Save for a single-cab pickup with a straight-up bench seat, a accurate 3-seat vehicle is rare. There are fundamentally the McLaren F1, Ferrari 365P, and, now, this Volvo XC90 notion.
Yet because Volvo is owned by Chinese automaker Geely and the Shanghai auto show is positively dripping with funds, you can count on this ultra-lavish SUV to attain production, deleted front passenger seat and all. Developing on the XC90 Excellence—which already delivers Range Rover SVAutobiography–esque luxury with a deleted third row, central fridge, and crystal glasses—Volvo took things additional with the “Lounge Console.”
It offers unobstructed leg room to the right rear passenger, confident, but the Lounge Console is packed with trick mechanisms and secret compartments, and brings automotive transport as close to 1st-class air travel as significantly as anything we’ve seen. The rear-facing portion of the leg rest opens up to reveal a shoe cubby, although a lockable bin near the footwell secures wristwatches, fat stacks of American dollars, or other valuables. Then there’s the motorized tray table that springs up and splits in half to reveal a jewelry case and the greatest vanity mirror likely ever installed in a car.
Close the case, flip the table up 90 degrees, and a 17-inch LCD screen comes to life. There’s also zoned cabin lighting that will illuminate the Lounge Console’s user in a soft, flattering glow while maintaining the other passenger and the driver in the dark. Not even Maybach has ventured this far into astronomically unnecessary luxury.
It tends to make some sense, of course. Limo drivers always push the front passenger seat all the way forward and makers of luxury vehicles often install redundant controls that allow the driver or the correct rear-seat passenger to do the very same. And how uncouth is it to place your feet on the back of an additional seat when there could be none at all? We don’t know if a production version would make it out of China, but we’d expect that country’s wealthy—who continue to get wealthier—will have to pay a fairly penny to be pampered like this. All we ask is for a ride, OK, Volvo?
Save for a single-cab pickup with a straight-up bench seat, a accurate 3-seat vehicle is uncommon. There are generally the McLaren F1, Ferrari 365P, and, now, this Volvo XC90 notion.
However given that Volvo is owned by Chinese automaker Geely and the Shanghai auto show is positively dripping with money, you can count on this ultra-lavish SUV to reach production, deleted front passenger seat and all. Constructing on the XC90 Excellence—which already delivers Range Rover SVAutobiography–esque luxury with a deleted third row, central fridge, and crystal glasses—Volvo took factors further with the “Lounge Console.”
It offers unobstructed leg space to the appropriate rear passenger, certain, but the Lounge Console is packed with trick mechanisms and secret compartments, and brings automotive transport as close to 1st-class air travel as a lot as anything we’ve seen. The rear-facing portion of the leg rest opens up to reveal a shoe cubby, even though a lockable bin close to the footwell secures wristwatches, fat stacks of American dollars, or other valuables. Then there’s the motorized tray table that springs up and splits in half to reveal a jewelry case and the largest vanity mirror most likely ever installed in a vehicle.
Close the case, flip the table up 90 degrees, and a 17-inch LCD screen comes to life. There’s also zoned cabin lighting that will illuminate the Lounge Console’s user in a soft, flattering glow while maintaining the other passenger and the driver in the dark. Not even Maybach has ventured this far into astronomically unnecessary luxury.
It makes some sense, of course. Limo drivers constantly push the front passenger seat all the way forward and makers of luxury vehicles often install redundant controls that allow the driver or the appropriate rear-seat passenger to do the identical. And how uncouth is it to place your feet on the back of an additional seat when there could be none at all? We don’t know if a production version would make it out of China, but we’d count on that country’s wealthy—who continue to get wealthier—will have to pay a quite penny to be pampered like this. All we ask is for a ride, OK, Volvo?
To test the Ferrari LaFerrari, we traveled to Italy to the storied marque’s individual track, Fiorano. Ferrari’s offer you was this: We could either test there—or not at all. We chose to test.
The Fiorano circuit is almost 2 miles lengthy, a thirteen-turn rollercoaster built on what was once Italian farmland. Our usual testing venues, exactly where we collect our zero-to-60-mph times, quarter-mile acceleration, braking figures, and grip numbers are nothing at all like racetracks. Putting a vehicle by means of our battery of tests calls for a long, flat straight, usually one particular a lot more than a mile in length, as well as a 300-foot skidpad to assess lateral acceleration.
But even when we test at our places, Ferrari does not just let us jump into its automobiles and test them. An engineer watches the proceedings and offers an often-beneficial briefing on the subsystems of the car, and mechanics are there to swap out tires if necessary. When asked why all the bother, Ferrari says it desires the test to go smoothly and being there guarantees that any troubles that arise can be hammered out that day. Every single modern day Ferrari we’ve tested with the factory’s knowledge also had the automaker’s personal test equipment inside the auto to record what we’re performing and, as they tell us, as a backup must our own test gear fail. We uncover this “generosity” completely unnecessary, even so, and, aside from a current McLaren 650S test, no other manufacturer proctors our regular battery of tests, and we test a lot more than 200 vehicles per year.
The Final results: Apply an Asterisk as You Deem Match
to 60 mph: 2.5 sec to 25 mph: 4.8 sec to 150 mph: 9.8 sec Standing ¼-mile: 9.8 sec @ 150 mph
Full disclosure: The Fiorano track introduces key limitations to our usual testing procedures. The straight has a slight kink in it as you pass below a bridge, and there’s not considerably space to accelerate beyond the quarter-mile. C/D procedure calls for running in 2 directions to offset any prospective elevation modifications and the effects of wind. Fiorano’s straight is ever so slightly downhill, but at least there was small to no wind on our test day. Ordinarily, we’d either reject the testing venue or we’d run in both directions and average the final results. Running the straight in 2 directions is not possible, according to Ferrari, and reversing the FIA-authorized racetrack would apparently poke the bureaucratic monster that rules more than Italy. Or we may possibly hit the bridge. Either way, that wasn’t happening. So we had been unable to average our best runs in every path and have to use the very best in 1 direction right here. The outcomes, we must note, are uncorrected for ambient circumstances, which means they’re representative of what the LaFerrari did on this particular day. It’s the identical policy we applied to our 2003 test of the Enzo, and, in any event, the weather correction wouldn’t have affected the LaFerrari numbers much at all.
That’s it with the caveats—apply an asterisk as you deem fit—but at Fiorano the LaFerrari developed the quickest acceleration to 150 mph of any production car we’ve ever tested. To 150 mph, the LaFerrari is a complete 1.5 seconds quicker than the early Bugatti Veyron 16.4 we tested in 2008. Put up against the Porsche 918 Spyder, the LaFerrari traverses the quarter-mile in the same 9.8 seconds, but the Ferrari is going 150 mph at the traps versus the 918’s 145.
Producing the efficiency even more remarkable is that the LaFerrari is rear-wheel drive. Ferrari’s launch manage is straightforward to actuate and rips off consistent runs, but the 918’s 4-wheel drive gives it an initial advantage. So the LaFerrari’s 2.5-second -to-60 romp can’t match the Porsche’s 2.2-second time to 60 mph. Initial traction gets the 918 to 60 in 114 feet the LaFerrari needs 119. Still, the LaFerrari is pushing on your chest with a full g of force via 70 mph and it doesn’t taper off significantly after that. In the rolling 5-to-60-mph test, which removes the aggressive launch, the LaFerrari posted a 3.-second time.
Beyond 60 mph, the 3489-pound LaFerrari’s superior power-to-weight ratio allows it to start to pull away from the 3724-pound 918. The Ferrari’s combined 950 horsepower yields a 3.7-pound-per-horsepower ratio every single of the 918’s horses moves 4.2 pounds. In the Ferrari, the century mark passes in a what-the-hell-was-that 4.8 seconds—one-tenth quicker than the 918. And there’s the aforementioned benefit to 150. At a single of our standard testing venues, we could have pushed nicely previous 150 mph, but at Fiorano we had to be tough on the brakes a blink after the speedometer indicated that speed.
At least the LaFerrari’s braking numbers don’t need any hemming or hawing. There’s enough of a flat and even surface prior to Turn Twelve to perform our 70-to–mph test. Stops from 70 took only 136 feet, and the LaFerrari hooks to the ground as if it stubbed its toe. Regenerative braking can erase up to .4 g of braking force, but the massive carbon-ceramic rotors are the main retardants. Stops are repeatable and incredibly steady due to the dynamic aero that flips up the air brakes below serious deceleration. Pirelli P Zero Corsa tires developed for the LaFerrari are the only rubber obtainable. When asked if Pirelli’s stickier Trofeo R rubber was regarded as, an engineer quipped, “Our owners may have to drive home in the rain.” A clear criticism of the slick tires that Basic Motors puts on the Camaro Z/28, and not the first time Ferrari personnel commented to us on the Z/28’s rubber. We’ve driven the Z/28 in the rain, although, and it’s not impossible. Which leaves us dreaming of a LaFerrari on Trofeo Rs.
To test the Ferrari LaFerrari, we traveled to Italy to the storied marque’s personal track, Fiorano. Ferrari’s offer you was this: We could either test there—or not at all. We chose to test.
The Fiorano circuit is almost 2 miles long, a thirteen-turn rollercoaster built on what was when Italian farmland. Our usual testing venues, exactly where we gather our zero-to-60-mph instances, quarter-mile acceleration, braking figures, and grip numbers are absolutely nothing like racetracks. Placing a automobile via our battery of tests calls for a extended, flat straight, typically a single much more than a mile in length, as effectively as a 300-foot skidpad to assess lateral acceleration.
But even when we test at our areas, Ferrari doesn’t just let us jump into its automobiles and test them. An engineer watches the proceedings and supplies an often-valuable briefing on the subsystems of the auto, and mechanics are there to swap out tires if needed. When asked why all the bother, Ferrari says it wants the test to go smoothly and being there guarantees that any difficulties that arise can be hammered out that day. Each contemporary Ferrari we’ve tested with the factory’s information also had the automaker’s personal test gear inside the auto to record what we’re doing and, as they inform us, as a backup ought to our own test gear fail. We find this “generosity” entirely unnecessary, however, and, aside from a recent McLaren 650S test, no other manufacturer proctors our standard battery of tests, and we test a lot more than 200 vehicles per year.
The Final results: Apply an Asterisk as You Deem Fit
to 60 mph: 2.5 sec to 100 mph: 4.8 sec to 150 mph: 9.8 sec Standing ¼-mile: 9.8 sec @ 150 mph
Complete disclosure: The Fiorano track introduces main limitations to our usual testing procedures. The straight has a slight kink in it as you pass beneath a bridge, and there’s not a lot space to accelerate beyond the quarter-mile. C/D process calls for operating in 2 directions to offset any prospective elevation modifications and the effects of wind. Fiorano’s straight is ever so slightly downhill, but at least there was tiny to no wind on our test day. Ordinarily, we’d either reject the testing venue or we’d run in each directions and typical the results. Operating the straight in 2 directions is impossible, according to Ferrari, and reversing the FIA-approved racetrack would apparently poke the bureaucratic monster that rules more than Italy. Or we might hit the bridge. Either way, that wasn’t taking place. So we had been unable to average our greatest runs in every path and have to use the ideal in 1 direction right here. The results, we have to note, are uncorrected for ambient conditions, which means they’re representative of what the LaFerrari did on this specific day. It’s the very same policy we applied to our 2003 test of the Enzo, and, in any occasion, the climate correction wouldn’t have affected the LaFerrari numbers a lot at all.
That’s it with the caveats—apply an asterisk as you deem fit—but at Fiorano the LaFerrari developed the quickest acceleration to 150 mph of any production car we’ve ever tested. To 150 mph, the LaFerrari is a full 1.5 seconds quicker than the early Bugatti Veyron 16.4 we tested in 2008. Place up against the Porsche 918 Spyder, the LaFerrari traverses the quarter-mile in the exact same 9.8 seconds, but the Ferrari is going 150 mph at the traps versus the 918’s 145.
Producing the functionality even more exceptional is that the LaFerrari is rear-wheel drive. Ferrari’s launch handle is straightforward to actuate and rips off constant runs, but the 918’s 4-wheel drive gives it an initial advantage. So the LaFerrari’s 2.5-second -to-60 romp cannot match the Porsche’s 2.2-second time to 60 mph. Initial traction gets the 918 to 60 in 114 feet the LaFerrari wants 119. Nevertheless, the LaFerrari is pushing on your chest with a full g of force by means of 70 mph and it does not taper off significantly soon after that. In the rolling 5-to-60-mph test, which removes the aggressive launch, the LaFerrari posted a 3.-second time.
Beyond 60 mph, the 3489-pound LaFerrari’s superior energy-to-weight ratio permits it to commence to pull away from the 3724-pound 918. The Ferrari’s combined 950 horsepower yields a 3.7-pound-per-horsepower ratio each and every of the 918’s horses moves 4.2 pounds. In the Ferrari, the century mark passes in a what-the-hell-was-that 4.8 seconds—one-tenth quicker than the 918. And there’s the aforementioned advantage to 150. At one particular of our regular testing venues, we could have pushed nicely previous 150 mph, but at Fiorano we had to be hard on the brakes a blink after the speedometer indicated that speed.
At least the LaFerrari’s braking numbers don’t call for any hemming or hawing. There’s enough of a flat and even surface ahead of Turn Twelve to carry out our 70-to–mph test. Stops from 70 took only 136 feet, and the LaFerrari hooks to the ground as if it stubbed its toe. Regenerative braking can erase up to .4 g of braking force, but the large carbon-ceramic rotors are the principal retardants. Stops are repeatable and incredibly stable due to the dynamic aero that flips up the air brakes under severe deceleration. Pirelli P Zero Corsa tires created for the LaFerrari are the only rubber available. When asked if Pirelli’s stickier Trofeo R rubber was considered, an engineer quipped, “Our owners may have to drive house in the rain.” A clear criticism of the slick tires that Basic Motors puts on the Camaro Z/28, and not the first time Ferrari personnel commented to us on the Z/28’s rubber. We’ve driven the Z/28 in the rain, although, and it’s not impossible. Which leaves us dreaming of a LaFerrari on Trofeo Rs.
To test the Ferrari LaFerrari, we traveled to Italy to the storied marque’s private track, Fiorano. Ferrari’s offer was this: We could either test there—or not at all. We chose to test.
The Fiorano circuit is almost 2 miles extended, a thirteen-turn rollercoaster built on what was once Italian farmland. Our usual testing venues, exactly where we gather our zero-to-60-mph occasions, quarter-mile acceleration, braking figures, and grip numbers are practically nothing like racetracks. Putting a auto via our battery of tests calls for a lengthy, flat straight, normally one particular more than a mile in length, as properly as a 300-foot skidpad to assess lateral acceleration.
But even when we test at our locations, Ferrari doesn’t just let us jump into its cars and test them. An engineer watches the proceedings and provides an typically-useful briefing on the subsystems of the automobile, and mechanics are there to swap out tires if needed. When asked why all the bother, Ferrari says it desires the test to go smoothly and becoming there guarantees that any problems that arise can be hammered out that day. Each and every modern Ferrari we’ve tested with the factory’s expertise also had the automaker’s personal test gear inside the automobile to record what we’re performing and, as they inform us, as a backup should our own test equipment fail. We find this “generosity” totally unnecessary, however, and, aside from a current McLaren 650S test, no other manufacturer proctors our regular battery of tests, and we test much more than 200 cars per year.
The Outcomes: Apply an Asterisk as You Deem Fit
to 60 mph: 2.5 sec to 25 mph: 4.8 sec to 150 mph: 9.8 sec Standing ¼-mile: 9.8 sec @ 150 mph
Full disclosure: The Fiorano track introduces key limitations to our usual testing procedures. The straight has a slight kink in it as you pass below a bridge, and there’s not much space to accelerate beyond the quarter-mile. C/D procedure calls for running in 2 directions to offset any potential elevation adjustments and the effects of wind. Fiorano’s straight is ever so slightly downhill, but at least there was tiny to no wind on our test day. Ordinarily, we’d either reject the testing venue or we’d run in each directions and typical the benefits. Operating the straight in 2 directions is impossible, according to Ferrari, and reversing the FIA-authorized racetrack would apparently poke the bureaucratic monster that guidelines over Italy. Or we might hit the bridge. Either way, that wasn’t happening. So we had been unable to typical our very best runs in every path and have to use the greatest in one path here. The outcomes, we have to note, are uncorrected for ambient conditions, meaning they’re representative of what the LaFerrari did on this particular day. It’s the very same policy we applied to our 2003 test of the Enzo, and, in any occasion, the weather correction wouldn’t have impacted the LaFerrari numbers much at all.
That’s it with the caveats—apply an asterisk as you deem fit—but at Fiorano the LaFerrari developed the quickest acceleration to 150 mph of any production automobile we’ve ever tested. To 150 mph, the LaFerrari is a full 1.5 seconds quicker than the early Bugatti Veyron 16.4 we tested in 2008. Place up against the Porsche 918 Spyder, the LaFerrari traverses the quarter-mile in the identical 9.8 seconds, but the Ferrari is going 150 mph at the traps versus the 918’s 145.
Generating the overall performance even far more outstanding is that the LaFerrari is rear-wheel drive. Ferrari’s launch handle is easy to actuate and rips off constant runs, but the 918’s 4-wheel drive offers it an initial benefit. So the LaFerrari’s 2.5-second -to-60 romp can’t match the Porsche’s 2.2-second time to 60 mph. Initial traction gets the 918 to 60 in 114 feet the LaFerrari requirements 119. Still, the LaFerrari is pushing on your chest with a complete g of force through 70 mph and it doesn’t taper off much right after that. In the rolling 5-to-60-mph test, which removes the aggressive launch, the LaFerrari posted a 3.-second time.
Beyond 60 mph, the 3489-pound LaFerrari’s superior power-to-weight ratio allows it to start to pull away from the 3724-pound 918. The Ferrari’s combined 950 horsepower yields a 3.7-pound-per-horsepower ratio every single of the 918’s horses moves 4.2 pounds. In the Ferrari, the century mark passes in a what-the-hell-was-that 4.8 seconds—one-tenth quicker than the 918. And there’s the aforementioned benefit to 150. At one particular of our typical testing venues, we could have pushed properly previous 150 mph, but at Fiorano we had to be tough on the brakes a blink right after the speedometer indicated that speed.
At least the LaFerrari’s braking numbers don’t demand any hemming or hawing. There’s sufficient of a flat and even surface prior to Turn Twelve to execute our 70-to–mph test. Stops from 70 took only 136 feet, and the LaFerrari hooks to the ground as if it stubbed its toe. Regenerative braking can erase up to .4 g of braking force, but the big carbon-ceramic rotors are the principal retardants. Stops are repeatable and extremely stable due to the dynamic aero that flips up the air brakes below serious deceleration. Pirelli P Zero Corsa tires created for the LaFerrari are the only rubber obtainable. When asked if Pirelli’s stickier Trofeo R rubber was regarded as, an engineer quipped, “Our owners may have to drive residence in the rain.” A clear criticism of the slick tires that Basic Motors puts on the Camaro Z/28, and not the initial time Ferrari personnel commented to us on the Z/28’s rubber. We’ve driven the Z/28 in the rain, although, and it’s not impossible. Which leaves us dreaming of a LaFerrari on Trofeo Rs.
All-road, all-weather capability and rugged design
Sporty driving style with ‘go-anywhere’; capability
Extends Volvo’;s acclaimed Cross Country product line-up
Volvo Cars unveiled its much-anticipated Cross Country version of the beautiful Volvo V60 sportswagon at the 2014 LA Motor Show this month.
“We are delighted to add the third true Cross Country model to our product portfolio. The successful combination of dynamic styling and rugged capability places the Volvo V60 Cross Country in a class of its own,” said Lex Kerssemakers, Senior Vice President Product Strategy and Vehicle Line Management at Volvo Cars.
Heritage
Volvo’;s Cross Country brand has a long and distinguished heritage. Volvo Cars was the first premium brand to offer increased all-road capability and styling on its wagons as far back as 1997 when it introduced the Volvo V70 Cross Country, creating a whole new type of car experience that has since captured the imagination of the motoring public.
Continuing this proud heritage, and reflecting Volvo’;s Scandinavian elegance, love of nature and adventure, the new Volvo V60 Cross Country brings together the best of both worlds – a sporty, connected yet comfortable driving experience with the freedom to explore new horizons.
Sporty capability
“With ground clearance increased by 65mm compared to the standard Volvo V60, the Cross Country’;s sturdy construction offers unparalleled control on and off the beaten track, coupled with a sporty drive thanks to torque vectoring technology and corner traction control. The Volvo V60 Cross Country really is the ideal getaway car – enabling an adventurous lifestyle in pure rugged form,” said Lex Kerssemakers.
Available with new Cross Country 18″ and 19″ wheels, the Volvo V60 Cross Country comes with high profile tyres, adding comfort and off-road aesthetics, reducing road noise and providing added wheel protection whether climbing those pesky kerbs or negotiating rocky roads.
Rugged individualist design
Central to Volvo’;s Cross Country concept is the expression of go-anywhere capability and rugged design. It caters to those who have an active lifestyle, favour dirt roads over paved, and want a car that handles either with ease. This is manifested in the Volvo V60 Cross Country through explicit design cues that heighten the adventurous nature of the car. With increased ground clearance, skid plates front and rear, side scuff plates and fender extenders, the Volvo V60 Cross Country conveys an imposing, muscular presence that underlies its capable nature, while integrated tailpipes reflect its sporty dark side. To complement the capable exterior styling, sports seats in black leather with distinctive brown stitching, as well as 2 new 2-tone leather upholsteries, will be offered.
Powertrains
The US and Canada will get the first Volvo V60 Cross Countrys, and they will launch with Volvo’;s iconic 5 cylinder 242kW T6 petrol engine with All-Wheel Drive coupled with an automatic transmission.
South Africa
The new Volvo V60 Cross Country is expected to arrive in the second half of 2015 and will be available in 2 AWD derivatives:
Volvo V60 Cross Country D4 AWD (130 kW) Automatic
Volvo V60 Cross Country T5 AWD (187 kW) Automatic
Detailed specification and pricing will be available closer to the local launch.
All-road, all-weather capability and rugged design
Sporty driving style with ‘go-anywhere’; capability
Extends Volvo’;s acclaimed Cross Country product line-up
Volvo Cars unveiled its much-anticipated Cross Country version of the beautiful Volvo V60 sportswagon at the 2014 LA Motor Show this month.
“We are delighted to add the third true Cross Country model to our product portfolio. The successful combination of dynamic styling and rugged capability places the Volvo V60 Cross Country in a class of its own,” said Lex Kerssemakers, Senior Vice President Product Strategy and Vehicle Line Management at Volvo Cars.
Heritage
Volvo’;s Cross Country brand has a long and distinguished heritage. Volvo Cars was the first premium brand to offer increased all-road capability and styling on its wagons as far back as 1997 when it introduced the Volvo V70 Cross Country, creating a whole new type of car experience that has since captured the imagination of the motoring public.
Continuing this proud heritage, and reflecting Volvo’;s Scandinavian elegance, love of nature and adventure, the new Volvo V60 Cross Country brings together the best of both worlds – a sporty, connected yet comfortable driving experience with the freedom to explore new horizons.
Sporty capability
“With ground clearance increased by 65mm compared to the standard Volvo V60, the Cross Country’;s sturdy construction offers unparalleled control on and off the beaten track, coupled with a sporty drive thanks to torque vectoring technology and corner traction control. The Volvo V60 Cross Country really is the ideal getaway car – enabling an adventurous lifestyle in pure rugged form,” said Lex Kerssemakers.
Available with new Cross Country 18″ and 19″ wheels, the Volvo V60 Cross Country comes with high profile tyres, adding comfort and off-road aesthetics, reducing road noise and providing added wheel protection whether climbing those pesky kerbs or negotiating rocky roads.
Rugged individualist design
Central to Volvo’;s Cross Country concept is the expression of go-anywhere capability and rugged design. It caters to those who have an active lifestyle, favour dirt roads over paved, and want a car that handles either with ease. This is manifested in the Volvo V60 Cross Country through explicit design cues that heighten the adventurous nature of the car. With increased ground clearance, skid plates front and rear, side scuff plates and fender extenders, the Volvo V60 Cross Country conveys an imposing, muscular presence that underlies its capable nature, while integrated tailpipes reflect its sporty dark side. To complement the capable exterior styling, sports seats in black leather with distinctive brown stitching, as well as 2 new 2-tone leather upholsteries, will be offered.
Powertrains
The US and Canada will get the first Volvo V60 Cross Countrys, and they will launch with Volvo’;s iconic 5 cylinder 242kW T6 petrol engine with All-Wheel Drive coupled with an automatic transmission.
South Africa
The new Volvo V60 Cross Country is expected to arrive in the second half of 2015 and will be available in 2 AWD derivatives:
Volvo V60 Cross Country D4 AWD (130 kW) Automatic
Volvo V60 Cross Country T5 AWD (187 kW) Automatic
Detailed specification and pricing will be available closer to the local launch.
All-road, all-weather capability and rugged design
Sporty driving style with ‘go-anywhere’; capability
Extends Volvo’;s acclaimed Cross Country product line-up
Volvo Cars unveiled its much-anticipated Cross Country version of the beautiful Volvo V60 sportswagon at the 2014 LA Motor Show this month.
“We are delighted to add the third true Cross Country model to our product portfolio. The successful combination of dynamic styling and rugged capability places the Volvo V60 Cross Country in a class of its own,” said Lex Kerssemakers, Senior Vice President Product Strategy and Vehicle Line Management at Volvo Cars.
Heritage
Volvo’;s Cross Country brand has a long and distinguished heritage. Volvo Cars was the first premium brand to offer increased all-road capability and styling on its wagons as far back as 1997 when it introduced the Volvo V70 Cross Country, creating a whole new type of car experience that has since captured the imagination of the motoring public.
Continuing this proud heritage, and reflecting Volvo’;s Scandinavian elegance, love of nature and adventure, the new Volvo V60 Cross Country brings together the best of both worlds – a sporty, connected yet comfortable driving experience with the freedom to explore new horizons.
Sporty capability
“With ground clearance increased by 65mm compared to the standard Volvo V60, the Cross Country’;s sturdy construction offers unparalleled control on and off the beaten track, coupled with a sporty drive thanks to torque vectoring technology and corner traction control. The Volvo V60 Cross Country really is the ideal getaway car – enabling an adventurous lifestyle in pure rugged form,” said Lex Kerssemakers.
Available with new Cross Country 18″ and 19″ wheels, the Volvo V60 Cross Country comes with high profile tyres, adding comfort and off-road aesthetics, reducing road noise and providing added wheel protection whether climbing those pesky kerbs or negotiating rocky roads.
Rugged individualist design
Central to Volvo’;s Cross Country concept is the expression of go-anywhere capability and rugged design. It caters to those who have an active lifestyle, favour dirt roads over paved, and want a car that handles either with ease. This is manifested in the Volvo V60 Cross Country through explicit design cues that heighten the adventurous nature of the car. With increased ground clearance, skid plates front and rear, side scuff plates and fender extenders, the Volvo V60 Cross Country conveys an imposing, muscular presence that underlies its capable nature, while integrated tailpipes reflect its sporty dark side. To complement the capable exterior styling, sports seats in black leather with distinctive brown stitching, as well as 2 new 2-tone leather upholsteries, will be offered.
Powertrains
The US and Canada will get the first Volvo V60 Cross Countrys, and they will launch with Volvo’;s iconic 5 cylinder 242kW T6 petrol engine with All-Wheel Drive coupled with an automatic transmission.
South Africa
The new Volvo V60 Cross Country is expected to arrive in the second half of 2015 and will be available in 2 AWD derivatives:
Volvo V60 Cross Country D4 AWD (130 kW) Automatic
Volvo V60 Cross Country T5 AWD (187 kW) Automatic
Detailed specification and pricing will be available closer to the local launch.
All-road, all-weather capability and rugged design
Sporty driving style with ‘go-anywhere’; capability
Extends Volvo’;s acclaimed Cross Country product line-up
Volvo Cars unveiled its much-anticipated Cross Country version of the beautiful Volvo V60 sportswagon at the 2014 LA Motor Show this month.
“We are delighted to add the third true Cross Country model to our product portfolio. The successful combination of dynamic styling and rugged capability places the Volvo V60 Cross Country in a class of its own,” said Lex Kerssemakers, Senior Vice President Product Strategy and Vehicle Line Management at Volvo Cars.
Heritage
Volvo’;s Cross Country brand has a long and distinguished heritage. Volvo Cars was the first premium brand to offer increased all-road capability and styling on its wagons as far back as 1997 when it introduced the Volvo V70 Cross Country, creating a whole new type of car experience that has since captured the imagination of the motoring public.
Continuing this proud heritage, and reflecting Volvo’;s Scandinavian elegance, love of nature and adventure, the new Volvo V60 Cross Country brings together the best of both worlds – a sporty, connected yet comfortable driving experience with the freedom to explore new horizons.
Sporty capability
“With ground clearance increased by 65mm compared to the standard Volvo V60, the Cross Country’;s sturdy construction offers unparalleled control on and off the beaten track, coupled with a sporty drive thanks to torque vectoring technology and corner traction control. The Volvo V60 Cross Country really is the ideal getaway car – enabling an adventurous lifestyle in pure rugged form,” said Lex Kerssemakers.
Available with new Cross Country 18″ and 19″ wheels, the Volvo V60 Cross Country comes with high profile tyres, adding comfort and off-road aesthetics, reducing road noise and providing added wheel protection whether climbing those pesky kerbs or negotiating rocky roads.
Rugged individualist design
Central to Volvo’;s Cross Country concept is the expression of go-anywhere capability and rugged design. It caters to those who have an active lifestyle, favour dirt roads over paved, and want a car that handles either with ease. This is manifested in the Volvo V60 Cross Country through explicit design cues that heighten the adventurous nature of the car. With increased ground clearance, skid plates front and rear, side scuff plates and fender extenders, the Volvo V60 Cross Country conveys an imposing, muscular presence that underlies its capable nature, while integrated tailpipes reflect its sporty dark side. To complement the capable exterior styling, sports seats in black leather with distinctive brown stitching, as well as 2 new 2-tone leather upholsteries, will be offered.
Powertrains
The US and Canada will get the first Volvo V60 Cross Countrys, and they will launch with Volvo’;s iconic 5 cylinder 242kW T6 petrol engine with All-Wheel Drive coupled with an automatic transmission.
South Africa
The new Volvo V60 Cross Country is expected to arrive in the second half of 2015 and will be available in 2 AWD derivatives:
Volvo V60 Cross Country D4 AWD (130 kW) Automatic
Volvo V60 Cross Country T5 AWD (187 kW) Automatic
Detailed specification and pricing will be available closer to the local launch.
All-road, all-weather capability and rugged design
Sporty driving style with ‘go-anywhere’; capability
Extends Volvo’;s acclaimed Cross Country product line-up
Volvo Cars unveiled its much-anticipated Cross Country version of the beautiful Volvo V60 sportswagon at the 2014 LA Motor Show this month.
“We are delighted to add the third true Cross Country model to our product portfolio. The successful combination of dynamic styling and rugged capability places the Volvo V60 Cross Country in a class of its own,” said Lex Kerssemakers, Senior Vice President Product Strategy and Vehicle Line Management at Volvo Cars.
Heritage
Volvo’;s Cross Country brand has a long and distinguished heritage. Volvo Cars was the first premium brand to offer increased all-road capability and styling on its wagons as far back as 1997 when it introduced the Volvo V70 Cross Country, creating a whole new type of car experience that has since captured the imagination of the motoring public.
Continuing this proud heritage, and reflecting Volvo’;s Scandinavian elegance, love of nature and adventure, the new Volvo V60 Cross Country brings together the best of both worlds – a sporty, connected yet comfortable driving experience with the freedom to explore new horizons.
Sporty capability
“With ground clearance increased by 65mm compared to the standard Volvo V60, the Cross Country’;s sturdy construction offers unparalleled control on and off the beaten track, coupled with a sporty drive thanks to torque vectoring technology and corner traction control. The Volvo V60 Cross Country really is the ideal getaway car – enabling an adventurous lifestyle in pure rugged form,” said Lex Kerssemakers.
Available with new Cross Country 18″ and 19″ wheels, the Volvo V60 Cross Country comes with high profile tyres, adding comfort and off-road aesthetics, reducing road noise and providing added wheel protection whether climbing those pesky kerbs or negotiating rocky roads.
Rugged individualist design
Central to Volvo’;s Cross Country concept is the expression of go-anywhere capability and rugged design. It caters to those who have an active lifestyle, favour dirt roads over paved, and want a car that handles either with ease. This is manifested in the Volvo V60 Cross Country through explicit design cues that heighten the adventurous nature of the car. With increased ground clearance, skid plates front and rear, side scuff plates and fender extenders, the Volvo V60 Cross Country conveys an imposing, muscular presence that underlies its capable nature, while integrated tailpipes reflect its sporty dark side. To complement the capable exterior styling, sports seats in black leather with distinctive brown stitching, as well as 2 new 2-tone leather upholsteries, will be offered.
Powertrains
The US and Canada will get the first Volvo V60 Cross Countrys, and they will launch with Volvo’;s iconic 5 cylinder 242kW T6 petrol engine with All-Wheel Drive coupled with an automatic transmission.
South Africa
The new Volvo V60 Cross Country is expected to arrive in the second half of 2015 and will be available in 2 AWD derivatives:
Volvo V60 Cross Country D4 AWD (130 kW) Automatic
Volvo V60 Cross Country T5 AWD (187 kW) Automatic
Detailed specification and pricing will be available closer to the local launch.
Scion’s annual Tuner Challenge, in which 3 tuners are provided a Scion, $ 15,000, and 90 days to customize the automobile for the SEMA show, has become anything we appear forward to each year. For 2014, Scion has changed things up: instead of handing the automobiles over to tuners, the automaker issued its challenge to 3 media outlets: Super Street, Speedhunters, and the GT Channel. Just days just before the automobiles (which are intended to take inspiration from the FR-S Release Series 1.) make their official debut in Vegas, Scion has just provided some information and a slick YouTube video of how every team’s ride is coming along.
GT Channel Scion Tuner Challenge FR-S
The GT Channel chose to keep the body of its vinyl-wrapped FR-S largely stock (i.e.: it didn’t fatten it) but it did add a sweet reduced physique kit, a modest (by SEMA standards) rear wing, and TRD HID headlights. The group also swapped in new taillights, side mirrors, and matte-blue 18-inch wheels. The hood, trunk cover, and rear diffuser are all carbon-fiber pieces. An HKS supercharger kit, a Ganador exhaust technique, and a slammed suspension add some go to the Scion’s show, while the interior has been dressed with a TRD steering wheel and shift knob, Recaro seats, harnesses, and of course an upgraded sound program.
Speedhunters Scion Tuner Challenge FR-S
Speedhunters’ entry is old-school in the ideal way possible. Think of vintage TRD, TRA Kyoto, Trans-Am, pro touring, and muscle vehicles, and it’s difficult not to draw a hyperlink. The team’s FR-S employs a Cosworth supercharger kit and a 3-inch single exit exhaust, among numerous other engine upgrades, and a suspension that drops the wide-physique Scion down on its custom Rotiform 17-inch wheels. The physique gets a new front splitter, fender flares, and hood louvers. The mirrors and door handles have been shorn off, and even the door glass was removed. The interior gets a 4-point roll cage, low-back bucket seats, leather upholstery, and a rapid-release steering wheel hub.
Super Street Scion Tuner Challenge FR-S
The group from Super Street chose to stay close to the general appear and color scheme of the FR-S Release Series 1. with its construct auto, only they cranked up the volume in pretty much every single way. The body wears painted carbon-fiber side sill and splitter extensions, hood and trunk, and massive fender flares, all slammed down on prime of ultra-wide 18-inch BBS wheels. The interior gets Recaros, a 6-point roll cage, a quick-release steering wheel hub, custom upholstery, and huge audio upgrades. Beneath the hood, the FR-S’ boxer 4 engine gets person throttle bodies and breathes through a Borla header and cat-back exhaust with quad tips.
