#Norfolk leather repairs

[geeksleather]

Leather Furniture Repairs Lutterworth - local leather experts

At Leather Furniture Repairs Lutterworth, we know that sometimes the damage to your sofas and chairs can go beyond the leather surface. That’s why our leather experts are also trained in a wide range of furniture repairs. Whether you need help with loose stitching, sagging cushions or worn springs and frames, we’re here to help.

[college-girl199328]

King Charles III just rocked an unexpected accessory. The British monarch, 74, stepped out in Norfolk near the Sandringham Estate on Sunday to attend a church service, taking some time to greet well-wishers gathered outside. At first glance, the King was sporting his usual style: a suit and tie covered by a long jacket. But he added fun to his ensemble with a patterned pink tie featuring blue dinosaurs.

King Charles previously spoke about his approach to fashion in a 2020 interview with British Vogue.

The royal for mending and repairing his bespoke leather shoes and patching up old clothes in tailors' haven, Saville Row, in London.

While many members of the royal family are known for recycling their previously worn outfits, King Charles takes the matter to heart, sometimes wearing outfits decades apart. In fact, he wore a grey morning suit by Anderson & Sheppard—a piece in his closet since 1984—for Prince Harry and Meghan Markle's 2018 wedding.

When British Vogue editor Edward Enninful asked if the royal had considered wearing something new for such an occasion, Charles replied, "I've considered it." "But in the case of that particular morning coat, as long as I can fit into it, I only wear it a few times a year, in the summer, so you want to keep those sorts of things going."

King Charles stepped out on Thursday in Scotland (sporting a kilt!) to support the Aboyne and Mid Deeside Community Shed by reducing rural social isolation. It marked his first official outing since Prince Harry's memoir. Speaking exclusively with people, Prince Harry says, "I don't want to tell anyone what to think of it, and that includes my family." This book and its truths are about my own mental health journey. "It's a raw account of my life—the good, the bad, and everything in between."

[codertrust]

The last bastion polygon

#THE LAST BASTION POLYGON UPDATE#

Byk miktar Watch Overwatchs new animated short, The Last Bastion - Polygon. These pieces were commissioned for Blackwood, Norfolk a luxury holiday home nestled in secluded woodland in West Runton, Norfolk. anne inek iyi grnml Overwatch: The Last Bastion Animated Short. Supported by a contrasting sturdy ingot base clean lines meet raw, natural beauty. Day after day going under the clouds, maintenance, repair, checking. Our Waney Edge Coffee Table celebrates slow-grown, natural charm through these British timbers. The Last Bastion: Directed by Thibault Chapiron, Paul Deroche, Amlie Louisfert, Thomas Quetteville, Quentin Roux. Finished with a super-soft ‘Sahara’ leather cushion seat. Most of your warriors are stuck hiding in the swamps, always aware that they do not have enough numbers to win a straight fight. season 1 release date announced for PC, PlayStation, and Xbox - Polygon.

#THE LAST BASTION POLYGON UPDATE#

Another empire sees a chance to come in and pick up the pieces of our war. Crusader Kings 3 Friends And Foes DLC Release Date & 1.7 Bastion Update - HITC. Hand Scraping: the Last Bastion for the Blacksmiths Art in a CNC World. The last battle for the fate of your country is coming. Our new Bastion Stool is made from very carefully laminated timber staves, that are then turned into a gently tapering volume. In the simplest case, our method takes a polygon as input and a number d > 0 and. A bold, graphic silhouette, ideally placed bed or sofa-side.īastion Dining Table is a soft capsule shape, gentle and inviting, carefully detailed with a full radius edge, creating a beautifully poised top which sits on heavy set column legs. Made in quarter sawn solid oak, or walnut as an option, the table top is a beautifully poised disc of timber. The Polygon Pedestal Side Table is a careful jointed, gently tapering dodecagon.

[norfolkleather]

Norfolk Leather Repairs is a simple and convenient stop to get your Car, furniture, luggage, handbags, and wallets cleaned and repaired. You will be astounded at how immaculate and sparkling your handbag looks after cleaning.

[brownsplainscarcareau]

Car Care Services

It's essential to have a routine checkup for your car if you want to keep it in top condition. Changing the oil regularly is essential, because it keeps the engine parts moving smoothly and with minimum friction. Over time, oil gets dirty and needs to be replaced. Most modern cars recommend that you change your oil at regular intervals, but older cars can go as long as 7,000 miles between oil changes. To get the most out of your car's oil, it's wise to follow the manufacturer's recommended oil change intervals.

A full detail is a great way to ensure your Car care services looks its best and gives you peace of mind. Full detail includes shampooing the carpets and dressing them, removing odors, and cleaning the seats. A full detail includes leather and carpet shampooing, and removing dust, dirt, and grime. This service is designed for larger vehicles and includes everything from the exterior to the interior. It also includes degreasing the under hood and protecting the interior surfaces. Some car wash services also offer a warranty for three years on qualified vehicles.

You may not be aware of all the maintenance your vehicle needs, especially if it's a new car. Even if you've owned the same car for years, you'll still need to keep it in good condition. Proper care will reduce the risk of an accident or costly repair. Tire pressure is particularly important for older cars, as it can drop by one psi with every 10 degrees Fahrenheit change. Therefore, it's important to check the tire pressure every once in a while, and call a mechanic if you have any problems.

You can also opt for a service to check your brake fluid. Curry's Auto Inc. will flush out the old transmission fluid and replace it with new one. After this, they'll inspect the transmission and determine if further maintenance is necessary. You might need to replace the filter, fix the pan, or install new pan gaskets. All these services are offered by expert mechanics at the Curry's Auto Inc. in Springfield.

AAA Car Care Centers in Virginia Beach, Norfolk, and Richmond offer quality service for your vehicle. AAA Car Care Centers offer a full range of services and will repair your vehicle for a flat tire or any other mechanical issue. Repairs performed by AAA Car Care Centers are guaranteed for 24 months or 24,000 miles under normal operating conditions. Certain restrictions may apply to AAA Car Care Centers, including an appointment. However, the benefits of AAA Car care services Hillcrest Plans far outweigh the costs of a repair or service.

In addition to a comprehensive inspection of the vehicle, a professional detailing service will also clean the exterior surfaces of your vehicle. The service includes a 19-point inspection and the replacement of the oil filter. Firestone Complete Auto Care will also top up your windshield wiper fluid. The best motor oils for your vehicle are available through Firestone Complete Auto Care.

You can take advantage of this service to make your ride shine and look brand-new.

[imagine-darksiders]

so uh, i don't know if you've done this yet, but... headcanons for human horsemen? they wouldn't be eight foot giants when they're human and have silver hair too, right?

Death: Works as a prison officer on the night shift. 

- 6ft tall, lean, resting-bitch-faced man with scruffy, unkempt ,shoulder length ebony hair. 

- He has beautiful, dark brown eyes, almost black with how they seem to suck the light from the room whenever you look into them. 

- Rescued an injured crow after it escaped from a fox and now he has a murder of them living in a tree in his back garden. 

- Perpetually tired human but is well respected amongst the other officers and even the inmates. 

- His wardrobe is full to bursting with different outfits to fit every occasion. 

War: He’s a logging worker who lives with his tibetan mastiff in Norfolk County, Canada.  

- He’s still intimidatingly large, even for a human, standing at 6.7ft and built like an ox. 

- His hair is platinum blonde, worn predominately in a low ponytail and his irises are an icy blue. 

- He mostly keeps to himself in a log cabin he built for himself.

- He mostly wears loose tracksuit bottoms, combat boots and tank tops .

Strife: He’s 6,4 and extremely well built, never skips leg day and has a gym in his basement. 

- Lives on a ranch and is an avid hunter. 

- Is a champion clay pigeon shooter and has made a name for himself in his local county. 

- Dark, charcoal coloured hair with just....Just so much gel.

- Bright green eyes that flit about, never landing on something for long. When you meet them, you feel as though you’re being mentally undressed....

- He owns a pair of corn snakes and an asian water dragon and sits with them in his lap most nights watching trash tv and drinking beer. 

- He owns a lot of leather jackets....

Fury: She works two jobs. 

- She’s a lecturer at a university, teaching Anthropology. Her students love her. 

- On weekends, she repairs and installs power lines. Her students think she’s crazy. 

- She lives with several rescued cats and an old golden retriever she was given as a puppy. 

- Her eyes are dark grey and she’s a natural blonde, like her littlest brother, but she prefers to dye it a beautiful burgundy colour. 

- She wears a lot of flannel, heavy duty, brown boots and ripped jeans. 

[strangewriterforhire]

Long Winter: A Sample Chapter

The longboat rocked sharply as it navigated the treacherous air currents rising above Boston Citadel, though its passengers didn’t seem to mind.

Lord Garth’s forehead rapped hard against the armoured glass view port he had been peering out of, and muttered a brief curse beneath his lips. For such an occasion as this he should really attempt to act the part of a leader of men, some towering all powerful colossus that could decide a man’s fate with but a flick of the wrist. And normally that would have been the case, had the view provided to him of his city not been so mesmerising. He had of course seen his city from the high observation balconies of his citadel, his realm reduced to a scale model any megalomaniac would have been envious of.

But to see it reduced to so small a volume, to a child’s toy, the reduction in scale was a truly humbling experience.

Captain Duras ‘Tarot’ McDonald smiled from her seat at the back of the Longboat’s passenger compartment, her hands neatly folded across her lap as she enjoyed the aerial sortie. She didn’t often get the chance to simply enjoy the sensation of flight for the sake of it, not without putting on a stony faced visage that came with her rank aboard ship. If the crew knew she smiled, or even that she harboured very human ideals of simple pleasures, her authority might be terminally undermined. But here, aboard the No3 Longboat, she and Lord Garth were all but alone. Save of course for a small marine detachment from the Sparrowhawk, and a similar group of hard cases from Lord Garth’s personal guard.

And for the time being both sets of soldiers were sizing each other up in the rear cargo compartment.

To the port sat the five handpicked marines of the Sparrowhawk’s shore party, dressed not in their robin’s egg blue battlefield tunics and leggings, but in the segmented ceramic plates of combat armour. The lightweight ceramics made sure her marines were able to maintain their high speed manoeuvrability on the battlefield, to better favour their hit and run tactics, whilst sacrificing full body protection.

The segmented design of individual plates meant a knife or lucky shot might find a gap to cause injury, but that meant hitting a target first. And Rishland Naval marines were hard targets to hit, especially when they were firing back: at their hips were flechette pistols loaded with fragmenting diskette’s that could shred leather as easily as skin from close range. They also carried a telescoping halberd on their opposite hip, its wickedly bladed tip ready to spring out as it telescoped into an adjustable fighting tool: form axe, to spear, to club and back again.

The fearless fighting females of the Rishland Marines always knew how to accessorize for any occasion, be it a state dinner, honour guard duty, or a full frontal assault on entrenched hostiles.

Lord Garth's assortment of personal guard had settled for the pretentious show of force that was full armour, polished and scrubbed to a mirror like finish. With their royal red plumes atop their helmets, and the silken sashes going from one hip to an opposite shoulder disguising the leather belts and buckles that allowed their heavy holsters and short swords to remain at their sides, they looked for all the world like chrome roosters. Even with a sailor's eye, one not accustomed to land based combat, Tarot had a feeling the armour was more for show than anything else. She had heard of such devices that could look beautiful and attractive with one eye, and be as deadly as any crude looking machination of war. Perhaps these suits of armour disguised their brutality behind mask of supreme civility.

And a little theatrics where they were going, might do wonders for the days already bleak outcome.

“First time in flight, Lord Garth?” Tarot spoke up from her seat, allowing an amused to colour her words.

“This high, yes.” He remarked with remarkable control on his voice, settling himself fully in his seat so he might turn his head slightly and look at the captain, adding a little too quickly “I have been aboard levitator airships before.”

Aye, Tarot thought, but none like my Sparrowhawk I wager.

As if on cue the longboat rolled gently over, presenting one armoured view port to the sky and the other to the city and harbour below, as it began a steep turn out across the bay.  Tarot looked to the clouded sky presented to her, knowing that no threats resided there to the best of their knowledge. For Lord Garth, he was given the pleasure of seeing the water bound airship that had saved his city.

The Sparrowhawk had been forced into a water landing shortly after the final shot of the Battle Of The North Wall. Whilst attempting to regain some of her altitude, some unfathomably complex device within her power generation room had given way under the stress. Demons of electrical fury had unleashed themselves within the forward levitator room, taking out capacitors, levitator plates and engineer’s who hadn’t gotten out of the way quickly enough. The butcher's bill form that section of the ship had been a high one to pay. But the fact that so many had stayed to manage the stricken power plant into a steady shut down, instead of a catastrophic loss of containment, made Tarot glow with pride for her crew.

The damage caused to the forward levitators had both cut the ships speed dramatically, and caused her forward half to partially lose its gravity defying sails. They’d flickered back a moment later, ghostly pale and running like the colours from a painters brush in water, but they’d returned. Knowing that at any moment the vessel might lose her forward levitators, Tarot had ordered an emergency water landing in the famed harbour of Boston. Airships usually landed either on expansive landing fields or specially designed cradle docks. A water landing presented the tricky problem of mixing high energy electrical discharge with a perfect conductor.

In most manuals, such a manoeuvre might be listed under ‘Last Resort’, or its related appendix ‘Complicated Suicide For The Creatively Challenged’.

With no small amount of luck, and of course the training of Rishland legend behind them, the Sparrowhawk had drifted to mere meters above the water before cutting her levitator bands to zero power.  That meant that a thousand tons of military fighting ship dropped like a stone into the waters of Boston. The shock wave from the ship’s sudden watery landing had swamped a few low lying docks, and a tavern famed for its ales had suddenly become known for its fish suppers, but all in all no ill came from the landing.

Below them now, in the light of a new day, the Sparrowhawk was being attended to by a host of water based craft. Small tugs and ferries rushed to and from the frigate, taking the injured to shore based facilities better suited to the severe injuries they had sustained, or carrying much needed supplies. A pair of large barge cranes were moored off of her bow, their booms and steam billowing power plants adding to the foggy morning as they were directed in aiding repairs.

“Not bad for the work of women folk.” Lord Garth found himself muttering.

“And we’re just a frigate, My Lord.” Tarot said, taking no offense from the unintentional slur “Wait until you see a Rishland battle cruiser hove into view, and then you’ll see the work we ‘women folk’ accomplish.”

“Huum.” Lord Garth said guardedly. He had read the sealed letter hand delivered from Tarot to himself, a missive bearing the unbroken wax seal of King Branagar of the Rish. The letter had been short and lacking in fine details, the sort of terse note a commander might hand to an intelligent subordinate who didn’t need all the pieces to make out the puzzles meaning.

The Inland Empire was on the move, with their eyes cast towards the Shattered East Coast and the four citadel cities of New York, Boston, Norfolk and Mobile. As these cities were all major trading ports to the sea, securing them would be the Inlander’s main objective if they were making a land grab for the entire Eastern Continent: with no ports any aid from the Far East and Rishland would be hard pressed to do any good. Once these targets were secured, or levelled, the Inland Empire would consolidate their holdings along the coast, and then fill in the interior of the map between Meridian and the coast with Imperial red in a matter of months.

‘Operation Terse Retort’ was the label provided by Branagar’s letter concerning the Imperial code phrase for this audacious plan.

To this end Branagar had promised to send a force of arms to bolster the defences of the Shattered East Coast, with scouting elements arriving ahead of an organised fleet movement unlike any not seen since the M-War. When Tarot remarked about seeing Rishland heavy capital ships in the skies above his city, she was not exaggerating. Her estimates for the arrival of the Rishland Navy ranged from a matter of days, to a few weeks, as Boston was considered a target that could withstand considerable enemy action.

For now, Boston stood alone before the approaching storm of Western aggression.

Which meant, currently, Boston was guarded by a wounded defensive force of its own making, its own high walls, and a lamed warship floating in water when it should be soaring in the skies. Add to the mix the strange reports from the high docks along the wall, and the curious vanishing of the emissary of the Iron People, Garth felt as though he were living in very interesting times indeed.

The longboat righted and began to accelerate slightly, nosing up just enough to make Garth clutch at the armrests of his chair. The city below receded still further, and then the abrupt interruption of the high citadel walls appeared and vanished to leave nothing but scrub land beyond Boston’s walls. That was not to say the land beyond was unmarked by recent trouble. The blackened smoke charred wreckage from the Hudson Principality courier ship that had been lost in the opening salvo was scattered out like a bleeding wound from Boston’s side. Numerous small craters, and ragged trenches marked the ill fired shots of defender and attacker alike.

It was with thoughts like that, that the longboat began a circling descent towards its destination: a sea of tents in neat orderly rows, surrounding the crippled three legged wreckage of the Inland Imperial War Walker Ajax.

Lord Garth had a meeting to attend with an officer of an enemy power, and Captain Tarot had volunteered to chaperone the event. After all it was her marines ensuring that the prisoners of war, a definition the Rishlander had enforced where Bostonian forces would have declared fair game on any Inlander’s in their sights, were treated both fairly and humanely. Not a gram of Boston’s produces fed the prisoners, and whilst Garth felt bad about imparting that burden on a wounded ship’s company, he found no succour for the troops below him.

The Inlander’s had come to kill his people, regardless of their following of others orders.

So he would sit at this meeting, and listen to what Tarot had to say, whilst he sat across from Captain Yeorgi of the Empire. He would sit, but he might not choose to listen.

[gsgaragedoors1]

Garage Door Repair Service - Things to Stress More Upon

Everyone would want a good and properly working garage door. Manual or automatic door is not the issue here. The point is that the door is working properly whenever needed. Imagine leaving your house on a Monday morning to attend a meeting in your office. Everything's prepared in advance the night before. Files are arranged neatly in your leather case, shirt and trouser are washed, ironed and smell nice with mixture of perfume and soap.

You're all set, ready to go, and just as you're setting your coffee mug in the car compartment and press the remote for the garage door, all hell breaks loose. The garage door is jammed, with your car still inside the garage. This is the moment that you curse the garage doors , and wishing that you had parked your car in the carport outside the garage last night. Well, there's not much to do now but to open the door manually, by brute force if necessary with the cost of ruining your clean shirt in particular and your day in general.

The above description is not a good picture. But that's just by chance, you say. There's nothing to be done that will let us know whether the garage door will be jammed that particular day, you say. Well, not exactly. This article will discuss in general the usage of garage door repair service - things to stress more upon that will save you from days like this. Obviously, repairing a garage door is best to be done by expert, and unless you are confident enough to fix machinery and physical structure and willing enough to spend extra time wrestling with a broken door, it's suggested to contact local repair service. So, after agreeing that you'd rather spend your time drinking beers while somebody else fixes your garage doors, here are some tips for Garage door repair service - things to stress more upon.

Do regular checking based on symptoms, not until a problem actually shows.

This is probably the most basic tips. One of the reasons of fatalities in medical is due to late treatment. The best thing to do when you hear squeaking at the door railing, try to apply some oil on it, and if the sound doesn't disappear, it's time to call the repair service, not put it behind your head and hope it will go away.

Be detailed in your problems, and ask your repair person to be detail.

One thing to be clear, it's a repair person's job to repair your broken utensil (hence the title), and it's your right as a customer to request the best service being given to you. However, they're not fortuneteller who can foresight a problem just by checking (again, hence the title), so to be fair, you also need to be detailed in telling them the symptoms that you experience that lead to the repair person standing in front of you.

Ask for regular service and maintenance

Sometimes, a problem doesn't show any symptoms before it actually happen. That's why most repair service will have regular visit for maintenance for you to use. And it's best to use it. There's no harm in having the repair person come once every few months to check things.

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[madmancarrot]

One boot needing a new zip. One new zip. Late night DIY boot surgery...I don't trust cobblers enough to fix my boots. £1.45 for the zip(I've had to replace the other zip on the other boot before, same type of zip and it's out lasted the original and the replacement on this one, so let's keep these fuckers stomping through hell on my feet. I love my boots. They're outlasting my old pairs, even though the soles are bollocksed, and yes, they are leather...I got them before going vegan but it would be ecologically and economically a bad move to chuck them out, they're too fucked to sell/donate to charity, but they're fine on my feet, so that's where they'll stay...we've got many adventures and many more miles to cover in this life, they ain't done til I am. #Boots #NewRocks #DIY #Repair #Sewing #TheseBootsWereMadeForStomping #LateNightRepairs #LoveMyBoots #DieWithYourBootsOn #ManyMoreMilesToGo #AdventureAwaits! (at King's Lynn, Norfolk)

[bestautochicago]

The Volvo Wagon Armada

It was the Woodstock of press drives, a car launch fit for a Swedish king or, better yet, a Volvo wagon nut just like me. To commemorate the launch of the V90, its new and large but chic and sleek carryall, we persuaded Volvo to let us drive one of the first examples on U.S. soil—actually former North American CEO Lex Kerssemakers’ personal car—from the company’s corporate U.S. headquarters (since 1964) in Rockleigh, New Jersey, to the site of Volvo’s first-ever and still very much under-construction U.S. factory in Ridgeville, South Carolina. Then back again. Close to 2,000 miles.

The V90 marks not just a new Volvo wagon but also the most upscale one. It’s also a welcome re-staking of the wagon flag on American soil for the Swedish firm, and we wanted to memorialize it properly. Ditto the new factory, even if it’s not finished being built, a facility made possible by a deep-pocketed new owner—China’s Geely—and generous subsidies from the state of South Carolina. It reflects not just the record sales success Volvo has enjoyed lately but also what a fresh credit line worth more than $11 billion and a friendly state government can do for the spring in one’s business plan.

Volvo loaned us its premium hauler ($53,295 base) and helped us find, organize, and support a group of other wagons representing all eras of the company’s extensive history in the genre, along with the cars’ owners to drive them. I brought along my own light green 1967 122S wagon, bought with 80 original miles on the clock but now with 5,000 miles. A few preflight repairs, and it was ready to go the distance.

Loyal Volvo Club of America (VCOA) members all, the owners who answered Volvo’s call to join the wagon armada were mellow, their cars gloriously representing each decade since the first Volvo wagons of the 1950s and all of the carmaker’s successive wagon eras. We had mostly everything—from a show-winning 1959 445 Duett through the 122, 245, 745, 850, 240, V50, V60, all of the V70s, and a handsome 1800ES from the company’s own collection that accompanied us as far as Delaware. I’m only sorry there isn’t room here to thank everyone by name.

What didn’t turn up was a Mitsubishi-derived V40 or any representative of the 900 series, the ultimate evolution of the 700 series wagons, renamed in honor of its independent rear suspension and, in the case of the one we’d like to have seen, the 960, a straight-six motor. A much better car than it gets credit for, cursed by a short lifespan, its absence was noticed.

The 2017 V90 is svelte and comfortable as it leads its historic counterparts on a 2,000-mile road trip.

The final omission from our cavalcade of Volvos was the 145, the progenitor (1968-’74) of all the “boxes” to come, the cars that cemented the Volvo wagon thing by looking more or less the same for a quarter of a century, from the late ’60s until 1993. But divine providence intervened to correct an unconscionable oversight as we ran across a 145, a runner in only semimoderate dishabille, when we stopped at the Sub Rosa Bakery in Richmond, Virginia.

To ensure this crowd of Volvo volunteers wouldn’t go hungry on our station wagon sojourn, we brought along a couple of knowledgeable food professionals for dining tips along the way. Adam Sachs is the editor of Saveur and drives a V70. Jay Strell, a food communications strategist and fellow Brooklyn dweller, keeps a V50. Along for the ride and some light driving duty, they’d leave their own cars at home. Ditto my old friend, painter Fred Ingrams. He left his car—a too-slow-for-America V50 1.6-liter—at home in Norfolk, England, to come on a forced march to South Carolina as a passenger in a different Volvo wagon. He just hadn’t counted on it being 50 years old. Another drop-in from NYC, Jake Gouverneur, owns a Saab 9-5 wagon, but it has a blown head gasket and isn’t going anywhere.

There would, however, be no shotgun seat for Steve Ohlinger of The Auto Shop of Salisbury, Connecticut. A veteran independent Volvo mechanic, former racer, and (something tells me) former hippie, Steve brought his brown 1984 five-speed manual 245 Turbo, a rare bird. His role, to which he readily assented, was to carry The Knowledge and useful spares for when older pieces of Swedish iron fell in the line of interstate duty—except this happened not once.

Throw in a couple of Volvo PR honchos, a videographer in a V90 Cross Country, an event planner or two, plus our Automobile photographers, and there must have been 25 or more of us driving or riding along at any given moment. Teenaged me would have appreciated this concept.

Funny enough, no one ever did get an exact count on the number of participants. I later realized I was too busy driving to notice. Berkeley County, South Carolina, is a long way from Bergen County, northern New Jersey, especially in an 87-horsepower car with a pushrod engine geared to turn something like 3,800 rpm at 65 mph. The journey seems even longer and more sapping when it is conducted during a two-day rainstorm, with ’60s wipers clapping and a ’60s defroster fan hyperventilating while trying to keep up. But like all the old wagons on this trip, the 122S completed the journey without incident and no worse for the wear.

Swedish cream puff: This 1970s P1800ES “shooting brake” still cuts a stylish profile today.

Older models from the last century are one reason Volvo still has a good reputation to fall back on. Return solely  to the early part of the 21st century for your wagon memories, and you’ll find Volvos with some major technical failings to answer for, cars that tarnished the company’s long-running longevity and reliability pitch. We definitely feel better about its new cars nowadays, but there is no predicting what age will bring.

On first acquaintance, though, we are impressed with just about everything to do with the black V90 T6 AWD R-Design wagon we’re driving here, though even in a fast, all-wheel-drive car we hoped for something better than the 26 mpg over some 2,000 mostly highway miles. There were undoubtedly economy-sapping power surges for which we were responsible, as there will always be with 316 hp turbo and supercharged 2.0-liter fours. But there were many more hours of economy-minded highway driving. Results closer to the EPA’s suggested 30 mpg (highway) are not too much to ask for.

The V90 looks great, and its leather-lined interior compares favorably to several Germanic alternatives. If nothing else, it’s airy and different. The car drives and rides especially well, with a nimbleness that belies its size. A little more than 16 feet long, it feels like a big, opulent car in the best sense but drives like a smaller one. Naturally, this executive-priced load hauler also comes with all of the tech and telematics features you expect. That is, expect to love, expect to regret, and one that still has us scratching our heads: Pilot Assist II, Volvo’s second-gen semi-autonomous driving system.

With $600 million of Volvo’s own money invested so far and $200 million in state incentives, Volvo expects to have spent $1 billion on the new factory and to have created 4,000 jobs here by 2030.

The latest Pilot Assist no longer requires you to track a lead vehicle, and it operates in self-driving mode at speeds up to 80 mph, which is nice. (Its predecessor topped out at a considerably less useful 32 mph.) But as “semi-autonomous” suggests, Pilot Assist II only steers for you for 18 seconds at a time, at which point a human must provide input, or the car will come gradually to a halt, which seemed dangerous to me. Another concern? The camera-based system orients the vehicle by using painted road lines on either side of the road.

Will the new V90 still be on public roads decades from now? If its forebears are any indication, the outlook is good.

As you might expect once you know how the system works, the car made large corrections following the white lines into corners, often steering later than we would have with more roll and general back and forth than an attentive, sober skipper would have allowed. Also failing to inspire confidence was the discovery that the V90 seemed willing to veer off the highway around bends where the white paint was worn off or pieces of roadway had fallen away, taking the white line with them. Last-minute driver intervention was most emphatically required. So, as with similar systems from other makers, you can’t fully rely on Pilot Assist II because you still can’t take your eyes off the road. It might make you wonder, beyond tech boasts and consumer beta testing, what is the exact point?

A wagon usually boasts the same or better interior space than its jacked-up relations and fraternal twins, and it probably handles better with its lower of center of gravity.

Speaking of points, on the ride back to our hotel one night we got a chance to admire Ohlinger’s 245 Turbo in action. By action, I don’t mean heavy acceleration or drifting but merely having its headlamps turned on. That’s because they’re airport runway lights, an unlikely fitment the Volvo guru realized one day was a more or less straight swap, so he tried it, and guess what? They light up a road as if you plan to land a commercial jetliner on it, waking up everyone for miles and inducing post-traumatic stress syndrome in those unlucky enough to be in front of you when they suddenly catch your light show in their rearview mirror. We kind of liked it and made a mental note to look into the conversion. Although, as Ohlinger pointed out, “When they’re great, they’re great. But when they’re not, they’re really not.”

Bonding bricks: No fewer than 60 years and 229 hp separate the V90 from the author’s 122S wagon. Both have their unique charms.

Bonding Bricks: No fewer than 60 years and 229 hp separate the V90 from the author’s 122S wagon. Both have their unique charms.The following day we headed to the factory site, about an hour’s drive, to inspect it from a distance while photographing all the participants in our station wagon safari. With the plant rising in the background, and the rain miraculously halted, it’s a rare photo that speaks to Volvo’s storied history and equally strong present. Carved here out of swampy woodlands, it represents a minimum investment of $600 million of Volvo’s own money and $200 million in state incentives. Volvo expects to have spent a billion dollars here by 2030 and to have created 4,000 jobs. Perhaps not what you thought of, old timer, when you saw your first 122S wagon all those years ago.

Like the wagons, I was in good shape when we arrived in Charleston for a late lunch. In fairness, however, I must admit I turned over the 122S on several occasions to other drivers while I enjoyed long stints behind the wheel of the V90. The newest, fanciest Volvo wagon yet seemed rocket-ship fast yet delightfully restful, one of the most comfortable rides going, with better seats than most all its modern competition much less those in the 122S, its ancestor from a half century ago. Lack of wind noise lends an amazing quietness to the V90’s cabin, too. Indeed Gouverneur, playing with a decibel-meter app on his phone, explained that the all-wheel-drive model was significantly quieter at 115 mph in the rain with wipers at full chat than the 122S was cruising at 65 mph with wipers off. I can’t speak to the accuracy of this because I was driving, and we all know I would never drive anywhere near that fast.

The Duett was built as a dual-purpose work and personal car and was the only body-on-frame passenger vehicle in Volvo’s U.S. lineup.

This magazine has long maintained that the station wagon format provides the most practical automotive solution for millions more Americans than are buying them now. We understand the auto industry passes time by chasing the latest styling fads, but after being rocked by the ungainly minivan and then crushed by the SUV and the hulking crossovers that followed, the once-best-selling wagon’s pendulum, which swung highest in the 1960s and 1970s, is long overdue to swing back. To the extent that logic plays any part in the matter, which is probably a dubious idea at best, the wagon is more efficient—lighter and more aerodynamic—than its crossover alternative. A wagon usually boasts the same or better interior space than its jacked-up relations and fraternal twins, and it probably handles better with its lower of center of gravity. Almost half the vehicles sold in Europe are wagons. Is life there so much different? We don’t think so.

Gimmicks and scarcity marketing are cool, I guess, but The whole idea presumes scarcity. And our trip to Volvo’s new plant proved the V90 wagon is way too good to be scarce.

Volvo has had success with sedans and even sports cars in America, but it is best known for its wagons, which are standard fixtures of the landscape in many American neighborhoods to this day. In a world of ever-changing automotive ideals, the Volvo wagon is a basic unit of automotive currency for many, the kind that spans generations. In my life, my parents drove a Volvo wagon, I drove them, my kids drove them, and with luck their kids might. Unlike some makers, Volvo’s never left the wagon field behind, and new proof in the form of the V90 warms the heart.

Yet recognizing fashion and catering to what it thinks most people think they want, the company has hastened in the 21st century to keep its lineup of crossovers and SUVs fresh, lively, and growing. Although there’s really nothing bad to say about the XC60, XC90, and upcoming XC40 models, we still prefer these platforms set up for wagon duty, pure and unadulterated. We don’t begrudge Volvo its high riders—they help pay the rent and the high taxes of super-socialist Sweden. We wish the V90, which shares its platform with the XC90, had as an option a third row of seats as does the SUV.

This affection for the wagon form generally and Volvo’s biggest wagon ever specifically is why we can’t help but second-guess the decision to soft sell the model, which is only available via internet order and not off the showroom floor. Dealers will receive as many of the Cross Country version of the V90 as they can afford to stock but no regular wagon V90s without an internet order, which is a shame.

Seven decades of Volvo wagon evolution stages at the brand’s new South Carolina plant after 1,000 miles of driving.

Gimmicks and scarcity marketing are cool, I guess, but something is wrong. The whole idea presumes scarcity. And our trip to Volvo’s new plant (which won’t build the V90 but rather the 60 series sedan and SUV) proved the V90 wagon is way too good to be scarce. With a little work, it could be the belle of the ball in affluent communities across America, a big ol’ posh station wagon for our times, an anti-SUV. Wagons rule, and if anyone ought to know that, it’s Volvo.

  Source: http://chicagoautohaus.com/the-volvo-wagon-armada/

from Chicago Today https://chicagocarspot.wordpress.com/2017/12/18/the-volvo-wagon-armada/

[geeksleather]

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[jesusvasser]

The Volvo Wagon Armada

It was the Woodstock of press drives, a car launch fit for a Swedish king or, better yet, a Volvo wagon nut just like me. To commemorate the launch of the V90, its new and large but chic and sleek carryall, we persuaded Volvo to let us drive one of the first examples on U.S. soil—actually former North American CEO Lex Kerssemakers’ personal car—from the company’s corporate U.S. headquarters (since 1964) in Rockleigh, New Jersey, to the site of Volvo’s first-ever and still very much under-construction U.S. factory in Ridgeville, South Carolina. Then back again. Close to 2,000 miles.

The V90 marks not just a new Volvo wagon but also the most upscale one. It’s also a welcome re-staking of the wagon flag on American soil for the Swedish firm, and we wanted to memorialize it properly. Ditto the new factory, even if it’s not finished being built, a facility made possible by a deep-pocketed new owner—China’s Geely—and generous subsidies from the state of South Carolina. It reflects not just the record sales success Volvo has enjoyed lately but also what a fresh credit line worth more than $11 billion and a friendly state government can do for the spring in one’s business plan.

Volvo loaned us its premium hauler ($53,295 base) and helped us find, organize, and support a group of other wagons representing all eras of the company’s extensive history in the genre, along with the cars’ owners to drive them. I brought along my own light green 1967 122S wagon, bought with 80 original miles on the clock but now with 5,000 miles. A few preflight repairs, and it was ready to go the distance.

Loyal Volvo Club of America (VCOA) members all, the owners who answered Volvo’s call to join the wagon armada were mellow, their cars gloriously representing each decade since the first Volvo wagons of the 1950s and all of the carmaker’s successive wagon eras. We had mostly everything—from a show-winning 1959 445 Duett through the 122, 245, 745, 850, 240, V50, V60, all of the V70s, and a handsome 1800ES from the company’s own collection that accompanied us as far as Delaware. I’m only sorry there isn’t room here to thank everyone by name.

What didn’t turn up was a Mitsubishi-derived V40 or any representative of the 900 series, the ultimate evolution of the 700 series wagons, renamed in honor of its independent rear suspension and, in the case of the one we’d like to have seen, the 960, a straight-six motor. A much better car than it gets credit for, cursed by a short lifespan, its absence was noticed.

The 2017 V90 is svelte and comfortable as it leads its historic counterparts on a 2,000-mile road trip.

The final omission from our cavalcade of Volvos was the 145, the progenitor (1968-’74) of all the “boxes” to come, the cars that cemented the Volvo wagon thing by looking more or less the same for a quarter of a century, from the late ’60s until 1993. But divine providence intervened to correct an unconscionable oversight as we ran across a 145, a runner in only semimoderate dishabille, when we stopped at the Sub Rosa Bakery in Richmond, Virginia.

To ensure this crowd of Volvo volunteers wouldn’t go hungry on our station wagon sojourn, we brought along a couple of knowledgeable food professionals for dining tips along the way. Adam Sachs is the editor of Saveur and drives a V70. Jay Strell, a food communications strategist and fellow Brooklyn dweller, keeps a V50. Along for the ride and some light driving duty, they’d leave their own cars at home. Ditto my old friend, painter Fred Ingrams. He left his car—a too-slow-for-America V50 1.6-liter—at home in Norfolk, England, to come on a forced march to South Carolina as a passenger in a different Volvo wagon. He just hadn’t counted on it being 50 years old. Another drop-in from NYC, Jake Gouverneur, owns a Saab 9-5 wagon, but it has a blown head gasket and isn’t going anywhere.

There would, however, be no shotgun seat for Steve Ohlinger of The Auto Shop of Salisbury, Connecticut. A veteran independent Volvo mechanic, former racer, and (something tells me) former hippie, Steve brought his brown 1984 five-speed manual 245 Turbo, a rare bird. His role, to which he readily assented, was to carry The Knowledge and useful spares for when older pieces of Swedish iron fell in the line of interstate duty—except this happened not once.

Throw in a couple of Volvo PR honchos, a videographer in a V90 Cross Country, an event planner or two, plus our Automobile photographers, and there must have been 25 or more of us driving or riding along at any given moment. Teenaged me would have appreciated this concept.

Funny enough, no one ever did get an exact count on the number of participants. I later realized I was too busy driving to notice. Berkeley County, South Carolina, is a long way from Bergen County, northern New Jersey, especially in an 87-horsepower car with a pushrod engine geared to turn something like 3,800 rpm at 65 mph. The journey seems even longer and more sapping when it is conducted during a two-day rainstorm, with ’60s wipers clapping and a ’60s defroster fan hyperventilating while trying to keep up. But like all the old wagons on this trip, the 122S completed the journey without incident and no worse for the wear.

Swedish cream puff: This 1970s P1800ES “shooting brake” still cuts a stylish profile today.

Older models from the last century are one reason Volvo still has a good reputation to fall back on. Return solely  to the early part of the 21st century for your wagon memories, and you’ll find Volvos with some major technical failings to answer for, cars that tarnished the company’s long-running longevity and reliability pitch. We definitely feel better about its new cars nowadays, but there is no predicting what age will bring.

On first acquaintance, though, we are impressed with just about everything to do with the black V90 T6 AWD R-Design wagon we’re driving here, though even in a fast, all-wheel-drive car we hoped for something better than the 26 mpg over some 2,000 mostly highway miles. There were undoubtedly economy-sapping power surges for which we were responsible, as there will always be with 316 hp turbo and supercharged 2.0-liter fours. But there were many more hours of economy-minded highway driving. Results closer to the EPA’s suggested 30 mpg (highway) are not too much to ask for.

The V90 looks great, and its leather-lined interior compares favorably to several Germanic alternatives. If nothing else, it’s airy and different. The car drives and rides especially well, with a nimbleness that belies its size. A little more than 16 feet long, it feels like a big, opulent car in the best sense but drives like a smaller one. Naturally, this executive-priced load hauler also comes with all of the tech and telematics features you expect. That is, expect to love, expect to regret, and one that still has us scratching our heads: Pilot Assist II, Volvo’s second-gen semi-autonomous driving system.

With $600 million of Volvo’s own money invested so far and $200 million in state incentives, Volvo expects to have spent $1 billion on the new factory and to have created 4,000 jobs here by 2030.

The latest Pilot Assist no longer requires you to track a lead vehicle, and it operates in self-driving mode at speeds up to 80 mph, which is nice. (Its predecessor topped out at a considerably less useful 32 mph.) But as “semi-autonomous” suggests, Pilot Assist II only steers for you for 18 seconds at a time, at which point a human must provide input, or the car will come gradually to a halt, which seemed dangerous to me. Another concern? The camera-based system orients the vehicle by using painted road lines on either side of the road.

Will the new V90 still be on public roads decades from now? If its forebears are any indication, the outlook is good.

As you might expect once you know how the system works, the car made large corrections following the white lines into corners, often steering later than we would have with more roll and general back and forth than an attentive, sober skipper would have allowed. Also failing to inspire confidence was the discovery that the V90 seemed willing to veer off the highway around bends where the white paint was worn off or pieces of roadway had fallen away, taking the white line with them. Last-minute driver intervention was most emphatically required. So, as with similar systems from other makers, you can’t fully rely on Pilot Assist II because you still can’t take your eyes off the road. It might make you wonder, beyond tech boasts and consumer beta testing, what is the exact point?

A wagon usually boasts the same or better interior space than its jacked-up relations and fraternal twins, and it probably handles better with its lower of center of gravity.

Speaking of points, on the ride back to our hotel one night we got a chance to admire Ohlinger’s 245 Turbo in action. By action, I don’t mean heavy acceleration or drifting but merely having its headlamps turned on. That’s because they’re airport runway lights, an unlikely fitment the Volvo guru realized one day was a more or less straight swap, so he tried it, and guess what? They light up a road as if you plan to land a commercial jetliner on it, waking up everyone for miles and inducing post-traumatic stress syndrome in those unlucky enough to be in front of you when they suddenly catch your light show in their rearview mirror. We kind of liked it and made a mental note to look into the conversion. Although, as Ohlinger pointed out, “When they’re great, they’re great. But when they’re not, they’re really not.”

Bonding bricks: No fewer than 60 years and 229 hp separate the V90 from the author’s 122S wagon. Both have their unique charms.

Bonding Bricks: No fewer than 60 years and 229 hp separate the V90 from the author’s 122S wagon. Both have their unique charms.The following day we headed to the factory site, about an hour’s drive, to inspect it from a distance while photographing all the participants in our station wagon safari. With the plant rising in the background, and the rain miraculously halted, it’s a rare photo that speaks to Volvo’s storied history and equally strong present. Carved here out of swampy woodlands, it represents a minimum investment of $600 million of Volvo’s own money and $200 million in state incentives. Volvo expects to have spent a billion dollars here by 2030 and to have created 4,000 jobs. Perhaps not what you thought of, old timer, when you saw your first 122S wagon all those years ago.

Like the wagons, I was in good shape when we arrived in Charleston for a late lunch. In fairness, however, I must admit I turned over the 122S on several occasions to other drivers while I enjoyed long stints behind the wheel of the V90. The newest, fanciest Volvo wagon yet seemed rocket-ship fast yet delightfully restful, one of the most comfortable rides going, with better seats than most all its modern competition much less those in the 122S, its ancestor from a half century ago. Lack of wind noise lends an amazing quietness to the V90’s cabin, too. Indeed Gouverneur, playing with a decibel-meter app on his phone, explained that the all-wheel-drive model was significantly quieter at 115 mph in the rain with wipers at full chat than the 122S was cruising at 65 mph with wipers off. I can’t speak to the accuracy of this because I was driving, and we all know I would never drive anywhere near that fast.

The Duett was built as a dual-purpose work and personal car and was the only body-on-frame passenger vehicle in Volvo’s U.S. lineup.

This magazine has long maintained that the station wagon format provides the most practical automotive solution for millions more Americans than are buying them now. We understand the auto industry passes time by chasing the latest styling fads, but after being rocked by the ungainly minivan and then crushed by the SUV and the hulking crossovers that followed, the once-best-selling wagon’s pendulum, which swung highest in the 1960s and 1970s, is long overdue to swing back. To the extent that logic plays any part in the matter, which is probably a dubious idea at best, the wagon is more efficient—lighter and more aerodynamic—than its crossover alternative. A wagon usually boasts the same or better interior space than its jacked-up relations and fraternal twins, and it probably handles better with its lower of center of gravity. Almost half the vehicles sold in Europe are wagons. Is life there so much different? We don’t think so.

Gimmicks and scarcity marketing are cool, I guess, but The whole idea presumes scarcity. And our trip to Volvo’s new plant proved the V90 wagon is way too good to be scarce.

Volvo has had success with sedans and even sports cars in America, but it is best known for its wagons, which are standard fixtures of the landscape in many American neighborhoods to this day. In a world of ever-changing automotive ideals, the Volvo wagon is a basic unit of automotive currency for many, the kind that spans generations. In my life, my parents drove a Volvo wagon, I drove them, my kids drove them, and with luck their kids might. Unlike some makers, Volvo’s never left the wagon field behind, and new proof in the form of the V90 warms the heart.

Yet recognizing fashion and catering to what it thinks most people think they want, the company has hastened in the 21st century to keep its lineup of crossovers and SUVs fresh, lively, and growing. Although there’s really nothing bad to say about the XC60, XC90, and upcoming XC40 models, we still prefer these platforms set up for wagon duty, pure and unadulterated. We don’t begrudge Volvo its high riders—they help pay the rent and the high taxes of super-socialist Sweden. We wish the V90, which shares its platform with the XC90, had as an option a third row of seats as does the SUV.

This affection for the wagon form generally and Volvo’s biggest wagon ever specifically is why we can’t help but second-guess the decision to soft sell the model, which is only available via internet order and not off the showroom floor. Dealers will receive as many of the Cross Country version of the V90 as they can afford to stock but no regular wagon V90s without an internet orde from Performance Junk WP Feed 4 http://ift.tt/2yT2zt6 via IFTTT

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The Volvo Wagon Armada

It was the Woodstock of press drives, a car launch fit for a Swedish king or, better yet, a Volvo wagon nut just like me. To commemorate the launch of the V90, its new and large but chic and sleek carryall, we persuaded Volvo to let us drive one of the first examples on U.S. soil—actually former North American CEO Lex Kerssemakers’ personal car—from the company’s corporate U.S. headquarters (since 1964) in Rockleigh, New Jersey, to the site of Volvo’s first-ever and still very much under-construction U.S. factory in Ridgeville, South Carolina. Then back again. Close to 2,000 miles.

The V90 marks not just a new Volvo wagon but also the most upscale one. It’s also a welcome re-staking of the wagon flag on American soil for the Swedish firm, and we wanted to memorialize it properly. Ditto the new factory, even if it’s not finished being built, a facility made possible by a deep-pocketed new owner—China’s Geely—and generous subsidies from the state of South Carolina. It reflects not just the record sales success Volvo has enjoyed lately but also what a fresh credit line worth more than $11 billion and a friendly state government can do for the spring in one’s business plan.

Volvo loaned us its premium hauler ($53,295 base) and helped us find, organize, and support a group of other wagons representing all eras of the company’s extensive history in the genre, along with the cars’ owners to drive them. I brought along my own light green 1967 122S wagon, bought with 80 original miles on the clock but now with 5,000 miles. A few preflight repairs, and it was ready to go the distance.

Loyal Volvo Club of America (VCOA) members all, the owners who answered Volvo’s call to join the wagon armada were mellow, their cars gloriously representing each decade since the first Volvo wagons of the 1950s and all of the carmaker’s successive wagon eras. We had mostly everything—from a show-winning 1959 445 Duett through the 122, 245, 745, 850, 240, V50, V60, all of the V70s, and a handsome 1800ES from the company’s own collection that accompanied us as far as Delaware. I’m only sorry there isn’t room here to thank everyone by name.

What didn’t turn up was a Mitsubishi-derived V40 or any representative of the 900 series, the ultimate evolution of the 700 series wagons, renamed in honor of its independent rear suspension and, in the case of the one we’d like to have seen, the 960, a straight-six motor. A much better car than it gets credit for, cursed by a short lifespan, its absence was noticed.

The 2017 V90 is svelte and comfortable as it leads its historic counterparts on a 2,000-mile road trip.

The final omission from our cavalcade of Volvos was the 145, the progenitor (1968-’74) of all the “boxes” to come, the cars that cemented the Volvo wagon thing by looking more or less the same for a quarter of a century, from the late ’60s until 1993. But divine providence intervened to correct an unconscionable oversight as we ran across a 145, a runner in only semimoderate dishabille, when we stopped at the Sub Rosa Bakery in Richmond, Virginia.

To ensure this crowd of Volvo volunteers wouldn’t go hungry on our station wagon sojourn, we brought along a couple of knowledgeable food professionals for dining tips along the way. Adam Sachs is the editor of Saveur and drives a V70. Jay Strell, a food communications strategist and fellow Brooklyn dweller, keeps a V50. Along for the ride and some light driving duty, they’d leave their own cars at home. Ditto my old friend, painter Fred Ingrams. He left his car—a too-slow-for-America V50 1.6-liter—at home in Norfolk, England, to come on a forced march to South Carolina as a passenger in a different Volvo wagon. He just hadn’t counted on it being 50 years old. Another drop-in from NYC, Jake Gouverneur, owns a Saab 9-5 wagon, but it has a blown head gasket and isn’t going anywhere.

There would, however, be no shotgun seat for Steve Ohlinger of The Auto Shop of Salisbury, Connecticut. A veteran independent Volvo mechanic, former racer, and (something tells me) former hippie, Steve brought his brown 1984 five-speed manual 245 Turbo, a rare bird. His role, to which he readily assented, was to carry The Knowledge and useful spares for when older pieces of Swedish iron fell in the line of interstate duty—except this happened not once.

Throw in a couple of Volvo PR honchos, a videographer in a V90 Cross Country, an event planner or two, plus our Automobile photographers, and there must have been 25 or more of us driving or riding along at any given moment. Teenaged me would have appreciated this concept.

Funny enough, no one ever did get an exact count on the number of participants. I later realized I was too busy driving to notice. Berkeley County, South Carolina, is a long way from Bergen County, northern New Jersey, especially in an 87-horsepower car with a pushrod engine geared to turn something like 3,800 rpm at 65 mph. The journey seems even longer and more sapping when it is conducted during a two-day rainstorm, with ’60s wipers clapping and a ’60s defroster fan hyperventilating while trying to keep up. But like all the old wagons on this trip, the 122S completed the journey without incident and no worse for the wear.

Swedish cream puff: This 1970s P1800ES “shooting brake” still cuts a stylish profile today.

Older models from the last century are one reason Volvo still has a good reputation to fall back on. Return solely  to the early part of the 21st century for your wagon memories, and you’ll find Volvos with some major technical failings to answer for, cars that tarnished the company’s long-running longevity and reliability pitch. We definitely feel better about its new cars nowadays, but there is no predicting what age will bring.

On first acquaintance, though, we are impressed with just about everything to do with the black V90 T6 AWD R-Design wagon we’re driving here, though even in a fast, all-wheel-drive car we hoped for something better than the 26 mpg over some 2,000 mostly highway miles. There were undoubtedly economy-sapping power surges for which we were responsible, as there will always be with 316 hp turbo and supercharged 2.0-liter fours. But there were many more hours of economy-minded highway driving. Results closer to the EPA’s suggested 30 mpg (highway) are not too much to ask for.

The V90 looks great, and its leather-lined interior compares favorably to several Germanic alternatives. If nothing else, it’s airy and different. The car drives and rides especially well, with a nimbleness that belies its size. A little more than 16 feet long, it feels like a big, opulent car in the best sense but drives like a smaller one. Naturally, this executive-priced load hauler also comes with all of the tech and telematics features you expect. That is, expect to love, expect to regret, and one that still has us scratching our heads: Pilot Assist II, Volvo’s second-gen semi-autonomous driving system.

With $600 million of Volvo’s own money invested so far and $200 million in state incentives, Volvo expects to have spent $1 billion on the new factory and to have created 4,000 jobs here by 2030.

The latest Pilot Assist no longer requires you to track a lead vehicle, and it operates in self-driving mode at speeds up to 80 mph, which is nice. (Its predecessor topped out at a considerably less useful 32 mph.) But as “semi-autonomous” suggests, Pilot Assist II only steers for you for 18 seconds at a time, at which point a human must provide input, or the car will come gradually to a halt, which seemed dangerous to me. Another concern? The camera-based system orients the vehicle by using painted road lines on either side of the road.

Will the new V90 still be on public roads decades from now? If its forebears are any indication, the outlook is good.

As you might expect once you know how the system works, the car made large corrections following the white lines into corners, often steering later than we would have with more roll and general back and forth than an attentive, sober skipper would have allowed. Also failing to inspire confidence was the discovery that the V90 seemed willing to veer off the highway around bends where the white paint was worn off or pieces of roadway had fallen away, taking the white line with them. Last-minute driver intervention was most emphatically required. So, as with similar systems from other makers, you can’t fully rely on Pilot Assist II because you still can’t take your eyes off the road. It might make you wonder, beyond tech boasts and consumer beta testing, what is the exact point?

A wagon usually boasts the same or better interior space than its jacked-up relations and fraternal twins, and it probably handles better with its lower of center of gravity.

Speaking of points, on the ride back to our hotel one night we got a chance to admire Ohlinger’s 245 Turbo in action. By action, I don’t mean heavy acceleration or drifting but merely having its headlamps turned on. That’s because they’re airport runway lights, an unlikely fitment the Volvo guru realized one day was a more or less straight swap, so he tried it, and guess what? They light up a road as if you plan to land a commercial jetliner on it, waking up everyone for miles and inducing post-traumatic stress syndrome in those unlucky enough to be in front of you when they suddenly catch your light show in their rearview mirror. We kind of liked it and made a mental note to look into the conversion. Although, as Ohlinger pointed out, “When they’re great, they’re great. But when they’re not, they’re really not.”

Bonding bricks: No fewer than 60 years and 229 hp separate the V90 from the author’s 122S wagon. Both have their unique charms.

Bonding Bricks: No fewer than 60 years and 229 hp separate the V90 from the author’s 122S wagon. Both have their unique charms.The following day we headed to the factory site, about an hour’s drive, to inspect it from a distance while photographing all the participants in our station wagon safari. With the plant rising in the background, and the rain miraculously halted, it’s a rare photo that speaks to Volvo’s storied history and equally strong present. Carved here out of swampy woodlands, it represents a minimum investment of $600 million of Volvo’s own money and $200 million in state incentives. Volvo expects to have spent a billion dollars here by 2030 and to have created 4,000 jobs. Perhaps not what you thought of, old timer, when you saw your first 122S wagon all those years ago.

Like the wagons, I was in good shape when we arrived in Charleston for a late lunch. In fairness, however, I must admit I turned over the 122S on several occasions to other drivers while I enjoyed long stints behind the wheel of the V90. The newest, fanciest Volvo wagon yet seemed rocket-ship fast yet delightfully restful, one of the most comfortable rides going, with better seats than most all its modern competition much less those in the 122S, its ancestor from a half century ago. Lack of wind noise lends an amazing quietness to the V90’s cabin, too. Indeed Gouverneur, playing with a decibel-meter app on his phone, explained that the all-wheel-drive model was significantly quieter at 115 mph in the rain with wipers at full chat than the 122S was cruising at 65 mph with wipers off. I can’t speak to the accuracy of this because I was driving, and we all know I would never drive anywhere near that fast.

The Duett was built as a dual-purpose work and personal car and was the only body-on-frame passenger vehicle in Volvo’s U.S. lineup.

This magazine has long maintained that the station wagon format provides the most practical automotive solution for millions more Americans than are buying them now. We understand the auto industry passes time by chasing the latest styling fads, but after being rocked by the ungainly minivan and then crushed by the SUV and the hulking crossovers that followed, the once-best-selling wagon’s pendulum, which swung highest in the 1960s and 1970s, is long overdue to swing back. To the extent that logic plays any part in the matter, which is probably a dubious idea at best, the wagon is more efficient—lighter and more aerodynamic—than its crossover alternative. A wagon usually boasts the same or better interior space than its jacked-up relations and fraternal twins, and it probably handles better with its lower of center of gravity. Almost half the vehicles sold in Europe are wagons. Is life there so much different? We don’t think so.

Gimmicks and scarcity marketing are cool, I guess, but The whole idea presumes scarcity. And our trip to Volvo’s new plant proved the V90 wagon is way too good to be scarce.

Volvo has had success with sedans and even sports cars in America, but it is best known for its wagons, which are standard fixtures of the landscape in many American neighborhoods to this day. In a world of ever-changing automotive ideals, the Volvo wagon is a basic unit of automotive currency for many, the kind that spans generations. In my life, my parents drove a Volvo wagon, I drove them, my kids drove them, and with luck their kids might. Unlike some makers, Volvo’s never left the wagon field behind, and new proof in the form of the V90 warms the heart.

Yet recognizing fashion and catering to what it thinks most people think they want, the company has hastened in the 21st century to keep its lineup of crossovers and SUVs fresh, lively, and growing. Although there’s really nothing bad to say about the XC60, XC90, and upcoming XC40 models, we still prefer these platforms set up for wagon duty, pure and unadulterated. We don’t begrudge Volvo its high riders—they help pay the rent and the high taxes of super-socialist Sweden. We wish the V90, which shares its platform with the XC90, had as an option a third row of seats as does the SUV.

This affection for the wagon form generally and Volvo’s biggest wagon ever specifically is why we can’t help but second-guess the decision to soft sell the model, which is only available via internet order and not off the showroom floor. Dealers will receive as many of the Cross Country version of the V90 as they can afford to stock but no regular wagon V90s without an internet orde from Performance Junk Blogger Feed 4 http://ift.tt/2yT2zt6 via IFTTT