Chinese car manufacturers traditionally have a hard time on the Swiss market, as customers do not yet trust them. However, this is especially true when they are obviously recognizable as Chinese brands. Volvo, Polestar, Smart, Lotus - they all belong to the Chinese Geely Group and even if the sales figures of all these brands are not exactly outstanding, at least they do not have an image problem. Now, before the end of this year, Geely wants to launch a "real" Chinese brand in Switzerland. With Zeekr and the 7X. And thus in the highly competitive segment of electric compact SUVs of all things.

How do you want to stand out from the competition?

Firstly, there is the drive system. It is no longer a secret that the Chinese are ahead of the pack when it comes to electric cars. In the basic "Core" configuration, the 7X comes with rear-wheel drive and an output of 310 kW/416 hp. In the top-of-the-range "Privilege" version with all-wheel drive, the power output is 470 kW/630 hp, which means that 0 to 100 km/h is possible in 3.8 seconds. The battery capacity of 75 or 100 kWh is in the upper mid-range, but it is the charging performance that is particularly striking. Thanks to 800 volts, charging from 10 to 80 percent takes just 13 minutes. "Under optimum conditions, we have already achieved nine minutes," promises product manager Alessandro Massimino.

Of course, this still requires a corresponding charging station, which must deliver at least 400 kW. These are currently still somewhat thin on the ground. The range is also not exactly outstanding at 480 kilometers with the small battery and 615 kilometers with the large battery. However, if it can be recharged in less than a quarter of an hour, then it is absolutely suitable for everyday use, even for longer journeys.

The first impression is that there is nothing to complain about in terms of workmanship and material quality. The operation of the infotainment system is a little less intuitive in places for those "used to Europe". The fact that there are two different navigation systems in our test car - one is the basic version, the other an experimental, more comprehensive version - does not make things any clearer. However, the company is constantly developing and incorporating customer feedback. Improvements can be suggested via an app, the engineers incorporate these into further development and then roll out changes via over-the-air updates. Much of this takes place in Europe, at the development and design center in Gothenburg, Sweden.

There is nothing wrong with the handling, the optional adaptive suspension is relatively firm and does its job well. Here, too, you can feel that the team in Gothenburg had a decisive say in the chassis development. This is not meant to be derogatory, the needs of the Europeans are quite simply different to those of the Chinese. This also applies to the topics of crash safety, cybersecurity and data protection, where the Europeans should also be in charge of those vehicles destined for the European market.

First and foremost, Zeekr also sees itself as a "tech company" that develops software. In China, where the regulatory requirements are significantly lower than in Europe, the cars are already supposed to navigate independently through parking garages and underground garages and find parking spaces and charging stations, while also avoiding obstacles and people. In this country, it will be a while before this is approved. Which is perhaps not such a bad thing, as the 7X still had a bit of trouble parking independently in the test, standing at an angle in the parking lot even after the third attempt.

However, such systems will hardly be a selling point for customers anyway, so the biggest argument in the end is still the price. This has not yet been officially announced for Switzerland, but is likely to be in the region of 52,000 to 65,000 francs, depending on the equipment. Zeekr also has confidence in the fact that the vehicles are worth their price and are guaranteed for ten years and 200,000 kilometers - including on the battery.

At BMW M, the M stands for motorsport - the Munich-based company also refers to the M as the fastest letter in the world. For countless brand fans, however, the M also stands for magic, because the particularly powerful vehicles derived from motorsport exude a very special magic that can cast a spell over you. This is also reflected in the figures: "2024 was a very impressive year," says Sylvia Neubauer, Head of Customer, Brand and Sales at BMW M GmbH. "We ended the year with a total of 206,587 vehicles sold worldwide - that's an all-time high."

The best way to experience this magic is at one of the "M Driving Experience" events, which the manufacturer organizes around the world and which can be booked by customers. These events offer the opportunity to drive the fast models from Munich in a safe environment under professional guidance on well-known racetracks.

Brand experience in all its facets

We were able to try out this experience at a special, very exclusive event - the "M Experience Abu Dhabi" at the Yas Marina Circuit Formula 1 track. This event is primarily intended for important dealers of the brand, as an incentive event for high-caliber brand fans as well as important influencers and brand ambassadors from all over the world. BMW organizes such events at loose intervals every two years or so. It was a premiere in Abu Dhabi. And also for the first time, 99 lucky customers received a spot for this exclusive party - as well as a few representatives of the press.

The aim of the enormously elaborate event, which takes place over several weeks, is to bring the brand world to life for participants. This starts on a small scale, for example with an exhibition of all previous M5 models, with draped fan articles and brand gadgets here and there, accompanied by technical workshops and playful experiences in the digital world, on the racing simulator or in the completely crazy "Mixed Reality", where you race at full throttle through a virtual world with VR goggles on your head, but in a real car on a large empty field.

Above all, however, the focus was on the driving experience on the race track - many intensive laps in the M2, M3 Touring, M4, M5 and M5 Touring models on the Yas Marina Circuit, divided into small groups and expertly guided by racing professionals. Not only the exceptional driving dynamics and the high level of racetrack expertise of the Bavarian brand, but also the differences between the technical concepts of the various models were impressively experienced.

Important for customer loyalty

On the drag strip next to the circuit, the 5.11-metre-long plug-in hybrid SUV XM was then able to show what it can do when accelerating. The 550 kW/748 hp output and 1000 Nm torque of the top version Label Red in combination with the high-grip flooring are a real experience: the colossus, which weighs 2.8 tons empty, is already impressive on the road with a sprint time of 3.8 seconds from 0 to 100 km/h - on the drag strip, this is almost surreal. It is not only impressive that the large SUV completes these high demands on the material again and again in the same sprint time, but also that the model has a standard consumption of 2 liters per 100 kilometers in everyday use.

The "M Experience Abu Dhabi" was an impressive, but also enormously expensive event for the manufacturer. Is it worth it for the manufacturer? "It is not only important to step on the gas on the racetrack or on the road, but also as a brand," explains Sales Director Sybille Neubauer. "That's why we want to show what we are doing to further develop the BMW M brand. After all, a strong brand is the basis for growth overall and ultimately also for customers' willingness to pay a little more for a car."

Founded in 2007 as Atieva, Lucid Motors has long dreamed of having its own cars. But that takes time and money. But in 2021, after around seven years of development, the time had finally come. The crew led by Peter Rawlinson, the former technical director at Tesla, and former Mazda head of design Derek Jenkins presented the elegant Lucid Air. The range now includes the luxury electric saloon in four variants and the Gravity SUV. The Lucid electric vehicles shine with power of up to 920 kW/1251 hp and ranges of almost 700 to almost 1000 kilometers and make conventional electric models look old. Nevertheless, Lucids are still rare - only just under 60 have been sold in Switzerland so far. It's a shame really, because this much in advance: our Lucid Air "Grand Touring" impressed in the test with comfort, space, power and, above all, range - and really makes a statement.

Really elegantly made: The classy and impeccably finished interior with lots of leather, attractive wood inlays and chrome details, which reflect modern luxury and also go well with the large, elegantly integrated screens, is pleasing. Somehow incongruous: the antiquated flashing noise - like a metronome that is not quite in time. On the other hand, setting the indicators is combined with another cool effect: In the cockpit's huge 34-inch info display, a camera image of the corresponding side of the vehicle appears and shows what is happening in the otherwise blind spot! A clever and practical feature in the Air, which scores points for its very intuitive operation even without many buttons. The large touchscreen in the center console doesn't require a long rummage through submenus: we treat ourselves to a massage without too much distraction. For some, the 20-way adjustable and heated front seats with ventilation and massage are a gimmick, for others, being kneaded is pure luxury.

Space like in a state limousine: There is plenty of space in the front and rear. In the back, we feel like we're in a state limousine, stretching our legs with ease. A touch more headroom in the rear would perhaps be appropriate, but this is due to the coupé-like roof line of the long saloon. Opening the trunk is a real eye-opener. This is because almost the entire rear, including the LED tail lights and side area, swings upwards. Unusual, but even wider items fit easily into the 627-liter trunk, which can be extended to 1552 liters by folding down the rear seats. If you still need more space in the Lucid Air, you can put your luggage in the 283-liter frunk in the front.

Agile and smooth on the road: The stately saloon with its adaptive chassis knows how to impress with its good handling. It is clearly more manageable than its dimensions (L x W x H: 4.98 x 1.94 x 1.42 meters) would suggest and drives in a very dignified manner. There are three driving modes to choose from, and "Smooth" fits perfectly and is exactly how it drives. The only thing the American doesn't cope with quite as well for a luxury saloon as the established German competition is minor bumps on country roads. Complaining on a very high level, because otherwise the comfort is superb. And of course we could do 0 to 100 km/h in 3.2 seconds in "Sprint" mode. But that's not even necessary: the all-wheel-drive vehicle delivers plenty of power with 1200 Nm and 611 kW/831 hp.

Almost endless range. Even if you call up the power from time to time, it's not even worth keeping an eye on the range of the electric runabout. It is enormous and hardly seems to dwindle; first from Zurich to Bern, then to the Jura and back via Basel, and the next day without charging still almost 300 kilometers remaining range and to Lucerne. What more could you want? The 112-kWh battery with 900-volt technology, which is safely housed in the floor to prevent accidents, officially delivers a range of 839 kilometers (WLTP). In the test, it was over 600 kilometers despite cool temperatures. The competition will have to dress warmly!

If you do need new juice, the Lucid Air "Grand Touring" could charge with up to 300 kW and thus draw power for almost 400 kilometers within around a quarter of an hour. In the test, with a less than ideal initial battery status and due to a lack of preconditioning, it was only around 100 kW, but still. Luxury, performance and range naturally come at a price. The cool American is available as a "Grand Air" from 135,000 francs. However, with slightly less power or as a rear-wheel drive model, the five-seater is available from as little as 91,000 francs.

Pros & cons
Lucid Air "Grand Touring"
+ Enormous amount of space
+ Solid interior, very good workmanship
+ Reach to the limit
- Annoying blinker noise
- somewhat wooden on short bumps

BYD - which stands for "Build Your Dreams" - has been well known in this country since the European Football Championships in Germany last year. Founded in 1995, the Chinese technology group has long been a huge global player, building power storage units, electronic modules for smartphones and LED lights as well as trucks and battery-powered articulated buses. And BYD has been building cars since 2003 - initially unspectacularly and in modest numbers. However, this changed dramatically with the introduction of electric cars. Today, the brand is not only the largest car manufacturer in China, but also rose to number four in the world last year with around 4.3 million vehicles sold.

So BYD is a success story - and now the Chinese are coming to us. "We are delighted to be opening our network in Switzerland," says BYD Vice President Stella Li at the launch event at the beginning of April. "It is our mission to make our sustainable technologies accessible to as many consumers as possible." While the brand has been represented in other European countries for some time and with up to nine models, the Chinese are starting with three models in this country for the time being. "But more will be added quickly," promises Maria Grazia Davino, Head of Europe. The introduction of commercial vehicles is also planned - but exact plans for this have not yet been announced.

Two electric models and a plug-in: we start with the two electric models Sealion 7 and Seal as well as the plug-in hybrid Seal U DM-i. Somewhat confusingly, the all-electric Seal is a sporty saloon, while the Seal U is a 4.78-metre SUV that is also available with an all-electric drive. In this country, however, it is initially only available with plug-in hybrid drive (DM-i).

The 4.80-metre-long Seal is available with rear-wheel drive (230 kW/313 hp, from CHF 48,990) or all-wheel drive (390 kW/530 hp, from CHF 53,990), has a WLTP range of up to 570 kilometers and can be charged with a maximum of 150 kW (DC) or 11 kW (AC). The Sealion 7 (from 49,990 Swiss francs) is a 4.83-metre-long crossover SUV that is available with two battery sizes (82.5 or 91.3 kWh), with the larger one being available exclusively with all-wheel drive. It enables a WLTP range of 502 kilometers and can be charged more quickly (230 kW instead of 150 kW), while the smaller battery can be combined with either rear-wheel or all-wheel drive and enables standard ranges of up to 482 kilometers.

The Seal U DM-i combines a 1.5-liter four-cylinder petrol engine with one or two electric motors (all-wheel drive) and an 18.3 kWh battery. This should enable purely electric ranges of up to 125 kilometers. Two power levels with 160 kW/218 hp or 238 kW/325 hp are available, with prices starting at 42,990 Swiss francs.

As a confidence-building measure, BYD offers a six-year warranty on all models and an eight-year warranty on the traction battery of electric vehicles in Europe. After negotiations with importer Emil Frey as a sales partner for Switzerland failed, BYD is building up its own dealer network in Switzerland. The first showroom is in a prominent location in Zurich (Uraniastrasse), while in Ticino two locations have just opened in Cadenazzo and Lugano. Nine more are to be added by the end of the year in cities such as Zug, Lucerne, Lausanne and Geneva. Next year, the Swiss sales network will be expanded to over 30 locations.

You can like Dacia or not, but you have to give the brand credit for one thing: What the Romanians put on wheels for the money is still unique. Now the Renault subsidiary is entering a new segment: The Bigster is a 4.57 meter long, stately SUV with front or all-wheel drive and fully electrified engines. The model is arriving at Swiss dealerships these days - so it's high time for a test drive.

To put it bluntly: what the Bigster offers for the price is simply sensational. The SUV starts at 26,990 Swiss francs, with the almost fully-equipped top version costing 30,690 Swiss francs - this Romanian car is really shaking up the highly competitive compact SUV segment. In addition to an attractive design and plenty of space in the impeccably finished interior with a large trunk (566 to a maximum of 1912 liters), it also offers extensive equipment including modern assistance systems and a few clever details on top.

Electrified throughout

As always with Dacia, the engines in the range are on the weaker side in terms of performance, but are perfectly adequate. It starts with a 1.2-liter three-cylinder petrol engine with a 48-volt mild hybrid system, which delivers 103 kW/140 hp with front-wheel drive or 96 kW/130 hp with all-wheel drive. Both are combined with a manual 6-speed gearbox. The full hybrid with 115 kW/155 hp system output and multi-mode automatic transmission ranks above this. A full hybrid with all-wheel drive will probably only be added next year.

After just a few minutes, it's clear that the Bigster rides like a big one. It rolls along nicely, is not outstandingly comfortable, but in no way unpleasant. The cockpit with two large screens is modern, easy to operate and fully networkable. In short: no one needs more car. Or, as brand boss Denis le Vot puts it: "We have made Dacia more desirable and sophisticated than ever, and at an excellent price-performance ratio." The competition will have to nibble at this.

In the parking lot, the fiery red convertible is often given a second glance: TVR, what is that? Although most people are familiar with the English sports car brands MG and Triumph, TVR has always remained an insider tip for fans of hardcore sports cars on the continent.

In 1946, Trevor Wilkinson founded the sports car company in Blackpool, to which he gave his shortened first name as a brand name. His recipe: proven V6 and V8 engines from Ford and Rover, embedded in a tubular frame and wrapped in a body shell made of fiberglass composite material. Over the years, however, the construction of its own R6, V8 and even V12 engines, as well as a constant stream of new bodies, led to several bankruptcies and new start-ups. Although there are plans for a new model today, the brand currently appears to be in a coma.

Mythological model name

In Greek mythology, Chimaera refers to a fire-breathing hybrid creature between a goat and a lion. From 1992 to 2002, TVR produced a 4-meter convertible with this name. Autosprint had the opportunity to take an extended test drive in the most successful model from Blackpool in terms of sales. The main characteristics alone were enough to make you sit up and take notice: standard drive with 4-liter V8 from Rover and 5-speed manual gearbox from Borg-Warner, vehicle weight only 1060 kilograms.

Even before the start, it becomes clear that everything is a little different at TVR. Instead of a door latch, for example, a push button on the underside of the exterior mirror is used to unlock the door. After driving, the door is opened by turning a spherical switch on the center console.

Even if the engine output of 240 hp seems rather modest from today's perspective, a real sports car feeling is created from the very first meter. The low seating position, the low vehicle weight, the double wishbone suspension all round and the pleasant V8 sound create a great atmosphere. Operating the clutch and manual gearbox requires almost forgotten physical effort, but this actually enhances the driving pleasure.

Without ABS and power steering

The Chimaera - with the roof stowed in the trunk - proves to be a perfectly balanced sports car on winding uphill stretches. The multi-disc limited slip differential ensures traction in bends, and the fact that the steering works without servo is only noticeable in small traffic circles or when parking. And although ABS and ESP began to gain a foothold in car production in the 1990s, such systems are missing in the Chimaera. TVR drivers have to master the driving dynamics without electric assistance - in wet conditions with a particularly sensitive foot on the accelerator.

The revised Honda HR-V can be recognized by the smaller radiator grille and the darkened headlight details. The facelift ensures a more striking, modern appearance, which is emphasized by the clearer lines of the bumper with integrated fog lights. The rear has also been redesigned; the LED light strip now runs across the entire width. The dimensions (LxWxH 4.36 x 1.79 x 1.58 meters) have not changed and continue to make the Honda a very clear car.

In the tidy cockpit a leather steering wheel is now available for all models. The gearshift also has a new leather trim, and the flatter and more ergonomically designed center console offers new storage compartments. In Switzerland, the Japanese compact SUV is now offered in five instead of three equipment variants. All equipment lines have darkened privacy glass, and in the new top version "Advance Style Plus", the HR-V comes with a panoramic glass roof as standard, which ensures a light-flooded interior. There are also three new colors: Sage Green, Seabed Blue Pearl and Urban Grey.

No change to the drive - and that's a good thing. The HR-V will continue to be powered by a 1.5-liter petrol engine in combination with two electric motors. This is then called HR-V e:HEV and delivers 96 kW/131 hp and 253 Nm of torque. Even if the driving mode switch can be changed to "Sport", the Honda does not become a wild dynamo: it goes from 0 to 100 km/h in 10.7 seconds. The HR-V remains a solid, comfort-oriented SUV in which you can select the level of recuperation via paddles on the steering wheel and thus drive even more efficiently, depending on your preference. According to the WLTP, the average consumption should be 5.4 l/100 km. On the short test drive in the rolling hills of the Jura, it is a little more, but the HR-V is still very pleasing. Prices for the Honda HR-V e:HEV now start at 37,490 francs. That's 1,000 francs more than before, but the revised version has more to offer.

Hybrids have a long tradition at Honda

In Switzerland, the segment of full and mild hybrid vehicles in particular is currently growing. And this is exactly what Honda has to offer with its diverse hybrid range. But not just since 2025, but for more than 25 years. The Japanese company started out in 1999 with the first generation of the Honda Insight. It was not only the shape of the aluminum body with the semi-covered rear wheels that was special, but also the drive system. The Honda Insight used a 1.0-liter three-cylinder engine combined with a 10 kW electric drive. "It was designed as a parallel hybrid, and the electric drive was placed as a sandwich between the engine and transmission," recalls Kotaro Yamamoto, Technical Advisor Honda Motor Europe.

Since these hybrid beginnings a lot has happened. And the Japanese have not only implemented the drive system as an ultra-economical variant. Honda's NSX sports car demonstrates with the SH-AWD hybrid system with 373 kW/507 hp and 550 Nm that a hybrid with all-wheel drive and nine-speed dual-clutch transmission can be dynamic. Last year, Honda then presented the latest hybrid generation, the i-MMD. "We later renamed it e:HEV, and it now powers almost the entire Honda hybrid range," explains Yamamoto. "We can recover almost 75 percent of the energy needed for acceleration through recuperation. That's what makes a hybrid that repeatedly benefits from recuperation phases so efficient - especially in city traffic."

The second important reason for the efficiency is that, thanks to its high efficiency, the electric motor delivers full torque immediately from the start, which is ideal for accelerating. "At high speeds, we also have a clutch that connects the petrol engine directly to the wheels without a generator or electric motor in between," explains the technology expert. "In addition, the Honda solution does not use a gearbox, which further reduces friction."

The hybrid is always in the ideal Load range on the road: Depending on the load and torque, a gasoline engine operates with very different levels of efficiency. It should therefore always be operated in the ideal range. But with a manual transmission, you almost never get into this range. Thanks to the additional electric motor, however, the petrol engine can almost always be operated at the ideal load. "Either the combustion engine receives e-support or, if it would otherwise leave the ideal range due to insufficient power requirements, it supplies additional energy to the battery via the generator in order to continue running in the ideal engine range," explains Kotaro Yamamoto.

Thanks to the experience gained from the previous hybrid generations, Honda can make even better use of the effect of the so-called Linear Shift Control and increase efficiency. "In addition to the HR-V, the latest hybrid generation is also used in the CR-V. The compact SUV is also available as a plug-in hybrid with a pure electric range of up to 82 kilometers and a dual-clutch transmission to provide more tractive power for towing trailers," explains Kotaro Yamamoto. "The Honda future also has a lot to offer: For example, the Prelude, which is also coming as a hybrid. The Prelude not only has a sporty design, but also a sporty hybrid drive with a two-liter petrol engine and simulated eight-speed dual clutch. So you can look forward to 2026," explains Technical Advisor Honda Motor Europe with a meaningful smile.

Ideally, you can charge your electric car at home - all you need is a wallbox. The TCS tested six models for charging efficiency, operation, installation and scope of delivery, functions and app. These were wallboxes with 11 kW power and a CEE16 plug. Positive: None of the models tested had any defects and all of them had a charging efficiency of almost 100 percent. The biggest differences in the comparative test were in the range of functions, operation and availability of an app.

Three models receive "excellent"
On some models, additional information and functions can be activated at the station itself, via an app or, ideally, via both. For example, it is possible to set charging power or time scheduling, and there are also statistics on the charging processes. There are some differences here. The wallbox from EB Troller impresses with its simple connection and app setup, a good display with details on the charging process and the range of functions. The surprise in the test is the wallbox from the Chinese provider Feyree. Simple installation and commissioning and many functions directly on the wallbox speak for the product. However, the CEE connection cable is very short and the instructions are only in English. The Ctek model is easy to install with just two holes and six screws. The accompanying app offers many functions, albeit without delayed charging. These three models were all rated "excellent".

It's worth looking at prices
The Defenzo, Tera and Heidelberg models each received a "recommended". If you simply want to plug in your vehicle and charge it, you can't go wrong with these wallboxes either. The TCS test also shows that there is no correlation between the price and the quality of the charging station. The test winners according to the evaluation criteria are the wallboxes from EB-Troller and Feyree. The charging station from Feyree is already available for less than 300 francs, while the model from EB Troller costs just under 460 francs. The Ctek model also received an "excellent" rating, but costs 690 francs with a bracket.

All details as PDF are also available here

It is not easy for DS Automobiles to find its place as an independent brand within the Stellantis Group. Alongside the mass manufacturer Citroën and the somewhat more upmarket brand Peugeot, DS is supposed to embody "Luxe à la Française". The replacement of Citroën was actually completed long ago - but now DS is invoking this very heritage and celebrating the anniversary of the iconic Déesse.

Exactly seventy years ago Citroën laid the foundation for what has been DS Automobiles since 2014 with the DS. The still young brand can therefore look back on a long tradition and does so extensively. At the classic car show "Rétromobile" in Paris, DS presents the new, fully electric N° 8 - pronounced "Numéro 8" - embedded in an exhibition of historic models. And celebrates the brand value of comfortable travel - "L'art de voyager".

As usual with the French brand, the DS N°8 also focuses on driving comfort. The chassis is equipped with variable damper control as standard, which is connected to a camera on the windshield. Supported by tilt sensors and accelerometers, the system analyzes the road surface in milliseconds and passes the information on to a computer that controls each wheel individually. In this way, the damping adapts to the unevenness of the road in real time and is designed to offer first-class comfort.

Visually, the N° 8 draws heavily on the "Aero Sport Lounge" concept from 2020. The lines combine elements of an SUV with the elegance of a saloon and the practicality of a Shooting Brake. With its striking vertical lights and illuminated front end, the production model looks no less futuristic than the concept car.

The new flagship from DS is to be the N° 8 - the successor to the DS9. However, with a length of 4.82 meters, it is around 10 centimeters shorter than its predecessor. This is particularly noticeable in the rear, where knee room is much more limited and the battery in the underbody reduces seating comfort. Despite its appearance, the car is not a typical chauffeur-driven saloon. In any case, the front seats are the preferred ones, where the occupants enjoy the full luxury of DS: Nappa leather, artfully integrated lighting elements in the doors, dashboard and center console as well as a high-quality sound system from the French audio specialist Focal create an exclusive atmosphere. And air vents in the seats ensure a warm neck on cold days.

If it's not a chauffeur-driven saloon, it's at least a touring saloon. The combination of a 97.2 kWh battery and aerodynamic optimization should enable an impressive range of up to 750 kilometers. A drag coefficient of just 0.24 c_W contributes to this, as does the relatively low weight of 2.2 tons for a vehicle of this class. A heat pump fitted as standard also ensures a high level of energy efficiency. DS promises consumption of just 12.9 kWh/100 km.

The DS N° 8 is based on the STLA medium platform, which is also used for the Peugeot 5008, among others. The most powerful variant with all-wheel drive offers 257 kW/350 hp. In the front-wheel drive version, customers can choose between Long Range with 180 kW/245 hp and a downsized version with a 74 kWh battery and 169 kW/230 hp. The range of the latter is also limited to 570 kilometers.

As a luxury brand Stellantis wants to position DS within the Group in the future - as the French counterpart to Bentley and Rolls-Royce. DS still has a lot of work ahead of it, as the N° 8 still has too many large plastic covers and little high-quality piano lacquer.

However, DS is also keeping its price on the carpet: the N° 8 will cost around 65,000 francs - a fair offer for a car in this segment. This is still a long way from Bentley and Rolls-Royce in terms of price. But the foundation for French luxury has been laid.

Automotive history tends to repeat itself: In the 1970s, we never wanted to buy Japanese cars. And in the 1990s, we didn't want to buy South Korean cars. Today we sit in a Mazda or Toyota, Kia or Hyundai and are happy. Now the Chinese are coming. They are likely to establish themselves even faster because they are starting at a higher level - as you can see and, above all, feel with Leapmotor. The Swiss car giant Emil Frey AG has been importing the (still) small Chinese brand since the end of January. Initially there are 16 Swiss dealers, half of which are Emil Frey garages.

Leapmotor was founded only in 2015 and is now closely linked to Stellantis (Alfa, Citroën, Fiat, Jeep, Opel, Peugeot and Co.). 300,000 cars in 2024. For comparison: as big as Porsche. But in 2023 it was still half that. Leapmotor is now launching in 14 European countries, initially with two models. The launch strategy: to be good and affordable. The C10 family SUV is priced from CHF 35,990 with an electric battery or with a petrol engine that generates traction current, and will even be available with all-wheel drive from under CHF 40,000 from the fall. We will soon find out what it can do in our test.

But first to smaller things. In other words, the T03 for 16,990 francs. An electric car that makes complaints about overly expensive e-cars fizzle out like eight-cylinder engines fizzle out. The Leapmotor T03 is entering a segment that has been abandoned by many brands: the subcompact segment. These are never big sellers in Switzerland, but there is still demand for them, whether as a second car in the suburbs or as a pizza courier. The only direct competitor is the electric Dacia Spring. Advantage T03: Everything is already included. Sunroof, sat nav, reversing camera, parking sensors, two large displays, six airbags, assistance ranging from radar cruise control to lane departure warning, online updates - everything comes as standard.

Sure, eye-catchers are different. But: it's always neat. Get in - and be amazed. Let's be honest: we were expecting an aroma of poverty. And what we got was economy (plenty of hard plastic), but at European level and super solidly made. Nothing rattles or creaks, chrome details liven things up. We would have liked the steering wheel to be height-adjustable and the front seats to be more upholstered; on the other hand, this is not a family car for a trip to Rimini. Rear passengers wouldn't arrive there in good health anyway: Depending on the size of the person sitting in front, it's tight at the knees in the back. But the space is as class-standard as the load compartment.

Which we like very much: Although the T03 is short at 3.62 meters and narrow at 1.65 meters, it is 1.58 meters high: a comfortable entry height and a great view, almost like in a city SUV. The digital displays are also well done: everything is puzzle-free and, apart from the fiddly digital heating controls, very practical. And: a five-year full warranty and eight-year battery warranty allay our concerns.

Let's go. With electricity, 70 kW (95 hp) is a different world than with gasoline: 0 to 100 km/h in 12.7 seconds sounds lame, but is subjectively fast. Why? With a petrol engine, we first have to rev it up and stir the gearbox eagerly. The T03 simply hums off and quickly picks up speed. No catapult, but no feeling of lack. And: no shifting, which is relaxing. The range? Enough. The 37-kWh battery officially (WLTP) gives 265 kilometers (factory consumption 16 kWh/100 km). On the test drive, it turns out to be over 240 kilometers. Speaking of speedy: the top speed of just 130 km/h sounds lame, but even between 100 and 120 km/h, the e-midget really picks up speed and is faster than the police allow. So surely the chassis has weaknesses? Not at all: The T03 corners nimbly, has impeccable suspension and is neither a sports car nor a sedan, but a well-balanced mix. Great: as in sports saloons, we can vary the steering and engine response in three stages at the touch of a virtual button. As a result, the e-dwarf, which weighs 1250 kilos despite the battery, is light and airy in the city, but corners ambitiously over land and never hurts us.

At home at the socket or wallbox (6.6 kW AC), it takes around three and a half hours from 30 to 80 percent of the battery, and 36 minutes at the fast charger (48 kW DC). Not insane, but good for this price segment. And madness is not the T03's job either: it offers nippy city dwarf fare at a very fair price, and 100 kilometers cost less than five francs of electricity. And suddenly you realize why Europeans fear cars from China: The T03 does almost everything right, so it shouldn't be its fault. Now we are curious to see how Swiss customers will react.