1998 Volvo Glt S70 Low Miles on 2040-cars

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Junkyard Gem: 1969 Volvo 145 Wagon

Volvo managed to sell the 1940s-design PV544 and its 1950s-design Amazon descendant all the way into the mid-to-late 1960s in the United States, but those iconic machines were replaced here by one that began a line of even more iconic Volvos: the 140 Series. Starting with the 1968 model year, the 140 became available in the United States as a two-door sedan (the 142), a four-door sedan (the 144 and 164), and a station wagon (the 145). These rear-wheel-drive, brick-shaped cars later evolved into the 200 Series and its heirs, with the very last of the breed appearing here in the form of the 1998 S90/V90. That's a lot of history all wrapped up in one vehicle, and so I was pleased to find this 145 in a Denver-area car graveyard earlier this month. This car rolled out of Goteborg with a gleaming coat of Morkgron (dark green) paint and, according to this build tag, was built to California specifications. At some point, it made its way to Colorado. Very few US-market cars had six-digit odometers prior to the middle 1980s, but Volvo felt optimistic about their cars' longevity (at a time when reaching the magical 100,000-mile mark was something that rarely happened with non-Mercedes-Benz vehicles) and so now we can see that this car made it well past 200k miles. The 2.0-liter pushrod four-cylinder engine in this car can trace its ancestry back to the Amazons, P1800s, and PV544s of the early 1960s, and it was rated at 115 horsepower. A six-cylinder version of the 140 sedan, known as the 164, could be purchased here as well (though it had few American takers). But wait— what's that Detroit-looking two-barrel carburetor doing on an engine that's supposed to have a Stromberg 175? Yes, it's a GM-spec Rochester clone built at the ancient Bay City Plant (now known as GM Powertrain) in Michigan. Earlier Volvos came with a pair of British-made Skinner Union sidedrafts, which could be pretty painful to keep working right, but perhaps even the less-oddball Stromberg proved too much hassle for whoever installed this carb (which was meant to go on engines with much more displacement than a Volvo B20). Transmission choices in the 1969 140: a four-on-the-floor manual or a three-speed automatic. This car has the manual. The interior is pretty thrashed, as is usually the case with the 140s I find during my junkyard explorations.

Volvo teases minimalist, no-button EX90 interior

The march to the November 9 reveal of the Volvo EX90 takes its next step with these renderings of a pared down interior. We'll see soon how it looks once the new materials, textures, colors, and tunnel console are added, but for the moment, there are four elements: An instrument panel with a demure HVAC vent, broken up by a steering wheel, a small, uncovered screen behind the wheel, and an infotainment screen. The portrait-oriented tablet carries over from current Volvo design, so too a three-spoke wheel. Everything else in Volvo's current interior schemes is thrown out, including the knobs and buttons on the center console. It looks like the premium brand's version of the interior we were introduced to in the Polestar 3. Fitting, since both vehicles will ride on the same platform and be built at the same U.S. plant.  The cabin's physical design and the car's technology share a same philosophy, which is, "What you need, when you need it." Volvo says that the sensor suite around the EX90 will give the car a 360-view of what's happening outside and inside the car. " Thomas Stovicek, head of UX at Volvo Cars, said, "Since the car also understands its surroundings and you better than ever before, we can create an even safer situation by reducing mode confusion, distraction and information overload." On the infotainment side, we're told this will be done by the vehicle providing contextual options and menus on the two screens. The center screen, which looks larger than the current XC90 unit, performs the roles we've come to expect of it. Autocar spoke with automaker developers and said the screen "will also show information based on context. If you’re simply driving along, a bar near the bottom of the screen will show media information; if youÂ’re on a call, it will show other controls; if itÂ’s cold, it may show the defrost button, etc." This situational knowledge will be especially important as more roads are opened up to hands-free driving and as self-driving capabilities become more capable. Swedish engineers point to the handover from hands-free and autonomous driving back to hands-on driving as a crucial moment. It wants to make that handoff "effortless and intuitive." The display behind the steering wheel is where the driver will go first for traditional info like speed and range, also to understand the operational state of the driver aids.

Which electric cars can charge at a Tesla Supercharger?

The difference between Tesla charging and non-Tesla charging. Electrify America; Tesla Tesla's advantage has long been its charging technology and Supercharger network. Now, more and more automakers are switching to Tesla's charging tech. But there are a few things non-Tesla drivers need to know about charging at a Tesla station. A lot has hit the news cycle in recent months with regard to electric car drivers and where they can and can't plug in. The key factor in all of that? Whether automakers switched to Tesla's charging standard. More car companies are shifting to Tesla's charging tech in the hopes of boosting their customers' confidence in going electric.  Here's what it boils down to: If you currently drive a Tesla, you can keep charging at Tesla charging locations, which use the company's North American Charging Standard (NACS), which has long served it well. The chargers are thinner, more lightweight and easier to wrangle than other brands.  If you currently drive a non-Tesla EV, you have to charge at a non-Tesla charging station like that of Electrify America or EVgo — which use the Combined Charging System (CCS) — unless you stumble upon a Tesla charger already equipped with the Magic Dock adapter. For years, CCS tech dominated EVs from everyone but Tesla.  Starting next year, if you drive a non-Tesla EV (from the automakers that have announced they'll make the switch), you'll be able to charge at all Supercharger locations with an adapter. And by 2025, EVs from some automakers won't even need an adaptor.  Here's how to charge up, depending on which EV you have:  Ford 2021 Ford Mustang Mach-E. Tim Levin/Insider Ford was the earliest traditional automaker to team up with Tesla for its charging tech. Current Ford EV owners — those driving a Ford electric vehicle already fitted with a CCS port — will be able to use a Tesla-developed adapter to access Tesla Superchargers starting in the spring. That means that, if you own a Mustang Mach-E or Ford F-150 Lightning, you will need the adapter in order to use a Tesla station come 2024. But Ford will equip its future EVs with the NACS port starting in 2025 — eliminating the need for any adapter. Owners of new Ford EVs will be able to pull into a Supercharger station and juice up, no problem. General Motors Cadillac Lyriq. Cadillac GM will also allow its EV drivers to plug into Tesla stations.