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ID.3 – politically correct

Posted by Terje Bjørnstad
Winter idyll along the Lysakerelva.

I imagine that the politicians' purpose in removing the one-off tax and VAT on electric cars was to promote models such as the ID.3. Not too expensive, not too big, but still big enough for many families. A real people's car.

 

Who buys the ID.3?

The models closest to the ID.3 in size are the Korean top sellers Hyundai Kona and KIA e-Soul. The ID.3 does not appear to be a better car on paper, but has the advantage of being the first choice when thousands of Golf owners want to change cars. Although, some customers may not like that the ID.3 has rear-wheel drive. Most of us are used to driving with front-wheel drive. Hyundai and KIA are front-wheel drive. We think owners of early BMW i3s will find many similarities in the ID.3. Some might like to compare the ID.3 to rear-wheel drive versions of the Tesla Model 3.

Practical range

With a 58 Kwh battery, the range is 420 km according to WLTP. We had an outside temperature of around 6 degrees, salty and wet road surface and cold snow. After covering 171 km, the range indicator told us we had 209 km left. Theoretical range would thus be 380 km, which is in line with Volkswagen's range figure for winter driving: 300-350 km. We followed the Sunday traffic just below the speed limit. Had we continued in the same calm driving style, we could have easily driven 270-280 km before we would think about charging. It is fully on par with the best.
 

Designed as an electric car from the ground up.

Cargo

The Volkswagen Group is expanding its own charging network through Ionity. Although Ionity chargers have arrived in many places, no function was activated to find charging stations on the screen in "our" car. This will probably come with a later software upgrade. Software upgrades must, for the time being, be done at the dealer and not online like Tesla. In any case, fast charging from empty to full battery should be possible in just 40 minutes with 100 kW. In practice, today's fast chargers do not provide more than 30-50 kW of effective charging current. With an 11 kW wall charger, it takes 5 hours and 20 minutes.

Simple seats

I saw the ID.3 for the first time at the Oslo Motor Show 2019. Then I was told that it was a prototype. I thought those seats looked really simple! So do the seats today ID.3. I didn't find many adjustment options, but the driver's seat gave me quite alright comfort - even after a couple of hours behind the wheel. I am quite tall. My better half is much shorter than me and thought the seat made her sit with her back slouched. An adjustable lumbar support could have improved her sitting comfort.
 

The infotainment system takes some getting used to. It took me a few minutes before I realized that you could "swipe" up/down and to the sides.

look and feel

The interior is minimalistic and modern. It is reminiscent of the BMW i3. The two screens and the gear selector on the dashboard. From the driver's position, it sits directly beyond the windscreen wiper. It happened that the windscreen wipers got a sweep before the hand found the gear selector. The choice of material in the interior is ordinary plastic, but it seems lavish due to the nice design, coordinated colors and blue mood lighting.
 
Like other modern cars, almost everything can be configured and there are several driving modes. I chose to follow the Sunday traffic in "Comfort" mode and switched off "Lane Assist".

On the road

A fresh breeze blew over the fields at Romerike. We could feel the wind taking hold of the relatively tall car. But it is easy to place on the road, and the bottom drag makes it easy to maintain a steady speed without using the cruise control. The noise level is pleasantly low, but I was not entirely satisfied with the interior acoustics. Ordinary speech disappears into space as in an unpadded vehicle. In addition, the cabin seems poorly soundproofed against the traffic outside. Since the engine sound is absent, the sound image can easily be replaced by unwanted noise. It gives a hint of cheap car feeling.

 

Minimalist front with light strip

Switchable regenerative braking

The ID.3 is not designed for one-pedal driving. When driving with the gear selector in "D", the speed slows down very little when you let off the gas. This allows you to roll freely when the road permits. I miss this on cars with one-pedal drive. During free rolling, no – or very little – energy is recovered, but nothing is used either. By tilting the gear selector in "B", you get an artificial engine brake when you let off the gas. I am convinced that one can extend the range by switching between free rolling and artificial engine braking where appropriate.
 
Like other electric cars, the battery pack lies flat under the floor between the axles. The engine is located in the rear axle. The relatively small front engine compartment is filled with technology, electronics and service points.

Spatial conditions

It is not possible to save anything there. The trunk seems surprisingly deep and spacious compared to other electric cars. This makes it possible to stuff a couple of proper suitcases in without having to fold down the seats. On paper, the luggage compartment is as large as in the Golf. In the cabin, the ID.3 feels larger than the Golf. The forward A-pillars and the height under the roof give a good sense of space. Although felt space is larger than in the Volkswagen Golf, the practical space is about the same. The ID.3 scores on plenty of legroom in the back seat, but loses out in that it can neither tow a trailer nor load anything on the roof.

 

Mood lighting in the compartment

Safety

The ID.3 has been tested in Euro NCAP's crash programme. It ended up with an 87% score for adults. That's the same as the Hyundai Kona, but far worse than the Volkswagen Golf (95%) and Tesla Model 3 (96%). The driver in ID.3 suffered chest injuries in a frontal crash against an asymmetric obstacle on the left. Fractures were also measured in the driver's ribs in the event of a side collision with a post. The ID.3 has a central airbag to ensure that the passengers collide with each other, for example in the event of a side collision. This one worked well. It was also highlighted that the automatic emergency stop worked and that all models have an automatic e-call system. Front and rear passengers are well protected against whiplash injuries.

Conclusion

Was it the politicians' goal that "everyone" should buy expensive cars such as Tesla, Audi and Jaguar? Hardly. But until now, the range of modern electric car models in the Golf class has been sparse. Sales so far indicate that the ID.3 fills a void. Not only because of the price, but also because it exudes common sense and good taste – simple and unpretentious.

Does the ID.3 have the same qualities that made the Golf a success when it appeared over 40 years ago?

Facts – Volkswagen ID.3 Pro

Weights and Measures
Length, width, height: 426 / 181 / 155 cm
Wheelbase: 277 cm
Net weight: 1719 kg (without driver)
Number of seats: 5
Max trailer weight: Not permitted
Luggage compartment: 385 litres
Roof load: Not permitted

Drivetrain
Battery pack: LC Chem 58 Kwh water cooled
Motor: Electric, located in the rear axle
Power: 204 HP
Torque: 310 Nm
Gearbox: Stepless.
Rear wheel drive.

Performances
Top speed: 160 km/h
0-100: 7,9 seconds

Range
WLTP: 420 km
Estimated summer: 350-420 km
Estimated winter: 300-350 km

Tires
Dimension: 215/55R18 T
Type: Spikeless winter
Brand: Viking Contact 7

About the car
Place of manufacture: Zwickau, Germany
Owner: Møller Bil
Rented via the Hyre app
Model: 2021
Mileage: New
Km driven: 171
Source: vw.no, vw.de

 

ID.3 photos

Minimalist interior. The seats look simple, but provide alright seating comfort.
Large luggage compartment considering that the engine sits under here somewhere.
Great to look at from the rear, but the rear end easily collects dirt from the road.
Gray and sad - here at Vormsund.

See

 
Cupra born

Cupra Born has a tougher appearance and seems more luxurious inside. The strange thing is that it does not cost more than the ID.3. Who wants to buy the ID.3 when you can get this for the same price? See more
 
 

e-Golf facelift
Volkswagen ID.3 is back

 

Citroen C4 Cactus – a cactus with fewer spikes

Posted by Terje Bjørnstad
C4 Cactus
The C4 Cactus is a designer car. But it also has other qualities.

When Citroen upgraded the C4 Cactus, they chose to remove the distinctive exterior upholstery - which was the car's signature. Has the cactus lost its spines?

 

The black plastic cushions on the side doors resembled the "Stratos". You know, the chocolate that is blown full of air bubbles. After the facelift, there are now only a few small pillows left - like little "mocha beans" - the chocolate that is always left behind after everyone has had enough.

A lot of car for the money

In terms of size, the C4 Cactus is in the Golf class, but in terms of price it can compete with the class below, without appearing to be a typical cheap car. Although it depends on the eyes that see. Through my own Francophile eyes, I see good taste, good comfort and practical solutions. Still, it's impossible to overlook things that seem cheap. Rear side windows for example. They cannot be opened, only flipped out at the back for ventilation.
 

C4 Cactus
A kind of minimalism on the dashboard

Like a flying carpet

Citroen has introduced something they call PHC (Progressive Hydraulic Cushions). The system calms down the damping towards the extremes to avoid shocks and jerks. The solution allows for longer suspension travel which makes the car reminiscent of previous Citroens with hydropneumatic suspension. On the road, it is possible to sense a flying carpet, although this only applies to vertical movements. Laterally, the car is stable - as it should be. It rolls through the roundabouts – without feeling unsteady. Plus in the margin for those of us who like the French. I also noticed how the headlights dipped every time we stopped during slow-moving traffic.

With the C4 Cactus on a Sunday trip

The trip went from Oslo through Tønsberg to Nøtterøy where we were invited to dinner over a delicious autumn stew and warm apple cake. We took the motorway from Grelland and followed rural RV35 down to Revetal for a break. From there we went down the Ramnesveien over the Sem to Tønsberg. It is beautiful over the fields when the grain has been harvested. The sports car red Citroen stands out nicely against the yellow autumn colours.
 

Cactus
The seats are comfortable. Has adjustable lumbar support on both sides.

C4 Cactus on the road

The PSA group's 1,2-liter PureTech engines are available in several variants, from 68 HP and 82 HP (without turbo), 110 HP and 130 HP (with turbo). Only the last two are delivered with Cactus in Norway. "Our" car had 110 HP with a 6-speed automatic which thrives best within 1500-3500 revs where the torque curve is almost completely flat. The 3-cylinder PureTech engines can get a bit rough and noisy at higher revs. The automatic transmission effectively keeps the revs down under normal driving conditions. I am impressed with the C4 Cactus on the motorway. Not only because of the suspension comfort, the pleasant sound level and the big car feeling, but also the traction when you are at speed. Acceleration from standstill, on the other hand, is not as impressive - at least not with the start-stop system active. You will probably be able to accelerate faster with a manual transmission. The C4 Cactus has no sporting ambitions, but provides a good portion of driving pleasure both in the city and on the country road. I would like to highlight the steering. It gives good feedback from the wheels and feels more direct than I expected.

Place

It is difficult to understand Citroen's model range. Citroen C4 Cactus has the same motorization, external dimensions and wheelbase as C3 Aircross. The latter is taller and therefore offers more interior space. If you are looking for a family car, you should choose the over the C4 Cactus. It amazes me that the Cactus is also smaller than standard C4, which has now gone out of production. From the outside, it looks like a larger car with its crossover appearance. With regard to space, we must remember that although the C4 Cactus belongs in the Golf class, it is priced like a car in the class below. The trunk, for example, at 358 liters is average for cars in the C segment, but superb for cars in the B segment. The back seat also provides decent legroom, but is not particularly wide for 3 adults and gives a slightly poor headroom. Children, on the other hand, sit high and will have a good view there. In front, you sit royally in good condition Advanced Comfort- seats.

 

Test C4 Cactus
Moderate luggage compartment with loading edge.

Safety

The C4 Cactus series 1 was tested by Euro NCAP in 2014. It received 82% for adult safety and 79% for child safety - a total of 4 out of 5 stars. It is just below what you find in new cars. There were no tests that turned out to be particularly negative. The test dummies suffered the most beatings on the upper body in side collisions and sideways posts. It was given top marks for whiplash protection. Today's model has been upgraded with safety equipment such as automatic emergency stop.

Euro NCAP – 2014 Citroen C4 Cactus

Buy C4 Cactus?

Don't be put off by Citroen's Progressive Hydraulic Cushions suspension system. The system is now being rolled out in several models. The first model after the C4 Cactus is the C5 Aircross. The PureTech engines have been volume sellers over several years. It is the PSA group's "potato engine". Cactus' biggest advantage is primarily price. 2019 models with negligible mileage are now available online for under 200 - and correspondingly favorable leasing. It's a lot of car for the money. In the Oslo area, there seem to be quite a few 000 models in stock.
 

C4 Cactus
Morning time by the fjord

: )
High comfort for the class – especially on the motorway
Pleasant sound level
Favorable price

🙁
Difficult to avoid jerking from a standstill and when driving in slow traffic
Slightly weak dipped beam

 

Facts - Citroen C4 Cactus 1.2 PureTech 110

Weights and Measures
Length, width, height: 416 / 171 / 148 cm
Wheelbase: 259 cm
Net weight: 1090 kg (without driver)
Max trailer weight with brakes: 950 kg
– without brakes: 580 kg
Luggage compartment: 358 litres
Petrol tank: 50 litres

Drivetrain
Engine: 1,2 PureTech 110 Start & Stop
Number of cylinders: 3
Displacement: 1199 ccm
Power: 110 HP at 5500 revs
Torque: Max 205 Nm between 1500-3500 revolutions.
Gearbox: 6-speed automatic.
Front wheel drive.

Performances
Top speed: 193 km/h
0-100: 10,3 seconds (manual)

consumption
City: 0,58 litres/mile (Mon.)
Country road: 0,40 litres/mile (Mon.)
Combined: 0,46 litres/mile (Mon.)
Own measurement: 0,57 litres/mile (aut.) measured over 212 km with city, motorway, country road and traffic jams.

Tires
Size: 205/50R17 89V
Type: Summer tire
Brand: GoodYear EfficientGrip

Price and equipment
C4 Cactus Feel 1,2 PureTech 110 Man. NOK 254
C4 Cactus Shine Pack 1,2 PureTech 110 Man. NOK 299
Paint surcharge (Red Sport): NOK

About the car
Year of production (series II): 2018-
Place of production: Madrid, Spain
Owner: Europcar
Rented via the app Rent
Model: 2019
Mileage: 26900
Km driven: 212
Source: Citroen.no
 

Pictures of the C4 Cactus

C4 Cactus
Cheap hard plastic with a fun design, the glove compartment that looks like a bag.
C4 Cactus test
Plenty of black plastic to absorb a life in the big city

See

Citroen C3 Aircross series 2
Citroen C3 Aircross
Citroen C4
Citroen in plastic

Got the job done!

Posted by Terje Bjørnstad
Ford Transit Custom
Ford Transit Custom 2,0 130 HP, automatic 340 L2H1 Trend

I don't know if it is the new front that has given the car more character - or if it sells better than before. In any case, I think that there have been more of them on the way. Last year, it was number seven on the sales lists for vans in Norway.

 

The car

Today's Ford Transit is number 8 in the model series that started a full 53 years ago. Today, the cars are produced at Ford Otosan in Turkey and shipped all over the world, even to the USA and Australia. Transit includes 4 different models, Courier, Connect, Custom and "full-size" Transit - or just "Transit".

I chose the Transit Custom for the job. The variant which in van language is called L2H1 – long length and normal height. Equipment level Trend with side doors on both sides, one side window on the right side and windows in the rear doors. The drivetrain consists of Ford's well-known 2,0 TDCi 130HK EcoBlue with Powershift automatic.

 

custom transit
Instrument panel with touch screen.

The mission

Pick up some leftover parquet at Maxbo Sinsen and wardrobes at IKEA Furuset. Unload the car at Skillebekk and load old parquet and old wardrobes there. Continue to Bærum to take the remains after a garage clean-up. The next morning, everything must be delivered to the recycling station at ISI in Bærum.

The warehouse

6,8 cubic meters – on paper. The length is 2,92 metres, but it is possible to extend it to 3,4 for long objects by opening the hatch to a separate compartment under the passenger seat. The loading height is 1,41 metres. The width is 1,77 meters and 1,39 between the wheel arches. The floor is covered by an elaborate plastic "floor liner" that was curved up along the sides. Good solution for keeping the warehouse clean and tidy.

custom transit
6,8 cubic metres, load length 292 cm, with a load hatch under the passenger seat you get 340 cm. Normal width is 177 cm - 1390 meters between the wheel arches.

Space in the compartment

I don't know who decided where the dividing wall should be. It was probably in between cargo volume og comfort? You don't have to be much above medium height to notice that there is a lack of legroom - also in the Transit Custom. The solution is a high sitting position with a straight back - much like sitting in the pew. I appreciated that it was possible to jack up the seat a little in the front as well. The passenger seat is locked in one position - as is usual on such cars. Depending on the conditions, the passenger in the middle has good legroom as the gear lever solution does not steal too much space.

custom transit
The interior (Trend)

look and feel

After the facelift in 2018, the Transit Custom received an upgrade to the instrument panel. The infotainment system is controlled via a touch screen. Comfortable leather-covered steering wheel and clear instruments. There are cup holders "everywhere" for coffee and Coke. By folding down the middle passenger seat, you get a table surface with extra cup holders. There are several USB ports available for portable devices.

Vibrates a lot at idle

It might not have been a good idea to go across Oslo just after working hours. Almost continuous queue from Skillebekk to Alexander Kiellands Plass. People are clearly starting to come out of their Corona hibernation. But what caused the whole car to vibrate when idling? It also created a lot of noise. I suspect it is the Powershift solution. When we stood still in Drive with the engine idling, the vibrations propagated throughout the car, but gradually disappeared as we drove. The idle speed was normal.

On the road

After loading the car with parquet and other building materials, the trip continued outward towards Furuset. On the country road, the drive functioned well. The gearbox left the engine revs comfortably low. The torque is absolutely superb and made it easy for us to take the climbs. At speeds between 80 and 100, we also noticed very little of the speed. Once you get up to speed, the interior noise level is very pleasant. - And for being a van, the steering feels good on the road. Someone had probably had a small accident with "our" car, such that it was on one winter tire and one summer tire at the front.

custom transit
Lunch break!

With the car to work

It was quite difficult to back in from the street where the cars were all over the place. Good mirrors, front and rear parking sensors, as well as a reversing camera are good aids when you have to pry the car around other cars with centimeter precision on all sides. Sliding doors on each side allow quick loading and unloading when parked illegally. Three parcels that were too long for the lift had to be carried all the way up to the 4th floor. Why aren't the stairwells made more suitable for carrying large objects?

Pass the height!

One of the most important characteristics of a van is to arrive hero forward - also into car parks and garages. Most facilities have a maximum height of 2,10 - some only 2,05. The Transit Custom is perhaps one of the tallest in its class. "Our" Transit had integrated load bars on the roof that did not build in height. Brilliant. The only thing to watch out for is the antenna whip on the roof. I had to tape it to the roof when I was driving into my own garage to load some heavy bags. The antenna can withstand hitting the roof when we drive in the direction of travel, - but not when we back up...

transit
Cargo rack that does not build in height when not in use.

Safety

It is not as easy to determine the safety in vans as in passenger cars. In the event of a collision with a passenger car, the van gives you an advantage because you are sitting in a higher and heavier vehicle. But if you hit a brick wall, the sense of security can be false. I also have a feeling that a short person sits more securely than a tall, long-legged fellow. Transit Custom was tested by Euro NCAP in 2012. The report says that there is a lot of hard plastic that can cause damage, - depending on where - and how one sits. This is where I'm afraid we long-legged people can come off badly. However, the greatest damage was caused in a side-post collision and whiplash when hit from behind (station wagon/minibus). Fortunately, there is little to worry about in vans with a partition wall.

Total score in 2012 was 5 stars and 84% for protection of adults. Toyota Proace got 91% then the was tested in 2015. The Opel Vivaro was also tested in 2015 and scored only 52%. Like the Transit, both cars were also pulled for side pillar impacts and whiplash for rear seat occupants.

Conclusion

Vans like the Ford Transit Custom are made for business - not pleasure. These are not cars you get overly excited about, but "our" Transit was perfect for the job! The EcoBlue engine is an example of how good diesel has become. Adequate torque and low consumption. The automatic solution is not recommended unconditionally, as far too much noise and vibrations propagated into the cabin while we stampeded in line. During normal driving, we found that the gear changes were well adapted to the engine and kept the rpm comfortably low.

custom transit
Mood picture through the Fortress tunnel. Chevy on the left.

Facts about the Ford Transit Custom L2H1

Weights and Measures
Length, width, height: 534 / 208 / 202 cm
Wheelbase: 330 cm
Own weight: 2111 kg
Payload: 1014 kg
Total weight: 3200 kg
Cargo volume: 6,8 m3
Cargo space length: 292 cm
– loading hatch: 340 cm
Cargo space width: 177 cm
– between the wheel arches: 139 cm
Cargo space height: 141 cm
Max trailer weight with brakes: 1900 kg
– without brakes: 750 kg
Max trailer weight: 4200 kg
Max roof load: 150 kg

Engines
2,0 TDCi EcoBlue
Horsepower: 130 at 3500 rpm
Torque: 385 Nm between 1500-2000 revolutions
6-speed automatic Powershift (dual clutch system)
Front wheel drive

Tires
Summer tires: Continental Vanco 2
Dimension: 215/65R16 C
One wheel (vf) replaced with a studless v. tire.

Performances
Top speed: 160 km/h

consumption
Stated consumption combined: 0,64 l/mile
Stated consumption highway: 0,58 l/mile
Stated consumption city: 0,73 l/mile
Not without own measurements.

Prices 2020
Ford Transit Custom 340 L2H1 130 HP Aut.
Total price: NOK 467
Includes the following equipment:
NOK 7 Integrated roof rack (expensive but nice)
NOK 6 Alloy wheels
NOK 3 Park assistant (recommended)
NOK 2 Reversing camera (recommended)
NOK 5 Bi Xenon (recommended)
NOK 1 Tire pressure indicator
NOK 8 SYNC/infotainment/radio
NOK 2 Airbag passenger seat
   NOK 500 Window in sliding door h.side (recommended)
NOK 1 Central locking
NOK 1 Rear windows (recommended)
NOK 1 Dressing in goods room
NOK 4 Sliding door v. side
Other additions:
NOK 6 Trailer hitch

About the car
Country of manufacture: Turkey
Registered: September 2019
Mileage: 6834
Km driven: 81
Sources: Vegvesen.no, ford.no , Ford Europe
Euro NCAP: Report 2012 Ford Transit Custom
Owner: Hyre.no

You can also rent a Transit Custom for an hour, day or weekend by downloading the mobile app from Hyre.

 

Ford Transit Custom photos

You can click on all images to see them on a larger scale.

ford transit custom
Extra side door on the left side, window on the right side and windows in the rear doors cost a total of NOK 5 Recommended!
custom transit
The Ford Transit Custom 340 L2 can take long objects up to 340 cm.

custom transitToday, the red building houses City Self Storage on Skøyen. Here you can rent a van if you need to. The building was once grey-blue - and was my workplace for 17 years. The office building has today been converted into a self-service warehouse. Wondering what items are stored in my old office?

 

On the way home, I just had to stop to take a picture of this great Mustang.

 

See

Will the Proace become a Hiace?
The neighbour's Transit Connect
Who makes the engines for the IKEA cars?
Toyota Proace Electric 50 kwh

Tesla Model 3 Long Range

Posted by Terje Bjørnstad
tesla 3
Tesla Model 3 in Deep Blue

thesundaydrive1

Fortunately, Tesla is not only about apps and data, but also about driving. The Tesla 3 is a really nice driving machine.

 

Raw driving experience

Electric motors deliver full torque at once. If you are a little heavy on the gas from the start, it is easy to get wheelspin. Not with the Tesla. It grabs spontaneously with both pairs of wheels and sends us rocketing forward. The computers on board redistribute the power in 1/10th of a second when needed. The center of gravity is very low and the weight distribution is perfect. "My" Tesla 3 Long Range is an early 2019 model with two electric motors – 204 HP front and 258 HP rear – totaling 462 HP. Today's Long Range model produces 476 HP - and the Performance a whopping 490 HP. The torque on "my" car is a solid 639 Nm. It should be possible to accelerate from 0-100 in less than 5 seconds. You don't have to drive far to feel that the Tesla 3 with Dual Motor can challenge the laws of physics.

Data monitoring

If you rent - or borrow - a Tesla, be aware that the owner can monitor everything. If you want to try a Tesla, you should have a serious purpose - not just robbing around aimlessly and without meaning. It was my wife who reminded me of it.

"For the weekend you can hire a car, because then we will visit Grete and Einar."

A Sunday trip to Tønsberg is a great opportunity to try a Tesla Model 3. The car that many praise to the skies. Then the following threat appeared on the mobile:

"If you drive over 130 km/h, the car automatically sends a message to Tesla and to the owner..."

I have long had objections to renting a Tesla. Partly because someone can monitor us, and partly because of my own data anxiety. I like driving better than tinkering with computers. And what do you do, by the way, when the data doesn't work?

tesla 3
The interior of the future

Range

I had charged the batteries so that we had 340 km at our disposal before we left. The trip Oslo-Tønsberg round trip is approximately 200 km. The winter range with Tesla's 75 Kwh battery should be approximately 400 km. WLTP is over 500 km. After driving and charging, the Tesla calculated a theoretical maximum range of 470 km based on our driving pattern on a mild January day.

E-pedal

Tesla does not advertise w/ that, but it has an e-pedal like the Nissan Leaf and the BMW i3. You accelerate and brake with the same pedal. The computer reads the movements well. When you let off the gas careful, slows it down careful. If something comes up that makes you have to slow down more powerful, you lift the accelerator suddenly, - and then the car stops nicely by itself - at the same time as the consumption indicator lights up green. Win-win for traffic flow and consumption. The ordinary brakes were dosed well. Let me also mention the nice steering feel. It can of course be adjusted on the screen. "My" steering was somewhat sporty - but the steering resistance was far from constant and dead. I also liked the thick steering wheel.

The user interface of the future

Tesla 3 owners with a mobile phone and app only need to touch the door handle, and it unlocks and adjusts the seat, steering wheel and mirrors. The owner gets in, puts his foot on the brake and the gear lever in "Drive" - ​​and sets off. I have seen that Volkswagen's new ID.3 should provide similar experiences. We are talking about the user interface of the future. On the way out towards Asker, we both sit and try to figure out how to switch on the radio. With my nose up at the screen, I feel that the steering wheel vibrates as we touch the edge. The central 15-inch screen takes some getting used to, especially when it also covers the most common buttons on the dashboard.

tesla 3
Heian - in the middle of Ramnessletta with Skjegestadåsen in the background.

Over the plains

Could you imagine a Tesla?

I answer like that er, that I feel helpless in a car I can't fix anything on. But the Tesla gave a great driving experience. So good that I took a small detour down Bispeveien (RV35) from Kronlia - then a turn from Revetal to my childhood village, Ramnes. I have heard that this is Norway's third largest plain. In my childhood, I often crossed the plain on a bicycle, skis or kicks. Today, the distances seem shorter. I made a short stop to take some pictures. We are at the end of January and the fields have already got green shoots. A few decades ago, you would have seen a skinny, snotty boy kicking away on sparkling winter fields.

Back to the purpose

The detour over Heianveien had not gone down well with my beloved. We were 20 minutes late for lunch in Tønsberg, which was really the purpose of the trip. I silently thought that someone might be watching us with a hidden camera and wondering why the entourage had stopped in the middle of a field in the middle of nowhere. Just to look at the "gender", like? “Hey Bill, look! What's that guy from Norway doing?»

Not like other cars

Elon Musk realized early on that it was necessary to build up his own infrastructure around the cars, in the form of charging stations, cars that themselves communicate with the headquarters, apps and the like. It is only when the Teslas come into contact with other systems that things can go wrong. For example, if you fast charge at other charging stations. After charging has been completed in the prescribed manner, the Tesla may refuse you to remove the charging cable from the car. My son - who has driven a lot of Teslas - says that one of the charging companies said that this was a common Tesla problem. "Put the red emergency stop button on the pump hard, and the cable will release!" I found out that there is a secret rubber strap inside the padding in the trunk. With the middle finger, you can pry it forward - and voilà, the contact is released. I love low-tech solutions, but for uninitiated Tesla 3 owners such problems can ruin the day.

tesla 3
Tesla's 19-inch sports rims

No stop button

When I had to return the car via the app to the car-sharing service Hyre.no, I received an error message that I could not return the car while the engine was running. On the Tesla 3, you don't switch off the engine. You put the car in "Park", get out and lock the car. The rental app therefore did not let me end the rental relationship until the immobilizer turned on a quarter of an hour later. This is not Tesla's fault, but a discrepancy between Tesla and the real world. Separate buttons for the handbrake and engine on/off are by no means necessary in 2020, but many expect such buttons to be in place.

Place

With a length of 4,69, the Tesla is the size of the Audi A4 and the BMW 3 series. You get the same impression behind the wheel as well. But the sitting comfort in the back seat is far from satisfactory for long-legged adults. It seems surprisingly cramped compared to the space you actually have, and I wonder if it might have something to do with how the seats are designed. The rear seat seems to have too low and flat a seat cushion, - and the seat backs on the front seats could perhaps have had a different, more space-efficient design. There is plenty of space in front, and you sit comfortably - that is, jeg sat very well, but my wife thought the seats were too hard in the stop.

Luggage compartment

The luggage compartment is divided into two, one at the back and one small compartment at the front - in what Tesla owners call the "frunken"? In total, there are 425 liters - 340 liters at the back and 85 at the front. The rear seats can be folded down (in 2 parts) so you can load through. The biggest limitation is the low height of the luggage compartment. On my way to drive my son to the train this morning, I discovered that there is only room for one regular suitcase.

tesla 3
340 liters of luggage space at the back and 85 at the front.

Safety

The Tesla Model 3 gets very good results both in tests carried out by Euro NCAP and the American IIHS. NCAP scores the Tesla as one of the best for 2019, along with the new BMW 3 series. The biggest demonstrated weakness is lateral collisions with posts. Then the driver suffers damage to the ribs corresponding to the level Marginal. Other tests are top class. In the safety assessment, I would also like to mention the digital 4-wheel system of the Dual Motor models. This is active safety at its best, as long as you don't get too cocky. I haven't had the chance to test it under demanding conditions, but I think it has to be the best 4-wheel drive system out there - perhaps better than Audi's original Quattro system. Last weekend we drove on a back road with almost blank ice and storm water. Would love to have the Tesla da.

NCAP Report 2019 Tesla Model 3

IIHS Test Report 2020 Tesla Model 3

Conclusion

The main reason for me to choose the Tesla 3 is the raw driving characteristics. For the same price as a good family car, you get a car that can compete with sports cars that "fart" between gear changes. The Tesla doesn't make noise and it doesn't smoke, and best of all – you can charge a full tank for a hundred on your own wall charger. The world's best range (with 75 Kwh) is reason number 2. With this car, you can get all the way to the cabin without charging en route.

Tesla is not like other cars and can present technical challenges in daily use - incidents that I experienced during my weekend. Fortunately, most of the challenges are well described on YouTube.

 

Everything is on the smartphone.

 

tesla 3
Unmistakably Tesla - low cw coefficient

Facts about the Tesla Model 3 LR Dual Motor

Weights and Measures
Length, width, height: 469 / 185 / 144 cm
Wheelbase: 287 cm
Net weight: 1856 kg (without driver)
Max trailer weight with brakes: 910 kg
Boot: 425 liters (340 rear and 85 front)
Cw: 0,21

Drivetrain
Cars manufactured before March 2019: Electric motor 204 HP (front) + electric motor 258 HP (rear) = 462 HP (total)
Cars manufactured by March 2019: 476 HP (Long Range), 490 HP (Performance)

Performances (cars manufactured after March 2019)
Range (WLTP): 560 km (Long Range), 530 km (Performance)
Top speed: 233 km/h (Longe Range), 261 km/h (Performance)
0-100: 4,6 seconds (Long Range), 3,4 km/h (Performance)

Cargo
Tesla Supercharger (150 Kw, CCS): 45-60 minutes
11 KW (Type 2): approx. 7 hours
Concrete charging examples:
Quick charger 50 Kw (CCS) from 50% to 74% capacity corresponding to 27 Kwh: 48 minutes
Indoor wall charger 7,4 Kw (Type 2) from 26% to 90% capacity: 5 hours

Tires
Dimension: 235/40R19 96T
Type: Studless winter tires
Brand: Nokian Hakkapelitta R3 XL

Price and equipment
Base price: NOK 459 (Long Range), NOK 900 (Performance)
Lacquer supplement (Deep Blue): NOK 8
19″ sports rims: NOK 13
Towbar: NOK 8 (not on the mentioned car)
White interior: NOK 8
Autopilot: NOK 50

About the car
Owner: Private
Rented via the app Hyre.no
Model: 2019
Km driven: 227
Sources: tesla.com, vegvesen.no, elbilforeningen.no

tesla 3
Like a computer game. Tesla shows the traffic situation.

See

tesla 3
Tesla against "smoke"
terjes cars
Life with Tesla 3
tesla 3
Do electric cars lose more in value?
Temperature control of electric car batteries
The temperature in electric car batteries
preheating tesla 3
How many kWh does the Tesla 3 lose in the blast cold?
tesla 3
Excessive focus on winter range

 

tesla 3Stian's Tesla filmed everything that happened for six hours outside of work

 

Volkswagen Polo 1.0 65 HP

Posted by Terje Bjørnstad

The Volkswagen Polo 6 is quite nice in Reflex Silver Metallic.

pole 6
 

thesundaydrive1

A walk around Lake Raho, a simple lunch in Perpignan and return home across the vineyards to the sounds of Volkswagen's one-litre engine. The one without TSI.

 

The very smallest engine

The new Polo 6 has been on sale for a year, but only now is it available with Volkswagen's smallest engine. The one-litre produces 65 HP and has a torque of 95 Nm from 3000 revolutions. It is an upgrade of the 60 HP engine we recognize from Up! and Polo 5. Naturally aspirated, 3 cylinders with Multi Point Injection and 4 valves per cylinder.

Daytrippers

We have a small house in the small town of Céret in the south of France on the border with Spain. The city is known, among other things, for its cherries, and the artists Pablo Picasso and George Braque, who once lived here. On Sunday we do as many French people do, - we go for a walk and have lunch. Although there is quite a lot of traffic, it goes smoothly and elegantly. It is Sunday after all. You have the whole day ahead of you. The small Polo engine hangs around. I quickly shift up and keep the car at low revs so that the sound of the 3-cylinder engine does not become too enervating. In contrast to it turbocharged 1.0 TSI (95 HP) more revs are required, especially during acceleration. Then you can't avoid the annoying, harsh, drumming engine sound. There is still enough energy to follow the Sunday traffic.

Coming up short on the highway

On the Spanish autopista the day before, I felt different. When two trains are side by side at 100 km/h, you have to go all the way over to the left lane to pass. Then you are forced to accelerate to at least 130-140 km/h so as not to annoy the Audis in the distance behind. Accelerating on the motorway is not "just-so". I tried my hand, but couldn't decide which gear went best. When the tachometer passed 4000 revs it felt like there was no power left. In practice, this means speeds above 120 km/h.
 

Acceleration is fastest between 3000 and 4000 revs on the engine. Outside of this area, not much happens.

 
On normal country roads, however, the little Polo works well. It sits well on the road, as the previous Polo did. I like the electromechanical steering very much. I found a comfortable sitting position, thanks to the height-adjustable seat and adjustable steering wheel. A/C is without automatic temperature control, but worked fine in 30 degrees. We know the Polo 6 better than many other cars. Changing to a newer model has never been a problem. Not this time either. Everything is where you expect it to be. No surprises. Super easy to drive.
 

pole 6
It's been a long time since I drove a new car without a leather-covered steering wheel with multi-functions - but this works alright. I get help from the lady in the passenger seat to operate the radio.

 

Trim before meals

Lac-de-la-Raho is located a few km south of the city of Perpignan. It is an artificially dammed lake that will supply the district with water. A recreation area with swimming, beach and walks - a nice alternative to the beaches that are a few minutes away. The sea also has a function as a water reservoir. If there should be a forest fire nearby, the firefighting planes (the Canadairs) will come here to fill up. Then people who walk around the lake have to be careful, otherwise they will lose their hair - literally. The trip around the lake is exactly 6 metres. We finished in 150 hour 1 minutes at normal, Norwegian Sunday tour speed. By then we had probably burned enough calories that we could treat ourselves to a meal at the very "un-French" KFC (Kentucky Fried Chicken). It's a shame that no one in Norway has found it profitable to start up this fast food chain. A bucket of lard-fried, grilled chicken pieces may not be the healthiest thing to eat, but the chicken meat is of good quality.
 

pole 6
Lake Raho is artificially dammed. It is arranged so that you can walk or cycle around. It is exactly 6 meters. The trip provides a nice natural experience of being in an open landscape surrounded by the mountain massifs Alberès (in the background) and Canigou. There are great opportunities for picnicking (the French love it) and carp fishing. It can take up to half an hour to land a real fish.

 

Bon appétit!

For most French people, Sunday lunch is the big meal of the week. Not only good food and good drink, but also the social gathering with family and friends. Then it is easy to drink too much wine. I never trust fellow road users to be within the alcohol limit on the way home from Sunday lunch. The blood alcohol limit in France is 0,5 and 0,2 for those who have held a driving license for less than 3 years.
 
We take the small roads home. Picturesque country roads that pass the vineyards and tie the small villages together. Unfortunately, these are the roads people use when they have been drinking. On the way home, we passed two fresh, abandoned car wrecks. One was a KIA that had knocked over several buckets far into the vineyards. The other, a red Peugeot 207 was smashed beyond recognition. Typical youth cars that had probably crashed during the night. Single accidents with young drivers behind the wheel.
 

pole 6
Dark rear lights are standard on all new Polos. The village in the background is called Pontella.

 

Trendline

I stop along the vines for a small photo shoot. It's been a long time since I saw a brand new car with 14 inch steel rims, wheel covers and a plastic trunk without control levers. In terms of equipment, the Trendline is not a bad choice. You get Climatic, electric windows, height-adjustable front seats and an alright infotainment system. What you really need is delt fold-down rear seat. On "our" car, you had to shut down whole the back seat, - and then the car becomes a two-seater. According to information from the Norwegian importer, a partially fold-down rear seat is included, but I recommend getting this confirmed before any ordering.
 
With a pair of inexpensive 15-inch alloy wheels, the car would look very good. I like the color. Reflex Metallic has existed at Volkswagen for several decades. The color brings out the lines of the Polo 6 in a nice way. The 65 horse is only available in Trendline, but it is not the equipment level which is the first thing you need to upgrade. It is motors. In the price list today, there is a jump of NOK 31 from the entry-level model to the next model, the 100 TSI 1.0 hp Business. This model therefore not only has a satisfactory engine - it also has a slightly better level of equipment.
 

pole 6
The parking space is free for anyone who wants to spend a day by the sea. We parked next to a Citroën C2 with a bike rack.

 

Safety

Safety is measured by Euro Ncap in 2017. There, the new Volkswagen Polo received top position in its class. Good score in all disciplines. Even the cheapest Polo 6 comes standard with automatic warning if something should appear in front of the car, and automatic braking at speeds below 30 km/h.
 
It is good.
 
But I wish that Volkswagen had invested in disc brakes on the rear wheels as well. Today, all 1.0-litre engines have drum brakes at the rear, while larger engines (diesel and GTI) get disc brakes all around. I'm not sure what other waivers have been made on small engine Polos. In Spain, the Polo 5 with 1.0 engines was sold under the designation Paul A because they had a somewhat simpler undercarriage. You could tell by how the car lurched when you threw the car into a series of simulated evasive manoeuvres. Larger Polos, - those with, for example, the 4-cylinder 1,2 liter engine with 90 HP, behaved noticeably more steadily in the same manoeuvre. I feel that "our" new Polo behaves like a "big" Polo 5, nothing more, nothing less. I have not yet driven larger versions of the Polo 6, and therefore cannot comment on whether they have become correspondingly better.

Price and competitors

The entry-level model for the new Polo 6 costs NOK 207. I recommend upgrading to the 900 TSI. That engine provides far better driving pleasure, a more comfortable sound level because the engine works at lower revs, - and consequently lower consumption. I realize the price difference of 1.0 is a lot of money. If you upgrade the entry-level model with alloy wheels and a multifunction steering wheel, you will in any case get a car that to be looks good and for which you get good payment, when traded in.
 
Volkswagen Polo 1.0 TSI 95 HP
 
Competitors for around 200 include the Skoda Fabia, new Citroën C000 and Peugeot 3. The Fabia offers a better engine, 208 TSI with 1.0 HP. Citroën C95 and Peugeot 3 are both equipped with the PSA group's 208-liter with 1,2 horses. It is a little more vigorous, but the 82-cylinder engine has a rougher and more penetrating sound when the gas is applied. And it requires you to use the gas diligently.
 

pole 6
Quiet trips on country roads. Here in the forest between the tiny villages of Torderés and Llauro.

 

consumption

I have not yet measured consumption from a full tank. On the car's built-in trip computer, we end up with around 0,48 liters per mile at a fairly steady road pace. It is not so easy to keep a steady pace. Both France and Spain love roundabouts. They are often close together along roads with a speed limit of 90 km/h. Then you have to constantly pick up speed from 30 km/h.
 
As we head over small mountain areas in the lower parts of the Pyrenees, the consumption easily rises to 0,65-0,70 liters per mile. The reason is that such road sections require the engine to rev well, preferably between 3000-4000 revs.
 
The factory consumption figure is 0,41 on country roads, 0,59 in the city and the so-called EU consumption is 0,47. Since the engine requires a lot of revs to go, I think it will be difficult in practice to get down to the stated highway consumption.

Conclusion

With the main focus on driving pleasure, we can safely say that the 65-horsepower is not suitable for fast motorways, southern city driving and mountain stretches. You always arrive, but hardly with a smile, - and the fuel consumption is nothing to write home about either. This is not a "keen driver's" car. It is a car for getting from A to B. The little you find of driving pleasure is in the way the car handles the road, and how easily it can be controlled under demanding conditions. Let's also not forget that, according to Euro NCAP, the Polo 6 is the best in its class in terms of safety.
 

Facts

Weights and Measures
Length/width/height in cm: 405/175/144
Wheelbase in cm: 255
Tank volume in litres: 40
Boot space in litres: 351 (71 more than the predecessor)
– with seats folded down: 1125
Net weight: 1030
Total trailer weight with brakes: 800
– without brakes: 550

Motor
3-cylinder.Multi Point Injection. 12 valves. Euro 6.
Engine code: CHYC
Engine displacement in ccm: 999
Power HP/KW: 65/48
Torque in Nm: 95 at 3000-4300 revolutions
Gearbox: 5-speed manual

Prices and extras
Purchase price including delivery: NOK 207
Metallic paint supplement: NOK 4
15-inch alloy wheels: NOK 4 (recommended)
Small leather package (leather steering wheel and leather-clad gear lever and handbrake): NOK 1
Light and visibility package (rain sensor, automatic light switch and anti-glare mirror): NOK 2 (recommended)
Electric rear windows: NOK 1
Adaptive Cruise Control: NOK 2 (recommended)
Front/rear parking sensor: NOK 4
Dark rear windows: NOK 2

Competitors
Skoda Fabia 1.0 TSI 95 HP (NOK): NOK 210
Citroën C3 1,2 PureTech 82 HP (NOK): NOK 209
Peugeot 208 1,2 PureTech 82 HP (NOK): NOK 199

Links
Euro Ncap – Volkswagen Polo 6
Source: Volkswagen.no
Europcar.es
Tripadvisor.com: Lake Raho

PHOTOS

Click on the images to see them in a larger format.
 

6 Polo
Sharp profiles are nice, but I'm afraid parking dents are going to be very visible. The vines in the background belong to a local vintner and are sold under the "Appellation Roussillon".

6 Polo
This is an example dashboard layout. If you choose a more expensive Polo, you should of course choose Active Display. It is not available in Trendline.
6 Polo
Not easy to capture the interior in a photo. The seat and seat cover look simple, but provide excellent seating comfort.
6 Polo
Lake Raho with the Canigou massif in the background.

 

See

Terje's cars
Volkswagen Polo 1,0 TSI 95
Successful facelift, but a new model is just around the corner.
Successful facelift.
2016 VW
2016 Volkswagen Polo 1.0
Terje's cars
Farewell to the world's best…
Terje's cars
Peugeot 208 1,2 Pure Tech

Does the D4 have any future in the XC60?

Posted by Terje Bjørnstad
thesundaydrive1

In Volvo's outgoing XC60, the D4 has been a popular powertrain. The new D4 is better, but few will choose it.

 

volvo xc60
The oats are ready to be harvested, the Volvo is ready to be driven...

 

Envious

If you are one of those who have acquired the new Volvo XC60, or have one on order, you should know that I am deeply jealous. I'm guessing that you have the choice of the T8 drive unit with 407 HP, - 320 on petrol and 87 on electricity. With today's tax system, it's a gift package. Compared to car tax-neutral Sweden, the D4 is also a gift package, although not to the same extent as the hybrid. With news about increased tolls and a new diesel tax in Oslo, it's easy to like the T8.
 
I chose a tabloid headline for this article. The D4 in the outgoing Volvo XC60 is not the same engine you will find in the new model. From now on, the D4 consists of a 190 HP twin turbo diesel developed from the 2-litre that sits in the D3 and D2. A while ago I was impressed by the new D2 engine and am sure that the new D4 with 8-speed Geartronic will hardly disappoint. The new D4 is a good engine choice, although few will choose it.

No powder keg

The old D4 – which sits in the outgoing XC60 – also has 190 HP. It is Volvo's well-known 5-cylinder 2,4D. It is an engine with many qualities, but not the same characteristics as the new D4. "My" Volvo XC60 was produced as late as May this year. In Sweden, the outgoing model is sold in parallel with the new one, under the name XC60 Classic, - while stocks last. The 5-cylinder 2,4D behaves much more like a diesel. It pulls well, has a good torque (420Nm at 1500-3000) and is not bothered by turbo lag. However, it feels far from as nimble and responsive as the new 2-litre. Moreover, it sounds more diesel, - tractor diesel. But it is not a negative experience. On the contrary.
 
I recognize myself from the V40, V60 and V70. I choose the instrumentation with the red background - "Performance". I immediately find a perfect driving position with the electrically adjustable driver's seat and adjustable steering wheel. Comfort and feelgood are, as usual, absolutely king. When I think about it, I can't find any furniture at home where I sit as well as in the Volvo.

We drive Classic

volvo xc60
The king of the forest.

 
On the road, I notice that the Volvo XC60 is bigger than the other cars I drive. Especially the width. Through narrow residential streets with street-parked cars, I have to calculate a few extra centimeters. Likewise on the motorway, where there will be a little less distance to other fields. The field warning pings right as it is. It is OK. Likewise the somewhat inelegant distance warning and blind spot warning. The slightly heavy steering also helped to give a feeling of "big car".
 
I think that the 190 horsepower engine is actually required on a car like this. Anything less would feel underpowered. According to the registration card, the car weighs 1728 kg. The five-cylinder 2,4D engine does not provide great acceleration, nor any feeling of having something extra under the hood. Nor sound-wise. I remember Audi's 5-cylinder 2,3-litre petrol and thought it gave a tougher sound with its fifth cylinder. The six-speed gearbox works OK, but I don't think it shifts as quickly as Audi's S tronic. However, it leaves no noticeable dead parts in the rev register. One of the advantages of the 2.4D, compared to some of the turbodiesel competitors - for example from the VAG group - is that the good torque is maintained over a wider rev range. You don't "empty" the gears as quickly. It is good.
 
We took the car out into the woods. It had rained quite a lot, and in a small forest road we saw sneaky, water-filled slush tracks of someone who had been there before. The Haldex 5 intervened elegantly and pulled the heavy car up nicely. I was a little worried about a deep dump, but after studying the overhangs and ground clearance I saw that it was fine. On farm roads and gravelly, uneven country roads, the comfort is absolutely excellent. Speaking of comfort, this is one of the XC60's big advantages. The country road is very pleasant, mile after mile.

volvo xc60
Easy to use, looks spacious - but not so large in volume.

Place

In terms of space, the car feels like a "full-size SUV" in the seats, but the luggage compartment, with its 495 litres, is not on par with competitors such as the Audi A5 and BMW X3. By comparison, the new Q5 has 770 litres. However, the Volvo's boot is easy to use, and actually feels more spacious than it is. In terms of size, it's about the same as the Mazda CX-5 and Audi A4 Avant, to name a few.

Economy

In Norway, you can now buy the Volvo XC60 Classic only as a used car or a convertible. D4 is not a bad choice, even with the Oslo politicians' diesel output. I haven't fine-tuned the diesel consumption, but with mixed highway and country driving, it seems to stabilize around 0,8 liters per mile for the first 10 miles. The 2,4 engine is reliable and good for many economic miles, but I know a disturbing number of people who have had problems with the gearboxes in fairly new Volvos - both automatic and manual gearboxes. Although I hope this only applies to slightly older constructions, it is important to get as good guarantees as possible, not least when you buy used.

Conclusion

It is still advantageous to buy diesel cars in Norway, compared to tax-neutral countries. However, the authorities are creating a lot of uncertainty by introducing excessive taxes on diesel cars. This can make it difficult to sell them on the secondary market, at least in the short term. On later In the long term, I don't think it matters that much whether you drive a diesel or a hybrid. In 10 years, we will be grinning indulgently at today's plug-in hybrid cars with their short ranges. The new XC60 T8 has a range of approximately 30 km on electricity. Experience in 10 years the perhaps more old-fashioned than a regular turbodiesel. I'm sure that the diesel Volvos will do just as well in ten years, - not least the 2,4D. It is not certain that the hybrid cars will be as problem-free.

The pictures take us on a trip out into the countryside with the XC60 Classic!

volvo xc60
I associate the XC60 with rural surroundings more than city life. Here at Ingeborgrudmoen, Nes på Romerike.
volvo xc60
The switch panel and door sides covered in leather.
volvo xc60
Tidy. Electromechanical handbrake and electric tailgate.
volvo xc60
This has been a classic Volvo layout for a long time. With new models, it is modernized.
volvo xc60
I prefer the red instruments. You can choose between three different themes.
d4 classic
We have no furniture at home that matches these 🙂
d4 classic
At Sanngrund we parked next to this beauty.
xc60 classic
I like the termination of the exhaust emissions in the diffuser. Nice with a bit of "bling", too.

 

Facts Volvo XC60 Classic


Facelifted model from the 2014 model year. Visual changes from the predecessor include a completely redesigned front, new rear diffuser with integrated exhaust emissions, painted all the way down and digital instruments, blind spot camera moved to the rear bumper and gear knob in piano lacquer instead of silver. The 2,4D engine received a power increase from 163 HP to 190 HP. 6-speed automatic gearbox (Aisin TF-80SC) manufactured in Japan and used in Volvo D3, D4, D5 and T6, - as well as several other car manufacturers. Read more about the gearbox on Wikipedia.

Calculation example

HYBRID IS THE TAX WINNER, BUT DIESEL IS ALSO AFFORDABLE.

How profitable are hybrids and turbodiesels in purchasing?
 
The Norwegian tax system favors these engine types over petrol. I am starting from the engine offers for the new XC60 and set the petrol option T5 as normal. All models have an automatic transmission, 4WD and the most affordable level of equipment. I compare with Swedish prices because their car prices are fairly tax-neutral, - that is, the cars are priced simply and straightforwardly as ordinary capital goods. So, when I compare Swedish and Norwegian prices, the calculation goes like this:
 
Petrol T5: Swedish price: SEK 422, Norwegian price: NOK 900. The conversion factor then becomes 725, which we use as normal.
 
Diesel D4: Swedish price: SEK 435, Norwegian price: NOK 900. The conversion factor is 640. Had we instead used the conversion factor for the petrol version T000, the Norwegian price would have ended up at NOK 1,468, which gives a theoretical "price advantage" of NOK 5, or a "discount" of 747%.
 
Rechargeable hybrid T8: Swedish price: SEK 581, Norwegian price: NOK 899. The conversion factor is 690. If we had instead used the conversion factor for the petrol version T000, the Norwegian price would have reached NOK 1,166, which gives a theoretical price advantage of NOK 5, or a "discount" of as much as 997%.

What about the X60 Classic?

In Sweden it costs SEK 354 with "my" D000 4D with 2,4 HP and 190WD. There is no longer any Norwegian price to compare with, but calculated with the same factor as the new X4s, it would end up at NOK 60. You can get the outgoing XC606 with D000 (60-liter with 3 HP) and front-wheel drive for SEK 2,0 – not bad, either.
 
The prices are taken from volvocars.no og volvocars.se.

 

See

xc60 classic
Volvo V70 new D2 and Geartronic.
xc60 classic
Mazda CX-5.
xc60 classic
Volvo V90.

Versatile car, Renault Captur

Posted by Terje Bjørnstad
Renault Captur is a so-called Urban Crossover.
Renault Captur is a so-called Urban Crossover.

Orange car brings to mind rain gear and old life jackets from Helly Hansen. Maybe that's why someone got the idea to create a campaign model called Helly Hansen?

 

Crossover I thought as I approached the car. As a middle ground between Nissan Qashqai and Citroen C3 Picasso. Big car, quite wide - but based on a small car à la Clio.

What does the Captur have that the Clio doesn't?

Versatility. Large doors with large opening. Easy access for adults and children - especially those in child seats. Good interior space. The glove compartment consists of a deep drawer of the type you have in the kitchen where there is too much room. Everything I look at and touch seems solid. The entire interior looks like it can take a beating. Should the children spill or get carsick, it is reassuring to know that the seat covers can be zipped off and cleaned.

But even in "my" lavish model, there is no premium feeling. It simply feels like a cheap car, but with good design and practical solutions. Developed in France and manufactured in Spain. Prices start at approximately 220, making the Captur only marginally more expensive than the Clio.

 

A lot of hard plastic, but still a practical and solid interior.
A lot of hard plastic, but still a practical and solid interior.

When I got in and adjusted the seat, I noticed that I was sitting in a typical Latin driver's position intended for bodies with short legs. Previously, types like me, who are typically Nordic, had to choose to drive with either straight arms or too short a distance to the pedals. Fortunately, the steering wheel is adjustable longitudinally, so I was able to find an absolutely superb driving position. I chose to sit a little high to get a good view of the narrow streets I was driving through.

Great on the road

On the road, the Captur seems large. You sit high compared to normal cars. Out on the main road, I didn't notice the speed. I had to shepherd the speedometer so as not to drive too fast in the monitored 80 zones around Barcelona. The top two gears in the 5-speed gearbox are overdrive, and together with the 1,5 liter's good torque, it feels like you're driving a big engine. I had to check that it was the 90 horse I had received, and not 120 HP. Another factor that contributes to the big car feeling is the suspension. It is comfortable, but not in the way you associate with old French cars. It rolls more than the Qashqai – exactly in line with what I like.

I am a bit skeptical of high-built cars when it comes to lateral stability, - or to put it in good Norwegian: The danger of the car simply tipping over during a "moose manoeuvre". In a car that corners strongly, à la Citroen 2 CV, you will feel the limits better. With a modern high-built car, it is not so easy to feel the limit without testing on a closed track. I put in some tight evasive maneuvers on a clear stretch of road to make sure the Captur won't roll over on the first evasive maneuver.

 

Looks wide and big along the road.
Looks wide and big along the road.

Large small car

I enjoy the big car feeling. I sit high and have a good overview. I feel like I'm towering over the road a bit too. Also, the car is great to look at. Here in France, I feel that many will choose the Captur next time they change cars. Especially families with children.

The small car feeling only comes when you open the trunk. Here, there is no room for much more than a cabin suitcase and a couple of shopping bags, - in other words, as big as in any small car. It is two-part, and without the dividing plate you get 377 liters - almost as big a boot as in the Volkswagen Golf - but it is quite high, and not as easy to use. You can expand the luggage compartment by pushing the rear seat forward. But it cannot be assumed that you have to make a compromise. It should just be missing, - the car is just over 4 meters long.

Renault's 1,5 dCI engine has been considered by many to be the best turbodiesel ever. I don't disagree. What surprises me a little is that the engine has no distinct diesel sound. If the rental car company had not attached stickers "all over" that this is a diesel, you could easily think you were driving a petrol car. 90 HP does not provide super acceleration, but the torque of 220 Nm in the rev range 1750-2500 is great.

In Norway, the Captur is not supplied with the fine dCi engine. Instead, you get 90 HP from a 0,9-litre 3-cylinder petrol engine. I have not yet tested this engine. It is an interesting alternative, but I fear that it does not provide the same nice sound image as the dCI engine.

 

The glove compartment is as big as a kitchen drawer.
The glove compartment is as big as a kitchen drawer.

Safety

In terms of safety, the Renault Captur scores medium in the B class. It has marginally weaker safety than the Nissan Qashqai, which also originates from Renault. What is worrying about NCAP's measurements from 2013 is Captur's weak results with regard to whiplash measured in the front seats in the event of a collision from behind.

Economy

Stated fuel consumption on the Captur dCI 90 HP is 0,40 in the city and 0,34 on the highway. There are very low consumption figures. I will keep the car for a few more days, so I have not been able to measure my own consumption, but so far it looks positive. On the purchase side, the Captur is marginally above the equivalent Clio, - and that means a lot of car for the money. The only negative thing from an economic perspective is that trade-in prices may be somewhat worse for Renault than best sellers such as Toyota and Volkswagen. Cars that are in demand as new will also be in demand as used.

Conclusion

The Captur is currently being used as a daily means of transport during some fine autumn days in the south of France. It stands out as exceptionally easy to drive. It almost runs by itself. It works very well in city driving. Easy to steer and easy to park. It handles highway speeds just fine. Appearance is appealing. I probably wouldn't choose the orange color. While on the road in France and Spain, we spot several Capturs in various color combinations. My wife prefers a red variant with a black roof. Personally, I would choose white with a black roof.

- Which one would you choose?

 

Pictures of Renault Captur

I would choose this color combination (renault.es).
I would choose this color combination (renault.es).
Very easy to drive and thrives along French country roads.
Very easy to drive and thrives along French country roads.
Separate living room on the dashboard, - but tended to open during speed...
Separate living room on the dashboard, - but had a tendency to open during speed...
The height of the luggage compartment could be increased by removing the plate below, and the rear seat could be pushed forward.
The height of the luggage compartment could be increased by removing the plate below, and the rear seat could be pushed forward.
Nice car with a slightly mischievous look.
Nice car with a slightly mischievous look.
For those particularly interested: The seat cover is attached with a zip and can be removed and cleaned, perhaps washed. Maybe something for OMO Color?
For those particularly interested: The seat cover is attached with a zip and can be removed and cleaned, perhaps washed. Maybe something for OMO Color?
Driving lights (on) and headlights that automatically light up when turning.
Driving lights (on) and headlights that automatically light up when turning.
Captur parked in Cadaqués, Spain.
Captur parked in Cadaqués, Spain.

 

See also:

2017 Nissan Qashqai
2017 Nissan Qashqai
Jeep Renegade

Who drives the Volvo V40?

Posted by Terje Bjørnstad
volvo v40
Tough running lights and three washer nozzles.

Surprisingly high feel-good factor.

 

Who drives the Volvo V40?

I think almost every V40 on the road has some kind of advertisement on the side, a logo for a government agency or rental car company. Maybe the V40 falls between two seats? The die-hard Volvo people looking for a spacious family car - which the V40 is definitely not - and young people who prefer BMW and Audi to Volvo?
 
The other day I got to drive the Volvo V40 - as a hire car in the company's company. It was a 2015 model with the "old" 2 HP D115 engine. I note that there are currently 333 V40s for sale on Finn.no that are less than 3 years old. No less than 280 of these have a D2 engine. While neither are particularly cheap, might it be possible to get a good used car buy on the V40 these days?
 
The Volvo V40 is not a bad car. Read why.

 

volvo v40
The digital instruments look like analog clocks.

5Look-and-feel

I got a solid first impression, both aesthetically and functionally. First of all, I liked the seats with woven leather details, pleasant to look at - and not least to sit in. I liked the digital instruments. They look like conventional analog clocks, but are actually a digital display. The pointer on the tachometer, for example, is pure computer graphics. The two high-placed screens give a premium feeling. The award-winning center console is certainly beautiful - in a kind of Nordic Light Design - but it has too many buttons. I can't read what it says on them while I'm driving. The climate control is easy to operate, and the DAB radio could fortunately be operated from the steering wheel. There was also good sound.
 
When the key is inserted into the dashboard, the engine can be started and stopped with the Start button. The handbrake is elegantly sandwiched between the center tunnel and the driver's seat like on a sports car. The handle is made of soft leather. The center armrest and door armrest feel comfortable. I drummed my knuckles on some surfaces of hard plastic, but thought that this holds up well for premium class, - fully on par with the Audi A3 and BMW 1 series.

 

volvo v40
Good design, but the button cluster on the center console is ripe for replacement.

6Driving pleasure

The PSA group's 1,6 liter turbodiesel with 115 horsepower is the same as that found in the Citroen C4 and C5, Peugeot 308 and 508, BMW 116i, Ford Focus and Mondeo, as well as the Volvo V60 and V70. I gave a four for driving pleasure when I tested the same engine in the Citroen C4 and a three in the Volvo V60. I think this drivetrain gave more driving pleasure in the slightly lighter Volvo V40. The gearbox was very easy to work with. The interchange is absolutely ideal for Norwegian roads. You can engage sixth gear from 80 km/h, and there it stays fine from 1200-1300 revs.
 
The torque is a whopping 270 Nm. I note that it seemed a little sluggish from a standstill, but as soon as I finished first gear, the response was good.
 
On the way home, I turned off the motorway at Vinterbro and followed Gamle Mossevei inwards towards Oslo. This is a very easy-to-drive car. I downshift, into the turn, step on the gas, upshift - playfully easy and totally effortless. The car itself likes to be driven sporty, but the D2 drive - which is based on utilizing the torque, is not distinctly sporty.
 
I give a strong four for the driving pleasure.
 

 

volvo v40
Beautiful wedge shape.

6Comfort

The seats are nothing short of amazing. I mentioned they were beautiful to look at with exposed stitching and woven leather details. I particularly liked the rear seating arrangement with 2 shaped seats and a simpler middle seat. Behind the wheel, I immediately found a perfect driving position with full lumbar support, thigh support and the headrest was exactly where it should be.
 
During driving, the suspension provides good comfort without feeling soft. In terms of noise, you can barely hear the engine, but there is some rumbling from the road, especially on rough asphalt, which the V40 shares with other good cars in this class.

 

The V40 has 4 major advantages - 2 at the front and 2 at the back.
The V40 has 4 major advantages – 2 at the front and 2 at the back.

6Place

The trunk is 335 litres, which is below average in the class (VW Golf: 380 litres, Citroen C4: 408 litres). You can fold down the rear seats, but it can be difficult to load large items due to the limited loading opening. The space conditions in the compartment seemed good. The rear seat is designed with two comfortable seats and a small middle seat. On long journeys, four passengers sit like kings, while I imagine that the fifth person will have it worse.
 

Feelgood feeling behind the wheel.
Feelgood feeling behind the wheel. Pleasantly low rpm at 80 km/h.

6Safety

The V40 was tested in 2012 by Euro NCAP and received a top score. It was praised for having its own pedestrian airbag that automatically opens the hood slightly at the rear to soften any collisions with a lot of road users. Since its introduction in 40, the Volvo V2012 has been available with adaptive cruise control with emergency braking, but it was not installed on the test car. I noted the blind spot warning, and otherwise I would highlight good braking properties and good headrests as positives for the feeling of safety.

6Economy

As a new car today, the V40 D2 Momentum costs NOK 320 in a special emission-friendly version with reduced CO000 emissions, while the regular price is NOK 2. That is 337-000 more than a similarly equipped Citroen C50. The C60 is an excellent car, offering a significantly larger boot but not as much fun to drive as the V000. You can also count on getting more in trade-in for the V4 than the C4.
 
The engine has proven to be durable and can withstand high km distances. The PSA engine is used in taxi traffic all over Europe, and you can therefore count on good operating economy.
 
I was not able to measure the fuel consumption, but the factory figures for mixed driving should be 0,38 liters per mile. My experience with other cars with the same models is that consumption is between 0,45 and 0,50. Not bad. "My" V40 also had an eco-meter. Completely unnecessary, as it is difficult to drive uneconomically with this drivetrain. Besides, I think eco-meters belong to the cars of the eighties.

 

The Volvo V40 is built in Ghent, Belgium, along with another bestseller, the XC60.
The Volvo V40 is built in Ghent, Belgium, alongside another bestseller, the XC60.

Conclusion

Initially, I was of the opinion that there should be opportunities to make a good used purchase on the V40 now that it had arrived in a facelifted version. The Volvo with 115 HP turbodiesel is an ideal car for those who cover many miles a year. Many people would probably choose the V70 eDrive for that job, but I would choose a V40 D2, as long as I didn't have to carry large objects with me. If you buy a 1-3 year old V40 D2 with moderate mileage from, for example, a leasing company, you can expect many nice miles on the road with a high feel-good factor, without the car falling apart, and a good trade-in price.
 

An ideal car for car commuters.

 

positive1

  • Very comfortable seats and driving position.
  • Safety – both measured and felt.
  • Expected operating economy.

negative1

  • Small luggage space for its class.

 

Source: Press photo from Volvo
Source: Press photo from Volvo

Facelift for the 2017 models

Overall, the 2017 facelift is pretty minor. The most visible are the new grill and new running lights. These changes suit the car well. Other changes are mainly related to new color codes for the exterior paint and interior panels, including the steering wheel. It is now possible to order a dark roof cover for your new V40. Earlier this year, the engine was upgraded to 120 HP and torque 280 Nm at 1500 rpm.

We have driven the V40 Cross Country

 

See

Volvo.no

Volvo V40
Volvo V40 Cross Country facelift
2015 Volvo V60.
2015 Volvo V60.
volvo v40
An engine for all occasions

Yes please, both

Posted by Terje Bjørnstad
Toyota Auris in Dark Blue Mica paint and 16 inch "hybrid" rims.
Toyota Auris in Dark Blue Mica paint and 16 inch "hybrid" rims.

Rarely have I seen a facelift as successful as for the new Auris.

 

With seemingly few moves, the designers have made the lines flow as they should. The Toyota Auris Hybrid is a car the whole world has pressed to its chest, whether it's called Auris, Corolla or Scion. I'm not going to decide whether hybrids will be the drive of the future, but I like it when both the electric motor and the petrol motor start at the same time.

auris
The design of the dashboard received an improvement after the facelift. In my eyes, this is a bit retro, in a positive sense.

aurisLook-and-feel

New Auris in Dark Blue Mica looks good in the car park. The metallic sound I got when I grabbed the doorknob made me stop. Have Toyota's audio engineers slept in class? Nope. The door closed with a "pop" as it should.

Inside the compartment I got a bit of a retro feeling. Especially the deep bells, the vents and the way the middle part of the dashboard was connected to the driver's seat. Some of the buttons are similar to the ones we find in our old youth car (Civic). I pause at buttons that seem to be scattered randomly across the dash on both sides of the steering wheel. The buttons on the right side of the steering wheel are particularly inelegantly mounted together with blind panels. The whole thing is reminiscent of a 70's period colourist.

The flimsy lever for adjusting the step-by-step seat back didn't feel good either.

auris
A very inelegant placement of buttons. The functions behind them are of course nice.

The steering wheel seems luxurious and is good to hold. I like the large color screen and discover that it has navigation, a reversing camera and a graphic display of how the engine power is distributed. I also like the little screen between the instrument dials.

The dashboard takes some getting used to. So do all the functions that sit on the stalks by the steering wheel. The small automatic gear selector has RND with P on its own button, similar to BMW's solution. I think a completely normal PRND gear selector would have been more intuitive.

I give a plus for keyless start button. The key just needs to be nearby.

auris
This is an example of a successful facelift.

aurisDriving pleasure

The hybrid solution has a normal programme, as well as three optional driving settings. EV for full electricity, Eco and PWR. The normal program always starts with electric operation. But this is no electric car. When I tried to see how long it could go on pure electric power, I only got one and a half laps in Forneburingen. Then I received a message that there was no more electricity and the petrol engine was switched on. By the way, it's fantastic that the petrol engine can kick in without a starter sound, or any noticeable delay - absolutely seamlessly.

auris
Start button. You only need to have the key nearby.
I use to select Eco mode in the cars I drive, simply because it suits my leisurely driving style best. I note that the car's normal program is already quite Eco. When I put the car in Eco mode I got the feeling of driving a hopelessly underpowered car - totally uninspiring. In other cars with eco mode, I get the feeling that the electronics follow along and help when it is obviously needed, for example when starting on a hill.

PWR (Power) was more fun. Then the 99-horsepower petrol engine received more support from the electric motor. It primarily boosted the torque and gave a much better response to the throttle. Then the car became far more entertaining to drive. I liked the sound image, - and thought the CVT gearbox worked better. Sound image and shift pattern gave me a feeling of driving an American compact car with V6 and conventional automatic. But the CVT gearbox creates unnecessarily high revs.

The car seemed quite firm, and rocked little in the corners despite the weight of the batteries under the back seat. I got the impression of good weight distribution. I got the feeling that the center of gravity was in the middle of the car.

The steering is speed-sensitive and very easy when parking.

I give it a four for driving pleasure. I give a plus for displaying the speed limit and speed camera warning. Why don't more cars have it as standard?

auris
Comfort is being able to spend several hours on the road without getting tired.

aurisComfort

Every fourth new taxi in 2014 was a Toyota, and it is the Auris Touring in particular that has caught on. I quickly found a good sitting position and I thought to myself that driving a night shift would have been no problem.

The sound level in the Auris is very low, not only during electric operation, but also when the petrol engine is on. It may seem that Toyota has done a good job of shutting out both engine noise and road noise. In PWR mode, the engine sound is more present, especially when accelerating, but in a very pleasant tone. It hums almost like a six.

The car copes well with bumps in the road. When I think about it, the car would hardly have caught on among Oslogryta's taxi owners if it didn't cope with bad city streets.

auris
When the driver (1,88 m) sits behind himself, he barely gets room. (He does not drive with straight arms).

aurisPlace

I have only driven the 5 door combikupe variant, not the Auris Touring. I perceive the trunk to be the same size as the previous model Opel Astra and Ford Fous. With its 360 litres, it is average for its class. The rear seat space provides considerably less usable knee room than the outgoing Astra and Golf. When I (1,88 meters) sit behind myself with a rather steep upright seatback, I barely get room. The knees go into the seat back. In the front seats, however, I have plenty of room. I think that if I were a taxi owner, I would primarily want more legroom in the back seat.

auris
16 inch rims for equipment variant Active and Active S with hybrid drive.

aurisSafety

The Toyota Auris was tested by NCAP before the facelift and came out with good results, almost on a par with the Volkswagen Golf in terms of passengers and children. The Auris, on the other hand, is slightly better than the Golf with regard to collisions with pedestrians. In the summary from NCAP, it appears that the Auris was pulled over because the right driver's door (right-hand drive car) opened in the side impact test.

An important safety advantage is Toyota Safety Assist which automatically warns, brakes and changes course in the event of a collision at city speeds.

auris
Retro design, deep instrument bells.

aurisEconomy

The tested model costs NOK 289 including shipping and delivery. It's an Active S, and the S is necessary for you to get Toyota Safety Assist. In addition, it would cost me NOK 4 for reversing warnings in the rear. Let me add that Toyota offers a 531 year and full 5 km warranty. It also contributes to good trade-in prices.

What speaks against it in terms of loss of value is that the new Prius has a stronger and more economical 1,8 liter petrol engine. This will hopefully find its way to new Aurisers eventually as well. I also add that cars and engines delivered to Norway are manufactured in Great Britain. Although Toyota's warranties are good, everyone knows that British production was never a success for either the Nissan Primera or the Honda Civic. And was the British-made Avensis really the success that had been imagined?

I have not set up fuel consumption, but can conclude that a tank goes very far. The stated consumption is 0,35 both in the city and on country roads. Based on my rides, I am convinced that you can drive economically even if you prefer to drive in PWR mode.

According to Toyota, the hybrid solution must be both operationally reliable and affordable in terms of maintenance.

Holmenkollen ski resort has a zipline that takes you from the top over the jump and down to the right edge of the picture while you soar like a ski jumper.
Holmenkollen ski resort has a zipline that takes you from the top over the jump and down to the right edge of the picture while you soar like a ski jumper.

Conclusion

The electric motor provides a boost in torque that can produce the same effect as a turbo. The biggest environmental advantage of hybrid solutions is that the cars can use electric power within urban and residential areas. Many people question the environmental benefits of driving around with an extra 250-300 keg due to low batteries. The tested Auris weighs 1370 kg without driver. It is only 100 kg more than a Golf with TDI 110 HP. So I don't think weight is anything to worry about.

The hybrid solutions will be developed in step with new battery technology and new engines. There must be room for improvement when the world's leading mass-produced hybrid solution only manages to get 99 HP out of a 1,8 liter engine. Not only for the environment, but also for driving pleasure.

 

Technically, the drive must be both durable and easy to maintain. But not easy to get here...
Technically, the drive must be both durable and easy to maintain. But not easy to get here…
Reversing camera is standard, but not rear warning.
Reversing camera is standard, but not rear warning.
The taillights are part of the facelift and act as shutlines for the lines that begin behind the headlights. I like!
The taillights are part of the facelift and act as shutlines for the lines that begin behind the headlights. I like!
The back seat. Plenty of room for three. Note that the passengers at the doors share space with the wheel arches.
The back seat. Plenty of room for three. Note that the passengers at the doors share space with the wheel arches.
Auris in Europe is called Corolla in Asia and Scion iM in the USA. Same car and same drivetrain.
Auris in Europe is called Corolla in Asia and Scion iM in the USA. Same car and same drivetrain.

 

See

Extremely low consumption
Extremely low consumption
This A3 has an appealing appearance.
This A3 has an appealing appearance.
2016 Audi A3 e-tron
2016 Audi A3 e-tron
Toyota Auris Hybrid Touring.
Toyota Auris Hybrid Touring.
2017 Audi A3 e-tron.
Toyota hybrid - real consumption figures

 

Toyota.no