Displaying items by tag: SUV

Although Mercedes is one of the smallest SUV models in terms of dimensions, the GLB brings convenience for the whole family. The version we tested with the 200d designation provides enviable comfort, decent performance and moderate consumption.

The Mercedes GLB, which is produced in Mexico, is mounted on the MFA2 platform that it shares with the A-Class, but which has been slightly extended to provide a greater wheelbase.

With a spacing of 2,829 mm between the two axles, it brings much more cabin space than the competition, including the Audi Q3, BMW X1, and Land Rover Discovery Sport.

Although it has a length of 4,634 mm, which places it between the GLA and GLC models, the modern platform has enabled the engineers of the German company to install a third row of seats, which is available as an option.

Third row - only for children

Technically, an adult can be placed on the seat in the third row, but the approach itself is complicated, despite the fact that the second row can be moved by 14 cm. The shape of the body itself allows enough space for the head, even for adults of average height.

However, the position of the legs is quite unnatural, and when we take into account the fact that there is not much space for the knees, we come to the conclusion that the third row is designed primarily for children. As for the trunk, it is practically unusable when the third row of seats is in function, but when they fold, you get 565 liters of space.

G-Class in small

In terms of design, the Mercedes GLB is more about the past than the future, because its body shape resembles the legendary G-Class.

The robust shape along with the modern elements of the German company's design vocabulary make this model very attractive. Unlike most modern SUV models, it does not try to look sporty, but emphasizes practicality and usability.

Range of 1,000 km

Although it looks bulky, the Mercedes GLB 200d weighs only 1,600 kg, which in combination with the diesel engine makes it quite efficient in terms of consumption.

On the open road, we recorded a figure of about 5 liters, and if we take into account the fact that the volume of the tank is 52 liters, in principle, it is possible to cross 1,000 km without refueling. The eight-speed transmission allows similar consumption when driving at 130 km / h, while in urban conditions GLB consumed between 7 and 8 liters of diesel.

Premium interior quality

As might be expected from Mercedes, the GLB also got a modern MBUX multimedia system, with two 10-inch screens. As we are used to with other models of the German company, both screens are operated very simply, and the easiest way is through the touch buttons on the steering wheel.

The options of the MBUX system can also be controlled via the touch surface located between the seats, by voice, but also via the screen itself. As for the finishing, it is at the highest level. The upper part of the cabin is lined with quality materials, but there is still some harder plastic under the center console. The seats are very comfortable, hold the body well in curves and do not tire at all during longer trips.

Harmony of engine and transmission

The tested model marked GLB 200d was powered by a two-liter diesel engine with 150 hp and 320 Nm of maximum torque, which is available from 1,400 rpm.
This means that power is never lacking, and by depressing the accelerator pedal, the eight-speed automatic transmission finds the speed you need very quickly. From standstill to 100 km / h the Mercedes GLB 200d accelerates in about 9 seconds, while the top speed is 204 km / h. However, it should be noted that the transmission at lower speeds can be confused when changing gears.

Comfort ahead of dynamism

The diesel unit in the tested model transmitted power to the front axle, which will probably be the choice of most customers. Although the Mercedes GLB is robust in appearance, it is not designed to have the function of an off-road vehicle, but all-wheel drive is available as an option.
As a real family vehicle should be, it is very comfortable on the road, the suspension is a bit softer, so when driving dynamically around curves, the body tilts slightly.

Which version to choose?

For fans of sporty driving, the GLB 35 AMG is also available, which is more tuned, while the tested GLB 200d is still more intended for safe and comfortable transport from point A to point B. For those for whom 150 horsepower is not enough, there is a more powerful version of the same units with 40 hp more.

A 1.3-liter petrol engine is also available, coming with 136 hp and 163 hp. The starting price for the Mercedes GLB is 44,134 euros, while for the tested model with a slightly better equipment package, it is necessary to set aside 52,492 euros.

Published in Blog/News
Tagged under

Every car can be redesigned to run on electricity, even the legendary Lada Niva. The famous SUV has been sold since the first day with basically the same engine, which has been modernized several times. About 80 horses were pulled from the 1.7 liter volume and thus fully satisfies all aspects of off-road riding. Almost everything, because those who want to join the electrification trend are certainly not satisfied with this option. That is why the German company offered a version of the electric Niva, which is probably the cheapest electric model on the market.

Thus, after the diesel version, most often at home, the Lada Niva now got an electric variant. It is offered by the German start-up Schmid GmbH, and the electric package is named Elantria, writes Index.hr.

As you can see in the photos, the electric Niva differs visually from the standard only in that there are no pipes in the exhaust system. Under the hood is an electric motor that uses existing mechanics and drives all four wheels. It develops a minimum of more power than a regular Niva, or 88 hp.

The electric set also includes a LiFePO4 lithium-ion battery with a capacity of 30 kWh, which is positioned on the former location of the fuel tank. The range is, depending on the driving style, from 130 to 300 km. The manufacturer guarantees 80% of the battery capacity after 9,000 charge cycles or 450,000 km, which is significantly more than what the Nivas go through in practice.

Of the interesting details, we point out that the drive of this Niva can, if necessary, work as a power generator and drive other devices. It has a 220V socket and power up to 2 kW.

And finally the price. The set will cost you 2,800 euros, and there is also a new electric Niva on offer with a price of 19,900 euros.

If you take into account the price of fuel and consumption, and put it in relation to the cost of electric drive, this conversion literally pays off after a year and a half, or rather after less than 25,000 km. After all, if you take into account the price of a solid used copy and processing, you come to the amount that is by far the cheapest electric option on the market.

Published in Blog/News
Tagged under
Tuesday, 24 August 2021 04:52

Hyundai Kona N SUV review

“In the Kona N, Hyundai has created another fantastic performance model - one that makes a great alternative to a Volkswagen T-Roc R”

Pros

  • Very quick
  • Lots of standard equipment
  • Cheaper than nearest rivals

Cons

  • Automatic only
  • Too many drive settings
  • i30 N is bigger and costs less

The standard Hyundai Kona isn’t our favourite car in its class but the Kona Electric is one of the best electric cars on sale. The Kona range is now even broader and better with the introduction of the Hyundai Kona N, a high-power, performance-focused model. Despite the car industry moving towards electrification, Hyundai still sees a place for fast and loud petrol cars for enthusiasts to enjoy.

The world of fast small SUVs wasn’t very heavily populated until relatively recently but now the Volkswagen T-Roc R, BMW X2 M35i, Audi SQ2 and MINI Countryman JCW are all fighting it out for supremacy. There’s also the more affordable and less powerful (but no less fun) Ford Puma ST. Hyundai has found a gap in the market directly between these cars, making the Kona N more powerful than the Ford but less expensive than all its other rivals.

The car’s 276bhp 2.0-litre turbo petrol engine is shared with the Hyundai i30 N, as is most of the rest of the running gear. The i30 N is one of our favourite hot hatchbacks, so the recipe is a good one and sets the Kona N up well. A 0-62mph sprint can be done in 6.4 seconds, unless you engage launch control, in which case it’s just 5.5 seconds. This makes the car easily quick enough to mix with its rivals, despite the Kona N only coming with front-wheel drive.

But the Kona N allows you to dial back the performance with a slightly bewildering range of driving modes (even ones for mud and snow). Sticking it in Eco or Normal will make the car feel little different to a standard Kona and the ability to calm things down suits the car’s slightly raised driving position.

The Kona N has joined the range as part of the model’s facelift, so it feels fresh and modern inside. Digital dials are standard, as is a new 10.25-inch touchscreen, while a smattering of specific badges and stitching choices elevate it above the regular Kona. The price of the N may look high compared to entry-level versions of the Kona but you get a huge amount of kit as well as the performance, such as a head-up display, a premium sound system and heated and cooled electrically adjustable seats.

While the Kona N does share its running gear with the i30 N, it’s slightly more expensive, slightly less practical and doesn’t come with the option of a manual gearbox like the i30 N does. We can’t imagine any of these will be major issues if you like the Kona’s driving position and styling, however.

MPG, running costs & CO2

The Hyundai Kona N is thirsty, just like its rivals

More often than not, the trade-off for a powerful petrol engine is poor fuel economy - and that’s exactly the case here. While the Kona Electric and hybrid models are focused on efficiency, the Kona N certainly isn’t. It’ll achieve up to 33.2mpg at a steady cruise and much less if you drive it enthusiastically. In fact, use all of the car’s performance all of the time and you could end up travelling fewer miles on a tank than you’d get from a full charge in the electric model.

Whether you pick the Kona or another fast SUV like the Volkswagen T-Roc R or BMW X2 M35i, that’s about as efficient as a performance SUV gets. However, because the Kona doesn’t breach £40,000 like many of its rivals, private buyers will only pay the standard rate of tax per year. It almost goes without saying that the Kona N will be costly to run for company-car drivers, as its 194g/km CO2 output puts it firmly in the top Benefit-in-Kind band.

Engines, drive & performance

 The Kona N is one of the best hot SUVs on the market

The Hyundai i30 N was the brand’s first hot hatchback but Hyundai’s relative lack of performance-car experience meant nothing; the i30 N shot to near the top of the hot hatch class. The smaller, Ford Fiesta ST-rivalling Hyundai i20 N is also excellent, and the Korean company has done it again with the much-anticipated Kona N.

Just like the i30 N, the Kona N uses a 2.0-litre turbo petrol engine that produces 276bhp. That enables a 0-62mph time of 6.4 seconds, or just 5.5 seconds if you engage launch control. In the past, launch control was reserved for supercars and sports cars but now you’ll be able to surprise people with a perfect launch in your small SUV. The Kona is only available with an eight-speed dual clutch automatic transmission, whereas the i30 N is also available with a manual gearbox. We’d like the option of the six-speed manual here too, as the auto gearbox sometimes struggles to find the right gear.

The Kona N comes with electronically controlled dampers and a differential as standard in the UK, which, again, would previously have been reserved for the very best performance cars. You can feel the differential working if you press the throttle down mid-corner, as the car tightens its line and doesn’t stray wide. It makes the car’s performance feel accessible and gives you confidence to drive faster.

There are also a wide range of driving modes, from Eco and Normal to Sport and even mud/snow settings but the sportiest setup is accessed by pressing one of the N buttons on the steering wheel. With N mode engaged, the suspension firms up and makes the Kona more agile through corners. A wider track (the distance between left and right wheels) helps reduce body roll to almost zero.

Another Kona N-specific feature is the NGS button on the steering wheel. Press this and you’ll get a hit of extra power (the full 286bhp) for 20 seconds. We can see it being useful for quick overtakes, where you want all the power without having to resort to scrolling through all the driver modes.

Interior & comfort

 The Hyundai Kona N has a sporty feel inside and lots of equipment

Joining the range as part of the Kona’s facelift, the N benefits from Hyundai’s very latest interior design. There’s a new 10.25-inch touchscreen on top of the dashboard and a large digital instrument cluster instead of traditional dials. The N gets a sports steering wheel with the aforementioned N buttons, plus seats trimmed partly in leather and partly in Alcantara suede.

You’ll pay less for the Kona N than its main rivals but you’ll get more equipment as standard. The front seats are electrically adjustable, heated and cooled, while the outer rear seats and the steering wheel both have heating too. There’s also automatic climate control, wireless phone charging, a head-up display and a reversing camera.

Practicality & boot space

 The Kona isn’t the biggest inside and the i30 N has a bigger boot

One of our bugbears with the standard Hyundai Kona is that it is far from the most spacious small SUV on sale and the N is the same in this respect. A Volkswagen T-Roc R or a MINI Countryman JCW will be more comfortable for adults in the rear seats but then you might find it’s fine if you’re not regularly bringing mates along for the ride. We’d recommend sitting in the rear seats with the driver’s seat in your position before you buy.

Many small SUVs have a surprisingly large boot - the Renault Captur offers more space than some cars in the class above - but the Kona has one of the smallest boots in the class. The N’s 361 litres isn’t terrible but the i30 N offers more rear-seat and luggage space for a lower price.

Reliability and safety

 A five-star safety score and glowing customer satisfaction are both impressive

The standard Kona was the best-rated car on sale in our 2021 Driver Power owner satisfaction survey, with top scores for everything except practicality. Although the Kona N wasn’t specifically mentioned in the result, it should be absolutely excellent to live with. Kona owners love the fit-and-finish, the technology and the driving experience - and the N provides tech and performance in spades. Hyundai’s five-year warranty is more generous than its rivals too.

Euro NCAP tested the Hyundai Kona in 2017 and awarded it a five-star score, with 89% protection for adult occupants. The range-topping Kona N features a host of driver assistance technology including adaptive cruise control, lane keeping and following, front and rear collision avoidance and a head-up display.

(carbuyer.co.uk)

Published in Hyundai

In its 11th year, the freshened Durango drives newer than some and tows more than all competitors.

 

This 2021 Dodge Durango GT seems a little like the older big kid in class who might have been held back a grade or two. Compared to his peers, he's more muscular, capable, mature. He'll never be valedictorian, but he's sure gonna get picked first for the tug-of-war team. 

Gently Massaged

The third-generation Durango enters its 11th year with a freshened wardrobe (fascias, lights, spoiler, footwear), and a fancy 10.1-inch optional Uconnect 5 screen that's just as big, bright, and crisp as the calculators all those younger, scrawnier, smart-enough-to-skip-a-grade kids keep showing up to class with.

Given the advanced age of the 2021 Dodge Durango GT, the structure feels remarkably tight, absorbing road inputs without reverberation. Interior materials—even on this mid-grade example—also seem quite class-competitive, with stitching on the dash and armrests. It doesn't seem to want for much modern technology, either, with available wireless Android Auto and Apple CarPlay, over-the-air-upgradable infotainment, available wireless charging, a Wi-Fi hotspot, and a liberal sprinkling of A- and C-Type USB ports throughout the cabin. It feels notably newer than the 2018 Dodge Durango 4 R/T that spent a year in MotorTrend's Detroit office.

2021 Dodge Durango 4 GT 61

Tech Extras

If you want your 2021 Dodge Durango to have key items like advanced brake-assist, forward-collision warning, and adaptive cruise control, they come bundled in a Technology Group option on most trim levels. It added $2,495 to this Durango GT model, it's not offered at all on the base SXT, and it's only included as standard equipment on the Citadel model. Yes, you must pay $2,395 for adaptive cruise even on the Durango SRT 392 and Hellcat. 

 

Sadly, no matter how hard this big-boy studies, he's just never going to ace the crash tests invented after he started school, so the Insurance Institute for Highway Safety (IIHS) rates the Durango "marginal" on the small-overlap test. (Deficient structure and safety-cage performance resulted in poor lower-leg-/foot-injury-rating performance.) The National Highway Traffic Safety Administration (NHTSA) rates it four out of five stars in all but side impact (5/5).

Still Some Reasons To Buy

For these reasons and more, our MotorTrend Ultimate Car Rankings place the Dodge Durango toward the back of the three-row SUV class, but that doesn't mean it's not the ideal vehicle for certain buyers. Any Durango might be an obvious choice if you occasionally need to tow a 6,200-8,700-pound trailer but don't care to deal with the bulk, cost, and/or fuel economy of a full-size Chevrolet Tahoe, Ford Expedition, Nissan Armada, or Toyota Sequoia. The rest of the mid-size three-row class tops out at between 3,500 and 5,000 pounds, with the Ford Explorer rated next best at 5,300.

2021 Dodge Durango 4 GT 63
 A Durango is also a compelling choice for those who just find such highly ranked SUVs as the Subaru Ascent, Hyundai Palisade, Honda Pilot, and Toyota Highlander too beige or bland (our SUV of the Year-winning Kia Telluride strikes us as neither). The Durango doesn't blend in with this crowd: Its muscular bodywork, aggressive air intakes, sporty dash, and well-bolstered seats establish a more aggressive vibe.

Put To The Test

But then, sporty is as sporty does, and all the structure and size required to make the 2021 Dodge Durango GT a great tow vehicle add a lot of weight relative to its classmates. The fact its aging 3.6-liter Pentastar V-6 ranks mid-pack in terms of power and torque helps land the AWD V-6 Durango a lowest-in-class performance of 7.8 seconds to 60 mph and 15.9 seconds through the quarter mile at 88.5 mph. The rear-wheel-drive model shaves but a tenth or two off those times without surpassing any other AWD competitors. Of course, stepping up to the first of the Dodge Durango's three V-8 options in an R/T model bumps it to near the front of the pack behind the lighter Ford Explorer ST and Honda Pilot Black Edition. In fact, the bigger-engine SRT models legitimately compete with fancy-brand Euro SUVs.

It's the same story with handling performance, where the V-6-powered 2021 Dodge Durango GT laid down figure-eight and maximum lateral-grip figures that largely trail the class, while the R/T ranks well and the SRTs are in another class entirely. But can we agree that folks in the market for a mainstream three-row SUVs don't plan on using them for bracket racing, gymkhana, or to burn up the Tail of the Dragon?

2021 Dodge Durango 4 GT 31

Beyond The Numbers

When those buyers aren't towing boats and campers on the weekend, they just want to haul people and stuff in quiet comfort. Here again, sadly, the basic 2021 Dodge Durango GT makes a less compelling case for itself. In terms of both overall cargo space with all seats folded, and third-row passenger volume, Durango ranks smack in the middle of the class. But tallying total passenger volume in each seating row plus cargo room behind the third-row seat, its 158.8 total cubic feet bests only the Toyota Highlander, GMC Acadia, and Mazda CX-9.

The newer kids are also getting mighty clever with things like third-row seat access. The forthcoming Jeep Grand Cherokee L and Nissan Pathfinder, for example, each allow the middle-row seat to tilt and slide forward while an empty forward-facing child seat remains installed. The Durango's middle-row seats, on the other hand, require the backrest to fold before dumping the entire seat forward for third-row access. Even if your family has outgrown child seats, the new way is easier—particularly with Nissan's electric actuator buttons.

2021 Dodge Durango 4 GT 60

Bottom line: If you don't tow anything and don't much care what your family-schlepper looks like, the SUVs at the top of our rankings list may offer better overall utility, superior safety, and lower ownership costs. But among the cool kids, this big, brash 2021 Dodge Durango GT is destined to win popularity contests.

(motortrend.com)

Published in Dodge

An old-school formula brings modern levels of comfort and technology to Jeep's new full-size SUVs.

It's hardly that simple, of course. Unlike the Ram 1500, which the big Jeep's frame is derived from, the Wagoneer benefits from an independent rear suspension that uses a lot of aluminum, as well as a number of other chassis tweaks to improve rigidity and on-road manners. Still, these aren't lightweight trucks any more than they are small ones. Even with its composite liftgate and aluminum hood, fenders, and doors, the Wagoneer checks in at 6200 pounds. Further up the line, the more feature-filled Grand Wagoneer can rise as high as 6450. All of that heft is hard to ignore when maneuvering these brutes, independent suspensions or not.

 

2022 jeep wagoneer

 Around town, a little residual body-on-frame jiggle runs through the structure after abrupt inputs or bumps. Out on twisting roads, the big truck rolls—you should really let the inertia settle before turning the wheel in the opposite direction—and to maintain the vehicle's path, the steering needs constant attention. That softness pays dividends on the highway, where the ride is quite plush and appropriate for road trips. The throwback two-spoke steering wheel offers a vague connection to what's happening at the tires, and the overall feel is light.

 Buyers will have to parse through seven Wagoneer and Grand Wagoneer trim levels to find their best match. Wagoneers come three ways, all powered by Chrysler's Hemi 392-hp 5.7-liter V-8, which is backed by the company's 48-volt eTorque hybrid system and an eight-speed automatic transmission. The electric assist adds 130 lb-ft of torque on initial throttle application and makes for one of the more seamless start-stop systems we've experienced. Equipped with the optional 3.92:1 axle ratio, the combo moves the Wagoneer's mass off the line smartly, and the smooth V-8 doesn't leave you wanting on the highway.
VIEW PHOTOS
2022 jeep wagoneer

Grand Wagoneers come in four versions, each with a beefy 6.4-liter V-8. A GW-exclusive intake manifold and exhaust cap the fun at 471 horsepower and 455 lb-ft of torque—14 horses and 20 lb-ft short of what the engine makes in a Scat Pack Challenger. A robust torque curve gives an easy initial surge; stay in it and you'll find that the big V-8 loves to run to the top of its rev range. It sounds great, too, if a little out of place. There's no hybrid system here, but like the 5.7-liter, cylinder deactivation and variable valve timing help make the most out of a gallon. The Grand Wagoneer feels a bit livelier with its larger engine—Jeep claims a 60-mph time of 6.0 seconds—but the lesser Wagoneer, with its electrically assisted 5.7, seems quicker than its claimed 7.3-second time to 60.

Buyers might be more interested in the EPA fuel-economy numbers: Four-wheel-drive Wagoneers carry labels of 15 mpg in the city and 20 on the highway; their 17-mpg-combined rating is 1 mpg short of the Chevy Tahoe with a 5.3-liter and the Ford Expedition. Grand Wagoneers manage up to 15/13/18 mpg (combined/city/highway), which makes them similarly less efficient than the Cadillac Escalade and Lincoln Navigator. The soon-to-be-released rear-wheel-drive Wagoneer Series I will be good for an additional 1 mpg combined.

In a move that attempts to elevate the Wagoneer above the rest of the Jeep lineup (marketers call the Wagoneer a "premium extension of the Jeep brand"), there isn't a single Jeep badge on it. Yet there's no mistaking it for anything but a Jeep, and all-terrain tires are offered on the Wagoneer Series II, with 18-inch wheels, and on the Wagoneer Series III, with 20s. There are three optional drivelines: Quadra-Trac I brings full-time all-wheel drive to the Series II, the Quadra-Trac II in the Wagoneer Series III adds a two-speed transfer case and hill-descent control, and at the top of the line, any Wagoneer can be had with Quadra-Drive II, a four-wheel-drive system that nets an electronically controlled locking rear differential. That's standard on the Grand Wagoneer, optional on lesser models.

Wagoneers come standard with a load-leveling setup for the rear suspension. Four-corner Quadra-Lift air springs are optional on the Series II; Series III and Grand Wagoneer models get it standard. The system can raise the truck by 1.7 inches to give it 10.0 inches of ground clearance and up to 24 inches of water-fording capability. Additionally, it'll drop the truck 0.6 inch at speed for better aerodynamics, plus it can lower the vehicle when parked an additional inch to aid ingress and egress.

 

2022 jeep wagoneer
 

But all of that kind of misses the point: If you're shopping cars this big, the last thing you're thinking of is hitting fire roads—or for that matter, performance on winding country roads. No, it's what's inside the box that matters, and Jeep designers nailed it.

The Grand Wagoneer in particular offers a legitimately luxurious experience, not just for its many creature comforts, but in the interior design itself. There's a lot of wood flowing through the dash and center console. If sculpted American walnut isn't your taste, you can opt for aluminum trim instead. The seats are large and comfortable, and as you might guess, all rows inside the gigantic cabin are easily accessible. High-end details are dotted throughout, such as the knurled-aluminum gear-selection knob and the leather-wrapped start button (yes, you read that correctly). In typical Jeep fashion, the cabin is filled with reminders of what you're driving. "Grand Wagoneer" appears in large lettering on the steering wheel, the sides of the seats, and inlaid in the wood in front of the passenger's seat.

2022 jeep grand wagoneer

The upright, boxy exterior shape is sure to polarize, but that form gives the Wagoneer best-in-class overall passenger volume, second- and third-row legroom, third-row headroom, and cargo volume behind the third row. It's seriously roomy inside, enough so to warrant an optional camera for front-row passengers to see who threw something at them from the wayback.

The Grand Wagoneer features four screens up front. In addition to the digital gauge cluster, there's the big center touchscreen—12.3 inches in the Grand and 10.3 in Wagoneer—and, below it, a smaller screen for secondary controls such as seat heaters and massage. An unexpected feature: The bottom screen can flip up, revealing a useful storage cubby with power outlets behind it. Front-seat passengers get their own display flush mounted in the dash.

2022 jeep grand wagoneer
The sheer amount of equipment that Jeep's leviathans offer is impressive. Each trim has an extensive list of options, many unique to particular trim levels. There's an available head-up display with night vision, all the driver-assistance stuff you can imagine, Amazon Fire TV integration in the middle-row screens, and two high-end McIntosh audio systems, the grandest being a 23-speaker, 1375-watt monster with a 12-inch subwoofer. Any lingering small-big-car thoughts will be crushed by the pricing structure. Wagoneer Series II and III 4x4 models arrive at the end of the summer and start at $72,995 and $77,995, although the rear-drive version will drop the entry point to just below $59,995 when it goes on sale in the first half of 2022. Grand Wagoneer models open up at $88,995, with the top-of-the-line Series III starting at an appropriately grand $105,995.
 
(caranddriver.com)
Published in Jeep
Wednesday, 04 August 2021 07:49

Tesla Model Y SUV review

"The Tesla Model Y takes what makes the Model 3 great and adds SUV practicality"

Pros

  • Fast and efficient
  • Spacious interior
  • Hatchback boot

Cons

  • Delayed for the UK
  • Patchy build quality
  • Limited model lineup

The Tesla Model Y has all the ingredients to be a hit when it eventually arrives on UK shores. The Tesla Model 3 has already struck a chord with buyers, appearing in the list of top-selling cars during 2021 and scoring well in our Driver Power owners satisfaction survey. Adding SUV style and space is only likely to make the recipe more desirable.

There's certainly enough hype around the brand but Tesla does risk missing the boat. Instead of arriving as a trailblazer, the Model Y will find itself competing against the Volkswagen ID.4, Skoda Enyaq iV, Ford Mustang Mach-E, Audi Q4 e-tron, Mercedes EQA and Ioniq 5. In other words, just about every mainstream manufacturer has realised it needs to sell an electric SUV and many of them are already available.

Part of the reason for the delay is Tesla CEO Elon Musk's desire for European examples of the Model Y to be built at a new Tesla Gigafactory in Germany, the completion of which has faced significant hold ups. The Y began arriving with the first American customers in March 2020. 

When the Model Y does arrive here, there's likely to be a Long Range and Performance model, sticking closely to the Model 3 on which the car is based. Both versions offer impressive acceleration and four-wheel drive but it's the Performance that's likely to be faster than any rival, with 0-60mph taking around 3.5 seconds.

The Long Range will be capable of around 314 miles between charges, thanks to its smaller wheels and slightly reduced performance, while the Performance will have a range of around 298 miles. These are impressive numbers but according to official figures, they're no longer class-leading, with the Mustang Mach-E capable of up to 379 miles in its most efficient specification.

Inside, the Model Y has the same minimalist interior and technology as the Model 3, focused around a high-res 15-inch touchscreen in the middle of the dashboard. Air vents have been replaced by a narrow slot and leather by vegan-friendly materials. It works well once you get used to its controls but quality isn't on the same level as the top European manufacturers.

A taller roof means there's more space and headroom inside the Model Y than the Model 3, while its hatchback boot is much more useful for loading luggage or sports equipment. However, the Enyaq's boxy shape makes it even more accommodating.

We'll need to spend time behind the wheel of a Tesla Model Y in the UK to deliver our final verdict but we suspect fans of the brand and families alike will love the Model Y even more than the 3. Tesla should be worried, however, that the market for electric SUVs is getting significantly more crowded as the wait for the Model Y continues. 

MPG, running costs & CO2

 Tesla's small SUV has an impressive range and charges quickly

When the Model Y arrives, it's likely to be in Long Range and Performance versions, both of which have the same size battery. Thanks to smaller, 19 or 20-inch alloy wheels and less power from its electric motors, the Long Range is expected to have a range of around 314 miles. Step up to the Performance version, and 22-inch alloy wheels and more power reduce range to just under 300 miles.

The Skoda Enyaq iV has a shorter 256-mile range with its 62kWh battery but just beats the Model Y with between 327-333 miles if the largest 82kWh battery is fitted. Meanwhile, the Volvo XC40 Recharge can manage up to 259 miles between charges, which is some way behind the Ford Mustang Mach-E - that car’s capable of up to 379 miles.

Both the Long Range and Performance models take just under 12 hours to charge from empty to 100% using a 7.4kW wallbox, while a rapid charge at 250kW can take the battery from 10 to 80% in just 19 minutes. Another draw is the Tesla Supercharger network of public chargers, which won our 2020 Best chargepoint providers survey, coming top in every category. 

As with all EVs, the Model Y is exempt from VED (road tax) but the biggest savings will be for business users, thanks to very low Benefit-in-Kind liability. This can save company-car drivers hundreds or even thousands per month compared with petrol and diesel models.

Engines, drive & performance

 Lots of power and assured handling makes the Model Y fun to drive

While Tesla hasn't revealed the exact power of the Model Y destined for the UK market as yet, the Performance version is expected to get the same 455bhp as the Tesla Model 3 Performance. Nobody is ever likely to describe it as lacking in speed, with a 0-60mph time in the region of 3.5 seconds and a top speed of 150mph. There's instant acceleration when you press the throttle, followed by sustained acceleration that a Mercedes-AMG C63 or BMW M3 would struggle to match. 

The Long Range version isn't quite as unhinged, with around 345bhp getting it from 0-60mph in just under five seconds and on to a top speed of 135mph; step out of the Model Y Performance and it almost feels slow. The car feels taller than the low-slung Model 3 but there's still almost no body lean in corners, thanks to the low centre of gravity of the battery pack beneath your feet. There's some feel of the wheels and road through the steering too, keeping the driver in touch with what the Model Y is doing. 

Regenerative braking as you release the accelerator can be adjusted and in its maximum setting, it slows the Model Y noticeably, negating the need to use the brake pedal in most circumstances. It takes a bit of getting used to when first making the switch from a petrol or diesel model but quickly makes sense and can become rather addictive as energy is put back into the battery to improve range.

Interior & comfort

 Clever tech abounds but not everyone will like the minimalist design

The Model Y's interior is virtually identical to the Model 3, although you will notice the extra headroom. The raised seating position also makes getting in and out easier, and the extra space helps the Model Y feel airier inside, especially for those in the back seats, who also get to enjoy a larger panoramic roof.

The dashboard is the epitome of minimalism, with just a large central touchscreen; if you look through the steering wheel there are no dials or screens . Everything from the media system to the climate control and wipers are controlled either by the screen, controls on the steering wheel or column stalks. The 15-inch display is impressive, with Tesla's own software that works well and is frequently updated. It also has some pretty unique features, including the ability to show streaming entertainment like Netflix while parked up or play console-style computer games.

It's not perfect, however, and material quality is still off the pace of rivals like the Audi Q4 e-tron, Mercedes EQC and Jaguar I-Pace. It's also likely that trim options will be limited for the Model Y when it arrives in the UK, with far fewer ways to add features or personalise the interior than those offered by manufacturers like Audi.

Practicality & boot space

 A taller roofline and hatchback boot help boost practicality

We've mentioned that the Model Y's taller roof means passengers have more headroom than in the Model 3, which makes it possible for adults to sit comfortably in the back seats. The electric 'skateboard' under the car helps here because there's less intrusion into the interior, resulting in a flat floor and a longer interior than that of a traditional SUV of a similar size. 

Along with its SUV looks and raised seating position, most buyers will choose a Model Y for its improved practicality. Along with its frunk (storage space under the bonnet), a hatchback tailgate is likely to appeal to UK buyers more than the Model 3's saloon version, creating a much bigger opening to load in bulky items. Its three-part rear bench also folds down electronically. Tesla has also hinted that a third row will be available to make the Model Y a seven-seater but this hasn't been confirmed yet, and it also doesn't look like there'll be much space, so they're likely to be limited to children. 

Reliability & safety

 Safety is excellent but the Model Y's build quality feels patchy compared with rivals

While the Model Y hasn't appeared in our Driver Power reliability survey yet, the Model 3 came 18th out of the top 75 models. However, strong scores in other areas offset a poor performance for exterior and interior build quality. It scored very highly for running costs and gained a category win for its powertrain, while practicality also impressed - an area in which the Model Y should do even better.

It's a similar story for safety, where the Model 3 has been crash-tested but it's unlikely the Model Y will be scrutinised by Euro NCAP just yet. The Model 3 scored an impressive 96% for adult occupant protection, along with a very high 94% rating in the Safety Assist category.  

The Model Y also gets the same Autopilot semi-autonomous driver aids, so it's covered in numerous sensors and cameras that can help the driver avoid collisions and take over some driving tasks on well-marked roads. 

(carbayer.co.uk)

Published in Tesla
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.

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

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.
 
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

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.

 
2022_Porsche_Cayenne_Turbo_GT 15

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.

2022_Porsche_Cayenne_Turbo_GT 11

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.

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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

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