The somewhat little electric SUV is charming and speedy — however not so much for us.

We had trusted that the transition to jolt could contract the world a little by permitting various pieces of the globe to have similar models, particularly EVs in view of existing burning vehicles. However, in spite of the fact that BMW will be selling fuel controlled forms of the new X1 in the US, there are no designs to bring the completely electric iX1 across the Atlantic.

Quite recently BMW appeared to be at the very front of the electric upset. The delightfully awkward carbon-bodied i3 hatchback and the three-chamber PHEV i8 sports vehicle were the two trailblazers. In any case, as of late the organization has changed to a more bashful methodology, one where — beyond the exclusively electric iX — BMW has presented another scope of "I"- marked vehicles that are EV renditions of existing models. Like the iX3, i4, and i7, the new iX1 is one of these, fitting a completely electric powertrain to the third-gen X1, which is simply going discounted in Europe.

The iX1 is being presented in double engine all-wheel-drive structure, conveying xDrive30 marking (BMW hints it will send off a less strong two-wheel-drive variant later). The engines turning every hub are indistinguishable yet for a somewhat lower gear proportion for the single-speed decrease at the back. Joined top result is 308 drive and 364 pound-feet of force. Power comes from a 64.7-kWh battery pack under the floor that gives a scope of 266 miles under Europe's complimenting WLTP testing convention — reasonable under 240 miles under the EPA's more thorough technique. The battery upholds DC quick energizing at to 130 kW, which can take it from 10% to 80 percent in a guaranteed 29 minutes. The water-cooled pack will likewise change its temperature to an ideal 77 degrees Fahrenheit while approaching a quick charger modified into the nav framework.

The iX1's inside feels great got done and stunningly roomy for a vehicle that is a little more than 177 inches long. Standard size grown-ups will actually want to sit front and back without grumbling, and there is a spacious 24 cubic feet of freight space — ethics that will stay for the U.S.- bound, gas controlled X1 xDrive28i, which really gets somewhat more freight room at 25.7 cubic feet.

The iX1 gets a 10.3-inch computerized instrument show as standard, in addition to a 10.7-inch bended touchscreen, both running the new BMW 8 working framework. This looks decent and works snappily, yet it implies the downfall of both actual warming controls and the helpful column of adaptable capability keys BMW recently advertised. Swiping down on the highest point of the screen raises a delivered form of the capability keys however expects eyes to be removed the street. Essentially, albeit a My Modes button on the mid control area has endure the winnow of regular switchgear, squeezing it simply raises choices on the screen, with one more info then expected to choose one.

This EV's presentation is punchy and conveyed with insignificant show. The iX1's gas pedal is a little top-stacked in its reactions, particularly in Game mode, where the forceful planning makes it hard to accomplish a smooth departure. BMW claims a 5.7-second zero-to-62-mph time. Full push is saved for Lift mode, which is enacted for 10 seconds by hauling an oar behind the controlling wheel, however we didn't see a detectable contrast versus simply trampling the gas pedal. There is likewise a one-pedal mode, got to by pulling the thickset stuff selector to "B."

The iX1 additionally accompanies a switchable soundtrack, with the supposed IconicSounds Electric choice making a cutting edge and enigmatically motor like murmur in the lodge that changes as per gas pedal position. This felt less imagined than some adversary contributions, however we actually favored the quietness with it switched off.

That is on the grounds that refinement is great. The lodge is very much protected at both metropolitan and parkway speeds, and in spite of a thick 4600-pound weight — in excess of 800 pounds heavier than the X1 xDrive28i — ride quality stayed great considerably over the knock tossed English byways where we drove the vehicle. The iX1 rides on latent dampers, at the same time, similar to those in the G20-age 3-series, they can powerfully shift exertion under enormous suspension travel.

What's missing, tragically, as in a few other late BMWs, is the feeling of dynamic association that previously came as standard with any of the organization's items. The iX1's guiding is totally without any trace of low-speed input, and its front-one-sided taking care of equilibrium is effectively fueled into understeer. The resigned i3 was more modest and more slow but at the same time was more keen and better to drive.

The needs of driving devotees don't appear to be extremely high on the rundown of iX1 ascribes. The fact of the matter is made by three new switchable modes that have joined the recognizable Individual, Game and Proficient settings: Expressive, Unwind, and Computerized Craftsmanship. Choosing Expressive changes the dashboard show and triggers the driver's seat rub capability; changing to another mode didn't switch the working off, which must be finished through a visit through different menus. Unwind began to play an encompassing soundtrack. Also, Advanced Craftsmanship gave another update to both showcase screens. In all honesty, all felt like contrivances.

In any case, would it be advisable for us to feel wronged to be denied the iX1? Without a doubt, given its blend of areas of strength for moderately, charming plan, and serious estimating — in Europe in any event. In Germany, the pre-charge value means simply more than $45,000, meaning it costs the very same as the section level Kia EV6 and undermines the Mercedes EQA350 4Matic. Better news for us is that the remainder of this X1 is essentially updated over the active model, which looks good for the gas variant that will come here.

Many people have had their cars parked on the street or in the garage for a long time, but hardly anyone has wondered what happens to the fuel. Gasoline and diesel have a shelf life, and aging in a car tank cannot be compared to quality wines, which get better if stored properly.

Gasoline and diesel cannot sit in the tanks for too long, or they can, but in that case they will lose their properties and when you start the car after a few months of standing, there could be problems.

You should use up the gas in the tank after two to three months. Otherwise, it will become a liquid that could damage your engine. Diesel in the tank can last just as short. In biodiesel, with which diesel fuel is mixed, there are bacteria, which will start to work when standing and because of this, sludge deposits will be formed.

Corrosion of the tank or clogging of the fuel supply system is also possible. The diesel in the reservoir should be used up in approximately three months, and at the latest in six months. All these are of course recommendations, because no one knows exactly how much fuel is in the tank, what the temperatures are and how much oxygen is in the tank.

Spent fuel in the tank is not difficult to identify, especially if it gets into your vehicle's engine. The check engine light will come on, which of course can be on for a myriad of other reasons. In this case, it is best to take your vehicle to a service center where they will find the cause of the problem.

As the HAK Review writes, the most common symptoms of using outdated fuel are problems with starting, ignition, rough idling, or loss of power when accelerating. Spoiled fuel must be removed from the tank.

Joint-stock company Kama published an official press release announcing the future electric car, and at the same time a teaser was shown.

It was announced that the compact car was named Atom, writes Autoblog.

"Atom - that's what we named our electric car. Atom includes the creation of a digital environment for new mobility and the electric vehicle itself," commented Igor Povarazdnjuk, CEO of AD Kama.

It was announced that the "international engineering and technical team" of the project includes more than 250 automotive designers and IT developers who have "experience in the implementation of the largest projects in the fields of electric transport, mobility and ecosystems in Russia, China, Europe and the USA".

The announcement does not mention this directly, but it is possible that production will be organized in the former Ford factory. Apparently, Atom electric cars are planned to be used by, among others, car sharing, delivery companies and taxi companies.

Functional prototypes should be presented in the 3rd quarter of next year.

The sales results for the last quarter in the European market were recently published, and fully electric and hybrid cars account for 43 percent of vehicles sold in the European market in the third quarter of 2022.

In the same period last year, electric cars and plug-in hybrids accounted for less than 40 percent of all vehicles sold. Sales of exclusively electric cars jumped by 22 percent compared to the same period last year. However, sales of plug-in hybrids are slightly weaker, by 6 percent to be exact.

National and local lawmakers are increasingly withdrawing subsidies for plug-in hybrids in favor of incentives for electric cars. However, with the EU's decision to ban the sale of cars powered by fossil fuels from 2035, it is inevitable that the number of electric cars sold will increase year on year.

As for conventional cars, petrols saw sales drop by 3.3 percent, but still remain the most popular choice among buyers, accounting for 38 percent of total sales. As for diesels, they now account for only 17 percent of all vehicles sold, and compared to the third quarter of 2021, a sales decline of 4.7 percent was recorded.

In 2015, diesels made up more than half of the market, but with an increasing number of electric and hybrid models, electricity has taken over. The increasing number of sold electric cars is evidenced by the sales results for September, when the electric Tesla Model Y was by far the best-selling car on the European market.

A 496-hp electric powertrain gives the 2024 SQ8 e-tron a kick in the jeans and a believable spot among the brand's hotted-up models. In light of the solace situated Q8 e-tron SUV and accessible in two completely traditional looking body styles — squareback and fastback (called the Sportback) — the SQ8 e-tron team offers a lot of similar extravagance treatment as their tamer cousins however with a sportier look and more go-power. A 106-kWh battery pack ought to convey good driving reach, albeit not so much as opponents, for example, the BMW iX and the Tesla Model X. The SQ8 e-tron can be charged rapidly by means of a DC quick charging station. We figure the 240 miles of reach it will probably convey ought to be enough for the vast majority. Audi's best tech is all remembered for each SQ8 e-tron, including its Virtual Cockpit computerized checks, touchscreen infotainment with Wi-Fi network, and a far reaching set-up of driver-help includes that incorporates versatile journey control and path keeping help.

What's happening for 2024?

The SQ8 e-tron is another nameplate for the Audi arrangement for the 2024 model year. It's basically a renamed variant of the 2023 e-tron S SUV, with no significant changes to the squareback and Sportback body styles.

Audi hasn't delivered valuing for the 2024 SQ8 e-tron yet, yet we anticipate that it should follow a similar trim construction as the 2023 e-tron S. While it's feasible to burn through six figures on a SQ8 e-tron, we figure the one to purchase is the passage level Premium In addition to manage. It comes standard with the entirety of the extravagance and comfort includes that you'd expect — including an all encompassing sunroof, real calfskin upholstery, and four-zone programmed environment control — without adding a solitary choice bundle.

EV Engine, Power, and Execution

While the SQ8 e-tron shares its foundation with the Q8 e-tron, it sports an all the more remarkable three-engine electric powertrain that makes 496 strength. We haven't tried it yet, yet Audi gauges it can show up at 60 mph an entire second sooner than the Q8 e-tron. In view of our trial of an e-tron Sportback, that implies the SQ8 could arrive at 60 mph in approximately four seconds — yet our testing will affirm assuming that is the argument once we run it against the clocks. Since there are two electric engines on the back hub instead of one, the SQ8 e-tron can imitate a force vectoring differential by sending more capacity to the external back tire on a case by case basis to improve cornering We drove a model on a race course back when it was known as the e-tron S and found it simple to execute tire-obliterating, smoke-tastic floats. We don't know how SQ8 purchasers will manage this capacity in reality, yet watch for smoke signals. In typical driving, the SQ8's dealing with is certain and sensibly athletic, however don't expect similar fresh reactions you'll find on other S-marked Audi models.

Range, Charging, and Battery Duration

All SQ8 e-tron models accompany a 106.0-kWh battery pack that can be energized using 170 kW DC quick charging association. Audi says this battery ought to give the SQ8 e-tron a scope of 307 miles for every charge, except that is as indicated by the European WLTP test cycle which is famously hopeful. We figure the EPA will provide it with a rating of around 240 miles, yet that is not official yet.

Mileage and True MPGe

The active e-tron S was appraised by the EPA for up to 73 MPGe city and 78 MPGe interstate and we expect the SQ8 e-tron to convey comparable assessments. Whenever we have an opportunity to drive the SQ8 e-tron, we'll refresh this story with test results from our 75-mph roadway mileage test. For more data about the SQ8 e-tron's mileage, visit the EPA's site.

Inside, Solace, and Freight

The SQ8 e-tron's lodge is quieted while cruising and offers a lot of room for grown-ups in the two lines of seats. The initial feeling is that of a generally computerized insight, as the SQ8 e-tron's dashboard is loaded with numerous high-goal screens that incorporate Audi's computerized check group — called Virtual Cockpit — and two flush-mounted touchscreens in the middle. Obviously, there's a plenty of upscale elements too, including cowhide upholstery, an all encompassing sunroof, four-zone programmed environment control, warmed front and back situates, a power-worked back liftgate, and a power-customizable guiding segment — all norm.

Infotainment and Availability

A huge 10.1-inch touchscreen show is flush-mounted into the SQ8 e-tron's dashboard while a more modest 8.6-inch show interfaces the scramble to the mid control area. The lower show is utilized basically for the SUV's optional controls like the environment settings and the drive modes. Apple CarPlay and Android Auto are both norm, as is in-run route, a remote cell phone charging cushion, a Bang and Olufsen sound system, and an installed Wi-Fi area of interest.

Security and Driver-Help Elements

A set-up of driver-help highlights comes standard on each SQ8 e-tron model and incorporates robotized crisis slowing down, path keeping help, vulnerable side observing and versatile journey control with path focusing. For more data about the SQ8 e-tron's accident test results, visit the Public Thruway Traffic Wellbeing Organization (NHTSA) and Protection Foundation for Parkway Security (IIHS) sites. Key security highlights include:

Standard robotized crisis slowing down with walker location
Standard path takeoff cautioning with path keeping help
Standard versatile journey control with a path focusing highlight

Guarantee and Support Inclusion

The Audi SQ8 e-tron and SQ8 e-tron Sportback offer a similar restricted and powertrain guarantee as the customary Q8 e-tron and more modest Q4 e-tron SUVs.

Restricted guarantee covers four years or 50,000 miles
Powertrain guarantee covers four years or 50,000 miles
Electric parts are covered for a very long time or 100,000 miles
No free planned support

A switch to pure electric mobility would wipe out more than 600,000 jobs.

Recently, the European Union announced that it will ban the sale of all new gasoline (including hybrid) and diesel vehicles from 2035. Another "passing point" was left because this decision will be discussed again in 2026.

Was the European Union too hasty in its decision? The motive is to protect the climate, but is the price that the EU economy will pay too high, especially when it comes to countries with a powerful auto industry, such as Germany, France, Italy...?

In an interview with Politiko, the commissioner for the internal market of the European Commission, Thierry Breton, set off the alarm. Breton warned that a switch to pure electric mobility would wipe out more than 600,000 jobs.

Already in 2030, well before the planned ban, 15 times more lithium, four times more cobalt and graphite and three times more nickel will be needed for electric cars - which is an enormous consumption of raw materials, this Frenchman claims.

On the other hand, Europe has some mines, but it will have to import most of the raw materials. Also, 20 to 25 percent more electricity will be needed, but its production using gas or coal does not make sense from the perspective of the fight against climate change.

Even if electricity is produced in a clean way, electric cars still contribute to pollution – due to increased particulate emissions from tires and brakes, Breton says.

Electric cars are on average much heavier than conventionally powered vehicles. The electric Mercedes-Benz EQA, an SUV based on the GLA, is heavier than the large S-Class.

Breton also pointed out serious shortcomings in the expansion of charging infrastructure. Seven million chargers would be needed for serious electric mobility in Europe, and currently there are a total of 350,000.

Seventy percent of them are located in only three countries, France, Germany and the Netherlands, writes Revijahak. That's why phasing out internal combustion engines is not a good idea right now - because even if it succeeds in Europe, petrol and diesels will still be sold on other continents.

"I recommend that European companies continue the production of SUS engines," Breton said.

As for Europe, the EU's internal market commissioner wants to set out in the next few weeks strict criteria by which progress can be measured.

The transition to e-mobility has such an impact on industry that the EU cannot afford to fail. If the Commission finds that line missed, the release date must be postponed.

What the commissioner did not mention is that China also represents a huge competition with its electric cars, which are technologically equal to European models, and are significantly cheaper.

Disparate attributes unite to make the new 7 Series an intriguing flagship luxury sedan.

"But" is a theme in the 2023 BMW 7 Series. Its exterior makes the Chris Bangle-design era seem idyllic, but its interior is elevated to a level that makes all BMW 7 Series before it seem like a 3 Series in comparison. It covers ground with tranquility but does not forsake engagement; indeed, its driver's seat is a great place to be, and its second row is better than ever. Plus, the 2023 BMW 7 Series integrates new combustion powertrains. But its first all-electric powertrain is its real story.

Considering the new 7 Series as a whole, "but" becomes irrelevant. No dispute: it is a deeply impressive, segment-challenging flagship luxury sedan.

This G70-series model is the seventh generation of the 7 Series, now longer, wider, and taller than before. Though the storied V-12 engine has succumbed to emissions regulations, 48-volt mild hybridization extends the lifespan of the 375-hp, 383-lb-ft 3.0-liter turbocharged I-6 found in the 740i. The same goes for the 536-hp, 553-lb-ft 4.4-liter twin-turbo V-8 underhood in the 760i xDrive. Given that its V-8 is adapted from an M-developed engine, the 760i xDrive accelerates with muscular authority; BMW estimates a 0-60 time of 4.1 seconds. These engines are joined to a new eight-speed ZF automatic transmission, which integrates the crankshaft-mounted starter-generator into the gearbox case. Plug-in hybrid models are on the way, but the all-electric i7 that launched alongside the standard 7 Series most indicates BMW's sustainability focus. Its dual motors match the V-8's power and deliver up to 318 miles of range.

Ever a bastion of controversial design, the 2023 BMW 7 Series continues that legacy. The exterior is a revolution, only vaguely recognizable by its sizable body and key BMW cues; see the large, hard-mounted Hofmeister kink and improbably larger kidney grille, now highlighted by an LED surround. Surely the headlights are the most divisive element—literally. Their split design, where running lights above draw attention away from the primary bulbs below, are a signifier of BMW's highest-end models including the XM and refreshed X7. Despite the car's monolithic appearance, it achieves a fairly low drag coefficient of 0.24 by way of hidden active vents and airflow-directing chamfered edges.

BMW's Ultimate Interior

Moving beyond the body and through the optional power-operated doors lies a cabin of tremendous opulence and artistry. Though its general appearance is a development of traditional BMW layouts, the interiors of prior 7 Series pale in comparison. Its seats are gloriously plush, covered in upholstery finished in a creative geometric pattern extending all the way down to the base. Various cut-glass controls glimmer in sunlight. If leather and wood are too conventional, BMW offers trims like woven cashmere and silver-hued carbon fiber. Textured metallic speaker grates add visual intrigue to a sound system that enhances digital-audio quality to a level akin to a live performance. Nothing seems left untouched: Even the headrests are adorned with trim and integrated so no unsightly metal support struts are visible.

BMW's restraint in not fitting trendy enormous screens allows for better presentation of these beautiful materials, but by no means are the 7 Series' front-row displays small. A 12.3-inch gauge cluster and 14.5-inch touchscreen are paired beneath a pane of curved glass, with a head-up display above. The rear area, however, offers technology that might've once existed only in the concept-car realm. Each rear door has a 5.5-inch touchscreen, allowing passengers to control various climate and comfort settings. The pièce de résistance is an optional 31-inch 8K touchscreen display that folds down from the ceiling, giving passengers endless ways to stay entertained.

Yet the dazzle is compromised by the clumsiness of BMW's latest iDrive 8 user interface. Physical buttons are largely eliminated, replaced by digital equivalents confined within these touchscreens. Simple functions—adjusting the seats, climate control, or drive mode—require distracting glances away from the road to tap haphazardly at small icons. At least the "Hey, BMW" voice command can handle many tasks, and the on-screen graphics are presented in an imaginative way. The new Interaction Bar stretching across the dashboard further enhances overall ambiance: It projects various color changes to signal functions like an incoming call or driver-assist alerts.

To Drive, Or Be Driven?

Given the fact its V-8 is adapted from an M-developed engine, the 2023 BMW 760i xDrive accelerates with muscular authority that's augmented by the transmission's integrated motor, which supplies electric torque to move the car off the line with finesse. Shifts are barely perceptible, but even so this powertrain cannot match that of the i7 in outright smoothness—the subtle vibrations it produces simply do not exist in its electric counterpart. Conversely, the i7's Hans Zimmer-composed driving sounds are amusing but hardly compare to the thrum that permeates the 760i's cabin as the engine nears its redline. Less appreciable sounds are heard, too, if quietly. If BMW had opted to integrate active noise cancellation into the 7 Series, it might've lessened the tires' patter and side mirrors' turbulence.

Supported by air suspension, the 760i permits only enough texture to inform on the road surface beneath and deftly reduces harshness over potholes and ditches. This ride keeps the car placid at speeds well beyond the pale. But it becomes slightly perturbed by successive small impacts, which introduce a side-to-side jiggling sensation. Meanwhile, more so than the i7, the steering's precision, weight, and feel rests right on the cusp of what might be considered comfortable, as available active roll stabilization props-up the body—ideal for a driver-oriented luxury car.

Even with these attributes, the 2023 BMW 7 Series' second row beckons. It's so spacious, cushy, and richly appointed, even a keen driver might willingly abdicate control to a chauffeur—a proposition not typical among 7 Series buyers, according to BMW's research. Several backseat upgrade packages are available, which bring amenities ranging from heating, ventilation, and massage functions all the way up to reclining backrests, extending ottomans, and an enhanced center armrest. Regardless of equipment, with or without the huge theater screen, the LED-illuminated glass roof adds an airy atmosphere. Furthermore, a chauffeur-esque experience can be had in the front seats as BMW's trustworthy hands-free driver-assists take control on the highway.

But …
Congruences are held in balance in the new 7 Series. Dubious exterior beauty, but a sensational interior. Gratifying driving manners, but an equally impressive backseat experience. Deeply capable technology, but frustrating integrations.

Perhaps the ultimate "but" regards which model is best. At approximately $94,500, the I-6-powered 740i serves as a starting point beneath the $115,000 760i xDrive. But then there's the roughly $120,500 i7 xDrive60, which, though the most expensive, might provide a higher level of comfort and certainly feels more like a BMW of the future. Regardless of which model customers choose, the 2023 BMW 7 Series abolishes any doubt it's the marque's highest expression of luxury.

Source: motortrend.com