Archive for December, 2017
Car Review: 2018 Volvo XC60 T6 R-Design
It’s a nice thing, as an independent writer, to get a vehicle that has visual appeal and plenty of chops underneath. It’s even better when that car is an award winner. The 2018 spec Volvo XC60, starting at a pinch under $60K, is definitely one of those and with a range of trim levels and engines to choose from, there’s one for everyone. I spend a Christmas week with the 2018 Volvo XC60 T6 R-Design.
Visually it’s almost identical to its slightly older and slightly larger sibling, the XC90. There’s the LED headlights, the “Thor’s Hammer” indicator and LED driving light strip, and a visual cue from the S90 sedan with the new horizontal add-ons for the LED tail lights. Painted in a gorgeous metallic blue, the curves are highlighted and emphasise the new 21 inch diameter alloys and Pirelli rubber.
It’s an imposing vehicle to look at. The 1900+ kilo machine is 4688mm in length, an astounding 1902mm in width, and stands 1658mm tall. Yet it’s as light and nimble, via the leather clad steering wheel, as a sports car, with beautiful feedback and effortless in its movement. The R-Design tested came fitted with airbag suspension and some options as well, with the ride and handling almost without fault.
The XC60 was taken on a run to the NSW South Coast and was unflustered in its dealing with the varying tarmac conditions. For the most part. Some irregularities had the stiffer springs not dealing with them and the rear would skip sideways. The rear suspension has a name guaranteed to test anyone’s tongue: integral link with transverse composite leaf. The front is much easier: double wishbone transverse link. In layman’s terms they translate to “it’s a bloody good setup and it works”.
The R-Design comes with a choice of diesel, a turbocharged or turbo/supercharged engine 2.0L petrol donk (T5 and T6) or a hybrid package. The Euro V6 emissions compliant T6 has pumps out a healthy 235kW via the all wheel drive system and a very usable 400 torques between 2200 and 5400 rpm. The eight speed Adaptive Geartronic auto defies logic in its unbelievably silky smoothness, imperceptible changes, and comes with drive modes including Comfort and Dynamic.
It also comes with a 71 litre fuel tank, a clever fuel usage sensor that shows the varying range depending on thirst, and here’s the black spot for the XC60. The test car never dipped below 10.0 litres consumed per 100 kilometres. This included a couple of light throttle, flat road, gentle acceleration, freeway runs.
The manufacturer’s price for the R-Design is $76990. The review vehicle was fitted with a number of options and the final figure was $87180. There’s the Lifestyle Pack at $2500 with heating for the multi-adjustable leather seats (which also had cooling, yay!), a Panoramic glass sunroof and tinted rear windows. The air suspension is an option and it’s worth the $2490 simply to watch the car settle on its haunches every time you exit. An extra $350 sees the front seat power cushion extensions, with interior package of leather and aforementioned ventilation another $2950. Metallic paint is $1900.
The centre-piece of the interior is the nine inch touchscreen that houses driving aids, audio and climate control, apps, display settings, and is not initially intuitive but becomes so with practice. It’s also a highly reflective coated unit that is fantastic at holding fingerprints. It’s a three screen side-swipe that shows the choice of audio including DAB which, via the $4500 optional B&W speakers sounded spot on. The whole navigation interface is voice controlled as well. The glovebox is cooled and the climate control is a four zone capable unit. The driver has a full colour 12.3 inch LCD display with the display defaulting to a map between the speed and rev counter dials. The touchscreen has a tab to adjust the dial looks including power, Glass, and Chrome.
Volvo’s attention to the little things is also as admirable. There’s the knurled finish to the drive selectior know, the same finish on the Start/Stop dial in the console, which requires a simple turn to the right to start or stop. Even the windscreen wipers have an identifying feature, with a gentle mist sprayed right out of the blade mounts which allows a closer and more efficient pattern to be utilised.
There’s a swag of safety aids as standard, including Blind Spot Alert, Cross Traffic Alert, Traffic Sign Recognition, a 360 degree camera setup, Adaptive Cruise Control, Pilot Assist which is a semi-autonomous driver system, Park Assist Pilot, Run-Off Road Mitigation and Lane Keeping Assist and it’s here some tweaking is needed. Irrespective of velocity the assistance is equal in force meaning a slow speed assist feels more like wrenching the tiller from the driver’s hands. There’s Hill Start Assist and Hill Descent Control and a complete suite of airbags including driver’s knee.
The tail gate is power operated and is fitted with the under bumper foot sensor. This proved somewhat fiddly to use, even after a few attempts, but when it opens the rear door it allows access to 505 litres worth of cargo space, rear 12V socket, and space saving spare tyre. Rear seat passengers don’t suffer in room either, with 965mm leg room, 988mm head room, and 1408mm hip room.
It’s on the road when the ability of the T6 R-Design engine package shows its mettle. At the legal freeway limit the eight ratios see around 1700 rpm, meaning it’s not far from peak torque. Sink the slipper and the needle swings around instantly, the numbers change rapidly, and velocity is illegal very easily. Because of the superb sound insulation the XC60 has, there’s no real aural sense of what’s happening up front or outside and it’s too easy to be caught above the rated local limit, meaning the driver really needs to be aware of the numbers on screen.
But if a car is going to offer such usable performance it’ll also need some useable stoppers. The XC60 delivers with brakes that can be judged to a nanometer in what they’re doing in relation to foot pressure. Nor does the R-Design’s ride quality suffer from the Pirelli P-Zero 255/40/21 tyres. It’d be fair to expect some harshness in the ride from such large tyres and a small profile, yet the suspension engineers have worked wonders in dialing in just the right amount of give for all but the most unsettled of tarmac surfaces.
Settling into a freeway rhythm was easy in the R-Design. Loping along, enjoying either the DAB sounds or the music via connected smartphone, comfortable in the powered seats and being breathed upon by the climate control aircon, it’s an indisputably delightful place to be. Allowing for stops to allow rest breaks, exiting the XC60 after the five hundred kilometres or so drive had only the barest hint of fatigue settling in.
At The End Of the Drive.
drive.com.au have awarded the XC60 their Best SUV under $80,000 and it’s obvious to see why. Although adding some of the options add to the final price, the underlying ability of the 2018 Volvo XC60 T6 R-Design, is more than able and competent. Supplemented by an excellent safety package, an immensely flexible driveline, some high tech to use, and a beautiful exterior, the only real quibble with the car provided was the thirst.
Here is where you can configure your new XC60: 2018 Volvo XC60 information
Be Coming Home After Christmas
It’s just five days until Christmas 2017 at the time of writing. It’s a time where we relax, maybe have a break from work, and we go driving just that little bit more. However we’re also told that this is a dangerous time of year to be on the roads and perhaps there’s some validity in that. Here’s some things you can do to help make our roads just that little bit safer.
Indicate.
This is constantly seen as the number one irritant to drivers in just about every survey about what annoys drivers. But why then are so many cars seen to have “broken indicators” or, as some cynically put it, “have run out of indicator fluid”? Cars are designed and engineered so the basics of driving are a fingertip away, and indicator stalks, be they on the left or right hand side of the steering column, are such.
Indicators are not optionable extras, nor are they difficult to use. If you’re changing lanes, indicate. If you’re merging, indicate. If you’re in a roundabout, indicate. And this doesn’t mean just a cursory flicker or two. Current laws state that “sufficient indication must be given”. Far too many drivers think one/two/three is enough. You should be indicating before leaving your lane and finishing indicating once the whole of your vehicle is the new lane. “NSW Roundabout indication rules” and “Top 10 misunderstood road rules”
Roundabouts require you to to indicate as well, especially with three lane roundabouts. Let’s say the roundabout is a Y shape and you’re going left; it’s simple, you indicate left. If you’re going right, you indicate right to go in and then indicate left when exiting. That’s the law.
Headlights.
If you’re out and about and cars are coming toward you with headlights on, there’s a fair bet there’s a good reason why. Most cars today are built with either an auto headlight on function or with LED DRLs fitted. DRL stands for Daytime Running Lights and are in no way intended to be a replacement for headlights. When your car starts and these come on, it also doesn’t mean the lights at the back come on either. When you activate your headlights, then your taillights will come on, and it’s a great idea to do so if you have a dark metallic or silver car and the weather is rainy or clouded over. It REALLY does make your car so much more visible and so much more safer.
Passing the vehicle ahead.
Planning for a lane change isn’t hard. As a driver you should be looking ahead more than to the rear, and too often vehicles are seen almost touching the rear of the car ahead before they suddenly swoop left or right, and again generally without indicating. A well prepared driver should be able to judge the of the traffic and be able to switch lanes smoothly. One simple yet safety improving reason is: what happens if the vehicle you’re getting close to suddenly brakes hard? Bang, you’re in their rear.
Looking ahead also helps with vehicle behaviour; if one car only swerves, well, maybe it’s a tired driver, but if a succession of cars suddenly do it’s a possible indicator there’s something untoward on the road, like a pothole or something that’s fallen off a vehicle. Keep an eye out and be in no doubt.
Red lights/amber lights/green lights.
Cynics would say there’s a lot of colour blind people on our roads, thinking amber means speed up and jump the red. MOST intersections are researched and have their traffic light timing adjusted for traffic flow, with the change from green to amber to red set and a predetermined interval. There’s a set distance that is allowed for along with time in order for drivers to utilise the amber light for its intended use: to slow down and stop safely.
Distractions.
It seems unbelievable that having earphones in whilst driving is still not illegal as it isolates you from an important part of driving; the aural connection to what’s happening outside the car. Sure we can up the volume of the audio system but by having earphones in you’re actually locking out more of the ambient sound.
Kids are always a “good” distraction and we’re certainly not about to tell you how to deal with your children but it’s worth reminding you.
Also, bugs, cigarettes, drinks, and the like need to be considered. And please! if you have bluetooth in your vehicle for calls and audio streaming, use that rather than using your hands.
Car Maintenance.
Tyre pressures and tread depth, windscreen wiper fluid and radiator fluid levels, oil levels, all of these are easily checked before taking your car out. Tyre pressures are marked on the sidewall or on a sticker mounted somewhere inside your vehicle. Tread depth is easily identified visually and a bald tyre is simply no good on a wet road. If the tread looks more worn on one side than the other then a visit to your local tyre shop is recommended. Windscreen wiper fluid is specially formulated so good old Windex as a replacement is not recommended. Oils too are specific to certain types of car (petrol v diesel generally) but an older engine may also need a different oil compared to the new Mustang your Lotto winnings have bought you.
How does the dash look? Is it dusty? Does the touchscreen have fingerprints all over it? Give these a clean before heading out as these can sometimes catch the eye at the wrong moment.
Don’t. Drive. Tired.
It’s far too easy to misjudge your own endurance levels when it comes to long distance driving. Sure, we can sit inside our car for an hour plus in peak hour traffic but we don’t cover the same distance as Sydney to Canberra, Perth to Geraldton, Melbourne to Albury. Sometimes long drives are taken on Boxing day or New Year’s Day, and the body hasn’t recovered from a belly full, be it alcohol or a good roast. Studies show that Microsleeps are a major contributor to crashes, so keep fluid levels, like a sports drink or water, available.
BA.
That’s Bad Attitude. And it sucks. Road rage incidents are full of bad attitude and generally because someone can’t be bothered following the road rules because they don’t they the law applies to them. Tailgating, lane hogging, pulling in front of someone and suddenly braking, and so on are fine examples of BA. If you have BA, stay away.
Speeding.
Finally, the big one. Speeding in and of itself is not dangerous, otherwsie our roads would be populated by ghosts. It’s when combined with tiredness, alcohol, inattention, a bad attitude, mistiming the traffic lights, worn tyres, that excess velocity over distance causes the heartbreak it does.
Use your mirrors, look at the traffic ahead, look for the one or two vehicles that seem to be travelling a whole lot quicker than they should be and do your safest change of lane to get out of the way. Because unless you think WW2 was a fantastic comedy, you don’t want to be that person to answer a knock on the door and see two sombre looking members of the constabulary about to tell you a loved one has died at the hands (wheels?) of someone else driving badly.
Please, do have a safe Christmas for 2017, a wonderful New Year’s as we move to 2018 so we can all be coming home after Christmas.
Private Fleet Car(?) Review: Santa’s Sleigh
At this time of the year, one particular vehicle is commented on, illustrated and watched for (on Google’s Santa Tracker, for example). It has come to my attention that we haven’t reviewed this vehicle yet for Private Fleet. Unfortunately, it won’t be available through our car reviews page, as it’s an extremely limited edition vehicle and pricing information isn’t available. Nevertheless, because this is the Christmas edition of the Private Fleet blog, let us now present you with the official Private Fleet review of Santa’s Sleigh.
Make and Model: Santa Sleigh, Yuletide Saturnalia variant.
Years manufactured: First reviewed in 1821, then modified in 1823 by Clement Clarke Moore’s “Twas the Night Before Christmas”. Updated in 1939 to include Rudolph. Prior to this, Santa’s transportation of choice has included a white horse (possibly eight-legged). The sleigh concept was apparently imported from Finland – obviously some winter rally driving expertise went into the development of this vehicle.
Top speed: According to an article originally published in Spy magazine that worked out the physics of Santa’s Sleigh, the top speed required by Santa’s Sleigh is 650 miles per second, which is about 3000 times the speed of sound. As the sleigh operates silently without sonic booms, we suspect that the sleigh makes use of hyperspace and multiple dimensions to cover the necessary distance.
It is not known if any other vehicle can match this speed, although it was once given some stiff competition by Six White Boomers (snow white boomers) who raced Santa Claus through the blazing sun on his Australian run. It is thought that these may be used as his hot weather equivalent for Outback use.
Engine: The very best in German engineering, the Dasher-Dancer-Prancer-Vixen-Comet-Cupid-Donner-Blitzen-Rudolph unit is laid out in a V configuration. The actual power output of this unit is uncertain, as the power equation requires us to know the weight, which is unknown and also is linked to gravitational force acting on mass, and the sleigh may have anitgravity features. The power requirements of interdimensional or hyperspace physics are also uncertain. Torque is not applicable, as this refers to rotational acceleration; as a sleigh uses runners rather than wheels, the acceleration – which is considerable – is linear rather than rotational. The 0–100 km/h time is phenomenal and is probably measured in nanoseconds.
Fuel type: Runs exclusively on biofuels, mostly carrots, with refuelling stations provided along with milk and cookies (or mince pies and sherry, depending on the household) down many chimneys. Emissions are also environmentally friendly and while they contain some greenhouse gases in the form of methane, the majority can be used for compost or can be broken down by algae for biodiesel (as invented by Rudolf Diesel – a relative of the other Rudolph?). We presume that the compost is used to grow carrots, possibly enhanced by fairy dust and magic.
Seating: One main seat is provided for a driver, although smaller passenger seats may be installed for elf assistants. A pinhead may also be provided for angels to dance on, as angelic beings are multidimensional and multiple entities are thus able to occupy the same unit of space-time (so that’s how the interdimensional capacity of the sleigh is worked!).
Lights: Bioluminescence provides the main lighting system. Fairy dust and candles may also provide auxiliary lighting. The most notable feature of the lighting system is the Rudolph front fog light, a nose so bright and you could even say it glows. The Rudolph feature is illegal in most countries, which do not allow red lights on the front of vehicles. We can therefore assume that the North Polar road regulations are different from those of the rest of the world; the importance of red in the total ensemble also suggests this.
Off Road Ability: The off-road ability of Santa’s sleigh is second to none. Not only are sleighs and reindeer superbly suited to winter driving conditions without the need for snow chains, Santa’s Sleigh can go further off the road the most vehicles. According to the original reviewer, Clement, “when they meet with an obstacle, [they] mount to the sky”. Flight capacity is an essential feature of this vehicle, so ground clearance is, theoretically, infinite.
Cargo Capacity: The cargo capacity that is usually depicted as being located to the rear of the sleigh and is styled to resemble a sack probably also makes use of hyperspaces and interdimensionality. According to the Spy magazine review, Santa delivers to 378 million children (this figure doesn’t include Buddhist, Hindu or Muslim children, who have their own traditions and figures). Quick experimentation with a sturdy hiking sock and a couple of small beer bottles reveals that the typical stocking contains approximately 1 litre, giving the sleigh a cargo capacity of at least 378 million litres.
Safety Features: The braking system allows the sleigh to go to a complete standstill from Mach 3000 almost instantaneously. As the sleigh appears to use multiple dimensions and appears to be weightless, it is possible that an antigravity function is at work and the braking ability is achieved by suddenly switching this off so the force of gravity can slow the sleigh to a standstill. It is no wonder that the driver comes with side and front airbags installed.
Sound System: Similar to other wintertime forms of transportation involving animals with a bouncing gait, music is provided by small bells attached to the harness: jingle bells, jingle bells, jingle all the way.
Driver Assistance: Some navigation appears to be provided by the Rudolph package, which was specifically asked to guide the sleigh one foggy Christmas Eve. Stop-go functionality, off-road ability and possibly steering are completely voice activated:
More rapid than eagles his coursers they came,
And he whistled, and shouted, and called them by name!
“Now Dasher! Now, Dancer! Now, Prancer and Vixen!
On, Comet! On, Cupid! On, on Donner and Blitzen!
To the top of the porch! To the top of the wall!
Now dash away! Dash away! Dash away all!”
As dry leaves that before the wild hurricane fly,
When they meet with an obstacle, mount to the sky.
So up to the house-top the coursers they flew,
With the sleigh full of toys, and St Nicholas too.
The sleigh also seems to have automatic parking ability. Reindeer are capable of seeing light in ultraviolet spectrum that humans cannot see and each reindeer has a 310° field of vision; detecting signals in the remaining rear 50° degrees is handled by the ears, which are capable of tilting in any direction. Possibly, the elf assistants also provide rear sensor ability.
It is probably just as well that all these driver aids are provided, given the British, Irish and Australian trend of leaving alcoholic beverages out for the famous and presumably immortal driver. These units of alcohol are probably not off-set by the milk and cookies provide in the US. Even given the noted bodyweight of Santa Claus, the amount of alcohol would probably put him well over the legal limit in all countries, probably excepting the North Pole. However, as only one accident has been recorded involving Santa Claus (involving Elmo and Patsy’s grandma, who was reported to have been drinking too much egg-nog and to have forgotten her medication when she got run over by a reindeer), the sleigh operates at full speed and with perfect safe handling year after year, so the driver assistance and collision avoidance ability of the sleigh must be superb and flawless.
Have a safe Christmas and New Year season, everybody. And for goodness’ sake, leave the high speeds and driving under the influence to Santa. His vehicle is built handle it. Yours isn’t.
Private Fleet Car Review: 2018 Audi S5
It’s always a pleasure to have a luxury car in the driveway. It’s always a pleasure to have a sports oriented car in the driveaway. When the two mix, it’s double the pleasure. The 2018 Audi S5, with “Quattro” all wheel drive and turbo V6 packed into a lithe and sinuous body, takes that a notch or two further. With a list price of $96,200 and a final drive-away figure of $116,500, does the S5 offer luxury supercar performance at a reasonable price?
The keys to the S5 are the 3.0 litre V6, eight speed tiptronic which has been updated from the previously available seven speed, and all wheel drive. Peak power is 260 kilowatts between 5400 and 6400 rpm and maximum torque of 500 Nm on tap at a billiard table flat 1370 – 4500 rev band. Helped by 255/35/19 rubber from Continental and a dry weight of 1690 kilos it’s good enough to see a 0 – 100 kph time of 4.5 seconds, with a seat of the pants feeling that’s a conservative figure.
Economy will vary depending on how heavy the right foot is employed. Audi quotes 7.5L/100 km of 98RON for the combined cycle and an average of just 10.0L/100 km for the urban cycle. A worst of over 15.0L/100 km was seen and that was when testing acceleration times.
It doesn’t hurt that the S5’s aerodynamics add to the rapidity of the S5. At just 0.25cD it’s one of the slipperier cars of its type. Part of this comes from a redesign to the front, with a lower and more pedestrian friendly nose that houses the signature Audi Singleframe grille. Smooth sine wave lines join the LED headlight front via the two door coupe’s subtly larger flanks to the short tail that gives up a deep if not vertically capacious 455 litres.
Fold the rear seats and that’s up to 829 litres. Step inside and there’s a combination of high tech with the Heads Up Display, 12.3 inch TFT “Virtual Cockpit” dash display and variable drive modes against a stunning business club feel thanks to the sumptuously appointed diamond quilted leather seats. That’s front and rear, with the back seat occupants not forgotten in the search for comfort as Audi provides a three zone climate control system.
There’s an impressively modern feel and look to the plastics, with a mostly ergonomic approach to the layout of the dash and console mounted buttons and switches. There’s a broad swathe of venting to the view of the front seat passengers which looks slightly unusual given the accepted 2 + 2 vent look everywhere else.
Although the S5 is a decent 4692mm in length and has a longish 2765mm wheelbase, interior room isn’t as spacious as one would suspect. Yes, you have to duck your head to get in, and yes, rear seat leg room and head room is tight for an Oompaloompa, you can almost forgive that given the outright driveability and the comfort levels the S5 provides.
The LCD screen in front of the driver is the latest word in how to do something pretty damned well. With a changeable look that gives a number of different display looks, such as full screen map, speedo and rev counter along with long and short term driving stats, it’s intuitive and easy on the eye. What isn’t is Audi’s decision to stay with a centre dash mounted screen that looks plugged into a cut-out slot. Nor does the DAB/FM/AM display show anything other than the station you’re listening to with RDS (Radio Data Service) info seemingly locked into a separate screen.
Road manners come as no surprise in being benign when driven gently, tenacious when driven moderately, and superb at maximum attack. The drive modes, being Comfort, Dynamic, Individual, either sharpen or soften chassis and throttle response and, unusually, it really dos work. Too often (you hear us, Kia and Hyundai?) these electronic changes are added and seem to add nought. In the case of the Audi S5, m’lud, they do.
The transmission really does offer quicker changes and using the paddle shifts there’s a blip blip blip on upshifts. Downshifts are fractionally slower…fractionally. It’s a hugely enjoyable experience and using Dynamic is great for quiet roads or track days, Comfort for cruising, and really that’s all you need. There’s also the 1587mm/1568mm front and rear track to aid in high speed and around town stability plus a tight turning circle (11.4 metres) with the steering itself a natural feeling setup lock to lock. 
Recalibrated suspension components in the front lend their aid to the ride quality too. The S5 brakes are just what you need and expect from the package, with a sensitive pedal telling the driver just how much retardation is happening at any given time.
On board are six airbags with the S5 missing a driver’s knee ‘bag, accident pre-sensing which did throw up some false positives, Blind Spot Warning, pre-tensioning seatbelts (which caught the Mrs unawares more than once), a pedestrian friendly “Active Bonnet” and the usual driver aids. There’s also autonomous braking on board.
To back up the S5 should anything go awry is a three year road side assistance program, three year unlimited kilometre warranty with twelve year anti-corrosion, and the option of extended warranty as well.
At The End Of The Drive.
The question was: “…does the S5 offer luxury supercar performance at a reasonable price?” Quite simply that answer is yes. 2018 Audi A5/S5 is the place to go to enquire further.
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