Audi Q2L E-tron

Weeks ahead of its official debut at Auto Shanghai 2019 next month, the Audi Q2L e-tron has leaked in all its glory. The Audi Q2L e-tron features a slightly different front-end from the Audi Q2L. The biggest difference is that it features the Audi e-tron-inspired Singleframe grille with vertical struts. As in the flagship pure electric SUV, the partially shut-off grille is painted in grey colour - identifying it as a fully electric model. At each corner of the front bumper, there are L-shaped LED lights for a stronger visual presence. These lights are highlighted by an angular C-shaped chrome detail, and on their inner side, it looks like there are vertical air inlets. Moving to the sides, the eye-catching blade on the flat C-pillar carries 鈥榚-tron鈥?insignia with two horizontal stripes covering rest of the length. There are three different alloy wheels to choose from, in conventional, partly conventional and partly aerodynamic, and fully aerodynamic designs. At the rear, the Audi Q2L e-tron is distinguished from the regular model with a more elegant bumper garnish and a 鈥?0 e-tron鈥?badge on the tailgate. The Audi Q2L e-tron is 4,237 mm long, 1,785 mm wide and 1,548 mm high. Its wheelbase spans a length of 2,628 mm. 150 km/h. The battery pack capacity, charging time and range aren't out yet. Series production of the Audi Q2L e-tron in Foshan (Guangdong Province, China) is scheduled to commence later this year.

One of the main reasons for choosing a Sport Turismo over the standard Panamera is that the shooting brake styling gives the car an edge on practicality. The boot is a little larger, there鈥檚 a little more headroom in the rear and the Sport Turismo is also suitable for occasional five-seat use, whereas the Panamera hatch is strictly a four-seater. However, where the Panamera hatch is also available in long-wheelbase 鈥楨xecutive鈥?trim, which offers significantly more rear legroom, the Sport Turismo can only be ordered on the standard wheelbase. There鈥檚 no doubting the Sport Turismo鈥檚 comfort levels, though; the seats hug and support you in all the right places and with the high centre console you feel cocooned when sitting in the driver or passenger seat. There鈥檚 plenty of storage space for oddments, too, with a cubby in the centre console and generous door pockets. On the optional air suspension, the ride is excellent when in Normal mode, and you鈥檙e well insulated from wind noise, although tyre noise on the larger alloys can be a little intrusive on some surfaces.

Nevertheless, visibility is actually quite good, even though the car doesn鈥檛 have a huge glasshouse, and while you鈥檒l need a large space in which to park, manoeuvring into it isn鈥檛 too much of a battle. 1鈥?seating arrangement is perhaps a bit of a disappointment. But this is how Porsche describes it and, in effect, it means the middle 鈥榮eat鈥?in the rear is only to be considered for occasional use; a trip to the pub would be fine, a cross-continent drive would not. Legroom for the two outer rear passengers is more than adequate and the Sport Turismo鈥檚 raised roofline does offer a little more in the way of headroom for passengers in the rear. Another perceived advantage of the Sport Turismo is that its shooting brake styling will offer a bigger boot than in the Panamera hatch, and it does, but probably not by as much as you might be thinking. In the Sport Turismo you get between 520 and 1,390 litres of luggage carrying capacity, which is between 20 litres (with the seats up) and 50 litres (when they鈥檙e folded) more than in the standard Panamera. However, slightly more bulky items can be carried and the 40:20:40-split folding rear seats do make it a more practical proposition. The seats also fold virtually flat, which is a bonus when carrying larger items.

How is one to choose? The answer: Aim for the middle. At the top end of the Carrera line but below the 911 Turbo models, you鈥檒l find Porsche鈥檚 GTS line. 120,700鈥攜ou did say you wanted a Porsche, didn鈥檛 you? 鈥攊t鈥檚 comfortably the best value 911 that the carmaker offers. In essence, the GTS is a 911 Carrera S model with a plethora of performance options added. If you were to add those options to the actual Carrera S, it would cost you about 10% more than if you simply opted for the GTS. In other words, it鈥檚 just right. The first indication that Porsche built the 911 GTS as a driver鈥檚 car is the steering wheel. Wrapped in a suede-like material called Alcantara, it is unencumbered by the plethora of plastic buttons manufacturers choose to place on today鈥檚 steering wheels. Individual. Everything else鈥攕tereo volume, cruise control, voice assistance, phone controls鈥攊s relegated to panels and attached to the steering column.