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Monday, 02 August 2021 08:40

New Volkswagen T-Roc Active 2021 review

The new Volkswagen T-Roc Active trim adds extra kit to the small SUV for not much more money

Verdict

Active trim adds worthwhile extra kit and boosts the level of value on offer in the T-Roc range. It’s an attractive small SUV that’s complemented by enough tech, comfort and fundamentally sound driving dynamics, but we’d save even more money and go for the more efficient 1.0 TSImanual model, which will still offer enough power for most users.

Special editions sometimes mean that sales are slow. After all, why would you risk tweaking something that is making money? However, the application of a new Active trim level has occurred right across the Volkswagen range, and the manufacturer’s T-Roc compact SUV has definitely benefited from these alterations – or more to the point, customers have.

That’s because at £27,490 for this 1.5-litre TSI 150 EVO car equipped with VW’s seven-speed dual-clutch automatic DSG gearbox, the Active model is only £300 more expensive than SE trim, yet it comes with extra kit to the value of £2,160 if you were going to add it as optional extras.

This includes a winter pack, featuring heated seats, a powered tailgate, foglights, tinted windows and standard-fit sat-nav as part of the eight-inch touchscreen infotainment set-up. Apple CarPlay and Android Auto are included on SE trim as well as with Active, which might be many people’s preferred choice for navigation.

Other standard items include adaptive cruise control, front and rear parking sensors, autonomous braking and lane assist, plus two-zone climate control.

There’s no denying the appeal that the extra kit adds to Active trim, even if it’s installed in a cabin that doesn’t exactly major on material quality. The layout is logical and the design fundamentally sound, with enough storage, comfortable seats and good visibility, but the hard plastics in some areas could be better.

It is worth mentioning that, while Active trim does add plenty of features, one option that’s still worth specifying is the £445 10.3-inch digital dashboard.

This new trim also brings some cosmetic upgrades, including lots of Active badging outside, Active sill plates and puddle lighting, and 17-inch wheels. They’re small tweaks that you might not notice, but with a contrast roof our car looked smart.

From behind the wheel the Active is no different to any other T-Roc, which means that the 148bhp 1.5-litre TSI turbo engine is smooth and pulls well from low down. Sometimes the DSG gearbox is a bit too eager to kick down if you go beyond around 50 per cent throttle, but at a relaxed pace it shifts smoothly and early. It’s an equally easy-going partner to the engine, which delivers easily accessible performance in a sustained surge and with not too much in the way of engine noise either.

The ride is fine on 17-inch alloys. The T-Roc is based on the same MQB A0 platform as VW’s Polo supermini, and while the ride is sometimes a little bobbly, it’s mostly good. Some tyre roar at higher speed impacts refinement, but comfort is a commodity the T-Roc offers in large enough quantities for an everyday SUV.

It’s also relatively precise when it comes to handling. Cars like the Ford Puma or MINI Countryman will be more fun from behind the wheel, yet the T-Roc’s light but precise steering and good level of grip mean it delivers enough dynamically. As a result,while it rarely feels inspiring or encourages you to drive it a little more enthusiastically, it also rarely feels out of its depth.

On that subject, we know most people looking at SUVs in this sector will buy on finance anyway, so with a monthly cost of £274 based on a three-year PCP deal limited to 10,000 miles per year and a 20-per-cent deposit, the T-Roc Active is an affordable model, even if the lesser 1.0-litre TSI 110 manual car would be more than adequate in performance terms, more efficient and cheaper still to buy.

The powertrain doesn’t affect the practicality on offer though. So, with a rear cabin that can accommodate two adults but is better suited to children, plus a fair 445-litre boot that eclipses a VW Golf’s (it’s understandable why people buy SUVs when you analyse the info), the T-Roc is a fairly versatile machine. It should cover most bases, including if you’re after a small lifestyle SUV, as the Active name suggests.

Model:	Volkswagen T-Roc 1.5 TSI EVO DSG Active
Price:	£27,490
Engine:	1.5-litre 4cyl turbo petrol
Power/torque:	148bhp/250Nm
Transmission:	Seven-speed dual-clutch auto, front-wheel drive
0-62mph:	8.6 seconds
Top speed:	127mph
Economy:	44.1mpg
CO2:	148g/km
On sale:	Now

(autoexpress.co.uk)

Published in Volkswagen

Friday, 30 July 2021 05:20

Alfa Romeo Tonale is making its debut this year ?!

A new rumor from the sunny Apennine Peninsula.

Tonale is a model that is talked about so much and often, and it is still not presented in serial form. The car that is supposed to officially start the Alfin Revival was to be shown during this year.

However, the new head of the Italian brand, Jean-Philippe Imparato, was not satisfied with the performance of the plug-in hybrid variant, so he decided to postpone the premiere until the car and the whole assembly were perfected.

However, the latest news from the other side of the Adriatic Sea indicates that Alfa's management is in a hurry to present the novelty. It has already been announced that the full premiere of Tonale will take place at the next Geneva Motor Show, which will be held in February 2022.

Italian car journalists believe that Alfa will disclose the first official photos of Tonale at the end of this year, while all information or the complete debut will be reserved for the Geneva Motor Show.

Let us remind you, Tonale was presented in conceptual spirit in 2019, and then it was announced as a replacement or successor for Giulietta. That was at a time when the FCA alliance still existed, now, under Stellantis, different plans are underway.

With the arrival of Tonale, Alfa will return to the C segment from which it stepped out after the production of the aforementioned Giulietta was completed. However, the new management also wants a traditional hatchback in this class, but so far there has been no official information about such a vehicle.

Published in Blog/News

Friday, 30 July 2021 05:10

BMW M3 Competition Review: 85% Brilliant

Versus the competition: The M3’s adjustability sets it apart from competitors like the Mercedes-AMG C63 and the Alfa Romeo Giulia Quadrifoglio; it can be a calm around-town cruiser or the ultimate track monster with the push of a few buttons.

The BMW M3 is one of those iconic sports machines that creates strong feelings among enthusiasts. Is the new one as good as the old one? Can all its technology make up for the extra weight it lugs around? Has it become too expensive, too unattainable, too electronic?

There’s plenty of debate in the car-enthusiast world, but something that hasn’t generally been an issue for the BMW M3 before is its looks — until now: Is it too ugly to be seriously considered? We don’t normally discuss how a vehicle looks, as taste in design is largely subjective; one person’s hideous is another person’s appealing. But if our anecdotal discussions with current M3 sedan and M4 coupe owners are any indication, the M3’s new styling may just impact its viability for a lot of buyers. Can the M3’s performance and other abilities overcome its questionable looks?

OK, we should just get this out of the way: BMW’s new buck-toothed styling is awful. This is a worse transgression than the “Bangle butt” of the 2002 BMW 7 Series. The best anyone seems able to muster about the odd grille treatment is, “It doesn’t look too bad.” That’s a damned far cry from “Wow, that’s gorgeous.”

But it isn’t just the grille that’s offensive. Look down the M3’s body side and you’ll notice the fenders have been flared to cover its wider wheels and tires. Then you’ll notice the door skins have not been widened to match the fenders, which becomes awkward where the rear doors meet the rear quarter panels. This is BMW cheapening out on the upgrade from 3 Series to M3 by not also modifying the door skins in order to save a couple bucks. The result looks half-done and amateurish — a decidedly disappointing visual update that takes away a significant portion of the M3’s appeal.

If You Can Get Past the Looks …

The driver’s seat is where the new M3 makes its strongest case for overlooking the fact that it looks like the lovechild of SpongeBob SquarePants and a garden vole. And that case is indeed strong; the M3 drives as well as it ever has, with abilities unmatched by plenty of super-expensive ultra-sports-cars — all while disguising itself as a compact sports sedan.

I didn’t even mind that my test car was an automatic, as its engine and transmission combination is world-beating. The two are exceptionally well matched, and you can fine-tune how it performs by selecting one of six progressively sportier transmission modes — three automatic and three manual. I rarely used the manual function for shifting gears; I felt no need to second-guess what the transmission was doing quite well on its own, and the idea of manually shifting an automatic transmission with flappy paddle shifters strikes me as silly.

Acceleration is explosive. Mash the go-pedal and hang on for dear life, as the thing rockets forward with serious force when asked to do so. The beauty of the M3 is that everything seems electronically adjustable, from throttle response and transmission shifts to steering feedback and brake pedal feel. You store your settings in the computer, then choose them via a couple of big red buttons right on the steering wheel.

2021

When it comes to M Performance cars, I like to set up one of the two options as a cruiser (relaxed responses, softer suspension, easy-does-it gear changes) and the other as a brawler (aggressive steering, firmer suspension, hair-trigger throttle). For around-town driving, I keep it in cruiser mode and enjoy driving a comfortable, luxurious sports sedan. Then when I come upon a twisty bit of back road — or even a long highway on-ramp — brawler mode instantly ratchets the M3 up to far more aggressive, entertaining levels for as long as I want it to.

And man, is it ever entertaining. Everything on the M3 Competition is track-ready, with electronically controlled brakes that feel far better than those in a standard 3 or 4 Series. Steering is quick and responsive, and the suspension is sophisticated — all of which combines to allow for driving well in excess of posted speed limits without even realizing you’re doing so. The only indication you’re going faster than you should is a rather surprising amount of road and wind noise that comes through to the cabin. Part of that was due to my test car’s super-sticky summer performance tires (on 19-inch wheels up front, 20-inchers in back), which transmit a lot of pavement noise partly thanks to the car’s aerodynamics.

An Evolutionary Interior

While the latest M3’s exterior has changed considerably versus the outgoing model, the interior has seen a more evolutionary progression. It’s changed so slowly, in fact, that you might sit in the thing and wonder what’s even different. But that’s OK, as BMW’s latest interiors are quite nice — and they do not include an overly aggressive move toward touch-sensitive flat panel surfaces over traditional buttons, thank goodness.

The M3’s sport seats might look too aggressively bolstered and uncomfortable, but they’re anything but; they proved to be supremely comfortable and supportive in all the right places, both in spirited driving and on longer highway voyages. They look the business, too, matching the M3’s sporting personality well.

The Competition trim I drove also featured an optional Executive Package, which includes niceties like a heated steering wheel, BMW’s Gesture Control for the multimedia system, a head-up display and more. The chunky steering wheel feels excellent in your hands, but the real standouts are the bright red M1 and M2 buttons on the spokes; they just beg you to punch them and let the M3 loose on the world.

2021

Supercar Performance, Luxury Car Prices

The M3’s overall performance is stunning. It’s an immensely satisfying driver’s car, with abilities and technology matching more exotic supercar coupes, but in a package that’s eminently more sensible as a daily driver. It’s easily track-capable off the showroom floor, and it can also be a satisfying backroad brawler or high-speed highway cruiser if its driver never wants to turn a wheel in anger on a race course.

The M3’s starting price is $70,895 (prices include destination), jumping up to $73,795 for the Competition trim. Bumping up to the Competition gets you the more powerful engine, a standard automatic transmission (the manual is sadly not available), larger wheels and tires, special seat belts and Shadowline exterior trim. My test vehicle had a few other options, including a $1,950 paint job and a special leather interior that ran $2,550. The Executive Package costs $3,000 and adds remote start, a heated steering wheel, a power opening trunk, adaptive LED headlights, wireless personal electronics charging and BMW’s gesture control for the latest iDrive multimedia system. The total for my deep blue test car came to $93,495.

A hundred grand isn’t chump change for any kind of automotive purchase, but the sheer capability of the new M3 — and its ability to generate an amazingly entertaining driving experience on the road or the track — means it’s a screaming value compared with supercars that do the same things, usually with less interior space and functionality.

The M3 is 85% brilliant; it’s the 15% forward of the front fenders that’s the big problem, and it’s more than just a casual issue. If other buyers are as turned off by the new face as was my friend, it could spell trouble for BMW. If buyers are more interested in the car’s abilities than its appearance, however, the German luxury brand has nothing to worry about.

(cars.com)

Published in BMW

Thursday, 29 July 2021 04:29

The Bentley Bentayga SUV has the biggest carbon wheels

After several years of development in collaboration with one of the largest suppliers of composite materials, Bentley has introduced new carbon fiber wheels designed exclusively for the Bentayga model.

The 22-inch carbon Mulliner wheels are the largest of their kind among all production cars, and were created in collaboration with Bucci Composites.

In addition to the fact that the carbon wheel is 6 kilograms lighter than the aluminum one of the same size, Bentley states that there are many other advantages when using this very light but also very strong material. In the event of a serious impact that would cause the alloy wheel to crack, which would cause the tires to explode, the carbon wheels behave significantly differently. Multiple layers of carbon fiber slow down tire inflation, allowing the car to stop safely and in a controlled manner.

The new carbon wheel met all the standards of the German Association for Technical Inspections TÜV (Technischer Überwachungsverei), and is the first carbon fiber wheel to successfully pass all the tests of this organization.

According to Bentley, the new wheels provide greater safety, better steering agility, reduced tire wear and more stable braking behavior.

(new-cars.review.com)

Published in Blog/News

Thursday, 29 July 2021 04:15

Volkswagen T-Cross SUV review

“The Volkswagen T-Cross is one of the class leaders in the small SUV sector”

Volkswagen offers a wider choice of SUVs than most manufacturers, with six different models and more in the pipeline. The T-Cross is the smallest and cheapest, sitting below the T-Roc, Tiguan, Tiguan Allspace, the electric ID.4 and the flagship Touareg. It aims to capitalise on the current demand for compact yet practical SUVs, and joins a class saturated with excellent rivals, including the Ford Puma, Skoda Kamiq, Renault Captur, Nissan Juke, Hyundai Bayon and Citroen C3 Aircross.

The Volkswagen T-Cross is an all-new model, but under the skin it's very similar to the SEAT Arona, Volkswagen Polo and Skoda Fabia. It borrows some of its styling cues from the T-Roc, and looks to imitate the Touareg with its wide grille. Whichever angle you approach it from, the T-Cross is clearly from the VW stable, and does just enough to stand out in a sea of similarly sized rivals. Volkswagen concentrates on making smart-looking, well built, practical cars, and the T-Cross is simply the latest product of that approach.

For its first foray into the hotly contested small SUV class, VW has given the T-Cross some bold details. Its rear lights are surrounded by a thick, black swathe of trim, while the headlights are joined by a chrome strip that goes straight across the middle of the grille. Underneath, there are fog lights and daytime running lights, which look similar to those on the T-Roc, while T-Cross lettering stretches across the bootlid. Roof rails and black plastic wheel arch extensions give the T-Cross a rugged look.

Best small SUVs

Small SUVs have already been available for a few years now, but the T-Cross is looking to take top honours - thanks in part to the badge on the front. That alone will sell the car to many buyers, although it’s clear throughout that the T-Cross is aimed at the premium end of the class.

It combines VW’s typical sturdiness and planted feel with light steering that’s perfect in tight city streets. The T-Cross continues to drive well at speed without feeling too twitchy, which can be a side effect of light steering. It’s refined even up to motorway speeds, and keeps its composure over most bumps and small potholes. VW has certainly prioritised comfort over sportiness, which is what most small SUV buyers will prefer.

The 1.0-litre three-cylinder engine can occasionally feel sluggish below 2,500rpm, which means you’ll have to rev it hard sometimes - when joining a motorway, for example. Volkswagen introduced a punchier 148bhp 1.5-litre petrol engine at the start of 2020 but in truth, the 108bhp 1.0-litre engine will suit most buyers. The T-Cross has the option of a smooth DSG automatic gearbox - it’s a bit more expensive, but could be a great choice if you do most of your journeys in stop-start traffic.

The 1.0-litre petrol engine is offered with either 94 or 108bhp but whichever you pick it will return around 49mpg. This is pretty similar to most of its rivals but the DSG automatic does increase fuel consumption to around 45mpg. You’ll get a similar figure from the 148bhp petrol engine. A diesel engine was briefly available but it was expensive and wasn’t much more economical than the smaller petrol options.

Despite its size, the T-Cross offers space for five, and adults should be comfy in the outer rear seats thanks to lots more headroom than in the Polo. The rear seats slide forwards and backwards, so you can choose whether you want more space for passengers or luggage. It has a big boot, regardless of where you have the back seats, while those in the front will enjoy a classy dashboard with a standard eight-inch infotainment touchscreen.

The Volkswagen T-Cross certainly isn’t the first small SUV, but it’s now one of the ones to beat. It offers an impressive blend of style, comfort and peppy engines.

Volkswagen T-Cross SUV - MPG, running costs & CO2

The T-Cross is economical and should have excellent residual values

There was a time when SUVs were typified as being ‘gas guzzlers’, but the latest wave are often almost as economical as their hatchback counterparts. The Volkswagen T-Cross, which shares its engines with the Polo hatchback, should be very economical to run, even though it only comes with petrol power. It’s not a heavy car, despite its SUV bodystyle, and only comes with two-wheel-drive.

Many buyers are tempted by the VW badge on the front, and this means the T-Cross is set to offer great residual values - it should lose less of its value than some other cars in the same class.

Volkswagen T-Cross MPG & CO2

It's no longer possible to spec the Volkswagen T-Cross with a diesel engine, but the 1.0-litre turbocharged petrol engine is cheaper and should be economical enough for most people. Available on four of the six current trim levels, the entry-level 94bhp version returns up to 49.6mpg, the same as the 108bhp version (offered on all but S trims). Petrol versions of the Renault Captur manage around 45mpg, so you’ll struggle to notice a difference between the two cars at the pumps.

Volkswagen now sells the T-Cross with a more powerful 1.5-litre EVO TSI petrol engine. It has cylinder deactivation (under light throttle it’ll run on just two cylinders) to save fuel, but is only available with the DSG automatic gearbox. You can expect 47mpg from this engine, which is still pretty reasonable and even a little better than the claimed 44.8mpg figure of the 1.0-litre engine with an automatic gearbox.

A 94bhp diesel engine has previously been available but it made up a tiny proportion of sales. That’s not surprising when you consider it only offered around 5mpg more than the frugal petrols but cost a lot more to buy.

The T-Cross should be affordable to fill up and all variants are subject to the standard rate in VED (road tax) from the second year of ownership - the first year’s tax is usually rolled into the on-the-road price of the car.

Insurance groups

The T-Cross should be affordable to run, with insurance starting in group 8 for S and SE models with the 94bhp petrol engine. Top-spec R-Line models occupy 11-13, but the 1.5-litre petrol engine increases this to groups 16-17.

Considering the desirable badge, it’s impressive that the T-Cross is no more expensive to insure than the SEAT Arona, which also starts in insurance group 8E for 94bhp versions.

Warranty

Like all new VW cars, the T-Cross benefits from a three-year/60,000 mile warranty, which is transferable to the next owner if you sell or return the car before the warranty expires. This warranty is fairly standard, although far from class-leading. Rivals such as the Hyundai Kona and Kia Stonic have five and seven-year warranties respectively, which is something to bear in mind if you plan to keep your car for a long time. You can buy extended warranties from VW, which work out at about £140 per year.

The T-Cross’ paint will be covered for three years, while the car also comes with a 12-year anti-corrosion guarantee.

Servicing

Servicing the T-Cross should be relatively pain-free. Volkswagen has the third-largest dealership network in the UK. Service intervals should be the same as the Polo, so you’ll have to book it in for a service every year or 10,000 miles, whichever comes first.

As with all VW models, you’ll be able to take out a service plan, which’ll spread the cost of your next two services over 18 monthly payments of between £15-20. You can either pay this separately, or add it to your monthly finance payments if you’re not buying the car outright.

Volkswagen T-Cross SUV - Engines, drive & performance

The T-Cross is good to drive and impressively refined

Small SUVs are unlikely to be the dream vehicle for keen drivers, but the T-Cross easily competes with the current class leaders in this regard. It drives well, with pleasingly light steering and a comfortable ride. Over most bumps and bad surfaces it’s composed, and body roll is kept to a minimum through the majority of corners.

Like many other VW Group cars, the T-Cross isn’t built primarily to excite; its handling and driving experience is composed and careful, which inspires confidence in the car. The higher driving position compared to the Polo helps with seeing further ahead, and is one of the main reasons to buy an SUV over a standard hatchback. If you're after more fun behind the wheel, consider the Ford Puma.

Volkswagen T-Cross petrol engines

A 1.0-litre turbocharged petrol engine is the most popular option, with outputs of either 94 or 108bhp. While the latter is essentially the engine from the Volkswagen up! GTI, the T-Cross doesn’t provide mini-hot hatch performance. However, it manages 0-62mph in a smidge over 10 seconds, or 11.5 for the 94bhp version - the 108bhp engine is our pick.

Refinement is very impressive for such a small car. In fact, it feels very mature and capable. The higher-powered version offers a six-speed manual gearbox over a five-speed in the entry version, and the 108bhp engine is available with a slick DSG automatic gearbox at extra cost.

In January 2020, Volkswagen introduced a 148bhp 1.5-litre petrol engine to the range. It’s almost as efficient as the 1.0-litre, thanks to the ability to shut down half its cylinders when you’re not pressing the throttle hard, but the 0-62mph time improves to 8.5 seconds. Its top speed is 124mph.

Diesel engines

A diesel engine was available for a short time but, unsurprisingly, slow sales saw it withdrawn. The 94bhp 1.6-litre engine has been removed from the Polo range too. It prioritises efficiency over performance, and 0-62mph takes almost 12 seconds. No hybrid version is currently available to rival the Hyundai Kona or Renault Captur E-Tech, which is a shame. However, Volkswagen is planning to electrify most of its range, so a hybrid or pure electric version could be in the pipeline.

Volkswagen T-Cross SUV - Interior & comfort

The interior is a strength of the T-Cross, with plenty of tech on all versions

The VW T-Cross is one of the most expensive small SUVs available - for the price of the top-spec model, you could get a bigger and still well-equipped Volkswagen T-Roc - but the interior feels far more premium than rivals such as the Kia Stonic, Ford Puma and SEAT Arona. For buyers who don’t need a larger SUV but value premium materials, the T-Cross makes sense.

In terms of comfort, the T-Cross surpasses rivals too. It’s incredibly quiet on the move, making the cabin feel serene and relaxing. The T-Cross is well damped, ironing out most bumps - only large potholes will send a jolt through the cabin. There are many larger, more expensive SUVs that don’t manage to be so comfortable.

Volkswagen T-Cross dashboard

Volkswagen is known for its upmarket interiors, which is why many customers don’t mind paying a bit extra for a car with a VW badge. The T-Cross is no different, as it feels more plush and expensive inside than many small SUVs. While there are some scratchy, hard plastics on show, the main dashboard fascia lifts the cabin. If this silver trim doesn’t appeal, you’ll be able to choose a range of different options and even match the dashboard to the exterior paint colour.

Just like in the Volkswagen Polo, the build quality in the T-Cross is impressive. Even though this car will be one of VW’s least expensive models, it feels solid and well built, and the controls feel reassuringly chunky. There are stylish silver inserts on the steering wheel and a gloss black surround for the lower centre console, which adds to the feeling of quality. VW has also chosen to stick with a manual handbrake, instead of switching to an electric version.

Equipment

The T-Cross does well for standard equipment, with an eight-inch full-colour infotainment system fitted across the range. The car offers a full suite of connectivity including Bluetooth, USB and Apple CarPlay (this is standard on all but the base model), plus DAB radio.

The kit list doesn’t stop there. Air-conditioning and a variety of safety systems are included on all models, while top versions come with VW’s crisp configurable digital instrument cluster (shown in these pictures). In this R-Line model, customers benefit from dual-zone air conditioning, sat nav and parking sensors at both ends. SEL and R-Line models get automatically adjusting LED headlights, plus LED tail-lights and daytime running lights.

Options

There aren’t too many optional extras to choose from in the T-Cross brochure, perhaps because it’s rather well-equipped in the first place. However, you can choose from a variety of different alloy wheels (on the mid-spec trim levels) and paint colours to personalise the car to your tastes. Design packs are available across most of the range should you wish to add further splashes of colour and different interior upholstery.

VW T-Cross R-Line seats22
Once you’ve chosen these, you can pick options like a reversing camera, park assist and keyless entry. Electric folding door mirrors and high-beam assist can also be picked on VW’s smallest SUV, while packs include a Beats audio pack and a winter pack consisting of heated seats, heated windscreen washer nozzles and a washer fluid level indicator.

The options list is slightly different if you choose the entry-level ‘S’ model, however. Here, you can opt for front and rear parking sensors, front fog lights, tinted rear windows, sat nav, app connectivity and an extra security system.

Technology

As well as the entertainment technology listed above, the T-Cross gets a lot of safety features as standard. All models feature extended pedestrian and cyclist protection, front assist, auto emergency braking, tyre pressure monitoring and automatic emergency services contact in the event of a collision.

On SE models and above, you’ll also get blind-spot monitoring, lane-keep assist, a driver alert system, adaptive cruise control and hill start assist.

Volkswagen T-Cross SUV - Practicality & boot space

The T-Cross is more spacious and flexible than the VW Polo

You might look at the T-Cross and think that it’ll barely be big enough to accommodate the weekly shop, but its small-looking proportions disguise practical interior space. The boot, while not the biggest in class, is a pleasant surprise, as is the thoughtful touch of rear seats that slide forwards and backwards.

The extra headroom afforded by the taller body will be a big draw to many customers, as it makes the T-Cross that bit more practical than the Polo. There’s also a similar amount of headroom as you get in the Ford Puma and more than in the Renault Captur.

Volkswagen T-Cross interior space & storage

The T-Cross is quite a practical car generally, not just in the context of its compact size. It’s slightly longer than the Polo and 107mm taller, which makes it feel considerably more spacious inside than VW’s supermini hatch. Large windows allow the cabin to feel light and airy.

Cleverly, the rear seats can slide backwards or forwards, depending on how you want to divvy up cargo and passenger space. This trick is usually offered on much more expensive cars, or people carriers that prioritise substance over style. As a result, the T-Cross is very versatile, despite the distance between its wheels (the wheelbase) being identical to the Polo.

You’ll want to keep the rear seats pushed as far back as they’ll go if you regularly carry passengers, as legroom vanishes with the seats fully forward.

Boot space

Creating an SUV based on a Volkswagen Polo may divide opinion, but it certainly benefits boot space. The T-Cross offers between 385 and 455 litres with the rear seats up, depending on where you have them, but even the smaller number is five litres bigger than the boot in the Volkswagen Golf. With the rear seats pushed forwards as far as they’ll go, the boot is no longer flat - there’s a large channel where the seats were, which your possessions will fall into if they aren’t secured.

Flip those seats down and you’ll have 1,281 litres to fill - plus, you can fold the front passenger seat flat to accommodate longer items. In this configuration, the T-Cross offers almost as much space as a small van, which means it’s perfect if you occasionally need lots of luggage space but only have a small parking bay.

In terms of boot space, the T-Cross leaves many of its rivals behind. The Hyundai Kona offers up to 361 litres seats up and 1,143 litres seats down, the SEAT Arona offers 400 litres in five-seat mode, while the larger Renault Captur matches it almost exactly. In fact, with the seats pushed forward, the T-Cross offers slightly more space than the larger T-Roc.

Towing

It’s unlikely that many T-Cross owners will use their car for towing, and Volkswagen says that the 1.0-litre petrol models, and the 1.6-litre diesel models will safely tow a braked trailer weighing up to 1,100kg. The more powerful 1.5-litre petrol engine is the most capable model of the range, with the ability to tow a braked trailer up to 1,200kg in weight.

Volkswagen T-Cross SUV - Reliability & safety

Reliability untested but the T-Cross received a five-star Euro NCAP rating

Volkswagen has a good reputation in the UK, which is another reason why buyers flock to the brand. Its position as a premium mainstream manufacturer is appealing, and is backed up by reliable cars, a big dealership network and mostly satisfied customers. Even high-mileage cars hold their value much better than rivals in the classifieds. VW tends to post reasonable results in Driver Power surveys but this slipped somewhat in 2020. Nevertheless, the T-Cross could occupy one of the higher spots in the next couple of years.

The brand is also perceived as a builder of safe cars. All models come with a five-star Euro NCAP rating, and there is plenty of standard safety technology that would be optional extras on some other SUVs.

Volkswagen T-Cross reliability

It’s too early for any specific reliability feedback for the T-Cross but VW fell to 19th out of 30 manufacturers in our 2020 Driver Power survey (still ahead of BMW and Mercedes) while the Golf and Tiguan finished 50th and 51st out of the UK's top 75 models respectively.

Safety

Euro NCAP has given the T-Cross a full five-star score. It scored 97% for adult occupant safety, 86% for child safety, 81% in the pedestrians and other vulnerable road users category and 80% for on-board safety tech. The T-Cross features a range of passive and active safety systems to protect its occupants and pedestrians.

These include pedestrian and cyclist protection, automatic emergency braking, front assist and a speed limiter. More expensive trim levels add features like adaptive cruise control, hill start assist and blind-spot monitoring, which help the T-Cross achieve a maximum rating.

(carbayer.co.rs)

Published in Volkswagen

Wednesday, 28 July 2021 05:05

2022 Mercedes-Benz EQS Writes Its Own Rules

When Mercedes-Benz CEO Ola Källenius unveiled the 2022 EQS in April, he described it as a defining moment for the world's oldest carmaker. We're numb to hyperbole when it comes to car launches, but in this case it's hard to argue with the 52-year-old Swede who has wasted little time steering the company deeper into the electric-vehicle market.

Unlike the EQC, EQV, EQA and EQB—all of which are based on existing internal-combustion Mercedes-Benz models—the EQS is a standalone model in its own right. Benz's first dedicated electric-car platform features a newly developed range of drivetrains, a battery promising a range of up to 485 miles under the European test procedure, and arguably the most advanced interior you'll find in any current production car.

Positioned at the top of a growing list of EQ-badged models, it also acts as a technological showcase for the Mercedes-Benz brand, featuring a number of innovations we can also expect to see on upcoming models, including a Lidar-based Level 3 autonomous driving function.

Aesthetically, the EQS is a radical departure from traditional combustion-engine Mercedes-Benz models, with a cab-forward profile similar to that previewed by the EQS Vision concept back in 2019. Distinguishing exterior elements include a black grille, a pair of angular headlamps available with what Mercedes calls Digital Light, which has matrix projectors with 1.3 million pixels in each headlight that can be used to project warning symbols onto the road surface or for some startup theater, and a horizontal light bar across the leading edge of the hood.

For the first time on a Mercedes-Benz production model, the clamshell-style hood is fixed, designed to be opened only during servicing. The filler for the windshield washer is integrated into the driver's side front panel, flipping out when pressed. The steeply raked windshield flows into what Mercedes describes as a one-bow roofline, its arc tracing all the way to the rear decklid. The doors are frameless and feature the same flush handles seen on the latest S-class. Mercedes-Benz claims the EQS betters the Tesla Model S for aerodynamic efficiency, with a record-breaking production-car drag coefficient of 0.20 in base rear-wheel-drive form—in combination with an optional AMG styling package and specially developed low-drag wheels.

Compared to the new S-class, the EQS is slightly shorter and narrower. It rides on a 126.4-inch wheelbase, which is just 0.2 inch shorter than that of its combustion-engine stablemate, giving it relatively short overhangs and a very roomy interior.

The EQS's aluminum-intensive platform supports two drivetrain layouts—either single motor and rear-wheel drive or dual-motor, all-wheel drive. The electric motors, produced by Valeo Siemens eAutomotive, are mounted low within a subframe at the front and within the axle assembly at the rear.

A 396-volt lithium-ion battery, assembled by Mercedes-Benz sister company Accumotive, uses a steel and aluminum casing and is integrated into the floor, giving the EQS a much lower center of gravity than the S-class. The power electronics, meanwhile, are packaged up front under the fixed hood.

Mercedes put a lot of effort into the interior of the EQS, which combines its own unique elements with features from other models in the Benz lineup. The standard setup brings a layout similar in appearance to the latest S-class, with 12.3-inch digital instrument display and a 12.8-inch infotainment screen, in combination with a multifunction steering wheel featuring touch-sensitive controls on the upper spokes.

North American buyers will also be able to opt for the so-called Hyperscreen, a one-piece curved screen that stretches across the width of the dashboard. It houses three digital displays—one for the instruments, one for the infotainment functions, and another ahead of the front passenger seat. It is impressive, no doubt. But the 56.7-inch-wide screen is prone to reflections in sunny conditions, despite the inclusion of a sensor that automatically alters its brightness. It does work with impressive speed, though, thanks to an eight-core processor and 24 gigabytes of RAM. Either display setup is controlled by the latest generation of MBUX—an operating system that supports conversational speech input via a Hey Mercedes prompt. There's also a head-up display with augmented-reality navigation commands.

A high-set center console divides the front seats, which are broad and magnificently comfortable, if a little short on lateral support. They can also be ordered with up to 19 motors and a total of 10 massage programs.

Although Mercedes-Benz says the EQS has a flat floor, there is a slight rise in the middle of the structure to increase stiffness. This is most noticeable from the rear, which can be configured with either a three-passenger bench seat or two individual seats. Rear-seat accommodations are excellent, especially in terms of leg and shoulder room. While the EQS does without a front storage compartment, its 22 cubic feet of trunk space is more than that offered by the latest S-class. Dropping the split-fold rear seats extends cargo capacity to 63 cubic feet.

The EQS launches with two models. The entry-level EQS is the rear-wheel-drive EQS450+, which uses a rear-mounted permanent-magnet electric motor that makes 329 horsepower and 419 pound-feet of torque. We expect the 450+ to accelerate to 60 mph in about six seconds. It has a range of 485 miles under the WLTP test procedure used in Germany. That should equate to roughly 360 miles of range in the United States using the EPA methodology. Its 107.8-kWh battery will be used by all EQS models at launch. A smaller 90.0-kWh battery is also planned for the EQS450+.

The flagship model is the all-wheel-drive EQS580 4Matic, which is the one we drove. It uses two permanent-magnet motors with a combined output of 516 horsepower and 631 pound-feet of torque. The 580 should scoot to 60 mph in about four seconds and have roughly 315 miles of range in the U.S.

Battery charging is via a CCS socket at either 11 kW or 22 kW on Level 2 AC, while its peak DC fast-charging rate tops out at 200 kW. Mercedes-Benz claims a pre-conditioning function and an intelligent cooling strategy allows high current to be maintained for long periods, maximizing charging rates. It also provides a 10-year/155,000-mile guarantee for the battery.

There is a terrific feeling of engineering integrity to the EQS, noticeable from the moment you nudge its heavily sprung throttle and glide off down the road. Step-off is predictably strong, thanks to the generous reserves of torque. The big sedan launches from a standstill with instant response and tremendous energy, gathering pace without any real letup in acceleration until you're well past the speed limit. It also tracks remarkably well, cruising up to and beyond typical highway speeds with exceptional straight-line stability.

There are a range of different energy recuperation programs to choose from, including three manually selectable modes that are engaged via the steering wheel-mounted paddles and an automatic mode called DAuto. The driver can also opt for a gliding function, in which the big sedan rolls for truly impressive distances without any perceptible mechanical drag from the motors. DAuto's set-and-forget qualities make it the preferred option, with the two big electric motors developing combined regen of up to 389 horsepower, according to Mercedes. After a three-hour run through Switzerland, Austria, and Lichtenstein, our test car was still showing more than 250 miles of predicted range.

We're used to the silent qualities of the latest generation of electric cars, but the EQS takes things to a whole new level, proving wonderfully relaxing whether threading through traffic around town or at higher speeds out on the open road. There are a range of synthetic sounds, and buyers can specify an optional sound package, but why disrupt the EQS's inherent tranquility and calmness?

The steering is lightly weighted. Still, there's sufficient tactility to the speed-dependent system to ensure the driver remains involved. It is reminiscent of the S-class in this respect, with very accurate action that allows you to confidently place the EQS on the road. There is a well-engineered delicacy to the steering, making for a relaxed car in everyday driving conditions.

Like the new S-class, the EQS comes with the choice of two rear-wheel steering systems, with the more advanced optional setup providing up to 10 degrees of countersteer, enabling a 35.7-foot turning circle. Below 37 mph, the rear wheels turn in the opposite direction to those up front. Above that, they steer in the same direction. If an EQS buyer who opted for the standard rear-wheel-steer setup later decides to go for the full 10-degree capability, that can be unlocked via an over-the-air update.

So configured, the big electric sedan delivers excellent low-speed maneuverability around town. With a turning radius smaller than the GLA, you can negotiate tight spaces without the need for three-point turns in parking garages and the like. The car also changes direction quite eagerly, feeling much more agile than its substantial curb weight (likely 5800 pounds for the 580) suggests out on the open road.

Body movements are well controlled, the increase in body roll is progressive in proportion to the buildup of lateral forces. The overall balance is excellent, allowing you to generate a good deal of cornering speed before the tires relinquish their grip and the fast-acting stability-control system steps in. The low center of gravity and near 50-50 front-to-rear weight distribution are a boon to handling even though the EQS isn't overtly sporty.

The Airmatic suspension with variable damping control automatically adjusts ride height, providing constant ground clearance in both Eco and Comfort modes. Switching into Sport mode reduces the ride height by 0.8 inches at speeds of more than 80 mph to improve aerodynamic efficiency. The suspension is superbly compliant but does get a bit floaty over undulating roads, which is maybe not surprising given the weight it's asked to control. However, the EQS does a fantastic job of isolating the cabin from poor surfaces such as broken sections of pavement.

The slippery shape leads to very low levels of wind noise. Even more impressive is the way the EQS isolates tire noise. The 265/40R-21 Goodyear Eagle F1s on our test car were whisper quiet on smooth-surfaced roads, further adding to the overall serenity delivered by the near-silent driveline. You'd buy the EQS on the strength of its refinement alone.

Mercedes says that the EQS's electronically controlled all-wheel-drive system apportions power faster than any of the company's existing electromechanical setups. A torque-vectoring function also individually channels power to each of the rear wheels dependent on prevailing traction and wheel speed. The EQS isn't built for tail-out antics, but it is happy to launch itself from slow corners with utmost composure under full throttle.

Brake pedal feel is good. The pedal action is progressive, with a consistent bite point, allowing you to scrub speed with confidence despite the complex recuperation going on behind the scenes.

Like the S-class, which the EQS seems destined to replace by the end of the decade, the EQS's sleek brand of luxury comes at a high price. Nothing is official right now, but North American buyers can expect to pay around $110,000 for the EQS450+ and close to $185,000 for the EQS580 4Matic. What they'll get is a truly luxurious and outstandingly refined sedan, one with very few compromises. The EQS is not inexpensive, but it is possibly the world's most capable electric car right now.

(caranddriver)

Published in Mercedes

Tuesday, 27 July 2021 04:45

2022 Porsche Cayenne Turbo GT First Drive: The SUV King of Kings Is Here

Porsche’s new monster SUV has blitzed the Nürburgring, but it’s just as much fun in the real world.

Earning the title of being the quickest SUV around Germany's famed Nürburgring Nordschleife is the reason why the 2022 Porsche Cayenne Turbo GT has been getting headlines, but you actually forget about the 'Ring after you spend a weekend behind the super SUV's wheel. It doesn't matter where you drive it: The Cayenne Turbo GT conquers any kind of pavement you can find.

Based on the Cayenne Turbo Coupe, the new Turbo GT packs a powerful V-8 engine, a quick-shifting transmission, and a bunch of enhancements that make it Porsche's fastest-ever production Cayenne. Just look at the numbers: 0-60 mph in 3.1 seconds, quarter mile runs in 11.6 seconds, a 186-mph top speed, and a Nürburgring lap time of 7 minutes, 38.9 seconds. The latter bested the previous 'Ring record for SUVs—held by Audi's RS Q8—by 3.33 seconds, but the eye-popping figures are only one side of the story. You don't need a monster racetrack to enjoy it, because the 2022 Porsche Cayenne Turbo GT shines and gets your attention just as well on flowing canyon roads, as its inspired performance injects you with adrenaline.

The Heart And Soul

The 2022 Porsche Cayenne GT's 4.0-liter twin-turbo V-8 takes center stage with its 631 horsepower and 626 lb-ft of torque. While these numbers don't match the Cayenne Turbo S E-Hybrid's, make no mistake: the Turbo GT is Porsche's most performance-oriented SUV. In this case, Porsche's much-lauded GT team did not help with the car's development, but the Turbo GT proves its point all the same.

Besides the powerful engine, Porsche gave the SUV several enhancements to make it drive even more like a sports car. The air suspension is 15 percent stiffer compared to the Cayenne Turbo, with the system adjusted to handle the extra power. The power-steering setup and rear-axle steering are also retuned, and Porsche engineers said they were overall able to reduce body roll and increase the car's precision in corners. The Cayenne Turbo GT's 22-inch Pirelli P Zero Corsa tires were developed for the Turbo GT, and its carbon-ceramic brakes, distinguished by their yellow calipers, measure a massive 17.3-inches in the front and 16.1 inches back. The Cayenne Turbo GT is also 0.7-inch lower than the Cayenne Turbo Coupe, and its all-wheel-drive system includes a water-cooled transfer case to support the model's ultra-high performance.

Porsche thankfully also focused on reducing weight. The titanium sport exhaust and the SUV's wheels, for example, shaved some load. Other bits exclusive to the Turbo GT include a carbon-fiber roof, a unique front fascia with larger air intakes, a center exhaust pipe, and an awesome-looking carbon-fiber fixed rear spoiler.

How Does The Cayenne Turbo GT Drive?

Angeles Crest Highway north of Los Angeles is one of our favorite roads on the planet. Not only is it on our backyard, it's also one of the best roads on which to exercise a great car, period. It was on this turf where the Cayenne Coupe Turbo beat the Mercedes-AMG GLE63 S, Maserati Levante Trofeo, and BMW X3 M and X6 M for a ticket to last year's MotorTrend Best Driver's Car competition. It's a logical place to try out this new model, in other words.

While the 2022 Porsche Cayenne Turbo GT's power figures raise eyebrows, its handling and steering impressed us the most. In every corner, the Cayenne Turbo GT felt balanced and stable. It rotated nicely on the twisty roads while maintaining a composed posture. What's even more impressive is the degree of confidence you feel behind the wheel. The GT does everything so well, it encourages you to try harder for the next corner, braking later and carrying more momentum through to the exits. We'll remember the time we spent in this vehicle on Angeles Crest as nothing but 66 miles of worth of ecstasy.

Like in a sports car, the GT's suspension is calibrated so you feel almost every bump or rut. Its tires feel like tar, delivering massive traction, and its steering is as accurate as you'll find in an SUV, or in virtually any vehicle. Simply aim the steering wheel's yellow center stripe in the right direction, and you probably won't have to move your hands again. The steering's stiff overall feeling is reminiscent of a 911 Turbo S.

Then there is the lightning-fast transmission and the Turbo GT's power delivery. The transmission is so quick and so well calibrated, you pretty much don't need to ever use the paddle shifters for any reason other than you just enjoy doing so. Step on the throttle and you feel the torque get to the pavement with linearity and seemingly endless push. The experience makes you feel like a kid riding an infinite sugar rush.

The ride can feel a bit harsh on city streets, thanks to the wheels and tires and stiffer suspension. You'll also note that these tires are loud. Another thing to note: The loud exhaust note, even when the sport exhaust is switched on, doesn't make it into the cabin as much as we'd like. Stand outside, though, and the roar is impressive.

Step Inside

A sea of Alcantara is probably the first thing you'll notice once onboard the 2022 Porsche Cayenne Turbo GT. From the sport seats to the door panels to the steering wheel, the GT is covered in the suede-like material. Additionally, the bronze-like seatbelts, seat inserts, and contrast stitching match the Neodyme wheels and distinguish the Turbo GT from other Cayenne cabins. Black or red leather is available as an option.

Also helping to differentiate this version from other Cayennes are Turbo GT logos throughout the cabin, a red button on the drive-mode selector, and the lack of metal around the air vents. Everything else, however, is very similar to the Cayenne Coupe, including the center console's sporty handlebars.

People with Android phones will be delighted to know Porsche's new infotainment system, which arrives in the Cayenne Turbo GT, is now compatible with Android Auto. Other important updates include the integration of Apple Music and Apple Podcasts into the infotainment system itself, and the arrival of over-the-air-updates.

The Final Word

It's no surprise the 2022 Porsche Cayenne Turbo GT is fast, fun, and agile, words we've used to describe other Porsches in the past. The way it accelerates and brakes, combined with its magnificent grip and its lack of significant body roll, make this Cayenne worthy of the GT badge. Being the quickest SUV around Nürburgring is one thing, but delivering joy, confidence, adrenaline, and a raucous good time on real-world roads is what makes the Cayenne Turbo GT really stand out as special.

(mototrend.com)

Published in Porsche