Volvo C70 T5 2010 Review

Volvo C70 T5

What we liked
>> Not at all soggy (in handling or the body)
>> Sensible ergonomics and attractive interior
>> Goes hard and looks the biz

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: 3.0/5.0
X-factor: 3.5/5.0

About our ratings

OVERVIEW

As for the C30, the C70 gains the Oyster Burst Deco look, along with the honeycomb-pattern aluminium trim, but the C70 additionally offers a new soft leather trim for the seats and the option of Cranberry Red upholstery colour. A new colour, Flamenco Red, has been added to the C70's exterior colour palette.

PRICE AND EQUIPMENT

Also available with the same choice of manual or automatic transmission at no extra cost, the C70 T5 is priced at $69,950. Standard equipment in this grade not already part of the C70 S specification includes: 12-speaker audio system, Active Bending Lights, leather/aluminium trim combination for steering wheel/gear knob, premium leather upholstery for seats/doors, electrically-adjustable front passenger's seat, heated front seats, rain-sensing wipers, headlight washers and 18-inch Mirzam alloy wheels. 

Volvo offers an extensive range of options for the C70 and buyers could theoretically add over $32,000 to the purchase price of the C70 S, for example. Whether buyers would want to do so when the car is already incurring the Luxury Car Tax is another issue.

Late last year the importer reduced the price of the C70 with the introduction of the C70 S.  According to Volvo's local MD, Alan Desselss, the company should be able to hold down pricing of the product range, provided the Aussie dollar remains strong against the Swedish Krona.

MECHANICAL

Reaching 100km/h from a standing start will take 9.1 or 10.0 seconds (manual/auto) for the C70 S and 7.6 or 8.0 seconds (manual/auto) for the C70 T5. Fuel consumption in combined-cycle testing is 9.0L/100km or 9.6L/100km (manual/auto) for C70 S, 9.1L/100km or 9.8L/100km (manual/auto) for the C70 T5. CO2 emissions vary, according to specification, from 215 to 234g/km.

There are five forward speeds for the automatic transmissions and the manual transmission of the C70 S, but the manual box in the C70 T5 is a six-speeder.

Underpinning the C70 is a combination of front MacPherson struts and multi-link IRS at the rear. Steering assistance is electro-hydraulic and the brakes comprise ventilated discs up front and solid discs behind.

Ranging in weight from 1629kg for the manual S to 1679kg for the T5 auto, the C70 measures 4615mm in length, 2025mm in width and 1400mm in height. The wheelbase is 2640mm long and the C70 slips through the air with a drag coefficient of 0.31Cd.

PACKAGING

For the roof to go from open to closed takes 30 seconds in the C70; which could be as much as 10 or more seconds too long in a sudden downpour. The 370Z Roadster manages to raise its roof in 17 seconds (albeit with quite a lot more noise than in the Volvo).

Seating is comfortable and supportive, as well as providing the basics for a very flexible driving position. The steering wheel in the C70 feels large in diameter, but the view of the major instruments is completely unimpeded and you quickly adjust to the size of the wheel. Among European prestige manufacturers, Volvo's layout of instruments and controls is very sensible, ergonomically.

Unlike Volvo's German rivals, the C70 manages to get by without the dubious benefit of a single-point controller. Yes, the audio/telephone interface can look busy, but you can find the button you want in surprisingly short order; typically because it's marked with a thoroughly simple label like 'mode', for example. Pushing this button repeatedly will toggle through different audio system sources, with each source displayed in the LCD read-out in the centre fascia. Easy enough for anyone...

As in other recent Volvos, the ignition barrel is set in the dash, to the left of the steering wheel. Not everyone will like it there, but to us, it makes sense. It's out of the way in the event of a crash, although some may prefer a keyless start system.

Volvo's floating centre fascia is also a feature of the C70's interior design. With the facelift, it has become the most obvious manifestation of Oyster Burst trim, what desktop publishers would call a 'gradient fill' colour scheme apparently inspired by Swedish Hagstrom guitars -- proving indeed that you're never too old to learn something new. Who knew that the Swedes made guitars or that they were a style icon of sorts? We're flat out seeing the style in Ikea furniture...

While the floating fascia provides a neat tabular layout for switchgear, it doesn't seem to provide much other purpose, although it's an interior style signature of sorts.

SAFETY

Built into the C70 is a series of crash safety technologies, such as WHIPS (Whiplash Protection System), SIPS (Side Impact Protection System) and ROPS (Roll-Over Protection System). All three and allied energy-absorbing regions of the car's safety structure ensure optimum safety for the occupants.

COMPETITORS
-- Volvo finds the mark for pricing and positioning
While it's a two-seater, the Alfa Romeo Spider seems to be in the same ballpark as the C70 for driveability. We would also cite Audi's A3 Convertible (arguably a closer match for the Volvo on price) and BMW's 125i convertible -- both of which are considerably smaller than the Volvo.

Lexus has its IS250C, which is rear-wheel drive, like the BMW, but closer in size to the Volvo. There is, of course, a premium price to go with the Lexus and the Japanese soft-top can't compare for performance against the T5 variant of the C70.

Peugeot has the 308 CC at a lower entry price than the C70 and there's Renault's Megane CC -- with a new model on the way -- plus Volkswagen has the Eos.

Once again, Volvo mounts the argument that where these cars are cheaper than the C70, they can't match the Swedish car for spaciousness.

Finally, there's the prospect that the Saab 9-3 might yet rebound from near marketplace extinction, now that the alternative Swedish brand is under new management.

ON THE ROAD

Along the way, we found the C70's ride, handling and steering commendable.

Among the very first roads encountered, one provided a typical lumpy section of country asphalt that has seen too many trucks in its time. This sort of road surface tests the rigidity of any convertible with the roof down. The C70 barely trembled, despite being driven at a respectable speed over this surface. It felt as solid as any other four-seat convertible we've driven in similar circumstances, but a good two-seater such as the Nissan 370Z Roadster would, we suspect, at least match it.

Our co-driver felt the C70's steering was a bit light, but we don't subscribe to that view. It felt direct enough and supplied decent feedback in turns. In fact, in combination with its tidy handling and fairly tenacious grip, the C70's steering provided considerable peace of mind while the car was being punted through tighter and occasionally deceptive corners that wound in on themselves around the apex.

The C70 is also an accomplished car for ride comfort. That rougher bitumen mentioned before bounced us around a little, betraying the suspension's firmer damping. Mostly though, the ride/handling balance in the C70 was tuned appropriately.

Volvo has found a new measure of refinement in its five-cylinder engines in recent years. The unit powering the C70 is no different. Aurally, it remains distinctive, but that's a virtue, not a vice. You can hear/feel the five-cylinder thrum (and occasional turbo whine), but it revs cleanly to its redline without shaking your fillings loose, and also offers torque in abundance from low revs right through the mid-range and into the upper reaches. Refined and smooth though it is, it also sounds sporty enough to match the car's character.

It's a good mate for the five-speed automatic transmission, which features a sequential-shift facility, but only operable through the lever -- there are no shift paddles. The strong, linear performance in a straight line is an indication of the engine's solid torque and well-matched transmission's ratios.

Where does all that leave the C70? It's not ultimately as convincing in a sports-car role as some of its obvious German competitors (although it's pretty close), but for its blend of value-for-money, genuine dynamic prowess, composure and refinement, the C70 really takes some beating.

As Volvo contends, it's priced at a level comparable with significantly smaller convertibles, but the C70 is a lot more car.

For footage of the car, check out our launch video of the Volvo C70 at Carsales TV.

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