Volvo C30 2006 Review - International

What we liked
>> Coupe character with wagon style and practicality
>> User-friendly driving dynamics
>> At last, a Volvo with verve

Not so much
>> Space-saver spare wheel
>> Undersize trip/odo displays
>> Brakes weaken in demanding driving

Overall rating: 4.0/5.0
>>Engine, drivetrain and chassis:4.0/5.0
>>Packaging and practicality:4.5/5.0
>>Safety:4.5/5.0
>> Behind the wheel:4.0/5.0
>> X-factor:4.5/5.0

OVERVIEW
Crikey! At this rate, if Volvo's not careful, it could shake the "Bloody…" slogan and wind up on enthusiasts' Most Wanted list.

The fact is, in the C30, Volvo has created an object of lustful desire. No, not kidding. For all its obvious Volvo-ness in style, safety and such, the C30 comes across as a car you'd be chuffed to own and very glad to drive… Because it looks handsomely individual in a strikingly sporty way, and has the driving dynamics to match.

Volvo reckons on moving 65,000 C30s a year, worldwide. After a day romping round the highways and challengingly three-dimensional byways of Majorca -- a sun-drenched mountainous island off Spain's Mediterranean coast -- it seems very likely that higher production levels will be needed to meet the demand.

Incidentally, this is isn't Volvo's first dabble with the sporty coupe-cum-wagon concept. It originally went that way in 1971 with the P1800ES which grafted an extended, tapering wagon-like turret (with an all-glass tailgate), on to the P1800 coupe. Over 8000 examples were made during the P1800ES's two-year career.

Volvo revived the concept in 1986 with the 480ES which unfortunately fell short of its potential because the build quality and reliability didn't come close to the still-striking good looks.

But this time, everything is in place for C30 success.

PRICE AND EQUIPMENT
Since the C30 won't arrive locally until early April 2007, pricing isn't yet finalised. Volvo has, however, given a broad-brush guide to the model range and positioning.

Although some markets see the C30 with several four-cylinder petrol and diesel engines (in 1.6, 1.8 and 2.0-litre capacities), we won't be getting them. Australia will concentrate on an upmarket specification which is sub-divided according to three different five-cylinder engines.

Here the entry-level C30 will have the naturally-aspirated 2.4-litre petrol engine known and well regarded from other Volvo models. Pricing, with the standard five-speed manual transmission, is forecast to begin around the $35K mark.

Assuming C30 follows the example of Volvo's other 2.4-litre models, five-speed automatic transmission will be a no-cost option. But have no fear, there will also be plenty of extra-cost options to tempt shoppers with expandable budgets. Not that the 2.4 will skimp on included features and equipment, for all the usual (steering, mirrors and windows) power assists, remote keyless entry, two-way wheel adjustment, filtered climate control air-conditioning, alloy wheels, cruise control and more are among the standard fare.

A topical variation on this theme is found in the 2.4-litre D5 turbodiesel, anticipated to cost from around $45K. Initially the D5 will offer only a five-speed automatic transmission, but a six-speed manual comes later in 2007.

While boasting slightly better performance than its 2.4-litre petrol sibling, the D5's big claim to fame is thriftier fuel economy, with 6.9lt/100km cited for the automatic, versus 9.0lt/100km for the petrol version.

Completing the C30 line-up, the 2.5-litre turbocharged petrol T5 has to be the enthusiast's choice. Priced from about $45K, the T5 has outstandingly spirited performance regardless of whether it's teamed with the six-speed manual gearbox or alternate five-speed automatic.

The preview T5s featured sports suspension, 17-inch alloys, electrically-adjustable front seats, sports steering wheel, alloy pedal pads and other dress-up items… All the better to play the sporty role, which the C30 delivers with quite consummate skill.

Tapping deeper into that vein, the C30 will also offer an if-you've-got-it-flaunt-it body kit, 18-inch alloys, premium audio system, several interior colour combos and a sizeable assortment of other options enabling imaginative buyers to assert their individuality.

MECHANICAL
If familiar with the mechanical elements of the Volvo S40 sedan and V50 wagon, you're more than halfway to knowing what makes the C30 tick. Here as there, the compact all-alloy inline five-cylinder engines are noted for their distinctive character and sound. All three versions have twin-cam 20-valve cylinder-heads, but in other areas their differences outnumber the similarities.

The 2.4-litre naturally-aspirated example (actually 2435cc capacity) accepts 91 RON or 95 RON petrol without complaint, albeit with slight reductions in performance. Given 98 RON fuel, however, the engine realises the full 125kW power at 6000rpm and 230Nm torque at 4400rpm.

The 2.4-litre D5 turbocharged diesel has common-rail fuel-injection and 17.3:1 compression. Emitting a typical ‘diesel' chatter at idle and a nicely gruff aural edge under full acceleration, the D5 is quietly inconspicuous under light loads and when cruising. Responsive performance is assured by the engine's 132kW power at 4000rpm and the muscular 350Nm torque on tap from 1750 to 3250rpm.

Although the 2.5-litre (2521cc) T5 turbo is the most accelerative of the three engines thanks to 162kW maximum power at 5000rpm, it's also outstandingly tractable by virtue of diesel-like 320Nm torque spread from just 1500rpm through to 4800rpm. As with the 2.4-litre petrol sibling, the T5 prefers 98 RON fuel, but automatically adjusts to the lesser grades if necessary.

Interestingly, in the S40 and V50 models, the princely T5 engine comes only with an AWD drivetrain, whereas the C30 is exclusively front-drive (for the time being at least; though the AWD system must logically be a card up its sleeve for the future).

In other respects, the C30's running gear reflects the S40's with strut front suspension, multi-link rear suspension, four-wheel disc brakes and rack and pinion steering with electro-hydraulic power assistance. All good, proven foundations for a car with sporty driver appeal.

PACKAGING
There's been clever work afoot in the C30 packaging department. On one hand the C30 looks purposefully compact; low, wide and no longer than necessary. From some angles the effect is accentuated by the rear cabin's distinctively strong taper to the relatively narrow glass tailgate.

Yet despite some appearances, the C30 has the same reasonably long wheelbase and broad track dimensions as the S40 sedan, also the same structural platform.

No surprise, then, that the C30 is a legitimate four-seater. Indeed the comfortably roomy front seats, dash and décor have S40 writ all over them, which is no bad thing.

The rear accommodations aren't just an after-thought. The two split-fold rear seats not only offer adult-size legroom and headspace, but are relatively close together. This configuration allows the seating positions to fit within the tapered turret, provides spare width on the outside for storage bins and crush space, and gives occupants a better view forward between the front seats. Good thinking.

At 230-odd litres, the luggage boot capacity is adequate rather than abundant, but can, of course, be usefully increased by folding one or both rear seats. Australian C30s will have a space-saver spare wheel; not ideal perhaps, but arguably preferable to some markets' puncture repair kit.

SAFETY
Volvo is adamant that the C30 has the same high safety levels as the S40 sedan, even in rear impacts, despite the rear overhang (and overall length) being almost 22cm shorter.

The car's front structure is arranged with zones made of different grades of steel so that collision forces are distributed and absorbed most effectively. Similar techniques and materials are employed in the comparably crashworthy rear structure.

The doors' superior quality boron steel reinforcement helps ensure minimal intrusion in side impacts, complemented by very solid body cross-members, pillars and sills designed to keep the cabin as ship-shape as possible in violent crashes.

Special attention given to the structure behind the front wheel-well aims to prevent the front wheels being driven into the footwell in severe frontal impacts.

The C30's passive safety features include dual-stage front airbags, side bags and inflatable curtains. Each seat belt has pre-tensioning, and the front pair have force limitation.

Besides the required collapsible steering column, Volvo includes breakaway pedals to lessen the driver's risk.

On the electronics front, a sophisticated (and switchable) handling stability system is integrated with traction control and anti-lock braking.

All of which explains why Volvo is a byword for safety.

COMPETITORS
Since there's nothing quite like the C30 in style and spirit, direct competitors aren't exactly thick on the ground, especially around the forecast price points. So most potential rivals are four-cylinder hatchbacks. Closest, perhaps, may be the Audi A3 Sportback which in Ambition guise costs $40-50K for front-drive 2.0-litre petrol or diesel variants.

In the BMW 1 Series line-up, the lusty six-cylinder, 3.0-litre 130i Sport ($63-66K) is too costly to be a competitor, leaving the four-cylinder 2-litre 120i variants ($43-48K) looking rather under-powered and over-priced next to the Volvo.

The Alfa Romeo 147 is another compact hatchback that runs from about $36-43K with four-cylinder engines; the fiery 3.2-litre V6 GTA version being a stretch too far at $60,000 and up.

And then there were none. Unless you count C30's kissin' cousins, the $36K Ford Focus XR5 (with essentially the T5 engine under its bonnet) and the $40K Mazda 3 MPS which has its own four-cylinder ‘turbo-motor' powering the same family platform as the Focus and C30.

Despite the cockpit's S40 overtones, the C30's lower seating position reinforces the sense of sportiness. The driving position is well sorted to begin with and only gets better when advantage is taken of the generous seat and wheel adjustments.

There's a panoramic view forward through the deep windscreen, but the thick A pillars form sizeable blind spots on the angle. The minor controls and switches are well placed, and the instruments' legibility is exemplary. No credit to the designers, then, for lamentably small and obscure digits in the trip-odo display. Time to copy Honda, chaps.

One of the first driving impressions is how well planted the C30 feels. Even on the standard suspension, body control is so well disciplined that the C30's stance exudes confidence. And even on the lower, firmer sports suspension, the ride quality is remarkably good. Not plush, of course, but sufficiently supple to absorb most road irregularities without assaulting the chassis and discomforting the occupants.

The handling is particularly good for a solid (about 1400kg) front-drive chassis with such responsive performance, especially in the mighty T5, and double especially in the manual version with its simply great gearshift.

The D5 diesel is no slouch either, and nor should be the naturally-aspirated 2.4-litre model (which didn't attend the preview).

Even on the standard suspension, the C30 handles confidently with contained body roll and adhesive roadholding. And it's even more self-assured with the sports suspension under it.

Seldom dogged by noticeable understeer when cornering, the C30 turns in and changes direction with perceptible authority. Even when hurried hard through the bendy bits, of which there are many on Majorca, the C30 invariably settles securely, points faithfully and conveys such sense of balance that it always feels to be working with you… Very user-friendly.

Whether directed by the standard wheel or the sports example with its thicker, sculpted rim, the steering is nicely mid-weighted, reasonably acute and feels well connected. Little if any kickback and torque steer occur even when corners roughen and/or you make the most of the C30's accelerative eagerness.

The only hiccup is that the usually arresting brakes lose pedal feel and stopping power when subjected to repeated hard stops during agressive driving on steep, winding descents. Different pads needed, perhaps?

Still, that blip doesn't diminish the overall enjoyment of driving such a well rounded and personable car, nor reduce the constant (pleasant) surprise that it's a Volvo.

At last, thanks to the C30, we've got automotive safe sex. Try it, you'll like it.