Premium brands are nowadays sparing no efforts to establish customer satisfaction and loyalty.
Audi Belgium follows suit, and is taking a new step by launching personalized home deliveries. This service is offered in collaboration with Mobvious and is valid for both private customers and self-employed persons, for a fixed price of €300 incl. VAT.
“Customer experience is high on the agenda at Audi Belgium,” emphasizes Emanuele Bolacchi, Managing Director Audi Belgium. “Thanks to this new delivery choice, our customers no longer have to travel to receive their new Audi. We offer the opportunity to optimally fit the delivery of their new Audi into work-related life balance, which is becoming more important for more and more customers.”
Bolacchi is joined in this by Dieter Hannes, District Manager Audi and also the driving force behind this project;
“As a brand, we want to leave a lasting impression. To achieve this, we look beyond the sale of the car and create a unique and unforgettable experience that matches the luxury and quality that Audi guarantees.”
Thanks to this new partnership with Mobvious, Audi Belgium is able to offer a high-quality, personalized delivery service. Customers can now enjoy the comfort of receiving their new Audi at a place and time that is most convenient for them. Whether at home, at work or another location in Belgium. This aims to fully tailor to the unique needs of each customer.
Mobvious, which is part of D’Ieteren’s mobility ecosystem, is the first driver platform that takes care of the entire car delivery process. To achieve this, it relies on a team of intensively trained drivers, who always guarantee professional home delivery with a customer-oriented approach.
Kamal M’Rabet, CEO of Mobvious, commented:
“At Mobvious, our focus is always on the optimal customer experience. The distribution model is also evolving in the automotive sector, driven by the purchasing behavior of consumers who increasingly shop online and need home service. Mobvious is part of this transition and helps automotive professionals such as Audi Belgium.
On the one hand, we do this with advanced technology for digitalizing the entire delivery process, and on the other hand, there are our professional drivers who can provide customers with all the necessary explanations.”
Audi Home Delivery service is currently available on Audi Q4 e-tron, Audi Q8 e-tron, Audi e-tron GT, Audi Q5, Audi Q7, Audi Q8, Audi A6, Audi A7 and Audi A8 models.
After this first phase, in which 50 Audis are expected to be delivered to your home, this service will be expanded to the rest of the Audi range.
Faithful Autoprova readers remember the test report of the Cupra Formentor 1.5 TSI, and we liked very much the Cupra’s style, handling and overall behaviour. We found also the performance more than adequate, but the dynamic PR team of the Belgian importer D’Ieteren suggested that we make a test drive with the 2.0 TSI 4Drive version, as it will show even better the superb balance and true grit of the Cupra. So we did, and indeed, we finished this test with a smile on our face…Just read on!
By the way, do you know what “Formentor” actually means? We looked it up for you: Formentor refers to a place or location, and is often associated with scenic or picturesque natural landscapes and can be found in various regions around the world. For example, Formentor is a well-known cape in the island of Mallorca, Spain, renowned for its breathtaking views and beautiful beaches. Now you know!
Hans Knol ten Bensel
Smooth power…
As soon as we push the starting knob and put the 7 speed DSG in “D”, we are impressed by the pulling power of this 2 litre unit, developing not less than 320 Nm of torque over a wide rev range, i.e. between 1500 and 4100 rpm. Not that you need any high revs to get ahead with verve, and indeed this is a nice big pulling engine for your svelte and relatively light Formentor, which only puts some 1521 kg on the scale. This is the Volkswagen Group EA888 series engine, a well proven DOHC unit with DCVV (continuously variable valve timing), developing 140 kW/190 HP between 4200 and 6000 rpm.
The performance leaves nothing to be desired. The acceleration figures speak for themselves: it costs only 7,3 seconds to reach 100 km/h, and the top speed is not less than 220 km/h. Aficionados will say this is more like a Cupra is supposed to be… Intermediate acceleration figures also speak volumes: from 60 to 100 km/h costs only 4 seconds, 80 to 120 km/h only 5,4 seconds.
The engine feels and sounds never stressed, and is silent and smooth. In combination with an alert DSG with fast and imperceptible changes and a variable 4 wheel drive you soon feel light-hearted and start truly enjoying this Formentor.
As revs remain low even with spirited progress, consumption stays very reasonable indeed. We achieved an average of 7,3 liters/100 km, with a fair amount of faster driving involved. We find this an excellent value. Of course, when one uses the performance to the full, well over 8 liters is consumed over 100 km, a figure which is however still quite creditable, given the performance achieved. CO2 emissions are set at 202 g/km.
Excellent handling
The 190 HP Formentor can be had optionally with the DCC variable suspension setup and you can choose between good comfort up to firm sporting fit for razor sharp, flat cornering with virtually no body roll whatsoever. Combined with the sensitive and precise steering, it is a delightful car for the expert driver or the ordinary mortal who now and then wants to have some sporting pleasure behind the wheel. Motorway stability at (very) high speeds is excellent, and the steering is not too nervous, so this Formentor is totally fit for effortless high speed long distance driving.
During our test, we had a stint of (very) impressive snowy winter weather, so we were able to put the variable 4WD through its paces. It proved very efficient and kept us on the slippery and frozen snowy country roads always on the right path…
Conclusion
The Cupra Formentor really comes into its own with this lively 2 litre engine. The performance levels are excellent. In our country, the fiscal treatment of this version is not too good, and therefore one should – with this in mind – also have a look at the 1.4 litre e-Hybrid version(s), with 150 kW/204 PS and 180 kW/245 PS respectively. Maybe within the foreseeable future we can test one for you…
Stay tuned!
Hans Knol ten Bensel
Photographers notes:
We shot the photos here agan with our Panasonic Lumix DMC FZ-1000. The Leica Vario Elmarit aspherical f 2.8-4 25-400 mm lens delivers excellent results, with excellent sharpness and contrast, despite its very wide zoom range.
We don’t have to wait much longer now, the New Abarth 600e is undergoing final tests and will soon be making its first public debut in Milan, where shooting is going on at the moment of writing for its commercial film debut.
Here you see already a first picture, revealing instantly the “evil” or “pur sang” character of the Abarth 600e Scorpionissima launch version, which will be produced in a limited-edition of 1,949 units.
Equipped with 240 HP, the New Abarth 600e Scorpionissima is fiercely competitive and powerful. There has never been a more powerful Abarth. Made to be unique in the field of electric cars, the Abarth 600e will feature a mechanical limited slip differential that guarantees excellent driving stability, improved handling, and traction.
The exceptional performance of the limited slip differential takes the car to new heights, especially when combined with its high-performance tires which were jointly developed with the supplier for Formula E to ensure maximum grip and guarantee excellent racing dynamics in all kinds of conditions. A harmonious equilibrium is attained by balancing performance and limited resistance, ensuring an improved range in an electric vehicle.
Looking at the car you can see it is clearly an Abarth! The exclusive Hypnotic Purple, the launch color inspired by the post-puncture hypnotic effect, highlights its aggressiveness, while the aerodynamic rear spoiler is designed to maximize performance.
It also has expansive wheels, a low profile, and 20-inch wheels designed to accommodate an extensive brake system.
For collectors and Abarth aficionados, the New Abarth 600e Scorpionissima will come with an authenticity certificate. And of course, there is more to come….like the Abarth 695 75° Anniversario limited edition, we will tell you about it also soon!
The Fiat Cinquecento has always been a car dear to our hearts, and we certainly are not alone in loving this car. It now continues since 2020 its successful career in EV form, and many say that this is the very best 500 ever. The popularity of the 500e is now indeed clearly written in the sales charts: it is an undisputed leader in the European A+B BEV segment with a market share of 14.7%.
Needless to say that we were very keen to take the wheel of this iconic city car for you here…
Just read further!
Hans Knol ten Bensel
Wonderful looks inside and out
The 500e is cute from any angle, and the “la Prima” version we tested has some extras which we came to like very much. Such as the full LED headlights with a special signature, making the front end even more attractive with its elegant round headlight contours. By the way, at night, the LED headlights offer of course excellent visibility.
We also loved the 17 inch alloy wheels with a diamond cut pattern, which suited our test car very well.
The proportions of the Cinquecento are nothing less than a stroke of genius. In the electric three door version now, the 500 has grown a bit in size, and thanks to a 60mm increase in length and width, it looks a more imposing car. It runs on a completely new platform, and it is also 4 cm taller, with a 2 cm increase in wheelbase. But the designers left the overall look untouched, and that is nothing short of an absolute masterpiece.
The interior is well finished, and the color patterns and textures of the surfaces were also pleasing to the eye. The finish level is also quite good. The instrument cluster houses very clear and “less is more” driver information, with a well positioned 10,25 inch touchscreen in the middle. Underneath this screen is thankfully an “analog” row of buttons for heating and ventilation.
Sound volume can be adjusted with a manual rolling button on the centre console, very neat and practical. On the left side of this sound volume control, you can choose between the different driving modes. Indeed, you can select either “Normal”, “Range” or “Sherpa”. The regeneration function when you release the throttle increases gradually, and in the “Sherpa” mode, you can easily drive without touching the brake pedal at all, as the deceleration is then quite marked. It takes only a little practice to learn this…Needless to say that this has a very positive effect on brake pad wear…who said that EV’s emit more brake dust than “classic” IC cars?
Stepping into the car, one notices immediately some big improvements. The driving position is now comfortable – it’s set lower and has a decent range of movement to the wheel and seat.
The front seats, elegant with their “Fiat” embossed finish are generously dimensioned, and indeed two up to 1,95 m persons can find a good position behind the wheel. This cannot be said for passengers in the back seat. Children and dogs can find a good home though, but anybody taller than 1,60 m will find life in the back seat rather cramped.
Thankfully, through the third door on the right side of the 500e “La Prima”, it’s easier to reach the back seat, and parents with toddlers will only appreciate this, as it makes (re)moving the baby safety seat more of a breeze.
Smooth performance…
The 500e “La Prima” has a 118 HP/87 kW electric motor, and a 42 kW battery pack. The motor drives the front wheels through a single gear transmission, and this means ultra smooth progress. Indeed, e-power refinement is also to be had in this iconic 500. Almost totally silent and of course vibration free, the 500e offers lively performance. However, we should not forget that with its batteries, the 500e puts somewhat more kilos on the scales, and it weighs 1,4 tonnes. Nevertheless, the 118 HP/87 kW motor develops a healthy 220 Nm of torque, so acceleration from lower speeds is quite brisk indeed. For example, it will jump from 15 to 30 km/h in merely one second and the classic sprint from 60 to 100 km/h costs only 5 seconds. Standing acceleration from 0 to 100 km/h is done in 9 seconds. This is (very nearly) as fast as the early Porsche 911… and indeed, subjectively, one has the impression that the 500e is fast in getting up to speed.
Top speed is limited at 150 km/h, but for cruising at legal motorway speeds, the 500e is well suited. Of course, as EV’s go, the range will dwindle dramatically at high cruising speeds. Remember, the 500e has this Sherpa mode, which limits the speed to 80 km/h. But then you have to get very friendly then with the big Scania’s and MAN’s who will overtake and outrun you…
Handling is quite good, with excellent stability in all driving situations. Comfort is adequate, rough sections with potholes and ridges will be felt quite clearly, so the 500e is not a comfort miracle, but it is not bad either.
Steering is pleasantly light, which is welcome for this urban car, and brakes are also very well up to the task.
A reasonable urban range
Speaking of range, maybe some BEV knowledge is useful here. Did you know that the outside temperature plays a significant role? Maybe more than you think. Let’s take a close look here for this “La Prima” with a 42 kW battery.
If we take (very) cold weather, with -10 sub zero temperatures, the range in urban driving is 230 km, when you are venturing on the highway in these wintry conditions, this dwindles down to 165 km. We want to tell here that for the highway, a constant speed of 110 km/h is assumed.
In summer, at a temperature of some 23 degrees with no A/C being used, city consumption rises to a rather impressive 355 km. On the highway in warmer spring weather, now 215 km are possible, but still with no airco. So you will just make a Brussels-Knokke quick retour. Not so formidable it? In winter, you can forget this. What’s more, if you have to make an unforeseen quick retour, it is hardly realistic to expect that your car is fully charged. Keep this in mind when you need to reach in emergency a sick parent or child at a certain distance…
So this means practically that this 500e is a town car, and fit for short commutes only, if you don’t have charging possibilities at home or your destination and/or want to make a quick (evening) retour with no time for recharging “en route”.
When it comes to consumption, the following figures are more realistic: for urban traffic 13,6 kW/100 km, on the open road approx. 18,0 and on the motorway 19,5 kWh/100 km. The official WLTP consumption is given at 14,4 kWh.
Smooth recharging
The 500e offers however the possibility of fast recharging, as it can recharge at up to 85 kW/h. Then you will charge in less than 30 minutes from 10 to 80 pct of the 42 kW battery charge. Practically, one will charge at 11 kW on most public charging points, and then it will take about 4 hours to get fully charged.
Infotainment and practicality
The Fiat 500 boot is pretty small, although there is underfloor storage for one of the two standard charging cables provided. In standard form, the boot space is some 200 liters; using the space until the roof, one has some 35 liters extra. Folding the rear seats down and loading until the height of the window base, one can pack 460 liters.
You have a DAB+ radio, Bluetooth, 2x USB-A and 1x USB-C connections, Apple CarPlay and Android Auto, and an inductive Smartphone charging station. The navigation informs you about actual traffic situations and charging points. Via a Fiat-app you can heat/cool the car before you leave and be informed about range and charging points on your journey. Last but not least there is a nice JBL Premium-Soundsystem with 320 W system power…
Conclusion
A formidable, cute looking, absolutely iconic urban BEV, that’s what this Cinquecento Elettrica “La Prima” is. Not the roomiest, nor the most comfortable, but then, with its possibility of having three doors, and even a cabrio version, it will continue to steal many hearts, as it has done so since it rolls of the production lines in the Mirafiori plant in Turin.
Hans Knol ten Bensel
Photographers’ notes: We used for the photos again our Panasonic Lumix DMC-FZ1000. The 16 x Leica designed zoom lens (a massive 25-400 mm based on 35 mm equivalent) is pin sharp, the color and contrast rendition with this low winter sun was also excellent, needing minimal corrections in postproduction.
I vividly remember my visit to the Centro Stile Alfa Romeo. Indeed, I sat in the prototype mock up bodywork/interior of the Tonale, and had to be very cautious not to touch anything, as it was made of plaster, clay and wood. I was invited at the Centro Stile Alfa Romeo by Chief designer Klaus Busse and his team, when the plaster and wood prototype of the Tonale was just finished. We admired its typical proportions in tune with the higher stance of an SUV, with a horizontal accent line reminiscent of the styling language of the famous ‘Disco Volante’ two seater, created by Carrozzeria Touring back in 2013 and the original Disco Volante 1900 C52 born 1952, also designed by the Milanese coachbuilder Carrozzeria Touring… I just love the the iconic Scudetto grille and certainly the five-hole 20-inch alloys…
So when we took the wheel of our white Tonale Hybrid test car, the sweet memories came back instantly. The Tonale seduces not only with the right proportions and curves of its bodywork, also in the cabin the iconic Alfa Romeo atmosphere reigns. The round instrument clusters, the big sized gearshift paddles around the classic steering wheel inspire the enthusiast, and it is indeed just how an Alfa Romeo should look. The interior is all black andorned with red stitching on dashboard panels and seats, and this is the only color to choose from for the time being…
A swift turn of the “DNA” drive mode selector lets you choose how you want to drive your Tonale for the day. There are three modes to choose from. Dynamic will reveal all the sporting qualities of this 280 HP Tonale, N means “Naturale” or natural, and then this Alfa will choose for you the right propulsion in each situation, adeptly choosing between engine or E-power. When you want to enjoy more the “Zen” smoothness of battery power, then select the “A” mode, and this Tonale will treat you whenever possible to the delights of electric propulsion. Of course, this happy feeling doesn’t last forever with a 15.5-kWh lithium-ion battery pack, the Tonale has some 60 kilometers in store for you. When the battery is depleted, the Tonale will switch automatically to the “Naturale” mode, and you then can still enjoy the clever smoothness of hybrid propulsion. The battery is recharged fully after some 2,5 hours when connected to your 240 V home charging plug.
Power
The 1.3-liter MultiAir turbo four and the electric motor produce a total of 280 horsepower, of which 121 are derived solely from the 90-kW electric motor mounted in the rear, as we said, fed by a 15.5-kWh battery pack located under the cabin. All this develops beautiful, smooth punch, which we also fondly remember during our high speed laps on the circuit on the Balocco proving ground. A Giulia Quadrifoglio was then our pace car, and we had no trouble at all following this throughbred beauty, which was driving at 9/10 of its capacities, as the Alfa people told us afterwards. A smooth avalance of power is yours in this Tonale when you put your foot down. 0 to 100 km/h is reached in 6,2 seconds. This tells the whole story… The top speed is reached at 206 km/h. The MultiAir engine itself develops 180 HP at 5750 rpm, giving it a score of not less than 135,1 HP/L.
So yes, the Tonale in plug-in Hybrid form is a smooth performer, also thanks to its 6 speed automatic, which reacts nicely to your right foot. As a bonus, you get four wheel drive thrown in. It is to me a very strong point in favor of this PHEV. When we come to fuel consumption, the official WLTP figure is 1.13-1.48 l/100 km. Let’s say that in pure electric mode, the consumption is stated at 19 kW/100 km, and when you drive solely on petrol, it all depends on your driving style. Anything between 10 and 6 litres/100 km, we would say. Driven with some restraint, an average consumption around 7,3 liters is normally achievable, with some distance driving thrown in, as was proven by our test. Of course, the Tonale scores well on emissions: CO2 emissions are 26-34 g/km. All these figures are quite remarkable as the Tonale is certainly not a lightweight car with its 1835 kg.
Thoroughbred handling
Despite its all steel underpinnings, the Tonale handles excellent indeed. When you go for the dual-stage valve active suspension, you will find it a smooth companion on pothole filled urban roads. The Tonale feels indeed equally well at home on winding roads when you drive it with abandon, as when you drive it slowly and smoothly in town. The light steering also helps to put a smile on your face, even in tight urban traffic. Stopping power is delivered in the top Veloce version which we tested by Brembo brake calipers, and it is totally beyond reproach.
Infotainment and connectivity
Every Tonale comes standard with a 10.3-inch touchscreen infotainment system. It has the Uconnect 5 software found on other models within the Stellantis group. The home screen can be customized, and you can adapt the interfaces and create not less than five unique user profiles. It has standard Apple CarPlay and Android Auto, as well as of course wireless phone charging. We must say that sometimes we found the touchscreen rather slow and hesitant to react to our finger pressure, certainly awkward when driving and you want just to perform an easy command with one touch of your finger.
Of course the Tonale offers all the thinkable safety and driver-assist features, like automated emergency braking and a very smooth and subtle adaptive cruise control, which I enjoyed very much. Especially the clever refinement of the adaptive cruise control impressed me. Indeed, enormous progress has been made in this field over the last few years.
Practical
The Tonale offers ample comfort for four, has certainly in the top Veloce version everything you could wish for, and with the entire camera supported driving aids, it is a breeze to drive in town and to park in narrow spaces. Boot space is sufficient, with 385 l with all seats up, and to a maximum of 1430 l with everything flat. You can also use your Tonale as a tow car, and it is good for 1250 kg trailer load with brakes, and 700 kg without.
Conclusion
Stylish, full of panache both inside and out, the plug-in version of the Tonale has a lot to please. Enormous performance, with handling to match, it is a true high-performance Alfa, and thanks to the E-power it delivers this performance effortlessly and smoothly.
When you are in the mood, very decent economy is possible, and in normal everyday driving this leaves you smiling all the way.
All these good qualities DO have a price, but then, beauty in this world is never cheap, is it?
Think about this: the timelessness of the styling, the excellent proportions, the emission values thanks to its hybrid configuration make this Tonale a companion for years, if not decades to come, on all the regions and cities in Europe and beyond, so why not fall in love with this Tonale, and set the right tone for your future mobility…
Autoworld, the impressive car museum at the Brussels Cinquantenaire, holds now an exhibition ”Porsche, driven by dreams” celebrating the 75th anniversary of the brand. You can already read about it in our columns. Some 50 Porsches are displayed, many of them brought to the capital of Europe by the Stuttgart Porsche museum, with some of them never seen before on public display in Belgium.
It ranges from the 984 to the “Mission E” prototype, the latter which was a harbinger of the alternative future coming to us all.
The show was presented by PR manager Porsche Belgium Liana Picard, General director Autoworld Sebastien de Baere and last but not least car expert and curator of Autoworld Leo Van Hoorick, who showed us around the exhibition and offered us his expert comments and insights. (See photo here and further in the article).
Hans Knol ten Bensel
The 911 is now already 60 years among us, and your servant still remembers driving these 911’s with sporting abandon in the early seventies. I just loved to take these genuine drivers’ cars to the limit, their handling needed an expert hand, but they never betrayed me and on the contrary, it was a pure delight to master them. The flat six engine was then still air cooled, and the echo of their roar and hiss at high revs still echoes in my ears. Just look a bit further in our columns, click the following link: https://autoprova.be/2021/03/27/some-early-photos-from-my-automotive-beginnings/
Besides the iconic 911, of which we still found an absolute classic early version in the Museum, on display outside the specific Porsche show, just look at the photo here above, there were indeed some very dramatic Porsche Museum Cars, and the most stunning for me was the Carrera GT with its V10 engine. It is a stylish classic sportscar, breathing the “Zeitgeist” of two decades ago, with its clean, fluent lines, inspired by the bolides at le Mans.
It’s a carbon-fibre, mid-engined super car, and made its debut at the 2003 Geneva International Motor Show. It came three years after its debut appearance at the Paris Motor Show in prototype form – an event itself which caused such an explosion of interest that Porsche knew their dream needed to be made a reality. The birth of what is today considered one of the greatest of modern classic sports cars, says Porsche. We can only agree…
Pushing technical boundaries 23 years ago…
The Carrera GT is a car that pushed technological boundaries beyond any supercar of that time. Its beautiful profile encompassed a staggeringly powerful 612PS V10 engine that was a direct descendant of the 10-cylinder race engine developed for the Le Mans 24-hours of 2000. The only modifications the race engine required were those to meet worldwide emissions and noise regulations for road legal cars. In keeping with its push for innovation, the Carrera GT also pioneered the use of pure carbon fibre for its monocoque and subframe. Performance is – considering even today’s standards – quite impressive. It can reach 100km/h in just 3.9secs and roar on to 200km/h in 9.9secs. The top speed of the Carrera GT is officially 330km/h.
The racing engine needs of course a fair amount of cooling. The huge air intake along the car’s flanks, along with the three radiators are five times larger in area than that of the Porsche 911 Turbo of the time.
Then there are the purposeful contours of the Carrera GT. It was designed by a team headed up by legendary Dutch car designer, Harm Lagaay. He already worked since 1971 for Porsche, and designed the 924. He moved to BMW in 1985, and designed for them the BMW Z1. Also purposeful and elegant. This purposefulness is found also in this GT. He returned to Porsche in 1989 as head of the “Style Porsche” department in Weissach, and oversaw the design of the Porsches of the period – the 968, 989 (the stillborn four door Porsche), 993 (the 1993-1997 generation of the 911 for which Englishman Tony Hatter is also credited), Boxster, 996 (the all-new 911 of 1997), last but not least the Cayenne and one of his absolute masterpieces, the Carrera GT.
General director Autoworld Sebastien de Baere…
Some 1270 units of the Carrera GT were made in total over its production life (manufacture ended in May 2006). Today, the Carrera GT Type 980 is an official member of the Porsche Classic family, which means both owners and those Porsche Classic partners and Porsche Centres who maintain the cars have access to an extensive supply of genuine parts. As you might expect, many of them are still on our roads and retail at around the $1 million range for a reasonably good example… Mind you, it cost close to half a million Euros when new…
Italian blood: the Carrera Abarth
Can you believe, looking at the picture above, that this car was built in 1960? Three years before the 911, as the dust sheet was pulled back on this brand-new Porsche model at the 1963 Frankfurt International Motor Show. Looking in profile, it is quite reminiscent of the overall proportions of the 911. Just a bit more muscular, racier, more pur-sang even. It is officially called the Porsche 356 B 2000 GS Carrera GTL Abarth, and for me, it is one of the “purest” Porsche street cars.
We go back to the early sixties here. To remain competitive in Grand Touring (GT) racing, Porsche needed lightweight versions of the 356 B. They looked south for help, and found it in the Italian-Austrian sports car builder and Porsche representative Carlo Abarth. He has enjoyed a good relationship with Zuffenhausen since their collaboration with the Type 360 Cisitalia Grand Prix car in 1947. Abarth now commissions Ugo Zagato in Milan to build 20 lightweight coupés. The handcrafted aluminium bodies featuring the characteristic air scoop on the rear are compact and streamlined. It is a true beauty with wonderful proportions, in our opinion a forerunner of what the 911 was to be.
Gave us expert information about the Porsches in the exhibition, connaisseur and Autoworld curator Leo Van Hoorick…
. The 356 B Carrera GTL Abarth weighs almost 120 kilograms less than the standard 356 B. The “marriage” of the chassis and body takes place in Milan, with the GTL receiving its finishing touches at Abarth and Porsche. The list of successes of the 356 B Carrera GTL Abarth includes class victories at the Targa Florio – in 1960 with a 1.6-litre engine, 1961 with a 2-litre Carrera unit – plus outright victory at the Lyon-Charbonnières Rally of 1960 as well as class wins at Le Mans.
Driving the Abarth GTL, racing drivers such as Hans Herrmann, Herbert Linge, Edgar Barth and Paul Ernst Strähle win world championship titles in 1961 for Porsche for GT cars with a displacement of up to 2 litres. Further international titles in 1961 include Heini Walter’s fourth victory at the European Mountain Championship and Hans-Joachim Walter’s win at the European Rally Championship.
Even with the 1,588 cc flat four, developing 135 hp or 99 kW, the 778 kg Carrera was 220 km/h fast…
There is a lot more to see in this Porsche exhibition in Autoworld, and we will come back on this in following reports, where we will delve more in detail about the Porsche prototypes and the iconic Gmünd Coupé. Stay tuned!
Indeed, Renault will enrichen the world with its iconic full electric “Cinq”, reminiscent of its wonderful R5 which stole so many hearts decades ago. With this car, Renault wants to bring EV driving to the masses, affordable and with a distinct link to its glorious past.
The car will be a star on the 26 February at the Geneva International Motor Show, and it now starts gradually unveiling details of the car.
The headlights of R5 are a key design feature, making the front end instantly recognisable. It is not only their shape that sets them apart, but also the mark in the centre of the lens, resembling the pupil of the human eye. This nod to the 1972 advert featuring “The Adventures of Supercar” gives the modern-day R5 a human-like expression.
At the front end, the air intake present on the bonnet of the historic model has disappeared. Clearly showing that Renault 5 E-Tech electric belongs to the world of electric vehicles, it has been replaced by a charge indicator light forming the iconic number “5” when the vehicle is fully charged.
The wheel arches create a broader stance, giving R5 the look of a compact car with real on-road presence. Their graphic design underlines a unique and instantly recognisable personality, reminiscent of R5 Turbo.
The vertical rear lights were a hallmark of the R5, and here they include a function extending the side panel.
R5 R Pass, a skip-the-line programme for online customers
At the end of last month, Renault is rolled out a unique experience for future customers: the R5 R Pass programme. R5 R Pass holders will be able to order the new iconic all-electric vehicle in the Renault network 10 days before orders open to the general public. Customers placing an order during this special period will be among the lucky first to take delivery of their vehicle from autumn 2024, with the ElectriCity plant in Douai, France, giving priority to their order on the production line. Holders of an R5 R Pass will receive a scale model of Renault 5 E- Tech electric after its reveal and will be the first to access content and events around Renault 5.
Available at a cost of €150, the R5 R Pass will be available from http://www.renault.fr/r5 and in the seven participating countries (France, Germany, Italy, Spain, United Kingdom, Belgium and the Netherlands).
An all-electric city icon…
Just 3.92m long, Renault 5 E-Tech electric is every inch a city car. Ideal for urban driving, this all-electric icon is also fit for the open road with its 52 kWh battery giving it a range of up to 400 km WLTP. This battery will be the first available when orders open. A second 40 kWh battery will become available at a later date.
Renault 5 E-Tech electric will be the first vehicle built on the new AmpR Small platform (formerly CMF-B EV), designed for true driving pleasure. The multi-link rear suspension, usually found only on vehicles further up the market, contributes to the excellent stability and roadholding.
Renault will gradually show more of its new all-electric baby. Stay tuned!
Opel brings sportiness and driving pleasure with their GSe range, and you can read our positive comments in our columns on the Astra GSe. But besides the Astra, the popular Grandland SUV, is now also offered in this more dynamic GSe version, and Opel has gone all the way with a 4 WD variant, having two electric motors combined with a 147 kW/200 HP 4 cylinder petrol engine. The front electric motor is good for 81 kW/110 hp, the rear electric motor develops 83 KW/113 hp. Total system power is a whopping 300 HP and what’s even more important, one enjoys a delightful 520 Nm of torque… Driving pleasure warranted, we would say, just read further!
Hans Knol ten Bensel
Sporting exterior…
The Grandland gets now besides its earlier “sunvisor” front restyling a further makeover with sporting touches: last but not least the nice 19 inch alloys which are taken straight from the Manta electric prototype, a distinct rear spoiler and a black painted engine bonnet color, which costs you not even 200 Euros extra and make the Grandland visually very attractive. Of course, Opel aficionados know that the sporting Kadetts and Mantas had their engine hoods also painted (matte) black as was “de rigueur” in the rallying world in their days, and Opel continues this tradition.
Smooth power…
So there is plenty of oomph with this Grandland GSe. Despite its 1867 kilo kerb weight, the car will sprint from 0 to 100 in merely 6,1 seconds, and is a true “Autobahnmeister” with a top speed of 235 km/h. Also in pure electric mode, the two electric motors provide ample power for dynamic driving.
The power delivery is very smooth indeed, and also when driving slowly in very dense traffic, there is not the slightest hint of jerkiness and also vibrations are virtually absent. The noise level of the very efficient petrol engine is very subdued.
The driver has the choice between several driving modes:
Electric: In electric mode, the Grandland GSe, the 113 HP rear electric motor is the default power unit. When the driver presses the accelerator fully (kick-down), the combustion engine and the front electric motor switch on. Performance with the sole rear motor is adequate, the the top speed with purely electric drive is 135 km/h.
All-wheel drive: In all-wheel drive mode, the Grandland GSe is driven by the front and rear wheels. The vehicle offers permanent electric all-wheel drive and runs purely electrically in all-wheel mode up to 80 km/h. If a wheel spins, or when more power is required and/or the state of charge of the battery drops, the combustion engine switches on, which it does anyway at speeds above 80 km/h.
Sport: this mode combines the power of the combustion engine and the electric motors.
Hybrid: Here the car always runs in the most efficient way. Depending on the driving conditions and driving style, the combustion and electric motors work together or separately, and this is steered automatically.
Suffice to say that during our test, we drove the Grandland GSe mostly in this very smooth hybrid mode.
Just notice that when you push the gear selector two times backward, you engage the “B” mode, and when you lift the throttle, the electric motor acts as a generator.
Consumption depends of course totally on how you drive the Grandland and how frequently you (re)charge it. The consumption according to the WLTP norm is 1.2 l/100 km, CO2 emissions are 28-27 g/km. When driven in urban traffic with restraint, a consumption around 7-8 litres/100 km is possible, with this SUV thi is no small feat…
… and a superbly well tuned suspension and steering.
All this performance must of course not only be used in a safe and responsible manner, but is also to be thoroughly enjoyed.
Therefore, the Opel engineers, led by Dr. Christian Hartweg, got seriously to work on the chassis and steering. The result is impressive to say the least, and indeed puts a smile on your face…
They equipped the Grandland (and the Astra GSe models) with special KONI FSD dampers.
Depending on the situation, road surface and driving style, the special springs and dampers with KONI FSD technology enable different damping characteristics. This means comfortable gliding at high shock frequencies – with short impacts such as on cobblestones – as well as for a sporty, ambitious driving style and more direct contact with the road at low frequencies in suspension movement.
The car is more responsive and agile. There is virtually no body roll in corners, and is absolutely stable under heavy braking, cornering and at high speeds on the Autobahn.
The key of this FSD technology lies in the fact that the dampers have an additional valve and a second hydraulic circuit. The car is consequently either more comfortable or sportier to drive, depending on whether the valve is open or closed.
The steering was also newly calibrated, and indeed adds greatly to the driving pleasure with its added precision.
Excellent seats, well finished cabin
The seats deserve almost a separate chapter. Excellent in lateral support, these alcantara clad beauties take also very good care of your back, as they are AGR certified orthopedic seats…
The choice of materials is very good, and the “less is more” dashboard layout philosophy in found in the two large touchscreens with clear, uncluttered info on them, reduced to the max as they say, and indeed very restful for the driver.
Under these displays is an array of round “analog” knobs, which are fully self explaining and let you get to terms with this Grandland in a breeze.
Their styling is not as clean and angular as one finds in the new Astra, as they breathe the styling language of a few years ago, but they are a joy to use.
The Grandland offers good space fore and aft, the room in the luggage compartment is somewhat restricted by the second motor, but the rear seats have a split folding layout and they leave an opening for longer items, so this Grandland is very fit for everyday family use.
Conclusion
This Grandland has some formidable qualities: smooth, fast, sporting, roomy, well styled and last but not least well built. It is electrified, therefore future safe. Its hybrid character lets you enjoy undisturbed mobility, and that’s something we increasingly appreciate. So have a long look at this one!
In the magnificent surroundings of the Italian embassy in Brussels, we talked with Milosz Tomanek about Lancia’s return to the Belux market…
At the presentation of the Lancia Pu+Ra HPE and the announcement of the return of Lancia in Belgium, we had an interesting talk with the Director of the Premium Cluster Belux at Stellantis, on the opportunities of the iconic brand on the Belux market…
Hans Knol ten Bensel
Q: The Belgian market has much potential for Lancia, but due to its long absence, the question arises what is now your client base and what is your approach to re-enter our market? We have the Dutch approach, where the market is already very digitised. Both countries have a very large fleet market, and this will also be the challenge for Lancia…
MT: Indeed, the fleet market is with around 70 pct of the total volume very important. For the premium segment, its share is even 80 pct. When we want to re-launch Lancia, we have to establish ourselves in this fleet market too. This is also the reason why we have electrified the new Ypsilon, and are offering a plug-in hybrid version as well as a full electric variant.
When we want to re-launch a brand, we have also to take the right steps to grow. We have to start from a solid base. The B segment is quite large in Belgium with a total volume of not less than 125.000 cars. We also have the private client. His market importance has admittedly diminished over time, but he exists. When a new model is launched by an Italian brand, it is the private client who is the first to show substantial interest.
Driven mostly by family members or acquaintances which had previous ties with the brand. When it was rumoured that Lancia would come back to Belgium, many private clients reacted eagerly to the news. This shows clearly that Lancia still stirs emotions and interest amongst many. Clients which are looking for emotion, design, a sporting touch, elements which are intrinsically part of Lancia. We must certainly not overlook this segment.
Q: I also think that the interest of the private client forms the basis for the subsequent appeal of the brand in the fleet market. Don’t you agree?
MT: Indeed, this is why the private client constitutes the basis of our market approach.
Q: Will you adopt for Lancia a similar service model which Stellantis uses for the other premium brands in the group, like DS for instance? MT: What you are saying now is somewhere the essence of the premium approach, but we have three brands with their own, specific identity. If you put the three brands in a showroom, the clients will invariably go to the niche or corner of their brand. But of course, what DS has established and built over the last few years is valuable. We have to offer a credible and worthy alternative of the German brands. Having said this, we have to offer a client experience which is at least as good as what the German competition is offering. But we don’t have to merely copy their approach. The client has to discover the identity of the brand in his service experience. Therefore we cannot simply copy what DS or Alfa does for its clients, but we take the right elements which are in line with the identity and character of the brand. Last but not least we have to offer a proper atmosphere of the reception and showrooms of the dealerships.
One of my tasks is to find the synergies, but always with an eye for the specific identity of the brand. We don’t want to be merely a corner within the Alfa showroom, we want to offer a complete client experience, but then of course we will use the best practices learned with DS and Alfa Romeo. One must not forget that despite their iconic and long history, these brands are relatively young for the Belgian market in terms of a substantial market presence. But the brands nourish each other, this is also important for our distribution network.
There will be 10 dealers this year which will have also Alfa or even the three premium brands under one roof, and we see that proven best practices are shared for the three brands, inspiring but not cannibalizing each other in their specific client approach.
Q: We will see the Ypsilon in a full electric and electrified hybrid version, also to enable a smooth transition for the existing Ypsilon owners to this electric age, which is certainly indicated for senior clients who live in urban areas and apartments…
MT: Indeed, there is a philosophy behind this. We will not dictate what the client has to buy. We will listen to the client, but at the same time we have to project what the client of the future will buy. We notice that the market is getting more mature what full electric purchases is concerned, and political decisions now cause a rapid expansion of this segment. But this switch is slower for clients living in urban areas.
Thanks to the financial strength of the Stellantis Group, we could carefully work out our renaissance strategy and roll it out judiciously step by step. This consistency has helped me when I started up the team and the retailers were identified. Credibility was already created. One should keep in mind that irrespective of the fact that a brand has been absent of the market for 5 or 10 years, you only have one chance to (re)launch a brand successfully. You have to do it right. I am convinced we are doing it the correct way…
At the occasion of the presentation of Lancia Pu+Ra HPE at the Residence of the Italian Ambassador in Bruxelles, we took the opportunity to have an interview with the young and inspired exterior designer of the Lancia Pu+Ra HPE… it proved very interesting indeed!
Q: The Lancia design department has been producing now a wonderful and iconic car which embodies the styling language of future Lancia’s. You are responsible for exterior design, can you tell us what is your vision on design, and why have you chosen to join the Lancia design department?
Also can you tell us a bit more about your design education, your school, and even more important, what do you want to create and establish as a designer…
MT: I understand your point. It is a very good question. Before I studied design, I did different things. It was rather more manual and mostly on focused on the mechanical aspect. I came to design out of curiosity. Then I started in Italy my studies in transportation design in Turin, at IED, Istituto Europeo di Design. There I developed an understanding of the meaning of Design. What is Design? Why do we have to do this? The reason why I chose Lancia is simple: what Lancia stands for in terms of form language coincides with my ideas about Design. So I understand fully what they want to convey.
Q: This means you are taken by the Lancia spirit?
MT: Indeed, completely!
We have included in our design language elements stemming from architecture, fashion, everything that surrounds us in our modern world, it is truly eclectic in its inspiration. All this, we have the chance also to embed all this into our heritage. Because this viewpoint, this approach, we have used it also in the past. It is of course a dream for a designer to work in this environment…not everybody has this history and has tried so many wonderful things in its past.
Q: When we come to the design language of the Pu + Ra, the emphasis lies on well rounded shapes and surfaces.
MT: Indeed, this concept car is really a synthesis and includes the logic of the design of our future cars. The contrast between the soft curves and the hard edges will be seen in future Lancias, it will be indeed our design bible. It will be our reference book or bible, so to say.
Q: You will also embody with your design a distinct premium level…
MT: Indeed, we will be very serious and thorough in lifting our design language well into the premium level. This will reflect itself in the quality of the chosen materials as well as the shapes. In our design, we want to express also the (sporting) heritage of our brand. So we look for compactness, agility, efficiency. The Pu+Ra is compact in its overall dimensions, like the historic Lancias.
Q: Will we see these design elements already in the future Ypsilon, because there the design is already established and fixed now…
MT: The design elements shown here in the Pu + Ra HPE will be seen in the forthcoming Lancia’s we announced here today…,For instance, the iconic “Calice”, Chalice or Cup in the front of the car will also adorn the front of these Lancias.
Q: It will be so to say the light signature of the Lancia’s…
MT: Indeed… also the choice of the materials conveys quality and durability. This is also a credo of Lancia, and we express this with the use of durable materials.
Thank you very much for this interview.
We will soon follow with an interview with Mr. Milosz Tomanek_Premium Cluster Director Belux. Stay tuned!
Autoprova - for the Connaisseur 