Volvo C30 T5 2008 Review

The C30 is just about the most un-Volvo-like of all Volvos. Even given the Swedish builder's commitment to a shift away from the boxy, practical cars of years gone by, the C30 remains an exception to the rule.

Where the S40 and V50 -- on which the C30 is based -- are practical and efficient cars with a dash of style, the C30 turns the spotlight squarely on the style side of the ledger. That's not to say that it does so entirely at the expense of function, but it's like Dr Frankenstein took a pinch of Alfa 147 and a dollop of BMW 130i to create something almost but not quite completely removed from other Volvos.

During a brief stay at the Carsales Network, the C30 T5 impressed on several fronts, but at times, felt more than slightly compromised by its packaging and narrowly focused design.

Despite its size, the C30 was most at home touring. Small cars are more likely to be noisier, be affected by crosswinds and show up any choppiness in the ride as a result of a short wheelbase. Sharing its wheelbase and track dimensions with its S40/V50 siblings, however, the C30 T5 ignored these influences and the suspension -- while not what you would call cushy -- provided an appropriately composed ride in touring mode.

Steering is rather anodyne and the chassis doesn't 'talk' to a driver in the way of, say, the Focus XR5 with which the C30 shares some mechanicals. Whilst the C30 is vaunted by some as a rival for the Golf GTI, we'd say the Wolfsburg benchmark has little to fear in outright performance from the stumpy-tailed Ovlov.

In a straight line, the T5's 162kW/320Nm turbo five-cylinder petrol engine is torquey when you wanted it to be (plenty of lower mid-range torque) and still capable of hitting the high notes too. In comparison to the AWD S40 T5 with which it shares it powerplant, the C30 its just 50kg lighter. While there's nothing wrong with the boost this gives the C30's power-to-weight ratio, if you're looking for a cutting edge hot hatch, you've probably come to the wrong place. [Ed: as Volvo fans we'd love to sample a 'mongrel' version of the C30 -- a touch more boost and a re-tune of the suspension to rid the car of some of its 'safe as houses' understeer could turn it into a proper hot-hatch]

As is often the way with modern Euro front-drivers boasting high torque engines, the C30 has a very capable traction control system that gives you just enough slip to let the engine reach the speed where optimum torque is developed, without making the car's forward progress too untidy. And if 'untidy' floats your boat, you can disable the traction control through the trip computer button on the indicator stalk. Bring up the DTSC read-out in the trip computer display and press the reset button on the indicator stalk to toggle from 'on' to 'off'.

The average fuel consumption is nothing special (11.1L/100km, according to the trip computer), but on the open road, it can better 8.0L/100km, which is decent for a 2.5-litre turbo-engined car. Once again, it shines in a touring situation.

Volvo has done a commendable job reducing the noise levels in the C30, but NVH is slightly more prevalent than we recall from the S40 -- likely due to the C30's hatchback body. Occasionally, some low-level rumble from the drivetrain could be heard.

On the subject of the C30's hatchback body, there's obviously none of the rear overhang in the S40 and V50 models, which share the same platform, so luggage capacity is very much at a premium.

You could stuff a fair swag of groceries in the compact luggage section, but the load floor is high and the dimensions are such that there isn't room available for 'hard' luggage.  In contrast to the S40's big boot (though still with a high 'floor' level) a trip away in the C30 is pretty much limited to a weekend for two. Make it three and you need to be happy with luggage sharing the cabin with you.

Rear-seat passengers will find it a squeeze there, if the driver and front-seat passenger need the extra legroom. There's enough knee room, but there's not much room to stretch out if you're an average to larger build. Headroom is adequate for average sized adult males, but six-footers and taller need not apply. It's fair to say then that the rear (two passengers only) is suitable for teens and perhaps up to smaller adults if the two front-seat occupants aren't themselves physically large -- but at the end of the day, it's a small car.

The driving position is very good and the instruments were all readily legible, but the transmission has a woolly shift quality. The gates are well enough defined, but the shift action is not pleasing. At least it's light and essentially foolproof.

Most of the higher brain function-testing gadgets (trip computer, cruise control, HVAC and remote audio system controls) were easily accessible and largely intuitive to use. There's an input jack for MP3 players, located in the storage bin of the centre console -- under the armrest.

A larger drink bottle in the cupholders located in the centre console will foul the driver's elbow while changing gear with the manual box. This is plainly a problem common to manual transmission cars with cup/bottle-holders located in the centre console and the question seems to be one of whether you want to drive quickly -- and run the risk of spilling your drink anyway? Still, even if you just want to change gear in chauffeur mode, it's an annoyance.

Another minor ergonomic challenge is posed by the location of the hand-brake lever,  closer to the front passenger's seat than the driver's -- Volvo is not the only company guilty of this either.

The C30 on test was trimmed in a combination of two-tone vinyl and cream leather, with beech-coloured plywood for such items as the floating centre fascia. Whilst light and airy, it also imparted something of the ambience of an Ikea lounge setting. It's probably not to everyone's taste...

And we wouldn't have chosen the particular champagne metallic exterior colour in which the test car was finished. It's probably all very voguish in a fashion accessory kind of way, but the C30's style works better with primary colours, in our view. As one staffer here said, it was the sort of colour one might expect of 70s-vintage Volvo 265 GLE.

In some respects, the colour-matching and trim of the C30 T5 on test exemplifies the potentially broad appeal of this car. It has the 'go' of a typical hot hatch, the comfort of a lower/mid-range European sedan and the style of something else entirely.

It could be your tiny luxury conveyance, it could be your sporty hatch -- or any combination in between. Select the colours and trim you want and the C30 T5 will be whatever you make of it.

RRP: $42,450
Price as tested: $47,330 (includes laminated side windows $490, Blind Spot ID system $1200, Hard load cover $250, Diamond-cut Zaurak alloy wheels $1750, Nordic Oak trim $395 and six-stack CD audio system $795)
Crash rating: five-star EuroNCAP
Fuel: 95/98 RON ULP
Claimed fuel economy (L/100km): 8.7
CO2 emissions (g/km): 208
Also consider: Audi A3 1.8 TFSI, BMW 120i

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