Volvo S80

It seems to be that Volvo really sticks to its motto: Volvo, for life. Take the XC90—an ever-popular SUV, nearing a decade of being in the market. The recently replaced S60—in the market for a good nine years. The S40—in the market since 2004. The S80 on the other hand, seems to have reached its mid-life, due to the recent facelifts. Nevertheless, the S80 still seems to be able to captivate buyers from competitors, such as BMW’s 5-series. We come to see how the S80 manages to pull its tricks—despite its age.

·             Design & Engineering:

A blast from the past. Sadly, the S80 carries on the Swedish no-nonsense looks, unlike its offspring—the sexy S60. The S80 has that same clean and classic shell, which tends to attract slightly more mature customers, according to statistics and observations. Nevertheless, the Volvo succeeds in magnifying the root of its success—safety and an excellent drivetrain.  It’s this reason why the S80 is such a tantalizing dish compared to other Continental makes. The inflated Volvo crest on the front grill further enhances the rich heritage of Volvo’s commitment to safety, but seems somewhat gargantuan, considering the amount of space it occupies on the grill. From the side, the entire roof slopes down, harmoniously connecting with the bonnet—with the appropriate use of chrome. The rear boot proudly bears the 5-letter VOLVO word well, with subtle hints about the type of engine used, on the bottom right. At night, the flowing rear night-lights, fulfill their role in alerting other drivers quite well.

·            Interior

Let’s face it. The exterior might not have placed a smile on your face—the interior definitely will. Volvo’s interiors have always been something to rave about, and the S80 is no exception. The build quality. The soft leather which almost covers the entire interior. The supportive front seats and rear benches. These are only some of the S80’s charming qualities. Volvo’s interior definitely challenges BMW and Audi, in terms of minimalism and user-friendly interfaces. BMW’s intricate i-Drive system, along with Audi’s MMI system loose points in being user-friendly. In the Volvo, what you see is what you get, enabling every passenger to travel comfortably, using the multitude of simple buttons. A wide windscreen and high seating position provide the driver with superb visibility both ways, complemented by the soft-touch, curved dashboard, which all adds up to being seemingly pleasant. Though there is a slot for the key, by pressing the start/stop button, inserting the key into its desiccated slot is unnecessary. In other words, the slot can be described as a key holder, so as to avoid the nerve wrecking clanking of the key in the cubbyholes. Volvo’s classic floating console is well built, and topped up with brushed aluminum, adding a touch of class. The factory-fit stereo is superb, being built by Sweeds, for Sweeds. Being Volvo’s flagship vehicle, oodles and oodles of space are available, making rear seating comfortable, and pleasing to the eye, with the array of available different colour combinations. Of course, the space doesn’t end in the rear, but continues into the boot, which provides a cavernous 480 liters.  

·            Ride & Handling

As the world is now being faced by environmental problems, all car manufacturers are simply reducing the size of the engine and its emissions, but without reducing the power. How? Simple. The answer: turbo charging, twin-turbo charging, and even supercharging. Why the S80 now features a T4, 1.6-liter turbocharged engine, a T5, 2.0-liter turbocharged engine, along with a T6, 3.0-liter turbocharged engine. The T4 seems to sound relatively raspy and unpleasant, on top of suffering from turbo lag. The T5 is the practical choice—reaching the century sprint in 7.7 seconds, with a top speed of 230km/h. Thus, when the light changes, all one has to do is to ease gently on the accelerator. The T6 model is for the thrill seekers, providing so much power on hand, a light tap on the accelerator sends the vehicle flying off. Nevertheless, when driven like a gentleman all variants exhibit old school Swedish qualities as it glides over potholes and bumps like Disney on ice. For a car weighing over 1.6 tons, it’s fast and well balanced, with powerful and responsive brakes. Steering is responsive, with ample grip and minimal roll. Keep in mind, that the S80 still isn’t a graceful dancer.    

·            Verdict

Does one not see how the S80 impresses? Gentleman qualities, testosterone turbos, feminine comfort. Not a bad mix.

o    Pictures from:

o    http://indimoto.com/blog//media/blogs/IndiBlog/volvo_s80_interior.jpg

o    http://blackautocar.com/wp-content/uploads/2011/02/2011-Volvo-S80-Interior.jpg

o    http://bizhi.zhuoku.com/2011/05/05/Volvo/Volvo-S80-2011-images-widescreen-15.jpg

http://www.ebestcars.co.uk/wp-content/uploads/2010/11/volvo_s80_ebestcars2.jpg?cda6c1

Mercedes-Benz C-Class

·            Everything about the C-Class must be C, for Captivating. Mercedes-Benz hopes that buyers of the entry-level sedan, will progress onto the E-class, and finally the S-class. The 2007-2010 models just weren’t that convincing. We come to see how the revised, face-lifted C-Class plans to ‘C’aptivate buyers.

·             Design & Engineering:

Some may argue that the ‘New’ C-Class looks exactly the same as the old one (2008-2010). You’re right. Apart from replacing the projector headlamps with conventional, old-school headlamps, LED daytime running lights (and rear lights), along with the badge: BlueEfficiency. Apart from a few minor-changes, the differences are minimal, leaving me with almost nothing to write about.

·            Interior

This is where the game changer is. The materials and styling of the dashboard from the previous generation C-Class were hardly close to what one would expect from the German luxury automaker—which is why everything on the 2011 model has been stripped out and replaced. The cabin is now drastically richer and more appealing, with a sense of avant-garde and character behind every detail. The accompaniment of black paneling, chrome, and soft leather finalizes the premium portrait. Starting with the cockpit, one notices that the steering wheel has been plucked from the new CLS, complete with plush leather and sports grip—not a bad thing at all. The dashboard is also stolen from the new E-Class, with a slight change in colouration, from the E-Class’s black ash dials, to a sleek platinum gray. The center console features the (once again) same COMMAND system from the E-Class. I particularly do not appreciate the colour of the silver-gray buttons, as they are almost impossible to read! At the rear, space and comfort are adequate, and about the same as the previous generation. The base model (C180, C200, C250) does not feature a Start/stop function, whereas higher-trim models, such as the C300, and C350 with 7G-TRONIC (seven-speed automatic, buttery smooth transmission) do. Though the interior of the new C-Class may not be as sporty as rivals (3-series, A4), it definitely surpasses all in terms of luxury and comfort.

·            Ride & Handling

Powered by a range of engines, from the 1.6, and 1.8-liter BlueEfficiency engines, to the 3.5-liter BlueEfficiency engines, the new C-Class now appeals to a wider range of consumers. The base model, even manages to outrun the 2.0-liter BMW 3-series. At higher revolutions, the BlueEfficiency base engines still manage to maintain refinement, though non-stimulating. None of the trims set the roads on fire, but ace in handling, road cornering, along with ride comfort and cabin noise. In short, the new C-Class seems to be a straightforward, handling vehicle. The base models (C180, C200, C250), lack the renowned 7G-TRONIC transmission, and feature a 5-speed gearbox instead. This causes the gearbox to make a ‘clunky’ noise when shifting from reverse to drive, vice versa. Nevertheless, each gear change is optimized to its best.

·            Verdict

Though none of the trims might blaze a trail, it definitely provides what most rivals cannot—stature, luxury, and refinement. Apart from old-school styling, the base model C-Class manages to ‘C’onvinces and ‘C’aptivate a wider range of buyers.

o   Pictures from:

o    http://cdn.egmcartech.com/wp-content/uploads/2010/12/2012_mercedes_benz_c_class_images_007.jpg

o    http://reviews.cnet.com/i/tim/2010/12/23/2012_C_Class_Sedan_07.jpg

o    http://autocar-zone.com/images/2011/07/2011-Mercedes-Benz-C-Class-C300-Sport-Sedan-Rear-Seat-Image-280x280.jpg

Lexus IS F

·            Most of us know Lexus to be a beauty—soft, calm, luxurious, the best of the Japanese. With the introduction of the Lexus LFA, the face lifted IS F unveils the beauty within the beast. We come to see how the IS F competes against competitors such as Audi’s RS5 Coupé. 

·             Design & Engineering:

The “F” in IS F and in LFA stands for Japan’s Fuji Speedway—symbolizing power, speed, and unrivaled class. Unfortunately, the IS F looks almost indistinguishable from the base IS 250, albeit the protruding masculine curves, purely for aerodynamic function, the unmistakable 5-liter V8 bulge on the hood, along with the unmistakable “F” badges. The IS250 appears to be quite, even somewhat humble, whereas the IS F enunciates the word: ferocious. Lexus seems to have started their own trend of LED lights, now apparent on newer models, such as the LS, IS, and CT models. From the front, the larger bulges are sure to make the car in front of you flee. The side pretty much stays the same as the base IS, apart from whatever aerodynamic tweaks. The most obvious change might be the rims—separating dark from light. From the rear, the quad exhaust seems to be a misfit, due to the wannabe sport racer design. Overall, only few would be able to differentiate an IS F, from a standard IS.

·            Interior

Not bad. The cabin marries the premium feel of high standard Japanese quality, with top notch fit and finish. The steering wheel displays two-tone colouring, F1 style flappy-paddles, once again with the proud “F” emblem. The dashboard displays only the necessary information, with the tachometer dominating most of the space. What one seems to notice is that the tachometer pushes all the way to 9000 revolutions, while the speedometer reaches a whopping 330km/h. The heavily bolstered two-tone, eight-way power seats with memory are standard Lexus treatment—which means that leather quality and stitching surpass all expectations. Like the LS, GS, and IS premium models, the IS F features a wide touch screen, along with a superb 14 speaker Mark Levinson surround sound system. At the rear though, the bench-style seating, strictly allows only two passengers to seat comfortably, while a sloping rear roof also restricts the headroom.

·            Ride & Handling

Powered by a sophisticated power-packed V8, the IS F exudes Dr.Jekyl/Mr.Hyde personalities. Every time one hits the accelerator, a different sort of response is experienced—amazing. The growl that emits from the quad-exhausts, once the tachometer needle hits 3800 rpms, has the potential to stop traffic. The IS F dances around the tarmac, and is nimble yet responsive and alert. Being a Lexus,  there are no sounds of loose fixtures or warning lights, even when the vehicle is pushed to its limits. A 417 BHP, 5-liter V8, mated to a creamy eight-speed transmission—as sweet as strawberry pavolas.  

·            Verdict

Loving the way it moves; not loving the way it looks.

o   Pictures from:

o    http://images.thecarconnection.com/lrg/2011-lexus-is-f_100320542_l.jpg

o    http://www.lexusshow.info/wp-content/uploads/2011-lexus-isf-specs-1-4e15bbf0a6e30.jpg

o    http://znautocars.com/pictures/2011-Lexus-IS-F-Pictures-4.jpg

http://pictures.topspeed.com/IMG/crop/201003/2011-lexus-is-f-2_1280x0w.jpg

Peugeot 508 Sedan

·            Peugeot—a brand most tend to overlook—for a good reason. Peugeot used to sport horrifying designs, ride quality, blah blah blah. Till now. With up and coming designs, more people are flocking towards the niche filler, especially with the brand new 508.

·             Design & Engineering:

From the front, the Peugeot seems fierce and dominating. The large protruding grills and logo, the piercing design of the headlamps (and patterned LED’s), along with the boat like curves all seem to make the 508 ooze appeal. From the side, the ill-fitting rims and the Hyundai Elantra lookalike doors simply turn me off. The same can be said for the odd fitting rear. Really, about seventy percent of the 508 is relatively awkward, as if the best parts of the best Peugeot’s made in the past two years have simply been thrown in together. Nevertheless, there is attention to detail on the 508—for instance, press the number ‘0’, on the boot’s 508 badge, and voila, up comes the boot.

·            Interior

The interior makes up for the somewhat crabby exterior. Open the driver’s door, and one instantly feels that everything is well placed together, as the car exudes a sort of Germanic touch, especially with the featured Start/Stop button. The 508 feels superb with the use of soft-touch surfaces, and ‘higher quality’ leather. The Skoda like 3-spoke steering wheel is surprisingly accurate, and it fits comfortably in ones hands. The instrument panel is outlined in chrome, featuring a white/red on black design, making the Peugeot classier. The well-sized multi-function display sits in between the chrome-ringed dials, adding on to the word ‘class’. An LCD information system displayed in neon orange is snuggled between the center console’s air conditioning vents, with an option of being replaced with a sat nav system. The leather seats are nicely bolstered, though in the 508, one would never need to use them, due to the urge to cruise, and to not speed. Despite all of this, some of the switchgear seems to be placed illogically. For instance, the automatic headlamps switch is next to the gear lever, and the switch for the heads up display. At the rear, rear air conditioning comes as standard, as part of the 4-zone standard climate package, something not even standard in a Mercedes-Benz (C, E, S, ML, R, GL, class). Rear legroom is much improved from the previous model, especially after being topped off with standard side window pull up ‘sun sheets’.  

·            Ride & Handling

What a magic carpet ride for such a car! The 508 passes with flying colours in the handling and ride department. Uneven tarmac, potholes, humps, bumps, you name it, are mostly canceled out by the terrific dampers. Amazingly, there is minimal body-roll, despite the soft sprung suspension. Steering is direct and linear, although more response would be much appreciated. The most famed part about the 508 would have to be its 1.6-liter, turbo charged engine, developed together with BMW. Mated together with a six-speed gearbox, what more could one want?

·            Verdict

Quietly brilliant with visible flaws. Wait for the station wagon variant.  

o   Pictures from:

o    http://www.caradvice.com.au/wp-content/uploads/2010/07/2011-peugeot-508-5.jpg

o    http://www.topgearrules.org/wp-content/uploads/2010/07/2011-peugeot-508-saloon-02.jpg

o    http://www.peugeotcarshow.com/images/2011-peugeot-508-sw-2.jpg

o  http://terrastarems.com/wp-content/uploads/2011/05/2011-Peugeot-508-GT-and-SW-Dashboard-View.jpg

Goodbye 997, Hello 991

·            In the past, the 911 was Porsche’s heart, soul, and mind—the same can be said nowadays, despite the increasing fleet of models Porsche now sports. With the 997 reaching its expiry date, we take a sneak at the ‘2012’ model—the 991.

·            Design & Engineering:

Indeed, I myself was eagerly awaiting a major facelift on the new 991, but was disappointed when I saw an almost identical Porsche (997 and 991). The new 991 is larger and slightly wider, increasing cabin space and rear legroom, in addition to making the vehicle more comfortable and stable. The front seems to look more and more like a Panamera—especially when the same headlamps are used. I like the way the entire coupé seems to curve, as it transforms the previous 997 (which managed to look softer, and slightly more feminine), into a sleeker, more powerful cunning beast. From the side, nothing much seems to change—exactly what the 996 did when it rebirth-ed into a 997. From the rear, the use of LED lights is more prominent, giving the 991 an overall sinister touch.

·            Interior

Nothing much to say except: 100% Panamera. New options include third-generation radar based cruise control, keyless ignition, a Brumster sound system—originally BOSE, and even more elaborate power seats. Indeed Porsche, I see the trend.

·            Ride & Handling

Powering the 991 is now a slightly more powerful direct-injection, flat six engine. The base Carerra now optimizes a 350HP 3.4-liter engine, while the S model utilizes a more power packed 3.8-liter engine, claimed at 400HP. The most interesting thing about the new 991, is probably the improved seven-speed manual gearbox, derived from the renown PDK transmission. We’ll have to wait for the launch of the 991 to provide the full review. Sounds good, though.

·            Verdict

What I know: one year after the debut of the coupé, the convertible version with a man-made fabric top shall follow through.

                       : the 991 will definitely bring more customers towards 911’s, instead of                            
                         Panamera’s and Cayenne’s.

What I want to know: smaller engine = smaller price?

                                  : GT models?

·             Pictures from:

o    http://pictures.topspeed.com/IMG/crop/201003/2011-porsche-991-ren_460x0w.jpg

o    http://www.ausmotive.com/images2011/Porsche-991-911-rendering-Jan2011.jpg

o    http://www.ausmotive.com/images2/Porsche-991-911-interior-Sep2010.jpg

o    http://farm7.static.flickr.com/6018/5977947191_2d0c5838b1.jpg