This is the new Mercedes GLB the German firm’s new compact SUV. Mercedes GLB compact SUV 2020 all you need to know about it.
Like many new small SUVs that are designed to look sleek and sporty. It’s sort of like a mini g wagon although up close you’ll notice the GLB has curved sides in places. A flat bodywork of its colossal big brother.
The Mercedes GLB might be based on the A-class but it’s a lot more practical. Thanks to a wheelbase that’s 130 millimeters longer giving noticeably more rear legroom. As standard backseat passengers can recline their seats for more comfort on longer journeys. You can actually pay extra to have back seats that slide forward and backward. So you can choose between more rear legroom or a bigger boot. The GLB has a 560-liter boot that increases to 1755 liters with the rear seats folded away.
The new Mercedes GLB sits between the old GLA and the GLC in the Mercedes SUV range. The German firm has yet to confirm a price you can expect it to cost a little bit less than 40,000 pounds when it goes on sale this autumn. A top of the range 7 seater model with a 220 diesel engine and a few options will easily cost more than 50,000 pounds.
If you wonder why Mercedes has bothered to squeeze another SUV in between the GLA and GLC. The simple answer is sales one in three Mercedes cars sold is an SUV and a quarter. The company sells are compact models meaning the GLB being a compact SUV should fly off the shelves quicker than alcopops in a Student Union.
Short front and rear overhangs merely can tackle seriously steep inclines. Plus it comes with the option to add a permanent four-wheel drive. With an off-road mode that splits power equally between the front and rear wheels. Specified the off-road engineering package. You get called ascent control that will creep the car down steep hills and a few extra readouts on the entertainment screen including an Inclinometer.
One thing that’s guaranteed to get you more excited than a plain old SUV is an SUV with seven seats. That’s why a third-row is optional in the GLB according to Mercedes. The two extra seats will comfortably fit people up to 5 foot 5 inches tall. Passengers in the third row get seatbelt, pre-tensioners and side airbags. Both rearmost seats also have ISOFIX anchor points. You even get a couple of storage spaces in the very back complete with cupholders and USB ports.
The GLB basic interior design is based on what you’ll find in Class B and CLA. As a result, the GLB gets Mercedes’s voice activation system plus box into life when you say hey Mercedes. The company’s ultra call augmented reality satellite navigation system that superimposes graphical directions over a live camera. The cabin has been given a rugged twist with a more upright dashboard complete with unique tubular aluminum-look trim pieces and horizontal grab handles on the insides of the doors.
If like most people you’re unlikely to ever take your 40 grands worth of SUV off-road the chances are you’ll never take it off-road in the dark. That hasn’t stopped Mercedes from covering that base. Just in case its off-road light function comes in combination with Mercedes multi-beam matrix LED headlights. Sticks the turning lights on permanently at speeds of up to 30 miles an hour. Thereby giving you a wide bright light immediately in front of the car to make it easier to negotiate tricky terrain.
You can drive the GLB off-road, it can if needed partially drive itself on road well so long. As you pay a little bit extra money you see the optional active cruise control. Steering assist enables the car to accelerate brake and steer itself on the motorway in heavy traffic. It can even slow itself four corners before returning to pre-selected cruising speed when the road straightens out.
The GLB is available with two petrol and two diesel engines. The petrol range only comes with a two-wheel drive and includes a 106 III horse-powered GLB 200. The 224 horsepower GLB 250, 150 horsepower 200D diesel. Meanwhile comes with or without a four-wheel-drive while the 220 d is full wheel drive only. All cars get an automatic gearbox as standard. Therefor some reason the JLB 200 hits 7 speeds while the rest of the reins gets a superior 8-speed gearbox then a wide just does.
Volkswagen ID.5 or Audi Q4 e-Tron: Which Electric Car To Choose
The war on electric SUVs continues, with two references that will be confronted today. Volkswagen’s latest, the ID.5, takes on Audi’s premium SUV, the Q4 e-Tron. Depending on your profile, one of the two will probably be more suitable. Let’s see which one suits you best.
Volkswagen Id.5 and Audi Q4 E-Tron
The Volkswagen group is looking to electrify itself quite aggressively and is thus offering an increasingly complete panel for buyers looking for a connected car. Today, we’re going to put the freshly arrived Volkswagen ID.5 and the Audi Q4 e-Tron face to face.
While the premium SUV of the four rings brand has serious assets to show in terms of comfort and qualities inside the cabin, the top-of-the-range versions of the Volkswagen ID.5 show comparable performances to the best Audi Q4 e-Tron, for a lower price.
Here we try to help you decide which is suitable for you by comparing the technical features, onboard feeling, and driving pleasure. Without further ado, let’s get this German electric SUV match started.
|Model||Volkswagen ID.5||Audi Q4 e-Tron|
|Power (horses)||204 horsepower||299 horsepower|
|0 to 100 km/h||8.4 seconds||6.2 seconds|
|Level of autonomy||2||5|
|Max speed||160 km/h||180 km/h|
|Main screen size||12 inch||11.6 inches|
|Car side sockets||Type 2 Combo (CCS)||Type 2 Combo (CCS)|
|Entry-level price||55724.80 USD||43601.86 USD|
Similar in size, the two SUVs from the Volkswagen group differ in appearance. On the side of the Volkswagen ID.5, we proudly display the coupe look with a leaky rear roof. The light signature at the front is also quite aggressive, showing that we will favor sportiness rather than comfort.
On the scales, the Audi Q4 e-Tron weighs between 1,965 and 2,210 kilograms depending on the configuration, compared to between 2,117 and 2,242 kilograms for the ID.5. As you can see from the pictures above, the lines of the Audi Q4 e-Tron are those of an SUV, with relatively high ground clearance and a rather massive rear end.
If we were to choose between these two electric vehicles in terms of exterior design, the Volkswagen ID.5 and its coupe style would win over the more conventional side of the Audi Q4 e-Tron.
More focused on technology than refinement, the Volkswagen ID.5 didn’t make much of an impression on us in terms of interior quality. And when you compare it to the Q4 e-Tron from Audi, it’s clear that it will be difficult for the ID.5 to stand out.
Indeed, with ergonomics that are far from unanimous on the ID.5’s infotainment system and a set of materials used that are just right, the positive points of the ID.5 are to be found in the space on board.
It’s worth noting that legroom is quite generous for second-row passengers. Even tall people won’t be bothered by the SUV’s coupe-like headroom. Finally, family trips will be rampant with a trunk capacity that reaches 549 litres.
The Audi Q4 e-Tron has a different atmosphere, with a more qualitative and ergonomic design. It has the classic layout of the brand with the four rings, an all-screen dashboard and a floating centre console.
The driving position is excellent: you have a good view of the road behind the wheel. If the space in the back is not as generous as in ID.5, the trunk volume remains correct, at 520 Liters. Considering the overall quality of the Audi Q4 e-Tron’s interior, the latter beat the Volkswagen ID.5 on this point.
Volkswagen wanted to go the extra mile when it came to in-car technology. The Discover Pro Max system with two screens (5.3 inches behind the steering wheel and 12 inches in the middle) lacks tiny ergonomics for our taste. Sensitive controls are everywhere, whereas we would have preferred more conventional buttons for specific settings.
Apple Car Play and Android Auto wirelessly are part of the package, and there’s also a suite of top-notch driving assists. Of course, adaptive cruise control and active lane keeping are present. In the optional packages, it is possible to go much further, for example, with a freeway overtaking assistance or a head-up display in augmented reality of the most beautiful effect.
In the Audi Q4 e-Tron, the Virtual Cockpit instrument cluster allows you to control everything related to the vehicle. It is excellent to use. The same augmented reality projection technology as on the ID.5 is present, as are Apple CarPlay and Android Auto.
If we consider the much better ergonomics in the infotainment on the Audi Q4 e-Tron, the point in terms of on-board technologies will go to the SUV of the brand with four rings, which offers a more convincing package than the Volkswagen ID.5.
The Volkswagen ID.5 is not a champion of comfort, but it has chosen to emphasize sporty driving, which is particularly noticeable on the 299-horsepower GTX trim level, which comes with 21-inch wheels. Although equipped with DCC-controlled suspension, the SUV coupe fails to be as comfortable as we’d like and is no match for the Audi Q4 e-Tron on this point.
Regarding fuel consumption, we found an average of 21 kWh per 100 kilometres during our test drive, which allows us to cover about 350 kilometres in real-life conditions. Finally, we should note that while regenerative braking is well managed on the ID.5, it, unfortunately, does not work to come to a complete stop without touching the brake pedal.
The Audi Q4 e-Tron is a very different story. The silence on board is impressive, even at high speeds where the air noise is very discreet. A good point for Audi is the paddles on the steering wheel, which allow you to choose a level of regenerative braking to suit all driving styles.
Our test of the Audi Q4 e-Tron allowed us to obtain more reasonable consumption than on the ID.5: to go down around 18 kWh per 100 kilometres is not mission impossible. It would enable us to reach a range of 450 kilometres by playing the game of eco-driving.
On the road, the advantage goes to the Audi Q4 e-Tron, which is more comfortable than the Volkswagen ID.5 while offering excellent performance in its most powerful versions.
The Volkswagen ID.5 is available in three different engine options:
- ID.5 Pro, rear-wheel drive with 77 kWh battery: rear engine only (174 hp), 0 to 100 km/h in 10.4 seconds, top speed 160 km/h ;
- ID.5 Pro Performance, rear-wheel drive with 77 kWh battery: rear engine only (204 hp), 0 to 100 km/h in 8.4 seconds, top speed 160 km/h ;
- ID.5 GTX, all-wheel drive with 77 kWh battery: front and rear engine (299 hp), 0 to 100 km/h in 6.3 seconds, top speed 180 km/h.
For the Q4 e-Tron, four versions are in the Audi catalogue:
- 35 e-Tron with 55 kWh battery: rear engine (170 hp), rear-wheel drive, 0 to 100 km/h in 9.0 seconds, top speed 160 km/h ;
- 40 e-Tron with 82 kWh battery: rear engine (204 hp), rear-wheel drive, 0 to 100 km/h in 8.5 seconds, top speed 160 km/h ;
- 45 e-Tron Quattro with 82 kWh battery: front and rear engine (265 hp), all-wheel drive, 0 to 100 km/h in 6.2 seconds, top speed 180 km/h;
- 50 e-Tron Quattro with 82 kWh battery: front and rear engine (299 hp), all-wheel drive, 0 to 100 km/h in 6.2 seconds, top speed 180 km/h.
Battery and Charging
Only one battery size is offered in the French catalogue for the Volkswagen ID.5. And with its 77 kWh of usable power, the announced range varies between 511 and 533 kilometres in the WLTP cycle. As mentioned above, this figure is less in real-life conditions, especially at high speeds, where exceeding 350 kilometres is a feat.
Fast charging is available as standard at 135 kW peak and 150 kW for the ID.5 GTX. Under ideal circumstances, it takes 29 minutes to go from 5 to 80 per cent battery power, especially on Ionity fast chargers. The 11 kW onboard charger allows the battery to be filled up at a home charging station in about 7.5 hours, whereas a conventional power outlet takes a little over 40 hours to fully charge.
With two different battery sizes (52 or 77 kWh), the Audi Q4 e-Tron’s claimed WLTP range is from 308 to 517 kilometres. The smaller battery should be preferred for those who don’t plan to go on frequent road trips.
On the Audi Q4, 35 e-Tron with its 52 kWh battery, the maximum DC charging power is 110 kW, whereas it peaks at 135 kW on versions with the large 77 kWh battery. It takes about half an hour to reach 80 per cent battery power under ideal conditions.
The onboard charger accepts a maximum of 7 kW on the entry-level version and 11 kW on the other finishes in the catalogue, which allows the battery to be filled in about 7 hours and 30 minutes on a suitable wall box. With a slightly better DC charging power and a slightly better WLTP range, the Volkswagen ID.5 wins this round against the Audi Q4 e-Tron.
With a starting price of 56,000 USD, excluding the ecological bonus, the Volkswagen ID.5 Pro has a substantial price tag that could put off more than one person. The GTX version starts at 63,000 USD. No ecological bonus is available. The catalogue of options allows you to get close to 72,000 USD without exceeding it.
Audi’s Q4 e-Tron starts at 46,000 USD and therefore benefits from the maximum ecological bonus. Of course, this version is equipped with a smaller battery than the ID.5, so it has a shorter range. The versions with the 77 kWh battery start at 52,000 USD and go up to 72,000 USD.
Audi’s options catalogue is what it is. And it is possible to easily add 5,000 to 7,000 USD of options, bringing the total bill to nearly 81,000 USD for an Audi Q4 50 e-Tron Quattro in Design Luxe finish and numerous optional packages.
Which Electric Car to Choose
When it comes to the bottom line, it’s worth distinguishing the Audi Q4 35 e-Tron from the rest. With its 52 kWh battery, it has a much lower starting price than the cheapest Volkswagen ID.5. So, if you’re looking for a vehicle primarily dedicated to urban and suburban environments, this will be an excellent choice as the vehicle is comfortable, well finished and fun to drive.
For those who hit the road much more frequently on longer trips, the ID.5 and the Audi Q4 e-Tron are close in price. Since the driving experience is fundamentally different between the two vehicles, you must define what you are looking for. For comfort and silence on board, the Audi Q4 e-Tron is far ahead of the ID.5.
However, for a more engaging driving experience, a slightly more pleasing design and more rear seat space, the ID.5 is for you.
Nissan Leaf 2 or Dacia Spring: Which Electric Car To Choose
Dacia has entered the electric vehicle market to make a strong impression with a very low price for the spring. In contrast, we line up the Nissan Leaf 2 to help you compare these two references and determine which one is more suitable for your needs.
Nissan Leaf 2 vs. Dacia Spring
Electric cars are all the rage in 2022, and choosing the one that suits you best is not necessarily an easy task, as the offers have been growing for some time. Today we take a look at two references that may seem far apart, but are still worth comparing: the Dacia Spring and the Nissan Leaf 2.
Nissan’s pioneer of electric mobility has evolved over time to remain consistent with the times. Our recent test of the top-of-the-line version showed some intrinsic qualities, although it’s not without its flaws. On the other hand, we’ll focus on what remains one of the cheapest new electric cars on the automotive landscape, the Dacia Spring.
Which of these two references is right for you? Answer right away.
|Model||Nissan Leaf 2 e+||Dacia Spring|
|Power (horses)||217 horsepower||44 horsepower|
|0 to 100 km/h||6.9 seconds||–|
|Level of autonomy||5|
|Max speed||157 km/h||125 km/h|
|Main screen size||7 inches||–|
|Car side sockets||CHAdeMO||Type 2 Combo (CCS)|
|Entry-level price||35,725 USD||12,732 USD|
The Nissan Leaf is not a city car, but rather a wagon, with rather generous dimensions: 4.49 meters long, 1.79 meters wide and 1.55 meters high. It will look quite massive next to the little Dacia Spring, which is 3.73 meters long, 1.58 meters wide and 1.52 meters high.
In concrete terms, maneuvering and parking a Dacia Spring in an urban environment is disconcertingly simple, whereas you’ll have to keep in mind the Nissan Leaf’s extra 76 centimeters to fit into a tight parking space.
The design of the Nissan Leaf, although less characteristic than the first version, remains identifiable at first glance with its angular front end and the aggressive light signature that accompanies it. The smaller Dacia Spring, on the other hand, has the look of an adventurer that seems to be high up.
Its slimmer appearance (21 centimeters less in width) makes it easier to pass through the narrow streets of our cities, but as we’ll see below, its tiny size means a tiny trunk. To finish with the technical specifications, let’s note the colossal difference in weight between the two vehicles: 970 kilograms for the Dacia Spring versus between 1,580 and 1,731 kilograms for the Nissan Leaf.
The Nissan Leaf is meant to be a family car, and offers a generous amount of space on board, both in the front and in the back. The driving position allows you to dominate the road, when the two rear seats are usable, even by adults. However, the middle seat is not very useful, due to the fact that the central tunnel is too high and spoils the available legroom.
As for the 420-liter trunk, it can hold enough luggage to take the family on a road trip, which is a very good point, making the Leaf much more than a backup vehicle. Unfortunately, the layout of the dashboard is not really up to date (it has not changed much since the first version released in 2010), with many buttons under the central screen and an armrest that is difficult to use.
On its side, the Dacia Spring goes to the essential, probably even a little too much. The seat is relatively firm: it is difficult to feel comfortable on board, even for short trips. The level of finish is barely passable, with materials that are very hard and assemblies that deserve a second pass to reach a decent level.
The rear seats are still decent, even for adults, and the 290-liter trunk is also very basic: you can’t go on a family vacation with the Spring, as it’s difficult to carry more than two small suitcases in the trunk.
There’s a classic layout on the Nissan Leaf, with a screen behind the steering wheel and another in the center of the dashboard, about 10 inches diagonally, controlling the infotainment. Both Apple CarPlay and Android Auto are available on a wired basis through USB ports (one USB-C and one USB-A) located at the bottom of the center console. A 360-degree view is offered on the center screen for easy parking maneuvers.
Depending on the options chosen, a driver assistance system is offered by Nissan. It combines adaptive cruise control with active lane keeping to steer the car in fast lanes. It works quite well and is useful in many cases. Also noteworthy is the inclusion of a screen in place of the rearview mirror, allowing you to see what’s going on in the back of the car under all circumstances, which is quite rare.
The entry-level version of the Dacia Spring is equipped with the bare minimum for a car of 2022 in terms of on-board technology: no screen in the center of the dashboard, no cruise control (only a speed limiter). You have to go upmarket to enjoy a seven-inch center screen, compatible with Android Auto and Apple CarPlay, and get a rearview camera.
Finally, we should note that the two vehicles in this comparison allow, thanks to a companion application, to consult the status remotely (remaining battery level, charging in progress, temperature) as is now quite common in the world of electric cars.
The Nissan Leaf shines on the road when it’s in town, thanks in part to Nissan’s e-Pedal, which allows you to come to a complete stop without touching the brake pedal. This is a strong point that is not systematic today in the world of electric vehicles. It’s always nice to have a car that doesn’t need to brake to stop in town.
The 160 kW engine at the front of the Leaf provides respectable performance, with a 0 to 100 km/h time of 7.3 seconds for the most powerful versions, but the handling when you put your foot down is no longer guaranteed, unfortunately.
In good driving conditions, the Leaf is quite economical, with a consumption around 15 kWh per 100 kilometers, which is close to the 13 kWh per 100 kilometers of the Dacia Spring in mixed driving conditions that we found during our test drive (and which weighs 700 kilos less).
For the Dacia Spring, don’t expect to be glued to the seat when you put your foot to the floor, as it will take you 19 seconds at best to reach the 100 km/h barrier. Although it’s more of a city car, you’ll get up to speed quickly enough up to 50 km/h, but not much beyond that. After all, there’s only a tiny 33 kW motor to propel the vehicle.
In terms of driving comfort, it’s pretty austere for the little Spring. Unfortunately, the chassis is so stiff that the feeling is not very confident. The default tires offer a poor grip, which contributes to an overall feeling of anxiety as soon as you exceed a certain speed.
Finally, we should note that air noise is very quickly present in the cabin, showing once again that Dacia did not go out of its way to minimize costs on its Spring.
The Nissan Leaf is offered in two different engine options:
- Leaf with 40 kWh battery: 110 kW front engine, 0-100 km/h in 7.9 seconds, top speed 144 km/h.
- Leaf e+ with 62 kWh battery: 160 kW front engine, 0 to 100 km/h in 6.9 seconds, top speed of 157 km/h.
The Dacia Spring is available with a single engine:
- Spring Electric 45 with 26.8 kWh battery: 33 kW front motor, 0 to 100 km/h in 19.1 seconds, top speed 125 km/h.
Battery and Charging
The Nissan Leaf is offered in two different battery sizes: 40 or 62 kWh. The autonomy in WLTP cycle varies between 284 and 396 kilometers. In real conditions, we even manage to exceed these values, which is a good sign, in urban or suburban use.
As for recharging, Nissan has kept the CHAdeMO plug for fast charging (which is becoming a handicap, as compatible charging stations are not frequent), where it will take between 60 and 90 minutes to fill the battery. For slow charging, the 7 kW on-board charger allows the vehicle to go from 0 to 100% in about 7 hours for the model equipped with the 40 kWh battery, and 10 hours for the 62 kWh battery. On a domestic plug, count around 20 to 30 hours to fill up completely.
The Dacia Spring is claimed to have a WLTP range of 230 kilometers, which is difficult to achieve in real-life conditions. You’ll have to reckon with a range of just under 200 kilometers to get close to the real thing, which will still allow you to make a number of daily trips without any problems.
Fast charging is not available without option on the entry-level model. On the more equipped version, it is in any case limited to 30 kW, which greatly moderates its interest. Count on a little less than 5 hours to fill the 26.8 kWh battery on an adapted Wallbox, or around 13 hours on a domestic socket.
If you haven’t yet realized that the two vehicles today have little in common, the prices will remind you once again. The Nissan Leaf on the one hand is offered from 35,323 USD, excluding the ecological bonus, and the most expensive versions reach more than 46154.25 USD, depriving them of the maximum ecological bonus. Concretely and counting the bonus, a Leaf at list price does not start under 29169.49 USD.
As the Nissan Leaf is at the end of its life cycle, it is possible to find an offer in a dealership with a significant discount, but nothing is guaranteed on this point. For its part, Dacia hits very, very hard with the price of its Spring, which starts at 19784.79 USD, excluding the ecological bonus. So, for 14359.10 USD, including government aid, it is possible to take possession of a new Dacia Spring, when Nissan asks for twice that amount to drive a Leaf.
By checking off all the options on Dacia’s online configurator, it is possible to increase the price by 2564 USD at most, which means that the most expensive Dacia Spring will cost less than 17436 dollars.
Which Electric Car To Choose
When it comes to the verdict, it’s important to remember that the Nissan Leaf and the Dacia Spring are clearly not in the same league. The former is a wagon with a fairly comfortable range and room for four people, while the latter is clearly a secondary vehicle.
However, for urban dwellers who only need a vehicle for trips of a few dozen kilometers a day at most and who have a home charging system, the Dacia Spring can meet their needs. Of course, you’ll have to accept the concessions that go with the price: performance, comfort and equipment are reduced to the bare minimum.
For those who are looking for a properly equipped vehicle that is more fun to drive, the Nissan Leaf, although expensive today, will be a more coherent choice. But it’s worth noting that for the price of the least expensive Nissan Leaf, you can afford two Dacia Springs. And above all, the CHAdeMO plug seems completely obsolete nowadays.
BMW G21 320i Touring M Sport: Features Engine And Photos
The protagonist to be shared this time is the BMW G21 320i Touring M Sport. I dare not say it is a big fan of station wagons. More precisely, I feel that I have no Wagonist atmosphere of hedonic life. From the point of view of car purchase, the same car model will give priority to Sedan, or In the form of 4 door coupe, if you only appreciate it, the whole situation is reversed.
After all, the station wagon can especially show the attitude and style of the owner. Practical storage space, undiscounted driving experience, and a sporty yuppie atmosphere. It is not difficult to understand why the station wagon continues to dominate When it comes to station wagons, Audi is a recognized expert, and it is difficult to find an Audi Avant BMW G21 that is not well-shaped without controversy. It is a model that perfectly integrates sports aesthetics in my heart.
After buying the G21, I want to make an appointment to appreciate the car. You may want to watch the G21 and go to the showroom to watch it. A special person is also explaining it, but it is just like watching a movie. It’s more interesting to have three or five friends together. Unfortunately, the day of delivery was missed due to personal factors.
Later, the junior seems to have made some “bad friends” ( the car was mistakenly connected to the modified product, then wait for him to change to a stage and wait for God. It’s been a good day. Let’s have a little fun with cars. Sharing From the G generation, we can see significant differences between BMW’s ambitions and evolutionary models.
The three series maintain the horizontal proportion of the nostrils, and the features on the lower edge of the headlights are completely separated from the four series. The overall layout still retains the BMW style and texture. It feels improved, and the lines are more heroic. The lines are firm and soft, thick yet light. Speaking of which, BMW regained the global sales champion of luxury brands from Benz last year.
I saw G21 and couldn’t help but think of my old friend’s F31 AA number. Time flies. From my taste, everyone is quite familiar with the G21 car series. Here is an introduction to the non-original part of the long-lasting unbeaten formula: white car, dark frame, bright calipers, yellow nose hair. Front The chin, rear spoiler, and forged carbon texture are more layered. I think that the modification has reached the right balance to complete the so-called handsome but not tight task, and then more advanced such as air suspension, cutting explosion Turtle, move to the power chassis, etc.,
I haven’t touched the BMW 3 series for a long time and drove around for a while, and the tightness makes people miss the M steering wheel, which is still thick and reluctant to let go of the
BMW G21 320i Touring M Sport – exterior
BMW G21 320i Touring M Sport – interior
In this transitional period from oil to electricity, if you have a favorite pure fuel car model, don’t miss this sharing and come to an end here. Thanks for the patience in reading this, friend. It’s been a long time since I’ve driven a BMW, and even the last station wagon has been sold for a long time, but I can’t help but admire the G21 on the road if there is a pure electric version.
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