Reviews of Volvo XC90 2019

Volvo XC90 2019 is a facelift edition for the second generation of compact SUV from Volvo and manufactured in the Volvo factory in Torslandaverken since 2002 ago, but was moved to China at the end of 2014. The first generation was introduced to the North American International Auto Show 2002 and was using the platform Volvo P2, sharing it with the first generation Volvo S80 and other large Volvo cars.

Acquiring a new global platform called Scalable Product Architecture or SPA, the second generation offers a stronger platform but with weight reduction while enhancing safety and driving efficiency. Therefore, the second generation of XC90 managed to win the SUV Trend Motor of the Year in its debut.

Volvo XC90 is one of the vehicles that provides a lot of income for Volvo. After being sold for 320,000 units since it was first introduced, this sporty luxury vehicle gained minor visual changes. Includes a new radiator gril in line with the Swedish brand's new design as well as new wheel and exterior color options.

EXTERIOR VOLVO XC90 2019

Indeed, to know the changes in the exterior of the Volvo XC90 2019, you need a pretty good knowledge with the second generation. There is little change in the front gril with a selection of new paints and wheels. Indeed, Volvo has no intention of delivering significant changes to this car, only providing Volvo's new design language with minor changes.

Review of Volvo XC90 2019: Front Exterior

Volvo provides minor changes to the car's front end, with lights and top grils made with the same look. Although on the front Gril facelift version finally get a chrome accent. The slight changes seen in the front exterior of the Volvo XC90 2019 lie in the larger lower gril that is made to drain more air into the engine chamber. The chrome accent on the air intake on both sides as well as the bottom gril complement the front view made more elegant than the previous version.

Review of Volvo XC90 2019: Side Exterior

As with the front exterior that only gets a minor change, there is no meaningful change from the side exterior of the Volvo XC90 2019. There is only a new 20-inch rim design as well as new color additions that you can choose for your car.

Review of Volvo XC90 2019: Rear Exterior

The changes are also invisible to the stern. Still with the back light with the new integral rear axle, XC90 still obtains an electronically controlled air suspension with five preferred modes. The vertical back light is located next to the back door. While the two exhaust on the bottom complements the updated rear exterior of the Volvo XC90 2019.

INTERIOR VOLVO XC90 2019

Cabin design is also not much changed, just like the exterior. With brown Nappa skins as well as metal speaker lattice for the optional & Wilkins stereo Bowers, the control structure looks simple. There are only a few buttons on the steering wheel and some are below the touch screen on the central console. So, what else can we see in the interior of the Volvo XC90 2019?

Volvo XC90 2019 Review: Dashboard

The dashboard is still the same as the second-generation change with almost all controls and car settings incorporated into the 9-inch census infotainment system with the same vertical display used in the new Wuling Almaz Introduced. There is no other problem on the Volvo XC90 2019 dashboard other than the touch screen that takes a long time to boot with a slightly longer response.

Review Volvo XC90 2019: Steering wheel

Not a significant change compared to the facelift version this time. The Volvo XC90 2019 steering still uses a three-bar view with some feature setting buttons, such as the audio volume buttons. Chrome accents Sweeten the look of the steering wheel, as well as the Volvo logo amid the steering wheel.

Review Volvo XC90 2019: Seats

Drivers and passengers can enjoy the spacious space given in the CX90. In addition to the ample space to store sundries in the cup holders in the central console and the pockets of the doors, the Volvo CX90 2019 seats offer a spacious space for adult passengers to sit comfortably. The seats can be shifted forward to allow access to the sixth and seventh seats in the back. However, just like its rival, CX90 has a stingy leg and knee space in the third row seat.

Review of Volvo XC90 2019: Luggage

The cargo chamber suffered the same fate, which is a little narrow with the third row in front of it, accounting for 447 liters. However the trunk of Volvo CX90 2019 extends dramatically when the line when folded down, even reaching 2,426 liters. Especially if the second row is folded. CX90 has a power liftgate with a kick-to-open function, but in practice, it is quite difficult to open the baggage doors with foot movements.

FEATURES OF VOLVO XC90 2019

The default display of the infotainment screen always displays the navigation, audio and phone information, with the bottom most slots used for the last feature you use. For example information about fuel economy or Audio settings. Some features of Volvo XC90 2019 that you can use are radio and Spotify, until Apple CarPlay and Android Auto are used as standard features in each variant.

Review of Volvo XC90 2019: Active safety features

The safety technology provided by Volvo is abundant, as is the case with all modern Volvo. Pilot Mode Assist for adaptive roaming control, for example, will help steer XC90 on the highway. The other active safety features of Volvo XC90 2019 include 360 degree cameras, parking sensors, self-parking technology, pre-collision warnings and brakes, Lane keep assist, and blind spot monitoring technology.

OPERATION VOLVO XC90 2019

Another advantage of XC90 is its comfortable and charming driving dynamics. The driving satisfaction starts with the powertrain with a 2.0-liter four-line engine powered by Turbo and supercharger. With 316 horsepower as well as 400 Nm torque easily traversing all terrain, the Volvo XC90 2019 operating system has a very strong turbo and supercharged engine although it does not necessarily provide economical fuel.

Olvo says you can reach 100 km/h of silent state in 6.1 seconds. Of course fast enough for this type of vehicle. But unfortunately the engine sounded a bit harsh in its operation. An automatic eight-acceleration gearbox is also capable of doing its job without causing much fuss in the engine room.

SPECIFICATIONS VOLVO XC90 2019

Dimension Volvo XC90 2019

Length x Width x Height: 4,950 mm x 2,009 mm x 1,775 mm

Axle Distance: 2,984 mm

Ground Clearance: 238 mm

Luggage Size: 447 liters (2,426 liters without third row seat)

Volvo XC90 2019 Engine

Machine Type: 2.0 liter DOHC Four turbocharged line and supercharged

Cylinder contents: 1,969 cc

Maximum power: 316 DK @ 5,500 rpm

Maximum torque: 400 Nm @ 2,200 – 5,100 rpm

Drive system: ALL-Wheel-Drive

Transmission: Automatic Eight acceleration

Foot Volvo XC90 2019

Front Suspension: Double-Wishbone

Rear suspension: Multi-Link

Brake: 4-Wheel Disc

Rim: 20 inches

Tyre type: P275/45HR20

EXCESS & DEFICIENCY VOLVO XC90 2019

Excess

Charming design, both inside and outside

Increased security technology more

Compact SUV that is comfortable for everyday use

Lack

The infotainment system is not very good with a touch screen that is not so responsive

Unimpressive Fuel economy

LIST PRICE OF VOLVO XC90 2019

This new Volvo SUV has quite a significant price range because of the many additional equipment you can get on this car. In the United States, the price of Volvo XC90 2019 can be obtained in the range $48,195 – $105,895.

CONCLUSION VOLVO XC90 2019

No meaningful change is changing the inside or outside of the Volvo XC90 2019. But it doesn't really affect the car's image as a fancy SUV with a sporty outdoor design and a comfortable cab ride. Although of course, the price of this car is quite expensive compared to other cars in the segment.

What’s new about hyundai? Hyundai Kona 2019 New Release

What’s new about hyundai?

• Some previously optional advanced safety features are now standard
• A minor shuffling of standard and available features
• Part of the first Kona generation introduced for 2018

Pros

• Optional turbocharged engine provides quick acceleration
• Nimble handling makes it enjoyable to drive
• Lots of features for your money

Cons

• Weak base engine
• Gear shifts from the turbocharged engine's transmission are often unrefined
• Interior is trimmed with a lot of hard plastic panels

2019 Hyundai Kona

Which Hyundai Kona does rebelsnreader.blogspot.com recommend?

We approve Hyundai Kona Limited 2019, i.e. for 1.6 litre turbo charged engine. You will also get leather seats and some other extra features. We also recommend hyundai kona for all-wheel drive as it comes with an enhanced rear suspension that enhances the quality of handling and car ride

Rebelsnreaders.blogspot.com Expert Review

Overall rating

7.9 / 10
Based on its bodywork alone, the 2019 Hyundai Kona can be hard to love. While evaluating styling is subjective, it's fair to say that the Kona tends to draw more criticism than praise. But the old saying about not judging a book by its cover applies here — the Kona is one of the best subcompact crossover SUVs on the market.

When equiped with its optional turbo-charged engine, it gets up to speed far quicker than anything else in the class. Its also fun to drive around turn thanks to its sporty handling. On top of that, you get a lot for your money. Even a base Kona comes with a decent set of features, including a 7-inch touchscreen with Apple CarPlay and Android Auto smartphone integration. For 2019, you get even more with the Kona. Many of the advanced safety features that were previously only available on the top trim levels are now standard on every Kona.

Overall, we think the Hyundai Kona is an excellent pick in a class that includes the versatile sporty Mazda CX-3, the Honda HR-V and the affordably priced Nissan Kicks. Factor in Hyundai's lengthy warranty coverage and the value proposition is undeniable. No matter what you may think of its styling, the Kona deserves a second look.

Notably, we picked the 2019 Kona as one of rebelsnreaders.blogspot.com' Best Small SUVs for this year.

2019 Hyundai Kona

Hyundai Kona models

The Hyundai Kona is a five passenger subcompact crossover SUV that is available in four trim levels: SE, SEL, Limited and Ultimate. The SE and SEL models are powered by a 2.0-liter four-cylinder engine (147 horsepower, 132 pound-feet of torque) that is paired with a six-speed automatic transmission. The Limited and Ultimate trims get a turbocharged 1.6-liter four-cylinder (175 hp, 195 lb-ft) that's mated to a seven-speed dual-clutch automatic transmission.

Front-wheel drive is standard. All-wheel drive is available as an option for all Konas and comes bundled with a more sophisticated rear suspension design and a lockable center differential. The latter enhances traction at low sped in off road or snowy conditions.

Hyundai Kona SE
Standard features for the SE trim include 16-inch alloy wheels, automatic headlights, remote keyless entry, air conditioning, a tilt-and-telescoping steering wheel, a height-adjustable driver's seat, and 60/40-split folding rear seats. Tech features include a rearview camera, Bluetooth, a 7-inch infotainment touchscreen, two USB ports, Apple CarPlay and Android Auto smartphone integration, and a six-speaker audio system. New for 2019, the base hyundai Kona also gets forward collision warning with automatic emergency braking, lane keeping assist and a driver attention monitor.

Hyundai Kona SEL
The SEL trim adds 17-inch wheels, roof rails, heated side mirrors, keyless entry and ignition, a leather-wrapped steering wheel, heated front seats, a split-level cargo area, blind-spot monitoring with rear cross-traffic alert, voice recognition, and satellite and HD radio.

An optional SEL Tech package bundles foglights, a sunroof, a power-adjustable driver's seat, an eight-speaker Infinity audio system, and Hyundai's Blue Link communications system.

Hyundai Kona Limited
Stepping up to the Limited trim gets you all of the above plus the turbocharged engine, 18-inch wheels, LED headlights and taillights, upgraded exterior trim,  leather upholstery, automatic climate control, universal garage door openeran and a auto-dimming rearview mirror.

Hyundai Kona Ultimate
The range-topping Ultimate trim comes loaded up with rear parking sensors, pedestrian detection for the forward collision mitigation system, automatic high beams, automatic wipers, a head-up display, an 8-inch touchscreen, a navigation system, and a wireless charging pad.
Trim tested Hyundai Kona
Each vehicle usually comes in several versions which are fundamentally the same. The ratings in this review are based on our full test of the Hyundai Kona Ultimate (Turbo 1.6 L inline-4 | 7-Speed dual-clutch automatic | AWD).

Note: Since the test was conducted in 2018, Kona currently has received several revisions (upgrades), including USB ports and some standard advanced safety features for all users. However, our findings remain broadly applicable to the Kona Hyundai this year.

Driving Hyundai Kona
8.0
Overall, Hyundai Kona is a sporty sub-compact SUV with acceleration and above average handling. However, the transmission of the charged turbo engine shows some bad behaviour at low speeds, and standard lower braking performance.
Comfort Hyundai Kona
7.5
This is not the most comfortable vehicle in its class, but the seat supports, easy-to-use climate control and higher noise isolation makes the Kona Hyundai a worthy place to spend time. Company seat cushions and rigid riding can make bumpy roads or long drive wear.
The comfort of Hyundai's chair Kona
7.5
The front seat is well-shaped and supportive. There are many adjustments but not a whole lot of lateral increases. Rigid perforated skin, and cushions that feel firmly. In the back, the seats are flat and spacious, but not too upright.
Comfort Drive Hyundai Kona
7.0
Smaller imperfections are ironed, and the suspension takes the edges of almost all bumps. But the quality of the trip can feel a bit too stiff and busy at times. A very wavy road can make the vehicle feel too nervous.
Noise & Vibration Hyundai Kona
6.5
When driving at the speed of the freeway, the sound should be raised considerably due to the annoying road noise and wind noise seen around the door. Overall, the noise is not worse than the average for a class, with a cabin that is often quieter than competitors in the driving city.
Hyundai Kona Climate Control
8.0
Climate control struggles a bit to cool the entire cabin when it's blistering outside, but the rest of the time is effective to keep you comfortable. The controls are clearly marked and easy to use, making it an easy-to-operate system.
Hyundai Kona Interior
8.0
Despite having many plastic materials, the interior of Kona gets high value. The controls are logically regulated, good outside visibility, and there is a decent amount of space. Higher drivers and passengers will experience some problems.
Ease of Use Hyundai Kona
9.0
Buttons are logically grouped and clearly labeled, and the Hyundai Infotainment interface is easy to use. Some small touch buttons on the screen, but other than that there is nothing to complain about.
Getting in/out Hyundai Kona
8.0
The relatively short doors can be opened wide even in more restrictive parking spaces. The height of seat cushions makes the seats easy to slide in and out of. Higher drivers should duck slightly when climbing, and the tight rear kneeroom complicates the back seat and exits. But that's pretty common for class vehicles.
Driving position Hyundai Kona
7.5
The Cluster gauge and steering wheel are mounted low in the vehicle, making the corners slightly awkward towards the driver. A good vertical seat adjustment means you can sit in the upright SUV position, but it makes the low arm rest difficult to use.
Hyundai Kona Comfort and convenience
8.0
There is a suitable amount of space for drivers and front passengers. The back seat headroom is decent for a class — more than enough for an adult, but tight legroom, especially behind a high driver. Fortunately, there is a spacious space under the front seat for the rear passenger's feet.
The visibility of Hyundai Kona
8.0
The relatively narrow roof pillar in front makes for both front and side visibility. The roof pillar rear is wide, but the adjacent little window helps you see what's over your shoulders. The rearview camera provides a broad and clear picture.
Quality Hyundai Kona
6.5
Everything feels sturdy built, but only the main touch points like the steering wheel and the shifter have been treated with soft touch material. Otherwise, the cabin looks and feels very plasticky. The alternating textures break down everything visually a bit, but there's nothing to hide that hard plastic is gloomy.
Utility Hyundai Kona
7.0
The Kona really only falters in terms of utility when compared directly to class leaders. The trunk is a usable space, and there are a decent number of small-item storage options. But in every metric, there are competitors that offer superior ways to store your stuff.
Small-item storage
7.0
All four doors get pockets that can hold a water bottle, and the anti-tip cupholders can handle anything short of a large cup. The center console box and glovebox are relatively small. Overall, the Kona is OK with small-item storage but doesn't offer the variety or space of some competitors.
Cargo space hyundai kona
7.0
The trunk is easy to use thanks to a wide, flat load floor. But with 19.2 cubic feet behind the rear seats, the Kona is a little less accommodating than some rivals. The seats fold flat to open up 45.8 cubic feet.
Child safety seat accommodation hyundai kona
7.0
LATCH points are clearly marked and close to the surface, but they're tucked between firm cushions.
Technology hyundai kona
8.5
The Kona is a feature-rich vehicle, with lots of standard tech that works well. It also offers a nearly full suite of user-friendly safety features, not to mention a solid optional sound system.
Audio & navigation hyundai kona
9.0
The optional Infinity stereo system is excellent for this class, with plenty of bass response and good sound quality. The navigation system is simple to use and gets the job done. It has an easy-to-read display and useful turn-by-turn prompts.
Smartphone integration hyundai kona
8.0
Apple CarPlay and Android Auto are standard, as are two front USB ports. There are two 12-volt outlets for the front seat, and higher trims get a wireless charging pad.
Driver aids hyundai kona
8.0
Blind-spot monitoring and rear cross-traffic alert are fitted on all but the base trim, and a more extensive suite of features is available. That said, adaptive cruise control is missing, even as an option. The Kona's systems are consistently accurate, avoiding false alarms in our time with the vehicle.
Voice control hyundai kona
8.0
The Kona's built-in voice controls have limited functionality but work well for what they do, responding slowly but accurately. Step-by-step prompts appear on the screen, but the Kona will allow you to skip steps if you know what you want to do.

Porsche Cayenne E-Hybrid test, Almost rational?

Porsche Cayenne Hybrid 2018. No diesel for the moment, under the hood of the new Porsche Cayenne. In contrast, the plug-in hybrid is gaining ground and becoming almost inevitable. Inherited from the Panamera, the system here reconciles virtue and performance up with a clear pre-eminence for the time.

In principle, the plug-in hybrid should be the best-selling version of the Porsche Cayenne third of the name, just recently renewed. Like his predecessor, by the way. And even if the Diesel comes back in the range (probable), the tax situation of the hybrid should always ensure some success to the latter. For companies, already: the new Cayenne is approved at 72 g / km of CO2, the TVS is only 144 € per year (a classic Cayenne S is penalized more than 4,000 € per year!). As for individuals, the calculation is simple: the Cayenne E-Hybrid starts at € 92,304, or € 2,000 less than the S. In addition impacted by 10.500 € of penalty! This leaves a small envelope to pick from the catalog of options, as always numerous and expensive. We understand that Porsche is counting on a share of about 80% of hybrid for the sales figures of the newcomer.

And then, the Cayenne E-Hybrid already leaves with some sympathy: in luxury SUVs, Porsche is now the only one to offer a 6-cylinder in a hybrid engine. The Range Rover P400e, the BMW X5 or the GLE 350 e are all satisfied with 4 cylinders much less pleasant.

Chrono side: 2.3 tons catapulted

A reading of the data sheet, one understands even better the advantage that can prevail the hybrid face Cayenne S 100% thermal (440 hp). Not only in view of its 3.2 l / 100 km announced, that we know illusory, or its 44 km announced all-electric. Admit... we still traveled 35 km without waking once the V6 which is sufficient in everyday use.   

It is especially the performance side that the E-Hybrid impresses, despite its extra 300 kg related to batteries and devices charging system: 5 s to clear the 0 to 100 km / h, 2 tenths better than the S.

No surprise about the mechanics, borrowed from the Panamera 4 E-Hybrid: in this case, the well-known 3-liter V6 (340 hp), rather musical especially if we opt for the sport exhaust that fitted our model, associated with an electric motor of 136 hp. The combined power amounts to 462 hp, as for the sedan. Same for the maximum torque: 700 Nm when both engines operate simultaneously, with an impressive thrust to the key. The least revival is masterful! To reassure: the button Sport Response, at the bottom of the steering wheel, is always present (as on the rest of the range). Except that it activates here an electric boost, and no longer the pre-charge turbos. We are still at Porsche, put a motor electric to a 6-cylinder must above all serve the time!   

The engine approval also benefits from the remarkable management of the Tiptronic S, an evolution of the automatic ZF 8-speed gearbox already seen on the Panamera, which contributes to smooth running. No need here for the speed of a dual-clutch transmission, the beefy pair more than compensates for the slight latency that can be found with the most economical Hybrid mode and that disappears completely in Sport or Sport +, the latter being even caricatural in its management, for an SUV of this size. A Cayenne, it is wide. Its vocation, all hybrid is it, remains to evolve on major axes and to enchain long routes motorway.

What's left of Cayenne S?

A little more rigor when the road begins to turn. Fatally, even if its 2,295 kg are perfectly held by the piloted suspension, the slightly firmer calibration results in a comfort less felted on bad road especially in the filtering of large irregularities. Marginal reproach, of course! But by adding less agility (the inertia is felt at a good pace, making 4-wheel steering a highly recommended option) and variations in consistency of the brake pedal(Sometimes you have to worry about the consistency of the brake pedal, which varies depending on the state of charge and the needs for energy recovery), the E-Hybrid can not boast of the remarkable homogeneity of a motorized Cayenne. classic thermal. While looking at rivals dynamically, let's recognize it.

Finally, it will also count with 125 l less for luggage. The double bottom floor being occupied, the volume is reduced to 645L. Still one of the largest in the category, that said. On board, the refinement remains identical to any Cayenne, except for a few details specific to the E-Hybrid: the "acid green" needle of the central rev counter (only instrumentation always anaological), echoing the brake calipers and exterior lettering. Of course, the driving mode management system now includes several sub-menus designed to force the walk in all-electric (E-Power), preserve the battery, or trigger charging via the thermal (attention, the consumption grime then very quickly).

At the pump

The hybrid is above all a clever way to evade the governmental penalty, to enjoy a mechanical approval and performance largely comparable to the Cayenne S. In itself, the interest of the hybrid in terms of energy balance is interesting only in a context of frequent refills (between 7 and 8 am on a domestic socket, 2:30 on a terminal 32A or wallbox). As with all plug - in hybrids, it is possible to travel from home to work without consuming a single drop of gas, and to reserve the 75 - liter range of the tank for weekend trips.

We thus raised 10.5 l / 100 km of average at the end of our test on a rather demanding course, and making the most of the resources of the 462 hp: about 250 km traveled on moderately hilly departmental roads and highway, with a complete load and an extra charge of about 30% during the course.

PLUS:

• Engine approval, performance
• Interesting sobriety
• Tariff position

MINUS:

• Weight
• Expensive and numerous options
• Feel of braking

Balance sheet

Paradoxically, the most techno Cayenne is also the most economical! The table would be even more favorable with at least a good quintal less. That said, performance and preserved engine enjoyment mark the spirit more than its consumption figures. At Porsche, there is no question of sacrificing the time, therefore.

Volkswagen T-Roc 2018, A part of Golf

Never satisfied despite a plethoric range, Volkswagen has just launched its new T-Roc, a raised vehicle midway between an urban crossover and a compact SUV. A model with great ambitions that we tried during a journey of 2,000 km. The best way to dominate a segment is always to invent it. A credo become legion among German manufacturers, accustomed in recent years to multiply models. 

Volkswagen is an exception to this Germanic rule, the Wolfsburg builder staying true to its sober side. Leaving behind the competition, especially in small crossovers and SUV.

It will have been necessary to wait until the end of last year to finally see Volkswagen invest this segment of urban vehicles raised with the T-Roc. Bigger (4.23 m) than the Renault Captur, Peugeot 2008 and Citroën C3 Aircross which will be the rivals of the future T-Cross, but smaller than a Tiguan, the T-Roc denotes in the range.

Good and less good

By its style already, more trendy and less classic than the usual productions of the brand. Its beveled three quarter rear, its indicators integrated in the rims of the air intakes of the front bumper, its colorful hues or its flag dissociated dissociate it very frankly from the Golf, with which it shares the same platform. 

The cabin as for him returns more in the row. The presentation is rather simple and modern with the famous digital slab, but it is imperative to check the box dashboard and colored door panels (optional) to brighten a very dark set. But practical with plenty of storage such as the drawer under the passenger seat.

The bad surprises come rather hard plastics profusely in the cockpit or a space with the legs disappointing for a vehicle of this type. Defects that are not found on the Golf, yet the same size and sold at the same price.

Same thing for the trunk, which because of the all-wheel drive, loses 53 liters to reach a load volume of 392 l, less for example a Peugeot 308. All for a basic modularity 1/3 2/3.

The all-wheel drive, a necessity?

A trunk down and a weight up (1.455 kg) with the 4Motion. Adjustable in several modes, the all-wheel drive offers excellent traction on all surfaces and when the road is wet. 

The reverse of the medal, the agility of the T-Roc is partly amputated. While the SUV still has a good level of dynamism but changes in support are less responsive and the front train suffers from a registration curve less easy, relegating it in terms of amenity behind the Golf.

The 4-cylinder 2.0 TDI 150 horsepower also suffers from 4-wheel drive with a propensity to drink more: we found 6.4 l / 100 km on a course of 2,000 km of which only 300 km of city. 

Fortunately, thanks to his generous torque and his perfect agreement with the DSG7 box, he does not mind the task when it comes to relaunch the beast to start the fire or double on the highway. Provided to turn off the Stop & Start, too slamming to re-acceleration, and not be too much looking at the high volume of fuel oil.

Comfort and prices... Golf!

Finally, the good road surprise of the T-Roc concerns its driving comfort. With optional damping (1,440 €) and despite 18-inch wheels, it is comfortable on all surfaces, including the most degraded roads and even dirt roads. The usual firmness to the German has moved rather in leather upholstery Vienna (€ 1,670), very pretty to the eye but uncomfortable on long trips.

And the prices in all this? Sold from 21.990 € with the 1.0 TSI 115, the T-Roc climbs up to 38.950 € for the upscale 2.0 TDI 4Motion DSG7 Carat Exclusive. Our trial version 2.0 TDI 4Motion DSG7 First Edition is sold for € 35,830, sum to which we must add 5,000 euros of options.

The latter is still well equipped standard with 18-inch wheels, the digital panel, the infotainment system with navigation and internet, the adaptive controller or the recognition of panels. Only missing on the call, keyless start and reverse camera still available on other finishes.

Balance sheet

The Volkswagen T-Roc represents a more modern alternative to the very classic Golf and its reference approval. But for this choice to be really justified, it will probably forget the diesel and all-wheel drive to benefit from a larger trunk, a lower mixed consumption and a lighter weight. Question of choice, and needs!

Citroën C3 Aircross VS Renault Captur VS Seat Arona: The battle of urban crossovers

This is the star niche of the moment! Urban crossovers provide the bulk of sales growth in Europe. Citroën has replaced the C3 Picasso by the C3 Aircross, Seat advances an Arona with attractive dynamic pretensions, while the Renault Captur is still a favorite. Which one to choose?

We could have also included the Peugeot 2008, elbow to elbow with the Captur. But the novelty, the C3 Aircross appeared last year will be the representative of the PSA group in this match that led us to Israel, Tel Aviv in the middle of the Negev desert, through Judea - Samaria. A rather unusual setting for a Turbo! Let's face it, our three pseudo-fighters have not really been put to the test of off-road traps. That's hardly what they're asked to do, even if a brief all-day getaway was not finally a mere formality. By the way, only the C3 Aircross, with its protective shoes and prominent wheel arches, vaguely cultivates an adventurous spirit. It is also the only one to offer something to improve motor skills in all-road conditions: the Grip Control is charged € 300 (a kind of improved traction control, as found on the 2008 for reminder).

The other two are less likely to be Sunday explorers. The Captur remains conventional, the discrete restyling of the spring of 2017 having not fundamentally changed its look... nor its success, on the side of sales figures. The Arona, him, takes again the rather sporting drawing of the Ibiza, all in edges and lines cut with the billhook. As the trend goes, all three compete in combination of hues and customization options.

Life on board

In front of the very classic Seat Arona which takes up an environment almost identical to the cockpit of the Seat Ibiza (a bit austere despite inserts of color), Citroën offers the opposite on board the C3 Aircross: it's fun, original and does not look like anything known on the market. Except the C3, which we find here some effects of style. Round ventilators, suspended screen, and saddlery as pleasing to the eye (tweed fabric) as comfortable... but devoid of lateral support! Too bad, it will be the only really noticeable quack of the nice little Citroën crossover, which plays the adventurous spirit even in its position of conduct a little special.

Citroën C3 Aircross dashboard

Renault Captur dashboard

Seat Arona dashboard

His two rivals are quite conventional, in terms of both driving position and layout. Captur and Arona inherit the qualities and defects of the city-dwellers from which they derive. Namely, an interesting modularity, embellished with multiple storage on the Renault side. On the other hand, basic and fragile plastics and slow R-Link interface show a few more years of design than the Arona. The rear space is also slightly less generous than on board its two rivals. Especially the C3 Aircross, the most welcoming of the lot and more finished than the Captur. Some details and plastics unfortunately are poor bill.

Spanish also does not shine by its materials, almost exclusively composed of rigid plastics, but the assemblies are rather treated. And difficult to compete, in terms of simplicity, with the multimedia Seat and its big screen of 8 inches. Question storage and tips by cons, the Arona is content with basic amenities.

Renault Captur

Like the space on board, the Seat displays one of the largest chests in the segment: 400 l minimum is better than the Captur (377 to 455 l), and only slightly less than the C3 Aircross (410 to 520 l). However, the Captur benefits from a sliding bench: this figure is measured backrest retracted to the maximum, thus freeing up a wider leg space. We can not have everything. On the Citroën side, we manage to reconcile the two, on our Shine version at least: interesting modularity (sliding and splittable bench, height adjustable boot floor, optional folding front right backrest for € 290) and living space. In the end, the sense of welcome and the counter-current presentation of the C3 Aircross tilt the balance side rafters in terms of life on board.

On the road

Difficult to reach the excellent compromise comfort / dynamism and the precision of the touch of road of a Peugeot 2008, undoubtedly the best of the niche in terms of road benefits. But the Arona approaches it, with its lively chassis and very well kept. Opposite, the Captur shines rather by its smooth walk and its progressivity. Not so precise, at the level of commands and especially the direction, but far from being unpleasant. The bias is different, that's all.

Citroen C3 Aircross

The first contact is more unusual at the wheel of the C3 Aircross. The driving position surprises, a little high pitched, with the foot pedal implanted low. A little utilitarian, it's curious! We get used to it. After a few kilometers, we take advantage of a suspension flexibility and interesting balance, better held than the Captur which has a tendency to crash on its supports. However, the damping a little firm at low speed seems strangely calibrated given the quiet and comfortable vocation of the C3 Aircross. Less drought would be welcome.

 Renault Captur

Placidity of setting also, side engines. At Citroën, the 110-hp 1.2-liter Puretech three-cylinder engine is only strong enough to be able to play frequently with the long-range gearbox... and whose movements are just as good. Even with the city C3, the Aircross deserves some extra horses despite a rather generous couple: 205 Nm at 1,500 rpm, like the Captur but 500 laps earlier. Opting for the version of 130 hp is probably a good idea (€ 1,000 surcharge), although the performance here is nothing ridiculous in road use (0 to 100 km / h in 10.2 s).

Seat Arona

Opposite, the smallest 1.0 TSI of the Arona is not much more powerful (115 hp) but delivers a better approvaland above all, benefits from better insulation (in sound as in vibrations at low speeds). Slightly stronger than the PSA 3 cylinders in recovery, too... but here too, a lack of going low revs is felt (200 Nm to 2,000 rpm). Small weakness which the 1.2 l TCe, unique 4 cylinders of this comparative, does not suffer. Not especially more powerful despite its superior power (120 hp), it is also more linear and less speedy to rev up, but its operation is more discreet and felted. It accelerates and raises just weaker than the Arona (9.9 on the 0 to 100, 1 tenth more), small disadvantage that the Captur owes its weight slightly higher.

This is not always the case, but the smallest engines here are the least greedy: announced at 5 l / 100 km in mixed cycle, the TSI Seat is satisfied with about 7 l in real conditions. Similar score for Puretech C3 Aircross... while Captur requires about 1.5 l / 100 more. Add to this the more precise behavior and pleasant liveliness of the German-Spanish 3-cylinder, and the Arona stands out as the best companion of the trio. Driving, victory Seat.

Balance sheet

Captur, a bit of a wise five year career, still excels in compromise... In small urban crossovers, we expect now a little more spice. Citroën and Seat lend themselves to the game, but not really the same way. Sense of hospitality and spirit fighter assumed side Citroën, neat dynamism and techno content for the Seat Arona... we place both tied. Advantage to the youth!

Lamborghini Urus: A Turbo Bull

Third model of the Lamborghini range, this Urus SUV differs totally from the sporty Aventador and Huracan.

This is the first super-SUV. Impressive, long (5,11m), the Lamborghini Urus displays especially extreme proportions being the widest (2.02m) and the lowest (1.64m) luxury SUVs. However, it is necessary to make the idea to ride in a Lamborghini and no longer down! But we quickly take its bearings in the spacious and luxurious universe of this Italian SUV. Taurus fans will not be disappointed by the hexagonal and sharp style. We find the "firing" button behind a red flap, wraparound sports seats and a huge "Y" dashboard , designed here around three large screens, two tactile (multimedia, comfort equipment) and a dedicated to the instrumentation.

The immense "Y" dashboard is designed around three large screens, two tactile (multimedia, comfort equipment) and one dedicated to instrumentation.

On the central console, impossible to miss the "Tamburo", the new dynamic program control "ANIMA" which offers up to 6 driving modes, four for the road -Strada (standard), Sport, Corsa (circuit), Neve (snow) and two off-road (Earth, Sand) optional. Not to mention the three customizable functions EGO (smooth, medium, sport), with well-marked differences to better refine its preferences for steering, transmission and suspension. More comfortable on the road than in town, this Urus is easy to carry, safe and quite comfortable even if the large 23-inch optional wheels (21 inches in series) tend to generate trepidation.

A real sense of welcome

The standard setting allows at least to appreciate the great softness of the steering -from a frank consistency- and the delicacy of the carbox 8 in quiet driving. Another good surprise, this Urus is welcoming for 5 -the 4-seater configuration is optional- and their luggage, the trunk well designed and practical (ski hatch, folding seat) being announced from 616 to 1596 dm3. A record in the genre. But if the big guys have enough space for their legs in the back, they will have to bend over and deal with the diving roof of this family Lambo.

The size of this Urus does not really make it the ideal vehicle in the city.

Amazing at all levels, this super-SUV is not afraid to evolve on circuit. The 650 hp V8 4.0 twin-turbo engine, the first supercharged engine for Lamborghini- shared with Cayenne and Bentayga cousins snorts with a heavy, hoarse sound, largely reworked by Italian engineers. In Sport mode, and even more in Corsa, which lowers the body of 15mm, the feeling of driving a super sporty elevated is real. It is just incredible: with 3.6s to reach 100km / h, this 2.2 ton SUV has almost the tone of the Huracan LP 580-2 (580ch), yet 800kg less heavy! The 650 hp and 850 Nm of torque are miracles here.

A "super-SUV" necessarily a super expensive

On track, the result exceeds expectations with such a monster. Four-wheel-drive with rear-leading, rear-wheel steering, sport differential with torque distribution, adaptive air suspension, active anti-roll, huge 440mm carbon-ceramic discs pinched by 10-piston calipers in front: Lamborghini did not skimp to offer a formidable ease in the Urus. Even if the inertia is felt badly braking certainly at shameful pace. The brand relies so much on this "super-SUV" super-expensive (€ 205,715, April 2018 price) to double its production capacity quickly, from 3500 models to 7500. In the literal sense as well as figuratively, the brand takes another dimension.

In four-seater configuration, the rear passengers are installed in comfortable armchairs.

Technical sheet Lamborghini Urus V8 4.0

DATA SHEETS

Category	Large SUV
Generation	1
New price	-
Tax category	-
Nbr. doors	5
Nbr. assizes	5
Fuel	gasoline
Engine	V8, Biturbo, 32 S, 3996 cm 3
Engine position	Before
Transmission	4x4
Power	650 ch
Max power rate	6000 rpm
Couple	850 Nm
Maximum torque	2250 rpm
Box	Automatic, 8
Test carried out	-
Essay published in AM n °	865
Standard AV tires	285/45 R 21
AR Series tires	315/40 R 21
Conso urban manufacturer	16.7 l / 100km
Conso extra-urban manufacturer	9.7 l / 100km
Mixed manufacturer conso	12.3 l / 100km
CO2 emissions	279 g / km
0 to 100 km / h manufacturer	3.6s
Vmax manufacturer	305 km / h
Dimensions (l / L / h)	5.11 m / 2.02 m / 1.64 m
Tank	75 l
Safe mini builder	616 dm 3
Manufacturer's weight	2200 kg