MTM Audi RTT: R8-beating, Bauhaus lunacy

One of the scribes contracted by World Car Fans just wrapped up some seat time in the supercharged MTM Audi RTT, and says, despite the love-fest going on over the Audi R8, its MTM-massaged baby brother can give it more than a run for its money.

Focusing more on outright speed than competent handling, our tuner tour guide provides us a straight-forward account of the RTT's accelerative qualities, citing a 0-62 MPH time of 4.1 seconds, a half-second less than Audi's high-dollar mid-engine masterpiece. Beyond the blower, which brings output up to 415 HP and 368 lb.-ft. of torque, the RTT also benefits from an R8-inspired body kit (€2000), although surprisingly, MTM has left the stock suspension in its place – something they'll rectify with the right amount of cash.

With an entry fee of just under €73,000, it certainly isn't for the faint of heart. But then again, neither is its performance.

[Source: World Car Fans]

Volvo V50 D5 SE Sport Mildly Revised Load Lugger Looks Better, But Does It Load Better?

Sporty, stylish and practical – the new Volvo V50 is as versatile as a Swiss army knife. But can it cut through the competition on UK roads?

The Swedish brand has revised its smallest estate range with the addition of two new engines. Along­side a fresh entry-level 2.0-litre petrol unit, there’s now the option of the potent D5 diesel powerplant for the first time.

Cosmetic revisions are limited, and only true Volvo fans will spot the wider grille, plus the revamped light covers and bumper at the front. It’s much the same story at the back, where new lamp clusters featuring LED bulbs are the only obvious difference.

None of this is bad news, though, because the V50 has always been a handsome estate. Unfortunately, it’s never been a particularly big one – and, disappointingly, the modest 417-litre boot capacity is the same as on the previous model. At least it expands to a more useful 1,307 litres with the rear seats folded down.

Opt for the SE Sport trim of the car we drove, and you get large 18-inch wheels and a full bodykit to help set your V50 apart from lesser variants. The cabin also features leather upholstery and some of the most comfortable seats on the market.

Inside, storage is improved, thanks to large door bins, while solid build qual­ity and superior materials reinforce the V50’s premium feel.

Our test car also had the advanced Blind Spot Information System (BLIS). At £650 it’s not cheap, but the clever set-up alerts the driver to objects in the over-the-shoulder blind spot.

Rear-facing digital cameras mounted in the door mirrors monitor the areas where your vision is restricted, and flash warning lights positioned on the A-pillars if it’s unsafe to change lanes. The same system is available in the XC90, and although it takes some getting used to, it eases some of the strain of motorway driving.
In comparison, the D5 engine is a familiar piece of technology that has been tried and tested in cars across the Volvo model range. The power output has been reduced for the V50, although it still produces 178bhp and 350Nm of torque – which is enough to propel the revised load-lugger from 0-62mph in 7.9 seconds.

Thanks largely to its five-cylinder configuration, the oil-burner also has a distinctive growl – but under full throttle the noise is all too noticeable. Once cruising, refinement improves, making the Volvo a relaxed motorway cruiser.
Sport models like ours come fitted with a chassis package designed to improve handling – although as the V50 shares underpinnings with the Ford Focus, it’s stable and sure-footed anyway. Unfortunately, the steering feels a little numb. Still, the Volvo is composed in bends, and despite its large 18-inch alloy wheels, the V50’s ride is impressive. Combine this with the brand’s smooth Geartronic automatic transmission, and the estate is a soothing car to drive.

Although lower-spec variants argu-ably make more sense than the top-of-the-range SE Sport, the revised V50 is a desirable family car. Overall, it’s a solid alternative to contenders from the likes of Honda, Saab and BMW.

But it’s not cheap. If you want your Volvo with as much equipment as the option-laden model here, you will have to spend £30,240! It’s not difficult to find cheaper alternatives with more tempting prices.

Kia Cee'd SW 2.0 CRDi GS sprouts a load lugger in the shape of the SW-badged estate version

The Kia Cee’d is growing fast. In addition to the five-door hatchback already on sale, an exciting three-door model will reach UK showrooms later this year, and there’s a convertible due in 2008, too.

But if you’re in need of a practical holdall, the company has another var­iant to suit you. Called the SW, it’s the new Cee’d estate, and it hits British dealers in September.

Auto Express drove one of the first examples in Korea in Issue 962, and gave it the thumbs up. Now the newcomer has arrived in Europe, has it got what it takes to beat established load-luggers from Ford and Vauxhall?

Well, the SW is certainly distinctive. Designed in Germany and built in Slo­vakia, the new estate features a sleek tail with a neat cut through the rear windows, similar to those on Peugeot’s 407 SW. And with some chunky, silver-painted roof bars, it looks the part.
At 4.5 metres, the Cee’d SW is 235mm longer than the five-door. The extra length has been added behind the rear seats. So, although there’s no additional legroom in the back and only a little more headroom, luggage capacity measures 534 litres – nearly 200 litres more than the hatchback.

The seats split 60: 40 and fold completely flat, giving a maximum space of 1,664 litres, which beats the estate versions of the Ford Focus and Vaux­hall Astra. But the SW isn’t simply big. The bootlid hinges have been positioned as far into the roof as possible, which makes the opening enormous.
Add in minimal wheelarch intrusion and a low loading lip, and it’s easy to get large items into the back. Even if you’re not carrying anything bulky, the SW is still brilliantly practical, as there are handy storage trays underneath the boot floor and lots of hooks. A big cargo net is included, and there’s a 12V power point, too.

Up front, the cabin is unchanged from the five-door’s, which means there’s a reach and rake-adjustable steering wheel, a well built, logically laid-out dashboard and a USB connection for an MP3 player on the centre console. From base S through LS to top GS trim, all models get air-conditioning as standard.

Three 1.6-litre engines – a 120bhp petrol, plus 89bhp and 113bhp diesels – will be available from September. Our test car had a 138bhp 2.0-litre oil burner that is likely to arrive in March. It provides punchy acceleration, is frugal and produces only 154g/km of CO2. Most buyers will be happy with the 113bhp 1.6-litre diesel, though.

On the move, the Cee’d SW has one obvious weakness. Engineers have stiffened the estate’s rear end to cope with extra loads, and this, combined with the already firm suspension set-up, means it’s not the most comfortable car over uneven surfaces.However, the trade-off for this is good body control, and with accurate steering, the SW feels agile, if ultimately not that much fun. It’s a dec­ent long-distance car, with supportive seats and hardly any road or engine noise making it into the cabin.

So has Kia got a winner on its hands? When you factor in a starting price of around £12,500 for the base S model and a seven-year warranty, the answer has to be yes. The SW is a spacious, practical and well thought-out estate car that’s a worthy addition to the Cee’d range.Rival: Ford Focus 2.0 ZetecThe Focus is more fun to drive and has a higher-quality interior than the Cee’d. But when you look more closely, the Ford isn’t quite such a tempting package – its load area is much smaller and the price around £2,000 higher.