Happy New Year!

2021 is slowly coming to an end and it’s time to summarize it through the eyes of the Thrill of Driving, in other words this blog. In a few words, it’s been a truly great car year and that many of you seem to get some inspiration around your car dreams through this blog makes us very proud! There’s around three times as many of you this year compared to 2020, which at the time was also a record year, and as readers you’re part of a truly global group, with most of you coming from the US followed by the UK, our native Sweden and Switzerland where I live, but with other countries following all the way down under to Australia! We can only thank you for your interest and fidelity and in this last post of the year, I thought we’d look back at some of your favourite readings in 2021 as well as some other noticeable things that may follow us into 2022.

For the Aussie readers (and everybode else), I’ll need to cover Holden at some point!

Looking at your favourite car posts from the year through the lense of the dream garage, a concept I’m sure quite a few of us regularly phantasize about, most of you would like to put something like the following mix behind your garage door…

  • The sports car would be a Maserati 3200 GT / Coupé GT, a Lamborghini Countach or a Ferrari Testarossa. Obviously the cheapest option here is the Maserati and that post, by now more than two years old, continues to be your favourite. So far that hasn’t improved resale values though so it’s not too late to make that dream come through – go for it! You’ll need a bigger budget for a Testarossa and (especially) a Countach, but you get far more drama as well, including the pleasure of a mechanical 12-cylinder!
There would always be room in my garage for a Countach!
  • Those of you with family needs seem mostly to opt for one of the two grand daddys of SUV’s, however with very different profiles. On one hand there’s the classy Range Rover Classic, on the other the very cool MB AMG G63. Obviously these two don’t really compare and the RR could be in the oldtimer category as well, although there are firms out there that bring them to a modern standard, as highlighted in the post on restomods. Some of you still prefer the charm of a good old station wagon and many of you like the the Volvo 850 T5-R! That’s great as long as you make sure it’s yellow!
If the G63 is a bit too common for you, there’s always the Brabus G800!
  • There’s very little competition on what the convertible would be, namely the MB R129 SL that I also wrote about almost two years ago but which continues to go strong. Again, this blog luckily doesn’t influence resale values (yet) so it’s not too late! Those that prefer adding an 80’s coupé as their third car would instead go for the wonderful Alfa GTV6 I wrote about back in May. And those who want what is still considered by many as the best car of all time are by now on the lookout for a MB 500 E as per my recent post.
Not the world’s best car, but the coolest headrests ever!

Other topics that have caught your interest include F1, and how could that be any different given the fabulous season which just ended. It will really be interesting to see where we head next year given all the changes that await, as described back in October.

As we’re about to turn the page on 2021, what can we expect for 2022? The first thing to note is that if you’re in the market for a new car, you’re in for a wait, and it could be a very long one. Most manufacturers struggle with supply chain disruptions caused by everything from Covid to the conflict around Taiwan and if your car isn’t in stock, it could easily be up to two years before you get it. This is something that risks not improving anytime soon as China continues to close down whole regions at the sight of a Covid infection, something that is highly disruptive. Then again, why would you bother? As this blog hopefully helps illustrate there are always great options among cars already built, and the price of these is increasing as we speak given new cars can’t be delivered, so don’t wait too long!

Our globalised world isn’t really working right now…

Sales of electrical cars are exploding (although from a very low base), so there’s reason to think that 2022 will see the large break-through that arguably already started in 2021, also since all large manufacturers are now in the game. That’s all good and great but contrary to what you would believe from mainstream media, we’re nowhere near EV’s taking over completely. They still make up low-single percentages in the US and at most low double-digits in some EV-friendly/subsidized other markets. With the push for green energy leading to strange decisions around varous sources of base power (namely to close them down without a replacement) we’d also better make sure we can satisfy the rising energy demand not only EV’s currently give rise to. As I write this, it doesn’t look very promising at least from a European perspective. It would also be helpful if we can find some substitute for those problematic metals in the batteries that I highlighted in my post on EV’s almost a year ago.

Lucid is an interesting new market entrant in the full EV segment

Finally in my personal garage I need to tell you what happened after the XC90 left. The search was large and covered various concepts as you may remember from my post at the time. I’m happy to say it’s come to an end and that I’m thrilled with the outcome! More about that early next year along with the regular mix of old and new, classic and sports car, F1 and an opinion here and there. If you have ideas on what the blog should contain, do bring them on, I read all suggestions and try to take them into account. And please subscribe – then you’re sure not to miss anything, and you help us making the blog even better!

A happy, prosperous and healthy new year 2022 to you all – may it be full with great drives!

When Volvo went racing!

As mentioned in my before-last post on the Alfa GTV6 a couple of weeks ago, one of the reasons I liked it so much was that pretty much all other cars you would see in the mid-80’s on the streets of Stockholm were various Volvos and Saabs, which to a young teenager were all rather boring. In the case of Volvo this was rather intentional, as the company at the time put security and practicality far ahead of any kind of driving thrills or exciting design. But as the 80’s became the 90’s things started to change, and when a few years later Volvo started racing with a large estate, by then it was clear that nothing was the same any longer at the Volvo factory in Torslanda, next to Gothenburg. No car examplified Volvo’s “new” profile better than the top of the line 850 T5-R, a racing estate that has today become a rarity on our streets. But how did it all happen, and should you secure a T5-R before it’s too late? That’s what we’ll look closer at this week!

Volvo 850 T5-R – no other Volvo had ever been like it

When the Volvo 850 was introduced in 1991, it was a small revolution for both Volvo and many of its owners, arguably less passionate than Alfistas and other more engaged car owner groups, but still with a firm idea as to what a Volvo should be like. And for as long as anyone cared to remember, large Volvo estates had been rear-wheel drive and in their top version fitted with a big, longitudinal six-cylinder engine up front. The concept is actually quite surprising for a brand selling on practicality and security in… Sweden, a country not really known for its warm temperatures and with quite long, snowy and icy winters. There’s a saying that the when a client would complain about a slight lack of traction in his 945, the Volvo salesman would tell him to throw in a sand bag or two in the back. I never tried that, but I did own a Volvo 965 at one point and ended up precisely in this situation on the way up to the Alps. My mother was part of the trip, so we solved it by moving her back to the cavernous boot, to give it a bit of extra weight. It worked as intended, so I guess the Volvo people had a point.

Four-wheel drive is for whimps…

I realize I just compared my mother to a sand bag, so let’s perhaps move back to the 850. Not only was it front-wheel drive but it also introduced a five-cylinder, 2.3 litre transversal engine, a combination that would from then become the Volvo standard for the coming 25 years, in a clear break with the past. Presented to the world in 1991 first as a sedan and from 1993 as an estate, the latter was a bit smaller on the outside than Volvo’s earlier large estates, but thanks to the transversal engine as well as the preserved boxy shape, it still offered a comparable luggage space. This was important as until then estates, and especially Volvo estates were were bought for their practicality and not for their coolness, but that was about to change… Various engine options were available, none of them terribly exciting, except the top-of-the-range 850 Turbo with 225 hp that came out in 1994.

1994 will however go down in the 850 history for a different reason. Volvo had decided to participate in the at the time very popular British Touring Car Championship (BTCC), primarily as part of a marketing drive to try to add some spice to the company’s profile. The 850 sedan was expected to be the basis of the new racing car, but some marketing genius up in Gothenburg realized how much more attention an estate would gather, and so Volvo lined up the 850 estate for the 1994 championship together with Tom Walkinshaw Racing (TWR). The plan worked wonders in all respects. Seeing a Volvo estate on two wheels through the corners of British racing tracks was very memorable, and the cars were fast as well. They didn’t win the championship but they caused enough commotion for BTCC’s management to change the rules for 1995, forcing Volvo to switch to the sedan. From a marketing perspective that no longer mattered – Volvo had gotten all the attention they wanted, now the only needed to follow up with an 850 version that connected to the racing car – and so enter the 850 T-5R.

Dutchman Jan Lammers showing a different type of 2WD

The T5-R was introduced in 1995 and was based on the aforementioned 850 Turbo. Volvo worked together with Porsche (yep!) for the engine tuning that gave the engine another 18 hp, as well as the revised transmission. The mechanical developments were complemented by a large front spoiler and a rear wing which together made the car look rather cool and helped improve its wind resistance, enabling a time of around 7 seconds to 100 km/h and a top speed of 245 km/h. At the time, this made the T5-R one of the fastest estates in the world, and (by a margin) the fastest Volvo ever built. Available with a five-speed manual or a slow and not very motivated four-speed auto box, colour options were limited to a very bleak “cream yellow” or a traditional black.

The T5-R was so successful that Volvo had to revise the planned limited production of 2500 cars of the 1995 model year, extending it into 1996 and adding dark green as a third colour. When production stopped in 1996 a total of around 7.000 cars had been built. In the same year the successor 850R came out (offering far more colours!), essentially the same car but never being able to connect to the T5-R glory, also since it wasn’t a limited production run. A year later production of the 850 ended as it was replaced by the S70/V70.

The T5-R has part-alcantara seats, otherwise it’s a standard 850

Driving a T5-R doesn’t bring the same ketchup effect as an old 80’s-style turbo, but still gives much of the same feeling. Front-wheel drive may be beneficial on snowy roads in Sweden but as everyone knows, the concept does cause some limitations when you associate it to a relatively powerful, front-mounted turbo engine, meaning you need to manage power to the front wheels carefully at red lights and on curvy roads. Otherwise the T5-R offers all the qualities of a Volvo estate in a very cool, 90’s shape and remains an autobahn express par excellence until this day. And it still feels very fast, also since it weighs in at below 1500 kg.

Coming back to the initial question then, should you add a T5-R to your driveway while you still can? I certainly wouldn’t mind, given the car’s inherent qualities but already today, it’s easier said than done. Very few 850 T5-R’s are still out there and most of these are real high-mileage cars, with anything from 250′ to 350′ km on the clock. That’s often the case with old Volvos and is obviously a great testament to the quality of the cars, but it also means you need to be very thorough when considering one. Price-wise the T5-R is on the way up with cars coming in at between EUR 15.000-30.000 depending on mileage. It doesn’t end there though since to my mind, the only T5-R you should consider is a cream yellow, manual estate. If you find one of those you don’t want to miss it since not only is it one of the coolest estates from the 90’s, it’s also a car that played a significant role in Volvo’s history!