Lancia has come back to take over the E segment with a saloon that in these last months has been probably over-discussed and sometimes over-criticised. Nevertheless, all interest surrounding Lancia Thema’s launch can be interpreted as a positive signal and here is a chance to critically analyse if detractions were based on real flaws or just sparked by concerns about Lancia’s identity as a brand.

But let’s start by going straight to the point: we think that the Thema is a remarkable car, valid, reliable, quite refined and of obvious qualities such as being the 15% cheaper if compared to one of the German vehicles in the same segment. Its appearance is quite flashy, with 20in alloy wheels, eye-catching fenders and vertical rear lights that Lancia Designers have compared to Lancia Flaminia’s optical units.

From an aesthetic point of view due to features such as the chrome elements, Lancia Thema doesn’t fit the image of the typical European vehicle nevertheless its elegance is unquestionable. In this regard, we think that the purple-brown tone chosen for the official photo shoot is extremely appropriate and makes it look even more stylish.

The Interiors

Lancia Thema in its Exclusive version comes with leather finishings and refined details, as well as with some flaws that we didn’t expect from a vehicle with a starting price of €55,000. Top marks to the quality leather used for the seats and for the trunk’s lining however the dashboard’s plastics and its design are far less impressive. In terms of soundproofing, Lancia Thema has done a very good job and even at 130 km/h the passengers’ compartment remains noiseless, with maybe the exception of the diesel V6 which can’t cover its excessive rumbling.

The seats come with built in heating and cooling system, are quite comfortable, but we don’t particularly like their side edges: rigid but not defined enough, they result quite ineffective when cornering at higher speeds. At the back, three average size people can easily fit in and the only problem here is that even though there’s an air-con unit, it can only be adjusted from the front.

The Test Drive

Lancia’s new brand manager has declared that the eight-speed automatic transmission is not yet ready for its debut therefore the five-speed version has to do for the moment: less refined if compared to the ZF but still very effective. Actually, we have to say that when we tried the Thema we’ve really appreciated its performance and its seems very suitable for a vehicle that weights over 2 t.

Talking about the gearbox, when changing gears as well as in the kick-down phase it seems slightly slow. The vehicle’s soft stability helps neutralising possible turbulences coming through the 245/45 tyres and the alloy wheels but it all feels too cushy when cornering sequentially. On the road comfort is of the highest standard both on the highway and in urban environments.

View the full Lancia Thema photo gallery.

Lancia Voyager is ready to take on the international market hoping to sell in Europe at least 11,000 units a year: a demanding target in the current financial climate, but nevertheless not impossible to achieve. In Europe we are talking about a starting price of €39,900 which, taking all the trims into consideration, can be quite inviting.

Lancia has introduced some innovations: it has modified the bumper’s design, the front grill, introduced some new LED lights and in terms of passenger compartment’s configuration, the Voyager is adopting a 2-2-3 module, the direct evolution of the 2-3-2 chosen for the Chrysler Grand Voyager. The body is characterised by numerous chrome elements and the optical groups’ design is also been reviewed: the final result is an eye-catching and flashy vehicle that won’t surely go unnoticed.

Talking about the engine, the four-cylinder 2.8 diesel (163 hp / 360 Nm) at first sight doesn’t seem enough considering that the Voyager weights 2.3 t, nevertheless it satisfies this vehicle’s needs. Be prepared for a regular drive though: the Voyager keeps a steady pace without any significant acceleration regardless of how hard we push the pedal. The six-speed automatic gearbox in our opinion feels a bit slow while the braking system is of remarkable good quality: responsive and sharp.

View the full Lancia Voyager photo gallery

The idea behind the Nissan Juke is quite simple: to build a compact crossover able to provide both practicality and all the features usually associated with SUVs such as extreme driving comfort and the advantage of towering over traffic. Most models feature front wheel drive which, together with the compact dimensions and reasonable carrying costs, makes this vehicle the perfect answer to the urban driver’s needs.

Thanks to its style and personality the new Juke has conquered the ‘best seller’ rank in its category and Nissan seems to be winning the bet it has taken when they opted for the risky formula of adopting an extremely innovative style. The public is responding remarkably well and this small Japanese SUV managed to sell an astonishing 12,500 units in the first 9 months of 2011.

Design and Interiors

Talking about style, Nissan Juke’s dominant features in our opinion are indeed the front - characterised by the round optical units’ high visual impact - and the wheel arches, which convey a feeling of stability and strength.

The tail is also stylistically engaging and drawing on the concepts seen on vehicles such as the Nissan 370Z, it develops into something more refined. On the other hand in terms of design we were expecting much more from the passenger compartment which, despite being quite pleasant, didn’t bring as much personality to the table as some other features.

On Board

It has to be said that in terms of comfort it’s all another story: we were pleasantly surprised to find out how spacious the cabin is. At the front, there’s a lot of room for legs, arms and head while the back can comfortably accomodate two adults without their shoulders getting in contact with each other. In terms of the materials used, despite not being very soft, they come across as pleasant to the eye and to touch.

The central tunnel console is painted in the same color as the bodywork and it brings a stylish edge to the passenger compartment. The the air con and the audio system seem flawless but we would have appreciated the radio nav to have bigger commands, the buttons seems designed for smaller hands: luckily, most functions can be activated through the system’s LCD screen. The door panels also could have been improved - the plastics employed are of unjustifiable low quality.

On The Road

Recently we had the chance to try out the 1.6 DIG-T turbo which provides 190 hp and max torque of 240 Nm and features a front wheel drive and manual transmission. When driving it, the most striking feature is probably the steering, which deserves more than a mention: it is in fact one of the best around at the moment and it feels remarkably responsive, direct and fast - which makes the driver feel more in control.

The vehicle’s reactivity to the steering is partially due to the autochassis and despite its arguable simplicity (Mc Pherson at the front and a rigid bridge at the back) and despite its high centre of mass, the Nissan Juke always feels steadily grounded to the road and secure. On the other hand, increasing the pace causes a rolling which, together with understeering issues, can be seen as an indication of this vehicle’s limits. The EPS can be partially disabled, meaning that even if switched on, it automatically kicks in if the SUV goes over a certain degree when getting into a skid. Absorption is good thanks to the height of the tyres’ shoulder.

We would have loved to test drive the four-wheel drive version, equipped with rear multilink suspension and Torque Vectoring which distributes the torque to a max of 50% between the rear and the front axles but also between the two rear wheels. But going back to the Juke we tried, featuring a six-speed manual gearbox, 1.6 l direct injection turbo petrol engine and an high-pressure fuel pump, we can safely say it hasn’t disappointed us. This vehicle is vigorous and its steady power flow makes the transition from 2500/3000 revs to the top mark very smooth and quiet.

Fuel consumption levels unfortunately are not of the lowest around and if you want to minimize fuel costs, you should maybe consider opting for the turbodiesel 1.5 dCi version, less brilliant but much cheaper to run.

Pros and Cons

We like:

- The design.
- The drive.
- The steering.
- The D-mode funzional system.
- The roominess of the passengers’ compartment.

We don’t like:

- The small trunk.
- The door panels’ low quality.

Range

Engine / Fuel / Power / Drive / Transmission

1.5 dCi / Diesel / 110 hp / 2WD / 6-speed Manual
1.6i / Petrol / 117 hp / 2WD / 5-speed Manual
1.6i / Petrol / 117 hp / 2WD / New XTRONIC CVT
1.6i DIG-T / Petrol / 190 hp / 2WD / 6-speed Manual
1.6i DIG-T / Petrol / 190 hp / 4WD / XTRONIC CVT M6

Technical Specifications

Models: Acenta, Tekna

Engine code: MR16DDT
Cylinders’ number and disposition: 4 cylinders mounted in a straight line
Valves for each cylinder: 4
(cubic) capacity; cm³: 1618
Maximum power kW(hp)/min-1: 140 (190) @ 5600
Maximum torque Nm/min-1: 240Nm @ 2000-5200
Compression ratio: 9.5 : 1
Emissions level: EURO 5

Front brakes diameter: mm 296 x 26
Rear brakes diameter: mm 292 x 9
Wheel: 17″ x 7″ aluminium alloy
Tyres dimensions: 215/55 R17

Weight min./max: kg 1286/1315
Gross weight: kg 1735
Length: mm 4135
Width: mm 1765
Height: mm 1565
Wheelbase: mm 2530
Front rut (16″ / 17″): mm 1525
Rear rut (16″ / 17″): mm 1525
Light/ground distance: mm 180
Loading capacity: 251 l
Cx: 0,35
Fuel tank: 46 l

Consumption and performance:
Urban (l/100 km): 9,1
Extra-urban (l/100 km): 5,6
Combined: (l/100 km): 6,9
CO2 Emissions CO2 (g/km): 159
Acceleration (0 - 100 km/h): sec 8,0
Maximum speed (km/h): 215

View the full Nissan Juke: test drive photo gallery

In this video former DTM pilot Ellen Lohr is at at the Hockenheim track to test the new Mercedes SLK 250 CDI, a car with average consumption levels of 4,4 l/100 km, a maximum speed of 240 km/hr and able to go from 0 to 100 km/hr in 6,5 seconds. The SLK 250 CDI - Mercedes’ first diesel spider - also features the same 2,1 l biturbo 204 Hp and 500 Nm we have seen in other models, which enables this car to offer the same standards in terms of performance delivered by petrol engines. In the video, Ellen Lohr also has the chance to meet up and challenge former DTM opponent Roland Ash, who’s driving a Mercedes 190 E 2.5 16 Evo, but we are not going to spoil the surprise by telling you who wins!

Embarassing day for Top Gear: evidence has surfaced implying that Jeremy Clarkson was totally aware of the fact that the battery of the Nissan Leaf tested for the final episode of the show’s 17th series did not have enough charge to finish its 60-mile journey. A serious issue, if you consider that the incident has been used to discredit electric cars‘ effectiveness as well as their place in the future of the automotive sector.

During the Top Gear test in fact we can see the Nissan Leaf running out of electricity half way through its journey to Lincoln - Lincolnshire - followed by the presenters’ 10-hour long struggle to get it recharged. Little we know that the show’s producers have deliberately flattened the battery before setting off in order to make electric vehicles look unmanageable and unreliable in the real world.

We have to remind you that Top Gear seems to have a problem with this kind of cars, often knocking them down, and is currently been sued by electric car maker Tesla for the similar alleged misrepresentation of their Roadster during a 2008 show. The Guardian seems to back up the Nissan Leaf test sabotage theory by pointing out that the car’s electronic dashboard would have notified the driver about the percentage of electricity available (and its translation in miles) as soon as he turned the ignition on.

Top Gear has replied stating that the point of the test wasn’t to make the vehicle look bad, but “to show how bad the charging infrastructure is in the UK [therefore] the car needed to run out of charge so that could be demonstrated” adding that the purpose of the test was not to test the car’s mileage claims. Still Jeremy, we feel a bit cheated.

We just had the chance to test-drive the new Nissan Micra DIG-S in Germany, a car whose main objective is to be as green and affordable as possible. DIG-S stands for Direct Injection Gasoline Supercharged, which in this case is it’s a three-cylinder, 1.2-litre petrol engine, 98 hp, with CO2 emissions of 99 g/km. And thanks to these CO2 levels, this Micra was awarded a Pure Drive badge - which can be obtained only when a vehicle can prove to be eco-friendly by featuring emissions lower than 130 g/km (to be reduced to 120 g/km in 2013/14).

Talking about the interiors, the overhall quality is very good: comfortable seats, quality plastics, pleasant colors’ combination. Visibility is also extremely good and the panoramic sunroof helps a lot in reduced-light situations. Other features include an audio system with USB and AUX plug as well as an outstanding navigation system with an easy-to-use interface and an handy manual switch that enables the zoom.

The Downsizing Factor

Despite a reduction in its capacity, the DIG-S has managed to become a more powerful engine, improving its performance by minimising energy waste. Compared to a four-cylinder, this motor has in fact demonstrated better termic efficiency, which has caused a 20% reduction in friction levels.

Low friction techniques and technologies designed to maximise fuel efficiency include delayed reaction times for the suction valve’s shutting mechanism thanks to the Miller combustion cycle, honeycomb-configured springs and a nano-finish camshaft. The high tumble piston rings and the valve lifters are diamond-like carbon coated while a higher compression ratio has enabled an increased mechanic energy’s extraction.

Fuel consumption levels are set to 4.4 l/ 100 km, which translates into a remarkable 5% improvement. The start/stop system implemented on the whole range as well as the alternator’s ability to charge the battery only when necessary have helped keeping those numbers down. There also is an exhaust gas re-circulation system for improved combustion and according to Nissan, thanks to these new tricks, this is the first time a petrol engine has managed to be both cheaper and more efficient than a diesel one.

The Test Drive

Until few years ago, three-cylinder meant vibrations. With Micra DIG-S, on the other hand, we could hardly tell the difference with a four-cylinder and we can definitely say that the problem has been fully addressed and resolved. At traffic lights, the start/stop system workes promptly and didn’t let us down. Once on the road although we would have appreciated a little more attitude, this vehicle behaved very well in traffic.

Agile, zippy, responsive: the Micra DIG-S seems to be perfect for urban environments. It has good road-holding, adequate brakes and a reduced steering diameter which allows to take U turns in very restricted spaces. Visibility is outstanding on the road as well as when parking, and in this regard the Simple Parking Pack system helps to establish the space needed for manoeuvres.

When driving at higher speeds on the highway, the vehicle was not as silent as we expected, although we have to take into account that a strong wind was blowing at the time. We couldn’t go the full 180 km/h maximum speed but it seemed well within reach. We had to stick to the 130/140 km/h mark, which was easy to hit and easy to mantain, with the cruise control automatically setting the speed (but it can be easily switched off by braking a little).

Nissan Micra DIG-S Standard Key Features

Nissan Micra comes in three models: Visia, Acenta and Tekna.

Visia
Front, side and curtain airbags
ESP
ABS
Stop/Start
Power steering
Speed sensitive automatic door locking
Manual air conditioning
Trip computer
Remote central locking

Acenta
- as Visia, plus:
Front armrest
Height adjustable driver’s seat
Leather covered steering wheel
CD Player with Aux-in
Bluetooth connectivity
15 inch wheels

Tekna
-as Acenta, plus:
Front fog lamps
15 inch alloy wheels
Nissan Connect with five inch colour screen and fully integrated satellite navigation
Trip computer with ‘CO2 saved’ feature
Automatic headlights and wipers
Parking Slot Measurement system

After celebrating the sale of more than 5m vehicles since 1997, and after the remarkable success of ix35 and i20, Hyundai is now seriously challenging competitors with the new i40 Wagon, a vehicle boasting an innovative style, a good engine, all sorts of comforts as well as a highly competitive price.

In terms of design, we can define the i40 as very fluid with specific graphic elements that, according to Thomas Buerkle - Hyundai’s European Chief Designer - have been inspired by natural shapes. The wagon doesn’t come across as bulky and it looks much smaller than what it actually is thanks to the well-thought design which makes the whole thing very dynamic. In addition, details such as the rear spoiler make this vehicle look quite sporty.

Appearance and Interiors:

Let’s talk about some technical details: the Hyundai i40 is 4.77 m long, 1.81 m wide, 1.47 m high with a 2,77 wheelbase. In terms of loading space, once you push down the rear seats you’ll have an astonishing 1719 l available, while if you have passengers sitting at the back , it will be reduced to 553 l. Inside the cabin, the Hyundai i40 feels and looks very spacious: the front measures 1025 mm in height with 1170 mm of legroom available, while at the back it’s 985 mm high with 850 mm legroom.

The seats are all adjustable and if you are a romantic person who enjoys watching the stars through the sunroof, you will sure appreciate the fact that the front seats can reach a perfect horizontal position. In addition, when starting the car, the driver’s seat adjust itself automatically to the last position memorised by the IMS system, while a lumbar support helps those who suffer from back pain.

Overall visibility is also very good and when the vehicle starts to reverse a video camera kicks in, aiding the driver during parking manoeuvres. Another fancy feature is that both the seats and the steering wheel have a built-in heating system which makes them warm.

Technology:

In all the latest Hyundai vehicles, on-board technology is plenty and cutting-edge. In the Hyundai i40 Wagon there are two high tech systems to prevent driving errors - the Smart-Parking Assist System and the Lane-Keeping Assist System - as well as ESP, ABS, HAC, VSM (Vehicle Stability Management) and a Brake Assist System connected to the emergency lights.

The Hyundai i40 Wagon also has a LDC Supervision Cluster, a sat-nav, a bluetooth connection and a dual-zone air conditioning system which can be adjusted through the touch-screen panel. Other features include an electronic handbrake, a light on-off sensor, electric windscreen wipers and an automatic anti-mist system.

The only off-putting factor is the audio system which, despite having CD, MP3, AUX plug, USB plug, iPod/iPhone support, lacks in terms of sound clarity. The quality of the sound coming from the speakers is in fact very poor with the bass producing unwanted vibrations and changing the settings doesn’t help much.

This vehicle has daytime driving lights as well as xenon head-lights. The dashboard is clearly readable even when hit by the sun, and the huge amount of information displayed on the screen doesn’t seem to be straining the eyesight.

On the Road:

There’s four engines available: two petrols and two diesels with anti-particulate filter. We tried an aluminium 2.0 l ‘Nu’ GDI, 4 cylinders DOHC 16 valve, variable timing from 1999 cc and direct injection, which delivers 177 hp and reaches a max torque speed of 213 Nm. With a six-speed manual gearbox, this vehicles runs 100 km/h in 9.7 seconds with a fuel consumption of 6,7 l/100 km (combined cycle) and CO2 emissions of only 156 g/km.

During our road test, we drove quite slowly due to strict speed limits and the engine behaved very well, responding promptly. Nevertheless, we were expecting a bit more when picking up speed after a traffic light, but on the highway this 2.0 GDI didn’t let us down, performing remarkably well at higher speeds.

The “U-II” 1.7 l CRDi 16 valve turbodiesel 136 hp on the other hand felt more suitable for the i40, and when we tried it, it resulted in a quite enjoyable drive. In aluminium as well, this engine reaches 100 km/h in 10.6 seconds, which turn into 12 sec with an automatic gearbox, and 12,9 sec with a 1.7 CRDi 115 hp. The 136 hp engine on the road delivers well and it’s perfect for driving in a urban environment or on the highway. So far a 2.0 version of the diesel has not been planned.

Technical specs:

Diesel engines

1.7 CRDi 115 hp
Type/ capacity ‘U-II’, DOHC, 4 cylinders, 16 valve turbo / 1685 cc
Power / torque 115 hp (85 kW) @ 4000 rpm; 260 Nm (26.5kgm) @ 1250-2750 rpm
Emissions 122 g/km (113 g/km with ISG)

1.7 CRDi 136 hp
Type/ capacity U-II’, DOHC, 4 cylinders, 16 valve turbo / 1685 cc
Power / torque 136 hp (100 kW)@ 4000 rpm; 325 Nm (33.0kgm) @ 2000-2500 rpm
Emissions 124 g/km (119 g/km with ISG)

Petrol engines

1.6 GDI 135 hp
Type/ capacity ‘Gamma’ GDI, 4 cylinders (CVVT), 1591 cc
Power / torque 135 hp (99 kW) @ 6300 rpm; 164 Nm (16.8kgm) @ 4850 rpm
Emissions 149 g/km (138 g/km with ISG)

2.0 GDI 177 hp
Type/ capacity ‘Nu’ GDI, 4 cylinders (CVVT), 1999 cc
Power / torque 177 hp (130 kW) @ 6500 rpm; 213 Nm (21.7kgm) @ 4700 rpm
Emissions 156 g/km

Suspensions
Front independent MacPherson with coil springs, gas shock absorbers and stabilising bar.
Rear independent Multi-Link with coil springs, ASD gas shock absorbers and stabilising bar.

Steering
Type MDPS
Ratio 14,1:1 / 2,88 total revs
Steering diameter (*) 10,94 m

Brakes (with ABS and EBD)
Front 300 mm or 320 mm self-cooling brake discs
Rear 284 mm or 300 mm brake discs
Handbrake Electronic

Rims and Tyres
Classic 7,0J x 16 light alloy rims - 05/60 R16 tyres
Comfort 7,5J x 17light alloy rims - 215/50 R17 tyres
Style 8,0J x 18 light alloy rims - 225/45 R18 tyres

Dimensions (mm)

Exterior
Total length 4770
Total width 1815
Total height 1470
Wheelbase 2770
Rut 1591 / 1597 (front/ rear)
Height from ground 140

Interior
Height 1025/ 985 (front/ rear)
Legroom 1170/ 850 (front/ rear)
Shoulders 1455/ 1420 (front/ rear)
Waist 1390/ 1380 (front/ rear)

Loading area
Lenght 1115
Widht 1010
Height 717

Loading Capacity
Fuel tank 70 l
Trunk 577 l or 1723 l (with reclined rear seats / full load)

The vehicle we’ve been driving for the past few weeks - a SporTour 1.5 dCi 110 hp - can be defined as attractive, practical, roomy as well as cutting-edge. In fact, despite the classic feel, the Mégane SporTour is packing the latest technology such as a dual-clutch six-speed EDC gearbox.

Appearance and Interiors:

Smooth shapes define both the bodywork and the passenger compartment, making this vehicle stylistically homogeneous from every point of view. The wrapping interiors and the cosy seats make the passengers feel very comfortable, while the glossy trims, the leather steering wheel and the dashboard’s modern design confirm that in this car, style hasn’t been overlooked.

The Mégane SporTour dual-clutch dCi also scores high in terms of on-the-road comfort: very silent, roomy, with a dual-zone air conditioning system and a huge trunk. The only flaw that we could find is that, a part from the space provided under the central arm-rest, there’s nowhere we can empty our pockets into.

Chassis:

The SporTour’s technical approach is the same for the whole Mégane range. A MacPherson-like front-end axle is connected through a new configuration that prevents the engine’s lateral swinging. This guarantees less weight shift in a sporty drive, and better rigidity which Renault claims is three times more than the previous GrandTour. In addition, the flexible rear-end axel with programmable geometry results much more compact, light and solid than a multi-arm one.

The main difference between the SporTour and the Saloon is that the first one features a stiffer front anti-roll bar in order to reach the same performance level as the second one despite the body mass difference. The rear suspension springs are the 10% more flexible in the SporTour model while the front ones are the same for both vehicles.

Other features include an improved electric power-assisted steering - which boasts better reactivity and enhanced precision - and four different set of tyres to chose from: 15″ 195/65, 16″ 205/55, 17″ 205/50 and 17″ 225/45.

Engine and Gearbox:

The Mégane SporTour comes with a wide range of engines, all Euro 5 -approved. We have two petrol engines - a 1.6 aspirated 110 hp and 1.4 TCe 130 hp - and three turbodiesels: 1.5 dCi 90 hp, 1.5 dCi 110 hp and 1.9 dCi 130 hp. The one we tested, the most powerful 1.5 powerstep, comes with a standard diesel particulate filter and a manual six-speed gearbox.

The SporTour’s mechanic layout has enabled CO2 emissions to be of 114 g/km, fuel consumption to be equal to 4,4 l/100 km and therefore a single filled-up 60l fuel tank should last for approximately 1200 km. In fact, the Efficient Dual Clutch transmission, according to Renault, consumes the 17% less if compared to a traditional automatic one, which in terms of CO2 emissions means 30g less each km.

Renault’s EDC dry dual-clutch is operated electronically, but also has a manual function at the stick therefore the SporTour doesn’t have paddles at the steering wheel. The mechanisms are activated by two primary concentric shafts and two additional ones. It also has a hill-hold function.

On the Road:

The Renault Mégane SporTour 1.5 dCi 110 hp is easy on the road as it is on the eye: very silent even at high speed, with a dynamic dCi that makes driving effortless. The only flaw here is that this vehicle lacks a little in terms of suspensions’ insulation: with 17″ tyres we could feel the roughness of the road especially by the rear axle.

The four-cylinders makes a bit too much noise at lower revs, nevertheless we give it top marks due to its reaction times, the smooth progressive turbo and the high-tech transmission. The 1.5 dCi 110 hp also delivers high quality performances and its suitable for any road condition.

The EDC, even if not capable of exactly replicating a manual gearbox’s behaviour, still ranks higher than some competitors’ dual clutches due to the fluidity of its sequential mode. The steering is precise, rolling is well prevented and the under-steering surfaces only during daring manoeuvres.

Pros and Cons:

We like:

The trims.
The roomy trunk.
The traction.

We don’t like:

There’s not enough space for personal objects in the cabin.

The first thing that catches the eye is probably the fact that only the passenger side has two doors, while the driver’s has only got one. This changes the vehicle’s feel depending on the viewer’s perspective: more sporty or less intimidating, it’s just a matter of points of view. And despite the rear door’s handle being integrated with the window, the passenger side rear window looks actually bigger then the others, as in some sort of optical illusion.

Hyundai Veloster Wallpaper

The Veloster’s front view is quite aggressive due to the headlights’ design, while the radiator’s hexagonal grill is almost becoming Hyundai’s signature feature when it comes down to convey a family feeling to a vehicle. The hatchback is divided horizontally in two parts, with the top section becoming an extension of the adjustable panoramic roof, therefore providing extra brightness. Parking is made easier by a video camera that not only supplies a wider view, but also displays some guide-lines on the screen for the driver to follow.

But let’s talk about the test-drive: in Frankfurt we had three choices of Veloster and we decided to go for the yellow model, which we thought would help highlighting the car’s details. We had to overlook the interiors because, as already mentioned, the vehicle we tried was the last pre-production model before the final stage of production.

Ready, steady, go. We are now driving towards Hockenheim, which is roughly 60 miles from Frankfurt. The weather is not ideal, but it is actually working to our advantage because it will allow us to really test the vehicle. Thanks to the seat’s electronic commands, it’s very easy to find a comfortable driving position and the lumbar support provided it’s a blessing for those who suffer from back problems.

In terms of comfort, this vehicle is quite roomy even though taller passengers sitting at the back might encounter some problems. The air-conditioning system comes with an high-tech 7″display, while other features include a sat-nav, equipped with “Blue Max Eco Guide”, an iPod and iPhone interface, external auxiliary plug, a Bluetooth connection as well as audio commands integrated within the steering wheel.

Driving the Veloster comes across as quite smooth thanks to a gentle direct-injection 1.6 Petrol engine which delivers 140 hp at 6,300 revs, which makes ideal for young drivers with not so much experience. The Veloster works fine when it’s time to pick up speed and it is also quite good on highways. Due to bad weather, road works and speed limits, we only could stretch this vehicle over 170 Km/h for short distances. Nevertheless, we still managed to appreciate the feeling of comfort and safety this car delivers at high speeds, as well as its excellent sound-proofing features.

At the ACAC Driving Safety Center, located inside Hockenheim’s racing track, we also had the chance to carry out some safety tests in the form of simulations on wet, snowy, icy as well as unpredictably slippery terrain. We tried in every possible way to find something wrong with the car’s reactions but since the Hyundai Veloster minimizes small driving errors by trying to stick to the original path, at the end we had to agree that the safety provided by this vehicle is outstanding. In the skittle test also the steering resulted very precise and good suspension prevented any kind of rolling or pitching.

So far there’s nothing official but apparently the 1.6 model we tried out will be available to the public at the end of the summer while later on Hyundai will deliver a version that features a dual-clutch six-speed DTC gearbox. The Veloster will also be available with two different fittings which could include a 7″ touch-screen display sat-nav, air conditioning system, adjustable panoramic roof, leather interiors, 18′’ alloy rims, six airbags as well as ESP, ABS e ISG (start&stop) systems.

A crossover between a SUV and a mini van, Fiat Freemont can be regarded as Dodge Journey’s little baby. In fact, the reason why the Freemont is so aesthetically similar to the Dodge is that Fiat planned to sell an average of 30,000 units in Europe before the end of 2011, and simply they didn’t have enough time to develop a new design. But despite the two vehicles being almost identical in shape, it’s the technical details that make the real difference.

Appearance and Interiors

Logos, rims and little more: from the outside, the Freemont looks almost the same as the Journey, sharing the same solid, simple and linear shapes. The interiors on the other hand, tell a different tale: the improvements here are major and the features include a practical assembly, soft fabrics as well as glossed and chrome trims all in the right places. And even in mere design terms, the dashboard, the steering wheel and the central console represent a big step forward if we compare them with the Dodge Journey’s which, lets admit it, can come across as a bit rough around the edges.

Fiat Freemont’s specific features such as the versatility of its interiors and its spaciousness contribute towards an excellent overall quality in terms of comfort. For instance, if you need a roomier trunk, pushing down the two back seat will do the trick. And thanks to a very handy fabric hook which will level the seats to the floor with just one single movement, it will only take seconds.

Fiat Freemont basic features include a tri-zone automatic air-conditioning system, radio CD MP3, 4″3 touch screen , audio controller, 17′’ rims, fog lights, cruise control, tyres pressure sensor, keyless entry/go and an anti-theft system. The Urban version in addition provides a Bluetooth, a light-sensor, leather steering wheel, leather gear-stick handle, parking sensors, roof racks, adjustable electric driving seat, folding electric side mirrors, blacked-out glass rear windows and electric auto-dimming rear view mirror.

Chassis

Fiat designers’ objective has been mainly to adapt the vehicle’s handling and comfort features to an European taste and, as already mentioned, the technical innovations displayed by the Freemont are plenty. The focus of Fiat engineers has been the steering - which has been made heavier, more stable and more precise when cornering - as well as the suspension.

The chassis’ technical layout is the same as the Journey, with McPherson at the front and a multilink behind, but there’s a lot of new features as well. Shock-absorbers have been re-calibrated, springs have been made more rigid, some components have been changed and the suspension bar’s diameter has been increased of 1mm. Last but not least, soundproofing has also radically improved.

Engine and Gearbox

Under the bonnet, things have changed as well and specific petrol and diesel units have replaced the Dodge engines. The 3.6 V6 Pentastar 276 hp engine will support only a 6-speed automatic gearbox and a four-wheel drive, but on the other hand the 140 hp or 170 hp powerstep version will feature instead a 2.0 MultiJet 2.

At launch, Fiat Freemond will be shown only with the two diesels in addition to the single front-wheel drive one. In a later moment, the four-wheel drive version will be made avalable with a 170 hp engine for the diesel and a V6 for the petrol. In both cases, the all-wheel drive versions will be available only with the 6-speed automatic gearbox.

The Fiat 2.0 MultiJet engine, provided with Variable Turbine Geometry (VTGs), features also a new variable capacity oil pump. Compared to first-generation MultiJets, the feeding system has improved and now boasts faster injectors that allow the main fuel-injection to be divided in different stages.

In fact, for each cycle, the MultiJet 2 is able to manage up to eight injections of fuel thanks to a new valve management system, providing better speed, flexibility and precision during the different phases. It’s noteworthy to know that all these improvements have made the whole thing cheaper due to the reduced amount of components employed (40% less).

The optimisation strategy adopted by the MultiJet 2 includes an Injection Rate Shaping (IRS) which enables the two main injections to be that close to each other to result in a continuous modulated fuel supply in the combustion chamber. This leads not only an improved combustion process, but also to an improved noise reduction and less emissions.

The Multijet 2 is Euro 5-approved and is paired with a 6-speed manual gearbox. Both in the case of the 140 hp and the 170 hp, the maximum torque is already reachable at 1750 revs and it equals to 350 Nm. In the less powerful unit the maximum value is available until 2000 revs have been reached, while on the other one the value is the same until 2500 revs. Considering that the common usability range of these kind of engines usually doesn’t exceed 3000, the torque is never less then 300 Nm.

With the 140 hp powerstep, the Freemont is able to go from 0 to 100 in 12.3 seconds, therefore reaching a maximum speed of 180 Km/h. With the 170 hp version, the performance features respectively 11 sec and 195 Km/h. In both cases, the combined cycle’s fuel consumption figures reach an average of 6,4 l/100 km and 169 g/km of CO2.

We must not forget to mention that the Freemont’s MultiJet boasts a closed-coupled DPF (CCDPF) and a very evolved Exhaust-Gas-Recirculation system (EGR) where all the sub-components are gathered under a single element of reduced dimensions.

On the Road

First of all, the Freemont is a very comfortable passenger-friendly vehicle, able to well absorb the roughness of the road. It also has to be said that both the 2.0 MultiJet 2 powersteps don’t seem to have a problem moving the vehicle’s huge weight, which equals to a staggering 1875 kg. Without expecting nothing too sporty or too exciting, the engine seems very adequate for the task undertaken.

With some reservations when it comes down to lower revs, the four cylinders perform well even at 1500 revs thanks to the variable turbine. From 1500 to 4000 revs, the 350 Nm provide a well-deserved sparkly performance while when reaching 4500 revs, the noise starts to be more intense and can be heard from inside the vehicle.

Both the vehicles we tried out, the 140 hp and the 170 hp, featured a manual 6-speed gearbox which resulted quite easy to manoeuvre. The steering has also scored high in terms of lightness and it has radically changed if compared to the Dodge Journey. The only thing we were not completely satisfied with was the braking system. If you treat it bad, it seems to get tired too quickly especially when initially pushing down the pedal.

The Freemont tends to have a natural predisposition for under-steering as well as rolling which, considering the vehicle’s high centre of mass, have been fairly addressed when a redefinition of the suspension’s geometry has caused the side loading to be more stable.

Pros and Cons

We like

- The price.
- Its spaciousness and its versatility.
- The engine’s flexibility.

We don’t like

- The brakes: they can be improved.

After our piece on the Opel HydroGen4 and how it’s being overtaken by modern electric cars, here we with a golden question – just how fun can an electric sports car get? We got to know the Venturi Volage open top electric at the Challenge Bibendum, with our guys from Autoblog.it. The event is the perfect setting for such a drive given that the Volage takes advantage of its collaboration with Venturi, together with Michelin who was sponsoring the event.

We saw it back in 2008 at the Paris Motor Show, and here it is finally to electronically rumble its way onto the list of the most powerful electric supercars. As per usual with Venturi, the technology is top class, with a flat platformed, all-wheel drive model with a carbonfibre chassis that gets weight down to 1,075 kg, batteries included (they weigh 350 kg). That’s impressive by any sports car standard, let alone electric.

The thing that really hits us about the Venturi Volage though, is its engine setup. It makes use of Michelin Active Wheels technology. Basically the active wheel is one inside which the engine and suspension setting is inserted. This means that we get four-wheel drive because each wheel is driven by its own electric motor of 55 kW, totaling 220 kW, or nearly 300 hp. Venturi told us that the electric motors per wheel are in fact, two: one for the suspension and one for actually driving the vehicle. That makes eight motors on one car.

At the Bibendum Challenge the Volage received the prize for the fastest acceleration of the cars present – getting to 50 km/hr in just 2.2 seconds. Not bad at all, we’d say. Top speed is nothing to knock your socks off though – it’s limited to 150 km/hr to prolong the battery life.

This brings us to both a technical and philosophical discussion about sports cars, electric cars and electric sports cars. The sports car vocation means top speeds and sometimes long distances – the electric car vocation is not exactly motoring along highways. So it’s still hard to accept that a sports car can be an ecological car as well, the two having opposing characteristics and purposes.

The die-hard petrol heads among us will probably always cling to our classic combustion engines and not just for their performance. But others have shown that the sports-electric mix can happen, and that has meant rocking the technological and philosophical boat. That’s fine with us, but sometimes we put a question mark over the real world future of these models.

The Citroen DS4 is very difficult to sum up – even the press guys from Citroen themselves are unsure of just how to define this model. It’s not strictly speaking a coupé, although it is sometimes compared with the Scirocco. It looks dynamic and sporty, but it is also spacious and adaptable with room for four passengers and all their luggage. A sedan then? But the wheelbase is quite high off the ground, in the new crossover style.

All-in-all, driving the DS4 is like having access to three different cars, each in the same percentage. Does it work? We’ll find out later, but Citroen has been careful to provide three balanced personalities, without going overboard. The car has character in true DS style, providing an alternative to the more sober and formal C4. In fact, we think Citroen could only have done this with the new DS range – letting their imagination have some freedom but while designing something with just the right curves and straight lines, well proportioned, elegant and less audacious than the DS3.

Okay for the design front, then. The windows are perfect (and Citroen is particularly proud of them) and we’re quite taken with the hourglass-shaped C pillar, which would have been exaggerated if Citroen hadn’t matched it to a chubby rear. The only problem with this design is that it looks great but means you can’t actually open the rear windows, which is a problem exacerbated by the good-looking doors, themselves not particularly accessible or practical. In short, you wouldn’t want to be shut in the back of the car for too long. The DS4 is dead sexy, but not always particularly functional. Peculiarly French, you might say.

Citroen DS4 interior

The almost surprising thing about the Citroen DS4 is just how much space there is, especially for the rear passengers. Given the coupé good looks, we’re happy to see that both leg and shoulder room abounds back there, the only reduced space is obviously head room, due to the sloping glass roof. It’s a nice feature if you’re not very tall and you want a well-lit cabin, but you will be using the air conditioning more frequently.

The rear doors are not exactly comfortable for getting in and out of the car, but once inside, the DS4 is extremely comfortable – almost cuddly, we’d say. We tested cars fitted with the optional leather upholstery which obviously gives a touch of class to the point where you’d think the car was of a superior segment. The Citroen DS4 has been looked after down to the last detail, although the centre console has too many buttons and dials to get familiar with in just one test drive.

Driving the DS4

With all the fancy design though, just what kind of driving experience has Citroen given us with the DS4? The ride height is fantastic and the electronically adjustable seats make it so easy to adapt the bulk of the car to the individual driver. Visibility proves more complicated though, with the coupé-crossover style giving us some issues when parking and judging distances despite the front and rear parking sensors. The transmission and clutch are marvellous, with the gearstick in the right position (if a little “spongy” on the change), and the clutch soft and easy to use.

Our test drive included the “So Chic” top-end package with the 1.6 THP engine with 200 hp and the 2.0 HDi with 160 hp. The petrol version comes with 19-inch alloy wheels and Michelin Pilotsport tyres measuring 225/45. It comes with specific suspension and brake settings for a sportier drive. While we understand what Citroen is trying to achieve here, we found the option almost skittish and not particularly instinctive to drive. Acceleration is unpredictable and the steering requires a delicate touch to avoid the imperfections in the road.

That option brings out the coupé personality of the car, but if you’re interested in the sedan feel, the diesel is better. The 2.0 HDi with 160 hp is the classic, pedestrian oil burner with a more relaxed style. It comes with 18-inch wheels and Michelin Pilot Sport 3 tyres which are less high-performance, indicating this option has no pretensions to sporty driving. All of which means that Citroen has provided various design elements and style on its DS4, and getting the most out of whatever personality you like best, involves making a good choice about the engine option you’ll go with.

Citroen DS4 Pricing and Options

The Citroen DS4 1.6 THP costs about 28,300 euros, and the 2.0 HDi comes in at 28,700 euros. The DS4 pricing entry level model is 20,100 euros for the 1.6 VTi with 120 hp in Chic package; while the cheapest diesel is the 1.6 e-HDi with 110 hp in Chic starting at 22,300 euros. Standard fit-out includes six airbags, ESP, 18-inch alloy wheels, twin-zone air conditioning, aluminium pedals, cruise control and CD/MP3 audio system with six speakers. The driver’s seat is electronically adjustable, and both the front seats have massage function.

We’re entirely impressed with what’s on offer on standard, and the options only get better. The price might be pushing it a little if Citroen wants to try and lure customers away from other higher-end brands, but they offer a damn good package to do it. The DS4 manages not to come across as an “all things to all people” car, which we think really works in their favour because they have created a concentrated, elegant car that will probably push all the right buttons, for the right customer.