"With cutting-edge looks and the technology to back them up, the Model X is one of the most impressive and family-friendly electric cars you can buy"

SUVs and off-roader style cars are selling in bigger numbers than ever before, so it’s hardly surprising that a company with the profile of Tesla should want to move into this fiercely competitive class – and with the Tesla Model X, that’s exactly what it’s done.

The Tesla Model X was the first electric SUV to go on sale in the UK. While it has few direct rivals due to its seven-seat layout and blistering performance, it helped pave the way for several other upmarket electric SUVs, including the Mercedes EQC, Jaguar I-Pace and Audi e-tron.

The Model X is sure to appeal to buyers who want the style and practicality of an SUV combined with an electric powertrain. One thing’s for sure: the Model X definitely draws its fair share of attention.

Despite being around for several years now, the shape of the Model X remains instantly recognisable, with its party-piece ‘Falcon Wing’ rear doors remaining an unusual, show-stopping feature. Expect small crowds to gather whenever they open, as onlookers wait to see whether children or aliens emerge from the futuristic-looking machine. They’re not just a gimmick, either – they allow easy access from the front or rear of the car, opening fully in less space than conventional doors.

Elsewhere, the Model X is just as sleek as its Model S sister, although it shares that car’s strangely blank-looking nose treatment that detracts a little from its visual appeal. Generally, though, the Model X has novelty and a high-tech look in its favour, but we reckon the Volvo XC90 is a more handsome SUV.

Offering definite appeal, though, is the technology under the metal. We’ll get to the vital factors of range and charging time later, because the statistics that grabbed all the headlines for the Tesla Model S related to its sheer power and performance, especially the blisteringly quick Performance version. The Model X Performance model uses the same dual-motor, four-wheel-drive power system and offers outrageous performance of 0-60mph in 2.6 seconds, thanks to the car’s ‘Ludicrous mode’. In April 2020, this performance was enhanced further still with the addition of ‘Cheetah Mode,’ which puts the car into an optimal suspension setting for blisteringly quick standing starts.

That’s much faster than a Range Rover Sport SVR, Porsche Cayenne Turbo or BMW X5 M can manage – in fact it's in the same league as the Ferrari 812 Superfast for acceleration – while carrying up to seven people, two more than any of its ultra-powerful rivals can accommodate.

When you’re not exercising its explosive get-up-and-go, the Model X, like its saloon counterpart, offers a maximum driving range between charges that eclipses what most rivals can reach. Both the Long Range Plus and Performance models use a 100kWh battery, offering claimed range figures of 348 and 340 miles respectively.

Tesla has already announced updates to the Model X lineup for next year, including a new Long Range model capable of an estimated range of 360 miles. Above this, a new triple-motor model called the ‘Plaid’ is also available to order; it can sprint from 0-60mph in 2.5 seconds while managing up to 340 miles of range. According to Tesla, both new models will arrive in the UK towards the end of 2022. It’s worth noting that the models they replace are now no longer available, so there’s effectively a lull in brand new examples of the Tesla Model X arriving in the UK until at least late 2022.

In keeping with its hi-tech power system, the Model X interior is dominated by an enormous portrait-orientated touchscreen that controls much of the plentiful standard equipment, while a TFT display presents vital information to the driver. Motorway strain is alleviated by Tesla’s ‘Autopilot’ semi-autonomous driving system.

Electric power rather suits a car designed around SUV lines, too – the compact nature of the Model X’s battery packs and electric motors mean every inch of interior space can be used, so it’s a very versatile family vehicle. Five adults can stretch out on the two main seating rows, while an additional third row offers plenty of room for two children.

This all adds up to a very compelling package, which it needs to when you look at the list price. Both versions of the Model X aren’t cheap and are now more expensive than ever for two reasons: they no longer qualify for the government’s plug-in car grant (PiGC) and the entry-level Standard Range model, which used to cost from £75,000, was discontinued in 2020. The Long Range Plus model previously started from around £83,000, while the Model X Performance with ‘Ludicrous Mode’ started at around £100,000. They have been replaced by the Long Range and Plaid models, which cost from over £90,000 and £110,000 respectively; a pair of considerable price tags that would see you behind the wheel of some very exotic conventional cars.

However, there’s no forgetting the low daily running costs, the impressive range on a full charge, the tax advantages for company-car users and the sheer sense of occasion found in driving this car. The Model X will be prohibitively expensive for many, but it may just be the most complete electric family transport solution yet devised.

Tesla Model X SUV - MPG, running costs & CO2

Zero emissions make the Tesla Model X very cheap to run

There's no getting around the fact that the Tesla Model X is expensive, whichever version you choose. With prices now starting at well over £90,000 for the entry-level Model X, it is considerably more expensive than most of its established luxury rivals. Combine this with the fact that the Model X no longer qualifies for the government's plug-in car grant, and the cost becomes a factor that holds it back from scoring more highly.

Of course, the Model X’s electric luxury-car status makes it a fairly unique product for the time being at least, so wealthy eco-conscious owners may not be put off by the price. Although it's out of reach of many car buyers, the Model X’s negligible running costs will help balance out the high price for those who choose a Tesla.

Tesla Model X range & charging time
With its long range and absence of any exhaust emissions, the Tesla Model X certainly has what it takes to save money on running costs compared to a conventional petrol or diesel SUV. However, its high purchase price places it out of reach of many motorists.

There’s one type of user for whom the high purchase price of the Model X might not matter – the small percentage of business drivers whose company-car allowance will stretch to the Tesla’s substantially high five-figure (P11D) starting price. If you belong to this rather exclusive club, it’s well worth considering the entry-level Long Range Plus model against premium seven-seat diesel SUVs such as the similarly priced Mercedes GLS 350d or Range Rover TDV6 – if only for the huge saving you’ll make on company-car tax.

A total absence of CO2 emissions means the Model X will cost nothing in Benefit-in-Kind (BiK) company-car tax for 2020/21. This means it’ll cost massively less to run than the aforementioned GLS 350d – the latter’s CO2 figure of over 200g/km places it in the top BiK bracket, attracting the highest company-car tax costs.

Once the purchase cost of the Model X is out of the way, private owners can look forward to some serious savings compared to petrol or diesel SUVs of the same size – most notably a much reduced fuel bill. Electricity is far cheaper than petrol or diesel and all models have an impressive range. This means you’re not limited to short urban trips within dashing distance of a recharging point.

The Long Range Plus and Performance models in the Model X range have the same battery size, but varying power outputs and maximum ranges. The 100kWh battery pack of the Long Range Plus has a 348-mile range but the Performance model manages 340 miles. An overnight charge will cost only a few pounds.

It should be remembered, though, that the car’s actual range will vary between drivers. Tesla admits that range will vary depending on cruising speed, outside temperature and whether your air-conditioning is switched on or off. However, with increasing numbers of fast-charge points appearing at motorway service areas, a mid-journey charge can be scheduled during a lunch stop, making long-haul family road trips a possibility – something not all electric cars can offer. The ever-growing Tesla Supercharger fast-charge network can top up the Model X to 80% within half an hour.

Along with an exemption from VED (road tax), the Model X is also exempt from the annual additional surcharge payable on cars costing more than £40,000.

Insurance
Perhaps due to high repair costs and the Model X’s brisk performance, all versions occupy insurance group 50, the highest banding there is. This compares to the group 45 rating of diesel Range Rovers, although the Mercedes GLS 350d is also placed in group 50. It’s certainly worth obtaining an insurance quote before you decide to buy.

Warranty
Tesla offers an impressive warranty for all cars supplied in the UK, although it’s supplied by AXA insurance rather than Tesla itself. It’s a four-year/50,000-mile policy, while the battery and drive units are covered separately with an eight-year/unlimited-mileage warranty. The main warranty can be extended for up to a total of eight years.

Servicing
Tesla states that its cars require less mechanical servicing than conventional petrol or diesel models, but recommends an inspection every 12,500 miles – or yearly, whichever is the more frequent. Maintenance plans are available to help spread the cost of. Software updates can be performed during scheduled maintenance appointments, or downloaded ‘over the air’ by the car’s on-board internet connection. Tesla suggests that you connect your vehicle to your home’s Wi-Fi network for the fastest possible download time.

Tesla Model X SUV - Engines, drive & performance

If anything belies the idea that electric cars are slow, it’s the Tesla Model X

Despite the fact that it’s a heavy car (weighing in at around 2,300kg), the Model X is satisfying and rewarding to drive on challenging roads. It could never be described as agile, but doesn’t suffer the lumbering, roly-poly feel of most large SUVs. This is thanks to the batteries sitting as low down as possible in the body, which means the Model X has an extremely low centre of gravity, minimising body lean in corners.

As all models use Tesla’s dual-motor, four-wheel-drive configuration, there’s loads of traction on greasy roads or loose surfaces and you can carry a lot of speed through corners without losing confidence. There’s a lot of technology at your disposal to keep the Model X on an even keel, including ‘smart’ air suspension linked to the car’s sat-nav system. This can vary the car’s ride height depending on speed and the kind of surface you’re travelling on.

It’s a shame, then, that the feel from the Model X’s electrically assisted steering is rather unconvincing and artificial – akin to a computer game. Although accurate and controllable, you have to rely on your eyes and ears to gauge when the Tesla is close to its limits.

Tesla Model X electric motor
Whichever version of the Tesla Model X you go for, you’ll have an exceptionally quick car on your hands. The Long Range Plus model can cover 0-60mph in 4.4 seconds. Top of the tree sits the Performance, which has a ‘Ludicrous mode’ to enable 0-62mph in a jaw-dropping 2.6 seconds. A software update in April 2020 added ‘Cheetah Stance’, which lowers the nose of the car and adjusts the suspension to improve performance for standing starts. Its wealth of performance abilities comfortably make the Model X Performance the fastest SUV ever built, yet one with a reasonable 340-mile range between charges.

Although the initial rush of acceleration is quite an experience, it isn’t quite so dazzling once you’ve reached cruising speed. At normal speeds, the car’s overtaking ability on the motorway doesn’t feel massively better than that of a powerful diesel or petrol car. The surge from 40-70mph, though – a speed range that covers overtaking slow traffic on single-carriageway roads, for example – is really very impressive.

Tesla Model X SUV - Interior & comfort

It’s very light, airy and comfortable, but the build quality of the Tesla Model X is a concern

As you might expect, the Model X is also a terrifically serene car to travel in, with barely a whirl from the motor as you pull away and only the faintest hint of wind noise rustling around the front of the car when you’re up to speed. Needless to say, with so little background noise to overcome, the stereo sounds fantastic.

Beyond its hi-tech touches, though, the Tesla’s interior isn’t actually the most imaginatively designed, nor are all the materials from the top drawer. All the switches that control things not directed from the huge central screen come from Mercedes of old, and some of the plastics on show can’t rival Audi or BMW for quality.

Tesla Model X dashboard
Hop into the Tesla Model X and you’d be forgiven for being temporarily stunned by the sheer size of the vast central touchscreen from which just about all of the car’s functions are controlled. While it looks impressive and seems like a fantastic idea, it might take you longer to completely get the hang of compared to other systems, especially if you’re used to a more conventional layout.

The old touchscreen weakness still applies, too – you may find yourself stabbing inaccurately at the screen on bumpy roads. We’d prefer a few more tactile physical buttons that you can use on the move without taking your eyes off the road.

There’s another screen that dominates the experience too, and that’s the one behind the steering wheel, which shows all the information you’d expect to find in the instrument binnacle of a conventional car. Like Audi’s Virtual Cockpit system, it’s fully configurable by the driver and can show things like speed, battery charge, sat-nav directions, range and what you’re listening to on the car’s stereo.

Connectivity in the Model X is a strong point; install the Tesla app on your smartphone and you can control a range of functions, including the remote-opening doors, climate control and even the headlights and horn. The app also shows how much range your car has left.

Equipment
The Tesla Model X is a lavishly equipped car, whether you choose the Long Range Plus or Performance. All have an air-suspension system with a GPS link that remembers where a higher ride height is required, those eye-catching ‘falcon wing’ rear doors and a huge panoramic windscreen and sunroof. More prosaic are the standard heated seats, keyless go, sat nav with real-time traffic information and up to four ISOFIX child-seat points, depending on the number of seats you choose.

Options
The Model X can be chosen with five, six or seven seats, the first coming as standard. Choosing a three-row, six-seat layout costs an additional £6,300, while a seventh seat is an additional £3,400.

‘Enhanced Autopilot’ is another £5,900, but enables the car to autonomously change lanes to overtake slower traffic, and even to pull off onto slip roads according to the navigation route being followed. A full self-driving capability can be purchased post-delivery, and enables the car to begin its journey with a simple voice command of where you want to go – it can then theoretically do all the driving work itself. However, although the system is “ready to go”, it’s not yet approved for full use on public roads.

Tesla Model X SUV - Practicality & boot space

There’s no doubting the Tesla Model X is a very practical car

The Tesla Model X is a little more compact than more conventional SUVs and its form isn’t dictated by having to accommodate a bulky petrol or diesel engine. Although its outline has a conventional bonnet, you’ll find nothing under it other than a few mechanical service points and a storage area. In fact, the latter contributes to the Model X being an extremely practical family hauler.

Tesla Model X interior space & storage

You can choose the Model X with anything between five and seven seats, and the seats in the first two rows are very comfortable and spacious. Up front, visibility is excellent (although the steep rake of the windscreen does mean that distracting reflections are frustratingly frequent) and there’s plenty of adjustment for the seat and steering wheel.

Getting in and out is easy in both the front and back, with the clever ‘Falcon Wing’ rear doors providing a wide aperture for access to the two back rows, but some may find the 15 seconds they take to open and close a little wearisome. We were impressed by how little space they take up when opened, though, and a proximity sensor is fitted to prevent the doors from striking obstacles.

There’s plenty of leg and headroom for those in the second row, but the third row is better suited to children.

The car comes with an eight-year/unlimited-mileage warranty for its battery and motor, along with a more general four-year/50,000-mile warranty.

Boot space
At the front of the car, a 187-litre storage space under the bonnet can take soft luggage. If you want to lug as much gear as possible, combining this and the boot with all the rear seats folded flat adds up to 2,367 litres of load volume – the same as the far bulkier Mercedes GLS manages. Loading is made easy thanks to a rear boot floor that can be raised for a reduced lip height; there’s also a removable panel for accessing a deep compartment where you can store the car’s charging cables.

Towing
Software is included that monitors trailer sway and applies the brakes to keep car and trailer on an even keel. The braked trailer towing limit is 2,280kg which reduces to 1,588 if you choose the optional 22-inch wheels.

Tesla Model X SUV - Reliability & safety

No evidence of reliability yet, but Tesla’s reputation is encouraging

The Tesla Model X was crash-tested by Euro NCAP in late 2019, earning a five-star safety rating. In 2016, Tesla was the runaway winner of our Driver Power manufacturer survey but since then it hasn’t made an appearance due to too few responses from owners. However, we’ve heard little in the way of complaints from Model X owners, even with the vast array of technology hidden under the car’s bodywork.

Tesla Model X reliability
We can’t compare Tesla’s 2016 Driver Power survey results with those of brands that feature in newer surveys. However, it is fair to say that owners then had mainly positive words for their cars, and we’ve heard little to suggest that things have changed. Owners rated the Model X very highly for reliability, although build quality came in for a little less praise. The Model X is closely related to the Model S under the surface and that car is now well proven. However, some owners in America have reported faults with the ‘falcon wing’ doors.

Safety
When the Model X was crash-tested by Euro NCAP it scored a maximum five-star rating - the same overall score as the Model S and Model 3. The Model X rated highly across the board, including 98% for adult occupant protection and 81% for child occupant protection.

Thanks to its advanced suite of standard safety kit that includes autonomous emergency braking and the ‘Autopilot’ driving assistance system, the Model X scored a highly impressive 94% for safety assistance - a rating only matched in 2019 by the Model 3.

(carbayer.co.uk)

Nissan announced earlier that it plans to close its factory in Barcelona, ​​which basically means that Navarra will be withdrawn from sale. At least in Europe.

According to Nissan, the decision reflects the shrinking pick-up market in the Old Continent, where only 116,280 sales were registered last year. The Renault Alaskan and Mercedes X-Class, sister models of the Navarre, were also made in Barcelona, ​​but were discontinued for the same reason.

"Production of the current-generation Nissan Navara for European markets will end when our Barcelona plant closes in December 2021, and sales will be completed during 2022," Nissan said in a statement to Automotive News. "This reflects the declining segment of trucks in Europe and the shift that many consumers are taking from trucks to our range of modern and efficient vans."

Nissan had an alternative solution to import Navarre from Thailand to Europe, although the board of directors has already decided not to do so.

Navarra was first launched in 1985, and was even produced in Greece for the local market. The 2004 model is still considered very important for the European segment of the truck, as it has revolutionized it with a more comfortable cabin, new features and more refined driving quality. Mercedes also tried to steal sales from segment leaders Ford Ranger and Toyota Hilux in Europe with the X-Class, which was closely linked to the Navarre. It was discontinued in May last year due to poor sales, and was followed by Renault Alaskan.

The entry-level Porsche Taycan loses four-wheel drive, but is sharper as a result

Verdict
This latest Porsche Taycan proves that the car’s high points are at the extremes of the range. If you want thrilling, mind-bending performance, get the Turbo S. If you want a version with a great real-world range, its own unique character and a significantly reduced price, then this new entry point is the best buy for most. A brilliant EV line-up just got even better.

What you’re looking at here is the new Porsche Taycan. That’s just ‘Taycan’, without any extra garnish attached to the name, because it’s the new entry point for the high-performance line-up. Before options, prices start from £70,690, so it’s a full £12,890 less than the next model in the line-up, the all-wheel drive Taycan 4S.

On the face of it, it’s hard to see what it loses. There’s still the same dramatic body, the same driver-focused cockpit, and the same battery as the 4S – 79.2kWh as standard, or 93.4kWh for the upgraded Performance Battery Plus pack fitted here.

There are two main features this base model lacks, but it turns out they’re hardly missed. Until now, the Taycan range has exclusively offered four-wheel drive, with a motor driving each axle. This new variant drops the front motor to make it the only rear-wheel-drive option. That means it’s down on power and torque, with a mere 424bhp and 345Nm compared with the 523bhp and 640Nm that the 4S gets in launch control mode. Adding the Performance Battery Plus raises those figures slightly to 469bhp and 357Nm, though.

As a result, the 0-62mph dash takes 5.4 seconds – 1.4 longer than the 4S. Leave the Taycan in its Normal drive mode and its straight-line punch is a world away from the mind-bending speed of the Turbo and Turbo S models. But in almost any real-world situation, it’s still more than quick enough.

Twist the steering wheel-mounted drive-mode dial one step clockwise into Sport, or a step further into Sport Plus, and the full potential is revealed. Here the Taycan abruptly shunts down from its energy-saving high gear into the lower ratio for more lively low-speed acceleration. Now the car leaps forward dramatically, yet still in eerie silence. The 49-74mph time of three seconds may be 0.7 seconds off the 4S, but it’s still quicker than a 718 Boxster.

Ditching the front motor means the Taycan has lost some of its performance, but it also means that it has lost weight. It undercuts the 4S by 90kg, and while that’s not game-changing in a car that weighs 2,130kg with the big battery, most of that mass has disappeared from over the front wheels.

This has a subtle but profound effect on the steering; it’s precise and beautifully weighted as ever, but with less resistance when the front wheels load up through a corner. It makes it feel keener to turn in.

Which brings us on to the second significant change to this version. In a departure from the rest of the range, the Taycan goes without air suspension; it gets steel springs instead.

While the air set-up delivers a floaty ride at a cruise, it can also thump into harsh bumps at speed. By contrast, this coil layout reacts more quickly to shocks. Through the turns themselves, there’s very little to separate the two systems. With such a low centre of gravity, the Taycan remains incredibly flat, grip levels are astonishing, and the overall balance means that it’s an easy car to trust.

Even with only two driven wheels, traction is remarkable. In the dry the Michelin Pilot Sport 4 tyres at the back barely chirp in protest, even when the throttle pedal is mashed into the floor out of a tight corner. Indeed, the only time the tyres do protest is under heavy braking.

Strong as they are, the brakes aren’t quite perfect, however. The energy recovery system, which uses drag from the motor to slow the car down and charge the battery, is weak; there’s no single-pedal option here, and no steering wheel paddles to adjust the regen on the fly. The transition between regenerative braking through the pedal and regular braking from the discs and pads is a little jerky, so it’s not always easy to bring the car to a smooth stop.

This is a minor flaw, though, in what is otherwise a hugely accomplished car. While the Taycan Turbo S grabs the headlines for its neck-straining straight-line shove, this entry point to the range is otherwise the most entertaining and involving Taycan to drive on a daily basis.

It’s also one of the most efficient, too. Losing the extra weight has boosted the car’s range; equipped with the optional larger battery, the Taycan will cover 299 miles between charges. On a warm day, at a 99 per cent charge in Normal mode.

(autoexpress.co.uk)

Stellantis, the world's fourth-largest vehicle maker, created by merging PSA and FCA, announces that it will start selling light commercial vehicles powered by hydrogen fuel cells in Europe by the end of this year.

According to Tportal.hr, Stellantis, for the beginning of the Citroën, Opel and Peugeot brands, leads the application of technology developed in France and Germany on their current architectures of medium-sized electric BEV vans: Citroën e-Jumpy, Peugeot e-Expert and Opel Vivaro. It should be noted that such hydrogen-powered vehicles will be produced at Opel's headquarters in Rüsselsheim, Germany, and Stellantis itself will later examine the expansion of the technology to other brands, and possibly to passenger cars, and expects the project to be profitable in the coming years.

Although 83 percent of commercial customers travel less than 200 km a day on average, only 44 percent never drive more than 300 km a day, said Xavier Peugeot, Stellantis' senior vice president of light commercial vehicles.

The medium-power system is smaller than other competitors and matches a large 10.5 kWh battery, said Frank Jordan, Stellantis' director of research and innovation in Germany. The fuel cell system stops under the hood, the drive battery is replaced by three hydrogen tanks, and the battery stops under the front seats. The vehicle has 100 kW / 136HP and 260 Nm, the tank holds 4.4 kg of hydrogen (in tanks under a pressure of 700 bar), with the already mentioned battery with a capacity of 10.5 kWh.

Acceleration to 100 km / h takes 15 seconds and top speed is 130 km / h.

According to Stellantis, the van will be capable of a range of approximately 400 km, but it also has the option of charging the battery (plug-in) and driving a purely electric battery on a 50 km battery if needed to connect to the next hydrogen charging station. The drivetrain, which includes a hydrogen engine and an additional battery as in the BEV vehicle, also retains up to 6.1 m³ of volume (vehicle length is 495 cm or 530 cm) for transporting cargo and 1100 kg of payload and towing trailers weighing 1000 kg from the electric version .

Hydrogen tanks can be filled with fuel in three minutes, as stated in solving the problem of slow filling speeds of electric vehicles. On the technical side, hydrogen makes special sense for larger vehicles, as it offers higher energy density, lower weight, longer range and faster refueling times.

Leading countries such as Germany and France have only 90 and 25 pumps, respectively, where hydrogen can be bought as fuel for vehicles, Peugeot said, although the European Alliance for Clean Energy has committed to investing in the ecosystem. France alone plans to invest more than $ 8 billion by 2030 in hydrogen, especially in its production and mobility development, said Jean-Baptiste Djebbari, the French Secretary of State for Transport.

You know how they say never buy the first version of a new Apple product? Perhaps a similar golden rule should be applied to electric cars.

The first model based on the VW Group's entry-level electric platform, the VW ID.3 released last summer, had a premature, unfinished edge to it. But every new MEB derivative launched since then has bettered the previous version. The ID.4 is quantifiably more appealing than the hatchback, the Skoda Enyaq is more convincing overall than both Volkswagens, and now the Audi Q4 e-Tron raises the bar for looks, perceived quality, driveability and performance.

Before we get into that...

Yes, some headline specs. Built in Zwickau on the same line as the ID twins, Audi's entry-level e-SUV is also offered in Sportback guise, with a slightly more coupe-like shape and a drag coefficient of 0.26. In the UK, prices for the Q4 e-Tron start at £40,750, and for the quattro version begin at £51,370. Sportback pricing has yet to be confirmed. but expect to pay a couple of grand more.

The line-up available at launch time consists of two rear-wheel-drive versions, the '35' and '40', rated at 168bhp/229lb ft and 201bhp/229lb ft as well as the 295bhp/339lb ft quattro edition, the '50', which sports a bigger 77kWh (net) battery, and a second motor ready to drive the front wheels should traction issues or performance itches arise.

We're driving the 50 quattro here. The 295bhp Q4 manages to win the 0-62mph acceleration derby against the 308bhp e-Tron SUV by 6.2 against 6.8sec. More important still, its maximum range of 305 miles compares favourably to the 213 miles recorded to WLTP rules for its bigger brother.

While the smaller 55kWh (42kWh net) energy pack installed in the 35 e-Tron can be charged with up to 100kW, the 40/50 e-Tron accept a maximum dose of 125kW. A 10-minute plug-in stint typically extends the range by 80 miles. The official consumption spectrum ranges from 3.0 to 3.8 miles per kWh, which barely differs from the e-Tron GT.

These numbers show that yesterday's plug-in heroes are overtaken left, right and centre by newer models boasting more advanced batteries, motors and software.

What else makes the Q4 e-Tron stand out?

Surprisingly, the electric counterpart of the Q3 even beats the pricey e-Tron GT as far as interior design and the overall craftsmanship are concerned, not to mention the fact that the top-of-the-line Q4 50 e-Tron quattro costs over £10k less than the base full-size e-Tron SUV, which is 300mm longer but not dramatically roomier inside.

The Q4 cockpit, then, is a class act, with some exceptions: the silly iPod volume control, the available quartic steering wheel (again, standard with the top two trims) and the unpadded armrest and centre console where long legs typically come to rest. Up front, there is enough room to swing a tiger kitten, space in row two is also generous, visibility is panoramic (less so in the Sportback), and the top-notch surfaces which used to be typical of the brand until the arrival of the latest A1 and A3 are back in full force.

In contrast to the confusingly alternative ergonomics pioneered by the ID.3, the Audi brings back the classic direct-access temperature controls, puts the gear selector back where it belongs and reduces the number of vague touch sliders to a minimum. Depending on the depth of your pocket, there are up to three different (and largely redundant) displays to select from. On top of this all, voice control attempts to guide you through a vast variety of menus and sub-menus. Less might be more.

How does the Q4 drive?

The Q4 e-Tron's more muscular stance also supports a more eager turn-in action than other MEB-based cars, a more neutral cornering balance and a smoother driver-to-car interaction. Our Q4 50 e-Tron 50 quattro refrained from picking a fight with every pothole in reach, wriggling its shoulders when straddling aquaplaning grooves and jarring the driver's palms in the wake of gaping expansion joints.

Although Skoda and VW have announced all-wheel-drive versions of their MEB cars, the Q4 quattro is actually the first of its kind to come to market, available this summer. Along with more power, it introduces adaptive torque vectoring to the handling sweepstakes, and its variable dynamic weight distribution makes the car more chuckable through fast zig-zag corners. The two propulsion units orchestrate the wheel-selective quattro system, which minimises understeer and oversteer while cementing directional stability even on tricky surfaces.

Our test car was shod with optional 235/255 21 tyres, the ride was (with the adjustable dampers locked in Comfort) commendably supple even at low speed and over sudden transverse disturbances, while the steering is nicely progressive. The Drive Select system invites you to set the helm, both motors and the torque distribution in your choice of Comfort, Auto, Efficiency, Individual or Dynamic modes, but is in effect more of a gimmick than a real bonus with the exception of the Range and Efficiency programmes, which seriously curb consumption by limiting maximum speed.

Any efficiency tech?

Well, there's Audi's Predictive Efficiency Assistant. It's been on Audi models from the moment the current A6 arrived, and naturally evolved for the electric age. It monitors the real-time traffic flow and road signs via its sat-nav connection.

Stick the gearlever (or is it more of a nodule?) in B and the Q4 will automatically recuperate with up to 145kW, which practically puts the brakes on the dole. In D for Drive, paddles (standard on Edition 1 and Vorsprung versions, optional on Sport and S-line) make it easy to select one of three regeneration stages, or to choose the overly cautious automatic programme.

Audi Q4 e-Tron: verdict

The Q4 e-Tron hits the trendy new targets of EV ownership (range over power, charging speed over top speed) with aplomb. Its footprint is small enough for it to pass as planet-friendly urbanite and to calm the social acceptance watchdogs. At the same time, it can be customised to the taste and budget of a rich person ready to jump from the combustible past to the electrified future.

Like it or not, but cars like this are the new normal.

(carmagazine.co.uk)

It is no coincidence that Porsche is celebrating the jubilee of the incredible Mercedes 500E sedan, which they even keep in their museum. Thirty years ago, Porsche’s task was to turn the E-Class W124 into a sports sedan powered by a V8 engine.

We recently wrote about the Mercedes-Benz 500E model, which many consider the most perfect sedan ever made, and in the development of which the "rival" Porsche also helped.

Yesterday, 500E celebrated its 30th birthday and thus officially entered the "hall" of oldtimers.

It is based on the W124 generation of the "golden" E-Class, and since it was a high-performance model, Mercedes needed help assembling a large engine into a smaller body.

A wider body was not an option due to the assembly line and here comes the story of Porsche, which was in financial trouble, so the project was welcome for both manufacturers.

Porsche's task was to turn the W124 E-Class into a sports sedan powered by a V8 engine.

In realization, Porsche engineers reworked most of the bodywork. The 500E was about 5.6 centimeters wider than the standard E-Class, and new elements were installed, such as different and more aggressive bumpers and a recognizable rear wing. In addition, most of the work was done in expanding the engine space to fit the 5.0-liter V8 from the Mercedes SL 500.

In addition, for better weight distribution, the battery has been moved to the trunk, and the car has been lowered by 2.3 centimeters compared to the standard model, and larger brakes have been installed. In addition, unlike the standard E-Class, each 500E was a four-seater due to the large rear differential that took the place of the middle seat in the rear.

Air entered the engine compartment through the gaps around the headlights, and the intake was insulated so as not to make too much noise. In its final form, the 500 produced 322 hp and 470 Nm of torque, and on the way to a top speed of 250 kilometers per hour, it "caught" a hundred in just 5.5 seconds.

It was presented in 1990 at the Paris Motor Show, and its production began a little later that year.

In addition to creating the drafts themselves, the making process was quite complex, which made it slow.

Namely, Mercedes delivered body parts to Porsche, and after Porsche assembled those parts, they returned them to Mercedes for painting, and then again finished in Porsche for final assembly.

The process lasted 18 days, and a total of 10,479 copies were made by the end of production.

On the model's 30th birthday, Holscher and Monig drove the 500E:

"The management is phenomenal. The linear acceleration is excellent, the brakes are outstanding and it is my pleasure to drive this car of a very dynamic character. The sound of the V8 engine is inconspicuous, but expressive, "said Holscher proudly, knowing that most of it can be attributed to the work of his colleague and him.