A leaky fuel-tank flange made by Continental Automotive Systems has prompted the recall of 456,106 Volkswagen, Audi, and Porsche vehicles in the United States. A fuel-tank leak carries a fire risk, but so far no fires or injuries have been reported. The recall affects the 2007-2010 Volkswagen Touareg, the 2013-2017 Audi Q5 and Q7, and the 2015-2017 Porsche Macan, but Continental sold a similar part to at least seven other automakers and five suppliers. That means a recall could affect millions more vehicles, but it also 鈥渃ould be zero鈥?beyond the already-recalled crossovers, Continental鈥檚 Mary Arraf told Car and Driver. The National Highway Traffic Safety Administration (NHTSA) has asked the affected companies to test the part and determine whether a recall is necessary. They include Lamborghini, Fiat Chrysler, Ford, General Motors, Jaguar Land Rover, McLaren Automotive, and Mercedes-Benz as well as suppliers Kautex Textron, Magna International, Plastic Omnium, TI Automotive, and Yapp USA Automotive Systems. In affected vehicles, hairline cracks form on the fuel-tank flange, causing a small amount of fuel to leak, according to documents filed with NHTSA. In a vehicle with a leaky fuel flange, the most obvious sign to look for鈥攐r smell for鈥攊s the odor of gasoline. A check-engine light also may illuminate. Continental suspects the problem could stem from material degradation of the outer wall of the fuel-tank flange when it鈥檚 exposed to environmental factors such as acids from cleaning solutions. The fuel-tank flange was made with a widely used, industry-standard material called polyoxymethylene copolymer (POM). Arraf said that the parts cracking also could be related to where the fuel tank is placed on the vehicle. Other automakers generally declined to comment, since they are investigating the issue. 鈥淚t鈥檚 unclear at this point whether Ford vehicles are affected,鈥?Ford spokeswoman Elizabeth Weigandt said.
Bigger battery means more range for updated i3, but can it keep pace with more modern rivals? BMW鈥檚 bravery, vision, determination - call it what you will - ensured the i3 was a roaring success when it launched back in 2013. It was the first premium electric vehicle and although it was pricey, it sold strongly. But as time has passed and new rivals have popped up offering even more affordability and better all-electric ranges. Now, though, the i3 has undergone change in the area that really matters most to EV buyers: the battery. BMW does things differently and rates its cars by amp hours (Ah). The i3 launched with a 60Ah battery, or 22.6kWh in normal EV parlance. An update in 2016 pushed this to 94Ah or 33kWh - and now this new i3 gets a 120Ah, or 42.2kWh battery. To put that into perspective, the Nissan Leaf now comes with a 40kWh battery, while the Hyundai Kona Electric is available with a choice of 39kWh or 64kWh cells. It means the i3鈥檚 claimed WLTP-rated range is up to 193 miles, while BMW expects a real-world 162 miles from a full charge.
That is nearly a 30 per cent improvement over its predecessor. An 80 per cent top-up takes 15 hours from a standard three-pin supply, just under nine hours 30 minutes with a 3.7kW wallbox, or a little over three hours with a faster 11kW unit. The i3 also supports 50kW DC rapid charging - hook up here and the recharge time drops to just 45 minutes. In all other respects, the i3 is as it was, which means there鈥檚 a choice between the standard car with 168bhp, or the 181bhp i3s. BMW no longer offers the petrol-electric i3 Range Extender model, however. Up to 30mph, and in the urban environments these EVs will inevitably spend most of their time, it鈥檚 better than brisk. Away from the lights the motor whine is kept to a minimum, and the regenerative braking that allows one pedal driving is still one of the most intuitive setups on the market. BMW has really got this element nailed compared with some of its competitors, even if the switch between the regen and friction brakes could be smoother still.
As the i3 remains unchanged in most ways, the car still posses all of the flaws of the old one, and a big drawback is the ride. The clever carbonfibre construction is still present, but so is the brittle, sometimes crashy ride that鈥檚 afflicted the i3 since it launched. Boot space is also limited, at 260 litres with the rear seats up. But given how most will use the i3 this should be sufficient most of the time. Only longer journeys will test its practicality. The rear-hinged back doors are as cool as ever and a neat solution, but still reveal a cramped rear cabin. However, this is constructed with the same reclaimed materials as you鈥檒l find in the front, and offers a cool but techy feel thanks to the equipment on offer. For your 拢31,680 (including a 拢3,500 government plug-in car grant) you get BMW鈥檚 Professional nav system with the great iDrive interface. You鈥檒l also find a selection of connected services, Bluetooth, LED lights, heated seats and parking sensors. However, autonomous braking is part of the 拢790 Driving Assistant Plus package, while Apple CarPlay costs 拢235.
We鈥檝e seen the G21-generation BMW 3 Series Touring once before, though here Carscoops's photographers have managed to capture images of the junior station wagon鈥檚 interior. The car appears similar to its previous sighting, where it was equipped with the M Sport bodykit that boasts of a deep, wide front intake with smaller ones at each corner. A similar treatment for its side profile and rear-end make a reappearance here. The interior corresponds with what we鈥檝e seen within the G20 sedan, which includes usage of a common gearlever, steering wheel, instrument cluster and infotainment display. Where the G21 will be differentiated from its sedan sibling is in the rear quarters, though images of this section haven鈥檛 surfaced just yet. Otherwise, the forthcoming 3 Series station wagon will employ a front occupant cabin that is basically identical to its three-box shaped stablemate, and technical specifications should be close, too. Powertrain options for the G21 should mirror that of the G20 sedan, with the full complement of petrols and diesels expected to pair with both rear- and all-wheel drive layouts. Range-topping BMWs have historically omitted a full-on M model save for the E61 M5, and here the same is expected.
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