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Airplanes and cars at Brooklands

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One of England’s first racetracks was built here in 1907, the first runway for airplanes in 1908, the first flying machine built in 1909 – the last in the 1980s. Later, the production halls became a venue for low volume car production. Today, it’s all history.

When the Bentleys ruled

Brooklands Museum, Surrey, is on the remains of the long disused Brooklands Racecourse. Several buildings and halls in the museum belonged to the facility. The track surface was laid in 1907 and back in the 1920s no one could beat the big Bentleys that roared around the heavily dosed curves. Today, only a small remnant of the outer race track remains. It was the highest point of the course, called The Member’s Banking . The concrete is now partially covered with moss. Last Sunday, the Summer Classic Gathering and Auto Jumble was organized for members and visitors. Inside among the old passenger planes were the most prestigious cars – Bentley and Rolls Royce. The company Vickers owned Bentley before it was sold to Volkswagen. One of Bentley’s models is actually called Brooklands.

Vickers VC10 with a beautiful 1964 Ford Zodiac in front.
Bentley Continental S1 Flying Spur in front of the nose of a Vickers VC10 aircraft.
Ford Zodiac mk3

The aircraft assembly

Vickers is better known as an aircraft manufacturer. Vickers-Armstrong assembled passenger aircraft in Weybridge – close to Brooklands. VC10 is one of my favorites. It is a long and narrow four-engine aircraft about the size of the Boeing 707 and DC-8. The placement of the four engines is very special – two on each side, at the rear of the fuselage. The VC10 in the museum is actually assembled here in Weybridge and is now open to the public. The lights in the instruments and the voice of air traffic controllers at Heathrow create a very special atmosphere. The voices are taped – not live, although Heathrow is not far away. The interior of the plane is unfortunately a composition of “bad taste” after having served as a private plane for the Sultan of Oman.

Not my cup of tea.

While we’re on the subject of airplanes, the Concord plane from British Airways is one of the biggest attraction. The engineers at Weybridge played an important role during the development of the Concord. Also worth mentioning is a BAC 1-11 (One-Eleven) which was built after Vickers-Armstrong was merged with two other aircraft manufacturers into British Aerospace. The aircraft is similar to the DC-9, but slightly smaller. The BAC 1-11 was a workhorse for short distances, although not so common in Scandinavia. One aircraft is said to have been leased to SAS, and some machines were chartered.

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BAC 1-11 (One-Eleven) 475AM

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Bentley Brooklands

For the rich

In the 1920s, car racing was a rich man’s sport. The racing car drivers owned the cars themselves, and some owned a plane as well so they could easily get to the race track. Brooklands got its own runway in 1908, where now only a remaining part is protected. Some of the aircrafts on display made their final landing there.

The combination of airplanes and cars has fascinated many from early times, and advertising posters often show stately cars parked in front of an airplane. On Sunday, the finest cars were lined up at the Concord. Imagine being transported in a Rolls Royce to a waiting Concord flight heading across the Atlantic! I also liked the stylish Ford Zodiac parked by the flight stairs of VC10. They formed a nice 60s time frame.

Perhaps one of the old engineers from Vickers-Armstrong had stopped by? 🙂

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The Member’s Banking is located in the outer loop. Picture today and from the 1920s inset.

The Member’s Banking is located in the outer loop. Picture today and from the 1920s inset.
Bentley T1 Drop Top

How to get there

I have been here several times and recommend trains from Vauxhall station, London to Weybridge station – possibly with a change at Wimbledon. Follow the road up to the main road system and keep right until you have passed the railway bridge. Then turn right across a car park and continue on the footpath that runs parallel to the train tracks – with the train on your right. Follow the road in the same direction (about 10 minutes) all the way to the first bridge where you can turn right on a small bridge across the railway. 50 meters after passing the bridge, take a footpath down to the left through the forest. Follow the road until you have passed the river. Then take the first walkway on the left under the railway. The road is signposted. The trip takes 15-20 minutes and is shorter and more pleasant than other roads Google Maps might recommend.

Also worth a visit

Brooklands Museum also contains a bus museum . Admission £22 for adults and £8 extra to see the Concord from inside. I recommend combining your visit with special events advertised on brooklandsmuseum.com

Mercedes-Benz World is right next to the museum. They have a nice display of historic and new models. Free admission. Kid friendly. Simple and good cafeteria with plenty of seating. mercedes-benzworld.co.uk

The road to Ypsilon

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When Stellantis took over Lancia, the car brand’s fate became unclear. Now a new strategy for Lancia has been launched. Design, sustainable technology, focus on quality and sales from exclusive showrooms.

Do you remember Lancia?

Although Lancia’s history goes back a full 116 years, it is the Lancia Delta Integrale that most people remember. The car triumphed in the rally tracks in the 80s and 90s. Their slogan was “No matter how fast you turn, it won’t leave the road”. A decade earlier it was the Fulvia Coupé Rally. Those were good years for Lancia. Later, the brand almost disappeared – at least in the Northern parts of Europe. In 2014, Fiat brought Lancia into a merger with Chrysler. Then Chrysler models were marketed as Lancia. The Chrysler 300 became overnight the “new” Lancia Thema and the Chrysler Grand Voyager became the Lancia Grand Voyager. Good grief! Lancia was left as a fading car brand. When Fiat Chrysler Automobiles entered Stellantis, exports stopped. Lancia’s fate was indeed uncertain.

Lancia’s new strategy

Stellantis did not let Lancia disappear. Recently, they have shown off the concept car Pu + Ra HPE, which in Italian is pronounced “Pu-piu-ra” or something like that. Both the design and the name give a clear message that Lancia will show the Stellantis group’s latest technology. The company’s strategy includes concepts such as electrification, quality and sustainability. The front of Pu + Ra shows Lancia’s new expression in the form of a stylistic “Y”. This is a type of style we also find in Opel’s new Vizor front, where it is the lines – not the grill that shows brand identity.

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Lancia Pu + Ra is clearly inspired by the legendary Stratos (Photo: Lancia)

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The original Lancia Stratos (Photo: terjebjornstad.com)

According to Luca Napolitano, head of the Lancia division, Lancia has determined the first 40 sales points in cities spread over 6 European countries. There is Spain, France, Portugal and Belgium, the Netherlands and Germany. By the first half of 2024, Lancia will have established 70 showrooms in various cities. Both the physical showrooms and the websites are designed to give customers a “homey feeling” by using materials, colors and attention to detail inspired by Italian architecture and design. I think we may see “Lancia House” following the same concept used by, among others, Polestar and Cupra.

It is also worth mentioning that Lancia have announced something they call the Lancia Certified Program, which will make it safe to buy Lancia as a used car and give owners protection for up to 7 years or 150,000 km. This may safeguard the cars’ second-hand values.

The new Ypsilon will be the model that will realize Lancia’s new strategy

The current Lancia Ypsilon is the smallest model in Lancia’s model range and today the only one offered. Ypsilon was the sole model still in production for the domestic market while Lancia was withdrawn from the rest of Europe. Now, Lancia has announced that they will launch 3 new models – the first – the new Ypsilon in 2024. Later, in 2026, the Lancia Gamma and in 2028 the Lancia Delta.

The Current Lancia Ypsilon was first launched in 2010 and got a facelift in 2015. The model is based on the Fiat 500 platform, stretched out to half a class above the A segment. The engine is either a 1.0 70 HP mild hybrid or the 1.2 69 HP FIRE engine from the Fiat group.

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Current Lancia Ypsilon mk3 phase 2 (2015-) (Photo: Lancia)

Lancia Ypsilon in 2024

How will Lancia manage to transfer the design language from the concept car to the new Ypsilon? The model is supposed to be almost finished, but Lancia has not yet shown any pictures. The drivetrain will probably be based on the same electric drive as in the new Peugeot 2008, with a range of 400 km.

The international car press has speculated on what the new Ypsilon will look like. Some of the sketches show a shapeless, box-shaped vehicle with Lancia’s new front. Others have drawn in Lancia’s “old” grill as if they don’t quite dare to believe in Lancia’s new brand identity.

Pu + Ra is clearly inspired by the legendary sports car Lancia Stratos . Of all the models Lancia could choose from, the current Ypsilon must be the model that is stylistically far from both Stratos and Pu + Ra. In 2026, the Lancia Gamma will arrive, which can have the same dimensions as the Pu + Ra.

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New Ypsilon will probably get the same drivetrain as the latest Peugeot e-2008.

Pu + Ra = true?

The Lancia Pu + Ra concept car has been developed under the direction of Stellantis’ design manager Jean-Pierre Ploué and presented by him as Lancia’s new design language. New Lancia models are likely to represent Italian design with technology taken from other manufacturers in the Stellantis group – the same role as Cupra has in the Volkswagen group. With a focus on design, I expect Lancia will carry the lines from Pu + Ra over to the new Ypsilon. I’m guessing that the Y-front will be well marked – perhaps enhanced by LED lights – and that the lines along the side will split into two arcs towards the rear, one that curves down and one that curves up and around the rear side windows. It will then be interesting to see if the new Ypsilon also gets the tough, circular rear lights.

Lancia can choose two paths for the new Ypsilon. The shortest way would be to build a tall, box-shaped crossover vehicle with Pu + Ra’s new front. That is the path most car manufacturers choose today. The long way is to design the new Ypsilon from the shape of Pu + Ra. A 4 meter long electric car with Italian shapes and a high “feel-good” factor can create a “must have” desire for many.

Facts about the current Lancia Ypsilon

The model first appeared as a 1996 model year and succeeded the Lancia Y10. The model was based on the Fiat Punto, with a 1.1 liter FIRE engine – from 2000 1.2 liter engine. In 2003, the next generation came onto the market, also based on the Fiat Punto from the launch year. Today’s version, the mk3, came in 2011 with a facelift in 2015. The model is based on the new Fiat 500.

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(From left) Lancia Ypsilon mk3 phase 1 (20011-2015) and Renault Twizy (Photo: (c) Depositpotos.com/ifeelstock)

Superbird – don’t underestimate it!

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When I saw this car for the first time, I didn’t understand what it was and turned my back to it. Now I know – there is no reason to underestimate a Superbird!

The Ugly Duckling?

When I saw this car for the first time I thought: What is this? Has someone gone mad in the garage? I didn’t care to look closer, but took photos of other cars – “real” classics, leaving the ugly duckling alone. So many lovely hardtops Plymouth has made! Why ruin such a beautiful car by adding a front beak and a wing that looks like a towel rack?

Little did I know what this was.

It was about NASCAR and stock car racing where the teams compete with “regular” cars, although it is clear that it was not a race between base models. There were cars that were purpose-built to win NASCAR. But according to the rules, competing models also had to be produced and offered to ordinary customers. Once the car manufacturers’ racing teams had developed a model for NASCAR, they had to produce the same car in a certain number for distribution in their own dealer network. When Plymouth entered the Superbird in NASCAR in 1970, the rules dictated that the manufacturer had to build at least one car for every second dealer in its network. A total of 1,935 Superbirds were made and distributed to dealers.

The Superbird wasn’t built to fulfill customers’ wishes – it was built to win NASCAR.

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It was a victory!

Plymouth’s first driver, Richard Petty , had had several victories in the past with the Roadrunner, but it did not have the speed resources necessary. The solution was to put on a beak at the front and a solid rear wing. The Chrysler group had made the same move earlier with the Dodge Charger and saw that it worked. However, the aerodynamic effects had to be tested and carefully tuned to achieve the desired results. In retrospect, several attempts have been made, but no one has been able to ascertain whether the Superbird cars perform better than the host model Roadrunner. Why? Probably because the aerodynamic effects were adapted to racing cars that were lowered for track driving – not the cars you drove on the road.

What happened to the cars at the dealers?

The cars were only produced for model year 1970 for two possible reasons. One is that NASCAR changed the rules for 1971 with regard to engine classes, so that the Superbird could no longer participate. Another reason is that many of the cars received a lukewarm reception in the sales premises. Many had reacted in the same way as me. Many unsold cars were therefore converted into Roadrunners. But not everyone turned their backs on the Superbird. The cars gained many fans.

Replica kit

One of them was Ted Janak who started making parts to convert ordinary cars to the Superbird look – or replicas. Eventually, the hobby turned into a business. He started the company Winged Warrior Body Parts which supply everything you need to convert a 1970 Roadrunner into a Superbird. One can also rebuild the 1969 Dodge Charger in the same way. The first car to get a beak and wing was the Dodge Charger Daytona. There are videos online that show conversions in practice. You can also search for parts on Ebay. At the moment there is a “nose cone” for sale for NOK 72,000 and two rear wings for NOK 42,000 and NOK 35,000.

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Real or replica?

With rising prices for the Superbird, it becomes important whether the car is real or a replica. Remodeling has been going on for decades. It’s far from easy to ascertain whether the car is real or a replica. The cars produced by Plymouth were also conversions. The rear window, for example, is smaller on the Superbird than the Roadrunner. Plymouth welded in a new frame, and on some cars it will be possible to see weld marks – even if they have been sanded and polished. That’s why all Superbirds were supplied with vinyl roofs. The difference between real Superbirds and replicas is that several replica kit body parts are made of fiberglass – not metal – and screwed in somehow.

The chassis number (VIN) of a genuine Superbird begins with ‘RM23U’ – where the ‘U’ indicates the model.

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Facts Plymouth Superbird 440

Engine: 440 V8 (7.2 liters) with 4-barrel carburetors. 380 hp.
Net weight without driver: 1838 kg
Height, length, width: 561 x 194 x 156 cm
Top speed: 201 km/h
0-100: 6 seconds
Source: Automobile-catalog.com
Number of cars left in the world: approx. 1000
Number of cars in Norway: 3

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1970 Plymouth Roadrunner

Volvo XC90 Recharge

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Will Volvo XC90’s popularity decline when the new electric EX90 arrives? It is amazing how popular the XC90 is. After all, we are talking about a very expensive hybrid car.

Model history

Volvo is by no means finished with the XC90 series. Earlier this year, quite large improvements were made to the T8 hybrid drivetrain. The battery pack has been given an extra layer of cells that increases both battery capacity and range. The rear electric motor has got more power. With increased power from the electric motor, Volvo has chosen to remove the supercharger. Instead, the upgraded 2-litre turbo engine has received a minor power increase. The total boost effect in “Power” mode increases from 407 HP to 455 and the range on pure electricity is increased from 46 to 68 km.

“Our” car is an early 2022 model based on the previous upgrade from May/June 2019. Also, then, the battery pack received a long-awaited increase in capacity and a small facelift. From what I can see, all 2022 models now have hidden tailpipes. It also appears that the 2023 model will be produced without any exterior changes from the 2022 models.

When the first generation XC90 arrived in 2002, I noticed that many of those who found the car appealing, had never previously shown any interest in cars like this – many of them with family. The large, solid, safe and family-friendly Volvo still ticks several boxes for many. The latest Volvo XC90 with the T8 hybrid drivetrain is truly more appealing than ever.

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Gas guzzler?

“It’s a good car!” My son knows the XC90 quite well. “I always drive in Power mode, – otherwise it feels dead”, he said. The XC90 may not be the first choice for “keen drivers”. But if you put the car in Power mode, it reacts spontaneously to the throttle in the same way as a vigorous electric car. When I checked the car’s trip computer on “our” XC90, I discovered that the fuel consumption from previous driver(s) was a whopping 1.3 litres/10 km! If you drive actively, the XC90 can probably be experienced as a gas guzzler. In standard “hybrid” mode, the car is experienced as a completely normal hybrid car. The hybrid mode suited me well as I merged into the heavy rush hour traffic in central Oslo.

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A big car

A large car in the city is fine as long as you have off-street parking at home and parking facilities at work. I noted that several of the parking slots at the Oslo City Shopping Centre would simply be too narrow for “my” XC90. You get good help from the camera, which shows the car’s location in a bird’s-eye view. Then you don’t have to open the door to see if you are within the markings. Out in city traffic, I also noticed that I had good visibility in all directions. Volvo’s blind spot warning system is still good to have, as it also warns of commuting cyclists. If you are going to park curbside in narrow city streets, I think you might wish for a smaller car.

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On the road

I charged the batteries to a decent 75% before we left. The calculated range on electricity was a measly 25 km. We were on our way to Skien and drove in hybrid mode, where the car automatically distributes the power. The miles on the motorway down to Grelland went very well with a pleasant low noise level dominated by the sound of the 22 inch monster wheels. We continued towards Hvittingfoss and down the valley below. No stress. The car switched seamlessly petrol engine, electric motor and freewheeling without us noticing anything.

From Steinsholt, the road takes off towards Siljan, with climbs and sharp curves. I noticed that the car changed character. A nice hum from the engine and quicker gearshifts. The monster tires gave great grip around the curves. The car’s chassis is a bit stiff but still comfortable as it picks up the bumps nicely. It’s amazing that a two and a quarter ton car can move that easily!

We were on our way to Borgund Church to tend a family grave for the autumn cold. When my wife was a child, her family drove the same way to visit her grandparents. At that time, it was a simple gravel road, and things went at a snail’s pace when they were left behind heavy trucks up the steep hills.

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Comfort

We talked about what we liked about the XC90. We focused on comfort. It’s not every day that we drive cars that cost more than one and a quarter million kroner. We benchmarked the Volvo with another great car, the BMW 530d M sport we had during a visit to Essex a few years ago. Then we were awarded the most expensive rental car at the airport! The Bimmer also had a fantastic undercarriage. My wife thought it had more comfortable seats – softer leather and softer padding that really embraced you. In terms of comfort, it was 1-0 to BMW. “But YOU probably like these seats better” , she countered. Quite correct! For me, the driver’s seat in Nubuck Leather and Alcantara is like an individual ergometrically adapted executive chair.

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Old old roads

After lunch in Eidanger, we took the long way home via the old road to Larvik, the one that goes over the old Langangen Bridge. The new bridge was built in 1979. Before that, the E18 crossed underneath the center of Langangen with steep sections on both sides. On one side is the “corkscrew” – a section of road that is shaped like a loop to make the climb/descend less steep. The old road was actually built as early as 1858 – 1861. It got a stronger bridge during the war in order for the Germans to get their war machinery through. Still, a very primitive road that was in use right up until 1979. It must have been a nightmare to cross here during the winter!

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0.85 per 10 km

The trip to Borgestad of 130 km gave an average consumption of 0.75 litres/10 km. Together with the trip back, we ended up with 280 km and an average consumption of 0.85 litres/10 km. When we started, we had 25 km on the battery. Had we peaked up to 30 km before the journey home, we could have reduced the total average consumption to 0.75 litres/10 km. But that is only theoretical. Since the car only accepts 3.6 kW, it is not convenient to charge on the go. If you can charge at home, it pays to start long journeys with full batteries.

35 km range

“Our” car is an early 2022 model with a battery capacity of 11.6 kwh gross and 9.1 kwh net. Stated range is 46 km. After fully charging, we got an estimated range of 35 km. The next day I drove “to work” in “pure electric” mode. After 12 km of city driving, the estimated range was reduced accordingly. Then the stated range was in accordance with reality. 35 km is not much, but would have covered my daily commute. And by the way, the heavy car worked fine on pure electricity.

Cars delivered from January 2022 received a higher battery capacity, 18.7 kWh gross and 14.8 net. The stated range is 68 km, but real consumption is probably correspondingly lower.

Unwanted engine noise

I am not worried about the range on electricity being only 35 km. Even if I drive longer, I have still saved petrol for 35 km. What annoys me most about the drivetrain is that when I start up in hybrid mode, the petrol engine starts running after a short time – and it runs at a monotonously high idle speed – like a cheap generator – despite the fact that there is actually plenty of power on the battery. The same can also happen when I arrive. When maneuvering a 100 000 dollar hybrid car – inside a public garage or in a quiet residential area, I expect it to be intelligent enough to use the remaining electrical power without starting the petrol engine. It is actually one of the reasons why I would choose a hybrid car.

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Roominess

With 5 seats in use, the boot holds 640 litres plus a small space underneath for charging cables. It is on a par with competitors like Audi and BMW. As a 7-seater, there is only room for 262 litres. The two rear seats are for children. The interior space is easily converted into a flat floor and it is easy to create flexible solutions, for example combining the transport of long or shapeless objects together with passengers.

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Safety

The Volvo XC90 was tested by Euro NCAP in 2015 with a D5 diesel engine without a battery pack. It then scored 5/5 stars, got 97% for adults and 87% for children. In a side impact test with a pillar, it was discovered that the rear part of the crash curtain did not unfold as it should. That could be unfortunate for the passengers in the 3rd row of seats. According to Euro NCAP, Volvo has stated that they have fixed the fault and informed owners of 7-seaters to have their cars fixed as well.

Conclusion

The Volvo XC90 is a fantastic vehicle, but I don’t think it is wise to buy a brand new expensive plug-in hybrid now. I think hybrid cars may lose market shares to pure electric cars – not to forget Volvo’s new large electric SUV, EX90. I would definitely wait and see how the EX90 catches the market. Anyway, Volvo XC90s from May/June 2019 are still great cars even when they are used.

Facts about the Volvo XC90 Recharge

Dimensions and weight

Outer dimensions – L, W, H: 495 x 193 x 177 cm
Wheelbase: 289 cm

Net weight: 2252 kg (without driver)
Payload: 653 kg
Number of seats: 7
Max trailer weight w/brakes: 2400 kg
– without brakes: 750 kg
Roof load: 100 kg

Drivetrain “our” car (early 2022 model)

Type: T8, B4204T34
Three engines. A 2.0-litre inline-four petrol engine with turbo and supercharger drives the front wheels. An electric motor in the rear drives the rear wheels. A third motor – also an electric motor – sits between the petrol engine and the gearbox and ensures that the power from the petrol engine is delivered evenly – i.e. without gaps under throttle. In addition, it provides a boost effect-
Power: 303 HP from the main engine, 87 HP from the rear electric motor and 71 HP from the auxiliary motor, which together provide 390 HP and a boost effect of 407 HP.
Gearbox: 8-speed Geartronic automatic (Aisin AW TG-81SD)
Electronically controlled four-wheel drive.
Drivetrain new cars (from late 2022 model)
Type: T8, B4204T56
Same concept as before with three engines. Still a 2.0-litre inline-four turbo petrol engine, now without a supercharger, but with a minor increase in power. The rear electric motor has received a solid power increase.
Power: 310 HP from the main engine, 145 HP from the rear electric motor and 71 HP from the auxiliary engine. Together, they can provide a boost effect of 455 HP.
Gearbox: 8-speed Geartronic automatic (Aisin AW TG-81SD)
Electronically controlled four-wheel drive.

Battery pack “our” car (early 2022 model)

Type: Li-ion
Location: Centrally located longitudinally in tunnel.
Capacity (total): 11 Kwh
Capacity (usable): 9.1 Kwh
Range WLTP: 50 km
Measured range: 35 km
Charging time via Type2 cable: approx. 3 hours

Battery pack new car (from late 2022 model)

Type: Li-ion
Location: Centrally located along the tunnel.
Capacity (total): 18.8 Kwh
Capacity (usable): 14.9 Kwh
Range WLTP: 73 – 64 km
Charging time via Type2 cable: approx. 5 hours

Fuel consumption

Measured long-distance consumption: 0.85 litres/10 km

Luggage compartment

As a seven-seater: 262 liters
As a five-seater: 640 liters
+ Small space under the cover: 31 liters

Tires

Size: 275/35R22 104Y
Type: Summer tires
Brand: Pirelli P Zero

Prices 2023 model

Plus: NOK 1,098,102
Ultimate: NOK 1,139,900
Towbar: NOK 11,300

About the car

Production location: Torslanda, Sweden
Color: Thunder Gray
Equipment level: R-design/Dark
Leased by Hyre
Owner: Europcar Norway
Model: 2022
Mileage: 31780 km
Km driven: 306

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Citroen C4 in French

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“A comeback for Citroen’s compact sedan”, says the advertisement with a hint that PSA has given us back the good old Citroen characteristics. We have driven a new Citroen C4 with a petrol engine so that we can compare to previous models.

Crossover Coupe

The new C4 falls into the “crossover coupé” category. I don’t recall Citroen doing anything like this before. We have to go all the way back to models like the GSA and BX to find coupé-like combi-coupes, although they weren’t built as tall as the new C4. Tall cars are very popular at the moment – ​​and they are also well prepared for electric drivetrains, such as the ë-C4.

I am back in a corner of France which is close to both the Mediterranean and Spain. Our local Citroen dealer does not encourage their customers to buy electric cars – not yet. Now we are driving a C4 with the 1.2 liter PureTech engine. Citroen’s new combi-coupe is very popular here. I actually feel somewhat privileged.

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More French than its predecessor

When I drove the previous generation Citroen C4 , I expressed how similar the C4 was to other cars in the Golf class – comfortable without being too soft. When I later drove the C4 Cactus, I noted the long suspension travel, and that the car floated over the road like a flying carpet while being steady around the corners without rolling sideways. The C4 Cactus was equipped with Citroen’s Progressive Hydraulic Cushions – which the new C4 also has. The concept calms down the damping towards the extremes. The new C4 has the feeling of a flying carpet as soon as you drive off, but in contrast to the C4 Cactus, the car leans over significantly in the curves, like earlier French cars did. Some like it – some don’t. It is about comfort versus driving pleasure. I don’t shout “oh là là” at the way the car rolls. It makes me take it easy around the corners, although many customers probably like cars with French character. What is not at all charming, is the absence of steering feel. External forces on the car, such as side winds, – or changes that can affect the road grip – are not conveyed through the steering. This is the car’s biggest weakness.

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The drivetrain

We have driven the same drivetrain in other cars from Stellantis, including in the new Citroen C3 aircross with automatic transmission. Our car has a 6-speed manual gearbox. The PureTech engine provides a solid torque, so you don’t have to shift a lot – but the 130 horses don’t feel very responsive from idle. The engine needs plenty of revs to pick up speed.

A special characteristic of this drivetrain is that when driving at motorway speed, a squealing sound comes from the gearbox, similar to the sound you get when reversing quickly. We have experienced the same in other cars with the same drivetrain – most recently in the Opel Mokka PureTech. The sound is easily audible, without being annoying. It feels a bit nostalgic. I first experienced this type of sound in a Renault 4 I had in the late 70s.

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Roominess

Not only does the crossover design makes the model suitable as an electric car – it also provides plenty of space and a good sense of space in the compartment. The luggage compartment holds 380 liters under the luggage cover. It is easy to load luggage, but the sloping rear door steals space in height. We still found room for our dachshund’s dog cage without folding down the seats, but suitcases must be transported lying down. Beauty comes with a price.

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Life with C4

We drove the Citroen C4 as a rental car for a few weeks in France. I have just returned home from driving my daughter and her fiance to catch their plane home from  the airport in Perpignan. There are direct flights between Perpignan and Stansted, London. On my way back home, the car’s navigation system indicated a queue in the morning rush hour due to some accident. The Citroen C4 is a good everyday car. I sit comfortably, the noises are well damped, there is a good radio and many places to put things away. A reversing camera shows the location from all angles and from above when I have to squeeze the car into French parking slots built for 2CVs.

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Last Sunday morning we drove to a place where we could walk along the vineyards to the village of Maureillas-las-Illas. This Sunday there was a Sardan dance performance and a brass band playing in the town square. Our walk took 1 hour each way. Of course, we could have taken the car all the way, but many French people like to spend their Sundays mornings to walk or use their bicycles for a Sunday lunch at a restaurant or have picnic under a tree.

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Facts about the Citroen C4 PureTech 130

Dimensions and weight

External dimensions – L, W, H: 436 x 180 x 153 cm
Wheelbase: 267 cm
Net weight: 1287 kg (without driver)
Payload: 393 kg
Number of seats: 5
Luggage compartment: 380 liters
Trailer with brakes: 1200 kg
– without brakes : 670 kg
Roof load: 80 kg

Drivetrain

Engine: 1.2 PureTech 130
Power: 130 HP
Torque: 230 Nm @ 1750 rpm
Gearbox: 6-speed manual BVM6
Front-wheel drive

Performance

Top speed: 200 km/h
0-100: 8.9 seconds

Consumption

Stated consumption WLTP combined: 0.53/10 km
Measured consumption: 0.61 (total since new)
Measured on single journeys: 0.57 – 0.65/10 km

Tires

Size: 195/60 R18
Type: Summer tires
Brand: Michelin Primacy

About the car

Assembly plant: Villaverde, Spain
Owner: Sixt.es
Model: 2023
Mileage: New car
Km driven: Long-term lease
Source: citroen.es , vegvesen.no

  • Audi e-tron 55

Audi e-tron 55

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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.

Soundscapes

“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.

Charging

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.

Space

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.

Safety

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

Economy

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.

Conclusion

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

Facts

Drivetrain

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

Performance

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 Hyre.no
Owner: Møllerbil Oslo Vest
Source: http://www.audi.no
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

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-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.

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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.

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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.

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

Shopping

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.

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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.

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

Feelgood

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.

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Trim level – Inscription

Economy

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.

Facts

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, –

Source: http://www.volvocars.com/en/
Owner: Hertz Bilpool

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Fiat 500 in Vacation Mode

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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.

Safety

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.

Economy

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.

Summary

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

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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

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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

toyota-auris-hybrid-stw-700-19

It looks good in black.

530 liters of luggage storage.

The trip is over and so is the coffee …