One of the great things about the current Kodiaq and Superb models is Skoda's previous interior design that includes a multimedia screen integrated into the center console, while in other models this display is in the form of a tablet that "protrudes". Things seem to be even more radical as the first teaser photo of the new Vision 7S concept announces.

Skoda has just published the first teaser photo of the new concept, which shows a vertically positioned screen of the infotainment system, which is a solution we are seeing for the first time with the brand from Mladá Boleslav.

And while traditionalists won't like the design, there are some extenuating circumstances like the air conditioning controls that aren't integrated into the massive screen. The rectangular digital instrument panel will be easily visible as Škoda has designed a new steering wheel that is beveled at the top and bottom.

It seems that the company that is known for always playing it safe when it comes to design, has now decided to be bolder when designing the next generation vehicle.

As for the Vision 7S concept itself, it should come as no surprise that it is an all-electric car. It will have room for seven passengers, and should be indicative of the Czech company's new design vocabulary. In addition, this concept should also be the basis for one of three new Skoda electric models arriving before the end of 2030. All will be smaller and cheaper than the Enyaq.

The world premiere is scheduled for August 30, when we will get the first impression of the new Škoda interior, which is designed to be minimalist but also functional.

I'm truly falling into the Taycan Cross Turismo's depression. Presently its product is strong, it's greatly simple to live with, helped by a couple of decision choices. However, I could manage without a portion of the pricier bits of pack.

Mileage: 5,672

There's cash to be made in vehicles, I'm told. Bunches of it. Furthermore, for a brand that doesn't really sell huge amounts of vehicles (contrasted and a few brands, at any rate), Porsche does a darn steady employment of placing cash in the bank. The truth of the matter is, the German producer's edge on each vehicle it shifts is the jealousy of immense wraps of the business. Last year, this was 16.5 percent.

Having dug further into the spec of my Taycan Cross Turismo armada vehicle, I want to see where the enchanted residue lives. Porsche is top dog, I figure, of pitching its vehicles at undoubtedly the perfect cost, and afterward permitting its very much obeyed client base to stick a couple thousand quid onto the possible bill by means of a very stunning choices list.

My vehicle isn't even all that insane - as a matter of fact, Porsche keeps a sensibly reasonable top on such things where its press vehicles are concerned - yet its unique rundown cost of £88,270 inflatables to over £102,000 once the additional items are considered in. What's more, it's not difficult to perceive how this could occur.

The Bose encompass sound framework fitted to this specific vehicle is one of the best pieces of in-vehicle sound I've heard in years, blending genuine punch in with phenomenal lucidity. It adds £956 to the cost, however assuming I were of the necessary resources to consider purchasing a £80k EV, I'd mark its container many times.

Where Porsche gets truly astute is on the restorative stuff - the components that truly will make your Taycan your Taycan. Our vehicle's Ice Gray metallic paint costs £1,683, for example. The Offroad Design bundle? That will be £1,161. In any event, changing the model identification from silver to a matt-dim completion (as found in our primary picture) costs an astounding £168 - a huge choice cost on numerous a standard model, yet a negligible detail in Porsche terms.


I totally get this - and I'm all not in any event, featuring the issue since I believe it's a negative. Porsches are sold in generally little numbers, so incorporating the intricacy into the assembling system to work with this kind of personalisation implies that purchasers can possibly spec up their vehicle to a level that implies they won't ever see an indistinguishable model out and about.

There are a couple of regions where I think Porsche is being saucy, as you may have guessed. Three-stage charging is possibly valuable on the mainland, yet I'd never spend the thick finish of £1,200 on it when the standard 7kW unit can adapt to expedite tops off at any rate. There's an honestly ludicrous USB-C charging link on the configurator that costs £28 (you can get three on eBay for a fiver). Gracious, and our vehicle's £9 for an emergency treatment pack appears to be a striking increase when, at retail costs, even Halfords will sell you one for close to a portion of that.

Basically Porsche brings the sense to the table for a decision of charging links; you need to pay £210 for one (boo, murmur) however you can pick between a three-pin public connector or a thicker Type 2 link that is more helpful for wallboxes. I don't know numerous proprietors would utilize a three-pin choice.

You might bear in mind, it just so happens, that our Taycan let the side down a little half a month back, when it would not move off my carport without any outside help. After some examination, it would seem the previously mentioned discretionary three-stage charger had fostered an issue, so it must be supplanted, giving me another motivation not to waste time with it.

We're educated that a product fix, which hadn't been introduced on our vehicle, would have forestalled the issue in any case. A functioning charger has now been fitted and RX71 ZZA is back feeling new and full of life, prepared for a couple of summer travels. Welcome them on.

Porsche Taycan 4S Cross Turismo: first report

Track-day activity with a distinction in our new Porsche Taycan 4S Cross Turismo

Mileage: 4,500

At the point when another armada vehicle shows up, we generally put in a couple of hours going through the lodge, learning the various elements. We might try and peruse the manual (indeed, truly), while there's a great deal to be said for a decent, long excursion to assist us with getting comfortable. However, visiting a test track, joined by a teacher? That is a unique case.

Notwithstanding, that is exactly how we've managed the furthest down the line expansion to our armada - the Porsche Taycan 4S Cross Turismo - and a similar methodology we'd have taken on the off chance that we'd really purchased the vehicle. Any individual who buys any new Porsche in the UK gets a free half-day driving experience, you see - whether or not they've quite recently taken conveyance of an all-electric Taycan or a 911 GT3 RS track-day extraordinary.

All things being equal, our own Taycan doesn't actually appear to be an undeniable contender for track movement. As the Cross Turismo adaptation, it's the marginally raised, semi-bequest form of Porsche's EV, more centered around school runs and driving occasions than lap times and cutting apices. And yet, even the moderately unobtrusive 4S flaunts some stonking execution figures; with 469bhp on draft, and up to 563bhp and 650Nm accessible under send off control, this is a standard family vehicle that can break the 0-62mph run in 4.1 seconds.

It just so happens, that Porsche's Experience Center in Silverstone is completely EV-prepared, with two or three quick chargers out front and one more about six along the edge of the overwhelming structure to keep the in-house armada of Taycans ready. Indeed, you've perused accurately; most clients would rather not drive their own pride and delights on target, but since they're intended to go through the involvement with an identical model to the one they've recently purchased, Porsche has a lot of Frozen Blue Taycans alongside the standard Caymans, Cayennes, Macans and 911s.

Gathering that it has little effect whether I drive Porsche's Silverstone-based vehicle or one claimed by the press office, I pick to take our own Cross Turismo out onto the track - however solely after going to the preparation, where Porsche authorities guide the proprietors on everything from their vehicles' slowing down capacity to nourishment, wellbeing and wellness.

My mentor for the evening is a chap called Brian Saunders - a refined GT racer who divides his time between aiding punters at Porsche and calibrating the method of other hustling drivers. We get going with a couple of delicate laps of the test track, after which he presumes that my lines and expectation are great, however that my brake-pedal regulation is "horrendous".

It before long turns out to be evident that the direction around the genuinely crooked dealing with track isn't tied in with figuring out how to float; Brian's emphasis is on inspiring me to drive all the more easily, especially while dialing down the brakes, and attempting to guess how the street ahead will wander aimlessly.

I've advised him honestly (he says he's a fussbudget, so I surmise he'd do that in any case) however after a few laps he appears to be more joyful with my driving - enough so to scrutinize it on the other track, which likewise incorporates the potential chance to test the Taycan's wonderful send off control.

At the point when I believe I'm getting the hang of things, Brian guides me to the kick-plate - a water-drenched, plastic-covered stretch of black-top with a moveable part of street at its entrance. We approach at 20mph, the back of the vehicle is unexpectedly lost course and, in what would seem like no time, 2.3 lots of Weissach's best is sliding effortlessly at right points to the planned bearing.

Brian begins dealing with my method, chopping down my response time, keeping up with my attention on the course I need to travel and eliminating unnecessary directing information. It takes a couple goes to hit the nail on the head, yet toward the finish of class I feel extensively more fixed on how the Taycan acts in circumstances like this.

Eventually I leave away with a superior comprehension of why this half-day is so significant to Porsche and its clients. While a large portion of the Porsche Experience Center's joyriders are new purchasers, the heft of different participants are rehash guests, quick to additionally investigate the constraints of what their vehicles can do, in a protected, controlled climate. There's presentation to excite and charm, obviously, yet in addition the valuable chance to get a strong establishing in the vehicles' frameworks, and how to get the best out of them. I absolutely feel I'm in - write on


The right to the HiPhi brand, which is relatively unknown to us, is held by the Chinese company Human Horizons, which was founded only five years ago. It was created by entrepreneur Dean Lei, who has been working hard in the automotive sector for almost forty years. He started his career in the joint venture Shanghai Volkswagen, and later moved to the SAIC concern. He participated in the development of the LeSEE electric car project and is one of the founders of the Shanghai Free Trade Zone.

The research and development center of the company Human Horizons has been trying to deal with the most technologically advanced and prestigious electric cars since its beginnings, and now we see that the sweat was not wasted!

The first born of the brand is a large crossover called HiPhi X and it will be offered at a price of 570 to 800 thousand Chinese yuan, which is equivalent to the sum of 85 to 119 thousand dollars (almost the same value of dollars and euros lately). This model entered the Chinese market in May 2021 and very quickly became the most popular car with a price exceeding 74 thousand dollars (half a million yuan).

During the first twelve months of sales, this model occupied more than a quarter of the market because over six thousand copies were delivered, i.e. more than the eminent rivals that we know by the names: Porsche Taican and Audi e-tron, among others.

The company's second model, the HiPhi Z sedan, should strengthen the company's position according to the management's expectations. The production version was launched in June when we saw it for the first time, but now the order book has been opened, and the technical specifications have been announced, as well as the price of the newcomer of 600-800 thousand yuan ($89-119 thousand).

Yes, it is necessary to allocate more money for a sedan, but its appearance brings a different impression. They are based on an identical platform, while the designers managed to bring more avant-garde compared to the already futuristically styled first model in the form of a model with a higher ground clearance.

What is the one and only multi-level lighting? The HiPhi Z already offers adaptive laser front light clusters from the entry-level equipment package, which, just like the most expensive Mercedes models, can display directional, navigational instructions on the drum. The large blocks of matrix cells on the back of the vehicle are also able to transmit different emoticons and hints as well.

Also, the light panels are located on the doors, so as such they are suitable to welcome passengers, show the level of remaining juice in the batteries, and can bring other messages to users that are adapted to the occasion.

The newcomer from Asia is comparable in terms of size to the status liftback that responds to the name of the Porsche Panamera, but the luggage space of the protagonist of this story is still separate. The length of the sedan is an impressive 5,036 millimeters, while the width is at the level of 2,018 mm, and the height is 1,439 mm. The wheelbase of 3,150 mm even surpasses that of the aforementioned Panamera (3,100 mm).

Factory installed wheels integrate 22-inch rims. The body is made of aluminum and steel, while the windows on the doors are frameless. The back door opens in the opposite direction from what we are used to. Although the crossover offers lifting parts of the roof, this is not the case with the sedan.

In fact, there are no rear windows either because they have been somewhat replaced by a panoramic sunroof of extended dimensions, and again, the lower edge of it is still set high, so the point of having a built-in rear-view mirror is very questionable.

A folding spoiler is installed on the trunk lid, so in this whole style mess, the conservative exterior mirrors seem smaller on the chest of today's men, that is, they leave the impression of atavism. This will change when Chinese regulations allow the implementation of a camera in this location, which is currently not the case.

The passenger cabin offers the possibility of accommodating up to four people in individually styled seats, although the last couple is deprived of the possibility of generous adjustments. On the front panel there is only a large centrally placed screen of the multimedia system. It can turn up to 90 degrees, just like in BID electric cars.

Instead of instruments, a large projected screen was implemented. Almost all the buttons in the cabin are touch-sensitive, including even one on the steering wheel rim, while the windows move electrically.

The chassis features double wishbones at the front and multilink at the rear. The base package also includes adaptive air suspension, while a rear-axle pusher is available for an extra charge, by which I mean actuators that allow the rear wheels to move up to 13.2 degrees, just like the Mercedes S-Class, only much better because it's a Schwab feather able to "pivot" up to only 10 degrees.

The Chinese are also bragging about the HiPhi Pilot system, which is the commercial name for a level 3 autonomous driving system. It has a front lidar that is located on the roof and offers a range of 250 meters. The situation around the vehicle is monitored by thirteen cameras, twelve ultrasonic sensors and five millimeter radars.

From the very beginning, the Human Horizons company has been developing a data exchange system between vehicle computer systems and other cars as well as road infrastructure (V2X protocol): all models of the HiPhi brand offer electronic solutions of this type.

As for the powertrain, we must say that the HiPhi Z sedan is powered by two electric units, one on each axle. Each of them develops 336 horsepower, so a total of 672 "throats" are offered. The traction battery offers a capacity of 120 kWh compared to the crossover's 97 kWh.

Therefore, the declared autonomy of 705 kilometers is in accordance with the Chinese CLTC cycle. The electric car from China has a net weight of 2,539 kilograms and can accelerate to a speed of 200 km/h.

Sales of sedans named HiPhi Z will begin in the territory of the People's Republic of China at the end of this month, and as usual, the most expensive version will be in the windows first, while those with exclusively rear-wheel drive will become available later. There will also be a cabin with five seats and other simplifications that will bring a lower price tag.

Sunday, 14 August 2022 06:21

2023 Kia EV6 GT Is the Quickest Kia Yet

This double engine EV hybrid even has a float mode.

The new Kia EV6 GT is set to end up in some exceptionally recognized organization. The turned-up rendition of Kia's moderate size electric hybrid is a zero-outflow muscle vehicle with pull yield that beats a few a lot pricier contributions. This family hauler puts out 577 drive across its two engines, which ought to convey a 60-mph time in the low threes. And keeping in mind that most electric vehicles have speed limiters set low because of reasons of both reach and reasonableness, the EV6 GT is equipped for 161 mph. Likewise, it has a float mode.

Riding on Hyundai-Kia's profoundly cutting-edge E-GMP stage, the GT vows to be stunningly smooth by the stout norms of its fragment, weighing in at a guaranteed 4780 pounds. Besides, this stage can convey ultraquick DC quick energizing paces of to 240 kW — adequate to recharge the moderately little 77.4-kWh battery pack from 10 to 80 percent in a short time at a 350-kW DC quick charge station, as per Kia.

Close to the all-wheel-drive EV6 GT-Line that sits just underneath the EV6 GT in the order, visual qualification is restricted; the GT most certainly doesn't yell about its additional presentation. The front and back guards have been unobtrusively changed, 21-inch wheels are standard (important to fit around bigger brake circles), and a liftgate spoiler is fitted. Inside, the GT gets semi-pail sports seats managed in microfiber, some new presentation touchscreen shows, and, on the directing wheel, a GT button that gets to the new Dynamic mode, which joins the ordinary Eco, Normal, and Sport settings.

Mechanical changes are more huge. The GT is fueled by fundamentally brawnier engines than the ongoing all-wheel-drive EV6, with the one at the front currently having a most extreme result of 215 strength and the back unit making up to 362 pull. The back hub likewise includes a force biasing differential that changes how much push shipped off each wheel, and the back engine adds one more piece of driving edge EV tech, a two-stage inverter that utilizes silicon-carbide semiconductors. This further develops proficiency by up to 3 percent while likewise decreasing intensity created when the engine is working harder. As in other superior execution EVs, yield is confined in lesser drive modes: Eco limits the framework top to 288 pull, while Normal and Sport lift that to 460. Just GT mode releases the full 577 horses.

The outcome is a genuinely speedy vehicle. As in the current EV6, the GT has a moderately delicate gas pedal reaction at the highest point of the pedal's movement. (This is particularly clear in the logical little-utilized Eco mode, which appears to add an inch of deadness to the highest point of the gas pedal.) But pushing the pedal harder rapidly brings strong push, and a standing send off in GT mode makes g-powers that migrate interior organs as the back tires fight to track down foothold.

This was on the dry black-top of a Swedish test track and regardless of Kia's fitment of execution Michelin Pilot Sport 4S tires as opposed to low-rolling-opposition elastic. In Europe, Kia claims a 0-to-62-mph season of 3.5 seconds, however we suspect that the outcome for our benchmark 60 mph will be far superior. (Our 60-mph time for the 320-hp all-wheel-drive variant was 4.5 seconds.)

Squeezing the GT button on the guiding wheel additionally opens the further choice of the float mode. This, you will be completely unsurprised to hear, is colossal tomfoolery — regardless of whether it's difficult to envision such a large number of EV6 purchasers utilizing it. Kia allowed us the opportunity to encounter the framework on a skidpad, where it permitted the GT to be effortlessly convinced into noteworthy points of force oversteer, with undetectable intercession from the shrewd back differential and help from the front engine assisting with keeping up with them as speed rises. In the case of nothing else, the capacity to smoke tires means that the strength of the most impressive vehicle Kia has at any point delivered.

However, it is at speeds more proper for this present reality that the dynamic diff intrigued more. The capacity to send more force to the external back tire assists the vehicle with turning in, yet additionally gives a feeling of back drove taking care of when GT mode is chosen. That causes the GT to feel energizing great shy of any deficiency of hold. As in lesser EV6s, the guiding is exact and coordinate, albeit minimal low-level criticism moves beyond the significant help.

Ride quality was exceptionally amazing. The GT gets versatile dampers as standard, and, surprisingly, in their firmer mode, they handle knocks and plunges with guaranteed consistence. Albeit the GT has stiffer springs, there's as yet perceptible roll under cornering. It is fantastic to Cruise refinement. We didn't affirm the guaranteed 161-mph maximum velocity on Sweden's very much policed parkways (it's a country where voyaging 5 km/h over as far as possible feels trying), yet at roadway speeds, the GT's lodge was cozy and all around protected.

The EV6 GT's delicate quality really suits it well and is a consequence of the purposely particular person given to the firmly related Kia and Hyundai models. It appears to be sure that the impending Hyundai Ionic 5 N, which will utilize the equivalent powertrain, will be firmer and more forceful.

Driving to the side, the GT is basically vague from the current EV6. The lodge is roomy and decidedly built, albeit the dull, strong materials separate the GT from the more rich choices its exhibition places it into dispute with. Likewise, the 12-inch focal touchscreen's UI is more successful than great, with the route framework feeling cumbersome and somewhat dated. Luckily, drivers can utilize Apple CarPlay and Android Auto all things considered.

Range is another region where the EV6 GT is off the speed of correspondingly strong other options — with the stipulation that we don't have official EPA numbers yet. The European WLTP figure of 263 miles addresses a 65-mile decrease over the rangiest back tire drive 77.4-kWh variant and infers an EPA figure of about 225 miles.

Valuing is likewise to be affirmed, in spite of the fact that if U.S.- bound EV6 GTs follow the case of Europe, where the vehicle is as of now on special, it will be an electric-execution deal. For viewpoint, on the opposite side of the Atlantic, the Kia is both faster than the Porsche Taycan 4S and essentially 50% less expensive. Assuming Kia gets the GT for under $70,000, it will deal with a similar stunt here.

With a flood of other electric models set to continue very soon, the EV6 GT shows that Kia is pushing its direction to the sharp finish of the EV upheaval.

A crisis is a crisis, but the luxury car segment is doing well. Lamborghini is selling more than ever and getting better.

In the first six months of 2022, the manufacturer from Sant'Agata delivered 5,090 cars. This is the best period in the history of the brand. The most important markets are the USA and China. If you order a car now, it will be on the road only in a year and a half. The queue could soon get significantly longer.

First of all, the Urus range, which accounts for 61 percent of sales, will be refreshed. We will probably see a plug-in version, and unofficially there is also talk of a Performante version.

Lamborghini intends to put into production a raised Huracán Sterrato, which will allow it to get off the asphalt. It's a very unusual structure, but that's why it can interest buyers who want to stand out.

Packed with features and rich materials, the luxurious new Genesis G90 aims for ecstasy.

The G90 is Genesis's large-sedan flagship, and it's packed to the gunwales with features that typically belong to the ultra-luxury sphere. The elegant cabin masterfully shuffles a deck of leather, wood, metal, and microsuede trim, and there are reclining rear seats that heat, cool, and massage. Isolation and comfort dominate the experience. Material choices look and feel expensive, and all controls move with a satisfying slickness. Whether you're wafting along at 45 mph or 90 mph, the interior remains serene even as the scenery blurs outside.

2023 genesis g90
A long 125.2-inch wheelbase yields enough legroom for NBA stars, and optional air springs keep the ride mellow and compliant, despite the thin sidewalls around the 21-inch wheels. Steering efforts are light, and while the roughly 5000-pound G90 isn't going to be confused with a sports sedan, it moves gracefully and deftly. Some credit for the easy maneuverability goes to the available rear-wheel steering that reduces the turning diameter from 40.1 to 37.1 feet.

A few taps of the 12.3-inch touchscreen have the 1700-watt, 23-speaker Bang & Olufsen audio system singing in different soundscapes. If you've always wondered how Dua Lipa or Jimmy Buffett might sound in Boston's Symphony Hall, the G90 is equipped to answer those burning questions. (They sound great.) Pause the music and start talking and you'll notice that microphones placed in the headliner pick up your voice and make it sound like you're standing in a concert hall yourself. The G90 is certainly big inside, at 105 cubic feet, but it's not theater big.

2023 genesis g90
2023 genesis g90
In addition to all the content, the G90's powertrain refinement and hushed over-the-road behavior also remind us of cars costing twice as much. The previous G90's 3.3-liter V-6 and 5.0-liter V-8 are gone, replaced by a turbocharged 3.5-liter V-6 that can be had with an electrically driven supercharger. The turbo-only version makes 375 horsepower and 391 pound-feet of torque, with the top-shelf supercharged model we sampled bumping output to 409 horsepower and 405 pound-feet of torque. Nearly as effortless, smooth, and quick as an electric car from a stop, the V-6 pulls hard when pressed and never raises its voice—unless you turn on the artificial sound enhancements. A standard all-wheel-drive system puts the power down with zero drama, and shifts from the eight-speed automatic are nearly imperceptible. In Comfort mode, the transmission is slow to downshift, but once it does the surge is strong.

Despite a slippery drag coefficient of 0.27, the supercharged G90's 19.3-gallon tank empties at a rate of 24 miles per gallon on the highway and 17 mpg in the city, according to EPA estimates. The base engine manages 18 and 26 mpg, respectively. These numbers fall short of the six-cylinder-equipped Audi A8L and Mercedes-Benz S500 and are more in line with V-8 versions of the Audi and Benz. The supercharged G90's 20-mpg EPA combined rating does represent a 2-mpg improvement over the 2022 V-8 AWD model, however.

2023 genesis g90
With so much right and comfortable, the G90's few off-key notes stand out. Apple CarPlay and Android Auto require a corded connection, when wireless phone mirroring—which we consider a must-have—is found on cars costing far less. Engineers also missed the opportunity to provide customers with configurable gauge displays, Wi-Fi, and the G90 lacks the smaller GV60's face-recognition system that unlocks the car when it sees you. The G90 does allow you to use your smartphone as a key, and it works without a fuss.

The G90 has never sold in high volumes, yet Genesis still put a lot of effort into the latest version of its big sedan. Whether you're driving or riding in that huge back seat, the G90 is comfortably numb when you want that and refined in a way that reaches well beyond its near-six-figure price. Brand snobs might not be impressed by the Genesis badge, but if we were valets, we'd leave this one out front.


The next Volkswagen Passat will probably only be offered as a wagon – after the first spy shots, Auto Bild practically removed the camouflage. This is what the new Passat could look like!

The current generation of VW Passat has been on the market since 2014. In a normal cycle, it would be time to move on. Internally badged B9, the upcoming Passat will probably only be available as a wagon called the Variant – it could be introduced in 2023.

However, the Passat B9 is not expected to be available at dealers until 2024. One of the reasons for this is that the next generation has to move to a factory in Bratislava, Slovakia, as the main Passat plant in Emden (Lower Saxony) will build the ID.4 and, in the future, the ID Space Vizzion electric wagon.

What is certain is that it will go up in price. The Passat Variant with "Concept Line" equipment currently sells for 34,725 euros, the successor is likely to cost over 35,000 euros with decent basic equipment.

Auto Bild's camouflaged prototype hunters have now caught their first glimpse of a standard-body Passat. Despite the camouflage, the first details can be seen, the How To Cars artist has already practically removed the camouflage foil.

The new front fascia could feature larger air intakes, while the grille (disguised by a sticker on the prototype) could collapse into a slot – like the Golf, Multivan or other current models with internal combustion engines from Wolfsburg. The fog lights could go to the main headlight.

Also striking: the side windows of the prototype are narrowed, the rear is flatter and has fewer curves. The taillights will likely be connected to each other via a wide strip of lights.

In addition, the car looks longer than the current model in the pictures. That could confirm suspicions that the next Passat will adopt the Superb's wheelbase. Then it would grow by five centimeters to a good 4.85 meters in length. With the extra centimeters, the family hierarchy would be adjusted again, because the Golf Variant, which has also grown, has recently become very close to the Passat.

First of all, the rear passengers and the trunk would benefit. The luggage compartment could accommodate more than 1800 liters, currently it is 1780 liters.

The new Passat also uses the MQB platform, so no big surprises are expected on the driving side. Two two-liter diesels of around 150 and 200 horsepower cleaned by a double SCR system are conceivable, as well as classic gasoline engines (probably around 150 and 220 "horses") and plug-in hybrids.

The plug-in variants can also come in two performance levels. The top model probably has around 250 "throat", the weaker drive will probably cross the 200 Horsepower mark. With the hybrid Passat, electric range is more important than power: a 20 kWh battery could cover 100 kilometers.

In addition, VW should add charging technology: instead of 3.6 kW, a charging power of 11 kW would be possible - the battery would be recharged after approximately two hours.

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