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2021 Audi Q5 Review


Audi’s 2021 lineup is jam-packed, with over three dozen vehicles among the A, Q, R, S, RS, SQ, and TT models and variants. And the best-selling model in the whole lineup is the Q5, which I wouldn’t have guessed at first blush. Then I spent a few days behind the wheel of a 2021 Audi Q5 45 TFSI quattro (a long name that Audi tells me is EPA-regulated), and it made sense to me.

There’s a reason the mid-sized crossover SUV like Q5 has exploded in popularity over the past few years – it’s the Goldilocks Phenomenon. Not too big, not too small, but just right.

The Q5 is a sharp-looking crossover vehicle that carries the Audi design language well, while still maintaining its individual character within the lineup. It has an expressive face, with LED headlights squinting out beside the big Audi Singleframe grille, all sporting horizontal elements that emphasize width. The body features crisp character lines, and the greenhouse is like a protective shell. The rear features bold, large taillamps. Overall, a very classy, modern appearance from stem to stern with exceptional fit and finish everywhere you look.

Inside, things are similarly classy and modern. While the Q5 is packed with technology, it maintains an uncluttered appearance. Buttons, switches, and knobs are smartly grouped and segregated by function, and there’s a unity of design that is very pleasing. There’s a real authenticity to the materials, with real wood, real metal, and honed surfaces. The 10.1-inch infotainment screen floats at the top of the center stack, just where it should be to be in the driver’s line of sight. The second row is also nicely appointed, with standard leather seating surfaces throughout. 

Q5 gets Audi’s latest MMI 10.1-inch touchscreen interface, and as always, it’s impressive. The new center-console touchpad is easy to use and master. The Audi virtual cockpit plus is available with a 12.3-inch HD display with three views: classic, sport and dynamic. It’s a clear, good-looking and customizable instrument panel that elevates the cabin to another level of futuristic tech. Combine this with the color/mood-adjustable LED ambient interior cabin lights, and Q5 achieves an impressive level of customization. Choose the Prestige Package, and the Navigation package is included. Navigation is available as an option on Premium Plus, and not available on the base model.

A new feature, the Integrated Toll Module (ITM) is standard on all Q5 models. It is a built-in transponder that’s compatible with most toll road services in the United States – a great upgrade from the lumpy transponders that Velcro to your windshield.

A great-sounding Bang & Olufsen 3D Premium Sound System with 19 speakers and a 16-channel/755-watt amplifier is available on Premium Plus models and standard on Prestige. Wireless Apple CarPlay is included, and works like a charm.

Thanks to smart packaging, there’s 25.85 cubic feet of space behind the second row; fold down the second row, and you can haul up to 54.06 cubic feet of cargo behind the first row. 

There’s a reasonable amount of legroom in the second row (38.0 inches) and plenty of headroom (37.7 inches) and shoulder room (56.5 inches). Two adults can sit comfortably behind adults in the first row, and a third adult can squeeze in for shorter rides when absolutely necessary. Front seat passenger and driver are treated to a pair of Audi’s super-comfortable and supportive seats with a wide range of adjustment, heating and, on Prestige models, ventilation. 

The front row gets a pair of cupholders, and several cubbies and nooks for phones, change, chargers and junk. The center console armrest lifts to reveal a small storage bin. Reflective of its uncluttered design, everything inside functions well and has been laid out smartly. 

Q5 is a fun crossover vehicle to drive. A turbocharged 2.0-liter 4-cylinder direct gasoline-injection engine puts out 261 hp and 273 lb-ft of torque, and uses a seven-speed S tronic automatic transmission with standard quattro all-wheel drive, capable of producing 0 – 60 mph runs of 5.7 seconds on the way to a top speed of 130 mph. Q5 uses speed-sensitive electromechanical power steering, and has a wider-than-expected turning diameter of 39.4 feet. This can come as a surprise during a first drive if you attempt perpendicular parking maneuvers (as you should), but quickly becomes a non-issue with familiarity. Four-wheel independent suspension is standard, with five-link setups front and rear. Handling is good, with a slightly stiff, sporty setting that balances comfort with road feel. Body roll is minimal and controlled, and braking is powerful and predictable.

The Q5 is equipped with six airbags, an anti-lock braking system with brake assist, Audi pre sense basic preventative occupant protection, low-speed collision assist, power child safety locks in the rear doors, electronic stability control with off-road mode, electronic vehicle immobilization, anti-theft alarm, interior motion sensor, LED daytime running lights and LED taillights, LATCH connectors on outboard rear seats, a rearview camera, and a tire pressure monitoring system (TPMS). 

Available driver assistance features include Audi advanced key, Audi pre sense rear, Audi side assist with rear cross-traffic assist, parking system plus, adaptive cruise control with traffic jam assist, park steering assist, traffic sign recognition, and a top-view camera system.

2020 Redesigned Audi Q7 Features And Crash Test

The Q7 receives an extensive facelift for 2020, including updated exterior styling, more technology features on the inside, and a new turbocharged V-6 engine is now optional and is identified by the "55" badge; a turbo four-cylinder remains the base engine, and Q7s powered by this powertrain wear "45" badges. The 2020 Q7 also adopts the two-row Q8 SUV's touchscreen-heavy interior, featuring a large infotainment display stacked on top of another secondary display that handles vehicle settings and climate control. Audi's Virtual Cockpit digital gauge display is also now standard and a wireless smartphone-charging pad is optional.

2020 Audi Q7 Safety Test

Engine, Transmission, and Performance

For 2020, Audi kept the old 248-hp turbocharged four-cylinder but added a new turbocharged 3.0-liter V-6 that uses a 48-volt hybrid system to make 335 horsepower. We haven't tested a Q7 with the new turbo V-6, but performance in the Q8 has proven to be brisk in our experience. Despite its bulk, when the Q7 is fitted with the optional performance tires on 21-inch wheels, it feels low and lithe, like a pumped-up sport wagon. The adjustability of the optional air suspension, paired with the added agility of four-wheel steering, makes the Q7 surprisingly fun to flog down a twisty back road.

Fuel Economy and Real-World MPG

Unfortunately, the new V-6 powertrain comes with worse fuel economy. The EPA fuel-efficiency ratings are 17 mpg city, 21 mpg highway, and 18 mpg combined, which accounts for drops of 2 mpg, 4 mpg, and 3 mpg in each respective category. When we are able to test drive a 2020 Q7, we'll put its efficiency to the test on our 200-mile highway fuel-economy test route. We expect the four-cylinder 2020 Q7 to return similar results to the 2017 model we tested, which delivered 26 mpg on our 200-mile highway loop.

Interior, Comfort, and Cargo

With its minimalist, contemporary design matched with loads of technology and excellent comfort and build quality, the Q7's cabin is a special place. Beautiful materials and design highlight the Q7's interior, as do the intelligent layout of its controls and the comfortable seats that feature both ample support and adjustability. Entry-level Premium versions come nicely outfitted, and the amount of upscale features can get supremely luxurious in the higher trim levels. As with most three-row SUVs, there isn't a ton of cargo space in the Audi's cargo area when all of its seats are in use. But it has available space comparable with its key rivals, and the rearmost row can be quickly raised or lowered via power controls, which makes up for the somewhat clumsy operation of the middle row. With all seats stowed, the 2019 Q7 had room for 25 of our carry-on suitcases, a result we expect the updated 2020 model to match.

2020 Volkswagen Polo Review

With the help of its new, modular MQB-A0 platform, Volkswagen has stretched the sixth-generation Polo by 81mm, widened it by 63mm and lowered it just a touch.

The result is a car with a greater visual presence than its predecessor, and a few aesthetic licks have been effected to further toughen up the Polo.

Polo Crash Test

Most conspicuous are poker-faced LED headlights – replacing the xenons of the old model – that merge into a clean-cut radiator grille made shallow by a strip of body-coloured plastic.

There’s also a double swage line that halves the car, top to bottom. Such things are adventurous for Volkswagen although still not enough to give the car the kind of personality that emanates from, say, a Peugeot 208.
That said, the French car, and many other rivals beside, can only dream of possessing shut lines as slender as those found between the German car’s crisp body panels.

Using the MQB platform brings benefits other than the ability to easily build a bigger car. The new Polo is now more rigid (18,000Nm per degree versus 14,000Nm), which theoretically allows for greater body control at the same time as yielding a more supple ride.

To this end, on higher-spec Polos VW has introduced Sport Select running gear, which comprises adaptive dampers complete with auxiliary springs and 15mm drop in ride height. Our test car didn’t have this set-up.

Meanwhile the engine line-up is broad, ranging from a naturally aspirated 1.0-litre MPI petrol with 64bhp to the 197bhp 2.0-litre TSI petrol in the flagship GTI. There are diesel options, too, although you’ll be limited to an SCR-equipped (selective catalytic reduction) 1.6-litre TDI and none tops 100bhp. Is it surprising that VW expects just one in every 20 buyers to opt for diesel? We’d say not, and not necessarily because of the company’s recent misdemeanours.

The standard transmissions are five-speed or six-speed manuals, and there’s the option of a seven-speed DSG dual-clutch automatic.
The styling of the Polo’s cabin is sufficiently reserved to rob it of much in the way of wow factor, but it is unquestionably a very solidly built, well-equipped and pleasant small car in which to spend time.


Absolutely nothing wobbles, creaks or flexes when you touch it. That Germanic sense of quality is more clearly present than in any other car in the class, save perhaps one or two with a proper premium badge.

In typical supermini fashion, VW uses hard plastics on the door cards and in the lower reaches of the cabin but they’re grained ones and certainly don’t do the interior’s quality aura any harm, while soft-touch plastics on the top of the dashboard improve tactile quality somewhat. The decorative panels on the main fascia can be finished in a number of different colours thanks to a range of optional colour packs, although a reserved Limestone Grey featured in our test car.

Opt for a more vibrant shade, such as the Energetic Orange dash-pad pack, and you’ll give the cabin a considerable visual lift. Continuing the trend of interior personalisation is a selection of upholstery patterns, which vary from trim level to trim level.

2020 Audi A7 Review And Crash Test

Next to the original A7, the new model is a far more muscular and aggressive-looking thing. Audi’s signature hexagonal grille has been enlarged to a point where it dominates the front of the A7 and, in combination with a sleek new headlight design, gives the Audi a face that appears more purposeful than before.

Round the back, meanwhile, is a single light strip, first seen on the latest A8, that stretches the entire width of the A7’s rear flank in a Cylon-esque fashion. Although the A7’s apparent resemblance to the villains of the Battlestar Galactica series is likely to be unintentional, it lends the Audi a more domineering on-road presence than before.

Audi A7 Crash Test

The familiar swooping silhouette remains, although the new A7 is now 5mm shorter than the original car, at 4969mm. Meanwhile, the wheelbase has been extended by 12mm to liberate more cabin space.

As for engines, a 335bhp 3.0-litre petrol V6 is available, although our test car made use of a 3.0-litre V6 50 TDI diesel powerplant. The oil-burner develops 282bhp between 3500rpm and 4000rpm, and torque stands at 457lb ft from 2250rpm to 3000rpm. This is sent to all four wheels via an eight-speed torque-converter automatic transmission and a self-locking centre differential. The petrol V6 makes use of a seven-speed dual-clutch gearbox.

A new 48V primary electrical system endows the Audi with mild-hybrid capabilities too. Between 34mph and 99mph, the engine can shut down while coasting, and regenerative brakes can send up to 12kW of energy back into the lithium ion battery. Audi claims this system reduces fuel consumption by 0.7 litres per 100km (0.15 gallons per 62 miles).

Suspension is composed of a five-link arrangement with an antiroll bar front and rear. Adaptive dampers and air springs are both available as options, although our Sport-specification test car went without. It was equipped with sports suspension, though, which dropped its ride height by 10mm. It’s worth noting this isn’t available as a standalone option in the UK, with only S-line models getting it as standard.

Our A7 rode on standard 19in alloy wheels, although 20in and 21in wheels are available.

2020 Mercedes E-Class Overview

Mercedes-Benz has revealed a mid-cycle update for its E-Class sedan and wagon range. Changes include design tweaks inside and out, new driver-assistance features, and more efficient engines.

Design changes include LED headlights and tail lights, a new grille shape that widens at the bottom, and different front and rear bumpers, and boot lid.

There are also new wheel shapes, and three new extra paint options called 'high-tech silver', 'graphite grey metallic' and 'mojave silver'.
Mercedes-Benz also claims the All-Terrain will look "visually more similar to the SUV models" but has not released images.

The cabin features 'open-pore silver ash wood', 'burr walnut fondant', brushed aluminium' and 'aluminium with a carbon grain' trims. There's also an 'adaptive driver's seat' which moves into a position that corresponds to your height, which you've entered into the display or Mercedes Me app.

There's also a new-look steering wheel; the latest MBUX infotainment system shown on two 10.25-inch screens (two 12.3-inch screens are optional); augmented reality satellite navigation that overlays real-time forward camera footage with directional arrows; and 'Energizing' programs that teach you better posture, play light music/change lighting/blast air to wake you up, or help you nap when charging (in the PHEV model).

Updated active safety features include a new function in the AEB that can halt the car if you're unsafely turning off across the oncoming lane; "capacitive" lane-assist that uses sensor pads to check if you've got your hands on the wheel rather than requiring wheel movements at regular intervals; and a system that can match your speed with map and traffic-sign camera data.

There's also an expanded blind-spot assist system that warns you if a car or bicycle is approaching you before you exit when parked; active cruise control that can pre-emptively slow the car if software warns of a blockage ahead, and also stop-and-go on its own in heavy traffic even if the car has been still for 60 seconds; and an expanded automatic parking function with 360-degree camera.

From the middle of 2020, the Mercedes Me app will be available in some regions with Urban Guard packages that go beyond a regular alarm. Vehicle sensors register when the parked and locked vehicle is bumped or towed, or when someone attempts to break into the vehicle. If the service is active, the driver is informed via the app. It can also pinpoint the location of a stolen vehicle, a la Apple's Find My iPhone program.

Engine details are scarce, but in response to European regulations Mercedes-Benz will offer plug-in hybrid (PHEV) systems with both petrol and diesel engines, as it is doing with the GLE SUV.

Beyond this, the entry M254 four-cylinder petrol engine gets a second-generation 48V electrical system including an energy recovery function and a mechanism to decouple the engine when gliding downhill.

2020 Mercedes-Benz EQC Review

The EQC is, in prospect, a mid-sized SUV that’s actually about 100mm longer than a Mercedes GLC, although still only a five-seater. With slightly different electric motors mounted on each axle, the car has electronically torque-vectored four-wheel drive. The front motor has a less tightly wound stator for better operating efficiency, the rear one a more tightly wound one for greater torque.

Mercedes Benz EQC Crash Test

When cruising, the EQC is driven almost exclusively by the front motor.

Dig deeply into the accelerator, however, and the car’s driving impetus shifts instantly towards the rear axle, with up to a combined 402bhp and 564lb ft on tap. That’s a good portion more peak torque than is offered by either the Jaguar i-Pace or the Audi E-tron, although the former is still quicker-accelerating than the Mercedes according to manufacturer claims.

It’s in direct comparison with those two key rivals that so much about this car will be judged. The EQC splits the difference between them on both overall length and price. With an 80kWh battery, it has the least usable battery capacity of the three – and yet it beats the bigger, heavier Audi on WLTP-test-verified battery range (259 miles plays 249).

On the inside, the car is a lot easier to recognize as a modern Mercedes than from without. The EQC’s cabin has the twin widescreen digital displays and button-crowded steering wheel spokes of so many modern Benzes, but mixes some fresh design details, some new ambient lighting features, some EV-specific display modes and new-groove materials into the cabin mix. 

Our test car had slotted speaker grilles and natty looking stylized air vents, both of which I liked, as well as a particularly soft and attractive synthetic dashboard whose appearance I can only risk underselling by describing as if it had been made out of recycled wetsuits.

Occupant space up front feels pretty typical for a mid-sized SUV; in the rear you’re just a little more aware of being squeezed in between a raised cabin floor (under which the drive battery sits) and a roofline that’s lowish by class standards. With 500 litres of storage space, the boot is biggish but not exceptionally so.

How does the EQC perform on the road?
The car’s driving experience has no shortage of features to distinguish it from a combustion-engined SUV, and, if you've read about or driven EVs before, you won’t need me to itemize most of them. But if there’s one to lift it above that of the E-tron, iPace or Tesla Model X, it’s refinement.
Aren’t all EV supposed to be silent-running? Well, no – it turns out they’re not. I don’t think I’ve ever driven an electric car – or any car, come to think of it – as quiet as the EQC. Attentive aerodynamic body design helps to tune out wind intrusion at speed, or course, but road noise is very well isolated here too, and the car’s ride is very comfortable indeed at both low speeds and high.
Throttle response is typically great, although perhaps not at Tesla’s almost synaptic level; drivability is excellent; and outright performance is very strong, though a Jaguar i-Pace might just feel a touch stronger under big pedal applications. The car’s handling, meanwhile, is neat, secure, contained and predictable, although it doesn’t stand out from the SUV pack for its sense of precision or incisiveness.

Complexity may be the only significant turn-off about the EQC’s motive character: there’s a lot of it, and Mercedes hasn’t really attempted to mask any of it. The car has five driving modes (Comfort, Sport, Eco, Individual and Maximum Range) and five different battery regeneration programs (which you select using what would otherwise be the gearshift paddles).

To give Mercedes due credit, you can get on just fine with the car in its default setting (‘Comfort’, with just enough regen on a trailing throttle to make the car feel intuitive). Depart from this, however, and it may be a while before you’re sure you’ve found the dynamic presets you like best; and you’re quite likely to find a few you really don’t like in the process.

Mercedes’ ‘auto’ regeneration mode, for example, uses the car’s speed limit detection, radar cruise control and navigation systems to blend the regenerative braking of its electric motors up and down automatically. It seems to work well about 80 per cent of the time – but it certainly has moments of inattention.

Combine that regen mode with ‘maximum range’ driving mode, though, and the car goes into a semi-autonomous setting that restricts motor power both directly and indirectly - and most obviously via a haptic accelerator that creates perceptible lumps in the pedal's travel with which to guide your inputs. It does all this in order to eke out battery range, and, operating thusly, the EQC’s electronics must be processing gigabytes of sensor data, minute by minute, in order to effectively be entirely responsible for the car's own speeding up and slowing down.

2019 Volkswagen T-Roc Interior, Performance Review And Pricing

The T-Roc ushers in a new level of design emotion for the brand, with a cute, compact shape and lots of personalisation options. Best of all, it’s great to drive with spirited engines and a chassis that blends control and fun with a fair degree of comfort. 

T-Roc Crash Test

Inside there’s more space for passengers and luggage than in a Golf (thanks to the increased height), plus plenty of hi-tech connectivity, autonomous driving and safety kit available. 

However, somewhat surprisingly for a VW, the quality of the plastics in the cabin are poor – more in keeping with a budget brand than a Volkswagen. That’s especially so given the list prices, which are close to premium.

In terms of dimensions and price, the Volkswagen T-Roc is essentially an off-road version of the top-selling VW Golf. It's been for sale since 2017, and while it has a small price premium over the Golf, it has been popular with buyers, mainly thanks to an interior that's roomier than its hatchback sibling. Like the Golf, the range is comprehensive, starting at S trim and now moving all the way up to R-Line, which was introduced in 2018. A rapid T-Roc R with four-wheel drive and nearly 300bhp is also due to hit showrooms in 2019.

As the T-Roc is based on the Golf, it slots into the VW crossover range between the larger Tiguan and recently introduced T-Cross. Prices start from around £19,250 and reach as high as £34,000, and the T-Roc has a variety of rivals, including the Audi Q2 (which shares running gear with the T-Roc), Mazda CX-3, MINI Countryman, Mercedes GLA and lower spec versions of the Volvo XC40. There's also the Toyota C-HR and Honda HR-V to consider, and also the BMW X1 and X2 and Lexus UX.

Where the T-Roc breaks away from the Golf is with its funky looking interior. Rather than use the Golf's cabin wholesale, VW has added splashes of colour inside, including dash panels that are colour coded to the exterior. However, there is also more use of hard plastics inside, which might be a bit of a disappointment if you're moving from a Golf to a T-Roc.

There are a variety of turbocharged petrol and diesel engines offered. For petrol power, you can choose the 1.0 TSI 115PS turbo, which is surprisingly capable in the T-Roc, VW's latest 1.5 TSI Evo 150PS with cylinder deactivation, or the 2.0 TSI 190PS petrol. 

All petrol engines come with a six-speed manual except the 2.0 TSI, which has a seven-speed DSG auto - this is available as an option with the 1.5 TSI Evo engine. 4MOTION four-wheel drive is also standard with the 2.0 TSI, and optional with the 1.5 TSI Evo DSG motor.

2020 BMW X6 M Competition Performance Review

BMW’s M division has been actively hinting about the introduction of electric propulsion for some time now, but it clearly thinks the traditional combustion engine still has some decent life left in it – as witnessed by the launch of the new X6 M, the German car maker’s most powerful and fastest-accelerating production SUV model to date.

The new performance SUV builds on the various strengths of the already highly capable X6 M50i, launched in the UK late last year. It also shares its mechanical package with the arguably less flashy but more versatile X5 M, alongside which it is assembled at BMW’s Spartanburg factory in the US state of South Carolina.

But rather than provide the X6 M with the electrified drivetrain that the times we live in might tend to prescribe, M has given it no lesser an engine than the twin-turbocharged 4.4-litre V8 used by the latest M5. 

In standard guise, the highly strung petrol unit, which uses a cross-bank manifold as well as M’s double Vanos variable camshaft timing and Valvetronic fully variable valve timing to give it a high-revving character, kicks out a meaningful 592bhp. However, with different electronic mapping, among other unspecified changes, it gains a further 24bhp, taking the output of the Competition model sold in the UK to 616bhp at 6000rpm. In both cases, torque peaks at 552lb ft between 1800rpm and 5800rpm.

This gives the new flagship X6 model some 49bhp more than its predecessor and a stout 93bhp more than the X6 M50i. For added perspective, it is also 74bhp more than that served up by the Porsche Cayenne Coupe Turbo and 24bhp more than that offered by the Audi RS Q8 – both of which use the same twin-turbocharged 4.0-litre V8 petrol engine in differing states of tune.

Drive is channelled via an eight-speed torque-converter automatic gearbox with steering-wheel mounted shift paddles to an M xDrive four-wheel drive system that accommodates an M differential to apportion drive individually between the rear wheels. Together, they are engineered to provide the X6 M with a distinct rear-wheel-drive bias.

 In the words of M: “It only brings the front wheels into play when the rear wheels aren’t able to transmit any more power to the road and additional tractive force is required.”

Suspension changes over the X6 M50i include a substantial brace at both the front and rear for greater rigidity, increased track widths, extra camber for the front wheels and subtle tweaks to the active roll stabilisation system, which uses electric motors to suppress lean in corners. Standard wheels are 21in up front and 22in at the rear, with 295/35 ZR21 and substantial 315/30 ZR22 tyres respectively.


Yes, it’s pricey – some £17,780 more than the arguably more rounded X6 M50i. But you might just be looking at a future classic – 284g/km of CO2 and all. 

2020 Mercedes Benz CLA Class, Interior, Features, Infotainment And Performance Review

The new Mercedes CLA looks absolutely gorgeous and very expensive. The 2020 CLA is a good-looking thing. Back-end looks good, as well as the side and front.  As standard (in the UK) you get an AMG bodykit. 
This car has frameless doors just like a coupe, a both front and back swooping roof line,  18-inch alloys and upwards if you need them bigger.
Interior Design

The interior design  it's the same as the A-class because they're basically the same course. The difference  is that this is the saloon the A-class is the hatchback . You've got leather everywhere in the car. The sporty steering wheel is gorgeous.

But not everything is so good in the CLA Class. Some things you touch actually feel quite cheap and you might find some scratchy plastics inside the cabin.

CLA Features

The 2020 CLA range starts with the AMG line and it has:
 a ten inch touch screen with sunlight navigation and a seven inch digital drivers display, heated seats and dual zone climate control, ambient lighting, keyless entry.

Plus you also get augmented reality for the satellite navigation which superimposes graphical images over a live camera feed of the road ahead.  It also gets a big glass roof that opens and something called energizing coach which alters the air conditioning, the ambient lighting, and the music from the stereo depending on your mood.

 Finally there's the AMG line Premium Plus which upgrades the normal LED headlights to adaptive ones
that are designed not to dazzle the other drivers.  

The displays are absolutely gorgeous. The graphics are crisp. You can use the central display as a touchscreen or scroll through its menus using the touchpad on the center console or the left touch sensitive button on the steering wheel.  There's also voice commands too but they're not quite as good as those in the latest BMWs.

Android auto and Apple CarPlay are easy to set up and use for music streaming. Mercedes sat-nav is easy to use when it comes to inputting a destination and adding a waypoint. 

The digital drivers display can controlled using the right hand side on the steering wheel button. It can show loads of information including the Navi map. In terms of the rest of the connectivity  you've got some USB ports and a 12 volt socket.  There's also wireless charging pad. 

Position in the car is actually pretty good so the seat does go nice and low. The only problem is is that the headroom is not the greatest. So if you like to have your chair up high or if you're tall you may find it a bit cramped. 
Thankully, there's plenty of adjustment in the steering wheel that is quite a lot so you can get comfy behind the wheel.

Unfortunately the CLA isn't as practical in the back as it is in the front. The main problem is that sloping roofline. In the back you've got some storage nets and there are two USB ports for charging your stuff and with the premium model you get a fold-down armrest with a couple of cup holders.  

What's not so good is fitting a child seat in this car. The main reason is that it's quite hard to get in through the narrow doors because they don't open very wide. Also you have to move the front seat quite a bit forward to get a rear-facing child seat inside. At least the isofix anchor points are easily located and don't have covers.

Trunk Space, how much can you fit in

The outright capacity isn't that much.  With the seats folded you can fit two large boxes on the rear seats and then six more boxes in the boot itself. A bike will fit but you'll have to remove the front wheel to get it in. With the rear seats in place you can fit two large suitcases, two small suitcases and a couple of soft bags, or six small boxes a set of golf clubs.

CLA Cons
1)The front seat headrests are a bit angled in a bit too far.
2)There is no skip track button on the steering wheel for the stereo like there is in most of other cars.
3)Fake diffuser, fake air vent and  fake exhaust.

CLA Pros
1)Aerodynamic  body work.
2)Sophisticated rear suspension.
3)Ambient lighting according to temperature; blue when you cool it down, red when you raise it.

2020 CLA Performance

The CLA is meant to be a posh car and that's why you can only get it with an automatic gearbox. The engine choices include a 1.3 liter petrol in two states of tune and a 2 liter petrol in various states of tunes. There's also a 2-liter diesel available. The CLA slightly sportive suspension  is not quite so good over bumps when you're just bending about round time but it's still comfortable enough. Also the steering is super light, the automatic gearbox does its thing and it's generally quite a pleasant thing to just pootle around in.

The 2020 Mercedes-Benz CLA sedan is offered in three trim levels: CLA 250, AMG CLA 35 and AMG CLA 45. 

The base CLA 250 is powered by turbocharged 2.0-liter four-cylinder (221 horsepower and 258 lb-ft of torque) with a seven-speed dual-clutch automatic transmission. 
It comes standard with front-wheel drive but is available with all-wheel drive (4Matic). 

The AMG CLA 35 also uses a more powerful turbocharged 2.0-liter four-cylinder engine (302 hp and 295 lb-ft) and is paired with a seven-speed dual-clutch as well. 

The CLA 45 has a turbocharged 2.0-liter four-cylinder (382 hp and 354 lb-ft), which is connected to an eight-speed dual-clutch transmission. All-wheel drive is standard with the CLA 45.

2020 Volkswagen Golf 8 Available Engines And Interior Review

2020 Golf 8 Crash Test

The 2020 Volkswagen Golf 8 features a high-class cabin and has great handling. The new Golf is 29mm longer, 10mm narrower and 4mm taller than before. Despite the subtle increase in size, Volkswagen has managed to improve aerodynamic efficiency...
The new Golf’s engine line-up includes three new turbocharged petrol-based eTSI mild hybrids that use a 48-volt electric drive system, and a revised petrol-electric plug-in hybrid drivetrain offering two different states of tune.

The eTSI units start with a 1.0-litre three-cylinder petrol engine giving 81kW, with the 1.5-litre four-cylinder petrol power plant featured here offering 96kW and 110kW.

All claim to boast a 10 per cent improvement in fuel economy over the non-electrified drivetrains they replace through new functions such as engine-off coasting.

The plug-in hybrid drivetrains combine Volkswagen’s 1.5-litre four-cylinder petrol engine with a gearbox-mounted electric motor, offering 110kW and 180kW in a new performance-based GTE model.

A 2.0-litre four-cylinder TDI engine with 85kW and 110kW is also available. Gearboxes include six-speed manual and seven-speed dual-clutch units depending on the engine they are mated to.
Alongside standard front-wheel drive, selected Golf models will also be available with optional 4Motion four-wheel drive. 

Volkswagen also plans to launch new GTi, GTD and R variants of the new Golf within the next 12 months. 


Golf 8 features a 10.3-inch digital instrument cluster with either a 8.25-inch or optional 10.0-inch central touchscreen for the infotainment functions.
Together with a new multi-function steering wheel, they form a vastly different driving environment than that of previous incarnations of the Volkswagen best.

There are very few physical buttons. All the major controls, including for the ventilation and driving modes, are housed within a touch-sensitive panel below the central display. A 'slider' is used to regulate various functions, including the volume. 

Volkswagen offers a voice-control system too, that is activated with a 'Hello Volkswagen' command. Golf 8 has ambient lighting strips within the dashboard and door trims, as well as a host of other new optional features, including an excellent new head-up display, which is available on the Golf for the first time and is a highly recommended addition.

This Golf features the latest third-generation version of Volkswagen MIB infotainment system. It is permanently connected to the internet via an embedded eSIM, enabling online music streaming and real-time traffic information among other online features.

Volkswagen has also upgraded the Golf’s driver-assistance systems, including optional Travel Assist, which combines adaptive cruise control and lane assist to enable “assisted hand-off driving” at speeds up to 130mph.

This car is the first Volkswagen model to feature Car2X (car-to-everything) technology based on the harmonised European Union standard. It uses information generated by other vehicles and the road infrastructure to warn of tailbacks and the like.