Initially launched in 2011 under the Citroën brand, it was only after its restyling in 2015 that the first generation of DS 4 carried the colors of DS Automobiles, the high-end French firm of the Stellantis group. The second generation, launched last year, wipes the slate clean and returns with a brand new opus, more modern and technological than ever.

We find on this version the rather ostentatious style of the DS 4, futuristic and cut to the billhook, but which has the advantage of standing out from the competition. In addition, our test model is a “Cross” version, which offers the stylistic advantages of an SUV without the disadvantages: indeed, there are black plastic protections in the lower part of the bodywork, as well as clogs aluminum style on the front and rear bumpers, without forgetting discreet flush roof bars, painted in black. This specific typing is not accompanied by a raised ground clearance compared to the standard version of the DS 4: we therefore retain the handling and the advantages of the “normal” DS 4, while benefiting from a adventurer look that will appeal to fans of the genre.

But today let’s take a look at the only diesel offering: a 1.5-litre BlueHDi four-cylinder, mated to an eight-speed EAT8 automatic gearbox, which offers a maximum power of 130 horsepower and a torque of 300 Nm available from 1750 rpm. On paper, its consumption is 4.8 to 4.9 litres/100 km according to the WLTP combined cycle, i.e. emissions of 126 to 130 g of CO2/km, leading to an ecological penalty ranging from 0 to 100 € in 2022. , depending on the version.

A refined and technological interior

On board, the DS 4 has a neat and uncluttered passenger compartment, with a good quality finish and flattering materials, such as leather or real wood inserts: our test model is the most “Cross Rivoli” version. top-of-the-range, equipped with an optional leather interior (+ €2,550) combining light “Gris Pebble” seats with a “Brown Criollo” dashboard, for a most elegant marriage.

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In the cockpit, technology is everywhere, with a 7-inch digital instrument cluster, which is a bit small compared to the competition, but is complemented by a large, detailed head-up display. In the center, there is a large 10-inch touch screen that is complete and responsive, but which suffers from somewhat difficult ergonomics: you will need some time to get used to it before mastering all its subtleties, especially since air conditioning controls have been dematerialized. Finally, the central console hosts a small screen called “DS Smart Touch”, which is a touch control allowing access to customizable shortcuts, or to use gesture and handwriting recognition.

For the rest, there is a 430-litre trunk, which can increase to 1,240 liters once the bench seat is folded down, but which suffers from a slightly high loading threshold. The roominess is generous at the front, with “high density” seats, massaging, heated and ventilated, which know how to take care of the comfort of the occupants. It is a little narrower in the back, with legroom that is in the category average.

Smoothness and serenity on the road

Technically, and just like its cousin the Peugeot 308, the new DS 4 is based on the traditional EMP2 platform of the PSA group (which has since become Stellantis), in its latest version “V3” thoroughly revised to optimize its weight while being able to accommodate engines hybrids and electrics of the group, without cutting corners on the space on board.

Our version tested today remains faithful to the group’s four-cylinder diesel, which is rather noisy in nature: we appreciate the good soundproofing of the car, which allows us not to suffer too much on board, and which also filters engine vibration as well as road and air noise. Its power of 130 horsepower also has no trouble moving the 1.4 tonne of the whole, even if the performance is not lightning, with a 0 to 100 km / h performed in 10.9 seconds. The times, however, remain correct, thanks to the torque of 300 Nm available from the lowest revs: enough to ensure overtaking in complete safety.

The automatic transmission shifts its eight gears smoothly and discreetly, and remains responsive when needed. More comfortable than dynamic, the DS 4 does not however suffer from any complaint as to its road behavior: the winding roads follow one another with a lot of assurance, the directional stability is always there, while the movements of the body are contained. On the consumption side, we noted an average of 6.1 litres/100 km during our test run.

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From next June, Renault will offer buyers of the Captur, Clio, Arkana and Megane Saloon and Estate a new version called “E – Tech engineered”. A premium finish with a sporty design inspired by the new electric Megane E-Tech. This special version will only be available for vehicles equipped with an E-Tech hybrid (Arkana, Captur and Clio) or plug-in hybrid (Captur, Megane Sedan and Estate) engine.

The special E-Tech engineered version retains all the advantages and equipment of the RS Line finish and adds a new design adopting a treatment of colors and materials that is both high-end and sporty.

On the outside, this special version is distinguished by parts enhanced with the Warm Titanium tint such as the F1 blade in the lower part of the front bumper, the side and rear underbody ornaments, as well as markings on the rims. The diamond placed at the front and at the back becomes for its part shiny black just like the letters composing the name of the model.

To complete the look, a new E-Tech hybrid or Plug-in-hybrid badge is affixed to the tailgate at the rear of the vehicles. Finally, a special label marks the version on the driver’s door.

Inside the vehicles of this special version, there is upholstery with Warm Titanium stitching and golden decorative lines on the dashboard and air vents.

The steering wheel is signed with the “E” of the E-Tech signature. On the door sills, a specific design resuming that of the exterior label is integrated.

Several body colors will be offered depending on the model. Orders will open in the coming days for the Clio, Arkana and Megane Sedan and Estate, and later for the Captur.

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Almost two million BMW X1s have been produced since 2009. Over its two generations, the Compact SUV has earned a solid place on the sales podium of the Munich brand. This shows the importance of its renewal with this third generation which responds to the code name U11.

A bigger BMW X1

The X1 gains 5 cm in passing and now extends over 4.50 m. In the range, it is thus 22 cm shorter than the X3 and 10 cm longer than the Series 2 Active Tourer, from which it takes up the platform called UKL. The fighter also gains 2 cm in width and 4 cm in height, to reach 1.64 m. An assertive SUV size that gives it a strong presence in the landscape against its many competitors: Mercedes GLB and Audi Q3 in the lead, not to mention the Volvo XC40, Range Rover Evoque, Lexus UX and other Jaguar E-Pace.

The dimensions of the new BMW X1 III vs BMW X1 II

Visually, he rather chooses change in continuity, betting on the loyalty of buyers of the previous generation BMW X1. Its look with classic proportions and window line will not offend anyone. The front face can feature two styles depending on the finish: xLine (as in our photos) with a kindly adventurous type or M Sport, more aggressive. Of course, the X1 is entitled to the very large grille of the latest models of the Bavarian brand. But here it is not shocking. Perhaps because it fits better in a slightly more massive model like this one… or simply a matter of habit.

Still, the X1 version 2022 looks rather proud with its bonnet with very marked relief, its swollen wheel arches and a fairly minimalist surface treatment, even “ monolithic according to the designer who presented the car to us, with fewer lines than before. This impression of purity is underlined by certain details, such as the integrated door handles or the absence of a visible exhaust.

Recipes already seen on the Series 2 Active Tourer. Roof rails and rims of at least 17 inches are included in the standard equipment. The rear part is the most striking finally, with its large spoiler in extension of the slightly drooping roof line, its prominent lights and its cantilevered rear window.

Minivan-style cabin

If the evolution of the exterior design is very smooth, inside it is a leap into the future compared to the previous generation. The pooling with the Series 2 Active Tourer has enabled the almost complete recovery of its interior furniture. Thus the X1 inherits from the very practical floating center console located between the front seats. Containing various storage compartments, it accommodates the automatic transmission controls (present on all versions), as well as other vehicle settings. The dashboard also incorporates a small additional central console which has an induction charging plate. Cleverly positioned, it allows you to clearly see the screen of your smartphone and offers visual animations as it charges.

Apart from the demisting buttons and the knobs guiding the air vents, no button is visible on the dashboard. The settings all go through the magnificent double curved screen of 10.25 and 10.7 inches, which is inevitably reminiscent of the equipment of the small models signed Mercedes with the MBUX. The latest generation operating system (OS 8) is here close to that inaugurated with the BMW iX. There are very beautiful graphics, configurable widgets like on a smartphone and… small slow reactions that we hope to see corrected in the production versions. Here too an iPhone can open and start the car, and it is possible to virtually share five keys.

The pretty three-spoke steering wheel, the solid sculpted door handles and the structure of the metallic Harman Kardon tweeter speaker covers are all very elaborate details that deliver a good impression of quality at this level of the range. The light beige of the leather and part of the furniture, the solid materials and the studied lighting atmosphere complete the picture.

Sharp modularity

In the rear seats, the space available and the headroom are comfortable. In some versions, it is even possible to play with a bench seat sliding over 13 cm (except electrified versions) to favor passenger comfort or boot volume according to a 60/40 modularity instead of the 40/20/40 partition. Finally, the backrests are adjustable in inclination. The boot volume reaches a comfortable value of 540 l (+ 35 l) and 1,600 l once the bench seat has been folded down (+ 50 l). Slightly lower capacities for the electrified versions (490 l and 1495 l respectively).

Engines: the choice of weapons

Four thermal engines will be available at launch in October, in gasoline and diesel. The manufacturer announces powers of 136 to 218 hp, a dual-clutch seven-speed gearbox, all-wheel drive and 48 V light hybridization technology for the two most powerful. In France, the brand estimates the share of diesels at 40%, at least at the time of launch. The range could also expand in the future with 20i versions of 170 hp, 20d of 190 hp, or even M35i of 300 hp.

If it is only speculation for the latter, the electrified models are however well confirmed by the brand. And they will arrive at the beginning of 2023 at the latest. These are two plug-in hybrid versions of 245 and 326 hp with xDrive all-wheel drive (thanks to the rear electric motor) which will offer 89 km of range with their solid 14.2 kWh battery. , which is almost double the current version ! Better, with 17 g/km of CO₂ minimum, the X1 could be one of the few plug-in hybrid cars to benefit from the ecological bonus granted to electric vehicles, if it is still current when it comes out. Indeed, a tax niche allows PHEV models rejecting 20 g/km of CO₂ or less to benefit from a more advantageous financial boost.

This new generation is also an opportunity to to offer a 100% electric iX1 version for the first time, with a 62.5 kWh net battery which has a range of 438 km WLTP. Accepting a DC fast charge of 130 kW, the car can go from 10 to 80% capacity in 29 minutes or regain 120 km of driving in 10 minutes. The on-board AC charger is 11 kW, or 22 kW as an option. This version will develop a total power of 313 hp with its two engines providing all-wheel drive. Enough to deliver good performance despite a mass exceeding 2 tons.

Price of the new BMW X1 (June 2022)

With a price starting at €42,750, the X1 goes up a big step of €10,000 in its access price (€32,800 today). Fortunately, its standard equipment is also on the rise, including LED lights, electric tailgate, high-definition dual screen with navigation, dual-zone air conditioning and Park Assist. Orders are already open, for an arrival in concessions expected at the start of the school year for the thermal versions (end of September, beginning of October). The complete range of electrified engines will be available at the end of the year. As for the prices of the BMW iX1, they will be revealed in the fall. Production of the all-electric SUV is due to begin in November.

*finish reserved for professionals

Conclusion: the BMW X1 is getting gentrified!

With a perfectly up-to-date presentation, equipment and infotainment system, the X1 is relaunching its career to seduce customers in a hotly contested segment. Better still, it accompanies its new generation with a wide range of engines, up to 100% electric, in order to cover all needs. Enough to follow a demand called to evolve towards electrification, under a modern but fairly wise silhouette. As for those who would prefer a derivative of the BMW X2 with a more dynamic line, rest assured, it is also in the plans of the propeller brand.

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A lot of people may not know it, but the Opel Grandland X is the half-brother of the Peugeot 3008. So, yes, it’s really not obvious yet Opel’s SUV shares many elements (chassis , engines and technologies) with the Sochaux model. The Grandland X was also at the time the first model born of the alliance between Opel and the PSA group, now Stellantis. However, even if the recipe is the same, the success between the two models is far from different. Thus, if in 2021, the 3008 remains the best-selling compact SUV in France with more than 50,000 copies, the situation is much less flattering for the Opel model which sold only 4,000 copies, i.e. 10 times less. Even if this observation is not identical in Europe, Peugeot’s superiority is also undeniable on a larger scale.

Even if the success of this model is not up to expectations, Opel took advantage of the four years of existence of the Grandland to give it the benefit of a makeover. If some restyling can go almost unnoticed, it is very far from that of Grandland. Opel has put the means and it shows since the exterior design, the interior presentation and the technologies have been impacted. Even the name has been changed since the Grandland loses the X, which was attached to its surname.

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The front end has been transformed with the arrival of the Vizor, the brand’s new identity which consists of a full grille which extends to the level of the headlamps.

As for the look, like the brand’s latest models (Mokka, Crossland and Astra), it adopts the brand’s new identity: the Vizor, which consists of a closed black front end with a chrome outline with a grille in optical continuity. The latter can take advantage of Matrix LED technology. The rocker panels and wheel arches are now body-coloured, while the front bumper is redesigned. Fewer changes at the rear except for the Grandland monogram which is now found in the center of the tailgate in capital letters. Finally, it is possible to opt for a two-tone color as is the case with our test model which had a black pack consisting of the roof, the rocker panels and the rims.

On board, the changes are even more spectacular since the Grandland abandons its screens to adopt a new presentation called “Pure Panel” consisting of 12-inch digital instrumentation and a 10-inch touch screen connected by a glass. The modernization is undeniable and it is the same for the move upmarket, but we will however criticize – and like the other models of the brand the too simplistic presentation of the instrumentation and the basic quality of the graphics of the navigation set back compared to what is currently happening on the market.

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The habitability and the loading volume are one of the strong points of this Grandland.

No change with regard to the practical aspects with a good loading volume of 514 liters and an interesting rear habitability even if the central place is a little handicapped by the imposing central console.

Under its hood, the Grandland accommodates well-known engines since they are the same as those of the models from PSA. Today, it is the only gasoline block, available, that passes through our hands. This engine is well known since it equips many vehicles of the Stellantis group. As a reminder, this is a three-cylinder 1.2 liter engine that develops 130 hp and has a torque of 230 Nm, which can be associated with a mechanical or automatic gearbox. Rather pleasant on a daily basis with tonic revving, this engine allows the Grandland to be able to claim a certain dynamism, something it does not hesitate to do because of a convincing chassis part which recalls its kinship with the Peugeot 3008. Even if it is slightly less so than its lion cousin, the Grandland gives us a very pleasant score with an excellent compromise between comfort and dynamism. Some who criticize the 3008 for its unnatural driving position due to the small steering wheel will be satisfied by the Grandland, which has a full-size steering wheel.

Unfortunately, this engine does not only have qualities and we can only point out once again its sound which is a little too present during the acceleration phases and above all a substantial appetite. Thus on our test, we noted an average of 8.5 l / 100 km. A more than average result. Finally, to complete the budget question, with releases of 145 g/Co2, we will have to deal with a penalty of €540 for our trial version.

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This second generation of DS 4, we have already tried it long, wide and across. But on the side of the gasoline models, we still had to take control of the most powerful of the non-electrified versions: the 1.6 Puretech 225. It is therefore this model that we had in our hands to dissect it at leisure.

It is also almost a surprise to find it in the range of this new compact from the French premium manufacturer. Indeed, it already has a 225 hp version. With the difference that it is an E-Tense, that is to say a plug-in hybrid version. So what is the point of offering another version of the same power? Quite simply to be able to display a (slightly) more affordable price. Indeed, without electrification, the DS 4 Puretech 225 is sold for €2,100 less than the PHEV. A price difference which is however reduced to €1,100 if we take into account the ecological bonus enjoyed by the E-Tense, officially until July 1, 2022 (it is rumored that they will be extended beyond).

But perhaps this pure thermal has other advantages? Let’s see that.

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Already, by abandoning the hybrid part of the PHEV version, this compact gets rid of 234 kg, which some would consider superfluous. A reduction which is felt (a little), at the level of the dynamic behavior, but it is subtle. This could affect performance. Yes, with the same power and lighter, the Puretech 225 100% thermal should prove to be more efficient. But that’s forgetting the torque input of the PHEV’s electric motor (360 Nm combined against 300 Nm here). And in the end, it is the heaviest which is the most efficient. With 7.7 seconds for the 0 to 100 km/h, it leaves the light thermal 2 tenths of a second behind it (7.9 seconds).

Moreover, in absolute terms, the performance of this 225 hp DS 4 is well behind the competition. For example, a Mercedes A-Class 250 with 224 hp only needs 6.2 seconds, and an Audi A3 40 TFSI with only 190 only needs 7 seconds. This puretech is therefore very lazy!

And it feels like flying in hand. The accelerations are very soft compared to the power, and the 225 horsepower are rather small ponies, some of which have escaped from the paddock! And it’s not even the fault of the EAT8 box, which does its job properly. It is fairly quick in upshifts and downshifts. She has a little reaction time on takeoff in first gear but nothing bad. And in sport mode, which has the good taste of not being caricatural, it gains in responsiveness, at the same time as the direction hardens, and the accelerator becomes more sensitive. But nothing to do, at mid-range, the 1.6 lacks punch, and it also lacks a bit of extension.

Let’s be clear, this version is not underpowered, and we will get out of all situations (truck overtaking, motorway insertions) without any worries. But the comparison is harsh with the competitors, who seem to have wings next to her. Even more surprising, the 1.6 Puretech 180 version, also 100% thermal, offers almost the same performance, with 45 hp less (0 to 100 km/h in 8 s.), a shame, and for €2,600 less .

It is therefore difficult to understand the reason for this power variant, when the 180 hp does as well (it only loses 5 km/h in v-max, 230 km/h against 235), or when the PHEV is more powerful while consuming much less, at least on paper.

This Puretech announces in the WLTP cycle 6.6 liters on a mixed route, for 149 grams of CO2 per kilometer. The PHEV is 1.3 liters and 30 grams. In real life, and over 500 km of varied routes, we obtained 7.5 liters of real average calculated at the pump. A correct figure in the absolute it is true, for the power. But the PHEV version, even empty battery, can make do with 6 liters, which makes it possible to compensate for its additional cost (€1,100 bonus included) in around 37,000 km.

So what remains to this 225 hp thermal? Not much you will understand. Perhaps mechanical simplicity that can reduce potential reliability issues. But electrification is rarely a problem.

In short, far be it from us to fire red balls at this engine. Just a real misunderstanding in relation to its placement in the range and its usefulness, since it does not provide higher performance or greater pleasure. So why pay more?

Very real qualities

But let’s get out of these mechanical considerations to come back to the DS 4 itself. A car that demonstrates remarkable comfort, and this version like the others. The suspensions are well calibrated to offer remarkable softness. Only the road joints, or the potholes, will bring up some percussion, probably also due to the 19-inch rims, (which are surprisingly mounted with very narrow tires in 205/55/19, to the benefit of consumption c sure).

Our Cross Rivoli version is equipped with “DS Active Scan suspension”, which adapts their level of firmness according to what the front camera has observed on the road in front of the car. Equipment that only works in “comfort” mode of the driving mode selector.

The soundproofing is also excellent and you travel in complete serenity even at German motorway speeds. The air noises are also well filtered, it’s very pleasant.

Steering and braking call for no criticism. The first hardens sufficiently with speed, the second is powerful and easily dosed. More easily than on the PHEV version. There is indeed no regenerative braking to manage.

A premium atmosphere

On board, the DS 4, we emphasize again, offers a particularly pleasant atmosphere, a modern and classic design, and very good build quality. Fitted with the Criollo Brown Opera interior package, it displays excellent quality materials, with extended leather, real wood, and aluminium. Here, this car easily meets the premium standards in force at Audi, BMW and Mercedes. Ergonomics is improved compared to other models in the range, but remains a bit special. In any case, the large 10.3-inch multimedia screen is responsive and pleasant to use.

In the back, the place for the passengers is comfortable, but measured. Legroom is average, and taller ones will be close to the ceiling. The ransom of a very collected style. Still, the significant length (4.40 m), allows to have a spacious trunk (430 liters, against 390 liters for the PHEV version, and for example, 345 liters for a Mercedes Class A or 380 for an A3) . On the other hand, the threshold is very high and a big step is to be crossed to get the luggage out.

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Finally, in terms of equipment, our trial version Cross Rivoli charged at €6,000 is full, with for example: the head-up display with extended color display, the matrix LED lights, the dual-zone air conditioning, the acoustic windshield, rear traffic detection, lane keeping assistance, adaptive cruise control, keyless entry and start, etc. More details by scrolling down the menus on the equipment page.

As you will have understood, this DS 4 Puretech 225 is not a bad car, far from it. It is even probably the best DS has done so far, but the relevance of this particular version seems to be lacking.

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The Pagani Huayra is no longer very young and is preparing for a well-deserved retirement after the arrival of a brand new model scheduled for next September. Before leaving, the Huayra continues to seduce the “great of this world”. A unique version was made and presented on the Pagani China Facebook page.

We do not know who it belongs to, but it bears the initials of its owner: NC. This project was carried out by Pagani Special Projects responsible for creating the special editions of the builder of San Cesario sul Panaro. As these photos show, it sports a dark blue crossed by a red stripe on the roof and the bonnet. There are also several red inserts on the bumpers and on the profile of the car, not to mention the exposed carbon bonnet.

The interior is a reflection of the exterior. This version, unique in the world, has seats in Alcantara with parts in different colours: blue, black and red. Here too, the Pagani Huayra NC carries exposed carbon elements.

With the complicity of Pagani, this client did not do things by halves. The Mercedes-AMG-sourced 6.0L twin-turbo V12 has been boosted to develop 830 hp, this represents an increase of 100 hp. The German engine is still associated with the seven-speed dual-clutch gearbox, and icing on the cake, Pagani managed to lower the weight of his monster by 110 kg compared to a standard Huayra.

As indicated at the beginning of the article, it is likely that this Huayra is one of the last to leave the workshop of the Italian manufacturer. Indeed, the news will be presented on September 12 next in Milan. Prototypes are already in circulation, and an image showing the car in its final version has even leaked on the internet.

This new Pagani should keep the Mercedes-AMG V12. However, its power will be revised upwards by a few horses to flirt with 800 hp. Horacio Pagani said in an interview that his engineers focused on reducing weight and handling the supercar. She will therefore no doubt be fun to drive, that said, it is reserved for an elite capable of shelling out a seven-figure sum to afford it.

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Lego Technic presents its version to build in 1/8 of the Ferrari Daytona SP3, with a kit of nearly 3,800 elements sold for €399.99. A book dedicated to the development of this scale model will be published in 5,000 copies for the launch.

Lego Technic’s Ultimate Car Concept range is enriched with a fourth model, the first not to come from the Volkswagen group. After the Porsche 911 GT3 RS, the Bugatti Chiron and the Lamborghini Sian FKP 37, here is the Ferrari Daytona SP3. The Maranello supercar, a newcomer to the Icona limited series range to take over from the Monza SP1 and SP2, comes in a buildable miniature, obviously red, 1/8 scale.

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Lego

Long hours of editing in perspective

The Lego Technic kit includes no less than 3,778 pieces. When assembled, the car measures 59 cm long, 25 cm wide and 14 cm high. Its doors open like those of the “real” Daytona SP3. The pistons of the V12 engine are movable and a functional eight-speed sequential gearbox is controlled via the paddles on the steering wheel. The rims are treated to a glossy silver gray finish, like those of the real model.

A limited edition book on the Lego SP3

The Ferrari Daytona SP3 Lego Technic au 1/8^e will be marketed from 1^is June 2022 at a price of €399.99. Lego and Ferrari have documented the process of its design in a 240-page book with subtitles The Sense of Perfection. This will only be published in 5,000 copies for the whole world.sold with their exclusive case at a unit price of €79.99.

There will therefore not be for everyone, but always more than the 599 real Ferrari Daytona SP3s planned, which claim 2 million euros each, not to mention the many customization options offered by the Italian manufacturer.

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Lego

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If it’s time for electric novelties at Volkswagen, which highlights its ID range, the German manufacturer does not forget its fundamentals, like this T-Roc which is none other than its second best seller in France. , after the Polo. In 5 years, more than a million copies have been sold, including some 71,000 in France.

Halfway between a T-Cross and a Tiguan, the T-Roc returns with a discreet restyling, which only a trained eye will be able to detect: the shields adopt a more sporty and assertive look, while the optics offer a signature more modern light, which extends to the front to cross the entire grille.

We will focus today on the diesel offer: under the hood, we find the four-cylinder 2.0-litre TDI, coupled to a 7-speed DSG dual-clutch gearbox. Here, it develops 150 horsepower and a torque of 360 Nm available from 1,600 rpm. According to the WLTP combined cycle, consumption is 5.1 litres/100 km, i.e. emissions of 134 g of CO2/km, resulting in an ecological penalty of €190 in 2022. A four-wheel drive version is also available on this engine, for an additional €2,100.

A neater interior

On board, Volkswagen has revised its copy with more flattering materials on the dashboard and door trims. The whole is in clear progress, but the overall picture alternates the good and the less good: indeed, hard plastics are still legion in the lower parts of the cabin, and the many shiny black coatings are real dust magnets and striped.

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For the rest, the Digital Cockpit digital instrument cluster is now standard, and we find a new touch pad in the center of the dashboard, as well as a new air conditioning console with touch controls. The steering wheel is also updated with a more modern design, as well as touch controls on its branches.

On the practical side, nothing changes: the trunk offers a volume of 445 liters and a rather practical double floor system, while the roominess is in the good average, with the exception of the central rear seat which suffers from the presence of the center tunnel.

Serious on the road

Once the car is started, the roar of the four-cylinder diesel is quite discreet on board, and we find the road qualities of the T-Roc. Its behavior does not suffer from any unpleasant surprises, and the handling is there on winding roads: the turns follow one another with confidence, despite a pronounced body roll, and the steering is smooth and precise.

The damping is also generally neat, even if the optional 19-inch rims of our test model degrade the comfort somewhat. Thanks to the arsenal of driving assistance systems, motorway journeys will be a formality, and the kilometers will follow one another without incident. The car also benefits from a generous torque of 360 Nm available very early, to ensure safe acceleration and overtaking.

As for the other models of the Volkswagen group, we can still blame it for the approval of its DSG box, which is sometimes indecisive and slow when you need to request it. Various more dynamic driving modes are at your disposal to rectify the shooting, while the “S” (sport) mode of the box is accessible with a simple impulse on the lever. On the consumption side, we noted an average of 6.2 litres/100 km during our test run.

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