What will become of the Renault Clio? This is the question that all observers asked themselves when Luca de Meo confirmed in January 2021 the revival of the R5 for 2024. Internally, the decision to replace, or not, the brand’s bestseller was turned into a headache for decision makers. Four years from his replacement, the latter had to decide : the diamond firm will market a Clio 6 in 2026. The argus explains why.

Too fast an energy transition

This sentence is not from Luca de Meo but from Carlos Tavares. Nevertheless, the Italian boss thinks no less. While many were announcing the market shift to electric from 2025, it is clear that the democratization of battery-powered vehicles will take longer than expected despite the forced march imposed by Europe. In addition to the brake on charging stations, which are insufficient in number, manufacturers must face a surge in the price of raw materials as well as rare earths which make up batteries and electric motors. Without forgetting that the semiconductor crisis is still relevant and that a shortage of batteries is announced from 2023.

In short, the promise of an electric vehicle at the price of a thermal one is untenable in this context. It is to this conclusion that the leaders of Renault have come and they have estimated that the sales of the R5 will not be equivalent to those of the Clio. And for good reason, long before the soaring costs linked to the Russian-Ukrainian conflict, the starting price of the Renault 5 was set between 22 and 24,000 € according to Luciano Biondo, head of the Electricity division in the North of France. This is already more than the €20,000 promised at the start of 2021 by Luca de Meo.

Peugeot-Renault: same fight!

The diamond brand is not the only one to have knots in the brain about the future of its city car. Peugeot has also long wondered about the future 208 (P31 project in 2026). Result of the races, it will only be electric but the current model (launched in 2019 and restyled in 2023) will continue its career with the 1.2 PureTech engine which will meet the next Euro 7 pollution standard (2026-2027). The first will be produced in Zaragoza in Spain and the second in Kenitra in Morocco.

Clio 6: the current version reworked

The timing will be identical at Renault. The Clio 5 will go through the restyling box in the summer of 2023 with a big change in the front part and the addition of the new 1.2 TCe engine which will have several powers depending on the vehicle (90, 100, 110 and 130 hp). In manufacturers’ jargon, the 6^e opus of the Clio will be a “reskin” of the Clio 5. Understand that the platform and the structure will be identical but the outer skin of the bodywork will be redesigned and the cabin brought up to date.

Under the hood, the range will focus on the 1.2 mild-hybrid 48V petrol engine and a full-hybrid version. The diamond-shaped city car will benefit from the new 1.8 E-Tech which will carry a new electric axial flow machine developed by the French start-up Whylot. The result is a more compact, less expensive and more efficient electric motor. Between the desires of European politicians to lower CO2 and the priorities of consumers whose budgets are overheating, the gap is inexorably widening. Consequently, manufacturers have become masters in the art of the splits.

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He would have been 100 years old on May 17, 2022. He is Jean Rédélé, the founder of the Alpine brand. Three associations of brand enthusiasts wanted to pay tribute to this pilot and entrepreneur who notably gave birth to a legendary model: the A110. For this gathering, the Association des Anciens d’Alpine (AAA), the Club Alpine Dieppe (CAD) and the Club Alpine Usine de Dieppe (CAUD) have called on all owners of models with the A arrow (or assembled within from the Dieppe plant).

Their ambition? Gather 1,000 vehicles on the lawns of the esplanade of Dieppe (76), stronghold of the founder. Successful bet ! On May 28, 2022, the day the celebrations kicked off, no less than 1,100 vehicles were exhibited under a radiant sun to the delight of owners and the public who came in large numbers to attend this extraordinary event.

Alpines of all ages united

Alpine lovers, from France, Belgium, Germany, Austria or even Portugal, have not done things by halves. During our walks in the aisles, we met several couples who had come…in two cars! Muriel and Laurent, fans of the brand for 40 years, have no less than 4 models with the A arrow in their garage.

That day, it was with two A110s (an old 1300 and a Color Edition 2020) that they made the trip. A few steps away, the scene is more comical. A mother with a stroller is amused by the reaction of a passer-by who still does not believe her eyes when she assures him that she came “as a family” with her husband “each at the wheel of a coupe”. If the modern and old Alpine A110s were widely represented, the A310 and A610 also had pride of place. Moreover, some atypical models did not fail to make visitors smile and attract the lens of our photographer!

>> Discover our most beautiful photos of the Alpine gathering <<

Renault models assembled in Dieppe and an F1

Alpine wouldn’t be what it has become without Renault’s support. In 1973, the small brand joined the bosom of the tricolor giant. Three years later, the R5 Alpine left the Dieppe factories. Then the lines began to produce R5 GT Turbos, Spiders, Clio V6s… So it’s not surprising to come across some of these examples along the aisles.

Some rare copies were also part of the trip, like Emmanuel and Goffroy’s R5 Turbo. This is the only copy that is as white on the outside…as it is on the inside! ” And again, hasten to entrust us with the father and his son, we have removed all the sheepskin in the cockpit. All the rooms – now black – were covered with it »! It must also be said that its previous (and first) owner was none other than a Saudi prince. It is in a good-natured atmosphere that all the people who have contributed to the success of Alpine found themselves, starting with the family circle.

TO READ. Renault Sport series. The history of road models from 1995 to 2021

The Rédélé family present during the festivities

Michelle Rédélé, 93, would not have missed this event for nothing in the world. The designer’s wife, accompanied by her children and grandchildren, received from the hands of Alpine boss Laurent Rossi a rare copy of the special J.Rédélé series. She then confided to us that she was moved, very happy and impressed by the enthusiasm aroused by the brand. ” It reminds me of the whole story that started there, that happened there… It was an absolutely incredible adventure. I can’t even find the words to tell you what it really represented: the risk, the doubt…

“Jean was truly the most persevering person I have met.“

So we knew he would go all the way with all the pitfalls and difficulties that this represented at a time when France was not helping people who had ideas much. But that didn’t stop him. To give the meeting an even more special flavor, Jean-Charles Rédélé (the son) and Renault Classic have taken some fine specimens out of their garage and exhibited them in a temporary museum. They will be to be discovered in a future article on L’argus. Stay connected !

TO READ. Alpine Renault: photos of the incredible Rédélé collection

The post Rally 1000 Alpine in Dieppe. Our most beautiful photos! appeared first on Byri.

Little by little, car manufacturers are developing their ranges of alternative transport solutions. In addition to scooters, the catalogs have been enriched with scooters and bicycles. On the occasion of World Bike Day (June 3) and in the run-up to Father’s Day (June 19), L’argus offers you a selection of cycles.

>> Selection of chic bikes for dads in a hurry <<

Electric bikes, road bikes, all-terrain bikes…

On the menu: a few electric or muscle-powered bikes, road bikes or even mountain bikes. There is something for all tastes and especially all budgets. The most expensive on the list costs €36,000! It is signed Bugatti (below, left). The manufacturer from Molsheim does not do things by halves. His bike weighs no more than 5 kg.

Peugeot is undoubtedly part of our shortlist, he who has been making bicycles for over a hundred years. Its range is very extensive, but our attention has been on the new generation of all-electric off-roaders (above, right). Prices range from €4,549 to €6,499.

On the side of Citroën, partner of the AG2R cycling team on the Tour de France, we are rather targeting “bobo” dads with a white and black bike (with a red chain). This model was developed by Martone Cycling and is available in two sizes on the lifestyle.citroen.fr website.

Other bikes badged by big names in the automobile industry are to be discovered in our slideshow. The advantage? They are generally more accessible than their four-wheeled “cousins”. Treating yourself to a Ferrari, a Porsche or a Lamborghini (with pedals) then becomes possible!

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Large utility from the range of the manufacturer to the oval, the Ford Transit 2T was until now only available with turbo diesel engines (with or without micro-hybridization). Enough to carry out most of the missions that the many versions of this van allow. Faced with the future traffic constraints that weigh on thermal vehicles in city centers, all manufacturers have worked on electric versions of their large models. Ford was lagging behind its main competitors (Renault, Stellantis, Mercedes, Volkswagen), which were all releasing 100% electric versions. But the answer is finally here with the new E-Transit, available from spring 2022.

Externally, no big changes for the electric model compared to the diesel version. We will simply note the appearance of bluish rods on the grille and a lower ground clearance due to the batteries which, fixed on a subframe under the body, protrude a little below. Of course, the absence of an exhaust pipe, the specific logos and the presence of a hatch for the charging socket in the grille also make it possible to distinguish this “zero emission” version from the other Transit 2Ts.

Like its diesel cousins, the E-Transit is declined in many ways. But it will not be possible to have, for example, all-wheel drive or the double cab version of the chassis. In all, there is 25 combinations of Electric Transit, between vans in three lengths (L2/L3/L4) and two heights (H2 and H3), deep cab vans (only one length L3, but two heights H2 and H3) and a single chassis-cab in two lengths ( L3 and L4).

Three GVW are also on the program: 3.5, 3.9 and 4.25 t. Thanks to the specific derogation system for alternative energy vehicles, it is authorized to drive the last two with a simple B licence, but the vehicles are then restricted to 90 km/h and a tachograph is compulsory. This solution can nevertheless prove to be relevant for purely urban use and makes it possible to benefit from a maximum payload.

Price, range and charging Ford E-Transit

Our test E-Transit in L3H2 van version, with its useful volume of 11 m³ and its beautiful interior height, should represent a large share of the model’s sales. Its payload varies from 935 to 1,685 kg depending on the GVW selected. Two finishes are available: Ambiente and Trend Business. Unlike some of its competitors, such as the Fiat E-Ducato that we tested or the Mercedes eSprinter, the electric Transit does not offer a “discounted” version on the equipment side, and the standard equipment is complete from the first level (see details on next page).

The E-Transit is marketed with two high-power engines, located at the rear axle: 135 and 198 kW, or 184 and 269 hp. Our L3H2 van, equipped with the most efficient mechanics and top-of-the-range Trend Business finish, is displayed at 63 220 € HT hors options. The same model but with the entry-level livery and the “small” engine is offered at €58,755 excluding tax, the range of vans starting at €57,655 excluding tax (L2H2 Ambiente 135 kW).

The E-Transit contains a battery with a capacity of 75 kWh, one of the largest available on the market. This allows a maximum range of 256 km on the L2H2 version and 225 km on the L3H2 variant according to the WLTP standard. The van is fitted as standard with an on-board 11.3 kW three-phase alternating current charger, which can fill up with energy in 8.2 hours. But it also benefits from a 115 kW DC charger, which theoretically would increase the battery level by 15 to 80% in 34 minutes. As standard, the E-Transit has an 8 m Mode 3 (32A) cable, but it is possible to choose other optional ones: a longer one (12.5 m), a Mode 2 for plug domestic… You can also not take any at all!

At the wheel of the electric Transit

No surprise on board the E-Transit, the driving position is good. And the fact of having an automatic gearbox control allows, finally, to have enough room to put the left foot on the ground in the absence of a clutch pedal. The E-Transit erases one of the biggest driving annoyances of the Transit. Outward vision is satisfactory despite the large size of the windscreen pillars. Once selected mode D, the Ford sets off in a silence hardly disturbed by typical electrical noises. It is possible to choose between three driving modes: Normal (maximum power), Eco (limited power to ensure maximum range) and Slipery (very slippery road/snow).

From the first acceleration, in Normal mode, the E-Transit surprises with its liveliness thanks to its 269 hp and 430 Nm of torque. The Ford really gives pleasure to its driving, far from what its main competitors offer. The engine, located at the rear at axle level, responds instantly to the demands. Our test model carried a load of 750 kg. We had to check it as this mass was “transparent”. The maximum speed of 130 km/h is very easily reached and maintained. At high speed, you should pay attention to the battery charge, which then logically tends to drop quickly.

Another point where the E-Transit differs from the diesel versions: comfort. If the front axle is identical, the rear axle has new suspensions with independent rear wheels and progressive coil springs (the van is not available other than single wheels for this reason). These suspensions, which perfectly absorb road irregularities and other speed bumps, allow the Ford van to position itself as the most comfortable large utility on the market. And this, despite the weight of the batteries which is not felt when driving.

On board

Concurrence

The supply of “large” electric utility vehicles is now very large. However, some models are currently only offered in vans, such as the Mercedes eSprinter, Volkswagen eCrafter and MAN eTGE. Other models offer van and chassis-cab versions such as the Renault Master ZE (and soon its new E-Tech version), the Fiat E-Ducato, as well as the ë-Jumper, e-Movano and e-Boxer. However, their power levels are significantly lower than those of the E-Transit, as is their driving pleasure, while the selling prices are slightly higher.

Find the results of the test, the technical sheet, prices, equipment and options on the following page.

The post Ford E-Transit test drive. For express electrical deliveries appeared first on Byri.

At the end of June 2022, the tricolor premium SUV DS 7 Crossback will go through the restyling box. A cosmetic operation carried out at mid-career which will be characterized by a light signature in the spirit of that of the second-generation DS 4 compact saloon. Concretely, the daytime running lights will be much more imposing, while the front bumper will adopt a clearly more angular formal register. While the evolution of the rear part will not be outdone with a tailgate modified in depth.

The best-selling model in the DS range, the DS 7 Crossback will also take advantage of its facelift to bring its driving aids up to date and offer itself the most rewarding multimedia system, the one that the DS 4 has just introduced. Enough to last until its replacement planned for 2025, date on which it will give way to a second 100% electric version. The latter will be made in Italy.

Pending the arrival of a redesigned muzzle and stern and a more extensive equipment, the DS 7 Crossback has already experienced since June 1, 2022 a price increase of €500 across the entire range without no change in staffing.

TO READ. DS 7 Crossback (2022). First photos of the restyled version

DS 7 Crossback 2022: from €40,500

This price increase also concerns the two limited editions Ligne Noire and Louvre, as well as the rechargeable hybrid variants, called DS 7 Crossback E-Tense 225 and DS 7 Crossback E-Tense 4 x 4 300. From now on the price range oscillates between 40,500 and 69,200 €. For the record, last March, the DS7 range Crossback had already experienced a price increase of between 400 and 600 € for thermal engines, at the time, the plug-in variants were not impacted.

READ ALSO

1. DS7 Crossback E-Tense 4×4 test, our opinion on the rechargeable hybrid
2. DS7 Crossback (2019) test: which one to choose in gasoline?
   

DS 7 Crossback price (June 2022)

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If the old Sephia, Shuma, Opirus and Carnival did not worry their European rivals of the time, the contemporary Kias no longer make anyone smile. Not even the builders of the premium circle, jostled by the Korean on the ground of holy electrification. The Kia EV6 is the perfect example: platform dedicated to 100% electric propulsion, generous useful 77.4 kWh batteries, great autonomy announced. And an 800 V architecture (like the Porsche Taycan!) allowing recharges from 10 to 80% in just 18 minutes on a 250 kW fast terminal. Obviously, the price no longer really smacks of low cost with a starting price of €48,690 for the 229hp rear-wheel-drive EV6, rising to €56,490 in the GT-Line high finish pictured here.

The range also includes a 4 x 4 version of 325 hp (sold another €4,000 more), but it is the 4 x 2 version that announces the best radius of action. Its identical battery gives it 528 km of range in the WLTP combined cycle, and even 740 km in town! Enough to hope for records on our test course for electric vehicles, broken down as follows: 109 km of motorway at 130 km/h between Croissy-Beaubourg (Seine-et-Marne) and Reims (Marne), then 140 km of secondary roads in the opposite direction. To top it off, the conditions appeared ideal on the day of our test. The thermometer reads 25°C, the west wind does not exceed 5 km/h, and the tire assembly of our test EV6, in 19 inches, is less energy-consuming than the optional 20-inch. On the way !

What range on the highway?

Electric cars do not like motorway journeys. They mobilize a lot of energy to maintain the 130 km/h and recover little, except during the rare decelerations when approaching the tolls. Audi Q4 Sportback 50 quattro (237 km of autonomy measured in winter), MG Marvel R (248 km), Hyundai Ioniq 5 (273 km), Volkswagen ID.4 (311 km), no SUV therefore shines in this exercise… apart from our Kia EV6 of the day. At 130 km/h real (i.e. 132 km/h on the tachometer), the Korean has just consumed 20.6 kWh/100 km and could theoretically travel 376 km until the breakdown.

A value certainly impossible to reproduce in real use (there is not a charging station every kilometer!), But much higher than those of rivals and sufficient to propel the EV6 to the rank of reference on this course. Remember that the Tesla Model Y had failed at 303 km (in certainly winter conditions), and the Ford Mustang Mach-E had thrown in the towel at 341 km despite its truckish 99 kWh battery.

In addition to the speed of recharging (see below), the EV6 confirms its status as a licensed motorway via other qualities. The 229 hp are enough to revive the 2 tons of this strange bird, the aerodynamic noises are limited to whispers, and the blind spot monitoring cameras, which are displayed on the speedometer when the turn signal is triggered, chase away the fear of not seeing a user when changing lanes. The system is unfortunately part of a €2,000 pack, including a perfectible semi-autonomous driving system. The assisted lane change lacks speed and consistency, while the absence of a capacitive steering wheel (which detects the presence of hands on the wheel) requires it to oscillate regularly to drive out the warning messages on the meter. To be refined.

* Values ​​calculated according to the percentage of battery consumed (here 29%) and its useful capacity (77.4 kWh)

What range on the road?

Pleasant on long journeys, the EV6 stays on the road. Its soundproofing continues to appeal, its suspension filters out irregularities better than in town, and its handling appears reassuring. But it lacks a touch of dynamism in this crossover with a sporty look, despite its rear-wheel drive and its Dynamic mode which amplifies the response of the accelerator. The lack of support from the seats and the fairly geared-down steering prevent you from enjoying the winding routes.

You will therefore have to find pleasure elsewhere. And why not playing with the paddles on the steering wheel, which control the five energy recovery modes on deceleration? Level 0 is equivalent to a freewheel mode to maintain momentum, level Max frankly slows the car at the slightest lift of the foot, to the point of stopping it completely without activating the brakes thanks to the i-Pedal function. As for Auto mode, which modulates regeneration according to road conditions or speed limits, its operation is not as relevant as at Volkswagen.

Reverse hierarchy on the brake pedal side, much easier to control in the Kia EV6 during relaxed driving. The latter also allows new soft consumption: 14.5 kWh/100 km on our road route combining portions limited to 80 km/h, expressways at 110 km/h and crossings of fluid villages. The theoretical autonomy peaks at 532 km in these conditions, ie 4 km more than the approved mileage in the WLTP cycle. Still a great value… but not the best. Helped by a slightly more favorable wind on the same route, the Volkswagen ID.4 was down to 13.8 kWh/100 km, or 560 km of range.

Duration and cost of fast charging

If the charging times announced from 10 to 100% do not beat any record in alternating current (7 h 40 on public 11 kW terminal and more than 30 h on classic domestic socket), they shine on fast terminal in direct current: just 18 minutes from 10 to 80% thanks to a maximum tolerated power of 240 kW. A value actually collected by the EV6, and not just a few seconds like the majority of rivals. On the Ionity fast terminal, the charging power of 240 kW thus remained constant from 20 to 52%, remained at 182 kW from 52 to 63%, before gradually falling to 135 kW up to 80%. A quarter of an hour is enough to reach this level! It is then slower (85 kW from 81%, 52 kW at 90%, 18 kW at 99%), like any electric model to preserve the life of its batteries.

An honorable result that serves (long) journey times as the cost of recharging… as long as Ionity charges energy by the minute and not by the kilowatt hour delivered. By only requiring 15 minutes to go from 20 to 80%, our recharge cost only €4.35 with the Ionity Power subscription formula, which charges €0.29 per minute instead of €0.79 (free the first year, €13 per month thereafter). The cost of the same recharge billed per kilowatt hour would increase to €13.35, which remains very reasonable to ensure 220 km of autonomy on the motorway. With fuel displayed at €2 per litre, a petrol station wagon would require at least €35 of unleaded under the same conditions.

And the city?

During our tests, we do not measure autonomy in the city because the kilometers traveled are low, and the possibilities of charging at public terminals are less lacking than in the countryside. Displaying 4.70 m long, the EV6 is not really cut to linger in the alleys, while strangely its turning circle is arbitrary despite the absence of a front engine on this version. It is also at low speed that its suspensions lack softness, generating jolts when passing manhole covers and other speed bumps despite the generous size of the tire sidewalls. Mention very well, on the other hand, to the i-Pedal driving mode, which dispenses with using the left pedal to slow down and then stop. Degressive braking is then perfectly managed before stopping, to the benefit of smooth driving.

Find the results of the test, the technical sheet, prices, equipment and options on the following page.

The post our truth test on its autonomy appeared first on Byri.

If the old Sephia, Shuma, Opirus and Carnival did not worry their European rivals of the time, the contemporary Kias no longer make anyone smile. Not even the builders of the premium circle, jostled by the Korean on the ground of holy electrification. The Kia EV6 is the perfect example: platform dedicated to 100% electric propulsion, generous useful 77.4 kWh batteries, great autonomy announced. And an 800 V architecture (like the Porsche Taycan!) allowing recharges from 10 to 80% in just 18 minutes on a 250 kW fast terminal. Obviously, the price no longer really smacks of low cost with a starting price of €48,690 for the 229hp rear-wheel-drive EV6, rising to €56,490 in the GT-Line high finish pictured here.

The range also includes a 4 x 4 version of 325 hp (sold another €4,000 more), but it is the 4 x 2 version that announces the best radius of action. Its identical battery gives it 528 km of range in the WLTP combined cycle, and even 740 km in town! Enough to hope for records on our test course for electric vehicles, broken down as follows: 109 km of motorway at 130 km/h between Croissy-Beaubourg (Seine-et-Marne) and Reims (Marne), then 140 km of secondary roads in the opposite direction. To top it off, the conditions appeared ideal on the day of our test. The thermometer reads 25°C, the west wind does not exceed 5 km/h, and the tire assembly of our test EV6, in 19 inches, is less energy-consuming than the optional 20-inch. On the way !

What range on the highway?

Electric cars do not like motorway journeys. They mobilize a lot of energy to maintain the 130 km/h and recover little, except during the rare decelerations when approaching the tolls. Audi Q4 Sportback 50 quattro (237 km of autonomy measured in winter), MG Marvel R (248 km), Hyundai Ioniq 5 (273 km), Volkswagen ID.4 (311 km), no SUV therefore shines in this exercise… apart from our Kia EV6 of the day. At 130 km/h real (i.e. 132 km/h on the tachometer), the Korean has just consumed 20.6 kWh/100 km and could theoretically travel 376 km until the breakdown.

A value certainly impossible to reproduce in real use (there is not a charging station every kilometer!), But much higher than those of rivals and sufficient to propel the EV6 to the rank of reference on this course. Remember that the Tesla Model Y had failed at 303 km (in certainly winter conditions), and the Ford Mustang Mach-E had thrown in the towel at 341 km despite its truckish 99 kWh battery.

In addition to the speed of recharging (see below), the EV6 confirms its status as a licensed motorway via other qualities. The 229 hp are enough to revive the 2 tons of this strange bird, the aerodynamic noises are limited to whispers, and the blind spot monitoring cameras, which are displayed on the speedometer when the turn signal is triggered, chase away the fear of not seeing a user when changing lanes. The system is unfortunately part of a €2,000 pack, including a perfectible semi-autonomous driving system. The assisted lane change lacks speed and consistency, while the absence of a capacitive steering wheel (which detects the presence of hands on the wheel) requires it to oscillate regularly to drive out the warning messages on the meter. To be refined.

* Values ​​calculated according to the percentage of battery consumed (here 29%) and its useful capacity (77.4 kWh)

What range on the road?

Pleasant on long journeys, the EV6 stays on the road. Its soundproofing continues to appeal, its suspension filters out irregularities better than in town, and its handling appears reassuring. But it lacks a touch of dynamism in this crossover with a sporty look, despite its rear-wheel drive and its Dynamic mode which amplifies the response of the accelerator. The lack of support from the seats and the fairly geared-down steering prevent you from enjoying the winding routes.

You will therefore have to find pleasure elsewhere. And why not playing with the paddles on the steering wheel, which control the five energy recovery modes on deceleration? Level 0 is equivalent to a freewheel mode to maintain momentum, level Max frankly slows the car at the slightest lift of the foot, to the point of stopping it completely without activating the brakes thanks to the i-Pedal function. As for Auto mode, which modulates regeneration according to road conditions or speed limits, its operation is not as relevant as at Volkswagen.

Reverse hierarchy on the brake pedal side, much easier to control in the Kia EV6 during relaxed driving. The latter also allows new soft consumption: 14.5 kWh/100 km on our road route combining portions limited to 80 km/h, expressways at 110 km/h and crossings of fluid villages. The theoretical autonomy peaks at 532 km in these conditions, ie 4 km more than the approved mileage in the WLTP cycle. Still a great value… but not the best. Helped by a slightly more favorable wind on the same route, the Volkswagen ID.4 was down to 13.8 kWh/100 km, or 560 km of range.

Duration and cost of fast charging

If the recharge times announced from 10 to 100% do not beat any record in alternating current (7 h 40 on public 11 kW terminal and more than 30 h on classic domestic socket), they shine on fast terminal in direct current: just 18 minutes from 10 to 80% thanks to a maximum tolerated power of 240 kW. A value actually collected by the EV6, and not just a few seconds like the majority of rivals. On the Ionity fast terminal, the charging power of 240 kW thus remained constant from 20 to 52%, remained at 182 kW from 52 to 63%, before gradually falling to 135 kW up to 80%. A quarter of an hour is enough to reach this level! It is then slower (85 kW from 81%, 52 kW at 90%, 18 kW at 99%), like any electric model to preserve the life of its batteries.

An honorable result that serves (long) journey times as the cost of recharging… as long as Ionity charges energy by the minute and not by the kilowatt hour delivered. By only requiring 15 minutes to go from 20 to 80%, our recharge cost only €4.35 with the Ionity Power subscription formula, which charges €0.29 per minute instead of €0.79 (free the first year, €13 per month thereafter). The cost of the same recharge billed per kilowatt hour would increase to €13.35, which remains very reasonable to ensure 220 km of autonomy on the motorway. With fuel displayed at €2 per litre, a petrol station wagon would require at least €35 of unleaded under the same conditions.

And the city?

During our tests, we do not measure autonomy in the city because the kilometers traveled are low, and the possibilities of charging at public terminals are less lacking than in the countryside. Displaying 4.70 m long, the EV6 is not really cut to linger in the alleys, while strangely its turning circle is arbitrary despite the absence of a front engine on this version. It is also at low speed that its suspensions lack softness, generating jolts when passing manhole covers and other speed bumps despite the generous size of the tire sidewalls. Mention very well, on the other hand, to the i-Pedal driving mode, which dispenses with using the left pedal to slow down and then stop. Degressive braking is then perfectly managed before stopping, to the benefit of smooth driving.

Find the results of the test, the technical sheet, prices, equipment and options on the following page.

The post our truth test on its autonomy appeared first on Byri.

If new proof was needed of the growing domination of SUVs on the market, to the detriment of sedans in particular, it has now been two years since the Mercedes GLC has been the best-selling model of the firm with the star. Since the arrival of the manufacturer in this segment in 2008 with the GLK, 2.6 million copies of its mid-range crossover have found takers. But there is no shortage of competition between the BMW X3, Audi Q5, Volvo XC60 and others. So, at the time of the change of generation, there is no question of breaking this dynamic with radical choices. The new Mercedes GLC evolves smoothly in terms of styling, while benefiting from a significant technological improvement over its predecessor. Its range of engines is fully electrified.

A more family-friendly Mercedes GLC

The second Mercedes GLC of the name takes up the technical basis of the C-Class. In terms of look, it retains almost the same look as its predecessor but is easily distinguished from it, from the front, by its lights which taper towards the interior to reach the grille. A trained eye will also notice that the mirrors have been pushed back on the doors and are now “feathered”. The taillights stretch and thus approach those of the brand’s compact models.

This conservative style hides increased dimensions, since the new GLC is 4.72 m long (+ 6 cm), including 2.89 m of wheelbase (+ 1.5 cm), for an unchanged width of 1.89 m and an almost identical height of 1, 64m (-4mm). The overhangs have lengthened, by 1.5 cm at the front and 3 cm at the rear, where the trunk gains 50 l to display 600 l of capacity. Its tailgate is motorized (by button) as standard. The rims range from 18 to 20 inches in diameter. The basic Avantgarde finish is distinguished by touches of chrome, notably on the grille and the lower skid plates. However, these are only decorative, like the dummy exhaust pipes on the rear bumper. The aerodynamics have been taken care of with a drag coefficient lowered to 0.29 in the most favorable configuration, against 0.31 previously, in favor of consumption and soundproofing.

A unique interior layout

If the exterior changes little, the interior of the GLC evolves much more. A 12.3-inch digital instrument panel without a cap and an 11.9-inch “floating” central touch screen, positioned vertically and facing the driver, are standard. A color head-up display is available as an option; it makes it possible to integrate augmented reality into the navigation system. The air vents are now oblong, and those in the center sit above the infotainment monitor. As for the storm doors, they now accommodate horizontal armrests along their entire length. Mercedes has also redesigned the design of the front seats to give them an appearance that is both light and enveloping. Note that they are heated from the entry level. The MBUX infotainment system, finally, is announced as much more efficient, especially with regard to the voice assistant. And the car is automatically equipped with a wireless charger.

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An SUV that reads the road and writes it

The new GLC also receives a multitude of driving aids, which its predecessor could not claim. Some being deployed recently by the competition. The adaptive cruise control can thus detect a vehicle stopped downstream up to a speed of 100 km/h, against 60 km/h previously. The lane keeping aid works up to 210 km/h and is, according to Mercedes, much more precise on the secondary network. Panel recognition has been extended to overhead signs and certain site signs. Going through the catalog of options allows you to take advantage of a “transparent bonnet” view which is very useful for maneuvering. In addition, new towing aids are appearing, such as a route planner allowing the route to be optimized according to the trailer (width of lanes, height of bridges and tunnels, etc.) and semi-autonomous maneuvers up to at 5 km/h.

Another major new feature, the functionality of which depends on national regulations, is the Digital Light available as an option. These can project indications on the ground in front of the car. This can be to signal the presence of a pedestrian or to alert on a misdirection for example. The GLC features LED headlamps as standard.

A fully electrified range

The second-generation Mercedes GLC is only offered with 2.0 turbocharged four-cylinder engines (biturbo in diesel) paired with a nine-speed automatic gearbox and all-wheel drive. The range includes three micro-hybrid models, including the 48 V electric starter-alternator integrated into the gearbox offering a “boost” of 23 hp and 200 Nm of torque.

• GLC 200 4Matic (petrol, 204 hp and 320 Nm thermal)
• GLC 300 4Matic (petrol, 258 hp and 400 Nm thermal)
• GLC 220 d 4Matic (diesel, 197 hp and 440 Nm thermal)

Three plug-in hybrids are also on the menu. They have in common a 136 hp and 440 Nm electric motor powered by a 31.2 kWh battery giving them a “zero emission” range of more than 100 km in the WLTP combined cycle, with a speed then limited to 140 km/h.

• GLC 300 e 4Matic (petrol, 313 hp and 550 Nm combined)
• GLC 400 e 4Matic (petrol, 381 hp and 650 Nm combined)
• 4Matic GLC 300 (diesel, 335 hp and 750 Nm combined)

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The GLC on and off the road

The size, equipment, electrification and pollution control systems of the Mercedes GLC result in a very high weight, ranging from 1,925 kg (petrol MHEV) to 2,415 kg (diesel PHEV) in running order, excluding options. In order to support this mass, the Stuttgart firm opted for a multi-link suspension at the front and rear. Pneumatic damping is offered at an additional cost on micro-hybrids; it is standard in plug-in hybrid. The AMG Line finish comes with a “sport” suspension. The optional Technique Offroad pack offers ground clearance raised by 20 mm and functional underbody protection. Another option, rear-wheel steering make it possible to reduce the turning circle by 90 cm (to 10.9 m), to make the SUV more maneuverable at low speed and to improve its stability at high speed.

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The specificities of the GLC range for the French market remain to be detailed. Like the previous one, the new model will be produced in Bremen (Germany), as well as in Beijing (China). The Sindelfingen German plant will be added to these sites to also assemble the SUV. The marketing of the vehicle in Europe is announced for the fall of 2022.

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