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Archive for February, 2015

2015 Volvo V40 Luxury Car Review

Small car. Torquey diesel. Scintillating performance. I get personal with the 2015 Volvo V40 diesel.

Volvo V40 D4 Luxury profile

Powersource.
It’s “just” two litres in size yet manages to twist out 400 torques, from 1750 revs to 2500. Peak power is 140 kilowatts, at 4250 rpm. Sipping from a 62 litre tank at just 4.5L/100 km (claimed, combined). From a standing start (the V40 also has Stop/Start technology), there’s a momentary Volvo V40 D4 Luxury enginehesitation before the engine comes on boost and slingshots the car away.
It’s front wheel drive, meaning that there’s torque steer, it feels heavy initially before lightening up. There’s the characteristic diesel chatter but it’s muted, unobtrusive and the Stop/Start is finely controlled by bare changes of foot pressure on the brake to have the engine ready to go instantly or ready to go inside a second.
All of that grunt is transmitted to the tarmac via a slick shifting, intelligent eight speed auto with Sports Mode, part of Volvo’s “Drive-E” marketing push, offering better fuel economy and driveability by upping the torque, power and gearbox ratios.

The Suit.
The V40 is compact to look at; it’s low (1420 mm) not particularly wide (1559 mm) and Volvo V40 D4 Luxury frontappropriate for its class, length wise, at just 4369 mm. The wheelbase isn’t massive, as a result, at 2647 mm and rolls on 17 inch diameter alloys, wrapped in Michelin 225/45 rubber.
Being low and comparatively long to look at, it has a slinky appearance in profile. Bi xenon teardrop shaped headlights Volvo V40 D4 Luxury rear(with a leveling feature and Active Bending Lights) feed into the fenders whilst a stylish look for the LED daytime running lights is added by having them set low and in a slimline case. The front end clip has Volvo’s family “inverse arrow head” look with a strong horizontal presence bracketed by inside out arrow points.
The hatch back rear appears to bend through over 45Volvo V40 D4 Luxury wheel degrees from the bumper, leaning forward at the top, whilst the tailgate itself has a medium height loading lip. A scallop draws the eye from front to rear in a pleasing line at the lower portion of the door.

On The Inside.
Being a compact body, it’s a touch cosy in the back and almost just right for the driver and passenger. There’s small storage trays at either extremity for the back seat occupants, which does take up a few vital inches. Front seats are supportive, comfortable and the driver’s seat gets three (!) memory positions.
The V40’s option list extends to heated seating at $375 (would love cooling as well for black leather during summer in Australia), plus a Driver’s Pack valued at $5k which is full of safety, bringing home Blind Spot Alert, Cross Traffic Alert, Adaptive Cruise Control/Collision Volvo V40 D4 Luxury dashWarning/Auto Brake and more.
Volvo’s much vaunted driver’s display with a choice of three visual settings provides personalisation, accessed via the indicator stalk (left hand side in Australia); it’s super crisp and clear across all driving conditions. Housed in the same tasteful binnacle is a display screen for radio and navigation, in high contrast black and white. Info is accessed by the messy array of Volvo V40 D4 Luxury cargobuttons situated in the floating centre console. It’s ergonomically messy and largely user unfriendly, plus the chrome surrounds on the textured black plastic and gunmetal console (and Volvo V40 D4 Luxury consolearound the aircon vents) reflect sunlight very easily, sometimes directly into the driving position.
There’s the now common tech such as Bluetooth streaming, Auxiliary/USB inputs plus voice control for the navigation, web access via smartphone tether, a thumping 8 speaker audio system and heated wing mirrors.
In the rear, there’s a simple yet smart touch; what looks like the 324L cargo bay floor is a lift up section that split folds to give extra room and support for items.

On The Drive.
That torque provides an ongoing wave of acceleration, seemingly unending as the push in the back is unrelenting from standstill to bye bye license velocities. There’s the typical turbo hesitancy off the line, forgotten in seconds as the speedo says nasty things with a decent right foot pressure. Even light throttle has Volvo V40 D4 Luxury switchesthe diesel, quietly chattering away, hauling the V40 away decently well. The eight speed auto shifts almost imperceptibly, with a barely registering flick of the tacho needle to say it’s changed.
Steering is precise, intuitive and well weighted; it’s enough heft to give an idea of where the front is and light enough to not feel disassociated from the tracking. Torque steer is apparent when the go pedal is used in anger, less so when asked gently.
Ride quality is biased towards, unsurprisingly, comfort however there is enough firmness to impart a sense of control when cornering. Body roll is minimal and the suspension is well and Volvo V40 D4 Luxury front seatstruly tuned for Aussie roads, with even the bigger rubber based speedbumps being reasonably flattened out.
Float, pitch and dive under brakes (good brakes too!) are also minimal, with a undulating freeway section throwing up barely a hiccup.

The Wrap.
When the biggest complaint one can find is purely to do with a perceived lack of internal room, knowing full well it’s because of a car’s compact dimensions, it says something about how well sorted the overall package is. Ergonomically, it’s almost spot on, however the centre console Volvo V40 D4 Luxury rear seatssection with buttons and aircon controls is….not intuitive, politely.
The starting price of $46490 + ORC’s and options gets you into true European quality motoring at a very affordable price.
Information on the V40 range and offers are here: http://www.volvocars.com/au/all-cars/volvo-v40/page
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Car Review: 2015 Volvo V40 T5 R-Design

Volvo month continues for me and we’ve moved into the V40 T5 R-Design.2015 Volvo V40 R-Design

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Volvo has stayed with forced induction for the T-5, it’s also downsized to a four cylinder of two litres capacity. Peak power, a not inconsiderable 180 kW, is seen at 5500 revs whilst torque, all 350 Nm of it, 2015 Volvo V40 T5 R-Design engineis mesa flat from 1500 through to 4800 revs. Again, it’s the eight speed auto that’s fitted, in keeping with Volvo’s commitment to increasing economy and decreasing emissions. It’s quiet, refined and claims 6.1L of gogo juice consumed per 100 klicks on a combined cycle.Volvo V40 T5 R-Design rear

The Suit.
The test car came clad in the same distinctive blue paint that covers their top of the range S602015 Volvo V40 R-Design Ixion sedan, the Polestar. It highlights the low, slinky shape the V40 has plus showcases the satin black, diamond cut, alloy wheels fitted (clad in grippy Michelin 225/40 ZR rated tyres), named Ixion 2 R-Design. They really do look sensational and make a pleasing contrast with the Volvo blue.
Compared to the Luxury spec, there’s not too much in real exterior difference, with perhaps the most notable being a different location for the LED DRL’s, being pushed out to the corners and vertically laid in. There’s a slightly different rear valance and a glass roof to complete the picture.2015 Volvo V40 R-Design dashVolvo V40 T5 R-Design front

On the Inside.
Not a huge difference from the Luxury; the centre console and dash have a different look, with a chrome/alloy strip on the driver’s side, different coverings on the seats (velour or alcantara) mixed in with the leather and the centre dash mounted display screen lights up with the same colours chosen for the dash display “Themes”….and Elegance is different, too, going cool blue instead of green. 2015 Volvo V40 R-Design console

Safety, as you can expect, is a huge factor in the V40. There’s the innovative Pedestrian Airbag System (found across the V40 range, video here: https://www.youtube.com/watch?v=8wH6iNQUUI8; Corner Traction Control which is a torque vectoring system,2015 Volvo V40 R-Design front seats it helps the driver avoid understeer by applying just the right amount of brake force to the inner wheels while powering the outer wheels when accelerating out of a corner; Ready Alert Brakes which move the pads closer to the discs if the car’s safety computers feel something may be about to happen that will need quick brake application; Roll Over Protection System and full length curtain airbags and more. For the category and class the V40 R-Design is in, just over $50K gets some pretty decent technology.2015 Volvo V40 R-Design rear seats

Then there’s the options fitted to this vehicle; the full length glass roof ($2650), heated front seats ($375) and the Driver Support Pack (Blind Spot Information System and Cross Traffic Alert, Driver Alert and Adaptive Cruise Control with Collision Alert plus Parking Assist System) to take the retail price up to $58425.
You’ll also get as standard the awesome sound system, with one of the best balanced mixes I’ve heard in a car.

On The Road.
Although there’s almost the same amount of peak torque as the D4 Luxury (350 Nms vs 400 from the diesel) and starts 250 revs lower (1500 vs 1750), there’s not the same neck snapping burst of acceleration off the line. There’s a touch of driveline vibration, no feeling of lacking any 2015 Volvo V40 T5 R-Design Pedestrian Safety airbagmotivation, just not the same OMFG when the slipper is sunk. However, rolling acceleration is fantastic, with that 350 torques available at your beck and call over a 3000 rpm range, giving an educated driver plenty of safety factor. Once under way there’s a feeling of solid confidence, the electronics playing handsies with each other to keep the V40 R-Design on the tarmac, a gentle nudge of the tiller as the system reads the car moving towards a white line and centreing the car. The LCD dash will also show a red light where white would be, indicating the white lines either side of the car.
The forward collision alarm is almost perfect, but will sense, sometimes, cars or obstacles not in its direct path and will flash a warning red light from its vantage point on the top of the dash.
There’s a seat of the pants sensation of torque steer, the computers quickly dial that out and the R-Design remains surefooted and purposeful; the slightly harder, sports oriented suspension is never teeth shattering as well, giving a combination of balls and all power driving and subtly reinforcing the driver’s ability.
The eight speed auto has the Sports mode; again, in my eyes, almost superfluous, such is the smoothness and ability of the programming.

The Wrap.
Physically, the V40 will be ok for a family of four, but the R-Design, for me, is best suited for a single or couple. The level of tech it has, the driveability and the look of it in that glorious Polestar blue…..thankfully it’s in no danger of being bought by those that think a $25K hatch is too much moolah.
Should you be reasonably well cashed up and not needing a “big” car, the V40 R-Design is for you.

Pricing and tech details can be accessed here: http://www.volvocars.com/au/all-cars/volvo-v40/pages/default.aspx http://credit-n.ru/zaymi-online-blog-single.html

BTCC Memorable Drives: The Amazing Charlie Cox

Image taken from BTCCCrazy.co.uk

Image taken from BTCCCrazy.co.uk

Charlie Cox is often remembered as the voice of the latter part of the Super Touring era of the BTCC. Starring alongside Murray Walker in 1997 and John Watson between 1998 and 2001, Cox had a magnificent blend of excitement, drama and inimitable wit behind the microphone. However, it was not just behind the microphone that Cox made a name for himself. It was behind the wheel of his independent Mondeo in 1995 that Cox etched his entry into the evocative history of the BTCC.

The 1995 BTCC season was a landmark year for the championship; it was the first time that aero packages were completely legal on all the cars following the Alfa Romeo debacle from the previous year. Despite that, 1995 also became the year that an independent got a top 5 finish while the championship witnessed one of its most horrific accidents. You may have already guessed it, but it was indeed the Australian Charlie Cox who achieved not one, but both of these.

The first incredible feat came at the first of the two rounds held at the Brands Hatch Indy circuit. As the cars took their places on the grid, the typical Kentish weather began to play her dastardly game. The wet conditions baffled those on the grid; were they to put on intermediate or full wet tyres? As race time approached the rain appeared to lessen, prompting the majority of the field to opt for the intermediates. Cox was one of the few who decided to run with full wet tyres, and what a good decision it turned out to be. As the race began, the heavens truly opened upon the tarmac. For those on intermediate tyres they had to creep their way around the track.

Around the outside! Cox stuns crowds at a soaked Brands Hatch. Image Credit: Youtube

Around the outside! Cox stuns crowds at a soaked Brands Hatch. Image Credit: Youtube

For Cox however, he had chosen the correct tyres and was flying around the Indy circuit, carving his way through the timid field. As cars flew off left, right and centre (including the champion to be Cleland) Cox powered his way towards the front, even setting the fastest lap of the race. I can only imagine that the dizzying heights of his high position got to him a bit as he did manage to lose control on the entrance to Clearways. His pace and performance were definitely apparent as he managed to power past a BMW while recovering from his little lapse of concentration. He would finish the race in 5th place, just behind the two WORKS Ford cars. If it wasn’t for his spin, I think he would have managed a podium finish.

Here it is, in all its 1995 VHS style quality:

The Amazing Charlie Cox at Brands Hatch

Sadly when the championship reached Thruxton, Charlie’s luck well and truly ran out. As the race began and the field were streaming around, the cameras catch a glimpse of a car from the back barrel rolling its way off the circuit in a truly horrific way. Cox lost the car, which sent him into a spin and then numerous rolls that ruined the car and any chance of Cox escaping uninjured. He was treated for concussion and cracked ribs. The crash itself would rule Cox out for most of the ’95 season, returning only to complete the last few rounds. The car he did return in, the Ford Mondeo (instead of the Mondeo Ghia) turned out to be the first hatchback to enter the BTCC.

Instead of just reading about it, here is what is most likely the scariest crash the BTCC has ever witnessed:

Charlie Cox Crashes at Thruxton

Image taken from: Crash.net

Image taken from: Crash.net

When Charlie Cox returned to the championship in 1997 it was alongside the legendary Murray Walker in the commentary box. Until 2001, Charlie Cox blessed our ear sockets with his charismatic commentary style, complimented by the cool analytical vocals of John Watson (from 98-01).

His character building first and only year in the BTCC will without doubt go into the history books for all manner of reasons.

So, in the immortal words of Murray Walker, this one goes out to ‘the amazing Charlie Cox!’

Keep up with all my motorsport antics on Twitter @lewisglynn69

Keep Driving People!

Peace and Love!

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Where The Streets Have No…

signfail_zpsadb34be5Do you get fed up with the multitude of traffic signs and signals that constantly bombard you as you drive around town?  Have you ever missed a turn-off or some vital piece of information (like a speed limit sign) because it’s just another sign amid hundreds?  Or, to take another tack, do sometimes wonder if the people who put up signs think that you’re an idiot (e.g. the sign saying “Caution: Flooding” smack in the middle of a temporary lake caused by heavy rain… as if you hadn’t noticed that there was six inches of water covering the road)?

Perhaps it’s time that the authorities gave us all a bit of credit for having at least a modicum of common sense.  No driver wants to hit another driver, a cyclist or a pedestrian, after all.  This was the view taken by the authorities in the town of Bohmte, a town in western Germany that had been struggling with a bit of a traffic problem.

The traffic authorities of Bohmte had tried everything to stop motorists doing dumb things that endangered the lives of pedestrians and cyclists in the middle of the town.  Speed traps, carefully designed crossings and all the usual measures just weren’t working.  So they tried something completely different.  Instead of sticking up more signs and more signals, they ripped them all out.  They also took out the cycle lanes and the pavements (what our American friends call sidewalks).  Only three rules were in place for this special “shared zone”: (1) everybody – including pedestrians, wheelchairs, skateboards and heavy trucks – has to give way to anything coming at you from the right at an intersection, (2) don’t park your car smack in the middle of the road and (3) you had to keep to the speed limit of 30 mph. (That’s about 50 km/h and the usual urban speed limit in Germany – it’s only on the Autobahns that the no speed limit thing applies.  A German hitchhiker we once offered a sofa to tells us that the no limits rule on the Autobahn is only fun if you have a big Mercedes or Audi – if you’re puttering along in a tiny wee Fiat hatchback, you want to cringe as they all sweep past you… but I’m getting off topic.)

Bohmte traffic

The authorities were nervous.  What was going to happen?  Were motorists going to continue to barge ahead and cause at least 50 accidents a year in this particular section?

The thinking behind this “shared space” concept was that if the usual familiar signs weren’t there, motorists would get a bit nervous and would become more alert to what was going on around them.  When the traffic lights are green, you usually just surge on ahead, confident that nothing’s going to be in your way… until some idiot running the red light T-bones you.  The fact that you weren’t at fault is small compensation for a spell in hospital and a broken bone or two.  It’s even less consolation if you were a cyclist or a pedestrian.  But if there’s nothing at the intersection to give you the green light, then what would you do?  You’d slow down and check that there was nothing coming, kind of like pedestrians and cyclists have to do all the time (oh, yes you do have to check all the time if you’re a cyclist – cyclists are legitimate road users in the eyes of the law but not in the eyes of a lot of motorists.)

The idea first cropped up in the 1970s courtesy of a Dutch traffic engineer named Hans Monderman, who challenged the conventional thinking that people become safer drivers with more signs, speed humps, etc.  Instead, he took the view that road users aren’t stupid and they don’t want to crash, so if you took away the things that say “if you don’t have a motor, get out of the way,” drivers would stop taking the road and their right of way for granted. To quote Monderman, “We’re losing our capacity for socially responsible behaviour…The greater the number of prescriptions, the more people’s sense of personal responsibility dwindles.”

And the concept seems to be working.  What’s more, the idea is spreading.  It’s even made it all the way over here to Australia.  There’s a shared zone in Bendigo, Victoria, where there are no sidewalks/pavements for pedestrians and there’s a reduced speed limit in the city centre.  Similar designs have cropped up in towns in Sweden (where traffic lights and pedestrian crossings were replaced with fountains and park benches), the Netherlands (where they took out the lane markings), Florida, the UK and New Zealand.

shared-space-in-haren-(nl)Shared zones usually have a bit of a different look to them.  A lack of pavements and traffic lights is only the start.  Usually, there’s something a touch more decorative on the road surface – interesting patterns of brick or stone, for example.  There may be a bit more street furniture and other pretty things.  It’s all supposed to scream “space designed for human beings not just machines”.

The idea does have some downsides.  The biggest criticism comes from organisations for the blind, on the grounds that with a proper pavement, a blind person knows that he/she is safe from traffic.  A blind person can’t see the traffic they’re supposed to give way to.  The other criticism has come from a few cycling organisations, especially in the Netherlands, who have reported that some drivers have a tendency to bully cyclists, refusing to give way when they ought to yield to the cyclist on the grounds that if it came to a car-on-bike conflict, the bike always loses.  Mind you, this sort of thing happens all the time even with all the traffic lights, lanes and Give Way signs in the world, as any cyclist will tell you.

But on the whole – I think it’s a great idea!

Safe and happy driving,

Megan http://credit-n.ru/microzaymi-blog-single.html