Knol ten Bensel

The FuoriConcorso is an event with a well rooted tradition: it was founded in 2019 by Guglielmo Miani, president of Larusmiani, the bespoke menswear and gentleman accessories firm which has been there for gentlemen since 1922. The passion for cars results also in a boutique to create an exclusive collection limited edition. There now you can purchase a collectors box of the Alfa Romeo 6C which contains: the numbered t-shirt with rear print depicting the car and a caption postcard with the history of the car.

But let’s return to the FuoriConcorso. It has grown to an international event that every year attracts thousands of collectors, experts and car enthusiasts from all over the world. The theme selected for this year is – “Velocissimo – Italian Race Cars”, and this means that Alfa Romeo will put its mark on this event. Indeed, the splendid Villa Sucota will become this year the “Casa Alfa Romeo”.

Around 15 extraordinary models will be on show there, some from the Alfa Romeo Museum in Arese and others from private collections.

The Zagato 6C…

A car which truly stands out is the 1930 6C 1750 Gran Sport, one of the most famous Alfa Romeos for its unmistakable line (Zagato), six-cylinder engine with compressor and its wide-ranging trophy haul in motorsport, spread out between the Mille Miglia, Targa Florio, Tourist Trophy and many other victories in endurance races.

On a model similar to the one on display, the legendary Tazio Nuvolari won the 1930 Mille Miglia, setting an average speed record of 100 km/h across the entire route, in a memorable duel with his teammate, Achille Varzi, also driving a 1750.

The Giulia TZ2…

Many aficionados still dream of the golden era of road racing, and the cars which played a prominent part in this. Like the spectacular 1965 Giulia TZ2. An evolution of the previous Giulia TZ, this car is lower, more tapered and aerodynamic, with fiberglass bodywork on a tubular chassis. Designed by Ercole Spada at Zagato, it sports a sleek and muscular line, dominated by the famous truncated tail, which consecrates it as one of the most beautiful racing cars ever.

The 1.6 twin-cam engine evolved with double ignition and dry sump, reaching 170 hp and 250 km/h. At its debut in 1965, it won its class at the 1000 km of Monza and went on to take other victories in the same season, including the 12 Hours of Sebring, the Targa Florio and the 1000 km of the Nürburgring. One year later, the TZ2 achieved the same feat at Monza, Sebring, the “Targa” and the “Ring.”

The 33 TT12…

Then there is the 1975 33 TT12. It made its racing debut  on May 5, 1973 at the “1000 km of Spa-Francorchamps,” when the World Championship for Makes was experiencing a period of great popularity and commitment from the most prestigious manufacturers, including Alfa Romeo with the “Tipo 33” family.

The “33” which saw the light in 1967 has now become legendary, where  the letters “TT” stand for Telaio Tubulare (‘tubular chassis’; based on its forerunner the 33 TT3 with a V8 or ’Otto Vu’  engine) and “12” is the `number of cylinders of the new 180° (‘flat’) three-liter V engine that can exceed the threshold of 500 hp. The aesthetics are unmistakable, with its side fins and famous periscope. After a year of development and initial wins in ’74, total domination came in 1975: seven victories out of eight races to win the World Championship for Makes, the fourth overall title in Alfa Romeo history. Legendary drivers such as Merzario, Andretti, Ickx, Vaccarella and many others were behind the wheel to build this immense series of wins.

The legendary F1 compressor Alfetta’s…

When you stroll a few steps away from Villa Sucota, an exclusive area pays homage to the bolides that have made Formula 1 history, starring the 1951 Alfa Romeo GP Tipo 159 “Alfetta,” the veritable ruler of the first two World Championships. An evolution of the legendary 158 of 1938, the 159 triumphed with Fangio after the victory by “Nino” Farina in 1950. After the title – the first of five for Fangio – Alfa Romeo officially withdrew from racing to devote itself to the Giulietta.

Compared to the 158, the 159’s engine was equipped with a two-stage compressor, De Dion rear suspension – the name given to the 1972 Alfetta is based on the adoption of this technical solution – and a more efficient aerodynamic look. The supercharged 1.5-liter inline 8-cylinder engine reaches incredible levels of power: in tests, it even achieved 450 hp, equivalent to 304 hp/liter. This was also made possible by the use of alcohol based special fuels, which had a considerable cooling effect when evaporating, making higher compression rates possible without corresponding high combustion temperatures.

Last but not least, the 33 Stradale…

Also on show at Villa Sucota will be the new 33 Stradale, a “custom-built” car approved for road use that ensures outstanding performance on the track.

It was unveiled in 2023 and produced in only 33 models (all of which have already been sold), the car represents the return of the legendary 33 Stradale, an icon of the 1960s, reputed by many to be one of the most beautiful cars of all time, and derived directly from the Tipo 33 – once a big name in world motorsport.

We can only suggest you to take a look at the photos, and spend some delightful ”Alfa” moments…

Hans Knol ten Bensel

We attended the annual “British Car Day” in Malines…

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April 26 was already for weeks firmly put in the agenda for all the (Belgian) fans of British cars. After all, that’s when parts specialist Anglo Parts organized its annual “British Car Day”, where the classic car clubs and restoration specialists could put their best foot forward to recruit members or appeal to customers.

From left to right on our RHVCB stand: your servant, Ingrid De Jonge and Club president Michel Van Eesbeek

As faithful readers already have read in our post about our visit to parts specialist Anglo Parts, (see the post “Lifeblood for your British Classic Car”) your servant has become board member of the Royal Historical Vehicle Club Belgium, and I was present at the event which a stand of our club.

This time the weather gods were better than in the previous edition, and this attracted twice as many spectators.

At the event itself there were a lot of enthusiastic enthusiasts who came up with very special cars. For example, we came face to face with a very rare Marendaz Special, a car designed by DMK (Donald Marcus Kelway) Marendaz and built between 1926 and 1932 in Brixton Road in London, and then until 1936 in Maidenhead in Berkshire. Of this beautiful sports car, whose radiator resembles that of the Bentleys of the time, only 20 to 50 copies were built by the eccentric Marendaz, who fought air battles in France during the First World War as a member of the Royal Flying Corps, in which he was wounded in 1918.

Your servant will make an extensive (photo) report of this very special car on our columns soon…

Most Marendaz Specials used Anzani engine(s)…

Also, a very enthusiastic more than 80 year old English enthusiast had arrived with a vintage… taxi. The man’s name is Dirk Harland, and he had left Hemel Hempstead the day before in his 1955 Beardmore London Taxi Mk7, with his grandson in the back.

He crossed the channel from Dover to Calais, and unfortunately got into a massive one and a half hour traffic jam on the Antwerp ring road. But don’t worry, he showed up flawlessly the next morning at the British Car Day with his Beardmore…

Furthermore, there was of course a legion of MGs to admire, Triumphs, Minis in all kinds of tune , Jaguars, in short, something for everyone…

Relatively rare: an MGA Twin Cam

The event was also characterized by the enormous venue of enthusiasts, who all had taken out their British Classic and had it parked on the road and areas around the premises of the organizer Anglo Parts. Just have a look at the photos…

Finally, I would like to mention that the organizer Anglo Parts has made a film of the event, here is the link: https://youtu.be/qVDd3k6X_d4?si=jFJ4kFtTVRadlVtk. 

Photos of the event can also be seen on https://www.britishcarday.org/

Hans Knol ten Bensel

We took a 1969 Austin Healey Sprite Mk IV through the Belgian technical inspection…

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Enjoying and driving an oldtimer means also that you have to take it to the technical inspection in regular intervals.

In Belgium, a car is an “oldtimer” when it has been registered 30 years ago. You can then register your car with an “O” (oldtimer) license plate. This means that you enjoy reduced road tax, but on the other hand the use of the car is restricted. Any commercial and/or professional use is prohibited. You cannot use it as stage prop or décor for film productions for example. Neither can you use it for weddings and other special occasions which involves transporting passengers, even when this is done for free. Nor can you use the car as a daily commuter between home and work.

As Belgium has three regions, notably Brussels, Flanders and the Walloon region, the regulations for technical inspection for oldtimers show some differences.

In the Brussels region, cars between 30 and 50 years old have to be taken to the technical inspection every two years. When the car is older, you have to do this only every 5 years. This was the case for our Sprite…

In the Flanders region, the rules are identical. If your car is older than 1st of  January 1926, you don’t have to submit the car to a technical inspection.

In the Walloon region, cars between 30 and 50 years have also to be inspected every two years. However, when a car older than 30 years has a “historic value or interest”, it is set free of periodic inspection. The car has to be in original condition and out of production, and no major modifications are allowed, except replacing the chassis when necessary, change to radial tires, and of course all the (safety) changes and improvements which are legally prescribed over the years.

Cars older than 50 years don’t have to be taken to inspection any more.

So we took the Austin Healey Sprite out of its winter sleep two weeks before the inspection. Of course we picked a day when the weather was fine. As the Sprite has been fairly recently fully restored and has  enjoyed an extensive mechanical overhaul, we did not expect too many problems. Also the battery had been replaced recently. Starting the engine was nevertheless somewhat hesitant, as it did not fire up after two attempts after having waited previously for the fuel pump to fill the carburettor fuel reservoirs. We had the choke fully out, and were uncertain whether the air/fuel mixture was correct, so to prevent the engine from over-flooding we gently pressed the accelerator halfway on the third attempt and the engine then immediately fired up. We found the engine idling steadily, but nevertheless rather rough, so some tuning of the two SU carburetors might be necessary. We have the impression the air/fuel mixture setting is rather lean for the moment, but only a tune up using mixture measuring instruments will tell.

Oil pressure was OK, which is to be expected as the engine had been totally restored. We took the Sprite for its first spring tour over a distance of a good 35 kilometers, keeping a watchful eye on the cooling temperature and oil pressure gauges and letting the engine and drive train warm up thoroughly. Of course (hand)brake and all the controls were tested.

Several weeks later it was time to put it through the technical inspection. We did not expect many problems, and indeed there weren’t any. The inspectors admired the clean engine bay, and the 1275 cc Series A BMC engine, which is basically identical in the Mini Cooper S, save for the tuning. It makes the 714 kg Sprite quite a lively performer, where it develops a healthy 65 HP at 5800 rpm. Mind you, acceleration is rather brisk with 0 to 100 km/h reached in about 12,5 seconds. The engine is a long stroke unit, therefore quite flexible, developing a good torque for its size of 98 Nm at 3000 rpm.

The BMC A series engine is a very interesting and beautiful “classic” engine, and has a very long history. We will come back in more detail about this engine in further posts.

As said, the technical inspection went without a hitch, as brakes, suspension, chassis and all auxiliaries were found to be in perfect working order. The engine’s CO2 emissions were also found to be OK, taking into account the historic emission standards of course. Apparently it was a good idea that we left the carburetor settings unchanged for the time being, although the idle is still rather rough. 

So we received a “green” inspection report, which is now valid for another five years. 

On the way back from the technical inspection, we used the motorway for most of the trip, and the Sprite was happily cruising along with a beautiful exhaust roar at some 3500 rpm. 

We now also filled up the fuel tank, choosing 98 octane fuel, and avoiding the use of Euro E10 95 octane petrol, which contains 10 pct methanol. There is a product “Classic Valvemaster plus” sold amongst others by Anglo Parts, which protects engines originally designed to run on leaded fuel for the negative effects of Methanol. Another product they distribute is EPS Ethanol protection from Millers Oils. We performed a major cleaning and detailing session with the Sprite to bring it to (almost) concours condition before we used it our next sortie , driving it to Mechelen for the “British Car Day” organised by Anglo Parts on the 26th of April, were the Sprite was proudly present on the stand of the Royal Historical Vehicle Club and met wich much interest from young and old… 

Hans Knol ten Bensel

We drove the Alfa Romeo Junior Ibrida…

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The Alfa Romeo Junior series has always been a sporting icon for the Alfa Romeo enthusiast. It stood for pure efficiency, with a somewhat smaller engine and less power, but had the same undiluted sportiness as its faster and bigger brothers in the Alfa range.

So when Stellantis launches today’s Junior again for its Alfa Romeo brand, we expect something special indeed, and we were very keen to drive for you the Alfa Junior Ibrida, which has a 1,2 litre 3 cylinder turbo under the hood and enjoys a 48 volt mild hybrid system. Does this Junoir retain the unmistakable Alfa Romeo thoroughbred qualities with a drivetrain and platform, which it has in common with its many sisters in the Stellantis group?

With this Junior, Stellantis aims also at efficiency and some degree of practicality and comfort, as it wants to attract a wider range of young customers to the iconic Milanese brand. We will find out in this test whether this new Junior fulfills all these high expectations…

Hans Knol ten Bensel.

Sporty looks…

When approaching the new Alfa Junior we are seduced by its good proportions. The front grille has character, the led headlights accentuate things further and the air inlets add an agressive touch. The car looks good from the side, the rear end with its peculiar headlight shapes is somehow a departure from the typical Alfa styling language, and shows us that Alfa is also entering a new era.

But there are Alfa styling icons which remain, like the wheel alloys with circular spokes, which suit the car very well.

The cockpit has also much Alfa Character, although aficionados will miss the typical large gear-change paddles on both sides of the steering wheel column, but then again, the smaller paddles indicate that this Alfa has somehow a different mission, and indeed this Junior wants also to convince the Alfa driver with somewhat different qualities.

But we liked very much here again the digital instrumentation, the 10 inch large central touchscreen which is set in a stylish cluster directed towards the driver, with below it a leaner centre console, which houses the Stellantis-typical drive selector, contributing to an air of sportiness with a large circular start/stop button towering above it.

The illuminated ventilation openings adorned with the Alfa symbol also add character. We liked the color pattern of the seats, with a large central red stripe, which gives the distinct optical illusion of a glowing ribbon. The seating position is rather deep, which again accentuates the thoroughbred panache of this Alfa. Note that the seats have heating and massage functions, a distinct plus..

Everything is well finished, some harder plastics are found, but the panel surfaces of the dashboard still exude a distinct premium feeling. The ergonomics are beyond reproach, and below the central touchscreen one finds still a row of “analog” touch buttons for ventilation with, last but not least, the volume control of the radio…


 

Performance and handling: the DNA of a true Alfa.

The Junior uses a 48V mild-hybrid system that combines a 1.2-litre three-cylinder Miller cycle petrol engine,with variable-geometry turbo and distribution chain for maximum reliability. The electrical component consists of a 48-volt lithium-ion battery and a 21-kW electric motor built into the 6-speed dual-clutch gearbox, which works together with the inverter and transmission control unit to ensure maximum efficiency.  The total power output of the system driving the front wheels is 134bhp, enabling acceleration from 0 to 100km/h in 8.9 seconds.

Indeed, performance leaves nothing to be desired, and thanks to the support of the electric motor the acceleration from standstill is smooth and powerful. The changes of the six-speed dual-clutch automatic transmission are silky smooth under spirited acceleration, and indeed we found the whole drive-train behaving wonderfully when your right foot is somewhat heavier and you engage in a more spirited driving style.

The engineers have worked beautifully to give the 3 cylinder 1,2 litre unit, which is also found in many Stellantis models, this typical Alfa growl, reminiscent of the classic weber carburetted Veloce’s from the sixties and seventies. We just loved it.

So acceleration pleasure is to be had, and this is paired with a low fuel consumption which the classic Alfa’s never had to this extent. Yes, when cruising leasurely and avoiding high revs and (very) brutal accelerations, it is very well possible to achieve average consumptions in the 5-6 litre range, and even less.

The Ibrida is a so-called mild hybrid, this means that the electric motor, which is integrated in the transmission, has 28 HP, and the battery is also rather small with a gross capacity of 0,89 kW/h. But it does the job of giving that extra E-power smoothness and delivering E-propulsion at crawling speeds typical for start/stop situations.

The Ibrida is of course an excellent long distance motorway cruiser, with a top speed of a good 206 km/h. But it is also very much in its element on winding roads, and is both agile and completely predictable in its handling. So is this Junior an Alfa which can be driven with verve? Yes indeed, and it brings joy to motoring…

Practical and well equipped…

The luggage space is standard a good 415 liters, up to a maximum of 1218 liters. Of course Android Auto and Apple Car Play is provided, and the safety features as standard include level 2 autonomous driving, connected navigation, 180° rear camera, a handsfree electric tailgate, and a keyless system with proximity access technology as standard.

Conclusion

Is the Junior offering an attractive proposition for the die-hard aficionados of the brand? Yes it does, for us it breathes the DNA of a true Alfa. On the other hand, it offers ease of driving in town, practical everyday docility and last but not least excellent fuel economy and energy efficiency..

There are still more powerful versions, like the 280 HP Junior 280 Veloce all electric version, which  weighs only 1,590 kg. It emits also a typical “Alfa Sound” during acceleration, it appears. We are very keen to lay a hand on this throughbred EV-bomb in the not too distant future…

Hans Knol ten Bensel

Photographers’ notes: for the photos here we used again our Panasonic Lumix with its Leica 25-400 mm zoom lens. Early spring wheather warranted good light conditions, which allowed a low ISO and smaller apertures, enhancing sharpness and detail.

We drove the Leapmotor TO3: a surprisingly adult EV city car…

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Things are moving at the bottom end of the EV market. More affordable EV city cars are offered, and Stellantis has also quite literally made a bold leap forward. Last year it took a 51 pct share in the Amsterdam-based joint venture Leapmotor International BV, and now brings the city car TO3 to our shores, as well as a large SUV, the C10.

Needless to say that we were very keen to have a test drive with this TO3, which at first sight looks not unfamiliar, as it resembles a Smart ForFour. It certainly is fit for the city, with its compact overall length of 3,62 meters. But we discovered it has a lot more good qualities. Just read further..

Hans Knol ten Bensel

Roomy, well equipped and comfortable…

The cute TO3 really surprised us. Stepping into the car, we found ample headroom and even the tallest can sit comfortably behind the wheel of this Leapmotor. Even the rear passengers don’t touch their heads and can step in comfortably as the TO3 has wide opening four doors. No cramped mini car feeling whatsoever. Luggage space is also reasonable, with 210 liters with the rear seat backrest up, and up to a maximum of 880 liters with everything folded down.

Don’t expect bare austerity either when it comes to infotainment. One soon notices that the Chinese are masters in the game. The TO3 has a 10 inch touchscreen with a christal clear rear view camera, which indicates even the remaining centimetres when you back up close to another vehicle or wall…

It also has an excellent navigation system, DAB radio and you can choose between not less than three driving modes. On the central display you can choose “vehicle control” and then make your choice. We left it in the ”standard” driving mode virtually all the time.

The ventilation/heating controls take some getting used to, and are not logical at first sight. But soon enough you get around it…

The T03 has a range of some 250 kilometers in practice…

Also fit for the open road…

With its small turning circle and good visibility it is a pleasure to drive in town, where at urban speeds, that is to say up to 30 km/h, you are constantly accompanied by a well audible whine. This disturbs a bit the totally “ZEN” feeling which normally the absolutely silent EV power conveys, but for the sake of safety it is of course very useful.

The standard equipment is lavish: below the central touchscreen one has even two USB C ports, a 12 V plug and room for your phone…

When you enter the motorway, the compact TO3 shows remarkable ”adult” behaviour, staying remarkably silent and stable at speed. It is fully capable of cruising at say 120 km/h, and this means this TO3 is also a perfect intercity motorway commuter…

LED headlamps are standard…

As the range is rather limited, you need to recharge it frequently between commutes, but when a charger is available both at home and the office, this Leapmotor is perfect for the job. The manufacturer quotes a range of up to 265 km, and WLTP consumption is 16,5 kWh/100 km. We found that this figure is easily achieved in practice, and indeed we experienced that a range of around 250 km is very realistic.

Blind spot monitor, cruise control, distance control and lane assist are also standard…

Performance is zesty with a 0 to 100 km/h sprint in 12,7 seconds, top speed is electronically limited to 130 km/h, which is totally sufficient given the vocation of the TO3.

The TO3 is also very keen to keep you safe under all driving circumstances, and constantly warns you when you don’t keep your eyes on the road, ignore speed limits and the like, and is constantly buzzing and chiming to warn you of imminent dangers.

The driver is constantly watched by camera’s, and it warns you to keep your eyes on the road…

This can be annoying at times, and it is good to know that these audible warnings can be muted, although they will reset themselves soon as you restart the car…

The TO3 comes with a warranty of 3 years and 100.000 km, which will satisfy most.

Conclusion

The TO3 impressed us, with its all-round qualities, making it the perfect urban runabout, also fit for faster intercity motorway commuting. It has sufficient room to sit four, and its range is limited,  but still sufficient when charging opportunities are easily available both near home AND office/workplace.



It is well finished, has impressive standard equipment and infotainment. So if you want to step into the EV world with a smaller ”entry” budget, just take a very close look at this endearing Leapmotor…

Hans Knol ten Bensel

Photographers’ notes: we used again our Panasonic Lumix DMC-FZ1000. Its Leica zoom lens is also ideal for photographing details, as shown above…

We drove the Kia EV3: steering into the EV future…

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Kia has not only adopted a new logo, it is now building cars with an avant-garde touch and style. Their EV3 has continued this new path with success, as it had been chosen European Car of the Year 2025.

For all the good reasons: not only does it run on the same dedicated, bespoke EV tech platform as its bigger sister, the also award winning EV9, it offers style, practicality, roominess, and range which put it at the top of its segment.

Needless to say,our expectations were high when we crept behind the wheel of this EV3 and admired the clean yet superbly well-designed dashboard… just read further.

Hans Knol ten Bensel

Aiming higher…

We have always believed that this Korean brand would reach the top, when we drove its cars almost a decade ago. They learned very fast, and their commitment towards innovation was unseen, while offering affordable quality, technical sophistication, and style.   

Now we drive the result of this strategy, with this EV3. Just look at its overall contours and one sees that it breathes with its angular looks the styling language of today. This is a car for NOW and the years ahead.

We liked its boxy contours, its wheel contours and the styling treatment fore and aft. Also, the angular styling of the LED headlamps and rear lights are adding to a distinct lighting signature. The proportions are well chosen, and even the 19 inch alloys do not disturb the balanced contours of the car. It truly stands out, and the result is that soon the wide public will recognize it as a new generation Kia.

Modern and clever…

The same can be said of the interior. When you step in the car for the first time, you have the distinct impression that you are entering the future. A 30 inch wide display dominates the dashboard, and combines seamlessly instrumentation, infotainment and connectivity functions. Of course you can adjust heating and ventilation via the screen menus, but thankfully there are analog switches and button controls beneath the screen, which let you adjust all the functions manually. We also liked the centrally placed roll-shaped volume control, so that the front passenger can also use it. The driver has of course the same roller-styled volume control on the steering wheel…

Everything is well thought out, and indeed one can find its way and expertly use all the controls and functions of this Kia without having to use a manual, although it is ALWAYS very wise to read it…it is time very well spent!

We also liked the leather-like seat upholstery, which had a very pleasant feel and touch, with the seats also being comfortable indeed. The front seats also fully recline, so you can take a restful nap while recharging the battery.

There are also a lot of nice details on this EV3 Kia. It has aerodynamic door handles, which flip open when you press the remote key to open the car. It has a central armrest with a sliding table underneath which fits your portable PC.

After you have locked the car,  you can still move the car fore and aft into tight spaces with your remote key. The sun visors can also be extended when flipped sideways to block lateral sunlight, and the central screen has a small separate cluster of symbols on its left side to make climate control a breeze. The backs of the front seats are styled to be used as coat hanger, which is indeed so practical…  

Comfort put first…

The EV3 offers plenty of legroom, and this is thanks to its relatively long wheelbase of not less than 2,68 meters. The luggage space is also more than adequate for an EV, varying between 460 and 1251 liters. No worries about charging cables lying around, they are neatly tucked away in the frunk, which holds 25 liters.

The EV3 has a very comfortable suspension, and this you notice from the first meters you drive it. Its ride feels like a (very) large SUV, one is cocooned in comfort, and well insulated from potholes and rough roads. The whole cabin has also an excellent sound insulation, with virtually no tire noise entering the cabin. This allows easy listening to classical music, even at cruising speeds.

Good driving range…

This Kia invites you to drive in absolute “Zen” mood to your destination, and it is indeed a very restful car. Peace of mind abounds, also when one considers the very good driving range. Consumption according to WLTP standard is 14,9 kW/100 km, which is quite efficient for a car with a kerb weight of a good 1,8 tonnes.

The EV3 has an 150 kW/204 HP  electric motor driving the front wheels, and you can choose between a standard 58,3 kW or a larger 81,4 kW battery. This means that in summer temperatures around 20 C°, a motorway range of over 400 kilometer is very well possible. Of course this range shrinks rather drastically in winter temperatures.

Say that you are cruising at 100 km/h, the range then dwindles from 401 km at 20 C° to 341 km at 0 C°. We find this still quite reasonable. When you drive somewhat slower on wintry roads, at 90 km/h, the range is then still a good 378 km at 0 C°. The manufacturer quotes higher ranges, but we consider these figures as more realistic.

When you opt for the bigger battery, the picture gets of course even more rosier. Driving at 100 km/h at 0 temperature will give you a range of 473 km, and in summer conditions at 20 C° this raises to 557 km.

In normal, everyday use, the smaller battery might be sufficient, we would think. Because the EV3 can take up to 100 kW fast charge, and this means that it will cost less than 30 minutes to recharge the battery from 10 to 80 pct, and these figures are almost reached in wintry conditions, provided one pre-conditions the battery.

Lively performance…

The 150 kW of the engine and the ample torque of 283 Nm make this EV3 truly sprint. Accelerating from 0 to 100 km/h costs merely 7,6 seconds, top speed is electronically limited to 170 km/h. More than enough for everyday driving, we would say. Maybe it is good to know that the Kia EV3 can tow up to 500 kg with the smaller battery, and even up to 1 tonne with the larger 81,4 kW battery.

Conclusion

The Kia EV3 has won its accolade as “Car of the Year” for all the good reasons. Spacious, styled for the future, practical and well equipped, with excellent efficiency and range and more than adequate performance, it offers smooth transport from A to B. It is well built and finished, it is attractvely priced and enjoys the 7 year Kia guarantee, need we say more?

Hans Knol ten Bensel

We drove the Nissan Juke Hybrid N-Sport: stylish and frugal…  

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The Nissan Juke pioneered the compact SUV with its very original styling, and has remained an iconic car indeed. Since 2019 the Juke is in its second generation, and has last year received a facelift with minor exterior changes but with a revamped interior and a bolder colour palette. It runs on the same platform as the Renault Captur, but as said, it’s the styling which makes this Juke really stand out.

Since 2022 it is also offered in hybrid version, and as hybrids are gaining in popularity, it is this version we preferred to put here through its paces for you.

Hans Knol ten Bensel

Proven hybrid technology

The hybrid version inherits the know how built up in this field by Renault, which is also technically speaking understandable as it shares, as we said, its platform with the Renault Captur. It has a 16 valve 1598 cc four cylinder under the hood, developing 69 kW or 94 HP at 5600 rpm. It has two electric motors, an alternator and a traction motor, bringing total system power to 143 HP/100 kW.

It has the same Renault engineered E-TECH multi-mode automatic gearbox, and it lets you select between three driving modes, standard, ECO and Sport. When starting from standstill, the computer controlling the transmission will select the electric motor and will continue to do so, until more power is asked by your right foot and the combustion engine has to set in.

The power transitions are smooth and virtually imperceptible, resulting in quite stress free and pleasant city driving. The lithium battery is of course not a formidable power source with a capacity of merely 1,2 kW, and this means that the combustion engine has to recharge the battery frequently, which it does preferably when you are driving at a slow (urban) constant speed.

This can result in the combustion engine starting to rev quite significantly when you are cruising quietly at some 35 km/h on a city boulevard, which can initially be quite unsettling, but no alarm, the computer is doing its intelligent job to let you progress as efficiently as possible. The multi-mode transmission chooses not less than 15 gear- and power combinations for you.

All this wizardry results in good (urban) consumption figures of around 5,5-6 liters/100 km. On the open road the Juke is quite efficient too. We clocked on a drive to Amsterdam and back an average of 5,4 liters/100 km.

CO2 emissions are some 107 g/km by the way.

Acceleration performance is pleasantly brisk with 0 to 100 km/h absolved in merely 10,1 seconds. It is the punch at slow speeds which is impressive (and important), with for example going from 15 to 30 km/h in just 1,2 seconds.

Top speed is a reasonable 165 km/h, but indeed, absolute high speed driving is not the forte of this Nissan. Of course it is perfectly capable of cruising effortlessly and comfortable on our motorways at legal speed limits…

We also liked the “e-pedal”, where the generator motor will use the kinetic energy even more intensely to recharge the battery. You soon learn to use this to the extent that you will hardly need the brakes…

Travelling in style, and oh, that sound…

The SUV character of the Juke makes you sit pleasantly somewhat higher, and getting in and out if the car is also easier. We found the seating position excellent, and everything fell “just right” in our hands.

The Juke has now a bigger central touchscreen of 12,3 inches and a revamped digital instrument display with identical 12,3 inch dimensions. Very readable and elegant round dials are displayed in front of the driver, and you can choose to display the navigation function also between the dials. Of course Apple Car Play and Android Auto are installed and voice commands are also reliable and reactive.

We liked the big round knob for the sound system volume and the further touch buttons for audio functions and last but not least the camera. There are also welcome “physical” commands for the ventilation/heating system.

Our test car came with the Bose Plus personal audio system with not less than 10 audio speakers, two of which are also positioned in the headrests, and this offers a very impressive sound experience.

To enjoy classical music however one has to take into account that you are driving a compact SUV, and besides the fact that tire/road noise levels are good for its segment, it can still impair a perfect listening experience.

Our test car came also with the so-called “technology package”, and this includes adaptive cruise control, lane change warning and further driving aids like blind spot warning and rear cross traffic alert. It also has the Intelligent Nissan Round View Monitor, which we liked very much, as the visibility towards the rear is rather poor due to the original styling of the Juke.
 

The N-Sport equipment version pleased us optically with its nice black lacquered 19 inch “Akari” alloys, lacquered bumpers, the two-tone paint finish.

More room and comfort

The Juke is comfortable, the suspension is never too harsh and seats are fine. Passenger space at the rear has been improved since 2019 with a lengthened wheel base by some 10 centimeters, resulting in about 6 centimeters more space for your knees in the back. Due to the bold styling of the Juke, the floor of the luggage compartment is rather high. Luggage volume is reasonable, varying between 354 to maximum 1237 liters.

Positive handling

The Juke is stable and has predictable handling, but does not actually invite you to throw it around corners. It steers precise and pleasant however, and is relaxing to drive also on winding roads. It feels very surefooted on motorways, and indeed it is also an excellent companion on long distances.

Conclusion

For those who like to travel in style, enjoying this unique higher stance and feel so typical of an SUV, then the Juke is the choice. It truly convinces in its hybrid configuration, delivering smooth and fast accelerations in town, combining it with excellent economy. Infotainment and driving aids are up to scratch, and will please younger hearts. The Juke inspires confidence due to its finish and workmanship, the cabin is well equipped and pleasant, so enjoy the ride…

Hans Knol ten Bensel  

Photographers’ notes: we used again our Lumix DMC-FZ1000 with its Leica DC Vario-Elmarit 2.8/4.0 25-400 mm (35mm equivalent) lens. Its extended zoom range is very useful for photographing car details and avoiding extensive cropping. In lower light conditions however, the depth of field is of course quite small…

We spoke with Charles Fuster, VP Global Marketing and Communication at Lancia: “Lancia is back in Belgium”

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Lancia is back in Belgium, and was indeed also present at the Brussels Motor Show with the New Ypsilon hybrid & full electric. The Ypsilon Rally4 HF was also showcased, marking the return of Lancia in Rally in 2025. The HF took a central place on the Lancia stand, and as it was developed and fine-tuned by Miki Biasion, the motorsport legend and World Rally Champion with Lancia. Miki was also present at the Belgian event.

The HF Rallye version wans unveiled on the Lancia stand at the 101st Brussels Motor Show…

The renaissance of Lancia is very important for Stellantis, and a well balanced internationalisation process is under way. It is an essential part of of Lancia’s Renaissance, which includes an initial network of 70 new showrooms in 70 major European cities.

Charles Fuster presenting the Lancia Ypsilon HF on September 10th last year in Aartselaar…

The first markets involved are France, Spain, Belgium-Luxembourg, the Netherlands, and, by 2025, Germany. All of these showrooms will feature the brand’s new corporate identity, which reflects the four pillars at the foundation of its strategic plan: quality, electrification, sustainability, and an innovative sales model.

Lancia celebrated its return to Belgium-Luxembourg last September with the inauguration of six showrooms in Aartselaar, Overijse, Kortrijk, Ghent, Gilly and Bertrange, and the recent addition of locations in Drogenbos, Hasselt, Namur and Herstal. as well as 14 service points. Your servant was present at the inouguration in Aartselaar, and you find my report in our columns.

Reason enough for us to have an interview with  Charles Fuster, VP Global Marketing and Communication.

Hans Knol ten Bensel

HKTB: My question turns around the strategy of the brand in the coming one or two years.

CF: When we started with saying “Lancia is Back” three years ago, we said that we have three pillars for this comeback. First of all, there is the product line up. And we are keeping our promises, with the introduction of the Ypsilon, and after six months we launched the HF version, which you see here on our stand in Brussels. The return is super positive, by journalists and the public.

Lancia goes with its new Ypsilon from mainstream to premium…

The further product is the Lancia Gamma, which will roll of the production line in our factory at Melfi. It will come in 2026. The second pillar is to build a new brand identity, we have now 160 new showrooms in Italy, all refurbished. Back in the day Lancia was presented in a corner in the showroom, now we have a dedicated showroom and dedicated sales people.

The elegant Ypsilon at the Brussels Motor Show…

The third pillar was then to launch Lancia in Europe. This is our internationalisation process, and in November we have officially relaunched Lancia in Belgium, the Netherlands, France and Spain.

HKTB: What will you do in 2025?

CF: This year, it will be the first full year of the Ypsilon, and the HF which will hit the market this spring and summer. With this car, we are back into Rally Motorsport. We start in Italy in April, with the Italian Cup, next year the European Championship, and at the end of 2025 we start getting ready for the launch of the new Gamma.

HKTB: What do you expect for the Ypsilon in the Belgian market?

CF: The Belgian public loves Italy.  They also love cars and motorsport. When you put Italian cars in the rally scene, you end up with Lancia, so our ambition is quite strong here. I think we can do well, 10 years ago we were doing well in Belgium, so we expect the same results more or less.

HK: Thank you very much for this interview!

Hans Knol ten Bensel  

We drove the Skoda Octavia Combi : an all-round (family) bestseller…

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Skoda’s are popular family friends, and indeed the Octavia steals the hearts of many. For good reason: Skoda builds on the platform of the Golf (now it is the Golf VIII) an even more roomy and practical version, the Octavia Sedan and Combi. It tops the charts in many (European) countries, as it is well built, stylish, marvelously practical and offers last but not least very good value for money.

We tested for you two versions: the 115 HP 1,5 TSI with the 6 speed manual in “Corporate” trim and the 150 HP 1,5 TSI m-HEV with the 7 speed DSG auto box in the top of the line “Selection” trim.

Sliding behind the wheel of the Octavia puts immediately a respectful smile on your face. It’s interior certainly impresses. Roomy, well finished, big instrument and infotainment screens, lavishly  equipped, certainly in the equipment versions we tested.
 

The interior of the 115 HP “Corporate” equipment version. It already has everything you might need…

Starting the 1,5 TSI results in a quiet purr, and you move the slick lever into first gear. The gearbox changes are precise and smooth, the engine is flexible and willing. It develops a healthy pulling power with maximum torque of 220 Nm, developed from 1500 to 3500 rpm. This means you can flow along with the traffic in the higher gears, with only a whisper of engine sound, and enjoy urban consumption figures between 7 and 8 litres/100 km. On the open road, adopting the same quiet driving style, you will see consumption soon dropping below 6 litres/100 km. Skoda officially quotes 5,2-5,7 l/100 km, with CO2 emissions given between 118 and 129 g/km, putting it in class D.

This 1,5 TSI engine belongs to the ultra-modern EA211 TSI series,  Thanks to Active Cylinder Management (ACT), two of the four cylinders are switched off as often as possible, and this is almost inperceptible.

Of course, this Octavia can stand its own on long fast trips and Autobahnen. It will sprint in 10,5 seconds to 100 km/h and has a top speed of 203 km/h. It is a beautiful high speed cruiser, along with many other good handling qualities. It has the platform of the Golf VIII, remember, and Skoda knows something about chassis and suspension tuning, just think of the RS versions. The top RS beast has not less than 265 HP, which is identical to the sixties super car, the Jaguar E-Type.

But again, the “base” version with its 115 HP coupled to a 6 speed manual will satisfy most. Since our silver grey test car came second in the contest of the “family car of the year” organized by the Belgian VAB magazine during our test, the car was needed for photo and marketing purposes by the Belgian importer D’Ieteren, so we had the opportunity to test also the 150 HP 1,5 TSI m-HEV, which is the mild hybrid version of the Octavia.

Like the 115 HP engine, the 1.5 TSI with 110 kW (150 PS) delivers its maximum power between 5,000 and 6,000 rpm. This diminishes both consumption and emissions. The maximum torque of the 110 kW engine is 250 Nm and this is also available between 1,500 and 3,500 rpm.

The 150 HP version came with leather seats and leather covered dashboard panel surfaces , giving the interior extra panache and a touch of luxury…

The m-HEV version has a 48 V lithium-ion battery, which supplies the 12 V vehicle electrical system and drives a 48 V belt-driven starter-alternator. This belt-driven starter-alternator takes on the role of the alternator and starter while simultaneously operating as a small, lightweight electric motor that instantly boosts the drive torque when moving off. The output of the generator is transferred by the belt drive. It also starts the combustion engine – which is switched off as much as possible while the vehicle is moving – in a barely perceptible way. In this case, the 48 V battery supplies energy to all the important systems of the car.

Luggage space is absolutely cavernous…

We liked this smooth extra EV power, and the engine switching off really enhances your quiet driving style. It adds greatly to the “zen”feeling when driving in busy traffic. We also liked the coasting function when you lift the throttle at speed. It is astonishing how frequently one can profit from the kinetic energy of the car when you drive it just a bit with anticipation. It certainly results in lower fuel consumption in urban driving situations, where we achieved averages of around 7 liters/100 km in town without any effort. Skoda quotes averages of 5 to 5,8 liters/100 km, and indeed in practice this Skoda was about 0,5 liters more economical than the 115 HP 6 speed version. CO2 emissions are quoted between 114 and 133 g/km.

Coupled to the smooth 7 speed DSG the Octavia really comes into its own, and it is a delightful everyday car.

Our test car had drive mode selection, which added further to driving pleasure and well being behind the wheel. Performance is here truly admirable, with 0 to 100 acceleration in 8,6 seconds and a top speed of not less than 226 km/h.

Put in the proper driving mode, this Octavia can really be moved with zest on winding roads, and has excellent Gran Turismo qualities. Leaving it in the comfort mode makes it a very restful (long distance) car for both driver and passengers.

Roomy and practical

Skoda engineers have a talent to create room on the platforms of the group, and what they have built on the Golf VIII platform is nothing short of astonishing. It is a fully fledged five seater, with luggage space to match. You have 640 liters with the rear seats up, and up to 1700 liters when everything is laid flat.  

Seating comfort is also one of the strong points of the Octavia. The position behind the wheel is nothing short of ideal, with in the top equipment  version we tested anatomical seats with adjustable seat  functions throughout. The rear passengers enjoy ample legroom and also headroom is more than sufficient. The 150 HP Octavia sported also very aesthetic beige leather seats which added a touch of panache to the interior.

Infotainment

The Octavia comes with a large touchscreen in the centre, combined with a digital instrument cluster in front of the driver. Skoda has increased the functionality of its infotainment functions with artificial intelligence, and it is now possible to have a more efficient dialogue with your car. It just shows how much importance Skoda is giving to stay competitive in its class. Skoda was indeed also quite clever to use touch/roll buttons for the various commands at the steering wheel column, instead of the haptic/touch sliders used in the VW (ID) range.


Conclusion

The more you drive this Skoda Octavia, the better you come to appreciate its qualities. It is indeed an all round practical car which literally ticks all the boxes. It is elegant with no thrills or frills in its overall styling, both inside and out, offers acres of room for passengers and their luggage, is mechanically smooth and well honed.

It offers impressive performance and allows you a ’zen’ driving experience in town. It is quite frugal too, when you adopt a reasonable driving style. So that families just love this Octavia is obvious. Indeed, enduring success is based on solid qualities, and this Octavia continues to have them…

Hans Knol ten Bensel 

Photographers’ notes: The photos of both cars were taken with our trusty Canon G9 X, which has been used so extensively over the years that its battery/ compartment lid has come loose. To keep it closed, as it houses also the SD card, we use here a two decades old Hama flashlight holder bracket, which holds the lid into place on the camera base…

It makes the small camera also much easier to keep steady… Despite its small size, this Canon camera has more than 20 MP sensor size, has excellent colour balance and a Canon zoom of about 28 to 90 mm equivalent, with a reasonably fast aperture between f 2 and f 4,9, making it perform also well in low light situations.

We drove  the Alfa Giulia ’’ Tributo Italiano’’ 280 HP : a true driver’s delight..

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There are sporting sedans which are engaging to drive. But then there is the Alfa Romeo Giulia. It sets the absolute standard in its class when it comes to balanced handling and panache. And since its introduction in 2017, this Giulia remains unchallenged in its class until this day. We experienced this again at the wheel of the new ”Tributo Italiano” version, equipped with 4 wheel drive and its legendary 280 HP 2 litre direct injection petrol engine. Read further…

Hans Knol ten Bensel

Thoroughbred looks

This Tributo Italiano version certainly makes your car loving heart beat faster. The timelessly well proportioned body is painted either in ’’Rosso Alfa”, ’’Verde Montreal’’ or ’’Bianco Alfa.’’ You guessed it, these are the colours of the Italian flag… this Giulia also has wonderful 19 inch black alloys and red painted brake calipers.

In the cabin the black sports seats are adorned with red stitching, also found in the door panels and the dashboard edges. The front seats are heated and ventilated, your ears are spoiled by a 14-speaker Harman Kardon sound system.

Behind the wheel…

Sitting in the Giulia is low and sporting, with everything beautifully within reach. Certainly the big sized gearchange paddles on the steering wheel, worthy of a supercar, and so easy to reach also when you are making extensive steering movements. Totally Pur Sang, and one asks oneself why not every car with sporting aspirations has this too. The engine starts smoothly by pressing the knob on the steering wheel. A true gem is this 2 litre four cylinder, with ample torque and power. It develops not less than 280 HP, which indeed results in supercar performance.

What to think of a top speed of some 257 km/h, and an acceleration from 0 to 100 km/h in merely 5,5 seconds? Thanks to the ample torque, the pulling power is also quite massive at intermediate speeds, where of course the excellent and alert 8 speed auto box comes also into play. Leaving the lever in ’’D’’, the Giulia sprints from 70 to 120 km/h in just 5,8 seconds.

The Giulia is also reasonably frugal at constant speeds, at a cruising speed of 130 km/h, consumption is around 7,51 liters. In town, with some restraint, one can achieve between 8,7 and 9,5 liters/100 km, cruising at 110 km/h will cost you around 6,4 liters. Our average consumption during a quite extended test resulted in 8,1 liter/100 km.

Beautiful handling

What one feels behind the wheel of this Alfa from the first few meters is its the wonderful balance and handling. It still runs on the Georgio platform, developed long before electrification, and this in collaboration with the chassis engineers from Ferrari and Maserati.  This resulted for instance in a truly ideal weight distribution of 51% at the front and 49 % at the rear.

You guessed it, this Giulia has a balance, steering precision and handling which is honed to absolute perfection. Steering this Giulia on winding roads is totally a dream. The suspension set up strikes an ideal compromise between precise handling and comfort, and indeed this Giulia is surprisingly comfortable considering its excellent agility. On top of all that this 280 HP Giulia has 4wd, which sets in when necessary. Normally, the rear wheels are driven.

The engine revs to a beautiful staccato when called for, but this never gets unobtrusive, and also high speed cruising does not unduly raise the noise levels in the cabin, making the Giulia a magnificent Gran Turismo, as we experienced driving it into France.

Practical

The Giulia offers adequate room in the rear, and luggage space is also quite reasonable with 378 liters. Infotainment is now since the latest facelift where the Giulia also received new LED headlights up to the mark, with of course Apple Carplay and Android Auto connectivity installed. The digitalized instrumentation in the cluster in front of the driver is well executed with an excellent rendering of both speedometer and rev counter, and indeed, instrument buffs as we are, we did not miss the previous beautiful analog instruments. We liked to find again the trusted DNA driving mode selector on the centre console.

Conclusion

This Giulia truly stands out, and is nothing less than a true supercar within the Stellantis portfolio. Its engine is a marvel, and it is therefore with good reason that we will see this formidable unit soon in top of the range Peugeots…
Then there is the Georgio platform, which breathes the aura of ’’Puro Sangue.’’ Precision, agility and wonderful balance between comfort and superb roadholding and stability is the hallmark of this platform, and it has to be experienced behind the wheel to fully appreciate it.

Last but not least there is the overall styling, the ideal proportions and the panache of the Giulia. It is for many the quintessential Alfa, and this is the best compliment we can give this car…

Hans Knol ten Bensel 

Photographers’ notes:

We again used our Nikon D5600 for this photo session. The strong autumn light of the French midi created vivid contrasts, which the camera handled well… We used B & W for one interior photo, to give it a “classic” look…