Say you’re an auto shopper of wealth and taste who has around $60,000 to spend. Now, let’s assume the usual options from Japan and Germany are not for you. Would you turn to America or Sweden to fill your luxury needs?
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Tag: Sweden
Last week we played a round of Armchair Alternative History where we discussed missed opportunities in the automotive industry. Conversation focused on actions automakers didn’t take when they should’ve.
Today is round two. Let’s go back and erase things that actually happened.
Portland seems to be a relative hot spot for old, well-maintained Saabs, and Rare Rides covered this Portland-based 99 previously. And while that little blue sedan racked up 195,000 miles, today’s 900 has covered several times more than that. Just how far can an old Saab go?
Would you like a luxury CUV that’s based on a Cadillac, but contains many unique and unobtainium parts? So many rare parts, in fact, that an owner might be scared to put it on the road? Well then, here’s a Saab for you — it’s a 9-4X, from 2011.
Saab was always a fan of the number nine, and it proved its dedication to the special digit by using two nines for their pre-900 era compact executive car.
Let’s take a look at a little blue Saab 99.
Today’s Rare Ride fits squarely in the I Didn’t Know About This file. It’s a military-grade Volvo from the 1950s, which the company transformed into a civilian vehicle nearly three decades later.
Presenting the C202 Laplander.
What do you get when you cross practical Swedish design sensibility with some Italian flair? You get a very expensive and boxy two-door sedan with a Bertone badge on it.
Presenting the 1989 Volvo 780.
Volvo made the beloved 240 for 19 model years, 1975 through 1993, and the car didn’t change much during that period. By the early 1990s, Volvo had “replaced” the increasingly dated-looking 240 three times, with the 740, 940, and 850, but plenty of buyers were still choosing the ancient brick over the more modern iron. It had to end at some point, though, and 1993 was the last year for these cars.
Here’s a very clean, very high-mile ’93 wagon in a Denver-area self-service yard. (Read More…)
Occasionally on the vast and wondrous expanse of the Internet of Cars, I’ll run across one of these uniquely shaped little Volvos. In past instances they were either not for sale, were lacking in condition, or had few available photos.
All that changed the other day, when I sought out a photo of the 480 to make a point on Twitter. Let’s check out this charcoal-colored box, shall we?
By nature, we’re skeptics. It’s in the job description.
Thus, while it’s hard not to fall in love with the idea of Volvo’s new 2020 Polestar 1 offspring — I mean, just look at it — we also know how hard it is to kickstart a new luxury brand, regardless of whether Polestar wants to sit far outside the luxury mainstream or right at the heart of the matter. We can’t help but wonder whether the Polestar 1 is not representative of the ideal luxury brand launch.
As doubters, as pessimists, as cynics, as preternatural killjoys, as wary realists, we have questions about this new upstart premium automotive entity. Many questions. (Read More…)
Polestar said goodbye to Volvo Cars over the internet this week. While we like what Polestar does, the social media posting is a slightly sanctimonious. The brand will undoubtedly continue to use Volvo cars as a base for all of its upcoming builds and persist under the same corporate umbrella. It would be a bit like AMG wishing Mercedes-Benz a fond farewell in 2005 and then continuing to use its vehicles.
They’re technically separate entities but both AMG and Polestar exist as a result of the core brand and operate under the watchful eye of a much larger company — Daimler for AMG and Geely for Polestar. The only difference is that the Swedish performance arm is, like Volvo, focusing on electrification for added power while the Germans continue with rip-roaring internal combustion powerplants without even a hint of EV adoption.
Just kidding. Mercedes-AMG’s director of vehicle development, Drummond Jacoy, already confirmed the brand has to “reinvent” itself when it comes to electric cars, promising mild-hybrid applications last Janurary. (Read More…)
You can forget about ever buying a new car with the Saab name attached. That’s right, Swedeophiles, the name that conjures up happy memories of a quirky-but-attainable brand that hated column-mounted ignitions is officially dead.
National Electric Vehicle Sweden AB (NEVS), the Swedish holding company that bought up Saab Automobile’s assets in a 2012 bankruptcy sale, just announced it won’t sell any vehicles under the Saab name.
There won’t be a Swedish Spring after all. Not even in China. (Read More…)
I understand the logic behind the modern crossover, especially in Sweden.
Sweden’s 360,000 mile network of public and private roads is only 30-percent paved. That leaves some 252,000 miles of unpaved glory to explore. This high percentage of unpaved roads explains why Volvos have long had reasonable ground clearance, why the Swedes invented the headlamp wiper, why the XC70 exists and why Haldex was founded there.
The concept of the crossover is to give you the efficiency of a traditional “car” blended with some offroad ability normally found in a truck-based SUV. (Of course, the modern American crossover is little more than an all-wheel-drive minivan with less practical seats.) While other companies created boxy crossovers like the Highlander and CR-V, Volvo took a European approach by starting with a station wagon, adding all-wheel drive and jacking the ride height up to create the first V70 Cross Country. The result was more aerodynamic than an SUV, had the ride height of a crossover, the practicality of a station wagon and the driving position of a car. Hold that thought.
Many of you have asked why we bother to review a car we’ve already reviewed based on a few hours at a launch event. The all-new 2016 Volvo XC90 is a textbook example of why more time with a car allows for a more complete review.
At launch events, you have no time to perform acceleration or brake tests of a vehicle (and, of course, you aren’t testing the car on the same circuit that the rest of the cars have been tested upon) and you have no ability to drive the competition back-to-back to get a sense of comparison. There is a reason that first drive reviews tend to be fact based: it’s hard to review a car in a vacuum.
So why is the XC90 a textbook example? Because of my own biases. Biases are interesting things. They can blind you to a car’s faults, or they can lead you to overcompensate and find fault.
After digesting my time with the XC90, I started falling into the latter camp. Edmunds 0-60 tested the XC90 and found it slower than expected. I started wondering if I had been wearing rose-colored glasses and asked myself: “Was it really that good?” Therefore, I had to get my hand on one again so I could run it through our battery of tests and drive it on my own for a week to find the answer.
The answer: It is better.
Next year, Volvo said it would make available in Sweden 100 autonomous driving XC90s that will be capable of driving themselves on roughly 50 kilometers (31 miles) of roads near Gothenburg.
The technology, which is dubbed IntelliSafe Auto Pilot, adds self-driving to technology already available in its cars; under 30 mph Auto Pilot will drive an XC90 as long as it senses a hand on the steering wheel.
According to the automaker, the car will notify the driver if it enters a stretch of road where it can drive itself. The driver would need to pull both steering wheel-mounted paddles to engage the autonomous driving features. When the car is about to leave self-driving roads, it alerts the driver that they have one minute to regain control of the car or the XC90 will come to a stop.
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