Displaying items by tag: electric motor

 

Citroen is hoping to make a splash in the electric car market by launching the battery-powered version of its new C4 hatchback concurrently with its ICE-engined counterpart. It’s a family hatchback that plays to Citroen’s re-ignited interest in its history and heritage as well as trying to arrest the inexorable march of the SUV by giving it some of the chunky attitude you’ll find in those cars.

The e-C4 is right on the money. It’s a family hatchback, but whereas the old C4 was forgettable and unsuccessful by basically being a less-good Ford Focus, the new one has been given individual styling, carrying the flame of individuality that’s returned to the marque since the launch of the C4 Cactus. Combine that with an electric drivetrain, which promises great refinement and efficiency, and you’re looking at the most zeitgeisty car to wear chevrons since the 1970 GS.

That’s certainly what Citroen is hoping. Marc Pinson (new C4 and e-C4 Designer) told us, ‘there are a lot of capable cars in this market segment, but they’re all very standardized. We wanted to give the C-hatch by giving it a flowing roof and coupé-like appearance. But we’ve added the SUV’s mass appeal.’

It sounds like an odd hybrid, but in the metal, it works really well. The slightly raised ride height and side cladding hint at SUV, but the six-light fastback profile are very much a continuation of the Citroen GS and BX. It’s a good-looking car, as you’d expect from the man who brought us the Citroen C6, dripping with interesting details, especially through the rear spoiler that splits its tailgate glass and the striking use of LED lighting.

That’s the design, what about the strategy?

The first thing that will strike you is that aside from a few detail trim differences, the all-electric e-C4 and petrol and diesel C4s look identical. Yes, the e-C4 gets a light sprinkling of blue details, but on the road, it takes an expert eye to tell the difference between the two. This makes the e-C4 and ideal choice for those looking to move to electric without shouting about it.

It’s the same strategy employed by Citroen's PSA sister brands, Peugeot and Vauxhall. The Peugeot e-208, e-2008, Corsa-e and Mokka-e are outwardly identical to their ICE-engined cousins, a great advert for the adaptability of PSA’s EMP2 platform which allows for electric and ICE cars to be built on the same production line with great tech commonality. It also means that Citroen is unique for now in offering its mid-sized family hatchback in petrol, diesel and electric forms from launch.

The e-C4 doesn't actually have many direct rivals right now, but expect that to change rapidly. Right now, the Nissan Leaf, Volkswagen ID.3 are the main electric family hatchback choices for now. Widen your search to small SUVs, and you could include the Peugeot e-2008 or even the MG ZS EV. Does this lack of opposition give Citroen an open goal to aim for?

What's it like inside?

The e-C4 takes an interesting step forward for Citroen. It gets a development of C5 Aircross's all-digital dash and infotainment set-up – which means extensive use of the touchscreen for many of the car's functions – but it’s integrated more effectively and looks very stylish. The screen is big, displays crisply and sits proud of the dashboard to become a styling feature in its own right, and operates as well as a touchscreen can thanks to having a shelf below for you to rest your hand on while on the move. The addition of a row of physical buttons to operate the HVAC controls beneath is also a welcome development over Citroens of old.

As a family car, it works well, as there are plenty of nooks and crannies in the centre console, as well as easily-accessible USB sockets and storage bins between the seats, too. Citroen also points out a range of accessories and options that includes a wireless phone charger, head-up display and tablet stands for the front passenger.

As you’d expect, the latest version of Citroen's Advanced Comfort seats are successful in meeting their brief. They're well-sized and generously padded with high-density foam that incorporates a thick 15mm layer of textured foam on the surface. They manage to be both soft and inviting and also supportive on the move – an ideal set-up.

Rear seat room is impressive, with plenty of knee and headroom – impressive considering its sloping roofline. It has a 380-litre boot area with the seats up, which rivals that of the latest Volkswagen Golf, with a twin-level boot floor. That split boot floor means that with the panel in its uppermost position, there is no lip to get your heavy objects over.

What's it like to drive?

If Citroen was looking to extract the maximum serenity and refinement from its latest family car, then it has succeeded admirably. The light, airy interior and muted interior colours set the mood even before the off. But get in and make yourself comfortable in its squidgy driver’s seat, and setting off like a bat out of hell will be the last thing on your mind. This is all about wafting and kicking back.

Take off and performance, in Eco mode especially, is lacking the impressive surge you get with many electric cars, but it’s smooth and linear in its delivery, feeling effortless, and it gets up to cruising speed quickly enough. Performance is adequate in ICE terms, but is left behind by many of its EV rivals – 0-62mph comes up in 9.7 seconds and its maximum speed is 93mph.

Motorway refinement is impressive, with low levels of wind and road noise, while insulation from surface irregularities, such as potholes and broken tarmac, is also very effective. For all those Citroen traditionalists who decry the end of the Hydropenumatic set-up of old – the new way of thinking might not be as level and unflustered at speed, but it delivers similar levels of overall comfort without the compromises.

In isolation, ride, handling and roadholding are as you’d expect for a marque that plays up its heritage for building smooth-riding cars. The steering is light and lacking in feel, but accurate and well-geared, while the brakes are better than most EVs in terms of pedal feel, modulation and steering feel. At speed, it feels like it flattens bumps rather than ride them, and in corners it also feels a little unwieldy. It’s not easy to quantify, as understeer is well contained and bodyroll is all present and correct, but controlled effectively.

The relative lack of enthusiasm comes from us driving it back-to-back with the ICE-engined C4, which feels so much lighter on its feet and more effectively damped. Compare it with a Nissan Leaf instead, and the e-C4 is a standard-setter in body control and comfort.

What about charging and range?

The Citroen e-C4 has a 134bhp electric motor and 50kWh battery. That puts it behind the Nissan Leaf, Hyundai Kona Electric and top-end Volkswagen ID.3s, and although its official WLTP range of 217 miles looks good for a supermini, it’s a little on the skinny side for a larger family car these days.

We have some doubts about the real-world range, too, with the DTE range falling significantly faster than miles covered – a niggle shared with the Peugeot e-2008 – on our three-hour drive. We’ll wait until we’ve given it the full review treatment, though, before making a definitive judgment. However, if you’re going to be travelling distance and relying on public chargers on a regular basis, you might want to wait until real-world user data comes in before ordering one.

The good news is that the e-C4 supports up to 100kW rapid charging, allowing 80% of the battery to be charged in 30 minutes at a decent charging station. For home charging you get a Type 2 cable for free, allowing a regular 7.4kW charger to reach a 100% charge in seven hours and 30 minutes. From launch, all customers will be offered a Pod Point Solo Smart Charger thrown in, too.

What's available and when?

There are four e-C4 models to choose from – Sense, Sense Plus, Shine and Shine Plus. All models get LED headlights, a 10.0-inch touchscreen, Automomous Emergency Braking (AEB), Lane Keeping Assist and Driver Attention Alert. You can get a tablet computer holder for front seat passengers, LED interior lighting, a rear parking camera, and adaptive cruise control further up the range. A premium hi-fi system featuring uprated speakers and the addition of a subwoofer make it into the Shine Plus.

The e-C4 is available to order now with deliveries to UK customers commencing in February 2021.

Verdict
The Citroen e-C4 is a likeable electric car that goes a long way to broadening choice for those wanting to make the plunge into an EV. It’s a distinctive-looking car that we love for its single-minded pursuit of maximising comfort, and eschewing the increasingly tiresome roadholding bias prevalent in a generation of Nurburgring-honed family cars.

The PSA strategy of offering EVs and ICE cars that look the same is also interesting for those who want to go electric without making a fuss. Right now, the e-C4’s main rivals are the Nissan Leaf, which is ageing in several areas and the excellent Volkswagen ID.3, which is beginning to feel like a bit of a gamechanger. Both are bespoke EVs, designed as such from the ground up, and offer better range and efficiency. The e-C4 is more comfortable than both.

Citroen hopes that the new e-C4 will appeal to a wider range of buyers as a more-rounded product that majors on comfort and refinement. It looks well priced and comes with an impressive amount of equipment, as well as a free home charger. As it stands, we reckon Citroen has struck the right note with the e-C4, and doubts about battery range aside, it’s an impressive new addition to the EV market.

Source: carmagazine.co.uk

Published in Citroen
Saturday, 24 October 2020 03:48

Tesla Model 3 (2020)

Now in its fourth model year, the Tesla Model 3 manages to be efficient, luxurious and fun to drive. For those reasons and more, the Tesla Model 3 is Edmunds' top-rated Luxury Electric Vehicle for 2020.

You can configure a Model 3 to maximize what you want, whether it be a low price, long range or high performance. And in every iteration, the Model 3 gives you access to Tesla's proprietary Supercharger charging network and some of the best semi-automated driving assistance features around. Of course, the brand cachet the Tesla name carries in many parts of the country is probably worth something too.

The Model 3 has its foibles. The lack of hard buttons forces drivers to use the touchscreen to operate almost all vehicle functions. There is no compatibility with Apple CarPlay or Android Auto, leaving Bluetooth as the only option to pair your phone. Build quality and long-term reliability also remain question marks, though by and large, consumer reviews on the Model 3 are very positive.

Put it all together and you're looking at the most fully realized affordable electric vehicle on the market. Tesla's habit of upgrading the vehicle's capabilities through over-the-air updates — often adding games and other fun features in the process — is icing on the cake. The Model 3 should warrant consideration not just from electric-vehicle shoppers but anyone looking for a break from the norm.

What's it like to live with the Model 3?
Edmunds' editorial team acquired and lived with a 2017 Tesla Model 3 Long Range for nearly two years, logging 24,000 miles. As an all new-design for Tesla, it had a few teething problems at first. But most of the issues were electronic in nature and were later sorted out via software updates. The 2020 Tesla Model 3 differs from our early long-term Model 3 by way of improved cabin materials and different powertrain options. It's the same generation, though, so many of our observations still apply. To learn more about the Tesla Model 3, check out our 2017 Tesla Model 3 Long Range coverage.

Which Model 3 does Edmunds recommend?
The midlevel Long Range Dual Motor comes with sensible upgrades that make the most of the Model 3's strengths — namely, its extensive range and charging capabilities. This trim has up to 72 more miles of range than the base version, plus a faster onboard charger for juice-ups on road trips. It also adds all-wheel drive, a boon when you want to experience the larger battery's impressive acceleration.

The Tesla Model 3 is a fully electric sedan that comes in three primary trim levels: Standard Range Plus, Long Range and Performance. (A more affordable Standard Range is also available as a special order, but Tesla does not list it on its website.) Each trim provides different levels of driving range and acceleration from a battery-electric powertrain.

Be aware that Tesla updates the Model 3 on an ongoing basis rather than by model year, so what follows might not necessarily reflect the most current offering.

Standard features at the Standard Range Plus level include 250 miles of range, rear-wheel drive, a glass roof, power-adjustable front seats, a 15-inch touchscreen, a navigation system and Bluetooth. Autopilot, a safety suite with exterior cameras and adaptive cruise control with an assisted steering system, is also included.

A larger battery pack (good for 322 miles) and all-wheel drive come with the midlevel Long Range trim. You get a few more features with the Long Range, including a premium sound system. The biggest punch comes from the Performance trim. It uses the same battery and dual-motor layout as the Long Range, but it's tuned to deliver maximum thrills. Other upgraded equipment includes performance brakes and a lowered suspension.

For all Model 3s, Tesla offers a Full Self-Driving Capability option, which includes extra features such as summoning your car in a parking lot. But the company says not all of the features will be fully active until later in 2020.

Source: edmunds.com

Published in Tesla

The Land Rover Discovery Sport P300e plug-in hybrid promises 135mpg and an all-electric range of 38 miles, but does it deliver?

Verdict

The switch to plug-in electrification does bring a compromise or two to Land Rover’s most affordable family SUV. You’ll need to accept it as a five-seater only, and it comes with a pretty hefty price that may put off private buyers. But for company car choosers, the considerable BiK savings are impossible to ignore; this is a very practical vehicle that is still good to drive, and suddenly more affordable.

The Land Rover Discovery Sport really upped its game when it switched platforms as part of a mid-life update last year. Mild-hybrid power helped the family SUV to deliver much-needed efficiency gains - but now there’s the option of a plug-in hybrid version that could be ideally suited to daily commutes and school runs.

The Discovery Sport P300e shares its basic powertrain with the newly launched Evoque P300e. That means a 1.5-litre three-cylinder petrol engine driving the front wheels, and 107bhp electric motor on the rear axle, delivering four-wheel drive when required. There’s 15kWh battery, too - enough, Land Rover claims, for the car to travel up to 38 miles on electric power alone. With a Benefit-in-Kind tax rating of 10 per cent, that should make this Disco Sport a hefty chunk cheaper for company car choosers than any of its siblings.

The adoption of the part-electric powertrain doesn’t affect the Disco Sport’s four-wheel drive credentials; the electric motor on the back axle is always on standby for slippery conditions and off-roading, even if the official battery capacity is at zero. It does remove the possibility of the Disco Sport’s occasional third-row seats, sadly - but the boot capacity beyond the second row is still cavernous, at 963 litres.

If you’re wondering if a three-cylinder engine-based powertrain can have enough shove to cope with such a practicality-focused model, you needn’t worry. The instant torque from the electric motor allows the Disco Sport to glide around town without much effort at all. It would feel quite at home completing a week’s worth of short school runs on EV power alone, frankly - and the ability to go from zero to 80 per cent of battery capacity in less than 90 minutes on even a 7kW home wallbox would make overnight recharges very easy indeed.

The car’s behaviour on the open road is a slightly different matter. We’ve been impressed with the P300e powertrain’s smooth transitions in the Evoque and that trait is present and correct here too, we’re glad to report. Keep the Disco Sport in Hybrid mode and should you extend the system to the point where the engine kicks in, you’ll barely notice the start-up. In this area at least, Land Rover’s is among the best set-ups that we’ve experienced.

The engine itself, though, is definitely more vocal in the Disco Sport than it is in the Evoque. It doesn’t appear to be revs-related either, but there are harmonies and chirps allowed through to the cabin in the Disco that simply aren’t present in its smaller, style-focused stablemate. We’re bemused by this - the installation ought to be damn-near identical - but perhaps there’s a layer of soundproofing that gets applied to Range Rovers but not to Land Rovers.

Either way, just accept that you will get some three-cylinder grumble here - but in the grand scheme of things it’s probably no worse than what you’d experience with a modern diesel. And as with the Evoque, you can use a natty gauge in the instrument panel to temper your attitude on the right-hand pedal and, battery level permitting, prevent the engine from being called upon at all, particularly around town.

The drive itself is every bit as accomplished in P300e form as it is in regular Disco Sports. The transmission in the PHEV is an eight-speed auto (compared with nine-speeds elsewhere in the range) but it’s a solid performer, smart enough to work with the driver and delivering smooth shifts when required.

There’s no getting around the fact that this is a tallish SUV, so there’s a bit of body roll in corners, but in general it’s well controlled and there’s bags of grip to give you confidence, even in slippery conditions. The steering remains slower than in the Landie’s German rivals, but it’s precise enough and makes it easy to place the car in corners. Front visibility is still a strong point, too, and the ClearSight digital rear-view mirror helps to eliminate blind spots behind you.

The 2021-model-year Discovery Sport gets Land Rover’s latest Pivi Pro infotainment system, which is a huge leap over what was previously offered. It delivers proper smartphone integration and the system has quick to respond to inputs.

Curiously, the P300e is being restricted to R-Dynamic editions of the Discovery Sport - although you at least have the option of S, SE and HSE once you’ve ticked that initial box. That means you get plenty of kit, even at the entry point that we’ve driven here, but it does bump the price up to the point where private buyers would need to think hard about the potential savings on running costs.

 Source: autoexpress.co.uk

Published in Land Rover

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