Volvo was one of the first to declare war on diesel engines, announcing it will phase out the spark-ignition powerplant in Australia by June this year. The company says that despite diesels “being the cleanest they’ve ever been”, the technology doesn’t have a place in its future. In their place, a range of plug-in hybrid (PHEV) petrol engines that promise better fuel economy than the diesel engines.

Volvo already has the XC90 PHEV well established in Australia and now the line-up is being bolstered with the newly arrived XC40 T5 Recharge, the first of two electrified XC40s heading to our shores. The XC40 Recharge Pure Electric is set to land in mid-2021.

Serving as the ‘entry-level’ hybrid model, the XC40 T5 Recharge is both Volvo’s cheapest electrified model in Australia, as well as being the most expensive XC40 variant locally, commanding a circa-$8,000 price premium over its equivalent conventionally powered sibling.

Priced from $64,990 plus on-road costs, equipment level is identical with the XC40 T5. That means attractive-looking 20-inch alloy wheels, dual-zone climate control, auto-dimming rear and wing mirrors, chilled glove box, reversing camera, front and rear parking sensors and an electric tailgate.

Inside, infotainment needs are enabled by Volvo’s ubiquitous 9.0-inch portrait style touch screen with Bluetooth, Apple CarPlay and Android Auto connectivity. Embedded sat-nav is also standard, along with digital radio, wireless phone charging up front, and 3 USB ports scattered around the cabin.

Straight ahead, the driver faces a digital instrument cluster that is clear but only partially customisable. There’s also a head-up display that projects vehicle speed, speed signs and sat-nav instructions right in the driver’s line of sight.

As we already know from previous time spent with the XC40, built quality and fit and finish are generally top notch, with most materials exuding a quality feel to them, although our tester has a persistent and annoying squeak emanating from the panel below the touchscreen.

Ergonomics are also excellent with all controls within each reach of the driver in the typically Scandinavian minimalist interior. There are all but a handful of buttons on the dashboard, with most functions controlled via the afore-mentioned infotainment screen.

We would have preferred dedicated buttons for the climate control system as changing temperature via the touchscreen takes your eyes away from the road a split second longer than desired.

Like Volvo’s wider range, the XC40’s seats are one of the best in the business, too. There are plenty of storage facilities around the cabin, including cavernous door pockets and a 460-litre boot space.

And then there’s Volvo’s first-class safety technology that is standard all every XC40, including Volvo’s City Safety (a.k.a Autonomous Emergency Braking) that comprises pedestrian, vehicle, large animal and cyclist detection and collision mitigation with brake and steering support.

It’s complemented by the brand’s Intellisafe Assist that includes driver attention alert, lane-keeping aid, adjustable speed-limiter, and oncoming lane mitigation, as well as Intellisafe Surround that brings blind spot monitoring, rear-cross traffic alert, front and rear collision warning, run off-road mitigation, hill start assist, hill descent control, front and rear parking sensors and a full suite of airbags.

While those are all important attributes that make the XC40 one of the best in its class, they are not the main reason we’re looking at the XC40 Recharge here. It’s the impressive 2.2L/100km claimed fuel economy that is the primary attraction.

Featuring a 132kW/265Nm 1.5-litre turbocharged three-cylinder petrol engine married to a single 60kW/160Nm electric motor fed by a 10.7kWh lithium-ion battery pack, the XC40 Recharge produces a stout combined output of 195kW distributed to the front wheels via a seven-speed dual-clutch transmission.

And because it carries a sizable battery pack under its rear seats, Volvo says it will run on batteries alone for up to 46km. However, in the real world, we saw the figure closer to 40km.

Top up the 48-litre fuel tank and the green XC40 could travel up to 660km before requiring a pit stop.

Once the battery is exhausted, you will rely mostly on the internal combustion engine though the electric motor still steps in under light loads and during sharp take-off.

The batteries can be topped up in around 2.5 hours when connected to a fast-charger but takes double the amount of time when plugged into a conventional three-pin plug like we did.

Starting each journey with full charge will see the XC40 Recharge return a still impressive 3.3L/100km, as the engine still kicks in when you floor it.

We also drove the car with the batteries fully depleted for two days around the city which quickly saw the fuel consumption head north to 4.1L/100km.

On the move, the interaction between the electric motor and the petrol engine isn’t as smooth as expected. It’s generally fine during light throttle application but when you demand more power suddenly, the engine jolts into action as it is awaken from its slumber.

The XC40 Recharge’s brake pedal is also not one of its strong suit, feeling all wooden and aloof, making it hard to modulate brake pressure. There isn’t much initial travel to the pedal before it grabs hard on the brake, causing all onboard to surge forward. It isn’t very progressive, either, so it’s hard to bring the car to a halt smoothly.

On the positive side, the three-cylinder engine is relatively muted in most conditions, which is a good thing, as they generally don’t sound terribly exciting.

There are five driving modes to choose from (Hybrid, Individual, Power, Pure and Off Road) with the default Hybrid mode enlisting the electric motor to do most of the initial work and assisting the engine whenever it can. Pure mode is akin to Eco mode on conventionally powered cars, where electric propulsion takes precedence, while Power mode favours the petrol engine more.

Meanwhile, Individual allows you to modify the engine, steering and brakes to your liking, while Off Road mode uses the XC40’s electronics such as hill descent control for light off tarmac duty (remember the XC40 Recharge is front drive only).

Other than the more frugal, electrified powertrain, the rest of the XC40 Recharge is not dissimilar to the regular XC40 T5, which is entirely a good thing. It’s comfortable and is every bit as luxurious as a topline SUV should be. It handles its added weight well through corners, too, with a well weighted and relatively communicative steering.

Verdict

2021 Volvo XC40 Recharge T5 pricing and specification

Competitors: Jaguar E-Pace, Audi Q3, BMW X2, Mazda CX-5, Infiniti QX30, Mercedes-Benz GLA, Range Rover Evoque

The post 2021 Volvo XC40 Recharge plug-in hybrid Review appeared first on ForceGT.com.

It was a brave move for Volvo to introduce the S60 sedan when the highly competitive mid-sized luxury sedan segment is being squeezed almost into oblivion by luxury SUVs.

But while the numbers are down, there are still a significant number of anti-SUV buyers that prefer the good old fashion luxury sedan. For good reasons. And for those buyers, their choice is made just a little more difficult with the arrival of the S60 sedan.

Now in its third generation, the American-made S60 arrives from a keen $54,990 plus on-road costs in T5 Momentum guise, making it the most affordable luxury sedan of its segment, and undercutting even the Lexus IS300 Luxury by $4,350. Our T5 R-Design is priced from $64,990 without on-roads.

All are powered by a turbocharged 2.0-litre four-cylinder petrol engine mated with an 8-speed automatic and driving all four wheels. The T5 Momentum and Inscription both get 187kW and 350Nm, while the T5 R-Design puts out 192kW and 400Nm. The range-topping plug-in hybrid T8 features 311kW and 670Nm, thanks to the addition of an electric motor that drives the rear wheels.

Keen pricing is of no use if there isn’t substance behind it and we are glad to report the S60 has what it takes to back up its pricing.

Here are the five reasons why it deserves your attention:

1. Value for money

That’s not something often used to describe a luxury sedan, let alone a European one but it’s fitting for the S60. For not much more than a Volkswagen Passat R-Line, you get a premium sports sedan with all-wheel drive and at least 187kW/350Nm at your disposal.

It also comes with Volvo’s plenty of goodies inside, including a 9.0-inch touchscreen, digital instrument, Apple CarPlay and Android Auto, and Volvo’s renown safety suite encompassing City Safety, Intellisafe Assist, front and rear Collision Warning and Mitigation, Adaptive Cruise Control with Pilot Assist and Lane Keeping Aid and Blind Spot Information System with Cross Traffic Alert.

2. It doesn’t drive like a Volvo

Volvos tend to have a bad rep when it comes to driving dynamics in the past but the S60 is refreshingly un-Volvo in the way it drives.

Based on the lauded scalable SPA platform shared with the XC60 and S90 sedan (now sadly departed from Australia), the S60 feels a generational change compared to the lack-lustre old model.

The larger footprint helps give the car a more compliant ride even on 19-inch wheels, while the twin-charged engine feels perky from the get go. The steering is well-weighted and natural and the all-wheel drive grip gives the car confidence inspiring handling through the bends.

Once settled on the freeway, the cabin is well insulated from the hustle and bustle of the outside world, with comfortable seats are around.

Its Adaptive Cruise Control is also one of the best in the business, without the aggressive braking seen on some rivals when a car slows down to turn off the road. Instead, the Volvo slows gently and if you point the car slightly away from the turning vehicle, it will move on smoothly.

3. Interior presentation

Like the barrage of new vehicles from Volvo lately, the S60’s interior is refreshingly Scandinavian with less buttons than a swimsuit. The driving position is good and the 12.0-inch digital instrument is crisp and easy to read.

The 9.0-inch portrait style infotainment screen is responsive although a little fiddly to use on the move. To be fair, this is true of all touchscreens but when you have to poke at a screen to change temperature, it’s rather distracting.

Thankfully, Volvo’s solution is voice control where you just ask the computer to set the temperature to your liking. You can also use it to enter navigation address which is handy.

Most cabin materials exude quality and are pleasing to the touch. There’s plenty of storage dotted around the cabin along with a handy retractable rear window blind that helps keep interior temperature cool in summer.

4. You’ll stand out

There’s something cool about Volvos these days.

While looks can be subjective, the Thor’s hammer-inspired headlights and prominent front grille give the S60 an imposing look from the front. Around the back, the lobster claw taillights are equally distinctive.

And if that’s not enough, you’ll standout from the crowd just by non driving a German luxury car!

5. Running costs

The Volvo S60 comes with a 3 years/45,000km service plan. And at $1,595, it works out to be $531.67 per service, which is around $130.00 cheaper than the most popular model in the segment, the Mercedes-Benz C-Class.

Verdict

Competitors: Audi A4, BMW 3 Series, Lexus IS, Genesis G70, Mercedes-Benz C-Class, Jaguar XE

The post 2020 Volvo S60 T5 Review – 5 reasons to buy appeared first on ForceGT.com.

The modern small SUV has replaced the humble hatch back as a jack-of-all-trades, offering space, style, and the all-important elevated driving position we can’t seem to get enough of.

And if you want something a little bit fancier, there are rich pickings, too from the premium brands where it’s possible to nab one for less than $45,000. The options are virtually limitless.

The catalyst for our comparison is, of course, the box-fresh Lexus UX and newcomer to this thriving segment. The other two brought along for the test are the Volvo XC40 and the Jaguar E-Pace, both of which are still relatively new.

The Lexus UX and Jaguar E-Pace here are the sportier variants of their line-up, in F-Sport and R-Dynamic guise, respectively, while the Volvo XC60 supplied for this test is the luxury and comfort focused Inscription, and not the more athletic R-Design.

To make things just a little more interesting, the Jaguar E-Pace is diesel powered, while the others are petrol motivated, although all three displace 2.0-litre in capacity.

As you can see, finding the model that matches exactly with what you want can be as challenging as threading a needle with your eyes shut. And while the three models presented here may differ in specifications, peel back the layers of equipment and choice of diet and their fundamentals and outputs are closely matched.

All three are entry-level models of their respective line-up with room for five, a jacked up driving position and comes with technologies that resonate with their intended demographics.

So which one of these three gets our tick? Read on to find out…

Inside and out

All three are youthful in their styling as you might expect given their target audience of young urbanites.

The Lexus UX is undoubtedly the most adventurously styled of the three, which is somewhat surprising given the Japanese brand isn’t traditionally known for being…well, adventurous.

There are plenty of lines, creases and shapes to give the little Lexus character compare to its more restraint European rivals. Its rear end is especially attractive with the classy 3D LED taillight stretching across the entire width of the tailgate and is especially spectacular at night. The F-Sport’s larger 18-inch alloy wheels also fill the muscular wheel arches better than lower end models.

The Volvo XC40 on the other hand can only come from Sweden with its efficient use of lines. Its Thor’s Hammer daytime running lights tell you it’s a Volvo from afar, while those L-shaped taillights, door scallops and funky upturn C-pillars make the baby Volvo stand out from the crowd, too. Decked out in Inscription trim and dressed in champagne Luminous Sand paintwork, the XC40 looks decidedly mature compared to the others.

Meanwhile, the E-Pace is all cutesy and adorable, although our optionally blacked out tester with its Santorini Black Metallic paint and optional 20” black wheels does go a long way in dialling up the aggression.

Jump inside and the UX continues to impress with high-quality, soft touch plastics all round and the largest infotainment screen of the group. The 10.3-inch high-resolution screen dispenses crisp graphics and is complemented by an LFA-inspired digital instrument cluster with trick sliding ring that glides across the instrumentation to display different driver info.

Ergonomics are excellent with everything angled towards the driver, while the front seats are easily the most supportive in the group. What let the UX down are tight rear legroom and the clunky infotainment screen touchpad that is hard to use even for a left-hander. To add insult to injury, it’s the only one in the group without Apple CarPlay and Android Auto.

Compared to the UX, the E-Paces interior looks like it’s from an era when Paula Abdul still rules the airwaves. While I have no issue with the old-school analogue dials, the dashboard design looks uninspiring and dated against the others. It also suffers from poor ergonomics with the touch screen tilted in a way that it reflects sunlight, making it hard to use especially in summer. It is also placed a little too far away to be able to reach comfortably.

Happily, cabin materials are top notch with plenty of leather and aluminium trim to remind you that you are in a premium marque (although curiously, the rear parcel shelf looks and feel cheap), and it’s sat-nav graphics and usability are one of the best. You can pinch, drag and do pretty much what you do to your smartphone on the Jag’s screen and it will respond instantly.

The Volvo – like the Lexus – has a cabin that is modern, classy and well laid out. There are large carpet-line door pockets, a gigantic centre console which incorporates a removable rubbish bin, and a large portrait infotainment screen.

Rear seat legroom in both the E-Pace and XC40 are better than the UX, thanks to their longer wheelbases (2,681mm vs 2,702mm vs 2,640mm) and better packaging.

Behind the automatic tailgate, the Lexus UX loses out with the smallest boot at 371 litres, followed by the Volvo XC40’s 460 litres. The Jaguar E-Pace comes with the most commodious boot here at 484 litres. All three can be expanded by folding the rear seats.

While the E-Pace clearly lags the others in this round, it’s harder to split the UX and XC40 but the tick goes to the XC40 for its simple, effective and practical interior.

Winner: Volvo XC40

Equipment and features

All three cars are very well equipped straight out of the box, with leather upholstery, LED headlights, powered tailgate, electric front seats, sat-nav, cruise control and keyless entry as standard.

The UX and XC40 go one step further with digital instruments, wireless phone charging and adaptive cruise control.

The UX and E-Pace both get useful adaptive matrix LED headlights that automatically dip select LEDs to prevent dazzling oncoming vehicles while on high-beam.

Being a Lexus, all of the above come as standard, while the European duo also come loaded with a bunch of cost options some of which should have been standard such as heated front seats (XC40), DAB+ digital radio (E-Pace) and Keyless Entry (E-Pace).

Jaguar also charges extra for its Adaptive Cruise Control, Blind Spot Assist and Autonomous Emergency Braking, which are bundled in the Drive Pro Pack for $1,020.

Winner: Lexus UX

On the road

Under the bonnet, all three features transversely-mounted 2.0-litre four-cylinder engines paired to automatic transmissions.

Being an aspirated petrol unit, the Lexus UX 200 is the least powerful, with just 126kW and 205Nm of torque directed to the front wheels via a continuously variable transmission (CVT).

The Jaguar E-Pace D180’s 2.0-litre turbo-diesel four meanwhile produces a decent 132kW and a stout 430Nm. It is married to a nine-speed ZF automatic driving all four wheels.

However, both are overshadowed by the Volvo XC40 T4’s turbocharged 2.0-litre four-cylinder petrol producing 140kW and 300Nm that drives all four wheels via an Aisin eight-speed and Haldex-type all-wheel drive system.

But while the Lexus UX 200 might be the least powerful, it is also the lightest of the trio, tipping the scale at just 1,540kg compare to the XC40 T4’s 1,705kg. The E-Pace D180 is the portliest of the three, weighing in at a hefty 1,843kg.

As a result, the UX’s real-world performance is almost a match for the E-Pace and not far behind the XC40.

While the E-Pace and XC40 certainly feel perky, the same can’t be said about the UX, as it just lacks the zing that the turbochargers bring to the party. The CVT – although much better than earlier iterations, especially with Lexus’ trick new separate first gear to banish that slipping clutch feel – is still no match for conventional automatics for true driver’s engagement.

But all that changes the moment you hit a corner because with less weight to deal with and a sportier suspension tune, the UX feels light on its feet with less body movement. In fact, you’ll be hard pressed to tell it’s only front wheel driven as it darts around from corner to corner. Along with a low set driving position and a responsive chassis, the UX feels properly car-like and athletic.

However, that isn’t to say the other two aren’t as agile. Far from it. All three have excellent levels of body control, especially the E-Pace R-Dynamic. Even the XC40 with its more comfort focus suspension feels surprisingly lively around corners.

Of course, you can get on the throttle much earlier on exits with the all-wheel drive pair where they just dig in and power out, leaving the front-drive UX in their wake.

Steering feel and response are also decent in all three which enables you to place their varying noses where you want them to be. Depending on how heavy you like your steering, the Volvo’s the lightest followed by the Lexus, while the Jag is the heaviest.

Of the three, drivers would gravitate towards the E-Pace for its jacked up hot hatch feel and tight handling. In R-Dynamic guise, it’s the sportiest of the three followed by the almost equally athletic UX. The XC40 in comfort focus Inscription trim isn’t far behind.

It is also worth noting the UX and E-Pace are equipped with adaptive suspension giving them a slight edge, while the T4 comes with fixed rate dampers.

At the end of this round, it’s a hard decision, as all three handles positively well. But the E-Pace’s slightly firmer ride around town looses it a few points. The UX, while the least powerful, makes up for it in its all round endearing dynamics and agility – something not usually used to describe Lexus of old.

But the surprise here is the Volvo. It is comfortable around town, yet sharp enough around the bends. Its sweet turbocharged petrol is also refined and responsive. It threads the fine line between comfort and handling the best. Along with a beautifully crafted interior, it has to be the winner of this round.

Winner: Volvo XC40

Running costs

Owners of both the XC40 and E-Pace are able to purchase servicing plans that cover all their servicing costs for the first five years.

Diesel-powered E-Pace models are offered with a simple five-year/102,000km plan that costs $1,750, which works out to be $350/year.

Volvo has also just revamped their fixed price service offering and is more compelling than ever. The XC40 now costs just $1,595 to service for the first three years or 45,000km, which translates to $531.67/year. While it’s still more expensive than the E-Pace, it is a far cry from the eye-watering SmartCare plans of old.

Meanwhile, Lexus has no official capped-price servicing plan like its rivals but expect to pay around $600 at least every 12 months, which equates to $3,000 for the first five years.

Fuel consumption on test is equally disparate, with the UX coming in at a very reasonable 6.3L/100km in the combined cycle, while the Volvo sipped 9.5L/100km. As expected, the diesel E-Pace is the most frugal, drinking just 6.1L/100km.

In terms of running costs, the Jaguar E-Pace clearly gets the tick.

Winner: Jaguar E-Pace

Verdict

The UX brings fresh styling, the latest technologies and newfound dynamism to the brand but falters when it comes to rear seat legroom and boot space. We also question Lexus’ persistence with fitting its cars with CVT transmission – especially an F-Sport model with sporting intentions.

Finally, its lack of Apple CarPlay and Android Auto is unforgivable (although Lexus will introduce them gradually on all models later this year)

Jaguar’s engineers should be applauded for making the E-Pace drive the way it does when it weighs so much. It feels like a hot hatch on stilts and comes with the biggest boot of the three. It also has the lowers running costs of the three.

The Volvo XC40 has beaten the Jaguar E-Pace in our previous comparison and it has emerged the victor in this three-way shootout.

Its combination of style, practicality, dynamics, comfort and technology see it getting the big tick from us, and Volvo’s competitive new capped price servicing further marks the baby Volvo as a compelling proposition.

Nonetheless, all three baby SUVs here are delightfully capable and likeable, and you wouldn’t go wrong putting money on any of them.

Overall winner: Volvo XC40

Pricing and specifications (excluding on-road costs)

	2019 Jaguar E-Pace D180 R-Dynamic	2019 Lexus UX 200 F Sport	2019 Volvo XC40 T4 Inscription
Price (excluding on-road costs):	From $65,590 As tested: $75,010   Tested options: ·       Fixed panoramic roof – $2,160 ·       20” Style 5051 Gloss Black – $1,370 ·       Santorini Black Metallic Paint – $1,370 ·       Drive Pro Pack – $1,020 ·       Keyless entry – $950 ·       Privacy glass – $690 ·       Performance Pack – $660 ·       Configurable ambient interior lighting – $580 ·       DAB radio – $430 ·       Rear animated directional indicators – $190	From $53,450 As tested: $59,050   Tested options: ·       Enhancement Pack 2 o   Moonroof o   13 speaker Mark Levinson System with subwoofer o   Head-up display o   360-degree camera o   Smart key card	From: $50,990 As tested: $56,920 Tested options: ·       Technology Pack – $2,500 ·       Harman Kardon Premium Sound System – $1,200 ·       Tinted Rear Glass – $700 ·       Heated Front Seats – $550 ·       Heated Rear Seats – $350 ·       Heated Steering Wheel – $350 ·       Power Folding Rear Backrest – $250 ·       Lockable Glovebox – $30
Warranty:	3 years/100,000km	4 years/100,000km	3 years/unlimited km
Warranty Customer Assistance:	1 year roadside	N/A	3 years roadside
Service Intervals:	12 months/26,000km	12 months/15,000km	12 months/15,000km
Country of Origin:	United Kingdom (Built in Austria)	Japan	Sweden (Built in Belgium)
Engine:	2.0-litre turbocharged common rail direct injection in-line four-cylinder diesel: 132kW @ 4,000rpm, 430Nm @ 1,750rpm	2.0-litre direct injection in-line four-cylinder petrol: 126kW @ 6,600rpm, 205Nm @ 4,800rpm	2.0-litre turbocharged direct injection in-line four-cylinder petrol: 140kW @ 4,700rpm, 300Nm @ 1,400-4,000rpm
Transmission:	9-speed automatic	CVT automatic (with fixed ratio 1st gear)	8-speed automatic
Drivetrain:	All-wheel drive	Front-wheel drive	All-wheel drive
Power-to-Weight Ratio (W/kg):	74.7	83.4	82.1
0-100km/h (seconds):	Claimed: 9.3	Claimed: 9.2	Claimed: 8.5
Combined Fuel Consumption (L/100km):	Claimed: 6.0/Tested: 6.1	Claimed: 5.8/Tested: 6.3	Claimed: 7.4/Tested: 9.5
RON Rating:	Diesel	95	95
Fuel Capacity (L):	55	50	54
Body:	5-door SUV, 5 seats	5-door SUV, 5 seats	5-door SUV, 5 seats
Safety:	·       5-star ANCAP ·       7 airbags including pedestrian airbag ·       ABS, BA, EBD, ESC ·       Autonomous Emergency Braking ·       Blind Spot Assist ·       Adaptive Cruise Control with Queue Assist ·       Driver Condition Monitor ·       High-Speed Emergency Braking ·       Lane Keep Assist ·       Rear Traffic Monitor ·       Park Assist ·       Rear view camera ·       ISOFIX	·       5-star ANCAP ·       8 airbags ·       Pre-Collision Safety System ·       Autonomous Emergency Braking ·       Lane Departure Alert with steering assist ·       Auto High Beam ·       Active Cruise Control ·       Blind Spot Monitor ·       Rear Cross Traffic Alert ·       Adaptive headlights with auto high beam ·       Reversing camera with guide lines ·       ISOFIX	·       5-star ANCAP ·       7 airbags ·       ABS, BA, EBD, ESC ·       City Safety suite including: Pedestrian, vehicle, large animal and cyclist detection; and Intersection Collision and Oncoming Mitigation with Brake and Steering Support ·       Intellisafe Assist suite including: Adaptive Cruise Control including Pilot Assist (optional), Driver Alert, Lane Keeping Aid, Adjustable Speed Limiter, and Oncoming Lane Mitigation ·       Intellisafe Surround suite including: Blind Spot Information with Cross Traffic Alert, Front and Rear Collision Warning with mitigation support, Run-off Road Mitigation, Hill Start Assist, Hill Descent Control, Park Assist Pilot (optional), 360-degree camera (optional), Emergency Brake Assist, Emergency Brake Light, and Intelligent Drive Information System ·       ISOFIX
Dimensions (L/W/H/W-B):	4,411/2,088/1,649/2,681	4,495/1,840/1,521/2,640	4,425/1,910/1,652/2,702
Boot Space (min/max) (L):	484/1,141	371/NA	460/1,336
Turning Circle Between Kerbs:	11.4	10.4	11.4
Ground Clearance:	204	160	211
Kerb Weight (kg):	1,843	1,540	1,705
Towing Capacity (kg):	Braked: 1,800/Unbraked: 750	Braked: 750/Unbraked: 750	Braked: 2,100/Unbraked: 750
Entertainment:	·       10-inch colour touchscreen ·       Satellite navigation ·       AM/FM ·       Bluetooth ·       Apple CarPlay/Android Auto ·       USB and AUX ·       iPod ·       380W Meridian sound system with 11 speakers	·       10.3-inch LCD ·       13-Speaker Mark Levinson Premium Surround Sound System (Sports Luxury) ·       AM/FM/DAB+ ·       AUX and USB ·       Bluetooth ·       Satellite Navigation	·       9.0-inch colour touchscreen ·       AM/FM/DAB+ ·       Bluetooth ·       Apple CarPlay/Android Auto ·       USB and AUX ·       iPod ·       600W Harman Kardon Premium Sound System with 14 speakers including air-ventilated subwoofer
Rating:

The post Lexus UX vs Volvo XC40 vs Jaguar E-Pace Review appeared first on ForceGT.com.

Volvo has enjoyed tremendous growth in the past few years thanks to a rejuvenated line up that started with the XC90. Its cars are now far sexier, more high-tech and crucially, much better to drive than ever before.

Last year, the brand grew 40 per cent in Australia and is currently sitting on 20 per cent growth this year. Globally the brand grew 7 per cent this year to August across all markets.

In Australia, those numbers are mainly contributed by its SUV range after the company pulled the S90 sedan from the market last year due to lackluster sales. Now Volvo wants to re-enter the passenger car segment with its new S60 sedan.

Volvo admits it doesn’t have high expectation and is forecasting 400 annual sales for the four-tier line-up. However, Volvo Car Australia Sales Manager, Stephen Connor is confident the S60 will spice up a “dull” segment.

While we might not completely agree with that, there’s no doubt the new-generation S60 is a handsome looking car.

So can the new S60 re-establish Volvo in the passenger car segment? We think it stands a very good chance.

What’s new?

The S60 is the latest product to sit on Volvo’s much-lauded Scalable Product Architecture (SPA) that also underpins the XC60, XC90 and S90.

To keep the line-up simple in Australia, the S60 is offered in three trim levels – Momentum, Inscription and R-Design, and two drivetrains – T5 and T8.

All wheel drive is standard across the board, as is an eight-speed automatic transmission.

The T5’s 2.0-litre turbocharged four-cylinder petrol engine comes in two states of tune – 187kW/350Nm in the Momentum and Inscription, and 192kW/400Nm in the R-Design courtesy of the Polestar optimisation tune.

Meanwhile, the T8 is powered by a plug-in hybrid 2.0-litre supercharged and turbocharged four-cylinder petrol engine married to a permanent magnet synchronous electric motor on the rear axle. Similar to the XC90 T8, a second electric motor up front acts as a starter-generator as well as providing extra boost to the engine.

The total combined outputs are 300kW/640Nm, and being a R-Design means it comes with the Polestar optimisation software which bumps the output to a potent 311kW/670Nm. This enables the T8 to hit 100km/h from a standstill in 4.3 seconds – 2.0 seconds faster than the T5 R-Design and 2.1 seconds speedier than the T5 Momentum and Inscription.

Prices start from $54,990 for the S60 T5 Momentum, which Volvo expects will contribute up to 50 per cent of sales. Next up is the T5 Inscription from $60,990, while the T5 R-Design is priced from $64,990.

There’s a big jump of $21,000 to the T8 R-Design which is priced from $85,990. Volvo expects this model to contribute just 3 to 5 percent of total sales for the S60. All stickers are excluding on-road costs.

The aggressive pricing is matched with a generous level of standard kit across the line-up, which includes autonomous emergency brakes (AEB), Adaptive Cruise Control with Pilot Assist (semi autonomous), Distance Alert and Lane Keeping Aid, Blind Spot Monitoring with Cross Traffic Alert, keyless entry and hands-free boot, LED headlights, auto dimming interior and exterior mirrors, leather seating, 9-inch infotainment screen with Apple CarPlay and Android Auto and DAB+ digital radio.

Inscription model further adds 4 Zone Climate Control, head-up display, 360-degree camera, Park Assist Pilot, LED headlights with Active Bending Lights, heated front seats and power cushion extensions.

Finally, R-Design variants get unique styling inside and out, Four-C Chassis (except T8), steering wheel shift paddles and 230V power outlet in the centre console.

The Momentum rides on 17-inch alloy wheels, while the others get bigger 19-inch alloys. All models come with a temporary spare tyre, while the T8 has a tyre puncture repair kit.

What’s the T8 like to drive?

All S60s at the launch drive were R-Design variants dressed in eye-catching Fusion Red metallic paint ($1,500).

We hopped into the T8 for the first leg of the drive from Adelaide Airport towards St Hugo Restaurant up in the Barossa Valley via a ribbon of scenic country roads through the Adelaide Hills.

First impression is excellent. The T8 is quiet and comfortable despite running almost entirely on its petrol engine throughout the drive, as the batteries did not appear to be charged for the drive.

In theory, the 10.4kWh lithium-ion batteries could provide up to 50km of pure electric cruising but the run out of the airport towards the hills in city traffic saw the engine acting more like a generator charging the batteries.

We left the drive mode in Eco to let the computer work out the most efficient way to use energy.

Sitting on passively damped Dynamic Chassis, the T8 soaks up our broken tarmac with relative ease. The cabin is very well insulated from suspension thumping even when encountering potholes.

On the windy roads up in the Adelaide Hills, the T8 handles relatively well around the corners despite its two tonne heft.

With the drive mode set in ‘Polestar Engineered’, which is Volvo-speak for ‘dynamic’ or ‘sport’, the engine and transmission suddenly become more responsive. Throttle inputs are sharp and the transmission hangs on to revs longer to ensure you’re always in the power zone.

There is mild understeer if you push it too hard but back off on the throttle a little and the all-wheel drive system, along with the Continental Premium Contact 6 tyres, grip the tarmac rather faithfully.

Unlike most of its German counterparts that weigh up their steerings in sports/dynamic mode, the S60’s steering remains relatively light, which suits us just fine. There’s even some steering feel from the electro-mechanical unit!

Most brakes with regenerative systems tend to feel a little artificial with not much brake pedal feel but not the T8’s. It’s easy to modulate for just the right amount of pressure.

The eight-speed automatic is well programmed and dispenses its ratios quickly and smoothly, as such we left it in auto mode throughout the drive.

What about the T5?

This would be our pick. It’s the more convincing sports sedan of the two. It feels just a tad more agile than the porky T8 but still as responsive. It’s also A LOT cheaper, too.

You can feel a slight deficit in power in a straight line but 192kW and 400Nm is still plenty if you asked us and is more than enough to take advantage of that gap in the traffic if needs be. Around the bends, it feels less nose heavy and turns in with a bit more alacrity.

Compare to the T8, there’s slight turbo lag on the lowered reaches of the rev range in the T5 but it’s generally quite a responsive unit on the whole. Pity Volvo engineers haven’t spent a bit more time in tuning the engine and exhaust soundtrack, as they don’t sound overly sporty.

The eight-speed transmission is shared with the T8 and as such is similarly delightful to use.

The Four-C Chassis with adaptive dampers seems to iron out road imperfections a little better in Comfort mode compare to the Dynamic Chassis although the difference is relatively minute.

Peak hour traffic on the way back to the airport allowed us to test the Volvo’s Pilot Assist and we are happy to report it is still one of the best. Its adaptive cruise control isn’t overly reactive unlike some similar system from rivals where the car will hit the brakes hard when the car in front slows down slightly to turn off the road.

In the Volvo, if you turn the steering slightly away from the turning vehicle, the system is clever enough to just tap the brakes gently and then move on.

Verdict

2019 Volvo S60 T5 & T8 pricing and specification

Competitors: Audi A4, BMW 3 Series, Lexus IS, Genesis G70, Mercedes-Benz C-Class, Jaguar XE

The post First Drive: 2019 Volvo S60 T5 & T8 Review appeared first on ForceGT.com.

Volvo has today announced Australian pricing for its S60 mid-size sedan and V60 mid-size wagon ahead of the official introduction in August.

The arrival of the S60 means that the transformation is complete for Volvo. The S60 joins the S90 in Volvo’s passenger car line-up, as well as the XC40, XC60 and XC90 SUVs.

The S60 and V60 are underpinned by Volvo’s new Scalable Product Architecture (SPA) and include a range of safety technologies first introduced on its XC90 and XC60 models. Safety and driver assistance features offered on the S60 and V60 include Volvo’s semiautonomous Pilot Assist system, the latest generation of City Safety, Run-off Road protection and mitigation, Cross Traffic Alert with auto brake and the 360° Camera that helps drivers manoeuvre their car into tight parking spaces.

At launch the S60 and V60 come with two petrol-powered powertrains. The T5 delivers 187 kW and 350Nm of torque whilst the T8 Twin Engine Plug in Hybrid delivers a combined 311kW and 680Nm.

Volvo’s driver infotainment system (Sensus) with smartphone integration for both Apple CarPlay and Android Auto is also available.

The Volvo S60 and V60 will be available in three variants – Momentum, Inscription and the sporty and dynamic R-Design.

Volvo S60 price (excluding on-roads)

S60 T5 Momentum $54,990

S60 T5 Inscription $60,990

S60 T5 R-Design $64,990

S60 T8 R-Design $85,990

Volvo V60 price (excluding on-roads)

V60 T5 Momentum $56,990

V60 T5 Inscription $62,990

V60 T5 R-Design $66,990

V60 T8 R-Design $87,990

Key features and Specification for the Momentum:

Momentum Styling Exterior and Interior

187kW / 350Nm
All Wheel Drive
Dynamic Chassis
17” 5-Double Spoke Black Diamond Cut Alloy Wheels
High Performance Audio
9” Centre Screen Display
Digital Audio Broadcasting (DAB)
Smart Telephone Integration
City Safety
Intellisafe Assist
Collision Warning and Mitigation, Front and Rear
Park Assist, Front and Rear with Camera
Blind Spot Information System with Cross Traffic Alert
Adaptive Cruise Control, Pilot Assist and Lane Keeping Aid
Keyless Entry and Hands-Free boot (S60) / tailgate (V60)
Electronic Folding Exterior Mirrors
Auto Dimming Internal and External Mirrors
LED Headlight System
Iron Ore interior Décor inlays
2 Zone Climate Control System
Leather Seating
Power Folding Rear Backrest (S60)
Power Folding Rear Headrests (S60)

Specification for the Inscription (over and above Momentum):

+ Inscription Styling Interior and Exterior
+ 19” 5-Multi Spoke Black Diamond Cut Alloy Wheels
+ 4 Zone Climate Control System
+ Head Up Display
+ 360-degree Camera
+ Park Assist Pilot
+ LED Headlight System with Active Bending Lights
+ Driftwood Interior Décor Inlays
+ Interior Ambient Lighting
+ Heated Seats (Front)
+ Power Cushion Extensions

Specification for the R-Design:

+ 192kW / 400Nm (T5)
+ R-Design Styling Interior and Exterior
+ 19” Triple Spoke Matt Black Diamond Cut Alloy Wheels
+ Four-C Chassis
+ Steering Wheel Gear Shift Paddles
+ Polestar Optimisation
+ Metal Mesh Interior Décor Inlays
+ R-Design Leather Seats
+ Four-C Chassis
+ 230V Power Outlet in Tunnel Console

The post All-new Volvo S60 and V60 price and specification confirmed appeared first on ForceGT.com.

It’s been a big year for the Volvo XC40 since it first came to market. The plucky little Swede – okay, so it might not be entirely Swedish since it’s actually built in Belgium – has taken home countless awards around the globe including being named the 2018 European Car of the Year. It also won our comparison test when we pitted it against the Jaguar E-Pace.

But despite its successes, Volvo has switched up the entire XC40 range for 2019. Gone are all D4 diesel-powered variants, and so is the T5 AWD version of the entry-level Momentum like the one we tested last year. In place of the latter, the Momentum is the detuned T4 petrol engine now driving the front wheels alone, meaning the cost of entry to XC40 ownership now drops to $44,990 – putting it on par with some of the more sophisticated mainstream rivals such as the Mazda CX-5.

However, the big addition to the range is the T4 Inscription variant we have on test here. Priced from $50,990 before options and on-road costs, it may only have the less-powerful petrol engine, but it does sport all-wheel drive as standard and promises the most luxurious experience in the now three-strong range.

Right off the bat, the Inscription sets itself apart from the rest of the range with a more mature presentation while still retaining the same funky bodywork. I personally like the more restrained look of its standard 19-inch alloy wheels and find the golden Luminous Sand paintwork of our tester to be a particularly good colour for it too, although with a design this good, it’s hard to go wrong colour-wise.

While the Momentum looks hip and cool and the R-Design drips with hot hatch-esque swagger, the Inscription looks smart and handsome, and shows just how versatile the XC40’s sheet metal and Volvo’s general design language is. And with that wide grille and ‘Thor’s Hammer’ adaptive LED headlights coming towards you, it clearly couldn’t be anything but a Volvo.

But while the exterior styling is clearly on point, it’s the interior that really shines in this new Inscription variant. Little details such as the illuminated Orrefors crystal shift knob, the driftwood decor trim inlays, and ‘Inscription’ imprint on the headrests all add up to make for one classy interior.

And that’s not to mention just how smart the interior is both in terms of how it looks, and how it’s been designed. The standard Volvo fare can be seen on the dashboard – the fully-digital instrument cluster, 9.0-inch portrait-oriented infotainment system, and the steering wheel design, can all be seen across Volvo’s line-up – while the seat design is pretty standard for Volvo too, meaning they’re close to the best in the biz, but its the amount of clever storage solutions peppered throughout the interior that impresses most in this regard.

From the little bins in the centre console to the hidden storage tray under the driver’s seat, and from the credit card holding slots to the absolutely massive carpeted door pockets, it’s one very intelligently-designed interior space. There’s some practical gadgetry to be found throughout as well, such as the wireless phone charging pad on the centre console or the forward-thinking USB-C charger for the rear seats.

Yet despite how much there is going on, it still feels roomy, airy, and uncluttered in the cabin. Ergonomically, it’s excellent, with plenty of headroom and legroom for the occupants of both rows, and as mentioned, the seating is comfortable and supportive all around.

The quality of the interior is also top-notch, with everything you touch feeling soft, smooth, premium, and properly stuck in place. And even though it’s a sign of building it down to a price, I actually prefer that the easy-to-smudge piano black plastic buttons on the steering wheel have been swapped out for matte plastic instead.

It’s also worth commending the XC40’s boot, as it’s an incredibly well-laid-out space that allows for 460 litres of cargo capacity with the rear seats up and a sizeable 1,336 litres with the rear seats down. Not only does the cargo floor sit perfectly flat with the rear seats when they’ve been folded down – which can be done electronically if you fork out an extra $250 – but it can also be folded up in the middle, creating not only a partition to separate items in the boot, but it also reveals three bag hooks to prevent your things from flying around.

While out on a weekend shopping trip during which I needed to buy a bike pump, some camera gear, and the week’s shopping – a rather varied and particular shopping list, I know – it seemed there was just the perfect spot for everything in the boot where it would sit without moving around and getting damaged. Again, practicality is something the XC40 has in spades.

Under the bonnet of all Inscription models is the T4 petrol engine – a 2.0-litre turbocharged four-cylinder unit with 140kW and 300Nm on tap. Hooked up to an eight-speed automatic transmission from Aisin, it comes with all-wheel drive as standard in the Inscription.

While it’s outputs are decent, it’s certainly not quite as quick as the more powerful T5 version of this engine, which is now restricted to the R-Design, as it’s 0-100km/h time of a claimed 8.5 seconds is a whole 2.1 seconds slower.

It is slightly more economical than the T5 engine, however. Brimming the tank either side of driving the same test loop we measured the XC40 T5’s economy on, we measured consumption of 9.5L/100km compared to Volvo’s 7.4L/100km claim – a decent result considering it was still in the tail-end of its break-in period – and a small 0.4L/100km improvement over the T5.

From behind the wheel, there’s do doubting that the T4 petrol mill is just as smooth and refined, with predictable power delivery, a nice wide spread of torque – the full 300Nm is available between 1,400-4,000rpm – and a responsive throttle, but the lower power figures are clearly noticeable.

Where the T5 can truly hang with hot hatches – it’s not far off the pace of an i30 N as far as acceleration is concerned – the T4’s tune clearly has more relaxed driving in mind. And while that does make more sense in a classier and more luxurious variant such as the Inscription, I can’t help but wish that it still had that surprising amount of punch to it to create a real sleeper.

The way the eight-speed auto shifts is in a smoother but slightly slower way than you’d want from something with real sporting aspirations, but similarly, it does suit the Inscription’s intentions. You can catch it out occasionally – usually if you try to pedal it in too low a gear, causing it to require some thought before downshifting to the correct ratio – but it remains predictable and direct in normal driving.

That’s not to say it’s a dull drivetrain, however, as if you do ask it to perform it will make a valiant attempt in trying to step up to the task. Chuck it into Dynamic mode and it’ll bang gears and spool up the turbo just like you’d expect, and while not lightning fast, it’s certainly entertaining enough.

It makes a surprisingly good noise too, with plenty of induction noise and turbo whistle, a throaty tone from those dual exhausts and some particularly entertaining and loud brrps on upshifts all to be heard.

Its chassis dynamics are also commendable, as while there is some minor body roll to be detected, as you’d likely expect, it remains composed even when nearing the limit. The standard fit Pirelli P Zero tyres really do help it cling to the road nicely, too.

The tiller is nice and responsive, although perhaps a little light for some with the steering in its Comfort setting, but it does make it a real doddle to drive in traffic and carparks. It weights up nicely when requested, however, and compliments the feel of the suspension in its respective settings. Ride quality is also very good, with it absorbing mid-corner bumps and particularly sharp hits with ease, never shaking around you as the driver or any of your passengers, and masking most of the potholes and other road imperfections you’d find around town.

It’s also worth noting that our tester was fitted with the optional Technology Pack which is a real must-have as it not only adds adaptive cruise control, but also Volvo’s Pilot Assist semi-autonomous driving functionality, which will control the wheel for the driver on straighter roads. While it would be even more commendable if it was standard, the fact this advanced technology is available on a car at this price point is a real stand-out, even for the additional $2,500 spend.

It’s a seriously good all-rounder, the Inscription, and even if it is lacking a little in terms of outright power, the way it rides and handles and the driver aids that it offers goes a long way to account for it. You can colour me impressed.

Verdict

2019 Volvo XC40 T4 Inscription pricing and specs

Competitors: Jaguar E-Pace, Audi Q3, BMW X2, Mazda CX-5, Infiniti QX30, Mercedes-Benz GLA, Range Rover Evoque

The post 2019 Volvo XC40 T4 Inscription Review appeared first on ForceGT.com.

 

See that little blue square on our 2018-built Volvo XC90 T6 R-Design? It’s the Polestar badge. I first got acquainted with it 3 years ago, also in a XC90. Back then, the Polestar tune was a dealer fitted option that was tagged on to the engine’s ECU.

Now with Polestar set to be unleashed as a standalone brand to take on AMG and M as Volvo’s full-blown performance offering, the engine optimisation is done straight from the factory and is standard on all R-Design XC90s.

As before, the stats have not changed. That means an increase of 11kW and 40Nm to a potent 246kW and 440Nm of torque from the XC90 T6’s 2.0-litre supercharged and turbocharged four-cylinder petrol engine.

While it used to costs $1,858.05 plus 3 hours of labour, the Polestar ‘optimised’ T6 XC90 now starts from $104,900 plus on-road costs – $3,050 more than before.

That’s fair, if you asked me, because the slight increase in price not only nets you the extra kilowatts, things like keyless entry, power tailgate and heated front seats – which together used to cost $4,433 – are now standard.

What’s changed since its launch in 2015?

Not much. You still get the same muscular 2.0-litre twin-charge four-cylinder engine cloaked in a handsome sheet metal that has withstood the test of time. Its now familiar corporate face has been adopted by the rest of the Volvo range and is highlighted by their ‘Thor hammer’ daytime running lights and upright Volvo grille.

The R-Design trim further enhances the XC90’s aesthetics with a gloss-black grille, sportier front bumper with front spoiler, matte silver finished roof rails and mirror caps, as well as 20-inch R-Design 5-spoke matte black diamond cut alloy wheels.

Step inside and the modern, minimalist interior doesn’t feel a day older than when it first debuted. Its portrait style infotainment screen is still one of the most responsive in the business, although the relatively dull graphics aren’t the most exciting. And while it may look massive (at 9.0-inch) 4 years ago, Tesla’s jumbo screen has quickly overshadowed it.

The R-Design spec also means you get a spattering of goodies such as soft Nappa perforated leather seats, sporty alloy pedals, R-Design carpet, carbon-fibre door inlays and an illuminated gearshift knob.

Its semi-autonomous Pilot Assist is still one of the best not just in its class but also in the industry (except – again – for Tesla, of course). Once engaged, it will take over the steering, throttle and brakes while following the vehicle ahead in stop/start traffic or on roads with clearly painted lines.

What else do I get for my money?

Quite a lot actually.

Besides the 9.0-inch portrait-style touchscreen, you also get a 12.3-inch digital instrument cluster, a head-up display, satellite navigation with voice control, Apple CarPlay and Android Auto, internet connectivity, a 10-speaker 330W sound system, 360-degree parking camera, power and heated front seats, four-zone climate control and Volvo’s trademark integrated child booster seat at the back.

Our tester also comes equipped with another $8,000 worth of options, bringing an even snazzier 19-speakers Bowers & Wilkins premium sound system, heated rear seats (outboards), sunblinds for the rear doors, active chassis with rear air suspension, and dashboard and door tops with colour-coordinated seams.

The striking ‘Bursting Blue’ exterior paint you see here is another $1,900.

On the safety front, the XC90 is brimming with safety technologies. This includes the brand’s City Safety consists of vehicle, pedestrian and cyclist mitigation and auto braking, blind spot monitoring with cross traffic alert, rear collision warning, lane departure warning, road sign recognition, understeer control, stability control, as well as trailer stability assist to mitigate fish-tailing.

How practical is it?

The XC90 is a genuine 7 seater with room for small adults in the 3^rd row. Entry and egress to the last row is always going to be rather awkward for a five-door SUV compared to a people mover with practical sliding doors but the large rear doors in conjunction with the slide-able 2^nd-row means it’s easier than it looks.

Once inside, the airy cabin ensures all passengers feel comfortable with aircon vents for all three rows powered by a four-zone climate control system. Headroom is excellent in the first two rows, while adequate in the 3^rd. It’s the same story for legroom even for taller passengers.

However, for such a vast cabin, storage options could be better. While there are cupholders for all occupants (except for the centre occupant in the middle-row), the door pockets are relatively small especially in the 2nd-row.

Up front, the glove box and centre storage under the armrest are also on the smaller side, but you do get two USB ports within it. There are three 12-volt power outlets throughout the cabin – one in front, which doubles as a cigarette lighter, one in the 2^nd-row and another in the boot.

On the subject of the boot, it’s huge. There’s 314-litres with all seats up and 1,019-litres in 5-seats configuration. Dropping the middle-row will yield a whopping 1,868-litres.

On air suspension-equipped models such as ours, the XC90 will lower itself at the touch of a button to make loading easier.

How does it drive?

Rather effortlessly.

The twin charge means there is hardly any dead spot low down in the rev range. The XC90 is spritely from the get go and continues to muscle through all eight gears smoothly.

With 246kW of power from 6,000rpm and a stout 440Nm from 2,200-5,400rpm, the full-sized SUV is also more powerful than the X5 xDrive 35i and Jaguar F-Pace 30t, too.

While the R-Design is the sportiest of the range, the XC90 isn’t the most athletic large SUV on the market. For that, you’ll have to look at the Audi Q7 or BMW X5.

However, the optional air suspension does bring a level of agility to the big Volvo compared to the standard Touring suspension that I tested in the 2016 model. It feels more planted and slightly less floaty in Sport mode, yet looses none of its pothole ironing ability and ride comfort.

As before, its steering is still remote, especially on-centre but is relatively quick and direct for a large behemoth.

The cabin is well insulated from most of the outside world, making the XC90 Polestar a great long distance cruiser.

What are the running costs?

The XC90 is covered by a 3-year/unlimited kilometre warranty, which is comparable to other premium marques except for Lexus with its 4-year/100,000 warranty.

It needs a visit to the dealer every 12 months or 15,000km, whichever comes first.

Volvo offers two services programmes for the XC90, which has to be purchased prior to the first scheduled service:

‘SmartCare’:

• $2,225 for three years or 45,000km
• $3,500 for four years or 60,000km
• $4,230 for five years or 75,000km

‘SmartCare Plus’:

• $3,050 for three years or 45,000km
• $5,350 for four years or 60,000km
• $6,540 for five years or 75,000km

Volvo says the T6 Polestar should use just 8.5L/100km of fuel in a mix of urban and open roads but my average after around 400km of mainly city and suburban runs saw the trip computer reporting 14.0L/100km.

Verdict

2019 Volvo XC90 T6 R-Design Polestar pricing and specification

Competitors: Audi Q7, BMW X5, Mercedes-Benz GLS, Lexus RX 450hL

The post 2019 Volvo XC90 T6 R-Design Polestar Review – why buy? appeared first on ForceGT.com.

Volvo Australia has revamped its XC40 lineup for the 2019 model year, which sees the introduction of the T4 engine and more luxurious Inscription variant.

The previous entry point to the XC40 range – the all-wheel drive T5 Momentum – has now been dropped, with Momentum models now fitted with the less-powerful T4 engine and only front-wheel drive. Also dropped are the diesel-fuelled D4 Momentum and R-Design models, with petrol power now the only option across the range for now.

The T4 petrol engine, like the T5, is a 2.0-litre turbocharged four-cylinder unit, which produces 140kW at 4,700rpm and 300Nm between 1,400-4,000rpm. These figures are down from the T5’s 185kW and 350Nm.

Also like the T5, the T4 unit is paired to an eight-speed automatic transmission produced by Aisin. It’s claimed to be capable of accelerating from 0-100km/h in 8.4 seconds, before going on to a top speed of 210km/h.

For the entry-level Momentum, which now sees the price dip down to $44,990, standard equipment dual-zone climate control, push-button start, power operation and memory for the driver’s seat, a 9.0-inch portrait-oriented touchscreen with smartphone mirroring capability and digital radio, LED headlights, auto-dimming mirrors, and 18-inch alloy wheels.

Standard safety kit levels are strong, too, as you’d expect from Volvo, with autonomous emergency braking both forwards and in reverse, blind-spot monitoring, lane-keep assist, and front and rear parking sensors fitted to every model.

Stepping up to the new T4 Inscription model most notably adds all-wheel drive, while the interior is dressed up with leather-accented upholstery, wood trim, a crystal-look shift knob, ambient interior lighting, and a power-adjustable front passenger seat.

Further additions over the Momentum also include a leather-wrapped key fob, keyless entry, a powered tailgate, adaptive headlights, and 19-inch alloys.

Sitting atop the XC40 range, as before, is the T5 R-Design which brings the more-powerful 2.0-litre turbo engine, making it capable of launching from 0-100km/h in a brisk 6.4 seconds, along with a higher top speed of 230km/h.

Bolstering its performance is a sportier chassis tune, 20-inch alloys, and a sports steering wheel adorned with paddle shifters. Additionally, it also offers up combination leather and suede bucket seats with extendable seat cushions, aluminium trim inlays, and a contrasting black roof and wing mirrors.

Across the range, two options packs are available – the Lifestyle Pack, which brings heated seats, a panoramic sunroof, and privacy glass; and the Technology Pack, which adds adaptive cruise control, Pilot Assist semi-autonomous driving, 360-degree camera, and automated parking assist for the Inscription and R-Design models.

The Momentum can also be kitted out with the Momentum Technology Pack, which includes the contents of the standard Technology Pack along with adaptive headlights and ambient interior lighting; and the Convenience Pack that adds keyless entry, a powered tailgate, and power-operated front passenger seat.

Furthermore, both the Momentum and Inscription can also be optioned with a Sport Pack that adds a panoramic sunroof, privacy glass, a Harman Kardon audio system, sports steering wheel, and black headliner. For the Momentum, this pack also adds 19-inch alloy wheels for $600 extra, which are already standard on the Inscription.

Pricing

Options packs

The post 2019 Volvo XC40 brings new T4 petrol engine, Inscription trim appeared first on ForceGT.com.

It will likely come as no surprise to you that small SUVs are making the biggest impression on new car buyers right now. While SUVs as a whole account for over 40 per cent of new car sales in Australia, the small SUV segment is the fastest growing in the entire market with buyers flocking towards jacked-up hatchbacks like seagulls to a hot chip.

However, while people are buying far more luxury vehicles these days than ever before, sales of luxury cars went down six per cent in 2017 compared to the year before. Unsurprisingly then, there are plenty of new crossovers from premium brands hitting the market helping them branch out into this booming segment.

That’s why we brought together two of the newest and coolest of these small luxury SUVs – the Volvo XC40 T5 Momentum with the optional Launch Edition package, and the Jaguar E-Pace S P300.

On paper, the two are very closely matched – both are at the lower end of their respective ranges, both have turbocharged 2.0-litre engines and all-wheel drive, both do 0-100km/h in 6.4 seconds, both can be specified with plenty of kit, and the tip-in point to their respective ranges is around $47K.

But which of these two new entries is the better pick? That’s the very tough question we’re going to answer.

Inside and out

The first impressions both of these cars deliver are unquestionably very good ones, but while the two are dimensionally similar, their stylistic differences are clear.

The E-Pace is, from the front, rather a cute little thing with an adorably happy expression on its face, while from the side, its sweeping roofline makes it look sleek and fittingly modern. But it’s at the back where it falls apart a little – for me at least – as the flowing lines of the rest of the design come to a strangely squared-off end, while the hexagonal indentation on the tailgate for the number plate is far too large. The rear still isn’t too bad though, and the rest of the design is very attractive.

Meanwhile, the XC40 looks unlike any other small SUV out there in a very good way, particularly in this Amazon Blue/White two-tone paint scheme exclusive to the Momentum Launch Edition models. While the usual bits of Volvo design language are all there – the Thor’s Hammer running lights, the wide grille with upright slats, the indentation along the bottom of the doors, and the tall L-shaped taillights – the lines and angles are all far more exaggerated than on other Volvos.

The protruding chin at the front and the upturned C-pillars stand out in particular, which, combined with the black plastic cladding around the bottom of the car and the unique 19-inch wheels that are exclusively added with the Launch Edition package, all go to make the XC40 stand out even more. It’s funky and really as unique as a crossover like this could be.

On the inside both cars are particularly striking too, both offering equally interesting interiors. Both utilise a lot of leather, matte-finished switchgear, and more plastic than more expensive offerings from both manufacturers, but as far as the quality of the interiors go, they’re both very good and right on par with each other.

While the E-Pace we had on test was optioned up with the gorgeous Siena Tan interior, it is an incredibly pricey option at $4,490, so that’s a big thing you could save some money on by avoiding, although there’s no question that it looks rather lovely.

I do have some concerns regarding the Jag’s ergonomics, however, as the seating position is rather odd, the touchscreen a bit hard to reach as it tilts away from you, and the door pockets, while very large, are rather poorly segmented.

The Volvo’s interior, on the other hand, is unsurprisingly well-designed, with massive carpet-lined door pockets, a huge centre console with its own removable rubbish bin incorporated into it, and even storage trays next to the rear seats, rather unusually.

While it’s very hard to pick a winner between the two here, I’m going to give it to the Volvo for its more ergonomic interior.

Winner: Volvo XC40

Equipment and features

While both cars on test were very well equipped, a lot of that was due to the number of options boxes that had been ticked.

The Momentum trim is the bottom rung of the XC40 range, while the E-Pace S is just one step up from base, and in basic form, a lot of the features fitted to our test cars would be absent.

However, the reason the Volvo takes this round is because it’s a lot cheaper to option up to the same level, if not higher than, the equivalently-equipped E-Pace. While every option added to the E-Pace on test was one that has to be individually selected, the Launch Edition XC40 adds over $10,000 in extras for just half that – $5,000.

This means it offers a 360-degree camera, Harman Kardon audio system, panoramic sunroof, LED headlights with active bending feature, heated leather seats, a power tailgate, and, most impressively, Volvo’s Pilot Assist system – a Level 2 autonomous system that will drive the car itself without input from the driver for up to 10 seconds.

While the Jag matches all of this, with the exception of autonomous driving capability, it costs far more to do so, as the E-Pace on test has a whopping $25,000 in optional extras.

The Volvo cements its firm win in this round by also offering a fully digital gauge cluster, as well as a larger and higher-quality infotainment screen.

Winner: Volvo XC40

On the road

Under the bonnets of both, you’ll find transversely-mounted 2.0-litre turbocharged four-pots paired to automatic transmissions and all-wheel drive.

The Volvo is the less powerful of the two, with a still-potent 185kW and 350Nm on tap. Its automatic transmission is an eight-speed unit from Aisin, while a Haldex-type all-wheel drive system is utilised.

As for the E-Pace, opting for the P300 engine tune gives you 221kW and 400Nm, while it uses a nine-speed self-shifter from ZF Sachs and an all-wheel drive system that utilises a torque-vectoring rear differential, with one of the many displays in the infotainment system able to show you exactly where it’s putting the power to.

But while the XC40 T5 loses out on power, that’s only half of the story. While the Jag might have more grunt, it weighs around 190kg more than the Volvo, meaning the two are evenly matched in terms of real-world performance.

Both claim 0-100km/h times of 6.4 seconds, and during our testing, we couldn’t get one to ever pull away from the other.

While both certainly feel spritely, the Jag feels as though it has more grunt, but the Volvo hits back with less weight to contend with, helping it feel lighter on its feet and a tad less cumbersome.

That’s not to say the Jag feels like the heavyweight it is though. It’s quite the contrary, in fact, as it feels very much like a hot hatch on stilts. It corners flatly and will happily dart into corners, pulling itself back up to speed on exit quickly.

The XC40, while feeling similar, does have a slightly softer edge to its performance, although the trade-off is a slightly smoother ride. Both certainly offer comfortable rides, however, but the Volvo’s is just that bit more forgiving.

The Volvo has lighter steering, which, while not to the tastes of some, does allow for you to give a finer degree of input, although the heavier and more direct steering in the Jag is better for spirited driving.

But it’s not all bad for the Volvo in that regard. Far from it, in fact, as it still has an eager engine and a similarly hot hatch-like feel to the way it drives – it’s just that the Jag feels tauter when driven hard.

I’d say the Volvo has the edge around town, however, as the light steering and more forgiving ride makes it a fantastic city car, with its punchy engine only assisting you to darting between gaps in traffic.

Both work very well in either environment, but the differences in how they ride and the steering calibration of the two is what splits them in this area, as little else will, considering the almost identical straight line performance both offer.

I have to give it to the Jaguar though as it just feels more confident being pushed towards the limit, and can also be pushed that bit further than the Volvo – at least with the Momentum fat tyres.

Plus, while the Volvo’s engine feels willing, the Jag’s feels brawnier and effortlessly athletic by comparison. The Volvo really has to give its all to catch up, which it is able to, but the E-Pace simply has an Usain Bolt level of cool to it even at full chat.

Winner: Jaguar E-Pace

Running costs

Both the XC40 and E-Pace are able to be purchased with servicing plans that cover all of your servicing costs up front, which takes the place of regular capped price servicing.

For petrol-equipped E-Pace models, a sole five-year/130,000km plan that covers basic servicing is available for a very reasonable $1,500, with the plan able to be paid for through finance or up front.

As for the Volvo, there are two levels of cover available – the standard SmartCare servicing plans that cover basic servicing, or the SmartCare Plus plan that also includes a set of brakes and wheel alignments. Both are available for three, four, or five-year terms.

The most comparable plan is the five-year/75,000km standard SmartCare plan that costs a whopping $4,030. The SmartCare Plus plan only bumps it up even more to a considerable $6,345.

Even when you take into consideration the Volvo costing less to fuel as it used a calculated 9.9L/100km on our 120km test loop, compared to 10.5L/100km used by the Jag, the fact it’ll cost you nearly triple what the Jag would to service means the Volvo is the clear loser in this round.

Winner: Jaguar E-Pace

Dollars and sense

As mentioned previously, you’ll have to option up both cars to get to the points you see here, but it’s an awful lot cheaper to equip the Volvo, with it offering more kit for less.

And while the Volvo may be dear to maintain, it’s far cheaper to buy in the first place. With a base price of $47,990 for a T5 Momentum and the Launch Edition package adding just $5,000 more, it beats out even a standard E-Pace S P300, which starts at $64,020.

With the vast majority of the Jag’s equipment being optional, that only causes the price to balloon drastically too. The one we had on test was worth $89,940 with all its extras – a staggering $36,950 more than the Volvo.

The Volvo might be costly to run, but the sheer savings as far as the initial purchase cost goes means it’s easily far better value for money here, and a less costly undertaking when all things considered.

Winner: Volvo XC40

Verdict

	2018 Volvo XC40 T5 Momentum Launch Edition	2018 Jaguar E-Pace S P300
Design and Comfort	8.5/10	8.0/10
Handling and Performance	8.0/10	8.5/10
Quality	8.5/10	8.0/10
Economy	8.0/10	7.5/10
Equipment and Features	8.5/10	8.0/10
Our Score

Like our recent head-to-head battle between the Mazda6 and Holden Calais-V, it’s another very hard one to split as both cars turn out to be awfully good. But, there can only be one winner, as hard as it may be to decide.

The Jaguar E-Pace is exactly what you’d expect out of a small SUV from the distinctly British marque – it’s good looking, classy but cool, fantastic to drive, and even surprisingly cheap to maintain. For the real drivers out there, this will no doubt be the better pick of the two.

But when all is taken into consideration, it’s the Volvo XC40 that comes out on top in this tournament. It might be ludicrously expensive to service and not quite as sharp to drive, it’s drastically cheaper and better equipped than the Jag, and its funky looks only seal the deal.

Personally, I’d be happy with either as they’re both fantastic little crossovers, and both will no doubt go to do big numbers for their respective makers, but with the XC40 you’re simply getting more bang for your hard-earned buck.

Overall winner: 2018 Volvo XC40 T5 Momentum Launch Edition

Pricing and specifications

Photos by Justin Cribbes. 

The post 2018 Volvo XC40 vs Jaguar E-Pace Comparison Review appeared first on ForceGT.com.

A new software upgrade for all-wheel drive Volvo models that diverts more torque to the rear wheels is to be made available for 2019 models underpinned by the company’s Scalable Product Architecture.

Developed by Polestar, the software aims to enhance the driving experience and provide a more engaging feeling, with improved steering turn-in and increased traction when feeding in the power.

The rear-biased torque split will be used when vehicles equipped with the software are in Dynamic mode or when traction control is disengaged.

The Polestar software package – which also sharpens throttle response and gear changes, and boosts the engine’s power output – will be available for the S60, V60, S90, and V90 sedans and wagons, and the XC40, XC60, and XC90 SUVs.

However, the software will only be available for models powered by petrol or diesel engines without electric assistance – that would be the T5 and T6 petrol engines, and D4 and D5 diesel engines.

As the T6 and T8 Twin Engine drivetrains feature a rear axle that is driven by an electric motor only, Volvo notes that they already have a rear-wheel torque bias and, as such, do not require the optimised software.

The post Volvo to offer rear-biased torque split tune for 2019 AWD cars appeared first on ForceGT.com.