2009 Volvo C30 R-Design Review

This week’s review is going to be a departure for us here at Automoblog. This won’t deal with how well a car deals with the grocery run, or whether it looks good while sitting in the driveway. This is a road trip. This is something special.

What kind of road trip is this? Well, it will include yours truly taking a three-day, 1,000 mile round-trip voyage from Columbus, Ohio to Elkhart Lake, Wisconsin, home of Road America. This will be the ultimate test of comfort, control and efficiency.

But what should we use for this unique adventure? Maybe a comfortable mid-size sedan? Or how about a new crossover sport-utility? No, this is going to take something truly different. As luck would have it, Volvo supplied me with the right vehicle that would complement this unique trip: A 2009 Volvo C30 R-Design.

THE CAR

As our long-time readers know, our fearless leader Chris tested a Volvo C30 last year, and was not a fan of it. He could not get past the styling and his car suffered from a serious electrical glitch. Would I end up in the same predicament?

When the Passion Red two-door arrived, I was a bit skeptical of this somewhat “in-your-face, back-to-the-old-days” styling.

The clean and crisp front-end comes from the S40 sedan and V50 wagon, which the C30 shares its platform. It does away with the box-on-wheels of Volvo’s past and incorporates a smaller grille as well as rounded fenders with a subtle flair above the wheels.

But the other end of the car is what will grab your attention. Gone is your typical sedan trunk or wagon box. The C30’s modern design is in full effect.

From the front to the rear, the waist line bends upward as well as pulled in towards the centerline of the vehicle, creating these curvaceous hips that bring a strong whiff of P1800 to your eyes. The roof slopes up from the front then down slightly in the rear to a larger spoiler and all-glass rear hatch. The taillights traveled from the spoiler down into the rear end and push out into those wide rear fenders.

With the top-ranged R-Design package consisting of a monotone paint scheme, ground effects all the way around and designed eighteen-inch wheels, the C30 will certainly have you doing double-takes.

Inside, you will find the same well-executed interior as the S40/V50/C70, but with subtle touches. For one, the gauges have a blue face instead of black, and there is a wonderfully thick-rimmed steering wheel. The floating center stack gets its own Andy Warhol-like pattern to it. The seats in the R-Design come with their own special two-tone black leather and white Flextech, a material designed to resist fade and damage from Mother Nature, which are imprinted with the R-Design logo.

Motivating this little sport hatch is Volvo’s 2.5 liter, turbocharged inline-5. It has been around for a while and now makes 227 horsepower and 236 lb. ft of torque on premium gas. Transferring this power to the ground is Volvo’s five-speed automatic, with Geartronic auto-manual controls.

LET THE TRIP BEGIN!

The first half of my excursion would take me west on I70 towards Indianapolis. A quick jaunt around Indy I465 would lead me north on I65 straight through Gary. Hop on the Chicago Skyway and coast through Chicago on into Milwaukee. Then it would be a straight shot up Route 57 to the racetrack.

The weather was predicted to be nice, and traveling during a weekday would leave traffic less hectic, leaving me time to enjoy the drive and take many photos along the way. However, I think the gang from Top Gear would best describe this impending trip: Ambitious, but rubbish.

It was mostly sunny in Columbus on Tuesday morning. I had my luggage secured below that big rear window, the AAA TripTik in the passenger seat ready to lead me to my ultimate destination, almost 530 miles away.

I started my trip around the sprawling campus of Ohio State University, one of the largest universities in the country and home of major sports venues such as the John Schottenstein Arena and, of course, the Horseshoe. Luckily for me, it was the off-season, so I had the perfect opportunity to travel around and check out the campus before hitting the road.

Pulling onto I70 W, I got the first opportunity to use all 227 horses to accelerate ahead of a tractor trailer that refuses to move into the center lane. The five-cylinder does not pull quite as hard as a Mazdaspeed3, but the five-speed automatic kicks down quickly to put you in the right gear for maximum pulling power. And boy, does it sound terrific doing it, emitting a deep throaty roar from the exhaust.

Once down to safer cruising speed and putting some miles between me and Buckeye Country, I quickly realized two potential issues. One was the dark clouds rapidly approaching over the horizon in front of me; the second one was how unbelievably flat and boring this stretch of road seemed to be.

Sadly, both became a reality just outside of Dayton. The skys opened all the way to Indianapolis, which cut down on any outdoor activities, and flat farm land surrounding me at every viewpoint, it gave me a chance to become a bit more familiar with the C30’s interior.

I liked many of the interior treatments in this car. The cool two-tone seats were providing good support for my back and hips, and the HVAC was doing a good job keeping me cool while keeping the windows from fogging up. The thick-rimmed, R-Design wheel felt perfect in my hands, with these two small extensions for your thumbs which were a nice touch.

It is quite roomy up front too, and there is adequate room for two people in the second row. Trunk room is snug though, with the steep rake of the rear end cutting into valuable storage room.

One thing kept nagging me though. Where was the style, the look that matches the exterior? There are wonderful materials throughout and the dash carried the stigma of Volvo efficiency, but it just didn’t make a style point like the exterior did.

Just outside Indy, the rain dissipated enough for me to find my way onto the 465 beltway. However, traffic had picked up and my paced had dropped. Frustration was setting in, only a few hours into the calculated nine hour drive.

To take my mind off things, I turned on the optional Dynaudio upgraded sound system to see if I could find something to listen to. Lucky for me, this C30 comes standard with Sirius satellite radio. Turning to Classic Vinyl on channel 14, I found the 360 watt, 11-speaker a bit flat. Thankfully, this system, with Dolby Pro Logic II surround, had an adjustable five-band equalizer for both front and rear speakers. A little tweaking and I had CCR flooding the car with a rich, deep sound.

Finally relieving myself of traffic, I made my way onto I65, which would take me right into Chicago, and would make me lose my mind. Now, I have no problem with the state of Indiana. I like downtown Indy. I respect the Indianapolis Colts. But is this state mind-numbing to drive through.

I thought my trip from Columbus was bad, this section is downright torture. As far as you can see, (and you can see for miles in some places) there wasn’t anything to actually witness. No trees, no tended farmland; just flat land and straight highway. The only saving grace was seeing the Subaru plant, and I almost missed it.

Oh, and the rain started again. Can you see me smiling through the smeared windows? Thankfully this car has the optional automatic wipers that actually worked when it was raining, and their sensitivity was adjustable as well.

Not helping was the ride of my C30. On smooth asphalt, it was as quiet and comfortable, but rolling down the pock-marked Indiana highway, the Pirelli PZeros drone loudly. The suspension was absorbing the smaller potholes pretty well, but bigger ones would cause the front suspension to crash and jounce, sending wave after wave into my seat.

The R-Design comes standard with what Volvo called Dynamic Chassis. The suspension tuning offers a stiffer spring and dampers as well as thicker anti-roll bars. While I applaud the R-Design for handling tight on-ramps with tons of grip and flat cornering, it’s not enough to compensate for the harsh ride.

Merrillville, Indiana outside Gary is when I give myself a break and took care of the lighted gas pump symbol glowing from the dash. The rain is still falling, but that’s not what I am concerned about.

An older gentleman in a Bentley Flying Spur sedan pulls up behind me while I’m topping off the 15.9 gallon tank with fresh premium. I’m not so much focused on the car as I am the driver, who has stopped talking into the cell phone stuck to his hear to stare at the C30’s design cues. Then I noticed a woman filling up her Ford Focus giving the car a once-over as well. This car seems to be a real eye-catcher.

Back on the soggy road, I began to think about the design. Did I like it? Was it too much?

The answer is I thought it was a damn good-looking car. I love the uniqueness of the rear, without being overdone. It was graceful, yet striking. That small window was actually useful to load the 12.9 cubic feet of trunk space as well as reach the rear seats to fold them down. The chrome exhaust tips brought a more upscale touch. Not too much, but just right.

The rain ceased as I crossed into Illinois, and the clouds began to part. It looked like my trip was finally making a turn for the better. Unfortunately, the joy was short-lived. Just a few miles after the bridge, I was greeted by the Windy City with a four-mile long traffic jam. That added an extra hour to my trip, but at least I got a lovely view of the Sears Tower.

Traffic thinned enough for me to make it to the northern suburb of Winnetka, where I had an early Chipotle dinner with an old fraternity brother. Six hours into this trip and I still didn’t feel any physical pain, nor was I even hungry, and I’m always hungry. Could the C30 have pulled off a magic trick where I didn’t dispel any energy? This trip is getting stranger by the hour.

I left my friend and began to enjoy the wonderful road construction that has consumed most of I94. Here, the stiff suspension reared its ugly head again and began pitching the car. Every heave and dip turned the little Volvo into a bobble-head convention.

As I entered Milwaukee’s smoother roadways, my fondness for the C30 started growing again. I love the right amount of power and sound coming from the engine. The just-right size let me squirt around slower traffic, even if the steering wasn’t as sharp as I like. I appreciated how the controls for the radio and ventilation were laid out in an easy to use manner. The gauges and handy trip computer were read at a glance, even though the blue faces didn’t match anything else in the car.

After yet another boring stretch of highway called Route 57, my destination thankfully appeared out of nowhere, shining like a bright beacon calling me to keep going. Its sedate front offices would have been passed had it not been for the large Kohler race car leading to the paddock.

Nine hours and 531 miles from Columbus and I made it. My little Volvo survived the trip unscathed. Outside of the ride, I felt little to criticize after my extensive trip. The seats gave me no aches or pains, and I felt physically ready go to while my brain was ready for sleep. I averaged 26.5 miles per gallon, which is quite good considering it’s a forced induction engine with an automatic. But it was late and I had two long days ahead of me, so off to the Days Inn in Sheboygan for some much needed rest.

The Trip Back

After two days of flying around Road America’s four miles of racetrack at insane speeds in cars you could only dream about (you’ll read about it all in future articles) and passing out business cards to PR people and fellow journalists, it was time to head back home.

Rain, my old nemesis, appeared early in the morning and kept me company the first half of the trip. But it was accompanied by its cousin no one likes, Fog. Luckily, the C30 R-Design comes equipped with front and rear fog lamps, the latter came in handy on more than one occasion.

On the way back, I followed I-41 down to I90/I94. But instead of going back through Indianapolis again, I took Route 31 across Indiana into Ohio and down Route 23 into Columbus. Figured it would give me something else to look at. At least I had hoped.

Milwalkee and Chicago were encased in fog, the roads were soaked and every single person decided to hog the left lane. I was happy to get off these interstates and enjoy a slower paced back road.

There were several stoplights on this stretch of the trip and it gave me a chance to really test the brakes, and goose the engine some more. While the brakes had a surprising amount of travel before they bit the rotors as well as being somewhat soft, they were reassuring and quite strong, even after multiple full-panic stops. Only once did the ABS engage. Did that engine note sound good.

On the flip side, there were a few apparent design flaws. The minor ones were the poorly placed ignition slot, which may have been useful if it weren’t stuck behind the windshield wiper controls. On the passenger side, the raised door sill actually chopped off the bottom of the mirror, which greatly threw off my depth perception.

But the big issue was the cause of cool design. In the rear, those tucked in body lines and flared rear fenders created a massive B-pillar, which caused a terrible blind spot over your left shoulder. Even looking over my shoulder and using the mirror, I ended up cutting off more than one person in my travels. I learned quickly to be careful.

After making it back to Columbus, I was sad my journey was over. Not because I enjoyed driving in the rain so much or the fact that the Midwest is the most boring part of our country, but I really enjoyed this Volvo.

It may not be the sportiest car in its class, and it’s certainly not cheap, but it was comfortable, fun to drive at 8/10s and it looks great. I had zero problems with the car and it loved the open road. And when you’re out there in your C30, you’ll be in a rare club, since I only laid eyes upon one other C30 during my entire trip. Hope you like the attention.

Base Price: $25,950

As Tested: $30,265

Architecture: Front-engine, front-wheel-drive four-passenger coupe

Drivetrain: Turbocharged 2.5-liter DOHC I5 with five-speed automatic transaxle

Length: 167.4 inches

Wheelbase: 103.9 inches

Mileage: 19 mpg city, 28 mpg highway

Weight: 4092 lbs.

© Gearhead Media - Please visit Automoblog.net for more great content.

Mazda Celebrates Miata’s 20th Anniversary At Le Mans

Sweet Jesus, has it been 20 year already? Yeah, yeah I guess it has. I remember in 1989 I was working for an aircraft manufacturer. There were four car guys in the office, including me. At the time, an ongoing topic of conversation was something along the lines of: “Why doesn’t Honda/some other Japanese car company take one of their four cylinder engines and sit it in a two door convertible body?”

And one day I walked into the office with the latest AutoWeek in my hands, dropped it on the conference room table and said, “Bob, Ernie. Take a look at this!”

There on the cover was a red, two-seat convertible that looked a LOT like a Lotus Elan. It was called the Miata, and would soon be hitting the showrooms of Mazda dealers throughout North America. A quick read of the captions told you all you needed to know:

Rear wheel drive

Two seats (and NO back seat, not even a jump seat)

Independent suspension

Disc brakes all around

1.6 four cylinder with four valves per and fuel injected

Folding top with a zip out rear window

“What’s up with the name?” asked Ernie

“Dunno. Old German word meaning something or other.”

“How Much?” asked Bob.

“Twenty thousand.”

“Really,” they both said in unison.

“Yeah … really … “.

And that was it.

A little over two years later, I was in a red 1990 package B Miata on my way rapidly south, down the Pacific Coast Highway, with a group of five other Miatas from the local chapter of the Miata Club of America. We were invitees of Mazda of North America to attend the Monterey Historic Races at Laguna Seca, a track I hadn’t been to since I was 11 years old, when I saw a Can Am race with my dad & brother.

On Friday night we were on our way back to the track from an early dinner at the Hog’s Breath Inn in Carmel (great French onion soup BTW), and up and over the twistys from the coast inland, the group of us happened upon a long white limo. I was number three or four in line, and about a quarter mile after he came up on them, the limo pulled over and we passed, each of us waiving our hands in thanks.

We get to the track, and head to the infield tent that Mazda had set up. They were showing their up-coming third-gen RX-7 to the press and the car crowd over the weekend. We were there for about 20 minutes when I noticed Bill, the guy who was our point driver when we passed the limo, talking with 4 Japanese guys, so I wander over.

“Hey Tony, these were the guys that were in that white limo,” Bill said.

“Oh really? Thanks for letting us by.”

“It was no problem,” said the youngest of the bunch in Japanese-accented English. “It would be a shame to slow you down on a road such as that.”

“No kidding. So what are you guys doing here?” I motioned to include the tent.

“We are the design team for the new RX-7″ he said, gesturing to the white, pre-production model RX sitting next to one of the original Mazda Cosmos.

“You ARE? That’s great!”

“How do you like our Miata?” he asked very politely.

“Like it? I love it! I grew up in a British car family and-” he cut me off with a half- suppressed laugh.

“Ah, I to had MANY Austin-Healy Sprites when I was young man,” he said with a grin, half shaking his head.

Sweet Jesus, has it been 20 year already? Yeah, yeah I guess it has. I remember …

Hat tip to Carscoop

Flickr photo from user Boats-n-cars

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Mini John Cooper Works World Championship 50 Limited Edition

A new body color for Mini, the Connaught Green with Pepper White roof and bonnet stripes, the limited edition Mini John Cooper Works World Championship 50 is based on the Mini John Cooper works, powered by a 1.6L 4 cylinder twin scroll torbocharger and petrol direct injection. This gives 155 kW/211 hp with maximum torque of 260 Nm or even 280Nm. The car can accelerate from 0 to 100 km/h in 6.5 seconds with top speed 238 km/h.

Other special feature:

• Bi-xenon headlights with black interior surfacce


• Additional driving lights with black housing


• A plethora of carbon fibre features (bonnet scoop on the bonnet, rear diffuser, exterior mirror caps, tailgate handle)


• Special unique numbering on the side scuttles finishers


• Full leather sports seats (black with red piping


• Red knee rolls


• Red armrests


• Red stitching on the floor mats, gearshift & handbrake gaiters


• Carbon fibre facia and door grips


• Sports Steering Wheel


• Alcantra Rim


• McPherson struts on the front axle and a central-arm rear axle


• Electromechanical Power Steering (EPS)


• A Sport Button


• Large sports brake system with red aluminium callipers


• Dynamic Stability Control (DSC)

Related posts:

1. Special Edition Mini Cooper Mayfair & Mini Cooper Camden Pictures
2. MINI COOPER Car Price
3. G-POWER M6 HURRICANE – World’s fastest and most powerful G-POWER’s convertibles.

Spring Rally-The Good Economy

I remember ten years ago when you could buy a car with zero luxury features for very little money, depending on the size of the vehicle. People were content with their choice, although much else in their life was as exciting as their mode of transportation. But as time, and people’s tastes, have changed, so have the cars.

Vehicles today come with normal extravagances such as power windows, air conditioning and a CD player. Of course, those of us who need it all can get home theater-quality sound systems, navigation system that can direct us around traffic, and temperature-controllable seats to make sure our fannies stay at the optimal temperature.

But more importantly, these economy cars are now fun to drive. No longer do you have to deal with numb steering, lifeless brakes, and a floppy chassis. Now, you can do the daily commute in comfort, but have fun on the weekends. Here are some cars that will give you both worlds.

2010 Ford Fiesta 5-Door

Ford has been making strides to turn around their image, and I have to say, it’s working. Both cars offered enough of a thrill, but are still be docile for the rush hour slog.

The 2010 Fiesta available was the European version, but it’s pretty much ready for its American debut. Available next year as a sedan and hatch (pictured), the Fiesta carries the majority of the styling from the concept cars, with the stretched headlamps and rounded front end in the front to the chopped rear end. It’s not the prettiest, but we in the West have never been big fans of European simplicity.

Inside, you’ll find a very futuristic-looking dashboard, with a curvaceous center console that has the radio controls high and the HVAC controls separate, making it easy to use. The white-on-black gauges are huge, and everything is made with acceptable plastics and vinyls. It’s surprisingly funky for a car expected to price around $12,000.

Front seat occupants are treated to a high seating position and loads of room in thinly-bolstered seats. Rear seat passengers do not get the same amount, with little legroom to enjoy. Space beneath the hatch is surprising good considering the short rear overhang.

The drive is what you expect from an economy car though; good, not great. The engine under the hood was a 118 horse, 1.6-liter four-cylinder with variable cam timing. It’s not the quickest, but it is surprisingly smooth and moves the little five-door with good acceleration. The steering is light, but responsive and the five-speed is effortless to shift.

2010 Kia Soul

To continue on funky hatchbacks, Kia has given us the Soul, a funky urban cruiser designed to work well in tight spaces while being affordable.

Lets get the bad over with first shall we? Well, it’s not the Heidi Klum of the auto world, nor is it Uma Thurman attractive. The Soul has this tiny grill stuff in-between two headlights that were cut and then reattached crookedly. What’s up with that fake plastic guard on the front? It’s front-wheel-drive for pete sake. Rear isn’t much better, with its odd fender flares and toaster-oven shape.

Inside gets better. The Soul’s interior is following a similar playbook the Fiesta is using: funky, yet functional. The radio sits almost on top of the dash, with the ventilation controls right below it. Depending on which trim you choose, you can have half the interior in either bright-red or a mocha-like color with separate eye-catching designs sewn into the seats. There’s plenty of room for both passengers and their cargo.

Driving around town, the Kia feels solid and peppy. The 2.0-liter four cylinder produces 144 horsepower and 137 lb. ft of torque. (A smaller 1.6 can be had in the less-expensive models.) In the street car, the four-speed automatic was just acceptable, with a bit too much gear hunt for me. The five-speed is good if a little knotchy. On poorer surfaces, the stiffer suspension and bigger 18-inch wheels on the Sport gave it a butt-busting ride, but helped in the control department.

Handling is sound, with good steering feel and weight. It felt very eager to be pushed harder, but doing so invokes very bad understeer. It will work around town very well, with a zippy engine and small stature.

Prices start at just under $14,000. If you want the top of the line with the wheels, and upgraded stereo and a garrish interior, you’ll pay just under $18,000. (We will be covering this vehicle in greater detail later on this summer.)

2010 Mazda3 Hatchback

Since the Mazda3 came onto the market in late 2003, it has been a very popular choice over the more mundane Toyota Corolla, Honda Civic and Hyundai Elantra, to name a few. It was the best of bunch in terms of relability, quality and fun-to-drive. But has this new second-generation changed any of that? No, not in the slightest. It may have grown an inch in length and it has put on a few pounds, but this little five-door still offers copious amounts of luxury and thrill for very little money.

Still available in four-door or five and two engine choices with various trim levels, the Mazda3 can offer something for everyone. With a base sedan starting in around $15,000 and a hatch for a few thousand more, you get power everything, six-speaker stereo, 6 airbags, 16 or 17-inch wheels, disk brakes with ABS, and seating for five.

There is a lot new for 2010, but I will just skim the surface as we are scheduled to be receiving a few different variants next month. First is the new interior. It’s been designed with more attention to detail than ever before. The top of the dash houses two small screens for the radio and HVAC display as well as the optional navigation screen. From there, the center console gracefully flows downward to house the vents and radio controls, then curves back towards the firewall to house the recessed temperature controls. The gauges and dash are still lit by a mixture of blue and red lighting.

There is also some new parts under the hood. The 2.3-liter has been bumped up to 2.5-liters and now produces 167 horsepower and a surprising 168 lb. ft of torque. Your choice of transmission includes either the five-speed automatic or a new six-speed manual, which was what the test car had. It all works well to make the Mazda3 quick to scoot and fun to drive with a terrific clutch engagement and nice, short throws from the gearbox.

Under way, the drive is just as how you remembered the older Mazda3, with a touch more softness to everything. The ride is less harsh over bumps, but there is still that razor sharp steering and stable body control that made this car such a treat. It loves to be pushed hard in the corners, where turn-in is crisp and there is plenty of balance from the sturdy chassis.

My initial complaints are few. For one, I think the dashboard is not efficiently designed, with the presets split around a mess of other buttons and the volume knob. It’s easily learned, but it shouldn’t have to be. Second, with the higher end trims with the Bluetooth and navigation, the steering wheel also becomes too convoluted with switches and buttons.

But lastly, and certainly not least, is the new exterior. I love the older models, with their clean, aggressive lines that gave the car a much more upscale look. Now, it’s almost smiling, trying to appeal to those who care more about looks than performance. And I truly do not like the character line down the side.

If you can get past the looks, it’s still one hell of a car.

© Gearhead Media - Please visit Automoblog.net for more great content.

Spring Rally 2009-American Muscle at Road America

In a time when the American car companies are holding on for dear life, consumers’ savings have all but evaporated, and more stringent CAFE regulations looming in the future, the Big Three are giving us power-hungry, tire-thrashing car lovers a goodbye party with the cars listed below. I’m sure there will be fighting for supremacy from loyalists of each brand, but what we all have to remember is this may be the last time we see anything like this from Detroit.

I hope everyone gets a chance to enjoy one of these vehicles, because I certainly did…

2010 CHEVROLET CAMARO

After an eight year abcense, the 2010 Camaro is back on the streets using General Motors’ Zeta platform. Compared to the previous generation, this new one has 11.2 more inches in its wheelbase, but is three inches shorter overall. It’s also an inch wider.

Grunt comes from two engine choices, the 3.6-liter, 304 horsepower DOHC V6 out of the Cadillac CTS will power the LS and LT trim levels. Or for those of you with gas running your veins, check out the 426 horsepower 6.2-liter LS3 V8 in the SS. Each can be had with either an automatic or manual transmissions pushing power to the rear wheels.

The Camaro SS loaded to the gills with leather, twenty-inch wheels and the six-speed manual was taken out for a drive around the country roads surrounding Road America. First impression are the ungodly amount of thrust produced. From a standstill, there is a touch of wheel spin, but the tires hook up quickly and you are gone. This car is unbelievably powerful, and its V8 roar sounds terrific.

In the corners, you can certainly feel the 3700 lbs. the Camaro has to hustle, but it feels very capable of handling anything you can throw at it. The standard Brembo brakes felt up to the task of stopping you in short distance, and the steering, while having to use a ship’s helm for a wheel, delivers good force and acceptable feel.

But the looks are what will pull people in. It is a mixed bag of love and hate for the new Camaro from others, but I love the look. This has been the only car in recent times that has pulled off the whole “modernizing retro” look. It mixes yesteryear nostalgia with modern touches. It got that intimidating front end, high lines and a blunt rear end. This thing screams power. Even the interior plays on that theme, but is not as successful. I love the gauges and the old-school gauges below the center stack, but it’s illumintated with this hideous green glow. Make it red, make it angry.

The only fault, outside the slightly off-key interior is the manual transmission. It was impossible for me to drive this car smoothly. Hustling a one-two shift caused the imprecise shifter to not fully engage and pop out of gear. The clutch was also a nightmare, with an odd engagement point at the top of the pedal. I stalled more than once. I’m going to chalk it up to being a pre-production model and will report back with a full review when I take delivery of one later this summer.

2009 DODGE CHALLENGER SRT8

While not the freshest vehicle you see in this article, it certainly is worthy of mentioning. It may not be as aggressively styled like the Camaro, but it carries the old-new look over at about 70 percent. It looks good with it’s tight lines and that rear taillight bar really sets off an otherwise boring rear.

The Challenger has an impressive level of different options to meet any buyer’s needs. The base Challenger SE comes with the well-known 3.5-liter, DOHC V6. Then there is a choice of two V8s. The mid-range R/T has the 5.7-liter pumping out 372 horses and 400 lb. ft of torque. But those who want the cream of the crop, look no further than my test vehicle, a fully-loaded SRT8 six-speed. This puppy with its 6.1-liter Hemi sends 425 horsepower and 420 lb. ft of twenty-one inch wheel shredding power. Either engine can be had with a five-speed automatic or the aforementioned six-speed manual.

This is a big car, there’s no denying it. With a curb weight of over two-tons, it may be as well be the elephant of the muscle cars. But it doesn’t feel quite as big as most expect. The big lumbering V8 will move the SRT8 with authority and produce a sound God would envy, but it lags behind the Camaro’s brutal acceleration. The transmission and dual-plate clutch are much better than the BowTie’s, with an excellent feel to the clutch pedal and much more positive shifts using that big pistol-grip shifter.

Handling is good, but it wasn’t as much fun pushing it hard. The SRT8 is capable of running on a track, stringing itself out in the straights and taking longer, wider corners with aplomb. In tighter turns, though, you can really feel every single ounce in this car. Cornering very flat and with plenty of grip, it feels unsure with all that girth, and the unfortunate lack of steering feel doesn’t help the situation much. The brakes don’t feel very reassuring either. This will all be analyzed more thoroughly in a full test next month, but for now, just stick to cruising down your favorite boulevard or a road with soft curves.

The interior gets a well-needed bump in quality. The dash is now covered in a soft vinyl and most of the plastics have been upgraded. The seats are La-Z-Boy comfortable and offer excellent support all-around. There’s even room for regular people in the backseat. If you can get over the black hole of the interior, this is a nice place to be.

2010 FORD MUSTANG GT

Not to be outdone by the new Camaro, Ford has retuned and retooled their pony car to better handle their competition. From the sleeker, more modern body on the outside to the wonderfully redone interior, the 2010 Mustang will not be left in the dust.

The new body looks infinitely better than last years. The Mustang looks as though the design team hit the old model with a heat gun to shrink it down, making it look much more aggressive and cleaner. The rear still retains that 1969 look, but it’s sculpted cleaner, making the rear have a more distincitive look.

Inside, everything has been thrown out from the old car and replaces with good feeling materials throughout. Even the center stacks looks much better, getting away from the carryover controls for radio and ventilation which was found in almost every other Ford vehicle.

The suspension has been tuned for better body control and improved handling characteristics. It has paid off ten-fold. This new Mustang feels so much smaller now, so much more chuckable in the corners. There is still too much body movement in the corners, but that can be overlooked by the more positive feel from the better steering, stronger-feeling brakes and how light it feels compared to is competitors. This was the easiest of the three to fling around the racetrack.

The only disappointment with this car is the engine. The carryover 4.6-liter, four-valve V8 gets a very modest power and torque boost, to 315 and 325 respectively. The 110 horsepower difference over the other two by the light weight, but it doesn’t feel as quick as the others. It doesn’t feel an urge to run all out. Thankfully, the 2010 Mustang has a very good clutch, with a nice progressive engagement, and the five-speed manual with it’s white ball shifter is very easy to shift and find the right gear.

Luckily when driving it, a feeling of Frank Bullitt trying to catch that Challenger in his GT Fastback washes over the interior when the throttle is opened. Why? Because this GT will barely stay with the Challenger, but it will sound piped in will instantly remind you of what you’re after.

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Hayabusa-Powered VW Polo Burns The Right Tires [Tuner Cars]

We were displeased to see VW’s annual Wörthersee concepts were relatively tame. Thankfully, these gents stepped up with a RWD, Hayabusa-powered Polo.

When you’re driving a window vehicle like a Polo if you really want performance,you might as well put an end to the back seat. It’s just extra weight. But the sort of to re-establish it with? Clearly, a turbocharged motorcycle engine. And if you’re going to go end the trouble to put a motor out back it’s just another easy step to attach a chain-driven rouse axle. It only makes judgment. Finally, a VW concept wörth seeing.

[TMR Tuned]

Mitsubishi Lancer Evolution X FQ-400

Currently, FQ-400 is the fastest and most extreme and powerful Mitsubishi Lancer Evo in the market. Its power comes from an advanced, lighweight aluminium 20. litre turbocharged Mitsubishi Innovative Valve timing Electronic Control (MIVEC) petrol engine. Peak power of 403bhp @ 6,500rpm with peak torque of 525Nm @ 3,500rpm. In only took 3.8 seconds from 0-62mph and the top speed 155mph.

To make sure full utilization is done, the Mitsubishi’s sophisticated Super-All Wheel Control (S-AWC) four wheel drive system is used. It combines a few electronic systems which enhance the performance and safety, with Active Stability and Active Centre Differential, Active Yaw Control and Sport ABS.

In terms of stability, Eibach springs and Bilstein Shock Absorbers are used. To add, lighweight 18 inch, nine spoke alloy wheels fitted with Toyo Proves R1R tyres. Braking is much more better with the use of aerospace grade aluminium alloys and floating sealed discs grabbed by high performance pads.

Below are some more important info about the FQ-400

• Heavily vented bonnet - helps heat escape from engine


• New lightweight composite front bumper


• Mitsubishi’s trademark ‘Jet Fighter’ grille (carbon-fibre elements)


• Additional lighting and High Intensity Discharge (HID) lights


• 30mm drop in front ride height


• composite side skirts


• a re-styled rear bumper with a carbon fibre diffuser


• a rear wing incorporating a gurney strip


• a roof-mounted ‘Vortex Generator’


• Alcon brakes on the front


• Recaro bucket sports seat


• Liveried handbrake handle


• Carbon fibre gearknob


• Bluetooth hands-free handphone connection


• CD-tuner with 30G hard drive


• DVD satelite navigation


• Privacy glass


• Remote central locking


• Automatic headlamps


• Automatic windscreen wipers

FIVE STAR score in Euro NCAP’s independent crash tests.

Related posts:

1. Review: Mitsubishi Lancer Evolution X
2. No Mitsubishi Lancer Evolution production for 2009?
3. Mitsubishi Lancer Evolution launched in Malaysia – an Obsession

2009 Volvo XC70 T6 Review

Once in awhile, a manufacturer will produce a new vehicle which attempts to create a new segment in the automotive market. However ambitious the company is, most do not seem to make it through their expected lifespan. Remember the Pontiac Aztec, or the Chevrolet SSR? What about the Subaru Baja?

Not all of them are failures though. Take for instance the Volvo V70 XC, Volvo’s idea of taking their regular V70 wagon, mixing in a bit sport-utility DNA, and making a crossover-wagon “hybrid” for the mass market. The XC70, as it is called today, came with an increased ride height, all-wheel-drive, and two-tone plastic trim on the exterior.

Since its inception in 1998, the XC70 has been a popular choice with the suburban crowd, with the rugged exterior of a sport-ute but without many of the penalties associated with owning one.

However, I have never understood the appeal. I felt the added plastic bits ruined the clean look that is a Volvo trademark and the additional ride height decreased the handling while giving the car no real off-road benefits. Then there is the lack of overall space when going with a wagon over a comparable SUV, or to a greater extend, a minivan.

Would a week with the third generation of Volvo’s subdivision wagon change my mind? Or would I think this vehicle should have gone the way of the other vehicles listed above?

Let’s start with things that surprised me.

With the added 2.1 inches to the suspension, I figured the XC would flop in the turns and wallow down the highway every chance it would get. However, it was perfectly tuned for both high-speed interstate travel, arterial roads or your favorite illegal racetrack.

On any surface, the Volvo felt quiet, comfortable and composed. No bump big or small would make its way to any part of your body, nor will any crosswind have you fighting to keep the wagon straight. There is some float when the road dips, but it almost imperceptible to most people. On side streets and back roads, some smaller potholes can be felt through the seat at low speeds, but overall it is as smooth as you would want.

Handling is typical Volvo, and that is a good thing. Steering is nicely weighted without being too heavy and turn-in is very acceptable. It is very easy to point the car where you want it, and in parking lot maneuvers, the XC is a breeze to park.

To make up for the slight communication problem, the XC70 rewards you with a nice stiff chassis and plenty of grip coming from the seventeen-inch Continental tires. Even with the increased height and the knobby tires, the wagon corners with surprising flatness and balance. Pushing it too hard in the bends will produce predictable understeer, but it still feels balanced.

The handling is just the tip of the iceberg with this car.

New this year under the hood of the XC is the optional 3.0-liter turbocharged six-cylinder (a less powerful 3.2-liter V6 is standard). First appearing in the new S80, the engine uses new technology, such as Continuous Variable Valve Timing, Variable Intake System and Cam Profile Switching. Add all the technology together with the metal snail, and the engine produces 281 horsepower and 295 lb. ft of torque. After more turbo lag than I would like down low, the turbo spools and the two-ton wagon quickly disappears into the distance. Scooting ahead of a semi while merging is no problem for this wagon. And while you are hauling ass, it makes a very pleasing growl with a touch of turbo whistle. It is a delightful sound, and returned a respectable 18.5 mpg in mixed driving.

Attached to this heady engine is Volvo’s Geartronic six-speed automatic as well as Volvo’s All-Wheel-Drive system. The all-wheel-drive is something special, as it can move power from just the front wheels to all four, to just the back if the front has no traction. In addition, power can be moved from side to side or to just one wheel if need be. It even comes with the Hill-Descent Control, which acts like a low-range when you encounter something more serious than wet leaves or a dusting of snow.

Finally, we get to the interior, which was my favorite part. I love the Swedish for being efficient and incredibly functional, while using high quality materials to produce it. The XC70 keeps with that tradition, but this time around, they add a bit of style.

The controls on the center console are simple to see and use. At the top is a bright LED screen surrounded by controls for the various audio selections. Below are the controls for the radio presets and standard Bluetooth controls. Right below are the controls for the ventilation and heated seats.

All of this was floating on a waterfall-like dash. It is like Ikea came in, handled the interior and made it special.

Even the gauges are that way. The Volvo has a very straight forward instrument panel with no extraneous gauges cluttering up the dash, like a Volvo should be. But again, they infused a little bit of style by making the tach and speedometer look very upscale, almost like two stainless steel Swatch watch faces are placed behind the glass.

What I loved most, though, was how well everything felt and looked. The gaps between panels were paper thin. The plastics have an excellent feel. The seats were supportive and wrapped in Natuzzi-grade leather, with brilliant optional dual booster seats build into the rear seats. Even the optional wood treatments in the dash and door panels are exquisite. It wasn’t that glossy stuff you find in other cars. It almost like they just cut it out from the tree and placed it in the dash. Just perfect.

So you suppose that I loved this car and I will end my review here, a glowing rave? Sorry to disappoint, but there are some issues which need to be addressed.

One would be the transmission. It is a good automatic, with smooth shifts both up and down. But downshifts at half-throttle were painfully slow, and the Geartronic was a letdown. When using the system, the shifts are sluggish, and when shifting up a gear, there is a slight jerking sensation from the drivetrain. I found myself not using it after a few attempts.

Continuing with drivability, lets talk about feel. In the case of the XC, there is none. The steering, while quite good, lacks any feel at all. Same goes for the brakes. The four ABS-assisted disk brakes stop strongly when you need them, but the pedal is similar to stepping in a deep bowl of mashed potatoes, in both consistency and depth.

Then there is the overall room inside. There is room up front, with 38 inches of head room and 42 inches of leg room. But rear passengers only have 31 inches, which leaves passengers begging for more room. Storage capacity is quite large with the second row folded, at 72 cubic feet, but that is ten less than the comparable Volvo XC90 with both its rear rows folded. There’s third row either, which is an important feature for today’s family.

But the worst thing about this car (and I really tried to be open about it) was that plastic monstrosity covering this otherwise stylish vehicle. The exterior is very shapely on the regular V70, with clean design lines and good-looking rear hips leading to the taillights. But with the XC, it looks cheesy and fake, like it always has.

This vehicle came as quite a shock. The XC70 drives nicely, has a gorgeous interior, and costs thousand less than anything from the Germans. This specific car, with the bigger engine, all-wheel-drive, sumptuous leather, metallic paint, sunroof, the excellent Dynaudio stereo, Xenon headlamps that swivel, and more airbags than you can count came just a tick under $47,000. If you do not need the extra power, anyone can squeeze into a XC with the 3.2-liter for $37, 250. Nothing can give you this same amount of luxury, quality and style for that much money. If you can get past the looks, you can’t go wrong.

XC fans, rejoice.

Base Price: $37,250

As Tested: $46,395

Architecture: Front-engine, all-wheel drive five-passenger wagon

Drivetrain: Turbocharged 3.0-liter DOHC V6 with six-speed automatic transaxle

Length: 190.5 inches

Wheelbase: 110 inches

Mileage: 15 mpg city, 22 mpg highway

Weight: 4092 lbs.

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  Volvo XC70

  
  
  
  
  

  
  

  2009 Volvo XC70

  
  

  From 15/23 mpg | MSRP from $37,250

  
  

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