2021 Volvo XC40 R-Design PHEV: Private Fleet Car Review

This Car Review Is About: Volvo’s SUV entry into the hybrid world and specifically the Plug-in Hybrid Electric Vehicle world. The R-Spec sits at the top of the mid-range for the XC40 and looks an ideal way to get the Swedish brand into the market for hybrid SUVs.

How Much Does It Cost?: Volvo provided, as always, an extensive information sheet. The manufacturer’s list price is $64,990. As tested, the vehicle supplied was $69,760. Metallic paint is a premium price here and double the asking cost of nearly everyone else in the segment at $1,150. A powered folding rear seat headrest and cargo protection net is $230. A Climate Pack which consists of heated wipers, heated front seats, and heated tiller is $700. A big tech item is the 360 degree camera is $990, with tinted rear windows at $700. For the heated rear seat that’s $350 with Park Assist Pilot at $650.What’s Under The Bonnet?: A combination of a three cylinder 1.5L petrol motor and battery powered engine. The petrol motor is 1.5L in capacity, and generates 132kW of peak power and 265Nm of peak torque. This is backed up by the 60kW and 160Nm from the electric motor. Consumption is quoted as 2.2L/100km for the combined cycle and that is eminently achievable. We saw nothing worse than 4.6L/100km, meaning a theoretical range of around 1,000km. It also reduces emissions, with 50g/km the quoted figure. Tank size is 48.0L. 0-100kph time is quoted as 7.3 seconds and a top speed of 205kph.On the Outside It’s: Unchanged from the “normal XC40” bar the addition of a port fitted for the battery pack on the left forward flank. To see our original review, click here for more.

On The Inside It’s: Also largely the same. The virtual dash has the addition of Hybrid in the right hand dial, and the main touchscreen, which swipes left or right for submenus, now has the addition of a “Charge” tab, to engage the engine whilst driving to add charge to the battery pack. A zipper bag is included that houses the charge cable. A simple clip ensures the bag stays in place whilst driving. The airvents have a whiff of 1950s elegance and an alloy trim plate brings class to the dash ahead of the passenger. The cargo area is of a very good size but has a flat floor, losing the more effective folding floor that opened to storage pockets underneath.On The Road It’s: An interesting drive. In our experience, hybrids start off quietly, get to around 20kph, and then, regardless if a EV Mode is selected, overrides that and kicks in the petrol engine. Here it’s the opposite, with silent electric driving UNLESS the accelerator is mashed to the floor. The three cylinder engine is isolated to the point of invisibility aurally, and is so well integrated in the drivetrain that any physical sensation is virtually free of being felt.Range on battery alone is estimated at 40 kilometres, and the dash display shows this along with the consumption. There is a regenerative change that collects kinetic energy and feeds it back to the battery. And when engaging the petrol engine to recharge that battery it’s that same seamless switch from a silky smooth electric run to a barely perceptible thrum from the three cylinder. However, it’s a two mode system and cannot be adjusted. There are drive modes, one of which is Pure. This locks the drive into only battery powered motion and when the battery runs dry, automatically switches to petrol power. Power mode hitches both electric and petrol to the drivetrain, and emulates the heavy right foot drive style needed when that just right break in the traffic comes along.It’s an ideal cruiser too, with the combined torque propelling the 1,760kg XC40 along the freeways and highways effortlessly. It’s a serene experience, with only hints of tyre and noise getting through to the cabin. That’s an impressive feat considering the 245/45/20 Pirelli P-Zero rubber. With such a sizeable footprint, more noise would be reasonably expected. They also provide, not unexpectedly, more than ample grip, with cornering a confidence-building event and with virtually zero body roll from the MacPherson strut/multi-link rear. The ride is perfect, with compliance and a sporty tautness exactly where they should be. The same applies to the steering; it’s light but not overly so. There is weight when needed but nor is it excessive or applied at the wrong time.

Braking is the area that needs work; that beautifully tactile feel has changed to a grabby and non-intuitive bite. There’s a lack now of gentle and smooth progression, it’s now a situation where it’s semi-soft before grabbing the discs and lurching the XC40 to a halt. It’s more than a niggle especially at traffic lights and stop signs where there may be a vehicle ahead, and that lurch is enough to raise the eyebrows and push the pedal harder to avoid contact.

What About Safety?: Plenty, of course. It’s what Volvo is built on. Here’s the list: City Safety: Pedestrian, Vehicle, Large Animals and Cyclist Detection, Intersection Collision and Oncoming Mitigation with Brake Support; Steering Support; Intellisafe Assist: Driver Alert; Lane Keeping Aid; Adjustable Speed Limiter function; Oncoming Lane Mitigation; Intellisafe Surround: Blind Spot Information (BLIS) with Cross TrafficAlert (CTA), Front and Rear Collision Warning with mitigation support; and Run-off road Mitigation. Hill start assist; Hill Descent Control; Park-assist Front and Rear; Rain Sensor; Drive mode with personal powersteering settings; Emergency Brake Assist (EBA); Emergency BrakeLight (EBL); Frontal Airbags, Side Impact Protection System (SIPS)with airbags in front seats, Inflatable Curtains and Whiplash ProtectionSystem; Driver’s knee airbag; Belt Reminder all seats; ISO-FIX outerposition rear seat; Intelligent Driver Information System (IDIS) complete what is an obviously extensive list.What About Warranty And Service?: Five years and unlimited kilometres. The battery has an eight year warranty excluding expected efficiency losses. Volvo has a three year capped price service plan and for the XC40 it’s $1,595.

At The End Of the Drive. Hybrid technology for the automotive world is increasingly seen as a better option than purely electric and hydrogen. The bigger the charge from the battery the more assistance it provides to the petrol engine, and the better the range. And then the range anxiety that still worries people with a purely battery only vehicle is largely alleviated, and petrol running costs are reduced significantly.

In XC40 R-Design form, hybrid tech provides an ideal opportunity to sample it and in a car that is an award winning vehicle. There is plenty to like here, and it’s a car worthy of investigating to place in the driveway. Here is some information from Volvo.

Vehicles for Towing

Getting the right Tow Vehicle

For a number of people, towing the boat or caravan to the holiday spot for some much needed R&R is what makes life exciting for them.  And, on a more work-related note, towing is essential if you’re a builder, labourer, farmer or gardener.  So what does make a good tow vehicle?  A good tow vehicle must be structurally strong, and it must offer plenty of torque -­ the lower down the revs the better.

Before all else, always check the manufacturer’s tow capacity guidelines for any vehicle that you are interested in purchasing, particularly if towing is going to be one of the tasks on the vehicle’s to-do-list.  A vehicle’s towing capacity is determined by its manufacturer and it is based on factors such as: the engineering and structural design of the vehicle, the vehicle’s rear axle load limits, the capacity of its tyres, the effect the laden trailer will have on the vehicle’s handling and stability, and the durability of the car’s underpinnings, and overall road safety.

So, after checking the manufacturer’s guidelines, then you need to look at what power and, more particularly, what torque is on offer.  Generally, vehicles with diesel engines make better towing vehicles than equivalent petrol-powered models because they produce much higher torque in low-to-medium engine revolution.  They are also more fuel efficient when under load.  Peak torque figures under 200 Nm will struggle to keep up with modern-day motorway and open-road demands, and throw in a hill or two and you’ll quickly have a build-up of traffic following behind you.

RWD vehicles are better than FWD vehicles for towing because any weight that pushes down on the tow ball will generally lighten the front wheels at the same time, which lessens the traction available to the front wheels.  The more wheel chatter (where the front wheels lose and gain traction instantly) that the front wheels endure, the more the wear and tear will be found on the FWD componentry.

If you’re only pulling a small trailer load of rubbish to the dump, then it’s surprising what most vehicles will tow.  However, I’m focusing on those of us who require trailer loads that are going to be more than 700 kg laden.  Here are some useful towing vehicles you might like to consider:

The Mitsubishi Outlander is a seven-seater SUV that has a maximum towing capacity of 2000 kg braked.  Its 2.2-litre Turbo-Diesel engine boasts 110 kW of power and a very useful 360 Nm of torque.  The Outlander Turbo-Diesel motor offers 360 Nm from 1500 rpm to 2750 rpm, making towing a breeze.  It’s also a fuel efficient and roomy SUV even when you’re not towing.  A combined fuel consumption is a claimed 6.2 litres/100 km: quite impressive.

Hyundai’s Tucson has a maximum towing capacity of 1600 kg braked.  This mid-size SUV has a 2.0-litre turbo-diesel engine with 136 kW of power and 400 Nm of torque.  That 400 Nm is definitely a strong asset when it comes to towing.  The Tucson is also frugal without the trailer.

Another option for light towing duties would be the Suzuki Grand Vitara Sport.  With a maximum towing capacity of 1700 kg braked and 750 kg un-braked it’s a handy workhorse to have around.  Being RWD that will employ the FWD when required makes for decent traction.  A larger 2000 kg braked capacity is offered with the V6 Sport model.  The Grand Vitara uses a 2.4-litre petrol and a four-speed auto delivering a 122 kW/225 Nm combo through the dual-range transmission.  The torque comes on strongly from lower down in the revs.

A Hyundai Sante Fe with the 2.2-litre turbo diesel can tow a 2000 kg braked trailer.  On offer is a remarkably grunty 440 Nm of torque that sets off low down in the revs for easy power delivery for towing.

The Mazda CX-5 2.2-litre diesel is also capable of towing a braked trailer up to 1800 kg.  With 393 Nm of torque, this is a smooth cruiser.  Mazda’s CX-9 can tow a 2000 kg braked trailer or up to 750 kg unbraked.  Mazda’s CX-9 petrol engines perform very well and are very fuel efficient.  This is a big seven-seater wagon with a turbocharged 2.5-litre four-cylinder petrol engine boasting 170 kW at 5000 rpm and 420 Nm of torque at 2000 rpm.  This CX-9 is a great family all-rounder with plenty of space on offer.

The small Audi Q3 2.0-litre diesel SUV, which can tow a braked trailer up to 2000 kg offers a decent European towing option.  A responsive 380 Nm of torque from 1750 rpm works well, and it’s also Quattro (AWD).

SKODA’s Kodiaq SUV can tow up to 2000 kg braked. It’s also roomy and very practical.  With the option of 4WD and some very powerful diesel engines, this is a really good tow vehicle to have parked up the driveway.  It also has a 620 litre boot space with five seats up or 270 litres in seven-seat guise.

What about the Volkswagen Tiguan?  This is a stable and spacious drive, offering a 2500 kg braked towing capacity.  Having the option of AWD, the Tiguan goes some serious places and is therefore great for getting onto gravel-type roads.  A towing assistance package and plenty of space makes this a likable tow vehicle.

Something a bit different would be BMW’s 520d Touring wagon, which is RWD or AWD and is a decent towing vehicle (2000 kg braked).  Excellent handling, even when towing, makes it a joy to drive.  The 4×4 automatic transmission and strong engine makes this a really easy car to manage for drivers towing a load.  There’s heaps of room in the boot to pack in everything you need for family weekends away.

Another station wagon that happily tows a trailer or caravan is the Audi A6 Allroad.  This is an Estate with AWD, and it is also very comfortable and well-equipped.  The toque-filled TDI engine makes for a quick drive and a heap of grunt.  You also get 565 litres of boot space, which goes up to 1680 litres with the rear seats down.

On the station wagon theme, the last of the recent Falcon and Commodore Wagons are RWD and have always been great towing vehicles.  They offered RWD utes as well.  Sadly these icons won’t be with us anymore.

Some more serious towing machines:

The Mitsubishi Pajero 3.0 diesel 4X4 SUV is capable of towing a 3300 kg braked trailer.

Toyota’s Prado 3.0 diesel 4X$ SUV will tow up to a 2500 kg as a braked trailer.

The Land Rover Discovery and Range Rover vehicles are a very good towing machine.  It’s also luxurious and practical, and will happily head of into the toughest off-road terrain.  The Discovery can pull up to 3000 kg braked.  Inside there’s room for seven adults as well as an impressively-sized boot to bring along the luggage for all those people.

An LDV T60 ute is a solid, capable performer. With a 2.8-litre 110kW/360Nm turbo diesel four-cylinder, this is more than enough grunt to tow up to 2200 kg.  Boasting a remarkable fuel economy figure of 10 litres/100 km towing and offering a low buying price makes this a very tempting tow package.

Though Nissan runs both a single- and twin-turbo four-cylinder in the Navara, they’re both rated to 3500 kg for towing.  The best engine is the twin-turbo 2.3-litre that pumps out 140kW/450Nm.  Very fuel efficient (around 7.2 litres/100 km unladen) and it’s also equipped with a recent rear spring upgrade..

Don’t forget to check out the Isuzu D-Max ute with 430 Nm of torque on offer.  It’s a rugged ute with 4×4 ability.  There is also the Isuzu MU-X SUV 4WD rated to tow 3000 kg (braked).  LS-T models are very well equipped vehicles that are extremely comfortable.

With a high 3500 kg tow rating, thanks to its solid rear axle, the SsangYong Rexton is a highly capable tow vehicle.  So too is the SsangYong Rhino ute.  Both use the same 2.2-litre turbo-diesel engine that can easily pull up to 3500 kg (braked).

The legendary Toyota Hilux’s towing capabilities are superb.  The new 2.8-litre turbo-diesel motor delivers a 130kW/450Nm blend of power.  Depending on the model, your new Hilux ute can tow from 2500 kg braked.

Mazda’s latest BT-50 ute shares mechanicals with the Ford Ranger, which means that 147 kW and 470 Nm is impressively competent.  Towing over 2500 kg braked in this comfortable, practical ute with all the bells and whistles is easy, and like many utes these days it also offers 4×4 action.

Ford’s Ranger packs great tow grunt and capability with its 3.2-litre, five-cylinder turbo-diesel engine.  You can tow up to 3500 kg braked.  There is also a 2.0-litre bi-turbo option for towing up to 3500 kg.

A whopping 500 Nm from its 2.8-litre turbo diesel four-cylinder has the Holden Colorado ute take top spot for popular 4WD ute towing grunt; and it tows like a champion.

In V6 guise, the Volkswagen Amarok packs a 550 Nm or 580 Nm torque delivery option with its 3.0-litre V6 engine.  You can tow up to 3500 kg braked, but with the optional softer suspension pack this drops to 3000 kg braked.

Very Serious Towing Machines

Capable of towing up to 3500 kg braked, the Toyota Land Cruiser 70 Series ute has a V8 under the hood.  The 4.5-litre 32- valve quad-cam turbo diesel V8 with 151 kW and 430 Nm is a total beast and highly recommended for use as a tow vehicle.  Impressive fuel economy (for a V8) should see well under 12 litres/100 km fuel use when unladen.  The only gearbox is a five-speed manual.  Toyota’s reputation for reliability and dependability makes this a beauty.

Toyota LandCruiser 200 Series GXL (4X4):  This vehicle cruises comfortably and effortlessly over long distances, powering up long hills without a sweat.  Extremely capable when the tarmac runs out, along with its smooth six-speed automatic and 4.5-litre twin turbo-diesel V8 you’re always finding grunt at any revs.  The combination of 200 kW at 3600 rpm and 650 Nm at 1600 rpm makes this one of the very best vehicles for 4X4 towing.

Nissan Patrol TI 4X4 (Y62):  OK, this is petrol; but with 298 kW and 560 Nm on offer, who cares!  This base-spec eight-seater Patrol is rated to tow 3500 kg (braked).  Comfort and premium technology makes this an effortless vehicle for cruising and towing.  And premium off-road action is guaranteed.

The RAM is the ultimate tow vehicle

RAM Laramie 2500 4X4: This one has a maximum towing capacity of 6942kg (braked) and its power comes from a 6.7-litre six cylinder Cummins turbo-diesel engine (276kW/1084Nm!).  The sweet six-speed automatic transmission makes towing a doddle.

RAM 3500: is another big tow option with a maximum towing capacity (braked) of 6171kg.

Full Speed Ahead: Mustang Mach 1 Returns.

It’s a blast from the past for fans of the Blue Oval as the Mustang Mach 1 is readied for a 2021 Down Under release date. Sharing features from the Mustang Shelby GT350 and GT500, the Mustang Mach 1 is suitable for the track as much as it will the road.

Aero aids, the famous Mach 1 badging, and a 345kW 5.0L V8 under the long bonnet are part of the appealing package. There is a Tremec six speed manual or Ford’s ten speed auto to play with, and the manual has rev-matching technology for better changes. A heavier-duty oil cooler can be specced for both, and a software upgrade for the auto to optimise road and track based performance.

The Mach 1 rolls on a bespoke suspension tune with MagneRide 1 dampers and bespoke springs, along with rejigged anti-roll bars and bush specifications to deliver improved control and response under high cornering loads. 19 inch alloys will be uniquely designed for the Mach 1. Body colour and external trim combinations number five, and bonnet stripes and body styling evoking the original 1970s version. Each vehicle has its own identification badge for the chassis number.

The engine benefits from an open air induction system, 87mm throttle bodies, and a manifold shared with the North American specification Shelby GT350. The engine’s management system has been tweaked to allow high and low pressure fuel injection to match the engine revs. Peak torque, by the way, is 556Nm at 4,600rpm, with the 345kW at a high 7,7500rpm. Keeping the engine’s oil cool is the job assigned to the Shelby GT350 unit, bolted on via a redesigned mount to ensure a proper flow under any load. It also means that te only engines noises a driver should hear exit via a quad set of 4.5 inch tips via the Active Valve Performance Exhaust system.

“Following the success of Mustang BULLITT and Mustang R-SPEC, we are very excited to introduce this highly capable, track ready Mustang to our Australian Mustang fans. The unique styling, which pays homage to the original model, is more than worthy of its legendary badge,” said Andrew Birkic, President and CEO, Ford Australia and New Zealand.

A twin-disc six speed manual or a ten speed auto are the transmissions. The manual has a rev-matching system that momentarily blips the throttle, matching the engine speed to the selected gear. For those that like a sporty feel, flat shifting is also programed in to be usable. And as a track capable machine, there is an additional cooling system fitted to the limited slip diff rear axle.

Aero changes see the Mach 1 having 22 percent more downforce than the Mustang GT. A rear diffuser shared with the Shelby GT400 pairs with a longer undertray fitted with air directional fins for brake cooling. A change to the shape of the front splitter sees an increase in aero grip too. This is all balanced by a specially designed rear decklid spoiler.

Ride and handling see the MagneRide magnetic suspension recalibrated for the Mach 1. Stiffer front springs and recalibrated roll bars are partnered with Mustang Shelby GT350 and GT500 subframes and toe-link components. Braking is improved with a higher spec booster with discs inside a set of five spoke 19 inch wheels.

There will be a choice of five body colours, complete with bonnet and side stripe combinations. Available will be Fighter Jet Gray2 with Satin Black/Reflective Orange stripes, Shadow Black and Oxford White with Satin Black/Red stripes, or Velocity Blue and Twister Orange, with Satin Black/White stripes. To add extra spice, an optional Appearance Pack will also be available exclusively with Fighter Jet Gray, featuring orange accent seatback trim, orange brake callipers and satin black and orange hood and side stripe. Mustang Mach 1 upper and lower front grilles are finished in gloss black, and the iconic Mach 1 logo appears on the rear deck-lid and on each front wing.Interior trim will be an Ebony colour scheme and an aluminuim trim called Dark Engine. Metal Grey is the colour for the stitching in the seats, with Recaro seats available to option. Each Mustang Mach 1 features a unique dashboard badge featuring the Mach 1 logo and chassis number, complemented by unique sill plates and a new start-up display on the 12-inch digital instrument display cluster. Sounds will pump from a 12 speaker Bang and Olufsen system, and internet on the go comes courtesy of FordPass Connect 5.

In addition to a five-year, unlimited kilometre full factory warranty, the Mustang Mach 1 is eligible for the Ford Service Benefits program that includes Service Loan Car, Auto Club Membership, including Roadside Assistance and Sat-Nav map updates. Furthermore, maximum service price is $299, including GST, for each of the first four A or B Logbook services at a participating dealership for up to 4 years / 60,000kms, whichever comes first, for eligible customers.

$83,365 is the manufacturer’s recommended list price for both manual and auto, with premium paint at $650, Recaro seats a lazy $3K, and the Appearance pack just $1,000.

“Mustang has won the hearts and minds of Australian drivers, and Mach 1 is one of the most thrilling Mustangs to date. This head turning model not only looks the part, but it has all the hardware to delight Mustang enthusiasts, offering on-track excitement and on-road driving pleasure.” added Birkic.

2021 Mitsubishi Express SWB LCV: Private Fleet Car Review

This Car Review Is About: A return of the Express nameplate for Mitsubishi. Except, in a way, it isn’t. You see, if you lined up the Express alongside the Renault Traffic and removed the grilles, you wouldn’t be able to tell the difference. Its a joint project and comes from an alliance between Renault, Nissan, and Mitsubishi. There are already plans to release more products wearing the three diamond badge that come from the other two. There are two engines, 1.6L and 2.0L, a manual for the smaller engine, an auto for the larger, and a choice of short wheelbase (SWB) or long wheelbase (LWB). We drove the 2.0L auto SWB.

How Much Does It Cost?: As of October 2020, the manufacturer’s list price is $42,490 plus ORC. The Mitsubishi website has it at and if you have an ABN, which is most likely, chat to your Mitsubishi dealer. For the manual, the website has an ABN drive-away price of $40,890. These prices aren’t hugely different to the equivalents from Renault.

Under The Bonnet Is: One very well sorted and torquey diesel. At 2.0L capacity and driving a slick six speed auto, it delivers 125kW and a very healthy 380Nm at 1.500rpm. Economy on the combined cycle is quoted as 7.3L/100km from an 80.0L tank. We finished our drive at 9.4L/100km on our typical 70/30 urban to highway mix.On The Outside It’s: White, and black, and boxy. Renault’s basic design is more focused on the front and rear, and it kind of works. It’s certainly far less of a box than the original Express. Strong vertical lines make up the tail light structure, matching the barn doors. The headlights are teardrop in flavour, flowing upwards to the end of the bonnet line and just under the A-pillar, with the base running in a line alongside the top of the black bumper. Light commercial spec tyres are steel wheels are standard, and are 215/65/16s. a whip antenna stands above the cabin.Overall sizes have the Express SWB one millimetre shy of 5,000mm in length, rolling on a wheelbase of 3.098mm, and a shoulder room liking 1,956mm. Body height is 1,976mm, just low enough for most shopping centre carparks, but the antenna will bang against some sections. Kerb weight is 1,870kg and there is a maximum payload of 1,115kg. Cargo space is 1,652mm except for the wheel arches at 1,268. Interior height is 1,387mm and length inside is 2,537mm.On The Inside It’s: A typical light commercial vehicle. There is a lining for the floor, a cage between the driver & passengers section, and the seating is a two plus one setup. Each side has an easy to move sliding door. The seats are covered in a basic hard wearing charcoal coloured cloth. There is no console between the driver’s seat and the passenger seat, however there are nooks and spaces in the dash itself, along with a factory fitted phone holder and passenger seat undertray. Rubber mats were also fitted to our test vehicle.The tilt and telescopic steering wheel is devoid of most familiar controls, with the audio selection relegated to a tab hiding behind the right steering wheel spoke. the wheel itself has four tabs, all for cruise control operation. Audi was in a basic looking head unit, akin to the style found in cars of the 1980s yet there was a nice surprise: digital audio. However that did seem to fail halfway through our review cycle. To back it up is Bluetooth streaming and voice activation however there is only one pair of speakers.On The Road It’s: Very carlike to drive, Bear in mind it wasn’t loaded with the cargo one would normally tip in, but with a light load on board, it was settled and comfortable. The torque of the engine arrives in a rush in the first gear, and becomes exceedingly usable from there on. Overtaking and highway cruising is easy, however an eight speed auto would add more flexibility and aid economy. Steering is on the light side of just right and ratioed for easy parking at slow speeds, heavier for the highway. Braking, too, is well weighted and enables consistent judging of just how much is required to pull up at the right spot.What About Safety?: Driver and passenger front airbags, side airbag for the driver, and curtain airbags for both. A rear view camera shows in the rear vision mirror as well. Autonomous emergency braking, blind spot and rear cross traffic warnings are not to be found here although rear sensors are.

What About Warranty And Service?: Although Mitsubishi have recently introduced a ten year warranty and service plan, conditions will apply. Speak to your local dealer to confirm for your circumstances.At The End of The Drive. From a business point of view having Mitsubishi back in the mix isn’t a bad thing. Keeping the range to a choice of short or long wheelbase, and consequently auto or manual as well, simplifies things. Sharing the platform with Renault isn’t a bad thing when it comes to spare parts however the question will be how much Mitsubishi is in the Mitsubishi Express?

Specifications and links to more information is here.