General impression:
I own one of 4683 Renault Vel Satis produced in 2006. Vel Satis is an original car, even too... Of course, the exterior design deserves special attention, it seems that when Vel Satis was created, the company's designers were on vacation, which did not bring them joy while the car interior was being created. But in the cabin you forget about him appearance, very high quality finishing materials (even chic) that create an atmosphere of boundless comfort. In the cabin, I like to ride in the back seat (it's good when my wife has a driver's license), this the best place to drive this car. driving position Of course, it’s convenient, a person of any height and weight can pick up the driving position without compromising the comfort of the passenger, namely the passenger. There is a feeling that the driver's seat was created after the passenger seats were designed. In general, this is a car for passengers or for the father of the family who loves his loved ones very much. But what does a car mean for a driver, for me personally, this is handling, and this is the most forte this car. Even despite the 170 horsepower, Vel Satis can accelerate very cheerfully, and how it behaves on winding paths ... I considered the Renault Clio RS handling to be ideal, but Vel Satis is very good with its dimensions (especially if you turn off the system exchange rate stability). The car has excellent brakes (very grippy and powerful). The presence of a large number electronic systems security has helped winter slippery road on trips to long distance, in which fuel consumption averages 8.5 liters at average speed 110 km / h (in the urban cycle - 14 liters). The average fuel consumption, taking into account Moscow traffic jams, is 12.1 liters from maintenance to maintenance (then the computer always reset), which for turbocharged engine F4R (most of the engine is known by Renault Duster, and he was also put on AZLK Svyatogor). Vel Satis shares common platform With Renault Laguna and Espace, from which most spare parts fit, i.e. there are no problems with them, and their prices are lower than that of cars of a similar class. For a year and a half of operation, he only pleases!
Advantages:
Comfort, comfort and once again comfort... But in order: 1. The cost of consumables and spare parts; 2. With a curb weight of 1650 kg. decent fuel consumption; 3. Safety, 5 stars in Eurocap; 4. High ground clearance (like a crossover); 5. Roomy trunk and a bunch of useful containers in the cabin; 5. And much much more .... one can talk about virtues for a very long time.
Flaws:
To correct the "face" of the car, I would like the rear seat backrests to be regulated. From a technical point of view, it is worth noting not very good light xenon headlights (foglights shine better), tried various lamps and ended up with Philips. With the general survivability of the suspension, the steering rods live for about a year (as of October 2016 they cost 1400 a piece), and this is the collapse of the convergence (in general, once a year you need to be prepared to spend about 20,000 rubles on maintenance without taking into account work (oil, filters, brake pads, tie rods and tips, a generator belt, an engine mount that will also have to be changed once a year, and I don’t know why)). I want to say that in a year I drive an average of 35,000 kilometers.
THE RETURN OF THE HIGH SEDAN
RENAULT INTERPRESTS PRESTIGE IN ITS OWN WAY
Vel Satis replaces the Safran model, known since 1992, on the "right flank" of the Renault line. The appearance of a serial sample on Geneva Salon 2001 was preceded by a concept car of the same name (Paris, 1998). front wheel drive car It has the only option transformable body - in the terminology of Renault, a high sedan.
TEXT / VLADIMIR ARKUSHA
PHOTO / VLADIMIR ARKUSHA, RENAULT
The name of these notes was suggested by the film, also French, once popular in Russia.
To create "Vel Satis" cost much more than a harmless comedy - even a grandiose blockbuster: 548.7 million euros! (Of these, almost half were engineering work and design). Naturally, having invested heavily, Renault is counting on the success of the vision ... - it's the buyer's fault. We hope that these connoisseurs special style of life, of which Vel Satis will become a part, by 2008 there will be about 300 thousand.
Not just an alloy of comfort, speed, safety, but something original, or even more - a national symbol. This is the goal set by the creators of "Renault Vel Satis". To whom, to whom, but "Renault" does not occupy originality: more than once its models determined fashion for decades to come, became a role model; the most recent example is the Renault Scenic minivan.
True, in executive class(this is the E segment of the European market) - their standards, mainly of German origin: Mercedes, BMW, Audi. But the creators of "Renault Vel Satis" considered following the recognized samples "a mistaken good idea."
The first impression of the new Renault is “high”. It does not deceive: "Vel Satis" is as much as 130 mm higher than the predecessor of traditional proportions. Tall - not just prominent: it's a natural fit, good review, abundance of air. "Vel Satis" will be appreciated by people of large physique (provided that their financial situation is in line with physical conditions ...).
Convenience is determined, of course, not only by height: the front seats have the widest range of adjustments. There are five of them: forward-backward, up-down, backrest tilt (separately upper and lower parts), height of the front edge of the seat. Three point harness built into the backs of the front seats.
Before choosing the most comfortable position and starting the engine, it is worth looking around. The interior is solid and quite modern, although the designers did not at all seek to create an atmosphere in an unusual-looking car. spaceship. Even the display of the navigator is hidden under an elegant visor along with round pointer devices quite traditional looking. The color scheme is excellent in light tone finishes, though not as convincing in dark colours.
The atmosphere of the trip is an important thing in the literal sense. Climate control is responsible for the state of the air in the cabin: it can individually adjust the conditions for each passenger.
Doesn't it sound like a monologue of a realtor praising a modern apartment. But in front of us is a car! Shall we start then? Just do not bother looking for the ignition lock and, in general, forget the word "key". We insert an electronic card with a personal code (we used it to open the doors by unlocking the alarm) into the slot on the panel and press the “start” button: the start is given! Once this was followed by the phrase: "The salon was filled with the mighty roar of the engine" - but no, now, as they say, no rustle, no sound. But under the hood - almost 250 "horses", the most powerful engine in the Vel Satis range.
When starting off, you do not need to release the handbrake. Parking brake here is automatic: he himself will feel that it is time to take the blocks away. This device is a novelty, but the automatic transmission on the top version has long been the norm for cars of this class. Yes, and the ability to switch gears of the "machine" manually has become commonplace. electronic brain excellently trained: the box works clearly, softly, does not irritate with "thoughtfulness". Japanese quality!
Don't be surprised - it's real result cooperation between two giant companies, Renault and Nissan. Both V-shaped “sixes”, gasoline and diesel, as well as a five-speed “automatic”, are made in Japan. Renault saved on expensive development and pre-production, its eastern partners were able to increase the profitability of their products, and the consumer received original car with extraordinary qualities.
However, then, behind the wheel, I was not distracted by reflections on the benefits of globalization - the feeling of driving a solid, powerful, obedient was enough - and besides, it was completely new car. I won’t assure you that everything in it is perfect: aerodynamic noise makes itself felt, sometimes the navigator is weird, the “parktronic” was too delicate, warning about an obstacle when reversing. As for aerodynamics, I agree with the Renault engineer: the air noise has become more audible, since the mechanical noise from the operation of the units is suppressed. However, you can't call him annoying. And to "learn" navigation and other electronics is quite a feasible task. Everything that makes up a car in the classical sense is done soundly and meets the standards accepted in the class.
Of the features of behavior on the road, I note noticeable rolls in corners and windage, especially noticeable when driving with trailers. Both are a payment for external solidity and spaciousness in the cabin: the center of mass is raised, and the sidewall area is large in comparison with lower bodies.
Behind the wheel of "Vel Satis" you do not get tired either in the city (excellent visibility helps a lot here), or on the highway - the brake dynamics of the car is a match for the acceleration. The foregoing is equally true for both modifications tested on a test drive - with petrol and diesel “sixes”. Moreover, according to the subjective impression (and what else can a presentation give?), the second option is even more comfortable.
As for other motors, you will get a minimum of information about them from the table. I will add that all diesels - with direct injection common rail, and gasoline engine 2 liter turbocharged - a novelty in the company's program.
The word "novelty" is the key to describe the milestone Renault model. Whether it's multi-link rear suspension"Trigon" (that is, a triangle), tire pressure control, cruise control with a distance sensor, frameless brushes windshield wipers moving towards each other (their movement is somewhat reminiscent of an astonished splash of hands), a DVD player. However, it is safer to watch movies at home, especially when you are sure that your car is under reliable protection. The key to this is the features of the branded anti-theft. For example, a castle electronic code locks the steering wheel in any position, besides it is able to “disengage” the control, so trying to break the steering wheel is simply pointless. But even before attempts to open the car, specially reinforced doors and a trunk lid resist.
By the way, the side doors and hood are made of aluminum for the sake of lightening - maybe not a novelty, but the solution is still rare on mass machines. I avoid the expression "fifth door", since Renault presented the car as a sedan - well, the trunk lid is made of thermoset plastic, like the front fenders. The total weight gain compared to steel is 80 kg!
Another figure deserves attention: 90% of the materials from which Vel Satis parts are made are recyclable and reusable. Saving resources - iconic theme modern world, some of the results here are simply amazing. For example, spark plugs will last 120 thousand km, the same number - camshaft belts. Even air filter on the gasoline “six” they will be replaced after 60 thousand (I wonder what amendment will be introduced to Russian conditions?).
But the owner of the new Renault will save not only on the service and “consumables”: also on body repair and insurance. In case of minor (“parking”) accidents, when the speed does not exceed 15 km / h, the radiator lining, wings and body spars retain their shape. This should impress the owner prestigious car: in such a car, a neat appearance is especially appreciated.
Back to where I started, appearance, features of perception of an unusual form. The creators of Vel Satis refer, in particular, to the fact that traditional sedans in the E class are gradually losing ground. Their motto is: "Reinventing the tall sedan, as it were." They rely on the authority of French culture, which has always been distinguished by an innovative approach to public objects: think of the Pompidou Center in Paris or the glass pyramid in the Louvre. Whether these considerations will affect the buyer (of course, coupled with the merits of the car itself), we will soon find out. In Europe, Vel Satis has been on sale since March at prices ranging from 30,000 to 47,000 euros; in Russia should appear in the fall.
The rear suspension is compact and acoustically comfortable.
A small test drive Renault Vel Satis.
“The courage of the city takes,” Suvorov asserted with skill. Renault, judging by the design of its latest models, decided to follow the precepts of the great commander. And courage is already bearing its first fruits - rumors that three Avantaims were privately brought to Moscow are retelling in such a tone as if it were a Lamborghini Diablo ...
We don’t know about “private” imports, but Renault itself officially imported one Avantime and two Vel Satis flagship hatchbacks into Russia. The cars are pre-production and are not intended for journalistic tests - Avantime will not be sold in Russia at all, and both Vel Satis hatchbacks are being evaluated on Russian roads. “We will present Vel Satis in Russia later, after evaluating the behavior of the cars and after studying the reaction of the public,” the French say. “After all, Russian drivers are among the most conservative in the world. Will they like Vel Satis?”
REALLY, will we like this one obviously unusual car? In order to understand this, it is necessary to conduct tests. Preferably comparative. And by hook or by crook, we nevertheless lured Vel Satis to the Dmitrovsky training ground.
Theoretically, for comparison with it, one could take the Citroen C5 - an example of another French approach to creating a large hatchback. But the Citroen C5 is like an “overgrowth” of class D, and in class E the company will soon be represented by the flagship model C6. Let's wait. Better take the Peugeot 607 sedan instead - more traditional french car segment E. At the same time, we will try to compare the advantages and disadvantages of the two types of bodies in this class.
So, Renault Vel Satis and Peugeot 607. Who will be the third? I remember, when presenting Vel Satis, the French assured that in the sector of large sedans they “do not shine” - it is pointless to compete with the cars of the German “Big Three”. Here we will check. Moreover, we will take for this check those that have not been known to us for many years BMW 5th series or Audi A6, and the latest Mercedes E240!
Two "French" and Mercedes. Two sedans and a hatchback. Moreover, the engines of all, although they are six-cylinder, are very different in volume - 2.6 liters Mercedes sedan E240, three liters exactly at the "six hundred and seventh" and 3.5 liters at Vel Satis. Comparing the incomparable! But these three cars have two very important general qualities— class and price. The most powerful Vel Satis V6 3.5, judging by European prices, will cost about $40,000. For about the same money, a fan of big french cars can buy a Peugeot 607 with a V6 engine and the richest equipment - for example, like the $ 44,500 car that we took for a test. Or maybe it's better to buy the latest Mercedes E240 for the same money, albeit with a less powerful engine? After all basic version costs $41600. True, considering additional equipment like on our test machine, all run up $52,000. But it's a Mercedes...
By the way, if we talk about the first impression, then Mercedes in this trio looks the most modest. Of course, the car is beautiful, but its appearance on the streets will not be an event. It is possible that the "average" appearance of the new E-class is a precisely calculated marketing ploy. But compare the soft forms of the E-class and the clear lines of the "six hundred and seven" as if adjusted according to the patterns of haute couture...
It is also disturbing that new E-class gives the impression of a feminine car. But cars in this segment are driven mainly by men. But Renault plays in contrast - Vel Satis is deliberately brutal. Weighty, rude, visible! But after you look at the receding "icebreaker", the flow of thoughts remains laminar - the impression is smoothed out by a more "calm" rear end body. As if Vel Satis is made in full accordance with the Taoist principles of the balance of female and male energies. Yin and yang, just the same. The interior is balanced, too, with the provocative asymmetry of lines on the front panel balanced by smoothed edges and a few traditional details like a stylish round analog clock. The visor, which stretches over the front panel almost from pillar to pillar, with its size evokes tales of climbers about snow cornices hanging from rocks, the collapse of which even a loudly spoken word can cause. And what a powerful impression the incredibly massive armchairs with bending compound backs make, like on the BMW “sevens”! And it’s comfortable to sit – moderately soft pillows, a good profile. The landing tends to be high, but you sit behind the wheel without any problems - the ranges of movement of the pillow and backrest front seat quite enough, everything is on servos. The steering wheel is manually adjustable in two directions. The pedal assembly is a little cramped, oddly enough with such a spacious niche under the front panel - the brake pedal should have been moved a little closer to the rest area for the left foot. But otherwise, a wonderful marquise ... Everything is even better than we expected!
And we expected that in terms of the quality of materials and general impression Vel Satis will lose to the German grand. But no! The plastic of the front panel is pleasing to the eye and to the touch, the upper part of the front seats and inserts in the doors are covered with noble suede. And this is far from the most expensive version - the main seating here is fabric, and instead of wooden panels - metal.
The “cheapest” part in the salon of Vel Satis is the “automatic” selector lever. Or rather, not the lever itself (it is just beautiful and crowned with a leather handle that is very pleasant to the touch), but a plastic shutter that covers the slot when it is moved. With a run of 8000 km, it has already been wiped to whiteness. Yes, and the mechanism for switching modes is not so hot - the lever is “viscous” and is not fixed in positions clearly enough.
What about Mercedes? Everything here is done quite beautifully - soft contours, good soft plastic. And the ergonomics are well thought out - the landing geometry is the best among the three cars, and the range of longitudinal adjustment of the front seats is the largest. But for the Stuttgart brand there is too much plastic, too much falseness. The amount of glossy plastic "under the tree" borders on bad taste. The temperature control rings on the center console rotate with little or no resistance and treacherously “backlash” at hand. And how to perceive panels crookedly fitted to each other - with gaps as thick as a finger?
Maybe the pre-series in our trinity is not Renault, but Mercedes? Or is this the Elegance version? After all, more dear Mercedes The E320 Avantgarde we tested a month ago (see AR #8, 2002) makes a different impression... When it comes to interior quality, the Peugeot 607 isn't all that great either. Glossy plastic overlays do not even tend to look like wood, the power window keys are distinguished by the most “tasteless” moves and efforts, and the menu control knob on-board computer at hand bends on the axis, as if resting on word of honor. But the design comes to the rescue - a luxurious light cream interior color, coupled with ice cream-colored leather, which is upholstered in the seats. Chic! And Peugeot did not let us down in terms of seating comfort - the seating geometry and seat profile are only slightly less optimal than in the E-class.
Now, logically, we should sit in the back, and then again compare the incomparable - the trunks of sedans and hatchbacks. But first, let's do another incorrect comparison - let's evaluate the overclocking dynamics.
Yes, the capabilities of the cars are unequal - the 245-horsepower Vel Satis has a huge advantage over its competitors. And to the credit of Renault Vel Satis it should be noted that he skillfully uses this advantage. Nissan "six" (exactly the same put on large Japanese sedans Altima and Sefiro) are great - silent and high-torque on low revs, at the "tops" it fills the interior with a muffled gambling tenor and provides the car with powerful and smooth acceleration. Take a look at the measurement numbers - just over eight seconds when accelerating from zero to one hundred, which almost coincides with the declared characteristics. Bravo Renault!
At the same time, the “automatic” deserves separate admiration - a five-speed and also Japanese, Aisin. Switching soft and very fast, almost imperceptible. Lags are barely noticeable even when going down two steps. And although there is a sequential mode, there is no need to manually shift gears on this car. He does everything for the glory! Peugeot 607 V6 - too fast car With quiet engine. But against the backdrop of Vel Satis power unit Peugeot does not look so advantageous. Four-speed "automatic" with inevitably "stretched" gear ratios noticeably smoothes the explosive nature of the motor. In addition, the box "thinks" is clearly slower - sometimes Peugeot "picks up" a second after pressing the gas pedal. And switching is often accompanied by tangible shocks. Mercedes a priori should be slower than both "French". The way it is. But this does not prevent us from saying with a clear conscience that the V6 engine is also great in the E-class - a noble sound, good traction, a pleasant pickup on the "tops".
And here's the box... This miracle of 21st century technology is proudly called Sequentronic. In fact, this is the usual six-speed “mechanics”, but equipped with clutch and gear shift servos. Surcharge - only 1400 euros without VAT. Two times less than for the "automatic". There are only two pedals. We start the engine, press the brake, move the lever to the left. In principle, the first gear should turn on. You can check this in the window inside the speedometer, but ... only if the steering wheel is straight and does not block the instruments with its spokes. And if the steering wheel is turned, then it remains to blindly press on the gas.
Go. The letter A is lit in the window - the “automatic” mode. The engine only manages to gain 2000 rpm, and the car suddenly nods. Patience - now the second one will turn on, and the thrust will appear again. The shifts themselves are quite fast, but unfortunately each is preceded by a short engine braking phase. As if a novice is sitting behind the wheel, who has not yet learned how to release the accelerator pedal in time when switching and dumps the gas a little earlier than necessary. However, while the gas pedal is barely pressed, it does not interfere. But it is worth going more actively, and pecks begin to annoy seriously. Involuntarily, you switch to manual mode - shaking the handle back and forth and at the same time throwing off the gas, you can almost eliminate unpleasant pecks. At the same time, the electronics monitor the correctness of the selected gear - if you are driving in fifth or sixth, and the speed has dropped to 40 km / h, it will carefully turn on the second one.
But also in manual mode not all is well. The algorithm of movements is “inverted”: a reduced (“minus gear”) must be turned on by pushing the lever away from you, and “plus” - by applying it towards you. In addition, you can go through the "neutral" only by pressing the brake pedal - otherwise the gear will not turn on. And if the door is not closed (for example, you are backing up in conditions limited visibility), then at the first release of gas, the box will automatically turn off the gear! Like, it's unsafe. At the same time, instructive inscriptions are lit on the display: “select the gear again” or “press the brake”. Like driving school, right...
When such a box is placed on a baby Opel Corsa, It's clear. But for a solid car, a good “automatic” is much better! For example, such as on Vel Satis...
By the way, we really liked that the pre-series Vel Satis turned out to be no less pleasant on the go than during the first acquaintance in Paris (see AR No. 3, 2002). And in some ways he surpassed those presentation cars - apparently, the suspension is stiffer here. Vel Satis flies into fast turns willingly and almost without rolls, which is surprising for such high machine. The rear double-lever suspension, the kinematics and huge travel of which (270 mm!) The French are especially proud of, regularly “taxis” - the car clearly stands on an arc and confidently prescribes high-speed turns. While the speed is low, the steering wheel is too "light", which, together with sharp responses to the steering wheel, reduces confidence in the car. But as the speed increases, the effort adequately increases. Plus powerful engine, excellent "automatic" and reliable brakes. Why not a driver's car?
And Peugeot pleased. Finally, the suspension of this car was brought to mind - there was no trace left of the former looseness, fuzzy reactions and a tendency to skid! Now the "six hundred and seven" is a big, solid car with soft, "thoroughbred" cornering responses. big steering wheel. Moreover, if you turn on the “sports” program for controlling the stiffness of adjustable shock absorbers by pressing a key between the seats, then Feedback on the steering wheel will become clearer, and the reactions more accurate. And how stable is Peugeot on a high-speed arc!
But Mercedes, whatever you say, rides the best. True, its reactions are even more smoothed - in response to turning the steering wheel, the E-class does not dive into a turn, like a frisky Vel Satis, but slowly changes its trajectory. There is always enough reactive action on the steering wheel, and the stability margin on a straight line and in corners seems simply colossal. Even with the system turned off ESP stabilization it’s damned difficult to break the Mercedes into a skid on dry pavement - under full traction, it only smoothly shifts outward, sliding all four wheels. Like all wheel drive...
And with the included ESP Mercedes - the quintessence active safety. The on-board electronics are set up perfectly - they enter into work delicately, but at the very right moment. And the E-class brakes are the most comfortable and efficient. The pedal has a pleasant elasticity - as if you are pressing on a tightly inflated ball. The ABS kicks in very gently, as does the ESP.
The brakes of the "French" are also good and only slightly inferior to the E-class in the ease of handling the pedal. And as for the “driver” electronics, the ESP on the “six hundred and seventh” is also set up perfectly - unlike the Mercedes one, it pretty hard stops slips, but comes into operation on time. And Renault “slows down” a little with reactions - the electronics first allows skidding or drifting to develop, and only then it catches on and starts to brake the wheels sharply.
Besides, rigid suspension Vel Satis could not but affect the smoothness of the ride. It is felt that its energy intensity is enough even for a broken country road. But there are more vibrations from the road to the body than in both sedans, and on hard bumps the car shakes noticeably. Mercedes is noticeably smoother, although it is also not ideal - on high speed begins to dance, repeating the profile of the road. And the Peugeot 607 could be even more comfortable than the E-class - in automatic mode adjustable shock absorbers, its suspension better “swallows” small road rubbish. But on the waves of asphalt, the heavy body begins to sway - slightly, but unpleasantly. And God forbid, if a pothole gets under the external loaded wheel in a tight turn, a hard blow will “pass” through the body. By the way, the tires on the “607” were changed after all the stories with the refinement of handling - now there are tires with the lowest 50% profile among our trinity.
It is obvious that Vel Satis, despite the bulky and high body, is the most dynamic and “lightest” on the go of the whole trinity. Indeed, driving this large and heavy car feels like a compact hatchback.
Sedans are different. More solid, serious, thorough. Moreover, it is more pleasant to drive the “six hundred and seventh” than the E-class! And not only because Mercedes is equipped with a troubled "sequentronic" - this particular instance has other oddities. For example, the gas pedal is unnecessarily tight, which worsens the feeling of accelerating dynamics. The steering wheel is also tight, and only in parking modes - with increasing speed, the force drops, and then begins to increase again. Marriage of an electronically controlled hydraulic booster?
Now we come to one of the most important points our test - to the assessment of internal volumes. So, instead of a sedan, Renault chose a hatchback body for the flagship model. And not ordinary, but emphatically high and "almost one-volume." If you put all three cars side by side, it turns out that Vel Satis is ten centimeters taller than both sedans.
What does this give the driver and passengers of Vel Satis? The first is the feeling of spaciousness: Vel Satis seems bigger inside than outside! The second is the ease of entry and exit. Getting behind the wheel in Peugeot, you have to dodge the massive rack windshield; the rear passengers of both sedans also need to “take the shape of a vessel” when landing. And Vel Satis, with its high doorways, allows you to sit inside with your head held high.
But the feeling of “excessive” space after measuring the cabin and the three of us behind control trips did not find proper confirmation. Oddly enough, sitting in the back is approximately equally comfortable in all three cars! Of course, Vel Satis captivates with the fact that it has a high ceiling and an almost flat floor. In addition, only it has drawers under the rear sofa, and the rear passengers have not only air vents, but also their own “control unit” for the microclimate. True, it consists of only two simple plastic handles: one switches the speed of the “rear blower” fan, and the other controls the direction of flow.
But if you do not take into account "additional amenities", then the gain in real stock space is not so great - a high roof and space for the feet of the rear passengers under the high-raised front seats. In sedans, things are worse with this - in the E-class, for example, there is very little space under the front seat cushions, and in the “six hundred and seventh” the extreme passengers almost touch the temples of the sloping rear pillars roofs. But these are nuances. And the rest of the cars are close: in terms of knee room, in width at shoulder level ...
In terms of visibility, Vel Satis is no better than Peugeot with its small rear window and protruding head restraints. And worse than Mercedes - it has a large rear window, and the headrests above the “sofa” are removed by pressing a button on the front panel. In terms of trunk volume, the sedan wins again - and again Mercedes. True, the back of the rear seat in the base E-class does not add up - there is only a hatch for long lengths.
However, in terms of trunk volume, Vel Satis is not inferior to the Peugeot 607 sedan with its long and low “pencil case”. And in terms of transformation capabilities, it is much superior to it - after all, a hatchback, after all. If in the “six hundred and seventh” after folding the back of the rear seat, a limited height and width opening into the cabin is formed, then Renault with its high roof turns into a kind of station wagon. True, one of the two parts of the back of the rear seat, when folded, remains sticking up by 30 centimeters, so that a flat floor does not work.
However, the Renault Vel Satis was born as a hatchback not so that its owner could transport boxes with TVs inside. And for what?
As it turned out, in comparison with classmate sedans, the main advantages of a hatchback with a high roof are a slightly more relaxed fit in the back seat and convenient entry and exit. But sedan-type bodywork also has its advantages, which allowed it to gain a dominant position in the class over a century of motoring. big machines. After all, the ideology of the sedan is the maximum psychological comfort of the owner. Highlighting luggage compartment in a separate volume, we distance ourselves from luggage. We do not want to travel with luggage “in the same carriage”. Smells, sounds... And we don't want the breeze from the street disturbing us when the driver opens the trunk lid for loading. So the concept big sedan hasn't outlived itself yet. But Vel Satis will have to prove its right to exist in this sector of the market. AND pleasant surprise for us, it became that Renault has quite convincing arguments not of a conceptual, but technical properties. After all, Vel Satis, like the Peugeot 607, was able to resist the latest Mercedes E-class! For comfort in the cabin, for technical excellence power units. As it turns out, even in terms of the quality of the finish...
True, we had Mercedes in one of the poorest configuration options. If you have money, then you can order a folding one for the E-class backseat, and a four-zone climate control system that takes even better care of rear passengers than the system in Vel Satis. But the fact that the most richly equipped "French" can in some way exceed the "base" Mercedes, which is close in cost, is a fact ...
It seems to us that Vel Satis still has some chances of survival in Russia with its conservative tastes. Its advantages are a striking design, an excellent powertrain and a more comfortable fit than sedans, spacious salon. And the minus is ... a bright design. And while the concept of a large high hatchback is unusual for all of us. Which inside seems even more spacious than outside, but at the same time it is simple and easy to manage, like a small Renault Clio ...
