AUTONEWS

Electric Ford Mustang Mach-E has covered more than 500,000 km, its battery still has 92 percent of its capacity

Electric cars often raise doubts among buyers, especially when it comes to battery durability. How long will it last and how much capacity will drop after a few years of use is one of the most common questions. An example from the USA now provides an interesting answer.

The latest compelling example comes from David Blenkle, a resident of Santa Cruz, California. As reported by Forbes, he has owned a 2022 Ford Mustang Mach-E since new and has since logged roughly 508,000 kilometres as a private car service driver. His motivations for going electric were straightforward: cut operating costs, reduce shop visits for routine maintenance, and ultimately lower the total cost of vehicle ownership compared to a gasoline-powered alternative.

Given the sheer number of kilometres under the wheels, it is safe to say the bet has paid off handsomely. Blenkle drives his Mustang Mach-E up to 12 hours a day, practically every single day, averaging 370 kilometres in the process.

Here is a detail that puts things in perspective: reaching that 508,000-km mark required 24 sets of tires — a staggering figure by any measure. The brake pads, on the other hand, are still the originals. That speaks volumes about just how effective regenerative braking can be.

What makes this story truly remarkable, however, is the condition of the battery after such relentless use. Capacity loss stands at only 8%, meaning the Mach-E still delivers around 480 kilometres of range on a full charge.

The recipe behind this result is one that most EV owners can easily follow: home charging. Rather than relying on public DC fast chargers — known to accelerate battery degradation over time — Blenkle simply plugs his vehicle in every evening at home.

Blenkle’s experience is far from a fluke. Industry data suggests that modern battery packs lose an average of 1.8% of their capacity per year under normal use, which translates to roughly 9% over five years.

And contrary to what many might assume, California’s mild climate is not the decisive factor here. In fact, cold temperatures can actually help extend battery life by slowing degradation, while heat is the real enemy.

Here’s hoping David Blenkle checks back in when the odometer rolls past one million kilometres.

American David Blank uses his Ford Mustang Mach-E as a vehicle for private passenger transport in California. He bought the car in mid-2022, and since then he has covered more than 316,000 miles, or about 508,000 kilometers. During that time, he has transported more than 7,000 passengers. What is particularly striking is not only the mileage, but the condition of the battery. After more than half a million kilometers, the battery capacity has decreased by only eight percent. This means that the battery still has approximately 92 percent of its original capacity.

In practice, this means that it can still travel almost 500 km on a single charge. This result is particularly interesting because battery degradation is often a top concern for potential electric car buyers.

Data from Recurrent, a company that tracks the condition of electric car batteries in the US, shows that cars with more than 250,000 miles (about 400,000 km) typically retain about 80 percent of their original battery capacity. If Blank's data is accurate, his Mach-E performs significantly better than average.

In addition to the battery, the vehicle's reliability is also interesting. Over more than half a million kilometers, the car has not required any major repairs. Blank says he has changed six sets of tires and seven cabin filters and performed more than twenty regular services. The brakes are still original, which is relatively common in electric cars thanks to powerful regenerative braking.

Charging habits also obviously play a large role in preserving the battery. The owner says he almost always charges the car to 90 percent of its capacity and avoids letting the battery discharge below 20 percent. He does most of the charging at home on a slower charger, while using a public fast-charging network when working.

This example doesn't mean that every electric car will last half a million kilometers without major problems. But it does show that modern batteries are clearly more durable than many buyers still assume.

A 2022 Ford Mustang Mach-E Premium used for a private car service in California has surpassed 316,000 miles (over 508,000 km) with only 8% battery degradation, retaining roughly 92% capacity. Driven by David Blenke, the vehicle required 24 sets of tires but still uses its original brake pads due to effective regenerative braking. 

autonews1@yahoo.com---Key findings on high-mileage Mach-E:

Battery health: Despite covering over 500,000 km, the battery still provides approximately 480 km of range per full charge.

Maintenance: The vehicle underwent regular maintenance (tire rotations, cabin filters) but required no major repairs.

Charging habits: The owner primarily charged at home, which likely contributed to the low battery degradation.

Usage: The car was used for 12-hour shifts daily, proving the durability of the electric SUV for commercial use. 

 

AUTONEWS

Mercedes-AMG GT Black Series vs McLaren 750S

This is a battle between two of the most extreme supercars on the market: the Mercedes-AMG GT Black Series, a limited edition focused on track records, and the McLaren 750S, the refined evolution of the acclaimed 720S. While the Mercedes bets on the aggressive aerodynamics of a GT3 race car for the streets, the McLaren focuses on extreme lightness and the purity of a mid-rear engine.

Key points (below):

Track focus vs. acceleration: The Black Series has an impressive track record, having been the fastest production car at the Nürburgring in 2020 with a time of 6:43.616. The McLaren 750S, on the other hand, is superior in raw acceleration and overtaking, thanks to its much lighter carbon fiber construction (about 150 kg less).

Aerodynamics and engineering: The Mercedes uses a two-stage rear wing with electronic adjustment and solutions derived directly from the GT3. The McLaren introduces Proactive Chassis Control III, which eliminates physical stabilizer bars in favor of an interconnected hydraulic system for greater comfort and control.

Interior comfort: The AMG GT maintains a more traditional luxury with the MBUX system and Burmester sound. The McLaren is more minimalist and driver-focused, although it has evolved in technology with the inclusion of Apple CarPlay.

Autonews

 

AUTONEWS

Project TAKE OFF: the innovative open-fan engine that will be installed on the Airbus A380 by December 2029

Safran Aircraft Engines officially leads the TAKE OFF project, which aims to develop and conduct flight tests of an open-fan engine installed on an Airbus A380 by December 2029. This four-year initiative is funded by the European Union's Clean Aviation program, which covers €100 million of the €139 million total cost.

The proposal leverages technological advancements achieved in the previous OFELIA project to refine the open-fan engine design to Technology Relevant Level (TRL) 6. The program covers all stages, from engine design and assembly, through aircraft integration and flight authorization, to the analysis of collected data and calibration of the models used.

Furthermore, TAKE OFF collaborates with regulatory bodies to ensure compliance and pave the way for certification of the new technology.

CFM International, a partnership between Safran and GE Aerospace, also develops open-fan engines in the RISE program, initiated in 2021, focused on reducing kerosene consumption by 20% for new-generation engines intended for narrowbody aircraft, with entry into service expected in the middle of the next decade.

The project is backed by a 100 million euro grant from the Clean Aviation public-private partnership. Safran Aircraft Engines serves as the consortium leader, coordinating 25 partners that include industry giants such as Airbus, Avio Aero and GKN Aerospace, alongside various universities and research centers. The group aims to demonstrate a full-scale Open Fan flight by the end of the decade, building on previous technological foundations from the OFELIA and COMPANION projects.

Unveiled in 2021 through the CFM RISE program, the Open Fan architecture targets a 20 percent improvement in fuel efficiency compared to current engines. Pierre Cottenceau, vice president of engineering, research and technology at Safran Aircraft Engines, said the project embodies a shared ambition to make aviation more sustainable. Cottenceau noted that the collaboration will showcase the benefits of the architecture in terms of both energy efficiency and acoustic performance.

The scope of TAKE OFF covers every phase of development, including engine assembly, aircraft integration and flight clearance. The project will culminate in a flight demonstration using an Airbus A380, which is intended to prove the technology’s maturity at a pre-development level. According to María Calvo, head of unit project management at Clean Aviation, the project is a flagship action for short- and medium-range aircraft thrust.

Data gathered from the flight tests, which are expected to take place in 2029, will undergo comprehensive post-flight analysis. If successful, these efforts will pave the way for the Open Fan engine to enter service by the middle of the next decade. This timeline aligns with the broader European goal of developing ultra-efficient propulsion systems to reduce the environmental impact of the aviation sector.

Within the Clean Aviation funding framework, Safran group companies receive €35.4 million, while GE's European subsidiaries in Germany, Italy, and Poland receive €14.5 million.

Airbus, with its European divisions, receives €34.2 million, in addition to contributions from GKN Aerospace in Sweden (€4 million), national aerospace research centers in France, Germany, and the Netherlands, and various academic institutions.

Pierre Cottenceau, Vice President of Engineering, Research and Technology at Safran Aircraft Engines, highlights that TAKE OFF represents the shared ambition of the European Union and the aerospace industry to promote more sustainable aviation, emphasizing the gains in energy efficiency and noise reduction that open-fan architecture can offer.

The flight tests will be conducted within the COMPANION project, led by Airbus and also funded by the Clean Aviation program. To this end, Airbus is preparing the conversion of a former Airbus A380 into a common demonstrator, with modifications scheduled to begin in 2027.

by Autonews

KHODRO

What do Iranians drive? The Pars Nova is an even cheaper derivative of the Dacia Logan, powered by a Lada petrol engine

The first generation of the Dacia Logan from 2004 can be said to have launched Romania. Over three generations, the Romanian sedan was produced in more than 1.3 million units, and the most successful was the first generation, which is still produced under license in Iran, called the Pars Nova.

Just as Dacia bought a license to produce its own version of the Renault 12 in the late 1960s, the Iranian company Pars Khodro bought the rights to the Logan and produced its own version for several years. Now the Iranians are restarting production of this model in a new version, with a modified design and new technical specifications.

Aesthetically, the Pars Nova looks like a completely different car from the first generation of Logan. The front stands out with new headlights, with LED daytime running lights, and a completely redesigned bumper. The rear is completely redesigned, with LED lights and reversing lights. What remains in common with the first Logan is the position of the exhaust pipe.

The Iranians have released very few photos. One of them was taken on the same day that Pars Khodro's biggest local rival, Iran Khodro, relaunched the decade-old Peugeot 207 sedan.

The Dacia Logan, launched in Romania in 2005, will be reproduced with a new name and redesigned look, but in a familiar format, according to Profit.ro. Renault sold the car's license to Iran for years, and the Logan is now being launched in the Middle East under the name Pars Nova.

Just as Dacia acquired the production license for the Renault 12 in the late 1960s to produce its own version, the Iranian company Pars Khodro bought the production rights for the Dacia Logan and produced its own version for years. Production of the model is now being resumed with a redesigned front and rear.

Compared to the well-known Romanian version, the Pars Nova will feature a central infotainment screen, a digital-analog instrument panel, a stability control system, and traction control.

The interior is similar, but modernized. We see changes such as a new steering wheel, digital instrument panel, infotainment system, as well as single-zone climate control.

Where does it most resemble the original Romanian sedan? If we analyze the car from the side, the similarities with the Romanian model are most present, in terms of the shape of the doors, door handles and fuel filler cap.

The biggest similarities are in the powertrain. The Iranian Logan will be equipped with Lada's 1.6-liter naturally aspirated engine with 110 horsepower, paired with a five-speed manual or six-speed automatic transmission. This used to be Renault's engine, and until the launch of the 1.2-liter 120 hp engine this year, it was also the most powerful model in the Logan range since the model was produced.

Initial reports suggest the model could also be sold in Russia, by AvtoVAZ, the former Renault Group partner in Russia, which also produced the second-generation Logan. The Russian company is producing and supplying the 1.6-liter engine to the Iranians and will import 45,000 Pars Nova cars to the Russian market.

Renault pulled out of Iran about six years ago, as international sanctions were imposed on the country. The French company previously produced the Logan in partnership with the Iranians, under the name

Renault Tondar.

This is not the first time the Logan has been "recycled" after its debut in Romania: AvtoVAZ, the manufacturer of Ladas, already produced the first and second generations of the Logan in Russia under the name Lada Largus and, according to Profit.ro, the model now presented in Iran will also be sold in Russia. In Ukraine and here, the Logan and Duster were also sold under the original model name, but with the Renault emblem. The Logan's appearance is also familiar in Mexico, where it could be purchased under the name Nissan Aprio.

by Autonews

AUTONEWS

Petrol prices too high? Here's how quickly an EV could save you money

Petrol prices began rising even before the conflict in Iran drove oil prices higher. Australia imports around 80% of its fuel, which means prices can spike when geopolitical shocks ripple through supply chains.

As motorists face long queues in Australian cities, some will wonder whether it's time to join the increasing numbers going electric to prevent hip-pocket pain.

Avoiding the weekly petrol fill-up is appealing. But the sticking point for many motorists has long been the higher upfront cost of an EV. As competition has increased, EV prices have fallen. Even so, most EVs still cost several thousand dollars more than a comparable conventional car.

Over time, cheaper running costs and less maintenance mean EV owners should recoup some of this money. But how long does it take? To answer this, I helped develop a public EV payback calculator, comparing five popular EVs with closely matched hybrid cars in the Australian market. Here, you can estimate how long it will take to pay back the price difference between EV and a conventional car.

It turns out the biggest factor is how you charge your EV. For drivers who rely on pricier public fast chargers, payback will take much longer. But drivers who charge mostly at home can see payback in a few years.

What makes EVs cheaper to run? Battery electric vehicles are generally cheaper to run for three main reasons. Electricity is typically cheaper than petrol or diesel per kilometer driven—especially when charging at home using off-peak grid power or rooftop solar. EVs convert energy to motion far more efficiently than internal combustion engines, so less energy is wasted as heat.

Maintenance costs are usually lower. EVs have far fewer moving parts, no oil changes, and less wear on brake pads, given regenerative braking does more work to slow the car—and recharges the battery. Over time, this translates into lower servicing bills. Early fears about battery degradation are vanishing, as batteries generally last longer than the lifespan of the car and last longer in the real world than during testing.

Running costs are more predictable. Petrol prices change daily, while electricity prices usually change more slowly. EV drivers able to charge at home usually choose to charge cheaply at off-peak times or off home solar.

These advantages are real. But they don't mean EVs are cheaper for everyone in every situation.

How does the calculator work? At present, the MG4 Excite electric hatch retails at roughly A$42,000 drive-away, while a Toyota Corolla hybrid costs about $40,000. The question is how fast the EV's lower running costs recover this gap (in this case, $1,900).

My EV payback calculator models three annual distances: 10,000km (light use), 15,000km (average) and 20,000km (heavy). It also tests three patterns of charging: mostly home charging, a mix of home and public charging, and mostly public fast charging.

The calculator models five vehicle pairs, reflecting the choice many Australians are weighing up: battery EV or hybrid combustion engine vehicle in the same size class and price bracket. This is a conservative choice, because hybrids tend to have lower running costs than traditional cars.

For each pair, the calculator takes the price difference and annual running costs, and then calculates how long it would take for the lower energy and servicing costs of the battery EV to recover the higher purchase price.

These are not predictions or financial advice. They are indicative comparisons using conservative, transparent assumptions.

What does this look like? The payback time shows how long it takes an EV to recover its higher upfront price under different driving and charging patterns.

Shorter payback times mean savings accumulate quickly, while longer periods indicate the extra upfront cost lasts a long time or is never recovered.

Payback time is useful, but it helps to see what it means in annual savings. Here, the big takeaway is charging behavior matters as much as the car itself. Charging mostly at home delivers consistent savings, while relying heavily on public fast charging shrinks or even erases the advantage.

Home charging at off-peak times might cost 20 cents a kilowatt-hour, while the same charge at an ultrafast public charger might cost 60c/kWH. For a car with a 60kWH battery, that means a charge could cost A$12 at home or $36 at the public charger.

This means EV affordability is partly a question of charging access and electricity prices, not just sticker price. The economics are shaped less by the badge on the bonnet than by the charging pattern.

Payback time isn't the only consideration. Many buyers also consider safety features, performance, convenience and likely resale value. But this shows whether an EV is cheaper to run and whether it repays its premium quickly are not the same question.

Home charging makes the biggest difference...When charged mostly at home, all five EVs save money on running costs when driven the typical 15,000km a year. In some cases, savings are large enough that payback arrives well within the typical ownership period of around ten years.

The clearest EV examples are the MG4 Excite and BYD Atto 3. These two battery EVs have moderate upfront premiums, and energy costs are meaningfully lower than hybrid equivalents. Under baseline assumptions, the MG4 can pay back in 3–5 years and the Atto 3 in 5–8 years. Payback is faster for higher-mileage drivers. This shows a lower upfront premium matters as much as efficiency.

Reliance on fast chargers can wipe out savings...Once charging shifts towards more expensive public fast chargers, the running-cost advantage narrows and payback takes longer. This is particularly visible when EVs are compared against efficient hybrids, which already have lower fuel costs.

That does not mean EVs are "bad." It means more expensive public charging can eat up much of the running-cost advantage, especially when petrol prices are low. For prospective EV drivers without access to home charging, it's worth checking the cost of nearby public chargers.

What does this mean for you? My calculator shows EVs save most money and recoup their premium fastest when charging happens mostly at home, especially for people who drive more. But when motorists rely heavily on public fast charging, payback is less certain.

As Australian drivers consider going electric to save money—and end reliance on imported fuels—the key is not to focus only on the sticker price. It's more useful to think through where you will charge your EV most of the time and estimate the costs and savings from doing so.

Provided by The Conversation

 

AUTONEWS

Honda Prelude vs. Ford Mustang vs. Mazda MX-5 Miata vs. Subaru BRZ: Which $40K coupe is best?

The reborn 2026 Honda Prelude recently visited the Edmunds test track; we called it a "misunderstood but charming grand tourer." With its $43,650 starting price, the Prelude competes with a number of other sporty two-doors. So we brought it to our track once again, alongside the Ford Mustang, Mazda MX-5 Miata and Subaru BRZ. If you're in the market for a sporty two-door, there are some truly great options.

Subaru BRZ tS: The best driver's car...Around our track, the Subaru's handling chops really shine. The way the nose dives down into a corner is intoxicating; the BRZ has the quickest-feeling steering, and the car's balance is so good that you can really fling it into corners and come out the other side pointed in the right direction. The suspension is certainly on the wrong side of stiff for everyday driving, but the trade-off is that you're getting a bona fide sports car.

The BRZ — or its cousin, the Toyota GR86 — is the best choice if you want a pure driver's car. And you can even fit a full set of track-specific wheels and tires inside.

Mazda MX-5 Miata RF: The weekend warrior...There's a subtle softness to the way the Miata handles, and that's on purpose: You can really feel everything the Miata is doing on the road. Being able to feel the car's weight transfer gives you a better idea of the exact moment to turn the car in to keep your momentum. That's a must with that naturally aspirated four-cylinder under the hood — you've really got to keep it on the power to make the most of its modest output.

Just like the BRZ, the Miata has fantastic steering. It's direct with plenty of feedback whether you're on center or moving through a turn. This test car is also equipped with a killer six-speed manual transmission; it has a notchiness to the way it moves through the gears that really adds to the experience. The BRZ might be the best track-day weapon, but the Miata will be more fun on mountain or coastal roads — especially with the top down.

Honda Prelude: The daily driver...If we had to pick one car to be our primary mode of transportation, it'd be the Prelude. It's more practical than the Mazda and Subaru and comes with a huge bonus: 44 mpg combined. It also has the best interior of this quartet by far, with excellent seats and premium materials. 

Yes, the Prelude's straight-line speed is a disappointment. But just like the BRZ and Miata, this is more of a momentum car, and once you get going, the fun is in maintaining that speed. On our track, the Prelude had excellent stability and steering feel. We were surprised to see the Prelude put up the best skidpad number of the group too, a nod to its handling prowess.

The Prelude's S+ drive mode with its simulated gear shifts could have been gimmicky since there isn't a real transmission. But it actually enhances the driving experience. The Prelude's 0-to-60-mph time does drop by a full second when S+ is turned on, but it's a ton of fun to use on a winding road.

Ford Mustang EcoBoost: Quicker than the rest...The Mustang is the most powerful car here, and it posted a 0-to-60-mph time around a second quicker than both the Mazda and the Subaru and 2 seconds ahead of the Prelude. The Mustang's turbocharged four-cylinder engine delivers its power well, with much of its torque coming on lower in the rev range. This means that, unlike the BRZ and Miata, you don't really have to wring it out to get going quickly.

Aside from that, however, there isn't much we like about the Mustang. Or should I say, this Mustang. Ford no longer offers the performance package on Mustangs with the turbocharged engine, so you don't have access to the suspension, braking and tire upgrades that you once did. As a result, the Ford's handling, braking and agility are a clear step behind the others in this group. There's a lot of body roll while cornering and significant understeer entering a turn, where you really feel the weight of the car on the front tires, the nose pushing out wide as a result.

Of course, Ford will soon launch the Mustang RTR, which pairs some handling hardware from the V8-powered Dark Horse with the four-cylinder EcoBoost engine. That version might give these other coupes a better run for their money.

2026 Honda Prelude: The "everyday car." According to Edmunds, it's the most practical and efficient of the group, with a premium interior and superior materials. Although it's the slowest in a straight line, it offers excellent stability and an S+ mode that simulates gear changes for greater engagement.

2026 Ford Mustang EcoBoost: The "speed king." It's the most powerful and fastest, reaching 0-60 mph about 2 seconds faster than the Prelude. However, Edmunds critics note that, without performance packages, it exhibits greater body roll and understeer compared to lighter rivals.

2026 Subaru BRZ tS: The "track machine." Considered the best car for pure driving enthusiasts, with the most direct steering and superior balance in corners. The suspension is stiff, which sacrifices everyday comfort in exchange for maximum precision.

2026 Mazda MX-5 Miata: The "weekend warrior." It is the lightest and offers the most connected driving experience, allowing you to feel every weight transfer. It is ideal for winding roads, especially in the convertible version, but has the smallest interior and trunk space.

Price and value considerations...As reported by Car and Driver and TrueCar, the Honda Prelude enters the market with a premium price (approx. $43,195), being significantly more expensive than the Subaru BRZ (approx. $33,395) and the Mazda MX-5 (approx. $31,665). The Mustang offers the best cost-benefit ratio in terms of "power per dollar".

Autonews

AUDI

Audi Q3 2026 Diesel: the new 193hp diesel model with a range of 900 kilometers

That the transition to electrification is slowing down is a fact. And there are signs that confirm it, such as the policy of some brands to relaunch diesel. Audi has also joined this trend... or at least that's what it suggests by doubling the diesel options in its smallest SUV, the Audi Q3, which now receives a second TDI variant: more powerful and with all-wheel drive.

The driving dynamics have also been optimized. The Q3 can be equipped with a new suspension featuring twin-valve dampers, which independently adjust compression and rebound damping to maximize comfort and agility. Progressive steering improves maneuverability, especially in urban areas or parking lots, while the Audi Drive Select system now includes a default ‘Balanced’ mode that seeks a balance between efficiency and sportiness.

The German brand expands the range with the Audi Q3 2.0 TDI quattro S tronic with 193 hp, a variant that stands out as the highest-performance diesel option of the compact SUV and is available for both the conventional body and the Q3 Sportback.

Under the hood, you'll find the familiar 2.0-liter four-cylinder turbodiesel engine, producing 193 hp and 400 Nm of torque, available between 1,750 and 3,250 rpm. This engine comes standard with a seven-speed S tronic automatic transmission and the quattro all-wheel-drive system, managed by an electronically controlled multi-disc clutch.

More than 900 kilometers without refueling...One of the main attractions of this new version is its efficiency on long journeys. Official fuel consumption figures range between 6.1 and 6.7 l/100 km, which, combined with the 58-liter tank, allows for a range of more than 900 kilometers without refueling.

But the Q3 TDI quattro doesn't compromise on performance. With this engine, the compact SUV accelerates from 0 to 100 km/h in 7.2 seconds and reaches 221 km/h, figures that put it practically on par with gasoline versions of similar power.

Traction Four, how it works...Inside the clutch is a pack of discs in an oil bath. When 4WD needs to be engaged, the discs are subjected - through the action of an electro-hydraulic pump - to a pressure that, by generating friction, puts the main drive shaft in communication with the secondary shaft connected to the rear axle shafts, increasing the torque transferred to the rear axle. The system detects the car's behaviour and driving style, adjusting the distribution of thrust - which is totally variable - between the axles in real time. 

When starting off or on low-grip surfaces, the clutch intervenes in a fraction of a second: the electric piston pump develops up to 44 bar of hydraulic pressure on the disc pack. The torque transferred to the rear axle is thus proportional to the pressure exerted on the clutch discs. The distribution of thrust also takes place during cornering. When it comes to controlling Audi drive select dynamics, the all-wheel drive brings with it the "offroad+" mode, which adjusts the powertrain output, the intervention logic of the dual-clutch gearbox, traction and stability control, the suspension settings - if adaptive dampers are fitted - and Abs as well as the distribution of thrust between front and rear axle during off-road driving.

Audi Q3 expands its offering with the introduction of the powerful 2.0 Tdi version, combined with Quattro all-wheel drive. Previously offered with a 150 bhp mild-hybrid 48V 1.5 Tfsi and 204 and 265 bhp 2.0 Tfsi petrol engines with all-wheel drive, or with the 272 bhp plug-in powertrain, the Q3 and Q3 Sportback now add the four-cylinder 2.0 Tdi in the 193 bhp and 400 Nm of torque step combined with quattro traction. Values that allow a 0-100 km/h sprint in 7.5 seconds, a full 1.7 seconds faster than the 2.0 Tdi 150 hp variant, and a top speed of 220 km/h. Diesel engines that now account for more than 50 per cent of Q3 registrations. Offered in Business, Business Advanced and S line editions, they are on sale from 52,100 euro for the Standard version and 54,100 euro for the Sportback.

Audi Q3 diesel 4x4, fuel consumption...All-terrain traction and low running costs. Audi Q3 2.0 claims low fuel consumption of 6.1-6.8 litres per 100 kilometres and emissions of 160-177 grams/km CO2. These results are possible thanks to solutions such as separate cooling circuits, the double balancer shaft and the radical reduction of internal friction.

Audi has opened orders and the first units will arrive at dealerships starting this summer. Prices start at €53,230 for the Q3 SUV and €55,130 for the Q3 Sportback, with the usual trim levels: Business, Advanced, S line and Black line.

Autonews