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Otago Daily Times
an hour ago
- Automotive
- Otago Daily Times
Practical and polished performer
Richard Bosselman takes the Skoda Octavia vRS Plus through its paces. ROAD TEST There are exceptions, but the words "practical" and "performance" don't always play well together. For anyone having a prior association with the Skoda Octavia vRS, learning the latest generation of this sports-themed station wagon is still a polished performer will come as absolutely no surprise. It's long been an excellent Czech mate. What feeds its "X" factor is Skoda's in-house experts' ability to fine-tune this product into a hot-shoe hero. By the same token, that team would also acknowledge they have an excellent set of base ingredients to work with. The fourth generation edition tested here stands out from predecessors in terms of its updated exterior looks and a better interior, and infotainment interface. But what keeps it sweet are core components from Germany. Platform and drivetrain sharing is a given for the VW Group. In this instance, the vRS (in local brand parlance the "v" is silent, so it's the "RS" here) presents as the family-friendly version of the classic hot hatch, the Golf GTi. Same EA888 powertrain in the same tune, same seven-speed direct shift transmission atop the same MQB platform. Both models even run the same 235/35 R19 Bridgestone Potenza tyres. The wagon being a little longer and 100kg heavier makes it a little slower to reach 100kmh from a standing start than the GT — a factory claimed 6.5 seconds puts it 0.6s behind — but it is just as fast overall. But if you want sizzle with everyday family usage smarts, the RS stands out as a clever choice. A boot that's 50% bigger, a more spacious interior overall and, on top of that, there's also a Q-ship appeal of being a more softly-softly sighting than the Golf. In the past, they've also enjoyed enough price separation to be considered peas from different pods. But now? The Octavia RS arrives in two guises — the Plus, as tested, holding a $6500 premium over the entry car, thanks to such extras as suede and leather trim in place of cloth, electric adjustment for the front seats and a premium Canton sound system. The Golf GTi does the same thing with the Touring option. When fully-kitted equivalents are compared there's a mere $490 between them. If both are on a common shortlist, it would be a matter of weighing up pros against cons. The car that works better for general driving and taking the dog to the park, but is more low-key and potentially less celebrated than the one with obvious icon status that could use its lighter kilo count and shorter wheelbase to advantage on track days or even just Sunday flings. It becomes a tough choice unless a hatch simply won't do; station wagons are a rare breed now, performance types even less so. The newest from Europe just now are this Octavia ... and the BMW M3 Touring, also a stunning achievement, but triple the price. Skoda's history of playing around with power plants for this variant has been interesting; it has had a diesel and iV plug-in petrol hybrid as alternates to the EA888. Those have had more torque and been thriftier, but don't sweat it. The petrol isn't too hard on the drink and a 15kW improvement to peak power makes it the most potent Skoda RS yet. Stow your stopwatch and it feels as punchy as the Golf. Initial acceleration is decent and the mid-range so enlivened that overtaking just isn't an issue. The dynamic edge is also sharp. With its advanced electronically controlled front differential, the 15mm-lower sports-tuned suspension and some glorious steering, the Octavia RS is very engaging. Dial up Sport mode and it rips through its seven forward gears. It's a pity the engine isn't a bit more vocal; when gunned it can come across as a bit gruff, but it never seems to bark. If this were a Golf, you'd be looking up an Akrapovic sports exhaust. The Octavia RS is not lacking for grip either, but being front drive you need to watch your throttle inputs, when kicking out of an intersection and accelerating hard out of bends. A bumpy uphill section on a favourite road got the front axle tramping momentarily, too. The single best element of the dynamic repertoire has to be the adjustable suspension dampers, and how they are used is the trick. The Dynamic Chassis Control (DCC) settings span comfort, normal and sport. All have their own feel, but before simply firming up the car for fun drives, consider what the "individual" mode might offer. With this, you can fine-tune up the throttle and steering but also keep more suspension compliance; which can be handy for ambitious driving on rugged secondary roads. While the car will lean a little more, the trade-off is that it feels more supple and forgiving, while still maintaining a keen and accurate line of attack. Apart from being lower than a regular Octavia, the RS signals "phwoar" footing by having black exterior detailing, chunkier bumpers and a set of large alloy wheels and fat rubber. The rims take plastic inserts to deliver improved aerodynamic efficiency; if you can stand the slight loss of that, remove them. The wheel styling is much nicer. But you will have to buy new wheel centres. A general update for Octavia is the provision of LED light clusters front and rear. On the RS, the daylight running lights are downward angled to echo the shape of the radiator grille; a small but effective design improvement. Major RS-related touches overlaying the cabin are those wonderfully form-fitting, seemingly fits-all-sizes sculpted front bucket seats, a gorgeous three-spoke sports steering wheel, some new trim finishes in the dash, that kind of mimic carbon fibre, and the obligatory contrast red stitching. Specifications include heating for all outboard seats and and the perforated sports steering wheel has paddle shifters. It has a head-up display, wireless Apple CarPlay and Android Auto, satellite navigation, digital radio, tri-zone climate control, a 15W wireless charger, walk-up unlocking and walk-away locking, a 360-degree parking camera and clever cargo netting. Four USB-C outlets, dual-zone rear air vents and clever touches like rear phone holders are found in the back. The interior update differs from that for the Kodiaq and Superb, being more closely aligned to VW cars than the family mates and so less forward-thinking. Whereas the Kodiaq and Superb have gone to a twist-style wand behind the steering wheel for gear selection, the Octavia keeps on with a mid-console-mounted glorified switch. It's just as VW does with the Golf but this, and the absence of the excellent Smart Dials that you get in the larger Skodas, makes the Octavia feel less future-now. The graphics on the 26cm digital instrument cluster have been sharpened up, but the big change is adoption of a 33cm infotainment touchscreen, which is beautifully rendered. The main screen is easy to navigate and most of the menus branching off it also seem logical, which is just as well, because you'll be interacting with it frequently. Keeping on some key shortcut physical buttons just above the central air vents is praiseworthy, but having all its climate functions on the touchscreen seems a less useful pathway. As much as the speed of its responses and its graphical clarity seem more than good enough, there will be moments of infuriation. Infotainment-wise, if the proprietary software isn't to taste, you can bypass with either Apple CarPlay or Android Auto, both now wireless. Skoda provisions a Qi smartphone charging pad with a cooling feature to prevent your device from overheating while its battery is replenished. Rear passenger room is almost lounge-worthy and while it wouldn't swallow my dog carrying cage as easily as the Superb did, the Octavia with 640 litres' capacity with the rear seats in place, rising to 1700 with them dropped, still has a very decently-sized boot among its competitor set. With comfortably more than seven million examples sold since it appeared in its modern incarnation, Octavia is clearly striking a winning chord. New Zealand is one of few markets where it hasn't been the make's best selling model. While the car here will likely be in circulation for some years yet, Skoda has signalled intent to soon show off a concept pointing to its replacement. Set to star at a motor show in Germany in September, that car will showcase a next-generation architecture to be rolled out across the Volkswagen Group and also a new design language for Octavia. It will also be electric. AT A GLANCE SKODA OCTAVIA vRS PLUS Rating: ★★★★★ Design and styling: ★★★★ Interior: ★★★★ Performance: ★★★★★ Ride and handling: ★★★★★ Safety: ★★★★★ Environmental: ★★★★ SPECIFICATIONS Price: $78,000. Engine: 1984cc four-cylinder turbocharged petrol engine; 195kW/370Nm, seven-speed direct shift automatic; front-wheel-drive. Safety rating: Current model yet to be ANCAP assessed. Wheels and tyres: Alloy wheels, 225/40 R18 tyres. Fuel and economy: 7.1L/100km, tank capacity 50 litres. Emissions: 160 grams per kilometre on combined cycle. Dimensions: Length, 4709mm; width, 2003mm; height, 1468mm.
Top Gear
a day ago
- Automotive
- Top Gear
VW boss: electric ID.2 GTI is "a monster", e-Golf GTI here by 2030
Hot Hatch "I think we're going to surprise you with this car," said boss Thomas Schaeffer Skip 12 photos in the image carousel and continue reading The hotly anticipated electric GTI is the car VW boss has dubbed 'a monster". Speaking to Schaeffer confirmed the ID.2 GTI will kick off the next GTI generation with proper fizz. 'I think we're going to surprise you with this car. [It'll be a] journey. We'll start the whole group of GTI that we bring through with ID.2 GTI.' The GTI isn't planned until next year and details are sparse, though we know a Golf will follow at the end of the decade. Advertisement - Page continues below We also already knew the boss and a few other execs had driven prototypes, and the thing pretty much exists - at least, virtually. 'Oh yeah, we have the designs already ready [virtually]. We know what the vehicle looks like, the dimensions of the platform and the vehicle are clear.' Along with a shiny new platform, Schaefer confirmed LFP batteries will replace the lithium-ion NMC batteries currently in use. While LFP chemistry isn't as energy-dense, it is considered safer. You might like The fact they're locally produced batteries - manufactured at VW's gigafactories in Salzgitter, Austria and St Thomas, Canada – helps the brand avoid additional taxes imposed by rules-of-origin regulations. Elsewhere, Schaefer is also positive about the new 'software-derived' setups of the future. 'The next-generation [software], and the speed you can update the cars is totally different to the old architectures," he said. Advertisement - Page continues below 'The traditional way of how we used to set up a car with hundreds of individual control units developed by [many] individual companies, that connected a little bit like European Union – everybody speaks different languages, so to change anything, or connect every aspect was literally impossible. The effort to keep it error-free in the classic setup was unbelievably greater than the new way, which is so much simpler, and so much easier to programme.' Dodgy digital interfaces and electronic architecture aside, Schaefer didn't sugar-coat the business challenges VW's faced over the last couple of years. Before Christmas last year, thousands of German workers went on strike against planned factory closures and massive layoffs – a first in its 87-year-history, but the boss proudly cited a figure of 13 per cent cost reduction made since the start of the year he attributes to hard work and working together. GTI or no GTI, the fight isn't done yet, mind. 'Super tough targets for this year and next year in the factory…are we where we want to be yet? Not yet, but I'm quite hopeful that with what we set up, we'll get there.' Thank you for subscribing to our newsletter. Look out for your regular round-up of news, reviews and offers in your inbox. Get all the latest news, reviews and exclusives, direct to your inbox.
Forbes
3 days ago
- Automotive
- Forbes
Test-Driving The 2025 Porsche Macan 4S Electric
2025 Porsche Macan Electric 4S in "Provence." The Porsche Macan compact sport crossover has been on sale with a combustion-only powertrain for more than a decade. Now, the German automaker is complementing the popular five-passenger internal combustion engine (ICE) model with a pure electric vehicle (EV) variant. While they share the same surname and most would be hard-pressed to tell them apart from a distance, the all-new 'Macan Electric' EV, built on VW Group's Premium Platform Electric (PPE) platform, offers a roomier passenger cabin and more standard features than the gasoline-burning models. And, in typical Porsche fashion, the all-new EV doesn't give up an ounce of its celebrated driving dynamics or performance despite its emission-free powertrain. Porsche is currently selling four variants of the Macan EV: Macan, Macan 4, Macan 4S, and Macan Turbo. The base Macan is fitted with a single motor on the rear axle (rear-wheel drive), while the Macan 4, Macan 4S, and Macan Turbo boast a second motor on the front axle (all-wheel drive). The automaker tunes the output of the Permanent Magnet Synchronous Motors (PSM) for different power levels, ranging from 335 hp to 630 hp (with Launch Control). All models share the same 95.0 kWh battery, which supports DC fast charging at up to 270 kW. In a unique move, the platform's 800-volt architecture allows charging speeds of up to 135 kW by splitting the pack into two separate 400-volt units when hooked up to a high-powered charger—Porsche says it can be charged from 10 percent to 80 percent in just 21 minutes. Range varies from 288 miles (Turbo and 4S) to 315 miles (base Macan). The interior of the Porsche Macan Electric 4S Putting the new EV through its paces, I added about 500 miles to the odometer of a Macan 4S during a recent week in Los Angeles. I drove like a commuter (crawled in bumper-to-bumper traffic), trekked across the LA Basin for lunch meetings, and took friends out to dinner in the evenings. I also zoomed up my favorite canyon roads—obligatory for a driving enthusiast—and cruised Pacific Coast Highway. I like to believe I drove the Macan like an actual owner would (on that note, I'll mention that I'm a current owner, with a 2018 Macan currently parked in my home garage, which I've owned since it was new). The new Macan EV platform is a visual ringer to its predecessor—the four-door hatchback retains its sporty appearance and aggressive stance. Still, a keen eye will note that Porsche moved the headlights down to a lower position while leaving the daytime running lights (DRLs) in their familiar spot. Most exterior dimensions remain about the same, but the wheelbase has been slightly stretched, providing second-row passengers more room. It's not unusual for a vehicle to grow with each refresh, but thankfully, Porsche kept the Macan's dimensions true to the original design—concise and visually appealing. Those familiar with the previous generations of Macan will feel right at home within the redesigned cabin. The EV features more technology and innovation, along with a long list of additional standard features compared to the ICE variant. However, Porsche hasn't compromised the intimate sports car feel that makes the Macan popular among driving enthusiasts. The automaker hasn't gone overboard with luxury—the theme is 'sporty with an emphasis on premium materials' (step up to the Porsche Cayenne if you are interested in being pampered with luxury features). The front seats are very comfortable, and the view outside is good (Macan models have always had a restricted view out the rear, and the EV makes no exception). As mentioned, the rear seats of the EV offer a couple of extra inches of legroom compared to the ICE model, which my six-foot, two-inch frame appreciated. The 4S is neck-snapping quick—the motors deliver up to 509 hp during Launch Control. Porsche claims the benchmark 0-60 mph sprint takes a mere 3.9 seconds, but their numbers are always conservative—take another few tenths off that time if you want the real-world number. Unlike the power delivery in an ICE vehicle, which often requires a second or two for the engine to 'catch up,' electric motors deliver instant torque at any throttle position, regardless of temperature or altitude. Merging into traffic, passing other vehicles, or just zipping ahead to avoid a collision with a car in a blind spot is effortless. It's also plenty fast—Porsche says it will top out at 149 mph if you find asphalt where it's legal. The Porsche Macan Electric 4S in "Provence." On the road, the cabin is hushed—credit low drag (Cd of .26 on the 4S), acoustic laminated glass, and excellent sound absorption. The ride is impeccable, thanks to standard air suspension with adaptive dampers coupled with Porsche Active Suspension Management (PASM). The dampers feature innovative dual-chamber air springs with separate valves for compression and rebound. Variable ride height offers ground clearance between 6.7 and 8.8 inches, depending on driving mode. Don't get into a dogfight with the Macan 4S in a twisty canyon, as chances are you won't win. Gobs of torque from a pair of electric motors, coupled with electronically controlled active all-wheel drive with Porsche Traction Management (ePTM), a pavement-kissing low center of gravity, and 52 percent of the vehicle's mass over the rear axle, is a recipe for agile handling and dynamic prowess. While the 5,269-pound curb weight is nothing to boast about (it's a bit heavy), body roll is negligible, and it's fun to toss playfully—you can even get the tail to kick out. The wide staggered contact patch wrapped in Michelin EV-tuned summer performance tires (235/55-20 and 285/45-20, front and rear, respectively) delivers enough grip to challenge even a low-slung sports car—according to the Porsche Sport Chrono display, I pulled an impressive 1.12 G's while cornering. Braking is also one of the Macan's strengths. Porsche fits 6-piston calipers to 14.8-inch front rotors (complemented with 4-piston calipers on the rear), but traditional hydraulic brakes are only part of the equation. Digital brake regeneration—or 'recuperation' as Porsche calls it—also occurs. Seamlessly blending a hydraulic system with an electronic system is as much a challenging art as it is a science—most automakers fail. Porsche put the time, effort, and engineering prowess into polishing the system to perfection—it's nearly faultless, as even the most discerning driver will be challenged to feel the handoff through the brake pedal, even when pushed to the limit. Many shoppers for electric vehicles are hyper-focused on range. Thankfully, Porsche is conservative in its range estimates. I was easily able to squeeze more miles out of each charge, with the actual miles exceeding displayed estimates (even when I was pushing hard), giving plenty of peace of mind. Of note, the range instantly updates when the drive modes are altered—switch out of 'Sport Plus' to 'Normal' and the remaining range recalculates. 2025 Porsche Macan Electric 4S in "Provence." As I've stated many times, it's best to think of the Macan as a compact five-passenger crossover version of the 911—the all-new Macan EV legitimately continues the theme. The Macan Electric, which starts at $75,300, targets driving enthusiasts seeking a pure-EV crossover with 300 miles of range, quick on-the-go charging capabilities, and Porsche's celebrated chassis tuning and vehicle dynamics. It's fast, comfortable, efficient, and it has the engineering prowess to effortlessly keep up with everything else if the road turns twisty.
AU Financial Review
5 days ago
- Automotive
- AU Financial Review
Audi's long-awaited Q4 SUV is agile
Like so many electric vehicles from the VW Group, Audi's Q4 e-tron has been in an almost permanent state of Coming Soon. Now, four years since it was launched in Europe, the mid-sized SUV has at last arrived here with, by way of compensation, updates applied since it was first promised to us. These include an improved and easy-to-live-with user interface. The Q4 e-tron is the only electric Audi anywhere near the mainstream, indeed the first under $100,000. It's a ground-up effort, built on the VW Group's MEB skateboard platform. In contrast, the first Audi EV offered here, the car now known as the Q8 e-tron, is an adapted petrol car and feels compromised.
Auto Blog
16-05-2025
- Automotive
- Auto Blog
VW Bets on Cheaper Batteries to Help Revamp EV Lineup Starting with ID.2
Volkswagen's affordable EV push is leveraging new battery tech Volkswagen (VW) has scheduled a substantial refresh of its electric lineup starting in 2026 with the release of the ID.2 supermini, the automaker's first-ever model to use lithium-iron-phosphate (LFP) battery tech that's less expensive than its current nickel-manganese-cobalt (NMC) packs, as first reported by Autocar UK. The VW Group's upcoming core EVs will segue from today's MEB platform into a new LFP battery platform named MEB Plus. LFP battery cells have slightly less energy density than NMC packs, but their production cost savings outweigh this energy discrepancy. The savings primarily stem from LFP batteries being less reliant on expensive materials like cobalt than NMC packs. New LFP cells also have higher thermal stability and a longer lifespan. After the ID.2's release, MEB Plus will make its way into VW models like the ID.3 hatchback, the U.S. market's ID.4 SUV, and the ID.7 sedan. Tesla was the first automaker to bring LFP batteries to the mass market with its Model 3 in China, followed by Ford's Mustang Mach-E. The Volkswagen ID.2 modular electric drive matrix (MEB) with front-wheel drive. — Source: Volkswagen News of the MEB Plus platform is significant given VW's earlier struggles in the EV segment. These roadblocks included the ID.3 and ID.4 launches experiencing software glitches, interior material quality complaints from users, and a perception that the vehicles didn't match or surpass the value of competitors like Tesla. VW's new Salzgitter, Germany, factory will manufacture the upcoming LFP batteries alongside the current NMC packs until they're phased out. The automaker's CEO, Thomas Schäfer, told Autocar UK: 'You can see this move towards LFP across the board, except for performance applications on the upper end. In the volume game, LFP is the technology.' Final thoughts MEB Plus will revitalize VW's EV lineup until the company launches its delayed SSP platform, a multi-billion euro extension of the current MEB modular system, according to Battery Industry. VW's use of MEB Plus also marks the brand's first substantial shift into a new platform that's cheaper to make, enhancing its mass market prospects. While the ID.2 is the automaker's first direct entry into the affordable EV market, it likely won't make it to the U.S., where VW and other manufacturers face export challenges with tariffs and an Inflation Reduction Act (IRA) that's on the verge of a substantial reorganization. Changes to the IRA could also slow the growth of U.S. battery production facilities, even if VW expands its U.S. manufacturing presence. Still, current and prospective U.S. EV drivers can look forward to cost reductions and possible range increases in models like the VW ID.4 SUV, along with GM's commercialization of LMR (lithium manganese-rich) prismatic battery cells that bring extended range electric trucks through more accessible pricing. Like VW's LFP battery tech, GM's LMR cells are less reliant on cobalt, which has introduced ethical dilemmas in addition to higher costs. Cobalt mining has exposed local communities, primarily the Democratic Republic of the Congo, to toxic metals while contributing to environmental degradation. The Democratic Republic of the Congo produces about 70% of the world's cobalt supply.
