Volvo C70 2006 Review

Not so much
>> Pricing is hefty, especially T5
>> Heavy handed interior detailing
>> Not enough differentiation from S40

Overall rating: 3.5/5.0
>> Engine, drivetrain and chassis: 3.5/5.0
>> Pricing, 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

OVERVIEW
Volvo's aren't what they used to be... Gone are the die-cut looks and box-like proportions. Gone too are the stodgy but solid dynamics. Even the enginerooms are livelier these days...

Models like the recently revamped S40 and V50 are winning new fans to the fold. The brand-new C30 will accelerate that trend. Around the corner is a revised S80 with a V8 under the bonnet no less... What the hell have the Swedes been drinking?

The C70 is arguably the most flippant, frivolous Volvo yet. Built on enlarged S40/V50 platform and boasting an electro-hydraulic foldaway roof, it will seat four but it pampers two. It's less about lugging family and more about winning friends and influencing people.

It's also arguably the first Volvo since the P1800 that you'd buy on a whim rather than following a solid week of sweating specifications and DIN luggage space comparisons. And in our mind, that's a good thing!

PRICE AND EQUIPMENT
Volvo launched the Pininfarina-built but Volvo-designed C70 to local media last week in the High County just before the Victorian bushfires really took hold.

Drawn first as a coupe and executed as a handsome coupe-cabriolet complete with three-piece electro-hydraulic folding hardtop, the C70 is claimed by Volvo to be the safest convertible on sale today.

It replaces the first generation C70 Coupe and Cabriolet models. Priced at just under $100,000 when it was last offered in early 2004, the first generation C70 was criticised for its lack of refinement, poor structural rigidity and generally lacklustre handling.

Expecting to sell around 450-500 of the new front-wheel drive five-cylinder two-doors in Australia in 2007, the Swedish car-maker will offer two versions -- the naturally aspirated LE priced from $69,950 and the $79,950 turbocharged top-of-the-range T5.

Though the C70s significantly undercuts their predecessor, it's not at the expense of standard equipment. Indeed, mechanical differences aside (see below), there's only a handful of equipment items that separate the LE and T5, and a comparatively short list of major options offered. Indeed, befitting their not inconsiderable pricetags these Ovlovs-with-the-lot boast an impressive standard equipment manifest.

The LE gets leather upholstery, electric memory seats, climate control aircon with Volvo's Interior Air Quality System (IAQS), rear park assist, power windows, mirrors and, of course, roof. The latter takes around 30sec to open or close -- on one-button process that requires the car to be stationary and the brake pedal depressed.

Fog lamps, cruise control, trip computer, electronic immobilizer, multi-function steering wheel and Volvo's own High Performance sound system (with single CD stacker) and wood interior trim panels are all included in the LE's basic offer. So too are 17 x 7.5-inch alloy wheels and the no cost option of auto or manual transmissions (both five-speeders.)

The T5 adds another gear to the manual option (that's a six-speeder for the numerically challenged), aluminium interior highlights, 12-speaker Volvo Premium six-disc Sound Dolby Surround Pro Logic II sound system (with Dynaudio components), Bi-Xenon headlights with washers, rain-sensing wipers, auto dimming mirror and 18-inch alloys.

Volvo offers a host of interior dress-up goodies including a choice of steering wheels and gearlevers as well as some more "Notable" options including metallic paint ($1350), heated front seats ($315) and a hard-disc-based navigation system at a hefty $5500. There's an integrated telephone available (Bluetooth is not offered) at an equally hefty $2500. A folding wind blocker is also offered (no price given).

Externally there's little to separate the two models save for the wheel change and T5's big-bore twin exhaust pipes (the LE's are 'hidden' by the rear valance).

LE buyers can bridge some of the T5's 'goodies gap' by specifying Premium sound ($2250), Bi-Xenon headlights ($2250) or the rain sensing wipers at $250. There's also alternative 17-inch diameter wheel design.

Eleven exterior paint colours are offered (all but two, optional metallics) and there are four interior colour combinations.

The new car is wider, longer and lower than the 'donor' S40 but uses the same basic coil spring over struts front suspension and multilink rear axle.

In comparison to the outgoing C70, the new car is shorter by around 185mm, almost 30mm lower and the same width. It sits on a 24mm shorter wheelbase but both front and rear tracks are considerably wider -- 29 and 39mm respectively.

Both 'second-gen' C70 powerplants should be well-known the Volvo aficionados.

The C70 LE's undersquare 2.4-litre fuel-injected 20-valve DOHC five-cylinder produces 125kW at 6000rpm and 230Nm of torque at a relatively high 4400rpm. It is offered with a choice of five-speed adaptive Geartronic automatic or manual transmissions.

The C70 T5's fuel-injected 20-valve DOHC 2.5-litre (same bore, longer stroke) five features a low-boost turbocharger and delivers maximum power of 162kW at 5000rpm and peak torque of 320Nm across a wide rev range (1800-4800rpm).

The T5 engine is mated with a five-speed automatic transmission or a six-speed manual gearbox. The latter was originally developed for the Volvo S60 R and V70 R says the maker.

Brakes are four-wheel discs -- 320mm ventilated platters up front and 280mm at the rear.

PACKAGING
As noted above, the C70 is shorter and lower than the first generation car, prompting some pundits to ask if it shouldn't be a 'C50'… Volvo's contention is that despite the truncated dimensions, the new car delivers the same sort of space and packaging as the outgoing car and therefore deserves the full numerical value.

Anybody familiar with the S40/V50 will nonetheless find themselves right at home in the Volvo coupe-cabriolet. The dash is almost pure S40 and the much-hyped 'floating' centre-stack and ancillaries are all lifted from the volume seller.

Whether this is what a buyer of an $80K car wants is debatable. There's no question that the set-up works a treat and is ergonomically sound, it's just that if we were spending our money we'd want something different and a little more sumptuous than the unit from the $39,000 entry-level S.

Front seat passengers get typically-Volvo comfortable seats that feature an extra forward slide function to assist rear egress. The seat is 'smart' enough to not allow the seat to be occupied in its max-forward position as it would position the occupant too close to the airbag for safety.

There are front door bins for oddment storage but these oddly are top hinged and frankly too hard to access to be of much use for frequently needed items.

Strictly a four-seater, rear passengers get bucket style seats with 'reversed' (centre-anchored) lap-sash seat belts. Rear occupants are separated by an extended version of the front centre console that offers extra storage.

There's a skiport (a first we think in a folding hardtop)  and rear legroom is usable.

Volvo contends that the C70 is the first genuine four-seat folding hardtop car or the modern era. Holden (nee Opel) and others might argue the point but there's no doubting the C70 has more usable rear space than any of the current crop of smaller flip-tops.

Both C70s feature an electro-hydraulic three-piece folding hardtop that stows into the boot area via an elegantly engineered mechanism that features no less than 18 sensors.

Boot space is around 330 litres (400 less 70 for a space-saver spare -- more on that later) when the roof is raised and around half that when the roof is stowed. To facilitate loading of luggage while the roof is open, a loading aide function can be operated via a button in the boot itself. This temporarily lifts the folded roof elements and allows suitcase-sized items to be placed into the boot.

Like most convertibles and cabrios, a  sliding soft blind 'gauge' must be in position for the roof to be folded away.

SAFETY
Though the C70 uses the same basic front structure as the S40/V50, the body has been significantly strengthened. Side members, doors, sills and A-pillars have been reinforced to produce a road and crash-worthy structure that despite the lack of a fixed roof channel forces away in the event of a collision.

Though not yet tested, Volvo expects the C70 to deliver a five-star EuroNCAP crash rating.

At almost 1700kg, the LE is 127kg heavier than the first generation C70 and more than 200kg heavier than a similarly-specced S40. While the roof and its associated hardware accounts for around 90kg, most of the weight gain is in the horseshoe-shaped crash structure that surrounds the cabin.

Volvo claims the C70 is the world's safest convertible. The A-pillars are claimed to carry twice the weight of the car (each!) and in addition to a pyrotechnically fired Rollover Protection System (ROPS), the C70 also features what the maker claims is a world first -- a door-mounted IC (Inflatable Curtain) system that offers extra occupant protection in the case of a rollover or side impact.

The IC system is in addition to conventional side airbags (in Volvo-speak: SIPS). IC features large door-mounted bags that deploy faster and stay inflated longer (around five seconds) than conventional side bags to protect the head and arms of occupants even in a series of impacts.

As you'd expect from Volvo the full complement of safety goodies is standard on both C70 models: ABS anti-locking brakes with EBD and Emergency Brake Assist, driver and passenger dual-stage airbags, front pretensioners, Whiplash Protection System (WHIPS), Dynamic Stability Traction Control (DSTC) and more.

As noted above, Volvo Australia has specified a space saver spare in locally delivered C70s. European and US cars get the dreaded mobility kit of tyre goop and a mini compressor. The C70's rear crash structure has been engineered to take into account both the stowed tyre (including full size tyres) and the folded roof structure. (The protective bag in which the space saver is stored is also sized to take the damaged full-size wheel and tyre)

In a minor rear collision (up to 15km/h) no structural damage will result thanks to energy-absorbing bumpers, etc. In heftier hits the roof structure is designed to fold up and away from the rear occupants, and the ROPS system will fire (through the rear window if the roof is in place) to help protect passengers from flying objects and debris.

COMPETITORS
Volvo is keen not to pigeonhole the C70 and named all the usual suspects in the C70's marketing spiel. Audi A4 Cabrio, BMW 3 Series Coupe and Convertible, entry-level Mercedes CLK soft and hardtops and even the Pug 307 and 407 pairing got a mention. That said, in a phrase -- look out Saab!

But while the C70 is good enough to attract buyers from many of the abovementioned vehicles (especially the Audi and French cars), the reality is that it is the Saab 9.3 that will take the brunt of the C70's attention.

Priced from $64,900 for the five-speed manual 9.3 Linear 1.8t through to $92,400 for six-speed auto 184kW turbocharged Aero V6, Saab five-model convertible line-up bookends the Volvo offering.

Volvo will be hoping that the C70's folding hardtop and equipment list will sway some away from the Saab's 'canvas' hood, and older exterior and interior design and execution.

It'll be an interesting battle given the 9.3 and its forebears have won consistent customers for the other Swedish marque for 20 years.

To check out the C70's competition via a pre-configured CarPoint comparator click

ON THE ROAD
Given the LE's $10,000 price advantage, many buyers will be looking at the entry-level C70. And that's no bad thing.

The LE is our pick and seems to miss few of the T5's extra goodies. In most conditions the 2.4-litre naturally-aspirated engine delivers enough performance to satisfy typical users.

We drove only auto versions of both the LE and T5 -- the majority of C70s sold Down Under will be so-equipped. Lugging around close to 1700kg, neither model is a firebrand performer. Volvo claims a somewhat leisurely 9.1sec 0-100km/h time for the LE with the turbo model timed at 7.6sec.

Open road performance is fuss-free but overtaking needs a little pre-planning with the 2.4.  The T5's extra midrange makes things noticeably more leisurely.

Volvo quotes top gear 80-120km/h acceleration times of 15sec and 12sec for the manual versions of the LE and T5 respectively (auto times were not available). With the manual LE and T5 geared for 39.6 and 48.0km/h per 1000rpm in their respective top gears (fifth versus sixth), the extra midrange urge of the blown engine should be evident to all.

In the 16km climb to Mt Buller Alpine Village the extra grunt of the low-blow turbo T5 was noticeable but not absolutely necessary -- if you're buying a C70 for speed thrills you'll be disappointed. Arguably the torque-rich D5-engined turbodiesel version could be the perfect compromise -- it's a possible for the local market but don't hold your breath.

The challenging piece of road did highlight the much better manners of the new car. In corners that would have had the old car rocking and rolling and shuddering over the bumps, the C70 exhibited barely a shimmy. We liked the crisp turn-in of the new car, but noted that even the natmo model's traction control light was working overtime out of the tighter corners.

Disabling the traction component of the DSTC is possible (now via an in-dash menu function rather than a button) but achieves little.

It did pay to use the auto's manual function in this sort of going, however. We note that Volvo uses the opposite shift pattern to the likes of BMW -- with a push forward to go up a gear.

Ride on the LE's 17-inch wheels was noticeably better than the low-profile 18-inch rubber fitted to the T5 version. Interestingly, Volvo's C70 program development director, Olle Odsell, present at the launch said the marque still had reservations over the use of run-flat tyres because of ride quality issues.

Steering feel is nothing to right home about, but torque steer is much better controlled than the 180kw-plus first gen C70. The new car can best be summed up as a sporting drive, rather than a sporty one...

Indeed cruising and wine tours are more likely to be the chosen role of the C70 than Targa attacks.

In such conditions the cockpit is a pleasant place to spend time with minimal buffeting and surprisingly calm conditions even at highway speeds with the roof down. Hit the one-touch button to drop all four side windows and there's a touch more ruffling of the locks but overall air management seems to have been well thought out.

With the roof raised the car has the impression of a tightly coupled coupe with the 'joins' in the roof lining mimicking seams. Impressive detailing.

The feeling of quality includes the plastics and upholstery finishes but in this tester's opinion the impression is downgraded a touch by the heavy graining Volvo has chosen on most surfaces. It's as if the interior design team has got new 'graining' tools and aren't afraid to use them. The finish on the seats (including stitching) is a touch heavy handed for my liking...

With roof up rear headroom is tight but good enough to accommodate my 178cm driving partner. Legroom for rear passengers was tight but real world useable -- unless the driver is a 2m-plus behemoth.

Although it's even more subdued in the C70 (than say the S40 T5) with the roof up we were also able to enjoy the five-cylinder's signature warble -- one of our favourite automotive tunes of late.

Fuel economy was a pleasant surprise too -- approaching 9.0lt/100km in the LE across a range of conditions and no worse than 12.5lt/100km when exercising the T5's muscles.