Volvo C30 D5 2008 Review

Volvo C30 D5

What we liked
>> In-gear performance
>> Good looks and general practicality
>> Ease of use

Not so much
>> NVH
>> Turbo lag
>> Stingy luggage capacity

Overall rating: 3.5/5.0
Engine/Drivetrain/Chassis: 3.5/5.0
Price, Packaging and Practicality: 3.0/5.0
Safety: 4.0/5.0
Behind the wheel: 3.5/5.0
X-factor: 3.5/5.0

About our ratings

OVERVIEW
Barely 12 months since its Australian release, the Volvo C30 range has been enhanced with the introduction of a new entry-level model, the C30 S and a diesel variant, the C30 D5.

The plan was always there for Volvo to introduce a mid-$30K model and the company has been careful about the way the C30 S has been de-specced, relative to the C30 LE on which it is based.

Most of the gear missing from the standard C30 S specification will not be broadly missed, we expect. As examples, the base C30 has a six-speaker audio system and aluminium interior trim in lieu of the eight-speaker system and Nordic Light Oak trim fitted to the C30 LE (the reviewer personally prefers aluminium over wood). Options cost more because the C30 S is coming from a lower pricing stratum.

The C30 LE has the following items as standard, missing altogether or available only as options for the C30 S: Electric fold-in mirrors with built-in puddle lights, electrically adjustable driver's seat and water-repellant glass for the exterior mirrors.

Probably the one feature of the C30 LE that will be missed by owners of the C30 S is the leather trim -- but that can be ordered as an option for $2850 anyway.

The D5 variant in the C30 range is bigger news given the focus on turbodiesel these days. Basically the same engine as in the S40 (and a host of Volvo models right up to the XC90 seven-seater), the five-cylinder is currently available with just the five-speed automatic transmission, but will be offered shortly with a six-speed manual as well.

We've covered the C30 in some detail in the past (see our launch review here), but let's reiterate that the C30 is a car that leads Volvo into what has been uncharted territory since the demise of the 480 model (which never came to Australia) and the P1800ES before that. It's a car which, frankly, is markedly more fashionable than the Audi A3 which Volvo nominates as one competitor and it's less overtly sports-oriented than the Alfa 147, the other principal competitor in Volvo's gunsights.

Volvo has clearly defined the intended demographic for the C30, with 83 per cent of buyers either 'empty-nesters' or not yet in the family way. Nearly half (45 per cent) are expected to be under 36 years of age.

MECHANICAL
The C30 is based on the S40/V50 platform, but as the name suggests, the C30 is shorter -- by about 200mm. Given the wheelbase is the same for all three cars, all the length has been taken out of the C30's rear overhang.

As for the platform siblings, the C30's five-cylinder engines are mounted transversely and drive through the front wheels. The naturally-aspirated 2.4 petrol is fitted with a five-speed manual as standard and, as noted above, the D5 get's a five-speed auto.

The diesel develops 350Nm of torque from as low as 1750rpm, with the automatic transmission. Buyers of the six-speed manual variant will enjoy an extra 50Nm when that car arrives in the country. Peak power is 132kW at 4000rpm.

Volvo claims the C30 D5 with automatic will reach 100km/h from a standing start in 8.4sec (7.7 for the as-yet-unreleased manual version). Fuel consumption as per ADR81 combined cycle testing is 6.9L/100km for the automatic, 6.2 for the manual. CO2 emissions are 182g/km for the auto, 164 for the manual.

Suspension is by MacPherson struts up front and a multi-link independent system behind. Steering is electrically assisted and the C30 will pull a 10.6m turning circle.

Brakes comprise a combination of ventilated discs at the front and solid discs at the rear.

ON THE ROAD
A brief drive session lasting less than 90 minutes was as much opportunity as we had to drive the new C30 releases -- and seat time was limited to the auto D5 variant. There was no chance to test the C30 S, but mechanically the new base model is identical to the C30 LE driven in our local launch review.

The engine is uniquely, for any current passenger car other than a Volvo, a five-cylinder turbodiesel -- and the engine's character makes that perfectly clear from the moment the driver uses it in anger. It's the same as that fitted to the S40 we test drove some months ago (more here), so no great surprises there, one would think...

Well, no great surprises perhaps, but the engine in the C30 seems noisier than we recall it from the S40, possibly a function of the C30's hatchback body, which could allow more noise to propogate to the interior than the S40's sedan shape.

While the torque available from the engine is quite pronounced once the turbo is on-boost and the engine is hitting 2000rpm, there was some significant lag at times. There's a noticable delay from planting the foot at standstill, before the engine really starts to deliver on its promise.

It's certainly grunty, but that turbo lag will leave the C30 in the wake of big six and V8 passenger cars away from the lights.

Once the boost arrives the relatively light C30 gallops away. In our brief drive session, we didn't try the unseemly practice of holding the brake pedal depressed while building up the revs and turbo boost, but that could be worth a shot for a fast start (you didn't read it here, though). The torque that's available makes the C30 a relaxed tourer once on the move.

As far as the vehicle's cornering is concerned, the handling is nicely neutral on a trailing throttle -- even with the automatic box. It's throttle-sensitive once the driver steps on the gas, but it's not in any way unpredictable and complements the meaty steering. The C30 corners with some poise and is good fun.

At one point during the drive, it was necessary to brake suddenly when a bloke towing a PWC swanned across in front of the Volvo, just in time for the taxi in front of him to brake hard. The Volvo's tyres squealed briefly and while the maximum braking effort was brief, it was mildly surprising that the ABS didn't operate. Chances are the tyres were just a bit noisy, but hadn't actually crossed the slip threshold at which the ABS 'wakes up'.

This drive program was the reviewer's first time up close and personal with the C30. It's an impressive vehicle, but subjectively, it's a car that is not ultimately a practical one. For a parent with one or more small children, there's just no room in the luggage compartment for a moderate sized pram or all the other paraphernalia kids need these days.

That is in line with Volvo's chosen demographic, of course.

In short, it's a car that meets and exceeds Volvo's specific design targets. It's frugal and stylish, dynamically competent, safe and easy to operate. But at the end of the day, the C30 is something of a boutique car.

These days, you've gotta be seen to be green and the diesel qualifies the owner of a C30 D5 as one who cares for the environment. And that's perhaps the point of the car. Driving the C30 D5, you can care for the environment, without having to suffer for it.

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