Almost five years after its launch, the Skoda Karoq is finally entitled to its first restyling. A very useful attention to relaunch the career of the medium SUV in the range of the Czech manufacturer. This discreet model is well positioned at the heart of the market, which allows it to secure its place on the brand’s sales podium with more than 500,000 units sold since 2017.

Discreet, the Skoda Karoq remains so with an appearance remodeled by small touches for this restyling: refined look thanks to lower headlamps, line of LED daytime running lights, rear lights revised with dynamic indicators and Matrix headlights at the top of the range. The more marked grille and the redesigned shields contribute to the change, while the raw plastic appendages emphasizing the SUV character of the Scout versions (which are disappearing) are generalized on the range, except in Sportline finish which is entitled to full paint.

The aerodynamics are also refined (roof spoiler, rims and underbody contribute to it), gaining nearly 10% with a Cd of 0.30. A way for the SUV to slightly optimize the consumption of its 100% thermal engines TSI of 110 and 150 hp Evo and TDI of 116 and 150 hp. Not the slightest hybridization, even light, is on the program for the restyled Karoq. That is unfortunate.

Prix ​​Skoda Karoq 2022

The new Karoq retains a wide range with petrol or diesel engines, 4 x 2 or 4 x 4 transmission and manual or DSG gearbox. The 1.0 TSI 110 hp petrol version is a good compromise for those who don’t swallow tens of thousands of kilometres. Displayed at €29,530, it offers a very complete package from the outset which includes in particular a beautiful infotainment screen (with GPS navigation, Android Auto and Apple CarPlay), hands-free entry and start-up and windows. overdyed. In order to supplement the equipment offer of this small petrol engine, it is possible for individuals and professionals alike to prefer the Business version at €31,900., which adds the rear view camera, front park assist, adaptive cruise control with lane keeping assist and power tailgate (see all the equipment on page 2).

Driving

With a small engine like the three-cylinder 1.0 of just 110 hp which equips our test car, one is entitled to wonder if the road services will be sufficient. Fortunately, thanks to the very contained weight of just over 1.3 t and the well-staged six-speed manual transmission, we are very quickly reassured when taking the wheel of this SUV. The small engine even offers an astonishing pleasure: it is not very noisy as long as you do not try to approach the red zone, without vibrations, very flexible and well supported by a box with frank and fast control. Be careful, however, to keep the foot light because, in the absence of any hybridization, even micro, consumption can easily approach 8 l / 100 km on the road. In town, on the other hand, the Karoq is reasonable. We noted a consumption of 6.5 l/100 km, and barely more on the highway, which is quite remarkable.

Thanks to a fairly compact size (4.39 m), direct steering and an excellent turning circle of 10.20 m, the Skoda is easy and agile to drive. It also exudes good ride comfort, even with our car’s optional 18-inch wheels, including on track or poor cobbled surfaces. The very natural and safe behavior is pleasant and completes a positive picture regarding driving pleasure. An area where such a version was not necessarily expected.

On board

Concurrence

There’s no shortage of competition in the crowded compact SUV segment, starting with the Karoq’s cousins ​​within the Volkswagen Group. Surprisingly, the Seat Ateca is offered at a much lower entry price in its Reference call version equipped with the same engine (€23,900), but with a more stripped-down level of equipment. The hierarchy is respected with the Volkswagen Tiguan, which is positioned more upscale with a minimum price of €35,865 and 130 hp under the hood.

Another reference, the Peugeot 3008 starts a little above the Karoq, at €32,600 with a three-cylinder 130 hp PureTech engine. Its technical cousin badged Opel, the Grandland X, is positioned at €29,050 with the same engine, while the Citroën C5 Aircross, which is more spacious and also has individual rear seats (but not removable), is displayed from €27,450. € only. Finally, Nissan remains one of the safe bets in this segment with its Qashqai offered at just €24,950 (140 hp engine).

Find the results of the test and the prices, equipment and technical sheet of the Karoq 1.0 TSI on next page.

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In recent years, the future of the Ford Mustang has been the subject of various and sometimes contradictory rumors. The next generation of the “pony car” (type S650) finally seems to be taking shape following the leak of two images in quick succession. The development of the car seems very advanced and its presentation is scheduled for 2023. The current and sixth generation (type S550) arrived on our market in 2015.

A subtle but noticeable change

An illustration, which appears to have been photographed from another medium (paper or screen), shows a smooth evolution of the next Mustang stylistically. Its front face is more aggressive than that of its predecessor, thanks to an angular and flared grille positioned lower, on either side of which are located thinner and more horizontal lights. Below, the shield is very openwork. There is also a large air intake on the hood.

Two variants already revealed

The other leaked image is a photo of a development prototype whose front side is devoid of camouflage. We find the style of the car seen in the illustration, except that the front air intakes and the rims seem smaller. It could therefore be a less efficient version. Corridor noises announced a next generation 100% electric for the Mustang; the American should finally keep heat engines for a few more years. The 2.3 L four-cylinder turbo EcoBoost and the naturally aspirated 5 L V8 should be renewed. Both could nevertheless be electrified, in proportions which remain to be known. In 2018, Ford announced a hybrid Mustang for 2020. In 2020, it was rumored that it was postponed to 2022. But it could be that this hybridization therefore only occurs after the generation change.

V8 yes, manual maybe not

Ali Jammoul, head of “iconic vehicle” development at Ford, reportedly revealed: “ The choice of engines is very important. (…) It is clear that the V8 has been very successful in the Mustang and conveys a certain image for our customers. What we need to do, however, is make it more environmentally friendly and make sure it complies with regulations. It’s definitely something we’ve been working on and that we will see on the next generation of Mustang. »

On the other hand, the person in charge would keep for the time being to confirm the maintenance of the manual box on the next Mustang, stressing that this one will be brought to disappear as electrification gains ground. ” Whether thermal or electric, we will offer Mustang DNA. (…) As long as there’s a market for it and customers want that added feeling of control, the manual will stick, but clearly there’s a lot more you can offer with an automatic, especially on an electric car. (…) So I can’t tell you that the manual gearbox will last, it is clear that there will be more and more electrification, and in the future the manual gearboxes will have disappeared “, he would have explained. In particular, Ford plans to offer an electrified variant of each model in Europe in 2026, then an exclusively “zero emissions” range in 2030. “ The next generation we are working on will launch in 2023 and it will be brilliant “, would have promised Jammoul.

Sources : Mustang7G, Ford Authority, Which Car ?

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Promise kept! Last January, Mercedes unveiled the Vision EQXX electric prototype and announced a range of over 1,000 km on one charge. To do this, the manufacturer certainly relied on a large capacity battery (just under 100 kWh), but also and above all on an energy consumption of less than 10 kWh/100 km.

By way of comparison, an EQS 450+ with a 107.8 kWh battery and a 333 hp rear motor claims 726 km of autonomy and a consumption of 17.1 kWh/100 km in the WLTP combined cycle. Under the supervision of German homologation body TÜV Süd, the Mercedes EQXX has just reached Cassis, in the south of France, from Sindelfingen in Germany, on a single charge along a route of 1,008 km. A few days after its arrival, we slipped on board for a test drive.

The EQXX more accomplished than a simple prototype

More than a concept car or a rolling laboratory, the Mercedes EQXX is a car made for the road. It is a four-seater sedan approved for use on public roads, taking advantage of the few regulatory flexibilities granted to small series vehicles. On board, almost nothing reveals its experimental nature. We notice the aerators with a complex and futuristic design worthy of a concept car or the emergency cut-off control on the ceiling. But, apart from these few details, the cabin is similar to that of a mass production electric car. On the road, no unpleasant whistling, no jolts, and a neat interior finish intended to impress. We will come back to it.

The rear engine delivers its 245 hp (41 hp more than last January) with the vivacity specific to “zero emission” vehicles, under the close supervision of a very considerate ESP. The firmness of the seats and suspension is surprising at first, but it seems consistent with the apparent responsiveness of the steering. Because the EQXX is lively and turns flat. It is the engineer Julien Pillas, specialist in electric motors at Mercedes, who is at the wheel. On the winding roads of the hinterland of Nice as at the motorway toll exit, the latter does not hesitate to demonstrate the dynamic capacities of the car and does not hide his pleasure. However, according to the dashboard, consumption at the end of our trip remains close to 9 kWh/100 km. It’s time to ask our driver and his fellow engineers for a few explanations.

How the EQXX cuts through the air

The history of Mercedes is based (among other things) on a few vehicles that have enabled the brand to set milestones in terms of technical advances. The EQXX is among these according to the manufacturer, and its approval for the road is all the more remarkable. One of the crucial elements of its design is its aerodynamics. The car boasts a Cd (drag coefficient) of just 0.17. In 1938, the Mercedes W 125 which had beaten a speed record of 432.7 km/h with a V12 of more than 700 hp did just as well. But it was a single-seater whose four wheels were faired; the car resembling an airplane wing with a cockpit cut out of it. The 2013 Volkswagen XL1, produced in limited series, did manage to achieve a Cd of 0.19, but it was a small two-seater coupé with faired rear wheels. Today’s best mass-produced cars hover around 0.2.

The front bumper of the EQXX has very little openwork. The front brakes do without cooling ducts, the regenerative braking of the powertrain being able to ensure the vast majority of the decelerations required on a daily basis. Fine vents at the bottom and sides of the front bumper help to guide the air optimally. Behind the bottom vent is a flap that can change position on command to provide additional cooling via a radiator, the hot air then evacuating through the two openings in the hood.

The 20-inch rims are solid, their junction with the tires has been smoothed as much as possible with the help of Bridgestone, which has developed specific rubbers. And extractors are located behind the front fenders. The flag describes a receding curve towards the stern. The rear track is 50mm narrower than the front track. At the rear, a diffuser completes the flat bottom, and this automatically deploys at 60 km/h. So despite its reasonable power, the car would theoretically be able to reach around 300 km/h at peak speed according to its designers.

A compact and dense battery for the future

If aerodynamics is crucial (62% of the energy used by a car is only used to counter the relative wind according to Mercedes), the weight is just as important. With 1,755 kg on the scale, or some 700 kg less than an EQS, the EQXX is not light for all that compared to a thermal equivalent. But its 495 kg battery still weighs almost 200 kg less than that of the EQS. It is also compact, measuring 2 m long, 1.26 m wide and 11 cm high.

Classic in its chemistry (lithium-ion), it benefits from cells offering an energy density greater than 400 Wh/l, but also from passive cooling using air which rushes in through the scoop of the front bumper. This configuration could be found on board the next generation compact electric Mercedes, which will be launched from 2025 on a new modular platform called MMA. This would allow the manufacturer to offer small electric vehicles with a long range. Similarly, the voltage of 900 V to quickly recharge the battery of the EQXX (15 min for 300 km according to Mercedes) should find its way to mass production. This will also be the case at Stellantis, starting with the Peugeot 9X8 endurance hybrid.

The obsession with energy waste

The interior of the Mercedes EQXX gives pride of place to materials from recycling or sustainable sources. The seats, for example, are upholstered in white synthetic leather, contrasted by a few touches of pink gold characteristic of the Mercedes EQ models. But what impresses inside is the touch screen that occupies the entire width of the dashboard. These are not multiple monitors grouped together behind a single panel, but rathera unique 47.5 8K display diagonal inches.

Its presence seems to contradict the engineers’ search for energy sobriety. But its backlight comes from a strip of LEDs that turn on or off individually as needed; their consumption is almost nil behind a black element on the screen, which at the same time benefits the visual contrast. Sensors placed at the front of the car detect the direction and strength of the wind, making it possible to finely adjust the range displayed on the screen.

Still with the aim of chasing energy expenditure, the EQXX does not have retro cameras. The advantage of the latter over the Cx is only 0.001 while their cameras and screens consume energy while adding weight according to the engineers. Teddy Woll, head of aerodynamics at Mercedes, also points out that these devices are less effective than good old mirrors. On the one hand, their display accuracy will always be lower than what the human eye can perceive in a mirror. On the other hand, they suffer from a latency which, however small, can be important on the road.

TO READ. Autonomy of electric cars: the results of our tests

Finally, engineers worked to minimize friction, redundant functionality and other energy losses. It starts with the charging socket, which only accepts direct current, or with the tires which, while offering the more than satisfactory grip that we have observed, are studied for minimum rolling resistance. On the roof, 117 photovoltaic cells supply the 12 V battery dedicated to on-board accessories. This solution, already offered by a handful of other manufacturers, makes it possible to gain approximately 2% of autonomy according to Mercedes, which indicates that 95% of the energy of the traction battery reaches the driving wheels of the EQXX.

1,000 km between Germany and the French Riviera

Thus, the Mercedes EQXX which left Sindelfingen on April 5, 2022 at 7:00 a.m. arrived in Cassis the same day at 7:02 p.m. with approximately 15% charge remaining, i.e. approximately 140 km. This represents a consumption of 8.7 kWh/100 km. At an average speed of 87.4 km/h and without exceeding 140 km/h, it passed through the Alps, crossing Switzerland before taking the Saint-Gothard tunnel to reach Italy to finally branch off towards France. Only two stops were made on the way to change drivers. The Vision EQXX is not intended to be marketed and will continue to evolve, like the Mercedes C111 in its time. But the technologies it embeds will be gradually deployed in production cars.

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Alpine is about to turn a new page in its history. The manufacturer, which returned to center stage in 2017 with a modern reinterpretation of its famous A110, will change eras from 2024: it will now only offer electric vehicles. Three models are announced, including one with plastic and a sportier temperament. It will be the last to point the end of its grille in 2026. A copy which unlike its counterparts will not be assembled in France. The argus explain why…

TO READ. Alpine. The Dieppe plant will assemble an electric GT crossover

The tricolor sports car produced in Great Britain

The historic factory in Dieppe (76), now dedicated to the production of the A110, will soon be reassigned to the assembly of the electric GT crossover. This adventurer version (code DZ110) will be produced from July 2025, after adaptation of the industrial tool.

Before him, it was the “zero emission” vitaminized city car who began her career. The Alpine A5, of its nickname, is expected from the end of 2024. A technical clone of the Renault 5, it will be assembled alongside its cousin on the lines of the Douai factory (59).

As for sports? The Renault Group no longer has the production capacity necessary to accommodate a new model, it should therefore seek its partner Lotus to ensure the manufacture of the replacement for the Berlinette. The French manufacturer has not made anything official yet, but it is only an open secret. The British firm should favor one of its Norlfolk sites in Great Britain (Hethel or Norwich) – dedicated to the manufacture of its sports cars – rather than its new site in China, where its top-of-the-range electric models* will come out. In 2021, Alpine delivered 2,659 vehicles worldwide (+74% compared to 2020).

TO READ. Lotus. Two SUVs, a sedan and a Chinese factory announced

An operation also intended to reduce costs

This partnership between Alpine and Lotus will therefore not only make it possible to offload the French factories, but also to share the production costs (in addition to those dedicated to R&D). For the record, in January 2021, the two brands agreed to develop – in the second half of the decade – a model which should take the form of a coupe. Athletes will notably share their platform. Like the future A110, the Type 135 project from Lotus will not be marketed before 2026.

According to information provided by the British firm, the descendant of the Elise, and its French competitor, will be able to benefit from one or two electric motors for an output of 350 kW (476 hp) or 650 kW (884 hp). Two battery capacities will also be offered. Let’s hope that the weight of the batteries does not weigh down the behavior of these models which share a common philosophy: “Light is right”.

*In addition to the Eletre SUV, Lotus will launch an E-segment four-door coupé (Type 133) in 2023 and a D-segment SUV (Type 134) in 2025.

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Next spring, Ferrari will unveil its very first SUV, the Thoroughbred. But some did not wait to ride behind the wheel of a recreational vehicle adorned with a prancing horsethis Ferrari 412-based pick-up bears witness to this.

A unique Ferrari for €24,000!

If you want to ride at the wheel of an exclusive machine, you will be served. This one is for sale by the house Bonhams with an estimate between 15 and 20,000 £ or between 18,000 and 24,000 €. For comparison, a Ferrari 412, depending on its mileage, trades between €78,000 and €90,000. But is this “special” 412 really a bargain?

In the UK everything is allowed? Even disrespecting the original features of a Ferrari? Be that as it may, the car you have in front of you was, when it left the dealership in 1989, lacquered in black and equipped with a complete body of a 4-seater coupé. In short, in strict original condition. The owner, no doubt disappointed by the reliability of the 4.9 liter V12 engine of 335 hp, swapped the capricious Italian mechanics for a much more rustic Chevrolet V8 with simpler carburetion settings.

Another change, the car then turned red to be more conspicuous. If the American V8 engine is less bulky in length than its Italian counterpart equipped with two pairs of additional cylinders, it takes up more space in height. And it wasn’t originally designed to fit under such a sloping hood. Therefore the air intake circuit of the carburetors exceeds and required a very unsightly cut. Things could have stopped there. It would have been a lesser evil. But no…

TV star

About ten years ago, the car was the star of the British television show Ultimate Wheels whose principle was to dramatically modify vehicles. In short, automotive reality TV. It is therefore for the needs of the small screen that the 2+2 coupé body of this Ferrari 412 was transformed into a single cabin pick-up.

The operation required a substantial displacement of the quarter pillar towards the front of the vehicle. The roof is significantly shortened in order to have a sufficiently large loading surface in the dumpster. The latter is adorned with a very chic teak coating.

But access is not easy since there is no side board at the back of the car. You will have to lift the objects over the edge before putting it in the dumpster. Tedious! In the aftermath, the rear seat has almost disappeared, in any case it is no longer usable. The seats remain in place, covered by a veneer, too, in teak as for the files, they have been removed.

READ ALSO

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In the early 2000s, very special 7 Series E65s crisscrossed the roads around the world. Their particularity? Their V12 used hydrogen as fuel. But, by giving up gasoline, the noble twelve-cylinder then fell from 445 to 260 hp, and BMW had finally abandoned the development of this technology. Today, however, we find one of the engineers who participated in this project, Thomas Korn, at the head of a Munich start-up, Keyou, who still believes in this solution.

This young company has even just converted two large diesel vehicles to the use of this gas: an 18 t truck and a 12 m city bus. These two utilities, powered by the same 7.8 l engine developing approximately 272 hp, will thus be able to begin a test phase. Confident, the company is already announcing total costs close to those of a diesel, a lifespan of more than 700,000 km, a range of more than 500 km. All this without CO emissions₂ or particles in the exhaust. With hydrogen, only water vapor would be released at this level.

Simpler than the fuel cell

The approach differs somewhat from that of Toyota, which favored sports vehicles, even competition, initially powered by gasoline. The manufacturer first took as a base the three-cylinder of the GR Yaris, then the naturally aspirated Lexus V8 revisited by Yamaha. But the Japanese giant and the German start-up agree on one point: the idea of ​​using hydrogen (H₂) as fuel in a heat engine, with limited changes. It is for this same purpose that the equipment manufacturer BorgWargner unveiled in February a complete system for injecting H₂ “rapidly marketable, which requires only slight adaptations of the traditional internal combustion engine”.

A major advantage compared to the complex and expensive fuel cell of a Toyota Mirai, a Hyundai Nexo or certain Stellantis and Renault utilities. In this case, in fact, the hydrogen is only used to produce electricity through a reaction with the oxygen in the air, in order to drive an electric motor. As for lithium-ion batteries, the most popular alternative today, they are penalized in certain uses by their recharging times, their weight or their size.

Still obstacles to overcome

Still, the game is far from a foregone conclusion for this apparently quite simple technology. For it to be considered sufficiently virtuous, it would indeed be imperative that the necessary hydrogen be produced in a clean manner, using renewable energies. However, it’is unfortunately far from being the rule today, since the two most commonly used techniques use natural gas or oil. If it is possible to extract the hydrogen present naturally in water thanks to a process called electrolysis, it is also much more expensive and it requires a lot of electrical energy. The distribution and storage of H₂, which is highly flammable and has a very low bulk density, also causes some difficulties. For the time being, even if it seems to be attracting more and more interest, the use of hydrogen must therefore still prove that it can really constitute a viable alternative to the “all-electric” that the European Union would like to impose. from 2035 in its quest for carbon neutrality.

TO READ. End of thermal in 2035: these questions that everyone is asking

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The Renault Duster Oroch is an original creation of the Diamond brand for the South American market. It has been sold there since 2015. Positioned halfway between the family SUV and the utility pick-up, it relies on its modularity and competitive prices to convince a well-targeted clientele. This new generation is therefore not intended to deviate from this objective, but is modernized in every way. : design, interior and on-board technologies have been improved.

More different than it looks

On closer inspection, there are many stylistic changes. The front end, for example, adopts a more assertive grille. The foglamps are further apart and still encased in their plastic shield protection. Only the front headlights have been retained from the old model, including on the high finish. Note that the name “Duster” has also completely disappeared from the vehicle to make the Oroch a model in its own right.

In profile, we observe the arrival of better integrated roof bars, which can support up to 80 kg of load. New alloy wheels are also included, except for the entry level. It is at the rear that the Oroch changes the least since the shutter of the beauty is identical, apart from the name drawn in the form of a sticker. In the past, a real lettering was affixed. The guards on the side of the bed have simply been enlarged and redesigned for more robustness. The total load capacity of the vehicle can reach 680 kg for a load volume estimated by Renault at 683 litres.

A modernized cabin

The Oroch benefits from a wheelbase of 2.83 m to provide enough space for five passengers. In the cabin, the dashboard takes up the layout of the last European Sandero. The round air vents have given way to rectilinear shapes while the touch pad benefits from the latest generation of Dacia’s multimedia system. The new pick-up thus benefits from wireless Apple CarPlay and Android Auto, from the 2^e level of finish. Speaking of which, 3 versions are offered: PRO, Intense and Outsider.

A new engine in the catalog

The novelty is that this latest Outsider finish inaugurates the 170 hp 1.3 TCe engine, already launched on the brazilian duster a few weeks ago. This engine, in addition to better performance, benefits from a dual-fuel system (petrol-ethanol) and an eight-speed CVT X-Tronic gearbox. Remember that in Brazil, ethanol is very popular. The stations even sell E100, without a single drop of gasoline. For the PRO and Intense versions, the 120 bhp 1.6 SCe engine is mated to a six-speed manual gearbox. This is new on this model for the South American market, but present in France on the Clio for example.

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Fiat writes this prominently on its website and in its advertisements. Its 500 electric is offered from €109 per month. Rather enticing for this city car which has lost none of its charm by switching to electricity and which is perfectly cut for the city. To make this proposal, Fiat is based on the small battery version, which displays 23.8 kWh of power and 190 km of autonomy. This lowers the price of access to €25,400 in the Action before bonus finish, against €30,900 minimum for the higher model (42 kWh battery and 320 km of autonomy) in the Icon finish.

Fiat 500 electric price

The offer at €109 per month extends over a period of 37 months and 30,000 km. It is accessible without condition of recovery but requires a contribution of €2,500 excluding bonus. This proposal therefore concerns the low-range model, which may be sufficient depending on the use of the car, but you also have to be satisfied with the rather bare Action finish. Right here, no radio, no air conditioning, no touchscreen and small 15-inch wheels. Such stinginess in a new car becomes rare, especially compared to the price.

The RED finish of our test model is more dapper. The 7-inch touchscreen, radio, automatic climate control, Apple CarPlay and Android Auto come as standard, as do the soft-touch steering wheel, 16-inch rims and chrome window surrounds. Nicer, but also more expensive: count €28,400 before a bonus of €6,000 and a rent that climbs to €175 per month The promise of €109 is receding… and the difference will increase with each option checked, like painting metallic (the RED does not only exist in red!) or the charging cable for public terminals (see list on page 2). However, there is a way to contain the monthly payment for this electric 500 by lowering the mileage of the contract, because 10,000 km per year for an electric city car with low autonomy is a lot.

Driving

The electric Fiat 500 remains a Lilliputian with its size of 3.62 m, or 5 cm more than the gasoline version still in the catalog. Remember that the two models have nothing to do in terms of chassis and design. The new battery-powered model was designed on a modern platform dedicated to electric propulsion, while its thermal counterpart uses a chassis dating from 2009. The small size obviously works wonders in town, where the electric 500 is a delight to drive. . Its 95 hp engine with instant torque of 220 Nm allows quick starts and smooth evolutions. Maneuverability is ensured by a short turning circle (9.20 m) and steering that is both smooth and precise.

There are three driving modes: Normal, Range and Sherpa. They act on the engine force, therefore on the recovery of energy when lifting the foot from the accelerator. The choice will be made mainly according to his desires between freewheeling in Normal mode, which is similar to driving a petrol car with automatic transmission, and driving with one pedal in Sherpa mode (the car stops without touching the brake). On the roughness of the bitumen, the damping is a little firm because it is necessary to channel the body movements generated by the 182 kg of battery, but the small car is not uncomfortable. It’s even the best Fiat 500, compared to a petrol version that suffers from rather fuzzy steering, less pleasant suspension and firmer front seats.

Obviously, the limits of competence of this 500 electric are linked to its small battery of 23.8 kWh and 21.3 useful. No need to beat around the bush: you need a home charging solution to sustain its use and avoid an exhausting hunt for public terminals. During our test, we completed a 284 km course over several days in the Paris region in rather mild temperatures. Electricity consumption was 13.2 kWh/100 km; a result close to the announced WLTP value. With this flow, autonomy is around 160 real km.

This radius of action is in any case sufficient for all those who forage mainly around their home with their car. Obviously, some “distant” escapades are always possible, with the possibility of sporadically recharging in direct current of 50 kW on a fast terminal to recover 80% of the battery in 30 minutes. But this is frankly not the vocation of this version. For more versatility, it is better to go for the 42 kWh model, with which we measured a real autonomy on the road of 227 km.

On board

Concurrence

In terms of electric city cars at low prices, the Dacia Spring is obviously the champion of the wallet. The Romanian is displayed at €18,690 in the Comfort finish with air conditioning, radio, Bluetooth and charging cable. Or €13,644 after bonuses, compared to €19,400 for the 500th Active stripped of equipment. There is therefore no photo on the budget side in the event of a purchase, the first also benefiting from a slightly greater autonomy. But let’s recognize that the Fiat 500e is much more attractive, more pleasant to drive and more reassuring. The brand is also strong with its long-term rental offers. Between the Fiat and the Dacia comes the Renault Twingo ZE. Priced at €17,150 with a bonus at the entry-level Authentic, it nevertheless has equipment that is as sparse as that of the 500th Active (no radio, no air conditioning).

Find the results of the test, the technical sheet and the equipment on the next page.

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Born during the events of May 68 in the workshops of the famous coachbuilder Henri Chapron, in Levallois-Perret (92), the Citroën DS 1 PR 75, PR meaning Presidency of the Republic, was impressive with its 6.40 m length. Its flag was also raised so that the “great” Charles could take his place on board without taking off his kepi.

Copiously stretched by 1.60 m, she embodied, at the time, the greatness of France. And even if it was only used very rarely by General de Gaulle, this Citroën limousine left its mark. The current President, Emmanuel Macron has benefited from several DS7 Crossback SUVs, a model that can be discovered during his investiture on May 14, 2017, then an even more exclusive version as it has been extended for the ceremony on November 11, 2021.

TO READ. Citroen and DS. All cars of French Presidents

The Citroën C5 X transformed into a limousine

Today in the Citroën range, it is a new grand tourer that responds to the call, not of June 18, but of a global clientele concerned about their postural comfort. Coming from China where it is assembled, it is called there Dongfeng Citroën Versailles C5 X. But the Citroën C5-X will not have the opportunity to make a career in the ministries. Admittedly of French design, but imported, its image is already tarnished. The made in China would be synonymous with a guaranteed media scandal for an official vehicle.

However, the writing of The argus looked at his case using Photoshop software and a graphics palette. We had already imagined in 2017, the “possible” presidential vehicles at the time. Five later, the car candidates have changed a lot, which is why we adapted and thought about an extended variant of the Citroën C5 X. Not as much as its ancestor from the end of the 1960s, the splendor is no longer topical, but the car is impressive all the same. Indeed, the length goes from 4.80 m to 5.20 m enough to add a pair of jump seats or allow passengers to stretch their legs. This transformation tends to visually lower the high stature of the car while the dark blue tint erases its SUV attributes. A never-before-seen crossover limousine. What do you think ?

TO READ.

C5 X Elysée, a logical name

To name “our” limousine, a surname naturally imposed itself: Citroën C5 X Elysée. A nod to the Citroën C-Elysée – the Citroën Logan – which has nothing to do with a presidential vehicle, quite the contrary. It is an extended Peugeot 208 adapted for emerging markets, which makes it the exact opposite of a presidential car. It is also assembled in China, in the Wuhan factory, as well as in Spain, in Vigo. Elsewhere in the Iberian Peninsula, the C-Elysées abound painted in yellow and black. They serve as taxis.

TO READ. Citroën C-Elysée, Citroën’s Logan, in France from €13,450

The post Citroën C5 X Elysée 2022. Our presidential limousine in SUV mode appeared first on Byri.

For Dacia, poor results at Euro NCAP have become a bad habit. After the two stars obtained by the Sandero in the spring of 2021, then the only star collected by the Spring last December, it is the Jogger adventurer station wagon that returns home with a single star. However, he did not even have the right to a proper crash test. The European organization, which is celebrating its 25th anniversary, considered that the Jogger was too close to the Sandero to justify such an expense. An already debatable choice: if the entire front part is common to both models, the last-born benefits from a completely different central cell and stern. But it is above all the division of the note by two compared to the city car which makes Dacia cringe and which deserves to be explained… because it should in theory only apply to the seven-seater version.

2 theoretical stars in five-seater version

To justify its decision to remove a star, Euro NCAP relies in fact on the absence of witnesses of non-wearing of the seat belt in the third row. A point which therefore does not concern the five-seater versions. However, this does not prevent the entire range from seeing its score in the field of driving aids drop to only 39%, instead of 42% for the Sandero. A drop of 3% which no longer allows you to benefit from a second star in the eyes of the organization.

In the past, Euro NCAP has sometimes given a different rating depending on the version, but it has not opted for this solution this time., while the 5-seater Jogger is theoretically well eligible for two stars. Dacia also has an acceptable explanation for the absence of a seat belt indicator on the last row of its seven-seater variants. As their two booster seats can be extracted from the passenger compartment, the addition of this equipment would have involved complex wiring, with risks of lack of long-term robustness. The Romanian brand has therefore deliberately chosen to dispense with it.

Not so alarming results

Looking in more detail, we can also see a slight drop in points in the area of ​​child safety compared to the Sandero, although the score remains the same at 72%. A consequence of the Isofix fixings which are only compatible with a small part of the seats offered on the market in the third row. But all the other results are logically identical to those of the Sandero, and less alarming than Euro NCAP would have you believe. Even if it remains far from that of much more expensive competitors, the protection of adults remains indeed honorable, as evidenced by the 70% it obtains. More than the crash test itself, it is above all the lack of state-of-the-art driving aids which today strongly penalizes Dacias.

In particular, they pay for the absence of assistance for keeping in line… while our tests regularly show us that the effectiveness of this assistance today often remains very perfectible off the motorway, leading many users to deactivate it as quickly as possible. The Sandero and Jogger also pass away in the field of the safety of “vulnerable users”, the fault above all of an automatic emergency braking incapable of recognizing pedestrians and cyclists. But that is clearly not enough to catalog them as dangerous cars… and most buyers are not mistaken: you are always more numerous to rush on the latest innovations from the manufacturer, which are sometimes the only cars new to fit within your budget.

TO READ. Dacia Spring: only one star in Euro NCAP crash tests

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