The rich harm the climate more than the poor – consequences demanded

The development organization Oxfam is sounding the alarm: The rich cause significantly higher CO2 emissions than poorer people. The differences are even more serious than expected.

According to a report, the richest percent of the world’s population blows more than twice as many climate-damaging carbon dioxide emissions into the atmosphere as the poorer half of humanity combined. That comes from a report that the development organization Oxfam before the general debate of the 75th

UN General Assembly in New York published. Oxfam called for the wealthy to reduce their CO2 consumption, to invest more in public infrastructure and to rebuild the economy in a climate-friendly manner.

The report focuses on the years from 1990 to 2015, which are important for climate policy, and in which emissions doubled worldwide. The richest ten percent (630 million) were responsible for over half (52 percent) of CO2 emissions during the period, reported Oxfam. The richest one percent (63 million) alone consumed 15 percent, while the poorer half of the world’s population was only responsible for seven percent.

“Responsible is the policy of consumption stimuli”

The catastrophic consequences of the climate crisis are already being felt in many places. “Responsible for this is a policy that focuses on consumption incentives, promises constant growth and economically divides the world into winners and losers,” said Ellen Ehmke, an expert on social inequality at Oxfam Germany. “The poorest pay the price for the consumption frenzy of a rich minority.”

In Germany, according to Oxfam, the richest ten percent or 8.3 million people are responsible for 26 percent of German CO2 emissions in the period examined.

SUVs are particularly critical

With 41.5 million people, the poorer half of the German population, five times larger, consumed only a little more at 29 percent. A lever in the fight against Climate change be traffic, especially traffic Air traffic. Oxfam is particularly critical of the city SUVs, which were the second largest emission driver between 2010 and 2018.

“We have to solve the climate and inequality crises together,” said Ehmke. The excessive CO2 consumption of the richest is at the expense of everyone and must be restricted. “Taxes on climate-damaging SUVs and frequent flying would be a first step.”


The new Ford Bronco Raptor is coming

After 24 years, Ford once again bet on the classic off-road family, called Bronco. After more than two decades without a presence in the market, the oval brand wants to lead with this class of vehicles, where Jeep Wrangler appears as the main rival.

Now, one of the novelties for the new model of the American firm is a new extreme configuration for those who love off-road and outstanding performance, either on or off the asphalt.

The idea will be to follow the same path of pick-ups, such as F-150 and Ranger, where at the top of the range own the Raptor version, synonymous with high-performance models. Testing for the most extreme variant of the Bronco has already begun and despite the covers, the tires stand out to perform mainly off the pavement, new suspensions, higher height and better entry and exit angles.

There are still no mechanical news, but already there is talk of a 3.0 V6 Ecoboost 400 hp engine. As mentioned above, the rehearsals have already started but it will take a while for their presentation.

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VW expands its range with an SUV produced in Puebla after an investment of 600 million dollars

In the United States, the largest market for Volkswagen in America, SUVs already generate 55% of its sales. Atlas (Teramont in Mexico) and the elongated Tiguan produced in Puebla were key for the brand to increase its sales in that market by 4% in the last five years, even in the midst of the scandal for the manipulation of polluting emissions known as ‘dieselgate’.

Volkswagen’s goal is to offer 30 SUV models worldwide by 2025, from the 16 it currently offers, ranging from the T-Cross, which is the size of a Polo, to the Touareg, which is the largest. of its range.

The new Taos will sit between the T-Cross and the elongated Tiguan. It will be mounted on the MQB modular transverse platform, on which the group has developed around thirty models of its Volkswagen, Audi, Seat and Skoda brands, allowing it to generate economies of scale. The start-up of Taos production required an investment of 600 million dollars.

Steffen Reiche, president of Volkswagen Mexico, said in a video presentation prior to the official launch of the model in October that this project “will allow the Puebla plant to continue growing”, in addition to “supporting the economic recovery of the country.”

In Mexico, Volkswagen has used the letter ‘T’ to name its entire line of SUVs: T-Cross, Tiguan and Teramon. The new Taos follows this logic. The model takes its name from a small town in New Mexico, United States, founded 400 years ago, with a population of 6,000 inhabitants and landscapes that include wide plains, mountains and the Rio Grande Gorge.

Volkswagen promises that Taos will offer fuel economy and an attractive design, as well as advanced infotainment and driver assistance functions. Its global launch will be in October.


Used Hyundai Tucson (2015 to 2020): Surprisingly good buy

The current tucson has been in production since 2015, when it replaced the previous ix35 model, which, however, was so called only in some markets. In Europe, the model returns to the generation from 2004 to 2010.

Korean carmakers have always excelled in the production of SUVs and crossovers. While some earlier models were more off-road (Kia Sorento 1st generation, Hyundai Terracan), others can be included in the classic SUV category. This also includes the traditional Tucson model, which is intended for those who find the larger Santa Fe too expensive or just just big.

The reviewed generation was launched in 2015, with 1.6 GDI petrol engines, or in a supercharged T-GDI version. Both as representatives of the Gamma series. From the beginning, the supercharged version is available not only with a six-speed manual transmission, but also a seven-speed automatic with a pair of clutches.

Dieseles, represented by two rows of aggregates, are more in demand in the Tucson. The smaller 1.7 CRDi, which was replaced by the 1.6 CRDi as part of the modernization in 2018, are representatives of the U series. The larger two-liter, offered in two power versions with 100 kW and 136 kW, respectively, are R-series engines. with all-wheel drive. This is solved by an electrohydraulically controlled multi-plate clutch. So similar to the well-known Haldex coupling. Surprisingly, the manufacturer does not specify an oil change in the service plan. But there are no major problems with Tucson all-wheel drive, so we would certainly not be afraid of the 4WD version.

Diesel engines deserve more attention. Not that they were capricious, quite the contrary. Nevertheless, there have been some problems with them in the past. In the first place, we must mention the larger dispersion of used common-rail injectors. Some versions use a reliable Bosch solenoid, others a more advanced but more delicate piezo crystal solution. And it can betray you without warning you. The cause is static electricity, which can irreversibly damage the piezo cell inside the injector.

Auto Tip 19/2020

Auto Tip 19/2020

The 2.0 CRDi engine from the R series is considered to be more successful than the smaller seventeen-engineer from the U series. It is also ensured by a cassette with balancing shafts. It is inserted into the oil sump, similar to the older generation of some versions of the VW 2.0 TDI engine. In the first cars produced, the lids of the “balancers” fell out, which subsequently clogged the suction basket of the oil pump. Before the driver could react, the engine jammed. Today, however, this problem should be solved for used Tucsons. The diesels also face an occasionally stuck EGR valve that can immobilize you. However, this is not a purely fundamental problem. Rather more random in nature.

The exemplary dimensioned timing drive, which uses a pair of chains, deserves praise for both diesels and is powered by a high-pressure common-rail pump. For R-Series engines, the lower chain is even double or duplex.

We can also consider the wheel suspension to be durable. Regardless of the rear-wheel drive version, the Tucson always has a four-link axle. Perhaps the only undersized place in the chassis are the front brake discs, which curl quickly and the steering wheel vibrates when you brake. Quality mass production will cost about 3,700 crowns for one.

So far, the current Tucson is showing in an excellent light. During the search for technical or convening events that took place on this car in the past, we were surprised by the failing secondary latch of the bonnet lock, a popular safety hook. An convening event was even announced, and if the latch fails, the bonnet may open spontaneously while driving. And so, in the worst case, result in an accident. In total, this problem affected 14,775 cars.


1.6 GDI / T-GDI / 97/130 kW: The non-supercharged petrol engine is weak on a Tucson car. It is much better to look for a supercharged version. Not only does it run much better, but it also doesn’t require more fuel than an atmospheric engine. However, direct injection means occasional refueling of gasoline with a higher octane number, say 98 and more.

1.6 CRDi / 1.7 CRDi / 85/100/104 kW: The larger 1.7 CRDi engine was offered for modernization in 2018, when it was replaced by a 0.1 liter smaller unit, but with similar performance parameters. In addition, both four-cylinder are representatives of the U series. They pay for reliable, durable, but they do not have a larger two-liter.

2.0 CRDi / 100/136 kW: The best engine for a tucson. Quiet, durable, and most importantly offering completely sovereign dynamics. Since 2018, this unit has also been connected to the mild hybrid system, ie to the reverse alternator in the role of a 48-volt current generator and motor starter. The unit is complemented by a lithium ion battery located at the rear.

Spare parts for Hyundai Tucson 2.0 CRDi 4WD 6M
ATE front brake disc 3714 CZK
Ferodo front brake pads 2021 CZK
lower arm of the front axle 3449 CZK
lower arm pin 1030 CZK
windshield green with a blue stripe 9510 CZK
Prices represent selected components in the aftermarket


100,000 km test: As part of a long-term test, the Auto Bild editorial staff tested version 2.0 CRDi (135 kW) with all-wheel drive and automatic transmission. And the result? Premature worn brakes and, at the end, occasional problems with the transmission.

Electronics: The rich equipment of the car can be a problem. When buying, we definitely recommend trying everything that leads, popularly speaking, wires. As well as heating, air conditioning or setting the direction of the flowing air.

Corrosion protection: Even due to its very young age, Tucson resists corrosion very well so far. Korean cars have generally not excelled so much in this in the past.

Bonnet: Early units of the car struggled with a failing secondary bonnet lock latch. In the extreme, it could even open while driving. Convening actions solved the problem.

Used prices according to Eurotax
2015 1.6 GDI / 97 kW 68 000 km CZK 359,900
2016 2.0 CRDi / 135 kW 118 000 km CZK 459,000
2017 1.7 CRDi / 85 kW 72 000 km CZK 409,000

Jindřich Topol, regional purchasing manager of AAA Auto: Hyundai Tucson

While the previous design, called ix35, was slightly less popular in bazaars than sister ones Kia Sportage, the situation is the opposite for the successor tucson. As a second-hand car, tucson is in high demand and has been very high on the shopping list of large retailers since it began to appear on the bazaar market. The prices of the oldest, almost five-year-old pieces have already started to fall below 400,000, but the decline in value is surprisingly gradual, which one would not have guessed at this brand a few years ago. The cheapest pieces under the hood usually have a basic diesel one-seven, diesel versions are, with the exception of the top two-liter with 136 kilowatts, generally cheaper than gasoline. In our experience, the best-selling engine is clearly the 1.6 T-GDI. There is a relatively good selection in Czech advertising, even with a price limit of half a million crowns.


Even the oldest specimens of the current Tucson are less than five years old. So you shouldn’t be surprised by Hyundai’s generous, five-year warranty. Of course, provided that the car drove regularly to the service (calmly to a specialist). Overall, however, this car is exemplary and reliable. When an SUV, feel free to tucson.


  • Even the oldest cars are still under warranty
  • Durable mechanics
  • Great diesel two-liter
  • 7-speed 7DCT transmission
  • Comfortable driving characteristics
  • Often rich equipment
  • Surprisingly small drop in value
  • It can have all-wheel drive
  • Cab processing


  • Expensive some original parts
  • Not suitable for fast driving (clumsiness in corners)
  • 7DCT gearbox is not suitable for towing trailers (up to 2200 kg braked for two liters)
  • So far, limited has been offered components from mass production


The modernized Jaguar F-Pace knows Czech prices. A single engine can fit in CZK 1.5 million

Most of the engines on offer for the upgraded Jaguar F-Pace have electrified propulsion, including the basic D165 turbodiesel.

This week, Jaguar unveiled a revamped F-Pace SUV five years after its introduction. And only briefly after that, the Czech representation also revealed domestic prices. They start at 1,467,004 crowns.

The price tag applies to the basic D165 MHEV turbodiesel, a two-liter four-cylinder tuned to 120 kW, paired as standard with an eight-speed automatic and all-wheel drive. The use of a mildhybrid device is also standard in this case.

The only non-hybrid in the offer is only the basic petrol engine, in the form of a four-cylinder P250 with an output of 184 kW and a torque of 365 Nm.

By the way, the price tag has already been revealed by the plug-in hybrid P400e with a combined power of 297 kW, which is offered for at least 1,932,007 crowns. This is approximately 20,000 crowns more than in the case of the similarly powerful six-cylinder petrol engine P400 MHEV with 294 kW, the first price of which is 1,912,163 crowns.

Jaguar F-Pace (2020) – technical data of the upgraded version
* Combined values
Motor D165 MHEV D200 MHEV D300 MHEV P250 P400 MHEV P400e
Displacement [cm3] 1997 1997 2996 1997 2995 1997
Cylinders / valves 4/4 4/4 6/4 4/4 6/4 4/4
Greatest performance [kW/min] 120/4250 150/4250 221/4000 184/5500 294/5500-6500 297/5500*
Torque [N.m/min] 380/1500-2500 430/1750-2500 650/1500-2500 365/1300-4500 550/2000-5000 640/1500-4400*
Transmission 8A 8A 8A 8A 8A 8A
Max. speed [km/h] 195 210 230 217 250 240
Acceleration 0-100 km / h [s] 9,9 8 6,4 7,3 5,4 5,3
Comb. consumption according to WLTP [l/100 km] 6,7 6,7 7,4 10,1 10,4 2,5
Base price [Kč] 1.467.004 1.544.928 1.781.362 1.573.121 1.912.163 1.932.007
Dinners [Kč] 1.582.317 1.659.999 1.896.554 1.688.434 2.027.476 2.043.932
Price SE [Kč] 1.686.498 1.764.059 2.000.735 1.792.373 2.131.536 2.140.974
HSE dinner [Kč] 1.916.761 2.121.009 1.945.075 2.251.931 2.261.127
Cena R-Dynamic S [Kč] 1.641.002 1.718.684 1.955.360 1.746.998 2.086.161 2.102.496
Cena R-Dynamic SE [Kč] 1.744.941 1.822.623 2.059.420 1.851.058 2.190.221 2.199.659
Cena R-Dynamic HSE [Kč] 2.033.405 2.237.774 2.061.719 2.368.333 2.378.013

The basic equipment for the D165 already includes 18-inch alloy wheels, LED headlights, electrically adjustable and folding exterior mirrors, electrically adjustable front seats, a multimedia system, cruise control and front and rear parking sensors. The interior is based on a combination of upholstered imitation leather and engineered wood trim.

The second stage S for the D165 adds 19 “wheels, perforated leather upholstery, an electrically operated boot lid, a more advanced Pivi Pro multimedia system or traffic sign recognition.

The SE then has even an inch larger wheels, high beam assistant, electrically adjustable steering column, keyless entry, blind spot monitoring, including exit protection and reversing warning, or a digital instrument panel.


Selected motors are then also available in the HSE stage. In this case, you also get adaptive cruise control, the Meridian music system, 21-inch wheels or other cab trim.

If you would not choose from this offer, there is also the R-Dynamic version differing in a more distinctive style thanks to a different bumper or a specific radiator grille. You can get it in three trim levels, S, SE and HSE.

The design of the Jaguar F-Pace has changed only decently in this year’s facelift, even though there is a new mask and front bumper or taillights inspired by the modernized F-Type sports car. However, the car has undergone major changes inside, as the dashboard is completely newly shaped.


Hyundai Tucson: the new generation breaks out

Original and engaging design, elegant interiors, a wide range of thermal and hybrid engines and lots of technology

Hyundai Tucson is one of the most popular models of the Korean house and its best-selling SUV. After 16 years of market presence and seven million units sold (1.4 of which in Europe), it is now in its fourth generation. Among the novelties stands out a decisive turn to the design that adds energy and elegance to the look. The interiors, on the other hand, are characterized by greater visual cleanliness. From the point of view of driver assistance, the systems have been updated and extended. The engine range has been extended to diesel and petrol mild hybrid versions, as well as full hybrid and plug-in hybrid models.


The front section of the new Tucson is completely new. An interesting fusion of lights and grid immediately stands out. At Hyundai they call this combination “Parametric Jewel”. In other words, the lights integrate with the grille without being separated through visible compartments. But that’s not all: both the grille fins and the LED modules have a design that in the overall view makes them look like the carved faces of a precious stone. In addition, when the lights are off, the entire front of the vehicle appears to be covered with a dark and uniform geometric texture, the headlights just disappear from view. It doesn’t end there: the lower area also contributes to enhancing the dynamism of the shapes, thanks to the gigantic side air intakes which, horizontally joined to the bodywork and in the same color as it, seem to support the lighting groups. The bumper is embellished with a chrome plating, in the same way as the skidplate that protects the underbody.
The side is also enriched with a chrome band that crosses the uprights; together with the many ribs of the bodywork and the particular design of the rims it gives back a very energetic general vision. The wheels are 17 to 19 inches in diameter. The tail completes the very dynamic appearance that distinguishes the new Tucson, thanks above all to the double LED lights with three-dimensional effect joined by a horizontal light band. These are the external dimensions of the vehicle: length 4,500 mm (20 more), wheelbase 2,680 mm (+10), width 1,865 mm (+15), height 1,650 mm (+5). The luggage compartment volume, depending on the engine, ranges from 546-620 liters with the rear seat raised (33 more) to 1,725-1,799 liters (+107) when it is lowered.


The idea of ​​space is marked in the cockpit of the new Hyundai Tucson. This is due in particular to the cleanliness of the dashboard. Compared to the previous generation, in fact, all the elements that “hindered” the eye have disappeared. Now everything is integrated into the dashboard at the same level: the multimedia screen, the instrument panel now digital, the air vents. In the automatic gearbox versions, the classic lever has also been removed, no longer necessary, as well as (unfortunately) the mechanical handbrake. Now the gearbox is operated via a push-button panel, in the style of the hydrogen Nexo; the paddles on the steering wheel remain. The 10.25-inch diagonal touch multimedia display is supported by another touch section for other functions. The ventilation slots hidden at the base of the windshield are a new solution for Hyundai and of valid stylistic success, as well as technically effective for the direction of the air flow. The upholstery is available in fabric or leather, in both single and double shades (black or black-beige).


The new Hyundai Tucson offers many choices in terms of engines, all four-cylinder and turbocharged. It starts with the 150 horsepower 1.6 T-GDI petrol (also available with four-wheel drive) and the 115 horsepower 1.6 CRDi diesel, both with six-speed manual gearbox. It continues with the 48-volt mild hybrid variants: 150 and 180 horsepower petrol and 136 horsepower diesel, the latter two also with all-wheel drive; the diesel only features the 7-speed dual-clutch Dct automatic gearbox, while the petrol engines can also be combined with the manual gearbox. This is followed by the full hybrid petrol version, with 230 horsepower (even 4×4). All of these versions will be available immediately at launch. A plug-in hybrid engine will also arrive in the course of 2021. The entry into the Tucson range of electronically controlled suspensions is very interesting. In addition, the hybrid versions with all-wheel drive and automatic transmission now have additional driving modes, specific for driving in mud, snow or sand.


The list of safety features of the new Hyundai Tucson is very long. Among the various systems we highlight: central airbag to prevent front passengers from colliding with each other; the front automatic emergency braking system with pedestrian and bicycle recognition now includes sensors to detect possible collisions at intersections, in left turns; automatic speed adaptation on the motorway to maintain a predetermined distance from the vehicle in front; automatic speed adaptation to the limit detected by the cameras; 360 degree view of the vehicle perimeter; remote parking (for full hybrid engines); vehicle approaching warning for rear passengers before opening the door.


Citroën C5 Aircross in the outlet reveals Czech prices. The equipment will decide if a million is enough for you

The offer of electrified SUVs on the Czech market is being expanded by the plug-in hybrid Citroën C5 Aircross. And if one condition is met, it can cost CZK 895,000.

He arrived this week plug-in hybrid Citroën C5 Aircross officially on the Czech market and you can look forward to a traditional editorial test. Even before him, we visited a press conference to introduce the French novelty, and it is no surprise that we were mainly interested in the price.

The C5 Aircross comes into the socket in a single technical specification, so prices are only affected by the selected equipment level. Citroën has prepared a special benefit for domestic customers of up to CZK 72,000, with which the car will start at CZK 945,000 with basic Feel equipment. So to be specific, you can press the price to 895,000 CZK, if you use the bonus of 50,000 CZK for an old car (applies to all equipment). In our attached table below, however, we only calculate with a special advantage, not a redemption.

Feel features 8-inch wheels and receives front and rear parking sensors and a parking camera, electric parking brake, hill start assist, automatic dual-zone climate control, 12.3 ”digital instrument panel, 8-inch multimedia navigation system screen, cruise control with speed limiter and and so on. The Feel Pack version starts at CZK 985,000 and in addition provides additional daytime running lights with LED optics, LED turn signals, Advanced Comfort seats or tinted rear window glass.

The higher version of the Shine for CZK 1,025,000 already has Full LED headlights, laminated acoustic windows in the front front windows, adaptive cruise control with stop & go function, upholstery combining leather and fabric or decorative elements on the body. The Shine Pack with assisted driving on the motorway, heated front seats, electrically operated driver’s seat, hands-free opening of the boot lid, induction charging of the phone and nineteen-inch wheels costs CZK 20,000 more.


However, even the price of over a million does not mean that you have nothing more to pay for. However, rather than a panoramic sunroof with an electric sun visor for CZK 33,000, we recommend a more powerful on-board charger with an output of 7.4 kW (standardly 3.7 kW) for CZK 8,000. Metallic paint comes to CZK 15,500, special pearl white costs CZK 20,000 and the contrasting color of the roof and mirrors costs another CZK 12,000.

The plug-in technology of the hybrid C5 Aircross has not been a secret for some time, but let’s remember it. The basis is a petrol four-cylinder 16-cylinder engine with an output of 133 kW combined with an electric motor at the front, which supplies another 81 kW. But because the numbers can’t be easily added, we get a system power of 165 kW (225 hp) and 360 newton meters of torque. The French plug-in hybrid is combined exclusively with an eight-speed automatic transmission and front-wheel drive, the ATV does not offer the novelty. The battery with a capacity of 13.2 kWh (usable 11.8 kWh) is to offer a range of 56 km (WLTP).

Compared to the conventionally powered variant, it will be pleasing that the luggage compartment has remained the same (as has the ground clearance). The C5 Aircross benefits from a platform that has included battery installation from the start. The trunk can hold 460 liters of luggage as standard, or 1510 liters when the rear seats are folded down. The only downside is the smaller fuel tank. While the combustion car can hold 53 liters, the plug-in hybrid is 10 liters less. The car can be charged from just over seven hours from a classic home socket, but with a home wallbox and an optional on-board charger, it can do it from 0 to 100% in two hours.

Citroën C5 Aircross plug-in hybrid HYBRID 225 ë-EAT8
Displacement [cm3] 1598
Max. internal combustion engine power [kW/min] 133/6000
Max. internal combustion engine torque [Nm/min] 300/3000
Max. electric motor power [kW] 81/2500
Max. electric motor torque [Nm] 320/500-2500
System performance [kW] 165
System torque [Nm] 360
Total battery capacity [kWh] 13,2
Charging time 0-100% [h] 2-7,25
Acceleration 0-100 km / h [s] 8,9
Maximal speed [km/h] 225
Range of electricity according to WLTP [km] 56
Combined WLTP consumption [l/100 km] 1,4-1,5
Emise CO2 [g/km] 32-33
Cena Feel [Kč] 945.000
Cena Feel Pack [Kč] 985.000
Cena Shine [Kč] 1.025.000
Cena Shine Pack [Kč] 1.045.000


The first ride with the Audi SQ7 and SQ8 petrol: The refined strongman was pleasantly surprised

From diesel to gasoline

Until recently, you could only buy the Qudi SQ7’s top SUV and derived SQ8 sportier SUV couples with a diesel 4.0-liter twin-turbocharged eight-cylinder engine that offered a maximum output of 320 kW (435 hp) and an impressive 900 Nm of torque. nose, but in practice everything worked practically without reservations and moreover with very solid consumption. After all, even in our tests, we often moved around the limit of 10 l / 100 km, which is a very decent value for a dynamically tuned SUV with an unladen weight attacking 2400 kilograms.

In mid-July, however, Audi issued a press release announcing the end of diesel engines under the hood of the SQ7 and SQ8 models. Their position was newly replaced by the twice-supercharged 4.0-liter petrol V8 TFSI, which promises even better dynamics thanks to higher performance. And why has something changed that still works more than well (even from the point of view of sales)? As a reason, the carmaker mentions the reaction to the global trend of customers who increasingly prefer petrol engines in the segment of high-performance SUVs. So she served them exactly what they wanted.

Higher power, lower weight

A 4.0-liter V8 TFSI petrol engine, supercharged by a pair of Twinscroll turbochargers, moved under the hood of the Audi SQ7 and SQ8. These are placed between the rows of cylinders up to V (90 °), which shortens the gas flow paths and ensures better reactions from the lowest speeds. The eight-cylinder petrol engine will offer a maximum output of 373 kW (507 hp) and a maximum torque of 770 Nm, which means an increase in maximum output of 53 kW (approx. 72 hp) compared to the older diesel eight-cylinder. At the same time, however, the highest torque decreased – by a total of a significant 130 Nm

But the increase in performance goes hand in hand with weight loss. The petrol SQ7 is 130 kilograms lighter than the diesel one (2265 vs. 2395 kg), while the petrol SQ8 lost 170 kilograms compared to the diesel one (2270 vs. 2440 kg). The pair of top SUVs with petrol engine will offer acceleration from 0 to 100 km / h in the same time of 4.1 seconds, flexible acceleration from 80 to 120 km / h can be managed by both SUVs in 3.8 seconds and the maximum speed is electronically limited in both cases. at 250 km / h.

Growing consumption

Consumption is often a figure in sports-tuned premium SUVs that potential owners are unlikely to address much. However, the SQ7 / SQ8 diesel models were able to impress not only with their dynamics, space and comfort, but also with their surprising paper consumption of less than 8 l / 100 kilometers.

Of course, the powerful eight-cylinder petrol engine can’t compete, but the results shouldn’t be as terrible as you might expect. The engine is equipped with the Cylinder on Demand system, which deactivates half of the cylinders during a smooth ride and thus contributes to reducing consumption. Petrol SQ7 and SQ8 thus promise, depending on the equipment, an average in the range of 12.0 to 12.1 l / 100 km and emissions of 276-278 g CO2/km (SQ7), respektive 275-276 g CO2/ km (SQ8).

Wheel turning as standard and supercapacitor

The chassis technology of the Audi SQ7 and SQ8 petrol stations remains essentially the same. The standard equipment includes the Adaptive Air Suspension Sport, which complements the all-wheel drive system. The rear wheels rotate up to 5 degrees against the front wheels when driving slowly, improving maneuverability. From 60 km / h, then turn in the same direction, which underlines the stability of the car.

On request, it is possible to order the Advanced chassis package, which offers, among other things, electromechanical tilt stabilization eAWS. The stabilizers on the front and rear axles are equipped with special electric motors, which reduce body inclinations in corners and guarantee a high level of suspension.

These electric motors work with a 48V on-board network and are powered by a supercapacitor, which replaces the previously used lithium-ion battery with a capacity of 0.5 kWh. Maneuverability is further improved by the rear sports differential, the function of which is complemented by the function of braking the wheels on the front axle.

Finally behind the wheel

For the Audi SQ7 and SQ8 petrol models, we went to the German city of Neuburg on the Danube, near which the high-tech Audi Driving Experience Cnetrum complex with its own circuit was opened in 2014. However, we did not get to the circuit – instead we had a choice of several routes around the area, which included intercity roads, a few steep twisted climbs and there was also a piece of highway without speed limits.

I was the first to get behind the wheel of the Audi SQ7, which welcomed me with its modern interior with a flood of displays and the absence of buttons. In short, no big surprise, so after choosing the route, I was really looking forward to the first start of the engine. However, the large eight-cylinder jumped with absolute ease, silence and did not manifest itself significantly.

His exemplary sophistication lasted until the moment when I got used to the dimensions of the car and sent the accelerator pedal to the floor for the first time. At that moment, the eight-speed Tiptronic automatic transmission shifted a few gears and the engine sped forward with a beautifully muffled booming echo of the eight-cylinder. At the same time, I did not notice a loss of 130 Nm when fully pressed into the seat.

In the comfortable driving mode, however, the SQ7 did not really tempt you to drive dynamically. The almost inaudible running of the engine in combination with the premium soundproofed cabin completely isolated a person from the worries of an ordinary motorist and encouraged a leisurely ride. Despite its comfortable setting, the sporty suspension did not swing unnecessarily and still maintained a high degree of safety, which can probably be attributed to the eAWS electronic stabilizer.

However, its benefits were most pronounced in dynamic mode, when the flaps in the exhaust system sharpened the sound, the steering stiffened, the accelerator pedal became more sensitive and the transmission held a lower gear for longer to ensure enough power each time the pedal was depressed.

Despite its weight and size, the SQ7 began to tempt it to drive faster, during which it showed impressive stability. The electromechanical stabilizer, which prevented unnecessary rocking in the comfort mode, began to stabilize the body, which did not begin to tilt significantly, even in uncomfortably fast corners. The tires used to whistle.

The biggest driving surprise, however, came on a long climb along a forest road with many turns, where the Audi SQ7 behaved absolutely brilliantly. Regardless of the weight and width, which could be uncomfortable with the delivery in the opposite direction, the SQ7 offered fantastic safety, fast reactions to paddle shifting, a pleasant soundstage and a sufficiently fast onset of the brakes.

The wilderness in the districts was, of course, affected by consumption, which was somewhere at the limit of 16 l / 100 km. During the following kilometers, however, I came across stronger traffic, which there was nowhere to overtake. However, the slowdown to the normal district pace helped to significantly reduce consumption, which at one time was below 14 l / 100 km.

But the raid on the Autobahn was approaching, which was literally talking about the full ventilation of all 504 horses. Due to increasing traffic, the speed did not climb over 220 km / h, but the maximum is still limited to 250 km / h. It was much more interesting to watch the flexible acceleration, when even at a speed of 180 km / h the transmission shifted sharply and the onset of power was still able to lean the driver into the seat.


But the famous motorway is no longer a headache. In many sections, the speed is limited, which gave me the opportunity to notice that in the tachometer 130 km / h, the engine runs at about 1900 rpm. But with each ending constraint, the same scenario followed: stepping on the gas and burning as much as possible.

At the same time, the Audi SQ7 maintained its position on the motorway as a comfortable long-distance cruiser. It held and changed direction perfectly, did not make unnecessary noise into the interior and pampered the driver and front passenger with comfortable seats with ventilation, heating and massage functions.

After exiting the highway, however, I got back to the column, which dragged at a stable speed of about 70 km / h. It was here that a message from the Cylinder on Demand system began to appear on the digital instrument panel, informing about the deactivation of half of the cylinders. Without a graphic warning, I would not have noticed it at all. With each depressing of the accelerator pedal, the warning disappeared, the engine agilely gathered all its forces and could overtake.

The planned test circuit measured slightly over 100 kilometers and about 45% of it was motorways, 45% fell on districts and the remaining 10 percent led to towns and villages. At the end of the journey, the on-board computer showed an average combined consumption of 14 l / 100 kilometers, which did not seem bad to me at all. Especially at the highway pace.

But I managed to achieve even better consumption behind the wheel of a sportier SQ8, with which I set out on a similarly long journey – but this time without the highway. Instead, I got a larger portion of pleasantly curved roads, where I quickly understood why the diesel SQ8 had already earned a comparative test compared to a sharp hatchback.

The sporty cut suits the car, which in combination with the red paint of the tested piece was doubly true. Even after starting, I was greeted by the slightly sharper sound of the exhaust system, which only underlines the dynamics of the car and literally calls for more frequent sending of the tachometer hand to higher places. Especially in sports mode, the car showed a really great show, where the petrol engine shared attention with a perfectly tuned chassis.

However, the brisk sections were redeemed by a more frequent slow ride in convoys, which, given the overall width of the car, could not be overtaken very well in the twisted Bavarian districts. But whenever an open space with a sufficiently wide road and a good view opened up, overtaking was a matter of moments. The onset of performance is truly impressive. However, consumption was even more impressive at the end of the journey. Despite the more dynamic driving style in the districts, I returned the car with an average combined consumption of 13.8 l / 100 km.


The transition of the flagship SUVs Audi SQ7 and SQ8 to petrol engines brought higher performance, lower weight and the expansion of standard equipment with rear axle steering, which is undoubtedly great news. Taxes are lower torque and, of course, higher consumption, which will probably not bother potential owners so much. We are still talking about SUVs, whose prices start at CZK 2,602,900 (SQ7) and CZK 2,803,900 (SQ8), respectively.

For those interested in similar cars, the fact that they will definitely not have to spend as much time at petrol stations as, for example, owners of Ford Mustangs, where high consumption is seconded by a small tank, will probably be more important. However, the Audi SQ7 and SQ8 will offer a tank with a volume of 85 liters, which with an average consumption of approx. 14 l / 100 km will suffice for more than 600 kilometers per tank. However, with regard to driving style, it can of course be more or less.

If the diesel engines would not suit you, you still have a chance to buy an SQ7 / SQ8 in diesel. Receipt of new orders is already stopped, but production will be terminated by the end of the year. Dealers will be able to offer new stock models for some time to come.


Hyundai Tucson (2020): Revolutionary design, extensive electrification and automatic parking

Hyundai Tucson is introduced in a new generation. The carmaker emphasizes its completely new design and range of engines, which is to be the most electrified in the compact SUV segment.

Hyundai Tucson is a compact SUV offered by the Korean brand since 2004. The second generation from 2009 to 2015 was known in Europe as ix35, but the subsequent third generation returned to the globally famous name. Now there is the fourth generation that wants to build on the success of its predecessors. Hyundai Tucson has sold over seven million units in its career.

Despite the successes of the last generation, the carmaker did not proceed with the evolution of its shapes, but with a complete revolution. The Hyundai Tucson is an expression of the new design direction of the Sensuous Sportiness brand (sensual sportiness), which is gradually evolving. The motif of a jewel (expressed by sharp edges) is repeated several times on the car, inspired by the Vision T concept from 2019.

Revolutionary design

The result is a very extravagant style, especially in terms of the front parts. The new Tucson has received unique headlights announced in advance, which optically turn into a radiator grille. Hyundai says that the car will be clearly distinguishable in such a busy segment as compact SUVs. The stern with optically interconnected tail lamps is similarly pronounced. The brand’s logo then moved to the rear window, the rear wiper to the roof spoiler, which is supposed to help the design cleanliness of the rear.

On the contrary, in terms of dimensions, not much has changed. However, the Tucson grew slightly when it was 20 mm longer, 15 mm wider and 5 mm taller with a length of 4,500 mm, a width of 1,865 mm and a height of 1,650 mm. The wheelbase then stretched by 10 mm to 2,680 mm, while the boot provides a volume of up to 620 liters, depending on the variant.

Hyundai Tucson – comparison of dimensions with the competition
Model Hyundai Tucson Citroën C5 Aircross Ford Kuga Kia Sportage Škoda Karoq VW Tiguan
Length (mm) 4500 4500 4614 4485 4382 4509
Width (mm) 1865 1969 1882 1855 1841 1839
Height (mm) 1650 1654 1666 1645 1603 1675
Wheelbase (mm) 2680 2730 2710 2670 2638 2678
Luggage capacity (l) to 620 580 to 645 to 503 521 615

The interior also went through a literal revolution. Hyundai calls it Interspace and is a state-of-the-art era. The central element is the screen of the multimedia system, which is not free-standing, but is again integrated into the center panel. It has a 10.25 “diagonal and is complemented below by touch controls for adjusting the car’s air conditioning and other functions. The Tucson follows the trend of the time and is the first serial Hyundai to rely on a full touch console.

The multimedia system does not lack the latest features. There is the possibility of mirroring the smartphone thanks to Android Auto and Apple CarPlay. The Last Mile Navigation function, when approaching the destination, sends the necessary data to the smartphone, so that the driver can only get to the destination from the parking lot, using mobile navigation. There is also synchronization with the calendar on the smartphone.

The instrument panel also changed when it lost its traditional chapel to emphasize airiness. it is also digital, also with a 10.25 “display. An interesting motif is the line surrounding the crew, which also incorporates ventilation vents. The automatic transmission is controlled by buttons on the center tunnel.

Extensive electrification of motors

Similarly, the engine offering, which Hyundai claims to be the most widely electrified in the Tucson segment, has adapted to the new era. Petrol and diesel mild hybrids are available, as well as full-hybrid and plug-in hybrid.

Let’s start with mild hybrids, which are supplemented by a 48V electrical network. There are two power versions to choose from, the supercharged 1.6 T-GDI four-cylinder petrol engine in the Smartstream series with 110 kW and 132 kW, which is complemented by the 1.6 CRDi turbodiesel (100 kW). While for petrol engines there will be a choice between a six-speed iMT manual with a clutch without mechanical coupling and a seven-speed two-clutch transmission. This will be available exclusively for the diesel sixteen.

The hybrid then relies on a combination of a supercharged four-cylinder 1.6 T-GDI with a 44.2 kW electric motor, a 1.49 kWh lithium-ion polymer battery and a six-speed automatic transmission. The combined power of the device will be 169 kW. Later, a plug-in hybrid with a total output of 195 kW will arrive. We will find out more about it, but under the hood it will also have a supercharged petrol sixteen.

For opponents of electrification, we have good news that the new Tucson will continue to be available with conventional motors, without an auxiliary electric motor. Specifically, it will be a 1.6 T-GDI (110 kW) and a 1.6 CRDi (85 kW) paired with a six-speed manual transmission.

Hyundai Tucson – Technical data of offered engines
Motor 1.6 T-GDI HEV 1.6 T-GDI 48V 1.6 T-GDI 48V 1.6 CRDi 48V 1.6 T-GDI 1.6 CRDi
Tree 2WD {4WD} 2WD 2WD {4WD} 2WD {4WD} 2WD {4WD} 2WD
Displacement [cm3] 1598 1598 1598 1598 1598 1598
Cylinders / valves 4/4 4/4 4/4 4/4 4/4 4/4
Greatest performance [kW] 169 110 132 100 110 85
Torque [N.m] 265 250 265 280 (320) 250 280
Transmission 6A 6M (7DS) 6M (7DS) 6M (7DS) 6M 6M
Max. speed [km/h] 193 189 205 {201} 180 189 175
Acceleration 0-100 km / h [s] 8,0 {8,3} 10,3 (9,6) 9,4 (9,0) (11,4) {11,6} 10,3 {10,6} 12,1

The chassis consists of a combination of MacPherson struts at the front and multi-element suspension at the rear. There are two types of chassis available, the conventional one is complemented by a solution with electronically controlled shock absorbers with different modes for different driving situations. The offer also includes all-wheel drive with different modes depending on the surface under the wheels. It will be available for both hybrid and petrol engines and mildhybrid turbodiesel.

Rich safety equipment

The new Tucson also thinks about security by adding several completely new security solutions. There are seven airbags, including the center between the front seats, which has already been offered by the new Toyota Yaris. The automatic braking function can now deal with imminent collisions at junctions, while the highway assistant combines the functions of adaptive cruise control, keeping the vehicle in the lane and recognizing traffic signs. The car can thus handle assisted driving if it manages to adapt to the maximum permitted speed.

Blind View Monitor then displays the image from the rear view cameras on the infotainment display when the blinker is started, to minimize the blind spot. And to top it off, Tucson will also warn of the imminent danger of people getting out of the vehicle or evaporating them remotely from the parking lot.

The new Hyundai Tucson is, as usual, a global model. It will start selling on the domestic Korean market later this month, and will go on sale in Europe at the end of 2020. At the beginning of next year, a plug-in hybrid version and a N Line trim level will follow. The Czech Hyundai plant in Nošovice will of course again take care of production for European markets.


The most popular used cars? SUVs are among the new ones

SUVs are an increasingly popular category of cars. This also applies to used cars.

This year, for the first time, SUVs became the best-selling category of second-hand used cars. Their share increased by 6.5 percentage points year-on-year to 36.4 percent. Last year, the leading hatchbacks fell to second place with a share of 34.7 percent. The third place is held by station wagons with 17 percent. This follows from the statistics of the Mototechna sales network. SUVs and off-road vehicles are currently also the best-selling category of new cars with a share of over 35 percent.

Cars under the age of five are still 83 percent sold in petrol, but the share of hybrids and electric cars has doubled compared to last year. But it is still only about dozens of pieces. It boosted interest in cars with automatic transmissions from 21 to 26 percent.

“The pandemic period is changing the used car market from the ground up, especially for new cars. Although we have registered an increase in demand of almost 20 percent since the beginning of the year, the supply of the entire market has fallen sharply. The suspension of production and exports abroad have a large share in this trend, “ said Karolína Topolová, CEO of the Aures Holdings group, to which Mototechna belongs.

Mototechna has sold 72,000 cars in the eight years since its resumption of operations in the Czech Republic and Slovakia. The average price of a car sold in Czech Mototechna is CZK 417,000, and the most common models are the Škoda Fabia (12 percent), Rapid (six percent) and Karoq (five percent). Of the luxury models, the Audi A5 leads.