place

Peugeot travel partner

Posted 20/03/2016 by Terje Bjørnstad

In line to empty rubbish at the ISI landfill in Bærum.

It is the Saturday before Easter. A rental car company suggests using a van as an Easter car. I wonder if it works?

There are cars for both work and parties. This is a car for work. The Peugeot Partner has just received a facelift – a new nose, so to speak. I like the looks of the old model better, but realize it was ripe for a few upgrades. Because it was the old model I used last Saturday to carry out various work tasks. The Peugeot turned out to be a really good working partner, it. I needed a van that was low enough to get all the way into the garage.

Look-and-feel

Painted bumpers, fog lights, LED daytime running lights, electrically adjustable and folding mirrors, manual climate control, old-fashioned built-in radio. Relatively flat seats, slightly van-like sitting position, the seat in the rearmost position, perhaps too narrow for those who have to drive with straight arms. Suitable for me, really, without giving any particularly luxurious feeling. I open and close all the doors. I like how the rear doors lock in the open position - and stay open, despite the car being on a downhill slope. Solid and proper.

But it is undoubtedly about a work car. Internal plastic, buttons and switches are designed for utility – not elegance. Everything is where you'd expect it, - well, almost. The buttons for lowering and raising the side windows are on the dash in front of the gear lever, and not on the doors.

Partner is probably primarily a utility vehicle, - not an amusement machine. — Partner is probably first and foremost a utility vehicle - not an amusement machine.

Driving pleasure

When I pushed through a section with cobblestones and tram rails, I noticed that the suspension was quite soft - no stiff "truck feeling". I actually get the feeling of driving an overgrown small car. When I went on a roundabout with the Partner'n, there was no hint of tailgate lift. Not so strange, because it rides on a typical French passenger car chassis with a McPehrson arrangement at the front and space-saving Torsion suspension at the rear. Just like a car.

PSA's well-known 1.6 HDi with 90 horses and 5-speed manual gearbox holds up well. With a full load, you don't get great acceleration, but tough and good torque. The very latest models have been upgraded on the engine front. The 90 horse has now been increased to 100 horses, and an entry-level model with 75 horses has been introduced. This has a fantastic torque of 233 Nm, which will give the feeling of driving a much more powerful engine than the horsepower would indicate.

Driving around in a van with a partition gives limited opportunity to check the blind spots. For me, it also takes away some of the joy of driving. But the Partner is not a bad car to drive. It cruises very comfortably over the country road at 90 km/h. I thought that this is a car that is well suited as a long-distance car, for example for commuting, - and why not an Easter drive?

E16 was packed with Easter motorists heading up Sollihøgda. I was on my way to the ISI landfill with the car full of various packaging and scrap after cleaning out the garage in connection with furnishing a new apartment. In the queue that wound its way up, I actually caught sight of some vans. Perhaps it was craftsmen who commuted home at Easter? - Or maybe someone was on an Easter trip?

The brake foot can easily stick into the plastic cover instead of reaching the pedal.

It is annoying that the pedals are obviously not adapted for men with size 46 winter shoes. Not only was it tight between the pedals, but the toes of the shoes were obstructed by a plastic cover over the pedals. I could have put on the office shoes, but surely a work car should be able to withstand Nordic footwear?

The third seat folds down into a side table, but I liked it best unfolded.

Comfort

In terms of comfort, the car is somewhere between the Peugeot 107 and 208. All plastic is hard plastic, and the levers and switches that exist could just as easily have been in an excavator. I found an alright sitting position. There is a height-adjustable steering wheel and seat, but I suppose some people wish the driver's seat had gone further back.

In terms of noise, the engine sounds good when accelerating, but is not bothersome. The room noise is not bothersome either, but is on a par with the smallest passenger car models. I noted some gearbox squeal in second and third gear. Not particularly bothersome, - just unusual, as it is a sound that has almost disappeared from modern cars.

3 cubic meters of scrap after furnishing a new apartment.

Place

Can the car function as a three-seater? Of course, it depends on which people it is about. In my opinion, it will work just fine as long as there are not three "fetings" or bodybuilders on tour. The middle seat is not the most comfortable, but probably works well on the Easter holidays, if you only put in a couple of stops to stretch your legs and have a coffee. Because the middle passenger means that you have nowhere to put your coffee cup while driving.

In terms of space, three seats are preferable to two, - and too many people want them the be a decisive factor in choosing Peugeot Partner in particular.

Space for two passengers, as long as they are not too wide.

At least there is enough luggage space for Easter equipment and provisions. Loading is easy via the side door and side-hinged rear doors. I also managed to fit my mountain bike, but only barely. The car's total length is 4,38 and with a fixed partition in the middle, it goes without saying that the length in the boot will be limited. Normal family cars with the rear seats folded down have better load lengths. Fortunately, the partition curves a little towards the bottom, so you get a couple of extra centimeters at your disposal. If you are to transport mattresses, beds, sofas, wardrobes etc., you will fall short with the length.

Power windows aren't exactly where you'd expect them to be in 2016… — Window regulators are not exactly where you expect them to be.

Safety

In terms of safety, the Peugeot Partner and its sister model Citroen Berlingo are a good distance away from competitors such as the Ford Tourneo Connect and the Volkswagen Caddy. The latter two received 5/5 stars when tested in 2015. The Peugeot was tested in 2014 and received only 3/5 stars. In the event of a collision, it is the thighs and legs that are most exposed. But here we have to take the NCAP results with a grain of salt, because both Caddy and Ford are two-seater. I'm sure the Peugeot and Caddy would have come out better if they had been rated as two-seaters without the middle seat. You can see with the naked eye that the middle passenger, who sits with his legs against the gear column, will be more exposed than his fellow passengers.

The van had an extra side window on the right side sliding door. In my opinion, this is absolutely necessary, to ensure visibility to the right. A common feature of all vans is that you cannot check blind spots by looking over your shoulder. On the other hand, there are many well-grown drivers who never check their blind spots, anyway. Large feet and narrow pedal area also represent a clear safety problem. I take out a 3.

Like many other PSA models, "my" Partner had automatic locking of all doors when the car is in motion. I imagine it's useful for French artisans who traffic in seedy suburbs of Paris. I myself appreciated that the locking secured the rear doors from going up during speed.

Peugeot Partner and Citroen Berlingo score equally on NCAP.

Economy

In terms of consumption, the PSA group's 90 horses are probably the closest you can get to a piggy bank, both with regard to consumption and maintenance. It has been around for several years and in several models, and the good results can be documented. The new engines are hardly worse. This is a very good purchase if you drive a lot.

In terms of price, you have to shell out around 200 for a new Partner before you possibly choose a larger engine, equipment or interior. However, used vans are popular, so there will be a moderate loss in value as long as the car is well looked after.

Then you can ask yourself whether the Partner is suitable as a touring car. The answer is "yes" if the trips include a lot of road driving, 3 not too broad-shouldered people, and plenty of provisions, - and that the person with the smallest shoe size gets to sit behind the wheel.

If you choose the long model, you can even spend the night in the storeroom.

positive1

Ideal drive for this type of car.
Good doors to the warehouse.

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Drivers with large feet and winter shoes can get the brake foot pinched.
The middle seat may be exposed in the event of a collision.

See

BMW 316 on winter road

Posted 18/01/2016 by Terje Bjørnstad

The F31 came to Norwegian car dealers in the spring of 2012

I think I could probably have progressed faster on the slippery winter roads with one of the competitors, but not as entertaining.

The frost mist seeps in from the fjord. Flocks of people who enjoy skiing are on their way into the field. The blast cold means that the roads are covered with hard-packed snow and ice, or frozen brine. It is grooved and smooth. The BMW handles driving exemplary. I well remember the days with rear-wheel drive when you could use the gas to steer your way out of the bends quite wide. The good feeling is awakened when the BMW lets go a little with the rear wheels, but the DSC system immediately stabilizes the car and blocks the throttle. Still, I can't hide that I think it's really fun to drive a BMW on winter roads.

The designers at BMW have not been on the lazy side.

Look and feel

This is a car you immediately want to get into and hit the road. The BMW 316 is just as big on the outside as the Audi A4, but looks sleeker and sportier. The equipment variant is called "Sport" and I'm guessing it's a bit lowered. The driver's seat, with strong side bolsters and extendable thigh support, gave me an absolutely perfect sitting position. I like to sit low, and had perfect support all over.

Before I set off, I needed a couple of minutes to familiarize myself with the start and stop button, the gear lever with its own button for "park" and the infotainment system with steering wheel in front of the armrest. In any case, this driving environment definitely belongs to the premium class.

Blast cold and BMW beautify the landscape

Driving pleasure

I actually had to check in the license plate whether the BMW 316 delivered more than 136 horsepower. The petrol engine had a fantastic bottom line. It "hummed" idly around at idle along the slippery winter roads, which did not invite particularly high speeds.

In the "Sport" equipment variant, you get, among other things, BMW's sports program, where you can set the car up to "Sport+", "Sport", "Comfort" and "Eco Pro", respectively. With the sport setting, you get tighter steering, suspension and throttle response. I think it takes several days to find a favorite setting. According to today's conditions and the driver's mood, "Comfort" was the best fit. The other setups must be properly tested another time.

It's been a while since I last drove rear-wheel drive. It worked fine on the icy roads. The fact that the car lets go of the rear wheels a little is just fun. It is not just the electronics in the anti-spin system that stabilizes the car. The nice weight distribution (50:50) also contributes. High "fun factor" behind the wheel, fun and entertaining, - and I think to myself how much fun it would have been with an even more powerful engine.

It only took me seconds to realize I was driving a conventional automatic transmission system. 8 steps, quick changes and no noticeable loss of power. I also didn't experience any jerking and snapping or wrong shifting that you can occasionally experience with thinking gearboxes. There is no doubt that the ZF cash register managed to think correctly. It should actually be able to go directly from eighth gear down to second gear if necessary.

I don't hesitate for a second when I give it a six for driving pleasure.

Comfort

I sat very well in the sports chair. The strong side walls and thigh support were perfect - like in a sports car. In this case, I noticed that the leather on the back of my shoes was touching the floor mat - not the sole of the shoe. Shit, shit, - a little shoe wear is to be expected.

I would also like to highlight the sound image as very comfortable. At 80 km/h, the rpm was 1350 revolutions per minute with good engine pull. The motor major is present, but at very pleasant frequencies. A clutchless automatic transmission also produces no vibrations from the drivetrain. Other sounds are barely audible on studless winter tyres. In "comfort" mode, I found the car's chassis to be very comfortable, without it in any way affecting driving characteristics or the feedback from the road.

Place

My first impression is that the 3 Series seems smaller than its competitors. It er no less, - at least not on the outside, - but space is not given high priority either. Longitudinal engine and rear-wheel drive with gimbal steal cabin space, leaving little legroom for the third person in the back seat. The trunk of the 3-series Touring is 495 litres, which is equivalent to the Ford Focus (490) or the Audi A4 (505). I think the boot was otherwise easy to use, and the rear seats fold down so you get a flat door.

I hardly think anyone buys the BMW 316 because of space. I guess I can put it this way, that I found the space conditions sufficient for middle-aged men, like me, - who no longer have small children, build houses, or engage in other activities that require space.

Safety

According to NCAP, the safety level of the BMW F30, measured in 2012, was actually a thought safer than the Volvo V60. Active safety is in the top class, - just like the feeling of security behind the wheel.

Economy

Prices for the 3 Series start at the same level as competitors Audi A4 and Mercedes C-Class. Like the aforementioned competitors, BMW also needs a couple of equipment packages to become properly attractive. Few new car buyers end up paying the entry price. After the latest tax increase, it looks like the 3 series can come out relatively well, including the more powerful cars. It bodes well for all BMW fans, not least those who want to bring in their next BMW from abroad.

There are many extras to choose from. I highly recommend the automatic transmission and the sports seats. I don't feel that I need electric opening of the tailgate, - but I see that it is actually standard on all Tourings, so there you go... I like the sports package. In 2015, it cost 21. Then you got a sports steering wheel with red contrast stitching, the good sports seats, various trims, extra lighting, black roof rails, Sport+ mode, and more. Today, the package costs 000 because it also includes LED headlights.

If you choose the 3 series as a used car, you need to do your homework well so that you are able to recognize the different model series. "My" BMW 316 was an F31, which is the term for Touring, - while the sedan has an F30. It came on the market in autumn 2012, replacing the E90 and E91. You separate it easily from the predecessor with the help of the headlights. For the 2016 model year, the F30 and F31 received a light facelift. I find it hard to spot the differences without seeing both models side by side.

The BMW 3 series has traditionally had good trade-in prices, but many of the used cars are second-hand imports, and that puts pressure on prices. Although buying a premium car is hardly profitable, I don't think it's completely unreasonable. The 3 Series has been one of Germany's best-selling cars, with third place in 2013 and seventh place in 2014.

The economy gets even worse when you think about...

… how much fun it would be with even more horsepower!

bmw-316i-touring-21 positive1

Fantastic drivetrain
Sports seats and design of the driver's position
Lots of driving pleasure despite moderate performance

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No.

This is the F31 before the facelift 2016 edition.

Sport-line includes a sports steering wheel, sports seats, Sport+ mode, plus some visual effects.

I promise more material about the 3 series in the future.

See

**The Facelift BMW 3 Series 2015 & 2016 Compare**

Looking for a used 3 series at a German dealer (Google.maps)

The world's best Polo engine?

Posted 13/11/2015 by Terje Bjørnstad

I am sure that the 1,2 TSI engines will be found in the new Polo which is expected to arrive next year.

- Is Polo okay?

The man from the rental car company smiled broadly. The Polo costs a few tens more per day than the Corsa I had actually ordered. Deep down, I had wanted to try the brand new Opel Corsa instead of the Volkswagen Polo, which I have driven countless times in the past as a rental car. But I never say no to being upgraded.

Volkswagen will soon present its new Polo. The sister model, the Skoda Fabia, is already out in a new generation. It doesn't help that the Polo got a small facelift 2 years ago. Today's model is starting to age. But one thing the new Polo will inherit from its predecessor, namely the fine 1,2 liter TSI engines with 90 and 110 HP respectively.

Look and feel

Checkered seat covers in durable material. Seat cushion that can be jacked up and down at the back. Adjustable steering wheel. All control levers are where they should be. I noticed new radio. It delivers good sound and is perceived as a class up compared to the competition. Manual air conditioning worked well, but was not really required in the Catalan November weather.

On the outside, I noted the 15-inch alloy wheels. The nice pepper gray color (Urano grey) dresses the car, and highlights the glossy strip from the last facelift, which divides the upper and lower parts of the front.

Sensible, I think. It says a four on Look-and-feel.

Driving pleasure

On our way north from Barcelona, we went up along the C-32 which meanders along the coast. With the evening mist seeping inland, we experienced a more beautiful road than the highway we normally take, - the one that goes into the country, - which continues into France, - and where the right lane consists of a continuous column of semi-trailers. Unfortunately, the nice C-32 came to an abrupt end and we had to enter a normal two-lane national road with unclear bends, hilltops and roundabouts in the direction Mediterranean Highway south of Girona. The other cars on the road were clearly known locally and kept a high pace. A bit in the fastest team, I thought, but still kept up. Occasionally I misjudged a bit, and almost had to throw the car into bends, or brake hard just over hilltops and out of bends. That's when you notice if you have a good car. The Polo is such a car. No surprises. It responds exactly as I expect, and I know exactly where I have it.

The engine delivers an almost flat torque curve from approximately 1400 to 4000 revolutions. During rapid acceleration from a standstill, the engine's sound pattern tells when the turbo is active. The good torque gives the feeling of driving a bigger car - at least a bigger Polo engine than 1,2 litres. During active driving, it is necessary to use the gear lever a bit to keep the engine speed where the good torque is located. During rapid acceleration there is therefore no point in pulling the engine all the way out on the gears, otherwise no problem as the 5-speed gearbox is easy to work with. If this isn't the best Polo engine, it's a lot of fun once you get to know it.

Comfort

The seating comfort is not up to the Peugeot 208. You have to have a bit of luck to find a decent sitting position when the height adjustment only raises the rear edge of the seat, but you still pass.

Plus the low noise level. I noticed that Volkswagen has done a good job of reducing road noise in connection with the latest upgrade. In addition, the TSI engine has a very pleasant sound, even when pushed. If you try to push it from a standstill, it sounds like not all cylinders are firing before the turbo kicks in. I would also like to highlight the radio which I notice has been upgraded. Good sound and intuitive touch screen.

Place

If you don't absolutely have to drive a car with straight arms and a straight ankle on the clutch foot, it's fine to sit 4 grown men in this car on a long drive. It's tight for fifth man, but it works. I myself am 1,88 and can barely sit behind myself. The luggage compartment with the seats folded down holds more than you realize, but with the seats folded up you only have 280 liters available in a two-part luggage compartment. It is in the middle of the tree for cars in the 4-metre class.

Safety

The newest Polo is probably one of the best in its class when it comes to active safety. I would particularly like to highlight the braking properties. Please note that only the models from 90 HP onwards have disc brakes both front and rear. The 3-cylinder models have rear drum brakes.

The Polo scored highly in NCAP when it was introduced in 2009, and still keeps pace with the latest cars. Switchable airbag on the passenger side and ISOFIX for child seats. New models can be ordered with adaptive cruise control for just NOK 2.

Economy

Our Polo with 90 horses costs 212, and is imported to Norway only in the Highline edition. There is a lot of driving pleasure for the money. For 800 you get 219 horses. It is an engine that is well suited to the Golf as well, but the price difference between the Golf and the Polo has never been more favorable than it is now. Previously, the "big" Polos moved well into the Golf's price range.

If you are thinking of buying the Polo, I recommend taking the DSG automatic transmission for a drive. The 1.2 TSI with DSG is a fantastic drive unit, with both 90 and 110 horses.

With mixed driving, it should be possible to drive well under a pint per mile with our test car. Even after 10 days, I have to admit that I never took any real measurements. I experienced the petrol consumption as low, and do not doubt the stated consumption figures: 0,60 (city) and 0,40 (country road). The petrol tank only holds 45 litres, but gives an OK range. Our car had start/stop and recovery (recuperation) of the braking force which supplies power to the battery.

If you buy a new Polo today, you can probably count on a slightly higher loss in value in the very first years than if you had waited for the new model, which will probably arrive next year. But the outgoing Polo seems reasonably priced right now, at least compared to its big brother Golf. If I were to single out something that could drag Polo's used car prices down, it would have to be Volkswagen's scandal with the emissions measurements. There have been signals that this also includes the TSI models.

So far the 1.2 TSI is perhaps the world's best Polo engine?

The torque in the motor
Very good and safe driving characteristics
Quiet

No one special.

See

kingdom of witches — 1.0 liter summer car

Volvo V60 D2

Posted 18/10/2015 by Terje Bjørnstad

I would not claim that the V60 is a premium car - nor a station wagon. It is nevertheless undoubtedly a Volvo.

Look-and-feel

A weekend with Volvo is not a bad weekend. I must honestly admit that for a man who grew up with great cars like PV and Amazon, it is always a special feeling to get behind the wheel of a Volvo. Although the V60 is far from a retro design. A modern car that challenges the Audi A4 and BMW's 3 series.

I raised the seat a little in height, adjusted the seat angle separately and the seat back continuously. The lumbar support was perfect. The only thing missing would be that with my height of 1,88 and 46 in shoes I would not find a comfortable driving position. This is, after all, a Volvo built at Volvo's factory in Torslanda - for tall Norwegians.

Before I turned on the ignition, I got the feeling of a somewhat simple and outdated driving environment. Deep clocks, small screen and center console with many buttons are a thing of the past. After all, it has been over 10 years since the special center console won awards for good design. When I turned on the ignition, however, I discovered that the instruments were digital computer screens, which raised the impression considerably.

I conclude that the interior is more than sensible, at least in the basic version with fabric seats. Yet there is something solid and robust about it – in typical Volvo fashion. The exterior design of the V60 is continued in the V50's style, and given a front reminiscent of the V70. I like the rounded back. Here, more emphasis has obviously been placed on style than space.

I am left with somewhat mixed feelings. On 16-inch standard wheels, it looks fairly ordinary, and parked alongside SUVs and large family cars, it seems a bit small. I think the rounded corners contribute to that. Nevertheless, I cannot deny that the Volvo character actually gives an ever-so-slightly good feeling - completely subjective, that is.

volvo-v60-686-1

Driving pleasure

Turbodiesel with 115 horsepower and torque of 270 Nm is not a bad source of power. After a few kilometers I thought "Citroën C4", - a car I have driven a lot in recent years. The 1,6-litre in the V60 is the same 1,6-litre The PSA group uses in its cars, and the same one that Ford uses. It is a legacy from the time when Ford owned Volvo. In Volvo's 2016 models, the D2 has been replaced with a new engine of 120 horses. Whether this is the same 120 horsepower that PSA offers in its model range, or an engine developed by Volvo, is not clear. On paper, it has the same characteristics as today's engine. Although, that can only be found out by test driving the cars that are out at the dealers these days.

Volvo has chosen a six-speed gearbox that is perfectly suited to Nordic speed limits. It's easy to find the power when you use the gear lever, and you cruise nicely in sixth gear in the 80-zone and above.

The Volvo front gives goodwill in traffic.

I also noted that the car felt a bit more like a compact car than a large car on the road, without any inconvenience. I also noted that the height difference between gas and brake felt somewhat higher than what I am used to.

Award-winning center console over ten years ago.

Comfort

The V60 in the standard version does not excel in terms of comfort - at least not on first impressions. The seats are the car's biggest plus. I could sit effortlessly behind the wheel for several hours without discomfort of any kind, - something I would characterize as discreet comfort. The comfort er there, but you don't think about it.

Considered as a premium class, the soundscape is characterized by quite a lot of unattractive engine hum, but feels more pleasant from 80 upwards with the sixth gear engaged. The suspension is a bit firm, but far from uncomfortable.

The bike test was only barely passed. — The bike test was barely passed, but this is, after all, a large men's bike with 27,5″ wheels.

Place

I usually don't focus so much on luggage space in the cars I come across, but make an exception for station wagons. The V60's body shape reveals that there isn't room for too much in the boot. It is the loading opening in particular that presents problems. My men's bike barely had room with the rear seats folded down - but only barely. The biggest problem was the width of the rear door. It was actually easier to get space for the bike in the e-Golf I tested a couple of weeks ago. With the rear seats folded down, the specs say it actually is the sea more space in the Golf than in the V60, and then we are talking about a regular 5-door Golf - not the station wagon.

However, the trunk is easy to use for more manageable items. It is easy to fold down the seats to a completely flat floor. On the rear seat backs there is a pull-out luggage compartment net to secure the load in typical Volvo fashion. I also liked that the window pillars were covered with washable hard plastic on the inside - and not fabric. Then the car stays just as nice, even after I drove a full load of waste onto the rubbish heap.

The distinctive rear lights have become a Volvo hallmark.

Safety

According to NCAP, the V60 scores almost evenly with competitors such as the Audi A4 and BMW 3 Series, and thus places itself in the top tier. You can order your V60 with lane departure warning and blind spot warning, - and from 2016 also adaptive cruise control.

Economy

With a starting price of 360 without winter tires and additional equipment, the V800 places itself in the same price range as the Audi A60 and the BMW 4 series. When I watch Finn.no I see that there are high prices for used V60s, also for models before the facelift in 2014. To ensure the second-hand value, I would order my V60 with slightly larger rims. The test car had sensible additional equipment such as reversing alarm, towbar, digital instruments and automatic lighting.

The PSA engines have been praised for their low consumption and durability. They easily cover both 200 and 300 thousand kilometers without problems, not only in Volvos, but also cars from Peugeot, Citroën and Ford.

From an economic point of view, I think the D2 is the best engine choice in terms of economy.

The V60 oozes honesty, simplicity and robustness - everything we associate with Volvo and Nordic car ownership.

positive1

The Volvo seats
Interior that can withstand rough use

negative1

Small boot to be a station wagon

Volvo-V60-13

See

Tough running lights. — Tough running lights and 3 washer nozzles.

Folke-e-wagon

Posted 27/09/2015 by Terje Bjørnstad

The blue stripe in the grill is the e-Golf's hallmark.

E-Golf a fun car to drive, both because it is an electric car but also because it is a Golf.

Look-and-feel

Definitely a Golf, I thought as I sat down. The only difference I immediately noted was that the tachometer had been replaced with an instrument for charging and consumption. Otherwise, there are a number of small details that spin on the "blueline" theme, such as a blue line in the grill, a blue luminous entry strip and blue threads in the seat cover, in the steering wheel and gear lever cuff. I like the special daytime running lights that are also visible from the side. The E-Golf is well equipped in the standard version with, among other things, navigation, a leather steering wheel and interior decoration features. The test car also had automatically retractable mirrors, dark windows from the B-pillar and front and rear parking sensors.

The passenger commented that the seats seemed flat and simple, - and that the sound on the radio seemed a bit flimsy. It could of course have something to do with the fact that she had just before driven in a more luxurious car. The E-Golf is not premium, but both front seats had height adjustment, lumbar support and heated seats. No reason to complain.

Driving pleasure

You start it like a regular Golf with automatic transmission. One foot on the brake, turn the ignition key, release the handbrake, put the car in "drive" and drive. The E-Golf is very easy to drive. Since electric motors have a flat torque curve, it pulls completely from standstill. Acceleration is almost imperceptible and with an absence of engine noise.

You can drive in three programs - "Normal", "Eco" and "Eco+". In "Normal" you get 115 horsepower, torque like a diesel and a top speed of 140 km/h. That's more than enough. The extra weight that electric operation entails is not a deterrent. The E-Golf weighs the same as the Golf Alltrack station wagon. It seems that Volkswagen has found a favorable weight distribution, because the e-Golf sits well in the corners, - even when I make a lane change in the middle. It also feels like the car is somewhat lowered compared to the standard Golf.

If you drive in "Eco" mode, you get the best between range and performance - and a good portion of driving pleasure. In "Eco+" you notice that the engine pulls less, and you get lower performance on the cooling system, but it is completely unproblematic to follow road traffic, as long as it stays below "Eco+'s" top speed limit of 90 km/h. It is true that the range is increased by a few kilometres, but the driving pleasure is reduced. I don't think I can ever get comfortable with the engine cutting above certain speeds.

While driving, you can create an artificial engine brake by tilting the gear lever to the left 1-3 times while it is in "Drive". Energy is then created which charges the battery (recuperation). This is a nice function to use when the road slopes downhill and you actually need the engine brake. In the normal position, you have no engine brake at all, and may end up using the ordinary brakes a disproportionate amount, especially if cars in front brake on the gears. Of course, energy is recovered when you use the ordinary brakes as well.

e-golf-recovery-level

I have not been able to find out how much the artificial engine brake was able to add in increased energy. I drove a stretch of exactly 8 miles from Oslo over Sollihøgda to Hole, and from there down the Lierdalen to Kjellstad and home via the Lierbakkene. In a temperature of 14-15 degrees and a dry road surface, the car's range indicator matched surprisingly well. It told me before departure that the range was 153 kilometers on departure and 71 on arrival. For a long time I was very well connected, but on the way up the Lierbakkene at a brisk speed, 20 kilometers "disappeared" without a trace.

Comfort

In electric cars such as the e-Golf, you get a feeling of comfort during acceleration, for example when driving out of an intersection. Almost silently and with a steady pull from the start, the car gets up to speed almost imperceptibly. No jerking, no high revs, just like a luxury limousine.

The absence of engine noise is a comfort plus, but what little is left of sound, namely the rumbling of the road, can be quite sleep-inducing. I would therefore recommend a good sound system. The road noise was not intrusive, but present to a high degree.

In fine September weather, it was not possible to properly test either the air conditioning or the heating system. Even if the electric car can produce a perfectly good interior climate, I would hesitate to make full use of it for fear of having the range cut short. I think that when using an electric car, I would tolerate a couple of degrees warmer or colder than I would in a normal car.

Place

At first glance, the luggage space in the e-Golf seemed as large as in the standard Golf. On paper, however, about 40 liters are missing. No more. One can praise Volkswagen's engineers for the way they have managed to place the batteries. The E-Golf not only has slightly less luggage capacity than the standard Golf, but you also lose 100-150 kg of payload.

Safety

According to NCAP, electric cars are as safe as other cars when it comes to passive safety, i.e. the damage that occurs in collisions. The Golf has good and safe driving characteristics, so does the e-Golf. I would particularly like to highlight the braking properties.

Another thing worth mentioning about the e-Golf is that it has adaptive cruise control as standard. You can see the sensor in the lower air intake in the front.

Economy

Electric cars are good economics at the moment, partly because of low tax rates, high demand for used ones, and - not least - the fact that you can fill the batteries at home for a couple of tenners. The base price of 258 includes everything you need. I can't immediately point to anything man mustn't have in addition. I suspect that the importer has put a lot of effort into equipment because electric cars are, as you know, duty-free. The test car's list price is 269. Not bad either.

On the downside, there is perhaps the danger that new advances, especially with regard to battery technology, could reduce demand for yesterday's electric cars.

Better range than most, but wish it was better.

e-Golf

Easy to drive
Absence of engine noise
Lots of equipment included

e-Golf

Range

White WaveDesign logo

See

Volkswagen.no

Everything is correct in the Golf with 1.6 TDI 105 and DSG.

Looks small, but you sit high and airy in it.

2016 Audi A3 e-tron. Rechargeable hybrid.

2016 Toyota Auris 1,8 VVT-i Hybrid Active S.

A rather small steering wheel

Posted 11/04/2015 by Terje Bjørnstad

peugeot 208 — The instruments are read *over* the steering wheel, no *through*.

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

Look and feel

-Small car, I thought when I picked up the car where it was parked next to a blown-up Peugeot 3008. When I got in, I still got a good sense of spaciousness. The A-pillars are pulled far forward. As mentioned, the steering wheel is small and therefore takes up little space. It is thick and feels good to the touch. The instruments are gathered in one cluster in front of the steering wheel and a touchscreen in the middle of the dashboard. The air conditioning system is placed on the center console in the usual way. I wouldn't call the interior exclusive, but elements in chrome and soft plastic give a good and solid impression. The height adjustment of the driver's seat takes place at the rear edge of the seat cushion, and the seat back is not stepless. Nevertheless, I easily found a comfortable driving position.

Tinted windows from the B-pillars upwards, chrome-plated plastic on the side mirrors, alloy wheels, fog lights, manual air conditioning, leather steering wheel, electric windows at the front and a pleasant fabric on the seats tell us that we are a bit up on the equipment list. I like the color too, - "gray shark". Therefore, I give a strong four for look-and-feel.

Driving pleasure

Does a small steering wheel increase driving pleasure?

At least it feels right in the city. "Handy" is probably the most appropriate expression. Out on the road, I can't say that the small steering wheel offered any advantages. We drove a lot with strong winds. The Peugeot 208 is no more side-sensitive than other cars in the Polo class, but it felt a bit unusual to adjust for side wind with the small steering wheel.

Unused, but not unsafe.

There are several aspects of this car that make it a car for ladies. The first is the small steering wheel, - the second is the pedals. I barely managed to pry my size 46 Ecco shoe between the brake pedal and the center console to step on the accelerator. French and online? Hm, that was before I put the car in gear. The gear lever felt as large and clumsy as in a truck.

The petrol engine with 1.2 liters and three cylinders didn't feel particularly clean either - at least not in terms of sound. It had an exceptionally rough ride when pressed, and you are forced to push the engine when you are going out on busy roads and on downhills. At highway speeds, the engine ran smoothly with a nice sound, but as soon as it was pushed, the rough, uncultivated sound returned. The engine was supposed to deliver 82 horses, and there is no reason to doubt that the power was there, but the sound image helped to create the feeling of driving an underpowered car.

With approximately 8000 km on the odometer, the drivetrain felt a bit sluggish when driving in a queue. You could hear the drivetrain well, and like all small French cars, there was often a slight squeal in the gearbox at certain revs. That's how French small cars have always been. I like small French cars, and the Peugeot 208 is no exception. I happily describe these French qualities as "charming". Let me also add that the Peugeot was very good on the road. Typical French and typical Peugeot.

Comfort

I found a comfortable sitting comfort after a few seconds, despite the fact that the seat cushion can only be lifted at the rear edge and that the seat back is not continuously adjustable. I am 1,88. The other 1,62 driver also immediately found a comfortable position. I give a four for comfort and how it takes bumps and speed bumps better than many cars in the class above. The 208's long wheelbase (253 cm) is actually 1 cm longer than the first generation of the Saab 900 family car.

I give credit for the engine sound under pressure, but add that the sound image during stable driving is pleasant.

Place

The long wheelbase gives good length in the cabin. Four adults sit comfortably. The fifth passenger gets a little tight in width, but it works fine over shorter distances. I used the car to transport a flat-packed kitchen table. The length of the load meant that I was forced to push the driver's seat far forward and straighten the seat back. It surprised me that even then I actually managed to find a fairly comfortable sitting position.

The trunk is the size of a Volkswagen Polo. It holds one large suitcase, or two small ones. If you need more space, you have to fold down one of the rear seatbacks.

Safety

In terms of safety, the Peugeot 208 is on par with the Polo. The NCAP measurements show that the 208 has somewhat better protection for children in the car, but worse safety for pedestrians. The Peugeot group (PSA), like Renault, has long been in the top tier with regard to safety. I don't know if it makes a difference, but the small steering wheel together with the forward A-pillars actually also gave a sense of increased safety.

An important active safety detail that you can order in your Peugeot 208 is the "heads up display" where the most important information is projected onto the windscreen. This was not installed on the car I tested.

Economy

According to the sales brochure, the petrol consumption on mixed driving is 0,58 liters per mile. You should be able to get down to 0,39 when driving on the road, but I couldn't get the consumption below half a liter on mixed driving in the 14 days I drove the car. It is difficult to drive the car without pushing the engine. A 208 with e-HDI is higher on the wish list, but cannot be defended from a purely economic point of view. A 93-horsepower 1,6-litre e-HDI engine increases the purchase price by a fresh 40 thousand Swedish kroner, but then you also get a higher equipment version.

I think it is possible to buy the tested version with automatic air conditioning, "heads up display" and winter tires for around 200. That is a very good price. Peugeots are reliable cars that can withstand high mileage. They are also far less susceptible to rust than their German competitors.

A lot of car for the money

positive1

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

negative1

Penetrating sound when the engine is started.
The drivetrain feels a bit sluggish and produces unrefined sounds.

See

Workhorse

Posted 29/10/2014 by Terje Bjørnstad

Sportsback-1 — Undoubtedly Skoda, - but not easy to see which one.

It almost looks like a Golf, but drives like a Fabia. Space like a station wagon. Will this be a big seller in Norway?

Look and feel

The Spaceback is a beautiful car. No doubt about it. It carries the design language of both the new Golf, Audi A3 Sportsback, - and not least the facelifted Seat Leon. Alloy wheels, fog lights, leather steering wheel and center armrests help to strengthen the family resemblance. But the beautiful appearance cannot hide the sad interior of the basic version. A lot, - and very hard plastic. The only positive feeling you get when you get into the car for the first time is the good sense of space. I also got the impression of a vehicle that can withstand being used for years without silk gloves and a suit. I think of dirty children's boots, muddy dogs and things and seaweed.

Driving pleasure

When I take the car out on the road, I understand that this is neither a Golf, A3 nor Leon. This car is more reminiscent of the Fabia. A big Fabia. I therefore had to check on the Internet to learn that the Skoda Rapid is assembled based on the front axle from the Fabia and the rear axle from the Roomster. It's not a bad car to drive, but by no means measures up to the Golf we tested a couple of weeks ago. With a narrower track width and softer suspension, you are encouraged to drive calmly and leisurely, - not sporty.

Withstands rough treatment in the basic version.

We used the car in connection with a relocation process. It was used a lot, with and without cargo. With the rear seats folded down, you can really load up a lot, but with a full load, the driving characteristics are somewhat affected. It reinforces my impression of a car that holds quite a lot, but drives like a car in the so-called B segment. Nevertheless, it is a car that covers everyday transport needs well. The only thing I didn't like was the position of the clutch pedal. It was too far to the right, so that I got the feeling of sitting at an angle when I clutched. I saw that the pedal rubber was heavily worn on one side, despite the fact that the car had not driven more than 17 km as a rental car. A sign that more people than me experience an unfortunate pedal placement.

The 105 horsepower engine works well with this car. The 5-speed gearbox distributed the power nicely, and I didn't miss sixth gear at speeds up to 120 km/h.

Comfort

I was never able to adjust the driver's seat correctly. The height adjustment takes place at the back of the seat, so that you only get thigh support when the seat is in the lowest position. But in the lowest position I thought I sat too low (I'm 1,88m tall). Therefore, I had to seek a compromise. I suspect that Skoda has chosen to use standard Fabia seats and that these do not fit this car. If the seats had been placed a couple of cm higher, they would have suited me much better.

Another weakness of the comfort is the relatively high noise level, especially from the TDI engine during city driving. You feel it well when you alternate between driving several cars. But since the engine works well at low revs, the sound does not feel annoying. The noise level does not seem as intrusive at steady motorway speeds.

The leather steering wheel and the center armrests count positively. The manual air conditioning also worked fine.

Place

The depth of the luggage compartment can be increased by removing a panel.

The Spaceback has 415 liters of luggage space with the seats up and 1370 liters with the seats down. Golf's figures are respectively 380 liters and 1270 liters. The differences are noticeable. In the Spaceback, the luggage compartment is larger and deeper. Inside, the space also feels spacious, although I think that can be explained by the fact that you sit in slightly small and low seats. There is no doubt that place is this car's strongest point.

Safety

Skoda Rapid is one of the latest models from Skoda. It has almost exactly the same safety level as the Octavia in NCAP. The downside is that you cannot order advanced safety equipment such as blind spot warning, falling asleep alarm, lane change warning and distance holder, to name a few. In addition, the active safety is not as good as, for example, the Golf. Among other things, you must expect longer braking distances.

Economy

The TDI engine with 105 horses is one of the market's most economical engines. This also applies in a Rapid Spaceback. This is a car you can easily find an economical driving style with, - and consequently a fuel consumption among the best in all car classes. Low purchase price and expected good trade-in value also contribute to a pleasant car account. In terms of purchase price, the Rapid Spaceback is approximately 60 less than a similarly equipped Golf. The Golf belongs to half a class above the Rapid. In addition, the feeling of quality is better in the Golf, and the trade-in price is better. It seems that the Rapid is designed to fill the demand for cheap cars in Eastern Europe and countries in the Near East. We have seen the same with other, typical cheap cars such as Dacia and Korean cheap brands: The Norwegian tax system means that the difference between expensive and cheap cars is evened out. I think that the purchase price of the Skoda Rapid is too high for the car to be successful in Norway. Most people will make a better price-wise choice half a class up with the Octavia or Golf.

As a moving vehicle, it also worked perfectly!

positive1

Luggage compartment and interior space
Low consumption of fuel

negative1

Difficult to find a comfortable sitting position.
The clutch pedal is too far to the right.
Noise level from engine.

sportsback-3

See

Seat Leon EcoMotive – Extremely low consumption

Golf 7 – where everything fits

Posted 30/09/2014 by Terje Bjørnstad

You can't go without the Golf when considering a compact family car. We have tried a car that many Norwegian car buyers have chosen - and will choose. Some may not choose to pay the deposit for the lovely DSG automatic transmission. But they should. Because it makes everything work.

Look and feel

You settle in. Everything is where it should be. Everything, from door handles to seat settings, - to radio settings. You will find a correct - almost optimal - sitting position., The interior is beautiful. Everything you put on feels solid and complete. I have to feel what kind of seat cover I'm sitting on. Fabric, but perfectly fine. The steering wheel lies well in the hand. The DSG gear lever begs to be put into drive. Here you just have to enjoy yourself. I want to give a 6, but realize that it must be saved for real luxury cars.

Driving pleasure

I had to check that I had not been given the 2-litre. This is a Golf 7 1.6 TDI but feels stronger. It is said that the DSG shifts better than even the most experienced driver. I like the way the gear finds the next gear. That sounds amazingly good. A few times there are misunderstandings between driver and technology, for example when you have just changed your driving style but suddenly change your mind. Anyway, the drivetrain is absolutely fantastic! This car has the best and safest driving characteristics in its class, everywhere - on the motorway, as well as on winding mountain roads. And exceptionally easy to drive. It almost runs by itself.

Course 7

Comfort

First drive, 2 hours on motorway speeds around 130 km/h go by effortlessly. Low noise level. We sit well. We are just as satisfied after putting in a few trips over winding mountain roads on rough and uneven asphalt.

Place

Externally, the Golf 7 is slightly shorter than competitors such as the Opel Astra and Citroen C4. It is not noticeable on the interior, neither in the passenger compartment nor in the luggage compartment.

Safety

Passive safety is one of Golf's 7 best selling points. I would like to highlight the car's good active driving characteristics. Few compact family cars feel so predictable and safe.

Economy

Two hours at a speed of around 130 km/h gave a consumption of 0,45. Not bad. But can be matched by several competitors. But few can compare to the Golf's resale value. Our test car had Start & Stop, but it does not harmonize well with the DSG. I turn off this function in cars with DSG because it can start inadvertently several times at a red light, just by changing the pressure on the brake pedal. That is, without releasing the brake.

If you choose this engine, you should also choose DSG.

positive1

Fantastic drivetrain with DSG
Low consumption of fuel
Pleasant noise level
Safe and comfortable driving characteristics

DSG

Today's Start & Stop doesn't work well with automatic transmissions

golf 7-1

golf-5

See

Cool driving lights and a blue stripe in the grill are the e-Golf's hallmark.

Automatic or manual transmission? More and more people choose automatic transmission, but which solution is best? — More and more people choose automatic transmission, but which solution is best?

Volkswagen.no

Astra without turbo

Posted 23/04/2014 by Terje Bjørnstad

astra16b — It looks good in snow white paint with 17" alloy wheels.

It's been a while since I drove a new car in this class without a turbo. A mature engine that requires high revs, and which delivers poor performance, high noise levels and high fuel consumption, brings thoughts back to the 90s. If we look through the fingers at the engine, we actually find a pretty alright car.

Look and feel

Astra looks good in white - Summit White or Snow White. 17 inch light alloy rims adorn the car. Together with digital driving lights and fog lights, we anticipate a campaign model. The Astra bears the stamp of being a German car, both from the outside and behind the wheel. The car seems solid and safe. However, the premium feeling disappeared as soon as we sat down. Two glaring orange displays scream at you that this is cheap. Missing armrests and flat standard seats also drag down the look-and-feel category. I also draw for the jumble of buttons on the middle part of the dashboard. They require getting used to.

astrad — Facelifted model with wider smile

Driving pleasure

The engine detracts from driving pleasure. It must have enough revs to pull. It makes noise. I engage fifth gear already at 60 km/h. When I get to 80 km/h, I get an intense desire to upshift - but there are no more gears! With this engine, you get the best traction when the revs are around 4000. Then the engine noise is intrusive. Further down the rev curve there is sadly little to gain. I experience the engine as particularly "surly" to use a Swedish expression. But the reality is still not so bad. After all, at 3000 revs in top gear we are driving at 109 km/h. I also get a better impression of the engine at speeds from 120. The car feels very safe at motorway speeds - and there it actually gives some driving pleasure.

Apart from the engine, the car is good to drive. Suspension, steering and brakes are what I expect in a German car.

A few words about the engine in the test car. The EcoTec engine produces 115 horsepower and has VVT (variable valve opening) technology. In Norway, this engine has been removed from the price lists. In contrast, it is the motorization in the entry-level models in Sweden and on the continent. In Norway, only a very limited range of engines is currently offered. Personally, I would choose the turbocharged 1,4 liter petrol engines of either 120 or 140 horsepower.

astra16c — No engine designations on the tailgate as this has the step-in engine

Comfort

On the comfort side, the Astra scores well. It offers a good balance between driving pleasure and comfort. The seats in the test car are not as good as the sports seats, but do fine for me. A large back seat passenger complained about the sitting position in the back seat. The Active model line is supplied with standard seat profiles, but with a thicker seat cover that seemed very durable. I recommend spending a few kroner extra to upgrade to sports seats. In the same vein, I would recommend upgrading the infotainment department. However, the dual zone air conditioning works well.

The mentioned engine noise at Norwegian speeds detracts the points somewhat.

Place

Due to the Astra's long wheelbase, the length of the cabin is very good. At the level of a class above. Inside, it feels as if you are in a mid-range car. However, the trunk is average for the class. It has a double bottom where a cover can be folded in, or possibly taken out completely. Astra as station wagon or 4-door sedan version offers luggage space for families with children.

Safety

The A-pillars are, in typical Opel fashion, powerful and dominant. At no time have I felt that they reduce visibility. I think it is important to adjust the sitting height so that you do not sit too low. The thick bars, however, give a feeling of sitting in a solid cage - i.e. a sense of security. All relevant safety equipment is in place. For increased safety, it is possible to order intelligent lighting that adapts to driving conditions and adaptive cruise control.

astra16a — Indelicate info screens and a jumble of buttons.

Economy

In general, owning an Astra is good value for money. Expect a slightly higher loss in value than the best sellers from Volkswagen and Toyota. The relatively low score is due to the high fuel consumption of the test model. On paper, it should be 0,63 liters per km with mixed driving, but perceived consumption on the main motorway was higher. Much higher. That's why I checked with Astra owners' user experiences online. The same conclusion is drawn. If I compare with 1,4T/140 (previously tested on the same stages), you can roughly count on 50% higher consumption.

Length in the compartment

Noisy and low traction engine
High fuel consumption
Unusually tasteless information displays in the dashboard
Far too many buttons on the middle part of the dashboard

Destination: Purpose – lunch