Audi e-tron 55

Quattro, air suspension, dual electric motors – 408 hp, two and a half tonnes full size SUV… Too much?

The Audi e-tron puts itself between Jaguar I-Pace and Tesla Model X. I-Pace is a little smaller and lighter, but luggage space and performance are on the same level. Tesla X is larger and more expensive than the two, and has the lowest air resistance – a CW of 0.24. E-tron has a CW of 0.28 (0.27 with camera mirrors). Compared to the Tesla X, e-tron seems more conventional with a massive grille, four rings and highlighted, sharp profiles. Things that just catch wind and cut the range, but make the car look great!

Premium Feeling

I wanted to take my wife on a trip in the Audi that “everyone” is looking for right now. Since we’ve had a few great Audis in the past, I’d really like to get her opinion.

The seats in e-tron seem larger than in previous Audis. They automatically pull back when you stop the engine to ease entry and exit. In addition, the belts tighten as the car moves. Look and feel – just as expected, with leather upholstery over the dashboard and alcantara recesses in the doors. The only thing that does not harmonize with the premium feel is the center console. It has room for charging equipment, cell phones and stuff like that. But whenever I try to pick up something there, my rather big and clumsy hand gets stuck in cheap plastic.

Audi e-tron dashboard

No weight problems

The e-tron weights 2490 kg without driver. It’s one of the heaviest passenger cars you can get. The only car that can touch that weight is Rolls-Royce Ghost, or something like that. By comparison, the Tesla Model X with 7 seats weighs less than the e-tron.

I noticed that the e-tron also feels heavy on the road – in a positive sense. The gravity sits obviously low. I know a place where the road has a bump into a sharp bend. If you approach that piece of road a little too fast, you’ll put the chassis on a test. Heavy (and expensive) passenger cars normally go steadily through, while simple cars and vans often end up a bit out of balance. The Audi passed the road test with brilliance. I’ve also seen movie clips showing how well it is mastering curves on an ice-track. I’m sure the good weight distribution and the latest Quattro system do everything to keep the car on the road.


“We should take a few more trips this summer”, my wife commented. Cruising in an e-tron on a summer Saturday night with the sunroof open, gives a real good feeling! Electric vehicles and sunroofs go well together. It doesn’t really extend the range, but how wonderful it is to hear bird chirps while cruising silently along! Sound-wise, e-tron is very well muted from the road. You hear virtually nothing from the road and undercarriage. This in turn makes you sometimes hear the sound of the electric motors quite well. At around 50 kilometers / h, the electric motor sound can be quite annoying compared to other electric cars I drive regularly. When accelerating slowly, there is a sound reminiscent of a none-synchromesh transmission – a sound that shouldn’t be present in a premium car. Considering all the work Audi puts into creating great soundscapes, it’s strange that this sound has been allowed to dominate. The noise of regenerative braking, on the other hand, is like music in my ears.

It charges well from my wall mounted charger giving 7.2 KW through the Type 2 cable.

Too large to garage?

It is surprisingly easy to maneuver the car in narrow places. You know exactly where the wheels are. Inside our parking house, I noticed how huge e-tron really is. The parking sensors were beeping constantly as I concentrated to get the mirror on my left side past a pillar, while, at the same time, hoping that the front went clear of our neighbor’s Yaris. Audi e-tron ticked all the boxes on my wife’s list. “Approved” at all points except one: Parking in small places. “My” Audi had cameras showing front an aft, and even from above. There is also a system for curbside parking for those who need a little assistance. But at first, entering the parking house seemed like sailing into a harbour with an oversized boat.

Okay, maybe I’m exaggerating a bit, but keep in mind that the e-tron is bigger than you think. Therefore, I recommend testing that both you, and your better half, manage to get the “ship” safely into your own garage before signing the contract. I’ve seen how Tesla X owners struggle to get their “aircraft carriers” into the parking slots.


Audi announces that it is possible to charge completely within half an hour with a 150 KW fast charger. So far, there aren’t any chargers of that capacity in my neighborhood, but they will probably come. Most fast chargers in Oslo are 50 KW. They’ll charge full in 80 minutes. Since I was not going to use the car until the following day, I plugged it into my own 7.2 KW wall charger with the T2 cable. The battery level was then thirty-one percent. After 3 hours the estimated mileage had increased by as much as 120 kilometers. Not bad! Then you can do fine with your own wall charger unless you want to go on long journeys.

Audi e-tron 55

Regenerative braking

I took a trip to Sundvollen – about 40 kilometers from my house. It was a Ford gathering this weekend. Before I left, I made sure to enter my own preferences into the car’s infotainment system. Audi does not support one-pedal-driving, like BMW i3 and Tesla. So I chose to set the regeneration to manual and use the paddles on the steering wheel for regenerative braking and holding the speed on decending roads. It worked fine. I think the weight of the car contributed to that. On the way to Sundvollen, there is a long climb followed by a descent. It seemed that the car was only using energy on the way up. The ride down was free, so to speak. After returning home, the consumption indicator showed that I had consumed only half the actual kilometers traveled.

By default, the car regenerates energy automatically. According to Audi, the e-tron will drive like a normal fossil-fueled car. I think this is what Audi recommends. However, if you continue to use the paddles to apply regenerative engine braking, it will automatically be cancelled after a few seconds for the car’s electronics to take over. To me it seemed like the electronics sometimes activated regenerative braking a bit randomly. I think the feature may work better with adaptive cruise control.

Audi Drive Select

Audi Drive Select allows you to choose the car’s behavior on the road. I switched slightly between Comfort, Efficiency and Auto. Basically, there was little difference between them. In “Dynamic”, the steering, throttle and dampers are tightened – and the car lower itself at highway speeds to reduce air resistance and increase range. If you change Drive Mode while the car is stationary, you can clearly notice how the car changes height, for example when choosing between Offroad and Comfort.

Plenty of power

Due to road work in the tunnels, all traffic was routed via the old E16, with subsequent congestions and queue formations. There was no suitable place to test all the 408 hp and the boost effect you get on kickdown in S mode. I experienced the 360 ​​ordinary hp as more than enough. I was impressed how efficiently the power was transmitted to the road.

Shelby Ford F-150 Super Snake Street Truck. I like!

Just before I arrived at Sundvollen, there was a burst of rain. I had already seen several classic Fords leaving the event. A major Ford Dealer, RøhneSelmer Asker and Bærum, had put up three fat American pickup trucks on display. My favorite is the Shelby Ford F-150 Super Snake Street Truck. It has the same 5-liter V8 as the Shelby Mustang, 755 hp and lowered. 0-100 in 3.5 seconds! The funny thing is, even with full tanks, the truck weighs no more than the e-tron.

No center tunnel. Space for 3 adults.


Neither the batteries nor the electric drivetrain have made any compromises on the inside space. The Audi e-tron is a fullsize SUV. The interior space is superb for 5 people. The absence of a center console provides decent legroom for all the three back seat passengers. The luggage compartment is 660 liters distributed between 600 liters in the rear and 60 liters under the front engine compartment. The ordinary luggage compartment is two-fold, with the possibility to put charging cables and small items in the lower compartment. A tow bar is actually standard (at least in Norway). It can pull trailers up to 1800 kg. You man also put up a roof rack.


Audi e-tron was tested by Euro NCAP in 2019 with 91% score for adults and 85% for children. The score itself is on par with other modern cars today – neither more nor less. The most critical remark of the test is in the case of a severe sidebar crash where passengers on the same side suffered serious rib injuries. The car provided good protection against whiplash injuries, and the automatic emergency stop system worked perfectly. Also remember that NCAP has only tested the car in collision with rigid objects. In case of a road accident against smaller vehicles, I think those in the big, heavy Audi have better chances.

Read Euro NCAP’s Report >>

Decorative element in the garage


Audi’s first electric car is going to steal customers first and foremost from Tesla. At the moment, I have the impression that “everyone” is buying the Audi e-tron (Norwegian market). It’s the same impression I had of Tesla a few years ago. Audi e-tron has already gained high popularity, which is good for the future trade-value.

Compared to the competitors, and other Audi SUVs, I think e-tron’s purchase value provides a great value for money. After all, you get plenty of engine power, air suspension with advanced damper programs, Quattro, tow bar, etc. The value of expensive electric cars follow a normal price curve, which we see for the Tesla. But Audi e-tron has so far not proved faultless, nor has Tesla. I think e-tron owners hardly have to fear unforeseen service expenses within the 5-years warranty period. The Volkswagen Group has declared that they are going “all in” for electricity. The e-tron is a pilot project. The German factory cannot allow the project to fail, and will probably do everything possible to keep e-tron customers happy.


The battery pack alone weighs approximately 700 kg. If you also need to carry 5 people and luggage, a solid vehicle is required – like a large SUV. As a family car, e-tron does not suffer in any way from being equipped with batteries and electric power. Space conditions are plentiful. The powertrain offers plenty of power – and the Quattro system, chassis and weight distribution ensure good grip. It’s fantastic that an EV now can pull a proper trailer or caravan. The specified range is 350-417 kilometers (WLTP). “My” car, fully charged showed a range of 350 kilometers, which is pretty realistic. If you install a wall charger at home, you will rarely have to charge on the way. The Audi e-tron is an ideal family car. On the minus side it can be pointed out that it is big, heavy and expensive.

Too much? – Nah!

A good place to hide cables and stuff



2 electric motors at each axle, electronically controlled four-wheel drive.
Powers: 360 HP combined. In dynamic mode, a boost of 408 HP is given for 8 seconds.
Torque: 664 Nm constant from 0 (under boost).
Transmission system: 1-speed automatic transmission


0-100: 5.6 seconds
Top speed: 200 kilometers / h

Weights and Measures

Length, width, height: 490 cm / 190 cm / 162 cm
Wheelbase: 292 cm
Front / rear track width: 165 cm / 165 cm
Weight without driver: 2 490 kg
Payload: 565 kg
Total weight: 3 130 kg
Trailer weight – with brake: 1 800 kg
– without brake: 750 kg

Range and charging

Range 350-417 kilometers (WLTP)
Range indicator under test: 350 kilometers
Fast charge with 150 KW: 30 minutes
Fast charge with 50 KW: 80 minutes
Charging with 7.2 KW: 12.5 hours
Number of kilometers charged per hour 7.2 KW (test): Approx. 3 hours gave approx. 120 kilometers from 40% capacity
Battery capacity: 95 KWt

Price and equipment

All prices in NOK (Norwegian Kroner)
Audi e-tron 55 Limited Edition: 822 700, –
21 ″ rims: 11 200, –
Panorama sun roof: 15 600, –
Dark panes behind the B-pillar: 4 810, –
Painted right down: 3 750, –
Leather seats: 10 150, –
Leather interior: 7 460, –

Other facts

The car is rented through
Owner: Møllerbil Oslo Vest
Odometer: 5116 kilometers
Kilometers run: 128 kilometers

Audi e-tron – more pictures

You can click on all the pictures to see them on a larger scale. The default resolution is 1080 × 720 pixels.

The Type 2 cable hides down here.

Well done! The e-tron is back at Moller Bil.


Volvo V90 T8 Twin Engine

-Next time you are testing a new car, I want to go to Oslo Fashion Outlet.

Few people are more picky about cars than my wife. That’s why I was excited about how she would react to the new Volvo V90. For my part, I like Volvo better than most other cars.

I picked up a Volvo V90 T8 Twin Engine AWD. It is a hybrid concept with two engines, – a supercharged turbo gasoline engine at the front and a rear mounted electric motor. The petrol engine produces 320 hp and has a torque of 400 Nm from idle speed. The electric motor produces 87 HP and has a constant torque of 240 Nm. All in all, we talk about 407 HP and a torque of 640 Nm. Enough to match a supercar.

No racing car

The Volvo does not feel like a racing car. Don’t get me wrong. You can accelerate from 0-100 to 4.7 seconds and the specified top speed is 250 km / h. Enough to leave most traffic in the dust. But behind the wheel I did not feel any urge to test the limits. Gliding through the inner city streets of Oslo, I felt like a royalty. The wide, low-cut windshield and the aggressive front gave me a kind of “king-of-the-road” confidence. And while cruising along, I got associations to the BMW 5 Series. Maybe not so strange. I had chosen to drive on electricity, and voilà – there I was driving a rear wheel driven car.


New generation Volvo interior. Gone is the award-winning center console with the button cluster. No place in my home offers more comfort than this!

Getting acquainted

As a guest driver for one day, I did not have enough time to explore all the options of the car. I just wanted to get on the road, but needed a few minutes to study the most elementary functions. Start and stop button, for example. It looks like a button but is supposed to be turned like a key. The gear lever must be pushed once for each step you want (R-N-D-B). To switch from Drive to Reverse requires two separate moves. Push it once to go from Drive to Neutral  – and push it again to go from Neutral to Reverse. Park is on a separate button. The handbrake is electromechanical, by the way.

There is a whole lot of configuration options. The infotainment system lets you configure steering, throttle, braking and climate system. I realized that I did not have time to go through all of them. I did not have time to recharge the batteries either. They were just under a quarter of full capacity. I might have topped them up in less than two hours. using my garage mounted EV charging station with a Type 2 cable on 16A, 3.7 KW currency. That would give a theoretical range of 44 kilometers.

Driving without external charging

The crux of running a hybrid car is that you can run solely on electricity as long as you have a charging station at home and/or at work. Nevertheless, I know people who never charge their rechargeable hybrid cars. They just drive. Then it’s important that the car manages to regenerate electricity by regular driving, so that it still can operate in hybrid and EV mode. I put the gear lever in “B” to capture energy from the engine brake. It is not very powerful, but still charging the batteries a little. I noticed that the car went well on electricity from standstill and while the engine was running without pressure. All in all, a nice balance between gasoline and electricity.


DIgital instruments and head up display (not visible on the photo).

On the road

After having adjusted  the passenger seat correctly, my wife nodded with a vague smile. Evidently she had approved the interior, although she did not care much about the decor in brown wood. “A bit tacky”, she commented while eyeballing me: “You like it, right?” – When we specified the decor inside her last new car, I had considered wood-inlays, but she insisted on hi-tech metal. “Woodwork is for old people”, she said. Nevertheless, it seems more appropriate to be embraced by forest materials in a Volvo than in an Audi. Okay, I did like the brown wood, but said nothing to my wife.


Parked at Oslo Fashion Outlet (recently changed name from Norwegian Outlet).


Oslo Fashion Outlet is a shopping mall for quality brands, like Hugo Boss, Gant, Helly Hansen, to mention a few. The prices here are a lot cheaper than in other magazines. I found a pair of discounted jackets at Gant and spent the rest of the shopping chilling on a sunny bench in the outdoor atrium while my wife searched through all the other stores. Then we had a nice lunch before moving on.

The street going from Oslo Fashion Outlet to the center of the small town Vestby is filled with warehouses any small town in the world would love to have. We popped into another shopping mall for groceries before we took the long way home. Not the motorway. The road that runs through the forests and accross farming landscapes.


Easy to use. Room for charger/cables under the plate. Underneath all is the electrical motor.

Just before Nordby, we stopped at Riis Farm, a beautiful, classic manor house where the barn has been turned into a clothing store for fashion clothes. British, French and German quality clothes you don’t find in ordinary shopping malls, – not even at Oslo Fashion Outlet. The front yard made a nice sourrounding for the clothing magazine inside – and the Volvo outside. I find that the V90 is a real “estate car”, – as the Swedes say: “Herrgardsvagn”. A name that has followed Volvo ever since the 122 Volvo Amazon.


“The Shop in the Country” sells quality clothing of British, French and German brands.


If I could only use one word to describe the V90 cockpit, it would be “feelgood”. The world’s most comfortable car seats designed for tall Scandinavians, head-up display, digital instruments, damped noise level, premium sound system, good company and plenty of power.

If I was to put my finger on something, it might be the noise from the 18-inch studless winter tires. It was not loud in decibel, but the sound had a whining character, like the wheels of a semi-trailer. I think 19-inch summer tires might be even more noisy, but perhaps in another pitch. Hopefully a bit lower. I also noticed that during slow braking the brakes slammed on the last meter or two before standstill, as if the handbrake automatically went on while the wheels were still rotating. I know, I should have studied the settings on the infotainment system. Maybe I could turn off automatic handbrake, – something like that.


Trim level – Inscription


It seems that large, conventional station wagons lose market shares to SUVs. I think most families choose the XC90 SUV instead of V90. Volvo’s T8 rechargeable hybrid system is not the cheapest powertrain on V90. The D3 150 hp 2 liter turbo diesel will work fine, although I would prefer the D4 190 hp. A quick search on V90s for sale, shows that more than 75% are diesel. Hybrid is beneficial if you have the opportunity to charge at home and/or at work. If you drive largely outside the reach of the batteries, you will achieve better fuel economy with diesel. Another factor to consider, is that the T8 drivetrain have many components we still know little about in terms of expected life time and maintenance costs.


Volvo V90 T8 drivetrain:

volvo-v90-t8-doortrim1Engine volume: 1969 ccm (gasoline).
Power: 407 hp (320 hp petrol + 87 hp electricity).
Torque: 640 (400 Nm gasoline + 240 Nm electricity).
Transmission: 8-speed automatic.
Operation: 4-wheel drive via control-by-wire between gasoline engine (front) and electric motor (rear).

Volvo V90 dimensions:

Length: 493 cm
Width: 189 cm
Height: 147 cm
Wheelbase: 294 cm
Luggage compartment under the cover: 560 liters
Tank volume: 50 liters
Curb Weight: 1975 kg
Max. Trailer weight with brakes: 2100 kg
Max. Trailer weight without brakes: 750 kg

Prices (NOK):

Purchase price: 710 900, –
Technology Package: 16 900, – or Technique PRO: 26 900, -.
Technology package is a “must have” because it includes LED and NAV. Tech PRO includes head-up display.
Metallic paint supplement: 9 900, –
Tinted windows from B pillar and backwards: 4 100, –
Chrome exhaust pipe and diffuser: 7 295, –

Owner: Hertz Bilpool


Fiat 500 in Vacation Mode

Never change a winning horse.

When the Fiat 500 got a facelift last year, I had expected more drastic changes. After all, this retro model has been in production for 10 years, and only minimal changes have been made along the way. The explanation is simple. The Fiat 500 sells better and better. You don’t change a winning horse!

I think the modern Fiat 500 is one of the most successful car designs ever. Last year’s facelift was a small one. I noticed a new horizontal chrome strip in the front and a new grill between the fog lights. I also noticed that the front lights, as well as the tail lights, are changed. Inside, an infotainment system with touch screen is in place. The panoramic glass roof allows a lot of light to flow into the cabin. It makes the cabin look spacier, but all the bright light from above makes the instruments sometimes hard to read.

The look of the Fiat 500 oozes class. It fits in everywhere. Curbside on dingy side streets, at downtown cafes between Italian Vespas, – or in the driveway of a luxury villa. At least it decorates my village in the South of France.

Bordeaux Opera is such a dark color that it sometimes appear as black.

“- I like the car”, my wife said. “But it looks tiny with you behind the wheel”. I do not feel like an elephant in a cage, but realize that she might have a point. You don’t expect to see a tall Nordic guy behind the wheel of a Fiat 500. However, it feels far from cramped inside.

In the South of France, mini cars like the Fiat 500, are more popular than in the Nordic countries. This is due to two things – insurance rules that make it impossible for young drivers to drive anything but the smallest cars, and that parking sometimes can be a challenge. A tall man driving a small car, does not create any negative attitudes, I believe. Everyone knows that a Fiat 500 may well come from a family with more than one vehicle in the garage. Maybe a Ferrari, or something similar?

I notice that the driver’s seat provides good thigh support when I jack it down, which is the only height adjustment option. I think if you have shorter legs than me, you may be forced to sit quite high – or close to the steering wheel – to reach the pedals. The wheel can be adjusted in height, but not in length. If you have short legs and long torso, you might find it difficult to find a good position – but these are only speculations. I’m sitting comfortably, but I find the pedals, especially the clutch pedal, a little too much to the right. There is simply no room at the left because of an intrusive wheel arch.

Retro inside as well.

I like the steering wheel and the controls. The interior colors are fresh, with white leather steering wheel, white center console and inserts in the dashboard. I love the way the interior has captured the car’s paint color. Everything feels chunky and solid. A couple of times I have pulled the seat height adjustment lever instead of the handbrake. The two “handles” are placed side by side.

The Fiat 500 runs like a regular, modern car. It was surprisingly steady on the highway. I have also taken it across a lot of mountain roads, some with rough surfaces, tight turns and steep climbs. I haven’t found anything wrong about the car’s ability to handle different surfaces under different conditions, given the fact that it is a mini car.

I could wish for a more powerful engine, though …

My Fiat 500 had the simplest engine option, a 1.2 liter engine (SMPI VVT) – 69 HP and a torque of 102 Nm / 3000. The engine is what it says on the paper. It seemed to hesitate a little when accelerating. I think it was because the car only had 1000 km on the counter, and that the air conditioner worked really hard to cope with outside temperatures of 35-38 degrees Celsius.

To keep up with the local traffic along the mountain roads, I had to accelerate and brake more than I was comfortable with. The 5-speed manual transmission was easy to work with. The gear lever is placed high up and close to the steering wheel, making it possible to shift quickly. But why hurry? In vacation mode, we chose to pull over frequently to let the the local cars pass by.

Surprisingly good space in the trunk.

The front room is good for two adults. The back seat has room for two. In fact surprisingly good space, since you sit quite upright in the front seats. Two tall people will hardly sit comfortably in the same longitudinal direction. You cannot expect that within three and a half meter. By the way, I’m pleasantly surprised by the trunk. It holds more than you would think, but requires that you stow smartly.


Fiat 500 is tested by NCAP. The results are not quite as good as competitors like Volkswagen Up! and Citroën C1. The Fiat 500 was punished because the dummies in the front seats were measured for severe retardation at their heads. Even though there were no physical damage to the heads, NCAP considers that there may be a risk that people inside the car may be subjected to internal head injuries. Sideways collisions and sideways to pole worked well.


Fiat 500 is considered relatively expensive cars for its class. It has been produced almost unchanged for 10 years, but still sought after in the secondhand market. Better than most other cars on the market. During the end of the 80s, the importer and dealer network in Norway was shut down due to bankruptcies. Fiat owners were left on their own with cars that had quite many quality issues at that time. This is something your dad would like to tell you about. But don’t worry! Today’s Polish-built Fiats have proven to be working well since the launch in 2007. Sales and after-market of Fiats are now taken care of by new enterprises.

I have not yet measured the fuel consumption in detail. So far, with driving on mountain roads and highways, our consumption seems to end up around 0.61 liter / 10 km. I don’t think that consumption will ruin anyone, but if you choose the TwinAir engine, you’ll probably get much better consumption figures.


The Fiat 500 blends well in everywhere you go. It has a great look. I am pleasantly surprised by the space and the comfort. There are no problems driving this car for hours on the highway. I have been driving my Fiat 500 a few days in southern France and feel lucky to spend a couple of days more with it. You might expect me to say that Fiat 500 1.2 liter may not be a good choice for keen drivers. But as it happens, I have already been more on the road with this little Fiat than many bigger cars I’ve had here …

Maybe it’s because I’m in vacation mode?

A new infotainment system is one of the novelties.

Intuitive climate panel. ASR means Stability Control.

A great design!

I like the design on the main instrument cluster, but not the quality of the digital center display. Very difficult to read in strong sunlight.

The fabric in the seats contributes to a premium car feeling.

The back seat has room for two…

A Tribute to the VW Bus

In fact, all Volkswagen buses are great, especially the early models T1 and T2. Functional, simple and very beautiful. I’d like to emphasize the feeling of having huge space inside, despite the modest external dimensions. The comfort can be a little so-and-so. The seats are strictly functional. You are sitting pretty much upright. The sound level inside is not bad, due to the rear mounted engine. But a rear mounted, air cooled engine does not make the best foundation for heating up the cabin of a mini bus. Keeping the windows defrosted during the cold Nordic winters can be a challenge without the optional Ebersprächer heating system.

I remember the old VW buses from my own childhood. They were popular as commercial vans, family cars for large families and households who wanted a combined company car and passenger car. When they had finished their service, many were driven into the woods or on a ground where they were left to rust and slowly transformed to moss.

Even as rusty wrecks, the T1 and T2 are beautiful cars. Today, old wrecks are dragged out of the Nordic forests to be renovated and repaired on the Continent by people with plenty of time and money and a burning love for VW buses. It might be profitable, too, as vintage VW buses can be traded at ridiculous high prices. They are valued according to the number of windows. The more windows, the higher the price.

Every year, many of the world’s finest VW buses make a visit to VolksWorld at Sandown Park racecourse in Esher, Surrey. I was there last year and took the pictures in the gallery at the top of the page. In 2018 the event will be held 24-25 March. All green areas are transformed into a large camping area where owners of VW buses can stay overnight. Many of the visitors are coming over from the Netherlands, Belgium, France and Germany.

Ratlook, slammed, pristine – all are equally fine. I always take pictures of T1s and T2s, both at exhibitions and along the road. I have only one concern, though. I see a lot more buses than pickups. Where have all the VW pickups gone? I fear that many of them have ended up as donor cars for bus projects.

– Hope to see more VW pickups on VolksWorld 2018!

VolksWorld Show – Sandown Park – 24th & 25th March 2018.

Toyota Auris Hybrid – Real Consumption

EU Consumption Figures can be a bit misleading, especially for hybrid cars.

One of the main issues is the way the tests are performed. There are two different driving cycles. The urban driving cycle, – about 13 minutes and 4 kilometers of a prescripted urban driving behaviour. Then, 6 minutes and 40 seconds of extra urban driving, covering a theoretical distance of 7 kilometers. A good hybrid with fully charged batteries could easily pass the entire test more or less on battery power alone. In real life, batteries will be partly discharged and your fuel consumption will be a lot higher.

0.44 liters per 10 km (country roads)
MPG (US): 53
MPG (Imperial): 64
Outside temperature: 3°C
Inside temperature inside 21°C
Speed: 70-80 km / h
Distance: 56.7 km
Wind: Light air 1 m / s

0.53 liter per 10 km (highway)
MPG (US): 44
MPG (Imperial): 53
Outside temperature: 3° C
Inside temperature inside 21°C
Speed: 100-120 km / h
Distance: 42.8 km / h
Wind: Light air 1 m / s

The eco meter.

The only way you can charge batteries in a non-plugin hybrid car like Auris Hybrid, is by taking it on the road and drive it. It has regenerative braking. The brake energy is lead back into the batteries. The onboard system decides when and where to engage the electric motor. Everything happens automatically. Just drive as normal.

Toyota Auris Hybrid STW.

If you are looking for an affordable hybrid station wagon, you cannot overlook this car. There is one alternative: The 7-seat Prius+ Seven with the same motorization, – the 1.8 VVT-i Hybrid Advance where the 99 HK gasoline engine cooperates with an electric motor of 37 HP. There are simply no other hybrid competitors at the same price that can serve as an everyday family car.

Toyota Auris Hybrid is one of “my” cars. Not for real. Just rental cars I use for various transportation purposes. A typical everyday car. I dislike the CVT gearbox and the Eco driving mode. I might also add that I have never considered taking the long way home. Well, that is not quite true … On Sunday I took the car for a Sunday trip to measure fuel consumption and gain some more knowledge of Toyota’s hybrid concept.

First stage – The highway between Oslo and Drammen came to a complete stop about halfway. Someone had found that Sunday morning was such a fine time for carrying out some road work. In situations like this, the gasoline engine shuts itself down and leaves the rest to the batteries – that is, if they were charged. Dammit! Every time I pick up an Auris Hybrid, the batteries are completely empty. During 50 minutes of road block, the gasoline engine went almost continously at a high and somewhat irritating idle speed. Anyway, I was glad to keep the heater and the defroster alive. The weather outside was 3 degrees and light rain.

Dashboard view.

The batteries are recharged when you press the brake pedal – so called regenerative braking. By putting the gear lever in «B», you will get an engine brake that also has a regenerative braking effect. There is a long decent on the highway into Drammen. When I drive electric or hybrid vehicles, I normally use the engine brake to the full extend down the decents to give the batteries a real boost. In Auris, the engine brake is not particularly powerful. I heard the gasoline engine revved up as well, slowing down the speed, but with just moderate or no charge of the batteries. Shame on Toyota! It lets precious brake energy disappear through the exhaust pipe.

South of Drammen I took the old south-bound road to Holmestrand, a small village by the sea. The old road has a speed limit of 70 km / h. It is ideal for economical driving, and best of all, – it is not a toll road, like the new highway. Average consumption had shown 0.53 liters / 10 km on the highway. Even though I had reset the dashboard computer after the long decent. Still it seemed to be stuck at 0.50.

The gear lever. Reverse, Neutral, Drive and Brake (engine brake). Park is on a separate button.

I switched the gear lever between “D” and “B”. With the gear lever in “D” it is possible to let the car roll several hundred meters without any assistance from the gasoline engine. Almost no fuel is consumed, but unfortunately the batteries aren’t charged either. Sometimes I chose “B” to reduse speed or hold the car down the hills, and charging the batteries at the same time. I imagine that the hybrid concept works better when there is power in the batteries. The range in EV mode is not very good. It makes it barely possible to pass through 40 and 50 km / h zones. It is a good practice to accelerate carefully from standstill to let the electric motor bring the car up in speed before the gasoline engine takes over.

I was not particularly pleased with the average consumption when I turned into the harbor of Holmestrand. 0.52 liters per 10 km was way too high. I had driven at steady speed between 70-80 km / h. I had been very careful neither to press the accelerator too quick nor too hard, especially when picking up the rpm after rolling freely. If you press the pedal too quickly, the CVT gearbox revs up the engine more than necessary to maintain the pace. I think Toyota’s CVT gear box is too nervous. A double clutch gear box solution would have worked better. A lot better.

I parked beside another British car.

The ice-free harbor in Holmestrand is a terrific offer for boaters. It is nice to stroll along the harbor street. The northern wave breaker is shaped like a fishing pier, filled with recreational fishermen. The cod is delicious at this time of the year.

Fishermen side by side on the wave breaker.

Auris is a compact family car. The luggage space is not particulary large. The loading area is a little narrow, though. Compact cars nowadays are just as large as middle family cars were 10-15 years ago. On the road, the weight distribution feels good. Inside, there is enough space and comfort to call it a family car.

I reset the dashboard computer before I started my way home. Average consumption seemed to stabilize at 0.42 liters / 10 kilometers. For the first time, I chose to take the “long way” home with the Auris. I followed the coastal road from Sande via Svelvik to Drammen. This road is also speed-regulated, but more winding than the road I took on my way down. I stopped a few places to take some photos. I spotted other people doing the same. Some took selfies against the fjord in the gloomy and idyllic winter light.

Idyllic scenery looking across the fjord.

I noticed that the Auris automatically switched to electricity around the small coastal village Svelvik. I obviously had plenty of battery power. My “long” trip from Holmestrand to Drammen was conducted with an average consumption of 0.44 liters per 10 km. The highway between Drammen and Oslo at a constant speed of 100 km / h was traveled at 0.53 liters per 10 km. I think Toyota could achieve better consumption figures if the engine brake had better effect, and the gearbox did not let the engine rev so unnecessarily high. I think the hybrid power train of Volkswagen Golf GTE works better and is a lot more pleasant to drive, although real consumption figures are the same

Well, hybrid cars do not pollute when driven through urban areas. That is good, but the most important reason for me to choose a hybrid, is the fine torque you get when both the gasoline and the electric motor work together. It actually gives some driving pleasure, – assuming you do not touch the “Eco” button.

It will drain the last bit of fun out of the Auris.

A compact sized family car


It looks good in black.

530 liters of luggage storage.

The trip is over and so is the coffee …


Air-cooled Beauties

There is something special about air-cooled Volkswagens and Porsches.

I think we all have memories from an air-cooled Volkswagen. Good memories. At least I have. My first ride in a Beetle was in ’64. A green split-window from 1953. I never forget.

Earlier this year, I took some pictures at an exhibition held by local owners of air-cooled Volkswagens and Porsches. The event was held at Oslo Folk Museum, a place where different time capsules are being kept authentic, like the 50’s and the 60’s, – the years when the air-cooled beauties were roaming the streets.

If you click on the picture gallery above, you will see 1959 Porsche 356, 1950 VW split-window Beetle, 1973 Porsche 911, 1973 VW 1303 S Cabrio and a couple of Beetles from the sixties.

A small steering wheel

2015 Peugeot 208 Style 1.2 / 82

All I knew about this car was that it was French and had a rather small steering wheel.

-“What a small car!”  That was the first thought that went through my mind as I picked up the 208, parked next to a bulbous Peugeot 3008. From the inside, the 208 felt quite spacious. Peugeot has managed to create extra room for the driver by pulling the A-pillars far forward and putting in a tiny steering wheel. Even though it is small, it feels solid. The instruments are gathered in one cluster above the steering wheel and a touchscreen is placed exactly where it should be, high up on the middle of the dashboard. The airconditioner controls are located further down on the center console. I would not call the interior elegant, but elements of chrome and soft plastic made a positive impression.

Tinted rear windows from the B-pillars and chromed side mirror housings, alloy wheels, fog lights, manual air conditioning, leather steering wheel, electric front windows and nice seat textures tell me that we are a few steps up on the equipment ladder. I like the paint as well, – “gray shark”.

Peugeot claims that a small steering wheel enhances the driving pleasure. It certainly made the car feel “handy” in the city. But on open roads, it did not make any difference whatsoever. We ran across some strong side winds. The 208 is not more sensitive than other cars in its class, but it felt a bit odd to correct for crosswind with such a tiny wheel.

Odd, but not unsafe.

I would say there are a few aspects of this car that could make it a ladies’ car. The first is the small wheel. Second, the pedals. I nearly got my foot stuck between the brake pedal and the accelerator, wearing my Danish Ecco-shoes size 46 (US: 13). The 208 really could have been a feminine, trendy, French car if it wasn’t for the gear lever. It is so big and clumsy that I guess it must have been designed for an 18-wheeler.

Nor did the 1.2-litre petrol engine feel particularly chic. The three cylinders gave an unusually rough sound when it was pushed, and I was forced to push it several times on the busy roads in the South of France. At cruising speed, the engine went ever so smoothly with a nice purr, but every time it was pushed, the harsh sound returned. According to specifications, the engine should deliver 82 HP, and I believe the figures are correct, but the rough sound gave me a feeling of having less power.

With approximately 8000 km on the counter I felt the powertrain a little wobbly when maneuvering through slow traffic and in parking houses. It is also possible to hear the transmission and powertrain quite well, as you do in most French cars. I like French cars, and the 208 is no exception. I might as well describe the noise from the powertrain as “charming”.

Let me also point out that the Peugeot had a very good road holding, as I would expect in any small French car, and indeed in a Peugeot.

It took me just a few seconds to find a comfortable seating position, despite the fact that only the rear part of the seat cushion can be lifted, and the seatbacks cannot be adjusted steplessly. I am 1.88 (6′ 3″). The other driver of 1.62 (5′ 4″) found a comfortable position, too, after just a few seconds. I give a “4” for comfort and the way the suspension handles road bumps – actually a lot better than many cars in the class above. The 208 has a long wheelbase for its class. 253 cm (99.6″) is actually longer than the first generation of the Saab 900.

The comfort is spoiled a little by the unpleasant sound from the engine under pressure, but the sound at cruising speed is fine.

The long wheelbase provides good length in the interior. Four adults are comfortably seated. With a fifth passenger it gets cramped, but it works alright over short distances. I used the car to transport a kitchen table. In order to get it into the extended boot, I had to push the seat far forward and put my seatback in a very upright position. Even then, I was amazed to find a pretty comfortable seating position.

The trunk is about the size of the Volkswagen Polo. It houses one large suitcase or two small. If you need more space, you have to fold down one of the rear seat backrests.

Safety in the 208 is at the same level as the Polo. The NCAP results show that the 208 have a bit better protection for children onboard, but poorer safety for pedestrians. The Peugeot group (PSA) has long remained in the top team with respect to safety.

I don’t know what impact it may have in case of a head-on collision, but the extra space in front of the driver provided by the downsized wheel and the forward A-pillars, gave a good safety feeling.

An important active safety feature that you can order with your 208, is “heads up display” where the most important information is projected onto the windshield. This was not installed on the car I tested.

According to the specifications, fuel consumption on mixed driving conditions should be 5.8 liters per 100 km (40 mpg) – on highway 3.9 (60 mpg). I did not manage to follow these figures during the the 14 days we drove the car. I like to drive economically, but I found it real hard to drive the 208 without pushing the engine. An E-HDI (diesel) would probably be a more desireable choice, but I’m not sure it can be justified from an economic point of view. A 92-HP 1.6-liter e-HDI engine puts € 2 550 on the price tag.

From the options list I would definately pick the automatic climate control and the “heads up display” option.

Modern Peugeots are reliable cars that can take high mileages. They are also far less prone to rust than their German competitors.

The PSA group’s most important car?

• Long wheelbase, good interior length and good road holding
• Easy to find a comfortable driving position

• The engine sounds harsh and rough when being pushed.
• The powertrain is a little wobbly and could be a little more silent.


This is the landscape where the 208 was tested.

Just Perfect!

2014 Volkswagen Golf 1.6 / 105 DSG BMT

If you are searching a modern compact car, there are plenty of reasons to consider the new Golf. This is the car that most Europeans have chosen for years and years – and years to come. I have tested the “seventh wonder” – Volkswagen Golf MkVII.

Put yourself behind the wheel. Everything is where it is supposed to be. Everything, – from the door handles to the seat adjustment handles – to the radio. You find yourself intuitively at home in a nice, firm, but comfy seat. The interior is simple, but stylish. Everything you put your hands on, feels solid and consistent. You get a good grip on the steering wheel. The DSG gear lever asks to be put in “Drive”. I want to give the new Golf a top score for look and feel, but realize that the “6” should be saved for real luxury cars. After all, the Golf is not a luxury car.

I wondered if I had picked a two-liter TDI, instead of the 1.6. I had not. A single exhaust pipe tells the world that this definitely is the 1.6 TDI, but it feels stronger. It is said that the DSG robotized automatic transmission shifts better than even the most experienced driver. I like the way it works. It works its way through the 7 gears extactly how I would shift myself. The DSG is actually a dual transmission, where the inboard computer prepares your next gear before you need it. The computer has to decide whether you are going to shift up or down. It made right decisions for me most of the times. There were a few conflicts between me and the technology, – but none that were inexplicable.
Anyway, the powertrain is absolutely fantastic for such a modest engine! And the Golf has a class-leading good handling, everywhere – on the highway, on winding mountain roads. It is remarkably easy to drive. It almost runs by itself.

The first drive took me two hours on the motorway, effortlessly at speeds around 130 km/h (80 mph). The noise level was low. I also had the pleasure to take the Golf on trips over mountain roads and backroads. What I especially like about driving the Golf is that it is firm and responsive, but comfortable at the same time. It’s a perfect match between the two.

On the outside, the Golf is slightly shorter than its competitors such as the Opel Astra and the Citroen C4, but it does not feel smaller on the inside. Still, this is not a real family car.

Passive safety is one of Golf’s best selling points. I also want to emphasize the car’s good active handling as well. On the road, few compact cars in this price segment feel so predictable and safe.

The first two hours in 130 km/h (80 mph) gave an average consumption of 4.5 litres per 100 km (52 US mpg). Not bad, although it can easily be matched by other competitors. But few can match the Golf’s resale value. Our test car had the Start & Stop where the engine turns itself off when you stop at traffic lights. This feature does not work well with DSG, the engine starts unexpectedly several times, just by changing the pressure on the brake pedal. I always turn it off.

My conclusion is that the TDI and the DSG is a perfect match.

• Excellent powertrain with the TDI and the DSG
• Low fuel consumption
• Comfortable noise level
• Safe and comfortable handling

• The Start & Stop feature does not work well with automatic transmissions

No Turbo? No Fun!

2014 Opel Astra 1.6 / 115 Active

It has been a while since I drove a new car in this class without turbo. A noisy engine that has to be revved hard, modest performance and heavy on the fuel, – brings me back to the nineties.

I have taken the Astra for a test trip to La Cite in Carcassonne, France. A place kept intact from European Middle Age. No Wonder it is on UNESCO’s World Heritage List.

Astra looks good in white – Summit White. 17” alloy wheels with 10 double spokes. Leather steering wheel and fog lights are the only extras. The Astra looks and feels like a true German car, both from the outside and behind the wheel. It feels safe and solid. But nothing inside makes me think of a premium car. I really dislike the two gloomy orange displays. They are cheap. No armrest between the front seats, and the contourless seats doesn’t leave any good impressions, either. I also hate the jumble of buttons on the dashboard middle console.

The engine does feel a bit outdated when you drive it, but on paper it looks okay. The ECOTEC engine provides 115 horsepower and features VVT Technology (Variable Valve Openings). This is the entry-level motorisation. I strongly recommend to choose the new turbocharged 1.4-liter petrol engines at either 120 or 140 hp instead.

The problem with the test car’s engine is that it doesn’t have any punch unless you drive it hard, – or at least get the feeling that you are pushing it to the limit. The engine is noisy, and a lot of that noise enters into the cabin. I shift up to the fifth gear already at 60 km/h (40 mph) because of the noise. When I get to 80 (50) I get an urge to shift up, – but I can’t because there are no more gears.

With this engine you get the best torque around 4000 rpm. By that time the noise is real intrusive. But reality is still not so bad. At 3000 rpm in top gear, the speedometer shows respectfully 109 km/h (68 mph). On the motorway, in about 120 km/h (75 mph) and above, I get a better impression, however. The car feels very safe at motorway speeds – and it gives actually some driving pleasure. I think the Germans never would make a car that didn’t feel right on the Autobahn.

Aside from the engine, the car is good to drive. Suspension, steering and brakes are as I expect in a German car: Safe and responsive, – but not as responsive as the best in the class.

The seats in the test car are not as good as Opel’s sport seats, but not bad. They are one step up from the entry-level seats, because they seem to have some extra padding, and they seem very durable. The air conditioning with dual zone function worked fine.

The Astra has quite a long wheelbase for its class. That is the reason why the cabin feels spacious, and offers plenty of legroom. The trunk however is average for the class. It has a double floor that can be folded in, or possibly taken out completely.

The A-pillars look quite dominant, but they do not reduce visibility. At least not for me. I think they might feel dominant for drivers who like a low seat position. Astra’s A-pillars give me a good feeling of sitting in a steel cage.

All relevant safety equipment are in place. For more active safety, it is possible to order adaptive lights and adaptive cruise Control as extra features.

Basically, Astra is quite economical to own. Expect lower resale value than bestsellers like Volkswagen and Toyota. The fuel consumption on this car was pretty high compared to the 140 hp turbocharged engine tested previously. You can roughly calculate 50% higher consumption.

• Plenty of legroom
• Feels safe on the motorway

• Engine is noisy and not very powerful
• High fuel consumption
• Bad taste information displays
• Too many buttons on the dashboard’s center console

Incredible MPG!

2014 Seat Leon 1.6 TDI CR 110 Ecomotive SE

At first, I didn’t notice that I was driving a green car. Having been on the road for 4 hours, I started to wonder why the fuel gauge was still “Full”. I realized that this is the future: Fewer visits to the gas stations – and a greener world!

I have tested one of the greenest diesel cars on a trip to Essex (UK) where I enjoyed a superb afternoon tea at the Wivenhoe Hotel with a stay-over at the old George Hotel in Colchester. Did I mention that I prefer green tea?

The newest Common Rail TDI from Volkswagen Group has a fenomenal MPG. If you keep the car rolling steady at 60 mph, consumption can be as low as 3.3 l/100 km – or 71 mpg (US). This engine was actually first mass produced in this new Seat Leon MkIII.

In my opinion, all the Leons have beautiful designs. So too, our test car in Apollo Blue with the 16 inch factory mounted alloy wheels. Although it shares the chassis with the Golf, it seems much longer and wider, – but that turned out to be an illusion. On paper, it is only a few centimeters (an inch or two) separating it from the Golf. Compared to its predecessor, the MkIII has a sharper design and a more aggressive front. The LED headlights have a triangular shape and look fabulous. My test car had the standard reflectors, though.

Inside, it looks like any product from the Volkswagen Group. The interior does not belong in the premium class, but I like the classic contemporary layout. I especially like the solution with the two displays on the dashboard. One is centered and one is placed between the driver’s instruments. With the upgraded navigation/infotainment feature, the two displays work in combination to provide the driver with the most important information.

I also noticed that the seats are softer than I am used to. They remind me a little of French cars. However, they are quite comfortable. Leon does not use the electric handbrake solution we find in Volkswagen and Audi. I knew they had to cut the costs somewhere! I give it a “4” for Look-and-Feel, but I would definitely give it a “5” if it had the LED package and the upgraded Infotainment system.

The incredible low consumption did not have any influence on the driving pleasure. As with all TDI engines, it delivers a real good low-end torque, and 110 hp is plenty for this car. The 6-speed manual transmission worked very well. On the road, the Leon gave me the same feeling I get in Golf and Audi A3: Safe, comfortable, firm, a little sporty and responsive.

The first thing I noticed, is the absence of engine noise. I had to rev the engine quite hard to hear it. I wonder if this is a feature of the newly developed engine, or maybe the Leon now has got a very good sound insulation? I would also like to mention the comfortable seating, the easy-to-use infotainment system and the climate system.

There are plenty of legroom both in the front and the back. The luggage compartment of 380 liters is the same as in Golf. It is a bit too small for families with children, but Leon also comes in a very stylish station wagon (ST).

All relevant safety features are in place from Volkswagen Group. I noticed that Seat Leon has slightly better scores in the Euro NCAP than its cousin, the latest Golf.

The fuel economy is incredible, probably the best you can get in a compact car without Hybrid Technology. The engine has Start & Stop.

On the secondhand market, Seats are not as popular as Volkswagens. I am not sure, but it seems that Seats also are even less popular than Skodas. I have noticed that in Seat’s home city, Barcelona, taxi stands are totally dominated by Skodas, not Seat. Still, I think Leon with Volkswagens brand new Bluemotion engine is one of the best buys you can do from an economic perspective.

• Incredible MPG
• Good sound isolation

• None

2014-seat-leon-2 2014-seat-leon-3