Category:

Automobile Blogs

Whether you’re a gearhead or a casual driver our automobile blogs keep you informed and inspired on everything happening in the automotive world.

Automobile Blogs

Jaguar I-Pace: The Electric Cat Prowling Through Dün

by Arjun August 5, 2025

written by Arjun

The Soul of a Cat: Design, Dimensions and Road Presence

Jaguar calls it an SUV, but don’t let the label fool you. The I-Pace doesn’t just look different; it behaves differently too. At 4.68 meters long, it has the athletic stance of a lifted hatchback married to the elegance of a sports coupé. The roofline tapers just enough to whisper “performance,” and the bulging haunches scream all-wheel drive. Even after the 2023 facelift, where the front grille was closed off and a satin gray paint option added, the I-Pace still commands attention without being flashy.

In the town of Beberstedt, a passerby approached me at a charging station and asked, “Ist das ein Jaguar?” The emblem threw him off, an electric Jag in a sleepy forest village? It’s a unicorn, even now.

Despite the sleek lines, this car is still every bit a utility vehicle. With flush door handles, air-sculpted flanks, and that signature feline face, the I-Pace wears its design like a tailored suit, stylish, yes, but built for movement.

The Ride: Power and Silence Across the Dün

From the first moment I pressed the start button and gently rolled out of the cobblestone streets of Keula, I knew this wasn’t your typical EV experience. There’s a hush in the I-Pace that isn’t sterile like other electric cars, it’s composed, like a predator stalking prey. The two motors, one at each axle, respond with immediate torque. Nearly 700 Nm surges with a twitch of your ankle.

On the winding B247 climbing out of Niederorschel, the Jaguar felt planted, remarkably so for a car tipping the scales at over 2.2 tonnes. The air suspension soaked up every ripple and pothole, adjusting seamlessly between sport and comfort. It cornered with the poise of a rear-wheel drive coupe but the surefootedness of a mountain goat. You could push it into tight bends at 90 km/h and it wouldn’t flinch. There’s no body roll to speak of. It’s electric agility with British charm.

Even on gravel tracks slicing through the forest, the I-Pace tackled mild off-roading with composure. Sure, no one’s rock crawling in this, but raise the air suspension and those extra centimeters of ground clearance make short work of uneven trails and deep puddles.

The Real Range: When Theory Meets Asphalt

The most pressing question in any EV review is, of course, the range. Jaguar promises up to 470 km under ideal conditions. In reality, the I-Pace gave me about 365–390 km depending on how spirited my drive was. That figure was tested during warm spring temperatures, mixed driving, and a few Autobahn stints.

I started one leg of my journey from Mühlhausen, drove through the edge of the Dün, cruised into Leinefelde-Worbis via rolling fields and forest-lined roads, and back again, all on a single charge, without sweating. That’s about 210 km roundtrip with detours, and I had nearly 150 km left on the clock when I rolled back into town.

Charging? That’s where things start to feel a bit dated. At a DC fast charger near Bleicherode, I peaked at around 96 kW, enough to get from 10 to 80% in roughly 45–50 minutes. Not terrible, but rivals like the Hyundai Ioniq 5 or Tesla Model Y now do this faster. AC charging at home with 11 kW took about 9 hours for a full charge, which felt acceptable given the range offered.

Comfort and Cockpit: A British Lounge on Wheels

Inside, the I-Pace feels more boutique hotel than sterile tech pod. Rich leather, high-quality soft plastics, clean stitching, it’s a reminder that Jaguar still knows how to craft an interior. My tester, the Dynamic R HSE, came with Windsor leather seats, a full panoramic roof, and the Pivi Pro infotainment system. It’s an elegant space.

But it’s not perfect. The twin-screen layout still feels a bit over-designed, especially the lower climate control screen that sits awkwardly low and washes out in bright sun. The updated software and inclusion of Amazon Alexa did help. Voice commands worked flawlessly, and over-the-air updates ensured the nav system was never out of date.

One gripe? Rearward visibility is poor. The narrow rear window limits your field of vision, making lane changes a little too reliant on sensors. But on the flip side, seating comfort is fantastic, especially up front where lumbar support and adjustability are top-class. My partner and I spent three hours straight in the I-Pace on the way to Sondershausen without needing a single stretch break.

Practicality: Hidden Talents and Daily Use

This isn’t a small SUV, but it’s easy to live with. Rear seats fold flat, offering over 1300 liters of space, which helped during a weekend grocery run and a nursery visit where we picked up half a garden’s worth of plants.

There’s a small frunk, 27 liters, mostly good for storing the charging cable. Interior storage is plentiful though, with deep door bins, a floating center console, and hidden compartments. Rear seat passengers get decent legroom, and even someone nearly two meters tall found it tolerable, though the sloping roofline may graze taller heads.

Also Read

Conclusion: A Feline Farewell Worth Experiencing

As I parked the I-Pace in front of the timbered guesthouse in Hainleite, I couldn’t help but feel nostalgic. This car won’t see a second generation. Jaguar is pivoting, and the I-Pace, once a poster child for the brand’s electric ambition, will quietly exit stage left.

But what a performance it gave. The I-Pace isn’t perfect. It’s not the quickest to charge, nor is it the cheapest. But it’s one of the most enjoyable electric cars I’ve ever driven. It has soul, character, and an elegance that feels rare in the clinical EV world. If you ever get the chance to drive one, especially through a place as scenic and dynamic as Dün, take it.

This isn’t just an electric SUV. It’s a Jaguar, through and through.

Is the Jaguar I-Pace still available new?

No. As of 2025, Jaguar has announced the discontinuation of the I-Pace. Only used models are available.

What is the real-world range of the Jaguar I-Pace?

While Jaguar claims 470 km WLTP, real-world range is between 360–400 km, depending on driving conditions.

How long does it take to charge the Jaguar I-Pace?

On a 100 kW DC charger, it takes around 45–50 minutes to go from 10% to 80%. With a home wallbox (11 kW), a full charge takes about 9 hours.

August 5, 2025 0 comments

Automobile Blogs

Aiways U5: A Chinese Electric Surprise on the Roads of Drawehn

by Arjun August 5, 2025

written by Arjun

An Unexpected First Impression: Design and Build Quality

As I circled the U5 in the stillness of morning, a few things became instantly clear. At 4.68 meters long, the Aiways U5 slots itself neatly into the midsize SUV segment, aiming directly at the likes of the VW ID.4, Skoda Enyaq, and even the Mercedes EQC, at half the price.

The front fascia is clean and modern, with a sliver-thin LED light strip and flush-fitting panels that defy its relatively modest price. The recessed door handles added a nice futuristic touch, and the lines, while not overly aggressive, were taut enough to imply some driving intent.

Inside, the U5 surprised me even more. Soft-touch materials on the dash, felt-lined door bins, and a well-balanced blend of matte plastics and piano black trim gave the cabin a level of polish I didn’t expect. A panoramic sunroof above my head filled the cabin with light, making it feel more premium than the price tag would ever suggest.

But then came the quirks. No glovebox. No dimming rear-view mirror. And no built-in navigation system. The Chinese engineers, in their first production car, had evidently made a few head-scratching omissions. That said, plug in your phone and Apple CarPlay or Android Auto takes care of guidance. Just another sign that this car leans heavily into smartphone culture, and cost-saving logic.

Powertrain and Performance: The Electric Pulse of Drawehn

I pressed the start button, and the Aiways U5 came to life with a barely audible hum. Its electric motor, mounted up front, churns out 150 kW, or 204 hp, and delivers a solid 310 Nm of torque. With my foot gently on the accelerator, the SUV eased silently out onto the two-lane L231 highway slicing through the Drawehn forest.

I wasn’t expecting much, 204 hp in a 1.77-ton SUV doesn’t exactly scream excitement, but the U5 had other plans. From a standstill, it delivered its torque instantly. The front wheels did struggle slightly for grip on damp forest roads, but the traction control quickly smoothed things out.

On the way up to Clenze, with its long open stretches and gentle curves, I tested the acceleration. 0 to 100 km/h came up in around 7.8 seconds, not blistering, but more than adequate. The top speed, capped at 160 km/h, might raise eyebrows, but let’s be honest, how often do you cruise above that in daily life?

The ride itself was… civilized. The suspension didn’t attempt to be sporty, nor did it wallow like a barge. It was tuned for comfort, and the damping soaked up the region’s occasional potholes and rough rural edges without complaint. The U5 may lack adaptive suspension, but its conventional setup did a respectable job.

Handling and Braking: Confidence in Corners and Stops

The Drawehn’s elevation changes and narrow forest chicanes are ideal for evaluating a car’s handling. And while the Aiways U5 isn’t a corner carver, it didn’t feel out of place. Steering was electrically assisted and surprisingly responsive, though a bit numb. Body roll? Yes, there was some, especially during quick transitions, but the U5 never felt unsettled.

What did catch me off guard was the braking performance. From 100 km/h, the U5 needed 36.5 meters to come to a stop, not terrible, but not class-leading either. Regenerative braking could be toggled, but even on the strongest setting, it lacked the one-pedal driving feel I’ve grown used to in Teslas or even the Nissan Leaf.

Still, in real-world usage, especially when descending a steep hill near Bergen Dumme, it was composed and manageable. The interaction between the regen system and traditional brakes was well-calibrated, with no jerkiness or abrupt transitions.

Space and Practicality: Like a Big Airy Living Room

Where the Aiways U5 truly shines is interior space. My wife joined me for part of the drive, and we both marveled at how much room there was in the back. I’m 6’1″ and still had several inches of leg and headroom in the rear. The flat floor and wide bench make it a strong contender for families.

Boot space? With the seats up, you get 432 liters. Fold them down, and it opens to a cavernous 1,555 liters. We packed the trunk with camera gear, picnic supplies, and a foldable drone rig, and still had space left.

One caveat, however: the U5’s payload is only 385 kg. That’s tight. With five adults on board, you’re close to the legal limit before even thinking of luggage. A strange oversight for a car this big.

Charging and Range: Surprising Speed, Average Distance

By the time we reached Hitzacker, the battery gauge was hovering around 40 percent. The U5 comes with a 63 kWh (gross) battery, delivering a WLTP range of 400 km. In our real-world test, with hills, fast runs, and air conditioning on, we achieved just under 300 km, right in line with the testing.

Charging performance was where the Aiways punched above its weight. At a 90 kW DC charger, I watched the car gulp down electrons at an average of 78 kW. In just 30 minutes, we added over 210 km of range. That’s competitive even against far pricier rivals.

AC charging is now at 11 kW, up from the older 6.6 kW limit, making overnight home top-ups perfectly practical. That’s a huge win for real-life usability.

Also Read

Conclusion: The Underdog That Deserves a Second Look

By the time the sun began to dip behind the Drawehn’s ridgelines, I found myself genuinely impressed. The Aiways U5 isn’t perfect, its infotainment quirks, modest payload, and missing glovebox are reminders that it’s a first-gen product.

But viewed holistically? It’s a credible, competent, and comfortable electric SUV. One that undercuts the competition by thousands of euros without feeling like a budget compromise.

The U5 isn’t here to win drag races or dominate off-road trails. It’s here to offer affordable, spacious, everyday electric mobility with surprising levels of refinement. In that mission, it succeeds.

As I powered it down beneath the same tree where I met it that morning, I had to smile. The Aiways U5 might be from China, but after a day in the Drawehn, it felt very much at home.

Is the Aiways U5 available in Germany?

Yes, the U5 is available through direct sales and service partnerships, including ATU workshops for maintenance.

What’s the real-world range of the Aiways U5?

Expect around 290–300 km in mixed driving conditions with climate control on. WLTP rating is 400 km.

How fast does Aiways U5 charge?

DC fast charging supports up to 90 kW. A 30-minute session adds around 210 km of range. AC charging is 11 kW.

August 5, 2025 0 comments

Automobile Blogs

Gliding Through the Harz in a British Colossus: My Journey with the Range Rover D350

by Arjun August 5, 2025

written by Arjun

A Mountain Meets a Mountain: First Impressions in the Harz

Arriving in Goslar early one spring morning, mist still clinging to the pine-studded hills, the Range Rover looked as though it belonged more to the mountain itself than the town square. Towering at nearly 1.9 meters high and over five meters long, it didn’t just sit in the parking lot, it loomed.

Unlocking it with a subtle gesture, the flush door handles presented themselves like a butler in a tux. And stepping inside, well, it was like walking into a cigar lounge atop a London skyscraper. Leather, wood veneer, silence. No startup roar, just a confident hum.

The Harz was about to meet its match.

The Engine Room: Diesel Might, Subtle Elegance

Under the hood lay the D350’s real charm, an inline six-cylinder diesel engine with mild hybrid assistance. 3.0 liters, 350 hp, 700 Nm of torque. These aren’t numbers that scream supercar. They whisper capability.

On the winding climb toward Torfhaus, I deliberately kept it in Comfort mode, the air suspension soaking up each crack in the road like it was nothing. Hit the throttle lightly, and the Range responded like a heavyweight boxer pulling a punch, silent, yet impossibly strong.

Floor it, and it shifts character. It doesn’t leap, it surges. A steady, composed acceleration took me from 60 to 100 km/h in what felt like a breath.

There’s an elegance to how it delivers power. No sudden jolts. Just thrust.

Also Read

Inside the Fortress: Luxury and Logic

I parked near the Oderteich for a short break. As I sank into the rear seat to eat my packed lunch, I found myself playing with the massage settings via the center armrest tablet. Reclining the seat, I watched the clouds move across the pine trees through the panoramic roof. Even the cupholder had its own electric actuator.

This isn’t just luxury for luxury’s sake. It’s a different kind of usability. You feel spoiled, yes, but never overwhelmed.

Up front, the cockpit is minimal but functional. The volume knob is near the gear selector, not where I expected, but after two hours, it felt natural. The central screen is responsive, bright, and not over-stuffed with gimmicks. The digital dials are clear even under direct sunlight.

The steering wheel feels thick, solid, and more connected than I thought it would. There’s still a sense of separation, sure, this isn’t a sports car, but it communicates enough to keep you confident, even on tighter corners like those descending toward Braunlage.

On the Move: From Asphalt to Adventure

While most people will never take a Range Rover off the tarmac, I couldn’t resist a little detour into a gravel forestry track near Königskrug. Slipping it into Terrain Response mode, the car lifted itself a few centimeters higher, and I felt the big Brit transform.

The traction was sublime. No slip, no fuss, no drama. The electronics sorted out everything before I even noticed the challenge. Whether it was steep inclines or slippery descents, the Range Rover managed it with a smug kind of calm.

And remember, this is a 2.5-ton machine.

Even on the test loop, the D350 impressed with its balance. No, it’s not immune to body roll, but the roll compensation system means it never becomes unsettling. Even during evasive maneuvers or heavy braking, it felt composed, never panicked.

The all-wheel steering helped too. On tighter village roads through Sankt Andreasberg, it almost felt like cheating, turning with the elegance of something far smaller.

It’s a spec sheet that tells the story of something immensely capable and unapologetically premium.

The Elephant in the Forest: Is It Still Relevant?

I’ll be honest: I came into this test a little skeptical. In a world full of electrification, lightweight materials, and efficiency-first thinking, what place does a near-three-ton diesel SUV have?

And yet… the Range Rover doesn’t try to compete with Teslas or Audi Q4s. It exists in a different realm. It isn’t about being frugal. It’s about being thorough, luxurious, and dignified.

The eco-conscious will look to the upcoming electric Range Rover, of course. But for now, the D350 remains the ideal version for those who want the old-school experience modernized just enough.

Conclusion: More Than a Car, It’s a Statement

The Range Rover D350 isn’t a car. It’s a mindset. It’s for people who see the road as a stage, not a racetrack. It’s for those who measure luxury not just by screens and trim, but by how relaxed they feel after four hours behind the wheel.

Testing it in the Harz made me appreciate not just the Range Rover, but also what driving can still be. It reminded me that sometimes, slow and steady wins not the race, but the admiration.

And when I handed the keys back, I didn’t sigh because it was over. I sighed because I wasn’t ready to let go.

Is the Range Rover D350 suitable for everyday use?

It’s large, but thanks to all-wheel steering and great visibility, it’s more manageable than you’d think. In cities, parking is a challenge, though it has all the cameras and sensors you’d need.

How does the Range Rover D350 perform in terms of real-world fuel economy?

Expect around 8–9 l/100 km in mixed driving. On highways, it can go below 7.5 l/100 km with a light foot. In towns, it will climb.

Is Range Rover D350 worth the €148,700 price tag?

If you’re looking for pure utility, no. If you want comfort, capability, presence, and a sense of occasion every time you drive, absolutely.

August 5, 2025 0 comments

Automobile Blogs

Behind the Wheel of the Toyota Yaris Cross Hybrid (2024)

by Arjun August 5, 2025

written by Arjun

Bigger Yaris, or Small SUV Done Right?

I’ll admit it, when I first walked up to the car, I didn’t expect much beyond a supersized Yaris. But the Cross isn’t just an inflated hatchback. Its muscular flared arches, sculpted LED lights, and increased ride height make it feel like a proper mini SUV.

And then I stepped inside.

Toyota has nailed the cabin ergonomics here. Everything is logically placed, clean, and devoid of unnecessary clutter. A full-digital driver display (on higher trims), physical climate controls (thank you, Toyota!), and a floating 9-inch touchscreen all felt intuitive within the first five minutes of the drive. Even more impressive? The sound insulation. Toyota has added thicker windows and extra insulation for 2024, and on the quiet Beckum ascent, this made a noticeable difference.

I began the climb with the 116 hp hybrid version. That’s the one Toyota has been running for a while, built around a 1.5-liter three-cylinder petrol engine paired with an electric motor. Combined, they produce 85 kW (116 hp). Power may not sound enormous, but the Yaris Cross isn’t built for race tracks, it’s engineered for real-world efficiency.

Powertrain Details and Driving Feel

On paper, the 2024 model now offers two hybrid options: the familiar 116 hp setup and a newly introduced 130 hp version. Both use the same 1.5-liter petrol engine, but the 130 hp model benefits from a revised electric motor/generator and improved transmission management.

I tested both versions, back-to-back, in the same conditions on Beckum Hill.

With the 116 hp model, low-speed cruising through Beckum town was smooth, quiet, and genuinely pleasant. Toyota’s hybrid system intelligently shuts down the petrol engine below 50 km/h when not needed, letting the electric motor take over seamlessly. You notice this most in start-stop traffic and in 30 zones, it glides rather than rolls.

Switching to the 130 hp version, the difference wasn’t day and night, but it was noticeable. The torque bump from 141 Nm to 185 Nm gives it a bit more muscle during overtakes on the hill’s twistier sections. There’s more urgency in the mid-range, and the continuously variable transmission (CVT) doesn’t whine as much under pressure, a welcome improvement.

Both variants felt at ease during my uphill drive. The power is delivered smoothly, the transitions between electric and petrol are nearly imperceptible, and despite the CVT’s traditional reputation, it didn’t rob the experience of engagement. That’s a small SUV done right.

Fuel Efficiency: The Star of the Show

This is where the Yaris Cross truly shines.

During my 40 km loop, starting in town, climbing up the hill, plateau cruising, and descending, I saw an average fuel consumption of 4.7 liters/100 km with the 116 hp version. That’s phenomenal for a petrol-powered SUV. On the way down, the regenerative braking even pushed that number lower.

Toyota claims anywhere from 4.4 to 5.1 liters/100 km, and they’re not exaggerating. The 130 hp version, despite its higher output, returned a very similar 4.9 liters/100 km thanks to clever tuning. On a flat urban loop the next day, I managed a stunning 3.6 liters/100 km, yes, with the A/C on.

Dimensions and Usability: Small Size, Big Thinking

The Yaris Cross measures 4.18 meters in length, putting it squarely in compact territory. But Toyota has worked magic with the packaging.

The trunk is deep and functional, offering up to 400 liters of capacity in the front-wheel-drive version, or around 330 liters in the all-wheel-drive version due to the rear electric motor. I fit a folded stroller and three bags without any creative rearrangement, something I can’t say for all small SUVs.

Rear legroom, however, remains tight. I’m 5’11”, and with the driver’s seat set to my preference, a taller adult would struggle behind me. But for kids or short trips? Absolutely fine.

What truly impressed me was the visibility and ease of entry/exit. Thanks to the 30 mm increase in ride height over the standard Yaris, getting in feels natural. The elevated seating position offers a confident view over the bonnet, a key reason many choose SUVs in the first place.

Real-World AWD: More Than a Gimmick?

Now, about that AWD-i system. It’s an electric all-wheel-drive setup available only with the 130 hp model, adding around €2,700 to the price. Is it worth it?

On dry pavement, probably not.

But we had a brief rain spell during the test, and the roads got slick fast. Turning off onto a narrow, damp gravel path near the ridge, I flicked the drive mode to “Trail.” The electric motor on the rear axle (a modest 5.3 hp) kicked in subtly when needed. No drama, no spinning wheels, just steady progress.

It’s no Land Cruiser, of course, but in winter or for those living in hilly, snow-prone regions, the system could offer genuine peace of mind. It’s a clever piece of engineering that adds real-world value, something that can’t be said for all “soft-roaders.”

Ride and Handling

The suspension is on the firmer side, especially on rougher patches of Beckum Hill. It handles cobbles and small potholes with control, though not plush comfort. But what you lose in squish, you gain in stability. Even during fast changes of direction and steep ascents, the Yaris Cross stayed composed.

Steering feel, however, could be better. Around center, it’s vague and doesn’t inspire confidence on tight, winding descents. Still, it’s not a dealbreaker, just a reminder that this is a commuter-first car, not a backroad bruiser.

Also Read

Interior Tech, Features, and Pricing

Toyota hasn’t gone wild with tech, and that’s a good thing. The infotainment system is straightforward, the climate controls are physical, and Toyota Safety Sense is standard, offering features like adaptive cruise control, emergency braking, lane-keep assist, and traffic sign recognition (which still isn’t 100% accurate, by the way).

A neat touch? The head-up display (on higher trims), which reflects directly onto the windshield, not onto a flimsy plastic panel like in many competitors. It’s clear, bright, and feels premium.

Pricing begins at €28,540. Load it up with AWD, panoramic roof, HUD, premium audio, and you’re knocking on €39,000. That’s steep, yes, but it includes hybrid tech, auto gearbox, and Toyota’s astonishing 15-year warranty, as long as you service it at Toyota dealerships. That peace of mind might just be priceless for some.

Conclusion: A Hybrid That Makes Sense, and Delivers

The Toyota Yaris Cross Hybrid isn’t exciting. It doesn’t roar, corner on rails, or drop jaws. But what it does, quietly and confidently, is everything most people need a small SUV to do. It sips fuel like a miser, fits into tight parking spots, offers genuine SUV presence, and now, with the 130 hp variant, a little more punch for the open road.

Beckum Hill, with its mix of curves, slopes, and textures, brought out both the strengths and minor flaws of this car. But as I stood at the overlook, clouds clearing slightly to reveal green fields below, I realized: if I had to choose a car for everyday Germany, city commutes, weekend trips, a bit of bad weather, it might just be this.

Is the Toyota Yaris Cross a plug-in hybrid?

No, it’s a full hybrid, meaning it charges the small battery via the engine and regenerative braking. It cannot be plugged in.

Is AWD worth it on the Toyota Yaris Cross?

If you live in a snowy region or need extra grip occasionally, the AWD-i system adds useful capability. Otherwise, the FWD version is sufficient for most.

What is the real-world fuel economy of the Toyota Yaris Cross Hybrid?

In mixed driving, you can expect around 5.0–5.6 l/100 km. In the city, it can go below 4.0 l/100 km with a light foot.

August 5, 2025 0 comments

Automobile Blogs

Hyundai i10 Through the Bergisches Land: A Small Car With a Big Heart

by Arjun August 5, 2025

written by Arjun

Small Car, Big Character

From the outside, the i10 N Line presents itself with a cheeky charm. It’s wide, low, and thanks to the N Line trim, comes with sportier bumpers, a twin exhaust pipe, and special LED lights that set it apart. In Mangrove Green, the car almost shimmered in the morning light. Slipping inside, I was met with a surprisingly spacious and modern cabin. There’s still a lot of plastic, sure, but it’s all well put together, and the red accents on the seats and air vents add a sporty touch.

The driving position is high enough to offer great visibility, a real bonus when darting through tight village lanes or squeezing into small parking spots. The only miss? A steering wheel adjustable only for height, not reach, something taller drivers might frown at.

Through the Forest Roads and Village Streets

Leaving the town and entering the wooded outskirts, the i10 N Line really began to shine. The 100-hp turbocharged engine offers lively acceleration. It won’t throw you back in your seat, but it’s eager, energetic, and more than capable of handling hills or overtaking with confidence. Between Rösrath and Lindlar, the tight bends were an invitation to play, and the i10 gladly accepted.

The manual gearbox felt slick and precise, and the steering, though light, offered enough feedback to make the drive enjoyable. On rougher roads, the i10 does bounce a little over short bumps, but it never felt unsettled. Its short wheelbase and compact size made it agile and nimble, a joy to maneuver even through the steepest and narrowest lanes.

Living With It: Everyday Practicality

Pulling into the small town of Wipperfürth, I parked near the market square. A quick glance around reminded me why cars like the i10 still matter: in these old European towns with tight alleys and minimal parking, anything bigger would feel like a tank.

Opening the rear doors, I was genuinely surprised by the space. Two adults can sit reasonably comfortably in the back, and the boot, while not huge, swallowed up my weekend luggage without complaint. Fold the seats down, and there’s enough room for a decent IKEA run.

Visibility is excellent thanks to the lower window line and thinner pillars, and the tech inside really makes life easier: an 8-inch touchscreen, Apple CarPlay, a rearview camera, wireless charging, and heated seats, features I honestly didn’t expect at this price point.

Safety and Assistance, A Segment Leader

Hyundai isn’t just throwing around comfort features either. The i10 boasts an impressive suite of safety tech as standard. Lane keeping assist, forward collision warning with pedestrian and cyclist detection, high beam assist, and even Driver Attention Alert are all included.

On a cold morning near Schloss Burg, I particularly appreciated the heated steering wheel and seats, luxuries in a car this size. The lane following assist was especially helpful on the B237 stretch, gently nudging the steering wheel to keep me centered. It felt reassuring rather than intrusive.

Performance and Fuel Economy in the Real World

Let’s talk real-world consumption. Over a weekend of mixed driving through hills, highways, and city roads, I averaged about 5.8 liters per 100 km, not far off Hyundai’s claim and perfectly acceptable given the spirited driving I indulged in.

The i10 N Line isn’t a sports car, but its performance is punchy enough to make daily commuting fun. It handles highway cruising at 130 km/h with surprising composure, and even at those speeds, wind and road noise remain relatively subdued. I did notice the engine getting vocal when pushed past 4000 rpm, not annoying, but definitely audible.

Also Read

Final Thoughts: The Spirit of Simplicity

As the weekend drew to a close and I steered the little Hyundai back toward Wuppertal, I realized I had grown quite fond of it. The i10 doesn’t pretend to be something it’s not. It’s not luxurious, not high-performance, and certainly not electric. But what it is, is honest.

It’s a well-built, well-equipped, and charming little city car that doesn’t shy away from longer trips or countryside adventures. It fits perfectly into the rhythm of everyday life in towns like those scattered across the Bergisches Land, and it does so with character.

For buyers seeking a compact yet modern petrol-powered car with solid features and more fun than you’d expect, the Hyundai i10 remains a top contender.

What is the real-world fuel economy of the Hyundai i10 N Line?

In mixed driving conditions, I averaged around 5.8 l/100 km.

Is the Hyundai i10 spacious enough for families?

It’s suitable for couples or small families. Rear space is better than expected, but it’s not ideal for regular long-distance trips with four adults.

How does the Hyundai i10 handle on highways?

Surprisingly well. It feels stable at 120–130 km/h, with decent noise isolation and good straight-line stability.

August 5, 2025 0 comments

Automobile Blogs

The Audi Q8 e-tron Sportback Test in Rotenberg: Veteran Electric SUV with Sharpened Claws

by Arjun August 5, 2025

written by Arjun

The Q8 e, tron Sportback: A Familiar Face With a New Depth

I’ve always found Audi’s design language elegant rather than aggressive, and the Q8 e, tron Sportback continues that legacy. At first glance, changes are subtle. The grille now sports a more intricate honeycomb pattern and wears a flatter, two, dimensional Audi badge. There’s something cleaner about the nose now, like it shaved and put on a tailored suit. From the side, the coupe, like silhouette retains its appeal, sleek, purposeful, and more dynamic than most traditional SUVs. Around back, not much has changed, and I didn’t mind.

The real transformation, however, isn’t in the styling. It’s under the skin. The battery’s bigger, the steering is tighter, the range is longer, and Audi claims it’s more efficient and more agile. My plan was to put every one of those claims to the test on the hills around Rotenberg, up steep gradients, through tight hairpins, and on the long sweepers where EVs live or die by their throttle finesse and regenerative braking.

Torque and Tranquility: A Sunday Morning Drive Turns Swift

I slipped the car into “Dynamic” mode and gave the accelerator a nudge. Instant, seamless torque surged forward, 408 horses and 664 Newton, meters pushing nearly 2.6 tons of SUV forward like it was skating. On paper, 0 to 100 in 5.6 seconds. On Rotenberg’s switchbacks, it felt just right, not violent, not sedate, just refined brute force under control.

What struck me wasn’t the speed itself. It was the silence, the weightless feeling at medium throttle, and the way the Q8 masked its mass. From 60 to 100 km/h, it needed just 3 seconds; overtaking on two, lane country roads happened almost telepathically. And even as the inclines grew steeper, the power never dwindled.

The steering, one of the major complaints in the first, generation e, tron, felt genuinely improved. It no longer felt disconnected or artificial. Audi sharpened the response, and on these rural roads, it rewarded me with precision. While you never forget the vehicle’s size, it responded with more composure than I expected. Understeer only crept in when pushing too hard into tighter turns, but for an SUV this size, the agility was respectable.

Ride comfort? Audi nailed it. Even on 21, inch wheels, the adaptive air suspension soaked up potholes and mid, corner bumps. It glided over broken tarmac without transmitting harshness through the cabin, and at autobahn speeds on the return stretch, it stayed calm, silent, and supremely stable.

Also Read

Range Reality: Does the Bigger Battery Deliver?

If there was one glaring flaw in the original e, tron, it was the real, world range. Audi listened. The new Q8 e, tron Sportback 55 has been upgraded to a massive 114 kWh battery (106 kWh usable), and Audi claims up to 595 kilometers WLTP range. Ambitious, but how would it hold up when driven with enthusiasm through Rotenberg and then cruised on the Autobahn?

After a full charge at home (22 kW wall box optional, 11 kW standard), I started the test loop with a displayed range of 530 kilometers. After a day of mixed driving, dynamic country road sessions, some highway blasts, and moderate town driving, I covered 468 kilometers before plugging in again with 10% left in the tank.

Consumption averaged 22.7 kWh/100 km. Not quite WLTP, level, but deeply impressive given the terrain and driving style. On flatter ground and in Efficiency mode, I wouldn’t be surprised to push it past the 500 km mark consistently.

As for charging, DC charging peaked at 149 kW despite Audi’s claimed 170. Still, the curve stayed impressively flat up to 69% state of charge, meaning fewer slowdowns during fast, charging sessions. In 30 minutes, I recovered over 340 km of range, perfect for a quick lunch stop.

Interior Sophistication and the Screen Situation

Stepping inside the Q8 e, tron Sportback feels like entering a premium soundproof booth. Triple, screen layout, touch, heavy interfaces, and high, grade materials. The fit and finish? Classic Audi, tight tolerances, matte surfaces, and cool, toned minimalism.

There’s still a small learning curve with the haptic feedback touch controls, especially when adjusting climate settings while driving. But once muscle memory kicked in, everything fell into place.

I’m six feet tall, and both front and rear accommodations were excellent. Even with the sloping roofline of the Sportback, headroom in the back remained generous. The trunk, rated at 528 liters, swallowed my full, sized mountain bike (front wheel removed), helmet bag, and toolkit with room to spare. Rear seats down, I could’ve fit a second one.

Bonus points for the 50, liter frunk, perfect for keeping charging cables away from dirty gear, and the underfloor storage, which swallowed a surprise lunch bag and toolkit with ease.

Audi still offers those digital rearview mirrors as an option, and I had them on the test car. They look slick but feel awkward. My brain never fully trusted the screen placement and scaling. Give me glass any day.

The Verdict From Rotenberg: Evolution Over Revolution

After nearly 500 kilometers, one thing became clear: Audi didn’t reinvent the e, tron, it matured it. Where the original tried to impress through presence and prestige, the Q8 e, tron Sportback succeeds through polish and poise.

It’s not trying to be a Tesla or a sporty EV rebel. It’s an Audi through and through, quiet, composed, luxurious, and now genuinely competitive in range and dynamics. The fact that it can still thrill through mountain roads while offering long, distance capability, strong practicality, and refinement makes it more than relevant, it makes it desirable.

The new Q8 e, tron Sportback may not be radical, but it’s the kind of electric SUV you trust. A veteran now wearing a sharper suit, standing its ground against newer, flashier competition.

Conclusion: A Worthy Flagship for Audi’s Electric Era

This car doesn’t scream for attention, it earns it with substance. It won’t win drag races against a Model X Plaid or dazzle with wild gimmicks. But it doesn’t have to. The Q8 e, tron Sportback is about depth, not drama.

It delivers real, world usability, impressive comfort, excellent range, and a design that’s matured without aging. In the electric SUV space, where everyone wants to be radical, the Q8 quietly makes its case through refinement, quality, and honest engineering.

If you’re looking for an electric SUV that handles mountain roads as gracefully as it does family errands, the Q8 e, tron Sportback won’t disappoint. Audi’s electric veteran has indeed found new ambitions, and they’re backed by solid execution.

Is the Q8 e, tron Sportback a completely new model?

No. It’s a heavily updated version of the original Audi e, tron from 2019, now with a new name, more range, and improved handling.

What’s the biggest improvement over the old e, tron?

Battery size and range. The net battery capacity jumped to 106 kWh, with up to 595 km WLTP range, over 100 km more than before.

Is Q8 fun to drive?

Surprisingly, yes. Especially in Dynamic mode. The steering is sharper, and it handles winding roads better than you’d expect from a 2.6, ton SUV.

August 5, 2025 0 comments

Automobile Blogs

Suzuki Jimny in Stromberg – The Cute Climber with Real Off-Road Grit but Rough Road Manners

by Arjun August 5, 2025

written by Arjun

The Last of a Dying Breed: Jimny’s Backstory

The Jimny is one of those rare machines that makes an instant impression. Its square silhouette, cheerful round headlights, and short, overhang posture look like a toy, until you look beneath. Underneath, it’s all business: ladder frame, rigid axles front and rear, selectable low, range four, wheel drive.

This latest version, technically a “commercial vehicle” now thanks to Europe’s emission rules, has done away with the rear seats and airbags in exchange for a flat cargo floor and commercial vehicle classification. It may only seat two, but that hasn’t changed its off, road DNA.

Back when Suzuki first re, released the Jimny as a passenger vehicle, demand far exceeded supply. But emission regulations pulled it from shelves in 2020. Now it’s back as a utility vehicle, leaner, meaner, and a little less safe.

What It’s Like to Drive the Jimny Around Stromberg

We started our route on the edge of Stromberg, winding up into the densely wooded Hunsrück foothills. On paved surfaces, the Jimny immediately felt compromised. The steering was vague, more a suggestion than a command, and at higher speeds, the Jimny wandered like a distracted sheepdog. The engine buzzed loudly even at 80 km/h, and at 100 km/h, we were shouting over the noise. The five, speed gearbox lacked a sixth cog, and the 1.5, liter naturally aspirated petrol engine, though brave, felt under pressure on long inclines.

But then the tarmac ended. We nosed into the wet forest, past where the tractors turned around, and everything changed.

With one quick tug of the second stubby lever beside the gear stick, I engaged low, range 4WD. Suddenly, the bouncing and jerking of the road became performance, not punishment. The Jimny’s short 2.25, meter wheelbase let it pivot through tight switchbacks between trees. The suspension, while jittery on road, soaked up deep puddles and rocky tracks with calm defiance. Articulation? Excellent. Ground clearance? A full 21 centimeters. We crawled up a slick, muddy slope that had swallowed an old Mercedes GLC the week before.

The Jimny simply didn’t care.

Interior: Utility with a Hint of Charm

Inside, the Jimny is Spartan but strangely welcoming. The upright dash is simple, with chunky knobs and big buttons you can use with gloves on. There’s no touchscreen, just a straightforward DAB+ radio and a small display. There’s no reversing camera, no lane assist, no heated steering wheel. You get a high seating position, decent visibility thanks to massive windows, and the slightly nostalgic feel of an old, school 4×4.

Storage is minimal. The glovebox is small. The door pockets are narrow. But in place of rear seats, you get a flat loading floor and a cargo area big enough for about 935 liters of gear. I carried a full, sized mountain bike, front wheel off, and it just barely fit inside diagonally, with the bars turned.

The downside? No bulkhead protection in the event of a crash. The official explanation for the missing side and head airbags is that the partition makes it structurally unfeasible, but it’s hard not to think safety was sacrificed for convenience.

Also Read

Performance in the Real World

On paper, the Jimny’s specs are modest. It has just 102 horsepower, a top speed of 145 km/h, and gets from 0 to 100 km/h in 12.8 seconds, if you’re patient. What matters more is how it puts that power down. The 130 Nm of torque feels more effective than it should be, particularly when crawling uphill on loose surfaces. The naturally aspirated engine revs freely but loudly.

But fuel efficiency is poor. Even with a featherlight right foot, I couldn’t coax it under 8 liters per 100 km. On the Autobahn, it easily topped 9.5 l/100 km. That’s thirsty, even for a ladder, frame off, roader. Emissions are rated at 173 g/km CO₂, very high for a car this small.

The brakes are another issue. From 100 km/h, the stopping distance was nearly 44 meters. That’s long, too long. On winding rural roads outside Stromberg, that didn’t exactly inspire confidence.

Yet when it came to clawing its way up a jagged slope or squeezing between mossy boulders, the Jimny never faltered. The approach angle of 37 degrees and departure angle of 49 degrees mean there’s almost no hill it won’t try to climb. And with just 1.165 tons to move, it’s light enough not to sink in the muck.

Ride Comfort and Handling: An Old Soul

The Jimny is fun. Not in a hot, hatch, whip, around, a, roundabout kind of way. But in a playful, analog, you, and, the, machine sort of way. You feel everything, the road, the wind, the terrain under your tires.

But fun has its limits. The ride is bouncy, the steering vague, and body roll is generous. On sharp bends near Stromberg’s vineyards, the Jimny leaned heavily and felt unsettled. Any quick evasive move triggered aggressive ESP correction. In the ADAC moose test, it struggled. That tracks with what I felt.

Lighting is another drawback. The halogen headlights are feeble, particularly on foggy evenings in the forest. I found myself relying heavily on high beams and still didn’t feel like I had full visibility. It’s not a car for night drives or highway tours.

But I didn’t want to drive it fast. I wanted to crawl, to explore, to stop and look around. The Jimny invites that.

Conclusion: You’ll Love It, If You Know What You’re Getting Into

The Suzuki Jimny is not a modern SUV. It’s not a daily cruiser. It’s not good on highways. It’s loud, thirsty, jittery, and pretty spartan. But if you love the idea of a proper 4×4 that’s barely wider than a city car and can go places even a Land Rover might think twice about, this is your car.

In Stromberg’s thick woodland, it felt at home. But back on the road, the flaws were too obvious to ignore: poor brakes, weak headlights, questionable crash safety, and a ride that belongs to another era.

Still, there’s something deeply honest about the Jimny. It doesn’t pretend to be more than it is. It’s a mountain goat with wheels, a working tool for real off, roaders, and one of the few cars today that still makes you feel connected to the terrain.

Is the Jimny a good daily driver?

Not really. It’s loud, thirsty, and not very refined. But it’s easy to park and charming in the city, if you can tolerate the noise and ride.

How safe is the Jimny?

The commercial version lacks side and head airbags, which significantly impacts crash safety. Braking distances are also long, and stability at speed is limited.

Can the Jimny tow a trailer?

Yes, it can tow up to 1,300 kg braked or 350 kg unbraked. Just don’t expect quick acceleration while towing.

August 5, 2025 0 comments

Automobile Blogs

Dacia Sandero Third Generation Test: Affordable Doesn’t Mean Basic Anymore

by Arjun August 5, 2025

written by Arjun

Also Read

A New Face for a New Generation

The Dacia Sandero has grown up. At 4.09 meters long and nearly 1.85 meters wide, the current model doesn’t just outstretch rivals like the VW Polo and Opel Corsa, it also stands more confidently on the road. Gone is the awkward, budget, box vibe. What you get instead is a clean, bold front end framed by Y, shaped LED headlights and a grille that finally says, “yes, I belong in 2025.”

Driving through the narrow stretches of forest trail near Weißwasser, the Stepway’s extra ground clearance, four centimeters more than the standard Sandero, made easy work of small dips and loose sand. There’s no AWD here, but unless you plan to off, road with intent, you won’t miss it.

Living Inside the Sandero , It’s Not 2005 Anymore

Inside, the biggest surprise wasn’t what Dacia added, it’s what it got right. Gone are the hollow plastics and utilitarian layouts of the older generations. In our Expression model, cloth accents ran across the dashboard, and the overall finish felt more mature, even stylish in places. Sure, it’s still a budget car, but now it feels intentionally simple, not cheap.

The touchscreen infotainment system in the Expression trim is an 8, inch unit with Android Auto and Apple CarPlay support. It worked flawlessly during our drive, and having proper smartphone integration makes a world of difference. In lower trims, Dacia offers an honest solution: a smartphone dock that turns your device into the infotainment system. Smart, simple, and cost, cutting, but not cutting corners.

Rear seat space is surprisingly usable. I’m 1.83 meters tall and had enough legroom sitting behind my own driving position. Three across would be tight, but two adults are perfectly fine. The trunk, at 328 liters, held our gear and camera bags with ease, and with the seats down, there’s over 1,100 liters of space, plenty for even a camping weekend if you pack smart.

Driving the Sandero , Lively Where It Counts

We tested both the standard Sandero TCe 90 Expression and the Sandero Stepway TCe 90 Essential, both powered by the same 1.0, liter turbocharged three, cylinder petrol engine. It makes 91 hp and 160 Nm of torque, and it weighs just a bit over 1.1 tons, so don’t scoff at the numbers. In the real world, it pulls cleanly, especially between 2,000 and 4,500 rpm.

On open stretches through Muskau Heath, I found the five, speed manual gearbox a surprisingly good companion. Gears are long, especially in fifth, but they help keep fuel consumption in check. On paper, it hits 0, 100 km/h in 11.7 seconds. In practice, you rarely need that kind of sprint. What matters more is the midrange punch, and that’s where the Sandero impressed me.

The steering is light and leans on the vague side, but it never feels unsafe. You wouldn’t carve mountain passes with it, but it’s not trying to be a hot hatch. On the loose gravel and dusty back roads through the heath, it stayed composed, even when pushed a little harder than polite society would approve of.

Ride comfort was another win. Even over the rippled tarmac of a logging road, the suspension filtered out chatter impressively. There’s a slight tendency to bounce over sharper bumps, especially in the Stepway with its raised suspension, but nothing that disrupted control. On the highway, it was stable, quiet for its class, and cruised happily at 130 km/h with the engine ticking over at just under 3,000 rpm.

Fuel Efficiency and Real, World Use

Over our combined route, about 180 kilometers of city, rural, and mild off, road terrain, the Sandero returned an average of 5.8 liters per 100 km. That’s not just respectable, it’s frugal. The Stepway, which carries a bit more weight and rides a bit taller, returned 6.3 liters. These match closely with Dacia’s official WLTP figures, which is rare.

And emissions? The days of the dirty Dacia are over. Both variants meet current Euro 6d standards, and real driving emissions (RDE) testing confirmed low particulate levels. Clean, efficient, and simple. It’s everything a small combustion engine should be in 2025.

Equipment , No Longer Spartan

In terms of equipment, the Sandero has stepped up. Even the base models get emergency braking, power steering, electric front windows, and LED headlights that shine 110 meters down the road. Step up to Expression, and you add cruise control, touchscreen infotainment, USB ports, and better sound insulation.

Optional extras like heated seats, blind spot monitoring, and electric parking brake are available, but they don’t drive the price into oblivion. It’s a rare thing, a car where the mid, trim feels like enough, and ticking boxes doesn’t punish your wallet.

Verdict: More Than Just the Cheapest Car in Germany

By the time we rolled back into the gravel lot on the edge of Muskau Heath, the Sandero had earned my respect. It’s not flashy, it won’t win any stoplight drag races, and no one will turn their heads at the supermarket. But it gets the job done, comfortably, quietly, and without draining your bank account or disappointing you behind the wheel.

Dacia hasn’t just improved the Sandero, they’ve redefined what it means to buy a “budget” car. It’s no longer the cheapest new car in Germany because it’s stripped to the bone. It’s the cheapest despite offering the things that most people actually need: decent space, modern tech, low running costs, and a surprisingly enjoyable drive.

Is the Dacia Sandero underpowered?

Not at all. The 91 hp engine pulls well thanks to its low weight and smart gearing. It’s not a hot hatch, but for daily driving, including highway work, it’s more than adequate.

What’s the difference between the Dacia Sandero and Stepway?

The Stepway adds SUV styling, slightly more ground clearance, and a six, speed gearbox. Mechanically, it’s very similar but looks more rugged and is better suited for mild off, roading.

August 5, 2025 0 comments

Automobile Blogs

Kia Stonic 1.0 T-GDI GT Line Review: The Mini SUV That Packs a Punch in the Forest

by Arjun August 5, 2025

written by Arjun

Living with the Looks: Stylish, Subtle, and Just the Right Size

The Kia Stonic doesn’t scream for attention, and maybe that’s the most refreshing part. Sure, it’s got the signature Kia tiger, nose grille, LED daytime running lights, and in GT Line trim, a few fake air vents that are more cosmetic than functional. But it’s taut, clean, and confident in its design. The two, tone color scheme, now increasingly rare, gives it a sense of youthful flair, mine came in a zesty yellow with a black roof, which turned heads even in the sleepy lanes of Diekholzen.

At 4.14 meters long, the Stonic is compact enough to sneak into tight parking spots but tall enough to offer the elevated seating that SUV buyers crave. On the forest roads, where space can sometimes feel claustrophobic under tree tunnels, the Stonic felt perfectly sized, not too wide, not too low. Its 17, inch wheels struck a fine balance between style and practicality, and though the ride height isn’t meant for boulders, it handled gravel shoulders and forest detours with minimal fuss.

Cabin Time: Functional, Familiar, But Not Fancy

Slide into the driver’s seat, and it’s clear that Kia didn’t try to reinvent the wheel. The layout is straightforward, with hard plastics dominating the dashboard and door panels. You won’t find soft, touch suede or ambient lighting here, but you will get Apple CarPlay, Android Auto, and an 8, inch touchscreen that’s responsive, well, placed, and easy to use. I synced my phone within seconds and streamed navigation via Google Maps without a hiccup.

Seats in the GT Line are trimmed in man, made leather with light gray accents, not plush, but comfortable even after two hours of continuous driving through the forest’s undulating terrain. I do wish the cabin had more sound insulation. At highway speeds, wind and tire noise seep in, and the 3, cylinder engine hum isn’t exactly subtle under heavy load. But around town or within 80 km/h on the scenic Bundesstraßen, it was composed and quiet enough.

Storage is clever. Cup holders up front, a decently sized glovebox, and door bins that can swallow 1, liter bottles made life easier. The 352, liter boot swallowed my mountain bike’s front wheel, helmet, and gear bag, and when I folded the rear seats, the 1,155 liters of space let me toss in the folded frame with ease. This wouldn’t work in a Kia Rio, not without wrestling the bike in. So yes, the Stonic does hold an edge here.

Heart of the Matter: That 1.0L Turbo Mild Hybrid Engine

Let’s talk performance, the bit that matters most once the scenic photos are clicked and the road gets real. The 1.0, liter turbocharged three, cylinder engine under the bonnet of this GT Line version is good for 120 horsepower and 200 Nm of torque, peaking at just 2,000 rpm. It’s not a powerhouse, but in a car weighing just 1,260 kg, it moves with surprising zest.

The 7, speed dual, clutch automatic is tuned more for comfort than for aggression. There’s a noticeable hesitation when you stomp the throttle, a brief pause before the gear catches up to your command. But in regular driving, especially in the stop, and, go rhythm of Hildesheim’s rural edge, it’s smooth and intuitive. I found myself enjoying the balance, low, end punch when needed, quiet composure when cruising.

Climbing the steeper gradients near Sorsum, I pushed it harder. From 60 to 100 km/h, it took just 6.3 seconds, impressive for a mini SUV. More importantly, the steering is tight and communicative. It’s not hot, hatch sharp, but it tells you what’s happening beneath the wheels. The body roll is there, but it’s well, controlled, and the suspension, while firm, handled mid, corner bumps with confidence.

The ESP system impressed me too. During an unplanned evasive maneuver (a deer darted across the path), the car kept its composure, no dramatic skids or shimmies. It won’t win track day awards, but for daily driving, that counts more.

Also Read

Real, World Fuel Use and Comfort Trade, offs

Kia claims 5.7 liters per 100 km as per WLTP standards. My mixed driving, rural roads, town traffic, and a short autobahn stretch, returned an average of 6.5 L/100 km, almost exactly matching the ADAC Ecotest result. On the autobahn at 130 km/h, it crept up to 7.8 L/100 km, which isn’t surprising given the small engine working overtime.

There’s no hybrid battery you can plug in here. It’s a 48V mild, hybrid system, meaning it helps smooth out start, stop transitions and assists during light acceleration, but doesn’t power the car by itself. No all, wheel drive, no diesel, no electric version. Just honest petrol, powered propulsion, and for some buyers, that’s still the preferred flavor.

Comfort? Let’s call it firm, European. The suspension is tuned to keep things planted, which means you feel the texture of the road more than in a VW T, Cross. On the smoother surfaces of the forest loop, it was fine, but on cobbled village streets, the ride got jittery. Long hauls might require a few coffee stops.

Hildesheim Forest: The Unexpected Test Lab

The best part of driving here isn’t the destination, it’s the act of driving itself. Rolling through the B243, threading the Stonic through sharp bends and blind rises, I found a rhythm. The car’s compact footprint meant I could position it exactly where I wanted. Even with light drizzle falling, the front, wheel, drive layout never once lost grip. Kia may say this car is city, focused, but don’t underestimate its rural versatility.

At one point, I pulled over near a moss, covered bench deep in the woods. Birds chirped. The engine ticked gently as it cooled. And for a moment, I realized, I wasn’t missing my larger SUV at all. The Stonic had gotten me here just fine, with just enough power, just enough space, and a whole lot of simplicity.

Conclusion: Kia’s Honest Take on the Urban, SUV Craze

The Kia Stonic doesn’t try to be more than it is. It’s not a show, off, not a gimmick machine, and certainly not pretending to be a full, size SUV. It’s a smartly packaged, well, equipped urban crossover with just enough tech and power to handle life beyond city limits.

In a segment where form often outweighs function, the Stonic leans into honesty. You won’t find plug, in trickery or Tesla, challenging screens. But you will find a car that’s nimble, efficient, and surprisingly fun to drive, especially when the road turns narrow and the forest gets deep.

Is the Kia Stonic a good family car?

If your family isn’t four adults with luggage, yes. It handles two adults and two kids just fine, with weekend gear in the boot. For long vacations, space might be tight.

Does the Kia Stonic support wireless Apple CarPlay?

No, you’ll need to plug in your phone via USB. But once connected, it works flawlessly.

Is the mild, hybrid system noticeable in Stonic?

Not in terms of electric driving, it’s only there to support the engine slightly. You’ll notice smoother restarts at traffic lights and marginally better efficiency.

August 5, 2025 0 comments

Automobile Blogs

Seat Leon Sportstourer: The Spanish Golf

by Arjun August 5, 2025

written by Arjun

The Space Game: Mid, Size Ambitions in a Compact Wrapper

The Sportstourer isn’t just a stretched hatch, it’s practically a mid, size estate in disguise. With 4.64 meters of total length, it’s brushing against the BMW 3 Series Touring. From the driver’s seat, this becomes obvious the moment you toss your backpack into the boot: 495 to 1465 liters of luggage space isn’t just practical, it’s weekend, road, trip, with, bikes kind of practical. I fit a full, size mountain bike in there (front wheel off, of course), laid flat. No drama, no sweat.

Rear legroom? Miles better than the Golf. I’m 1.88 meters tall, and a friend of mine, who’s just over two meters, sat comfortably behind me without knees touching. For anyone planning on using the Leon as a family car or cycling shuttle, this is gold.

The rear seats fold flat with a 60:40 split, and there’s even a ski hatch for long cargo. But I wish Seat hadn’t cheaped out on some finishes, bare metal around the boot floor and the absence of felt or plastic lining under the cargo cover make it feel unfinished in places.

Design That Talks with an Accent

In the golden late, summer light of the Drawehn, the FR, trimmed Sportstourer looked nothing short of elegant. The sharp LED signature, stretched rear light bar, and sloping roofline all hint at Cupra genes without shouting about it. It doesn’t scream performance, but it whispers style, especially in Desire Red Metallic, the color of our test car.

From a side profile, the stance is long and lean, but not bloated. The hexagonal grille, sharp creases down the flanks, and frameless rear badge add flair without trying too hard. The 18, inch wheels don’t fill the arches like a performance car, but they balance ride and visual presence perfectly.

This design matters when you’re parking at the trailhead or pulling into the city square in Lüchow. People look. Not like they do for a Taycan, no. But they glance. They notice. And that’s what the Leon gets right.

Also Read

Interior: VW DNA with Spanish Rebellion

Inside, it’s a Golf 8, but with a twist. The 10.25, inch digital cluster, the central touchscreen with its infamous slider controls, and the capacitive shortcuts all remind you that the Leon shares its platform with the German best, seller.

But the vibe is warmer. More youthful. I found the mix of red stitching, sporty bucket, style seats, and flat, bottomed steering wheel much more engaging than the Golf’s sterile black, and, grey world.

Yes, the touch sliders for volume and climate are frustrating, especially at night, unlit and too sensitive. But Seat’s “Hola Hola” voice assistant is surprisingly responsive, and in real, world use, I adapted to the infotainment layout quickly. The two USB, C ports up front kept devices charged, and wireless Apple CarPlay worked seamlessly throughout the trip.

Build quality? Mixed bag. No rattles or squeaks, even on cobblestones in Wustrow, but there’s definitely a downgrade in material richness since the previous Leon. Still, for a mid, 30k euro car, it’s very livable.

Power and Poise: The 1.5 eTSI Hits the Sweet Spot

Now to the heart of it. Our test car came with the 1.5, liter TSI engine, 150 horsepower, and 250 Nm of torque, paired to a 7, speed DSG and integrated 48V mild hybrid system. On paper, that sounds like middle, of, the, road stuff. In reality, it’s spot on.

In town, the Leon glides effortlessly. The mild hybrid smoothens stop, start transitions and shuts the engine off on deceleration like it’s second nature. On B, roads through the Göhrde forest, it accelerates from 60 to 100 km/h in 5.3 seconds, making overtaking safe and predictable. The engine stays composed, and even when two cylinders deactivate under light load, you’d never know unless you read it on the display.

On the Autobahn stretches near Uelzen, I managed a top speed of 213 km/h, slightly under the claimed 221 km/h, but it felt rock, solid at those speeds. And yet, cruising at 140, 160 km/h, I was still getting under 7.5 liters per 100 km.

The handling, especially with the optional DCC adaptive dampers, was the biggest surprise. The steering is quick, well, weighted, and full of feel, on tight bends between Clenze and Bergen an der Dumme, it cornered like a compact, not a wagon. The Leon rides firmer than a Golf, but the payback is control, especially in “Sport” mode.

Diesel or Gas? Other Engines Worth Considering

I also briefly tried the 2.0 TDI (150 hp) and the now, discontinued TGI natural gas version. The diesel is punchier off the line, thanks to 360 Nm of torque, and still sips just 4.7 liters per 100 km. It’s a solid choice if you drive long distances. But the diesel rattle, while muted, reminds you it’s not the smoothest operator.

The TGI? Surprisingly fun. It runs clean, feels eager, and hits 9.6 seconds to 100 km/h. But with natural gas stations vanishing across Germany, it’s a risk, not one I’d take unless I had a pump in my neighborhood.

Still, Seat deserves credit: these powertrains show versatility. Whether you want sporty petrol, efficient diesel, or experimental gas, the Leon delivers.

Safety, Tech, and Assistance Galore

The Leon doesn’t skimp on safety, even if some options are hidden behind packages. Standard Front Assist collision warning, lane keeping, and fatigue detection are all present. The €1,040 “XL” pack brings adaptive cruise, blind spot monitor, rear cross traffic alert, and Travel Assist, which semi, automates highway driving up to 210 km/h.

It all worked well. The adaptive cruise held gaps accurately, lane centering was gentle (unlike some grabby systems), and the blind spot indicators were bright even in midday glare.

On country roads where deer or tractors can pop up suddenly, these systems were comforting, not intrusive.

Conclusion: A Wagon With Real Bite and Real Brains

The Seat Leon Sportstourer did more than meet expectations. It exceeded them.

This isn’t just a cheaper Golf. It’s more spacious than the Golf, more fun to drive than the Golf, and, if you pick the FR trim, arguably better, looking than the Golf. It’s a car that’s unafraid to show its Mediterranean side, with flair in design and engagement in motion.

Sure, the interior materials feel a step back, and the infotainment still needs refinement. But when you’re threading it through the narrow backroads of Lower Saxony, engine singing, the DCC dampers keeping you glued to the road, those flaws seem like background noise.

If I were buying a compact estate tomorrow, this would be top three. Easy.

Is the Seat Leon Sportstourer bigger than a VW Golf Variant?

Yes. It’s slightly longer and feels more spacious, especially in rear legroom and boot volume.

Is the 1.5 eTSI engine powerful enough for long trips?

Absolutely. It’s smooth, quick enough, and very efficient on highways and B, roads alike.

Is the Seat Leon Sportstourer a better choice than a Golf?

If you value space, design, and a sportier driving experience, yes, it just might be.

August 5, 2025 0 comments

Newer Posts

Older Posts