Volvo XC70 AWD 2007 Review

What we liked
>> Quality cabin
>> Smooth, strong diesel
>> Genuine all-road, all-season capabilities

Not so much
>> Petrol engine struggles
>> Ponderous sealed-road cornering
>> Heavy for what it is

Overall rating: 3.5/5.0
Engine/Drivetrain/Chassis: 3.5/5.0 (diesel)
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

OVERVIEW
If there have been two constant trends in the local market over the last decade, they have been the rejection of the traditional stationwagon and the relative indifference to the latest generation of space-efficient and frugal peoplemovers (MPV).

To date Volvo's XC70 models have found strong acceptance as they side-stepped both trends. Indeed, the XC70 is just one of a range of alternatives that mustn't look like the family transport they are!

So entrenched is the first anti-wagon trend that Volvo has just withdrawn all of its V70 passenger wagons except for a high-performance model and replaced them with a wider XC70 range. The second trend ensures that after Toyota dropped its local Camry wagon, its Avensis Verso MPV replacement still languishes in showrooms.

Since Subaru, Volvo and Audi (and even Holden -- remember Adventra) packaged their family wagons as pseudo-off-roaders, all four companies along with (it seems) every major global manufacturer have added purpose-built SUV's to their ranges. So are these gap-filling crossover wagons, like the XC70, past their use-by date or is there still a market for a butch version of the basic wagon? When the new XC70 shares its upgraded mechanicals with the larger and more practical XC90 and the cost saving is not going to make a big difference in lease costs, why would you buy one?

Big SUVs are now seen in some quarters as anti-social and vehicles for pretenders. Because they have become the new peoplemovers, they are also picking up some of the negative associations.

Ford exposed the ruse when it offered a Territory with or without all wheel drive. Over 50 per cent said no thanks, most opting to spend the saving on Ghia luxury instead. If the XC70's all-wheel-drive capability is not a critical factor, why buy one?

Well, its all-wheel drive and extra ride height cuts the import duty in half for a start. In theory, its lower profile should make it handle better, even if some drivers will miss the high driving position of an SUV.

The lower roof will fit under more garages, it should require less fuel to push through the air and you don't need a ladder to access the roof for sports equipment. It should also blend into those executive carparks where driving the family truckster might not be the right image.

Again, in theory it should be lighter and sprightlier except in this case the XC70's weight has soared to 1878kg/1890kg (petrol/diesel) -- a substantial margin over the biggest Australian cars. Although the new model's powerful new six-cylinder petrol engine and diesel five are good news, they can wilt against such a huge weight increase.

The new XC70 should therefore offer all the above advantages over the XC90 and its ilk while delivering a half-price alternative to the Audi Allroad when it's so close on paper in every other area…

Indeed, the XC70 with slick new looks, better packaging, outstanding safety, a new all-wheel-drive system that makes a real difference in everyday driving and keen pricing should normally warrant a closer look.

It is worth noting at this stage that of all the XC70 examples built, around half go to North America, a third to Europe and just over 10 per cent reach Australia -- and therein lies the rub… Alas by catering too zealously to the priorities of US "soccer moms", Volvo may have scratched its otherwise brilliant new model from some Australian shopping lists.

PRICE AND EQUIPMENT
The new XC70's biggest selling proposition is top-shelf European flair, extra equipment, size and safety even at entry level and all at a price premium of less than $5000 above its most immediate Japanese competition and almost $50,000 under its closest European rival.

The entry XC70 petrol model starts at $58,950 while the diesel equivalent adds only $2000 more at $60,950. The LE extra equipment level adds $6000 to both models with the petrol and diesel versions costing $64,950 and $66,950 respectively.

Thus the entry XC70 starts out with just about every safety feature currently available. This big safety list (see below) is supplemented by dual-zone climate control, pollen filter, high-grade audio, retractable exterior mirrors, electrically adjustable driver's seat with memory, cruise control, 17-inch alloys, a choice of cabin highlights that include several wood grains and contemporary metal finishes, leather trim and water repellent side mirror glass. There is also a clever adjustable load tethering system which hides the tie down points when not in use.

The colour palette is more varied than usual with three shades of silver, two blacks, a white, pale gold, light green, red and a blue. There is also a choice of light and dark leather.

The upper level LE version adds a sunroof, self-opening tailgate, front and rear park assist, luxury wood trim including steering wheel, electrically adjustable passenger's seat, Interior Air Quality System and 18-inch alloys.

A wide range of options including adjustable suspension, collision warning radar system, blind spot camera system (BLIS), adaptive cruise control, clean zone anti-asthma/allergy interior package (CZIP), fan-boosted ventilated front seats with cooling and heating, heated rear seat, Premium sound, rear DVD system, laminated security glass all round and Personal Car Communicator with heartbeat sensor are available.

A Technology Pack bundles the Volvo navigation system, active Bi-Xenon headlights and washers, Bluetooth, BLIS, and automatic dimming mirror with digital compass for an extra $6000.

MECHANICAL
The choice of a powerful new six-cylinder petrol engine and a torquey new diesel should be big news. It is, but only in isolation.

Because the new six is an inline design, not a V6, and is mounted transversely across the car, it requires some pioneering space-saving measures to leave enough room for the front wheels to steer. Even so, the turning circle is an uninspired 11.5m. A boost in body width up to 1861mm is also essential to package the new six which would normally be almost twice the length of a V6 of the same capacity.

Volvo has reduced engine length by relocating bulky ancillaries like power steering and air-conditioning with gear drive, not belts, behind the engine in the wasted space over the transmission. The alternator is direct driven and fitted into the engine block. Even the vibration damper is inside the engine block.

The combination of a long stroke (84mm bore x 96mm stroke) and 3192cc capacity delivers a healthy 175kW/6200rpm and 320Nm/3200 but not much happens until about 2000rpm. This normally wouldn't matter except a local Falcon weighing 200kg less has 190kW/5250rpm and 383Nm/2500rpm.

Despite Volvo's claim of a combined 11.4L/100km and a 0-100km/h time of 8.6sec, you can't have both with a starting weight of almost 1900kg.

The similarly-sized Mazda CX-7 is 100kg lighter with an extra 30Nm of torque yet it still guzzles more fuel than most owners expect. Fuel consumption is an issue for the petrol XC70 when it is a boy struggling to do a man's job. And that's before you load it up -- the whole point to this vehicle.

Volvo's solution will frustrate keen drivers.

The standard six-speed Aisin-Warner auto is a favourite of ours when it works so well in various Mazdas, Peugeots et al, but in this case it is blatantly calibrated to get into the highest gear possible, as quickly as possible to save fuel. As a result, the six rarely gets a chance to function in its 3000-5000rpm sweet spot and so, feels flat in everyday driving.

Call it the soccer mom factor as it takes the manual select function to really wake up this superb engine. The selector direction is the reverse of most pedigreed European cars.

Volvo expects initial sales to be spread 50:50 petrol/diesel before settling at 60:40 in favour of the diesel. Our bet is that as soon as owners find out what happens to the fuel consumption when the auto's dozy shift-programming is bypassed, that move will happen overnight.

The diesel in contrast is an absolute gem. Just 2.4-litres in capacity, it too is a long stroke (81mm bore x 93.15mm stroke) inline engine, this time with five cylinders. Its vital stats include a 136kW/4000rpm and a 400Nm torque peak that lasts from 2000-2750rpm.

Although the diesel's power figure seems much lower than the petrol engine on paper, it's doesn't happen that way. The petrol engine struggles to deliver 125kW at 4000rpm so the diesel is always going to deliver more power and torque in everyday driving when few drivers will bypass the auto and rev the petrol engine over 6000rpm to access its extra power.

As a result, Volvo claims a combined fuel figure of 8.3L/100km for the diesel. In the Australian cut and thrust, the real world improvements (petrol v diesel) may prove even greater.

A 0-100km/h time of 9.9sec for the diesel is still respectable enough when its strong rolling mid-range figures are more relevant to local traffic conditions.

The other noteworthy feature is the all-wheel drive system. Lifted from the XC90, it is the first Volvo XC70 to feature the third-generation Haldex 'Active on Demand' AWD system.

The basic viscous coupling on original Volvo XC and Cross Country were a waste of time when they relied on the front wheels losing traction before extra drive was transferred to the rear -- at which point the traction control would cancel it out! The new system preloads drive to the rear wheels before the front wheels can lose traction. It can also sense when the vehicle is cornering so it can play an active role in transferring drive to the rear wheels. As soon as all-wheel drive is not required, the system automatically reverts to front drive only for optimum fuel economy.

Another XC70 first is the optional FOUR-C adjustable suspension: Continuously Controlled Chassis Concept (Comfort, Sport and Advanced). Although not fitted to launch vehicles, it could prove to be the most important XC70 option given the shortcomings of the base suspension tune (see more below).

Last but not least is the standard hill descent control, a reflection of how serious this XC70 now is when facing the rough stuff compared to previous models. Although its 10km/h maximum is still too fast for really steep or rough descents, Volvo claims it can also be used as a traction aid in really slippery uphill situations such as a boat ramp.

PACKAGING
The XC70 has been transformed inside and out from the plastic-clad conservative brick it once was. Because of its massive boost in crash safety (and weight) it doesn't feel like your average European cream puff in the Aussie bush. It is an impression backed by reality.

Ramp angle has been boosted to 19.8 degrees (previously 16, Allroad 18.5, XC90 20), approach/departure angles to 19.2/24 degrees (previously 18/20, Allroad 18.3/21.5, XC90 25/28), running clearance to 210mm (previously 209, Allroad 185, XC90 218mm) while wading depth remains at 300mm (previously 300, Allroad 300, XC90 400mm -- Audi measurements are for the highest suspension setting).

Volvo has also gone for a more rustic look (its words, not ours) with a new grille, forward-leaning waist-line, skid plates, lower body highlights and lower door trim in bright silver, a new hexagonal rear styling theme, extended rear window, upper lights integrated into the roof and bold new Volvo badging.

Where previous Volvo wagons had all the flair of a surgical gown, this one has a serious "look at me" feel about it. Its long wheelbase, roof rails and big taillight sections downplay the boxy rear section and give it a fresh, aggressive stance on the road. Unlike Subaru which recently merged its Outback and Liberty wagons closer in looks, the XC70 is now far more stand-alone compared to its V70 starting point.

The Euro-style interior, which is more inviting than clinical German efforts, is superbly detailed with some great colours and textures. The 'floating' centre console adds to the feeling of space generated by a 30mm increase in shoulder room, a 21mm boost in rear knee space, a 48mm increase in rear leg room and a 21mm increase in hip distance between front and rear passengers.

Front cabin storage compartments are plentiful.

The load area can be boosted by folding down the rear seat in any combination of its 40:20:40 split leaving a long flat luggage platform in a choice of widths. The space saver spare wheel leaves a deeper load height than expected for this type of vehicle. The integrated two stage booster cushions also free up space when you don't have to store add-on kid-friendly restraints when not in use. Such intelligent design touches abound.

Although it's bigger overall, much of its extra bulk goes into its crash zones so it is still closer to a Camry-sized vehicle than a Falcon or Commodore especially when it comes to seating three big adults across the rear.

SAFETY
The new XC70 and its extra weight deliver a much safer baseline thanks to a new body structure. It's backed by a new all-wheel-drive system that can anticipate when traction will be lost and take pre-emptive action, even on the bitumen. This is a top-shelf safety package for this price range.

Notable structural features include a second lower front cross member to minimise damage to smaller cars and pedestrians. A large soft cushioned area at the front is designed to reduce injuries to cyclists and pedestrians.

The structure also includes major rear impact zones, even if they are not required by law and the pronounced 'ledges' below each side window house further side crash reinforcement.

There is the usual variety of steels including high strength and extra high strength to meet different crush and rigidity requirements with several members using the latest hydroform techniques to create soft outer zones, hard inner ones. There is a new magnesium rigid centre bracket. Even the roof is reinforced above the windscreen and each row of seats.

The structure is boosted by a range of upgraded safety features including the seventh-generation Side Impact Protection System (SIPS) with curtain airbags extended by 60mm, unique twin height-adjustable child booster cushions, Dynamic Stability and Traction Control (DSTC) with Emergency Brake Assist, Ready Alert Brakes, Fade Brake Support, Hill Descent Control, park assist, rain sensor wipers, Intelligent Driver Information System (IDIS) and Whiplash Protection System (WHIPS).

The twin height-adjustable booster seats integrated into the rear seats, a first for the XC70, are a real plus when they maintain optimum seat belt geometry for children.

Side marker lights at the rear can take over as brake lights in certain situations and the electric parking brake releases automatically when the driver's seatbelt is clicked into place.

Safety options include BLIS (Blind Spot Information System) and a radar-based collision warning system that prepares the brakes for harder braking and activates flashing brake lights then the hazard warning flashers.

The optional Active Bi-Xenon lights swivel and follow the curves of the road but this deactivates during daylight to save wear. They also feature a high-pressure cleaning system that washes one headlight at a time to minimise loss of lighting.

COMPETITORS
There are only two direct high-rider rivals with normal wagon equivalents.

The Subaru Outback peaks at $54,290 as the 3.0R Premium model which is closest to the XC70 with advantages in performance, weight and agility. However, looks and prestige are tied to the $34,490 Liberty entry model.

The Outback can't match the XC70's cabin and luggage capacity and is a slightly smaller vehicle overall. There is no diesel alternative.

The benchmark in this sector is the Audi Allroad which is sold as a premium diesel model only for a steep $106,000.  When the differences are mainly subjective, the Volvo XC70 looks as though it should be a direct rival in looks, presentation and what it does.

The XC70 diesel comes close enough in most areas for some to make the Allroad look $40,000 overpriced. However, for those who look beyond the feature lists and value the intangibles, the Audi is so far in front that it might be worth every extra cent when it is such a great drive.

There are three others worthy of consideration.

The Mazda CX-7 Luxury wagon is remarkably similar in what it achieves for a (relatively) bargain-priced $45,560. It handles better and goes harder, thanks to its willing turbo petrol engine but buyers must come to terms with the harsh ride and higher than expected fuel consumption. It is also only a five-seater.

The 4MOTION (VW for all-wheel-drive) Volkswagen Passat 3.2 V6 FSI wagon is worth a look when it goes, rides and handles so well over all road surfaces even if it concedes offroad capabilities to the XC70. At $56,990, it could suit some buyers better who require AWD but don't need the XC70's extra clearance.

The wildcard is the Ford Territory Ghia Turbo at $65,490. It is closer to a passenger wagon than most SUVs. It outpoints and should outrun both XC70 models and its AWD system and ride are at least as good if not better over Australian roads. Because its weight and powerful petrol engine are a better match than the XC70 petrol, it may prove more economical when loaded.

ON THE ROAD
The Volvo's European pedigree generates expectations of superior driving pleasure and capabilities over all surfaces. Sadly, this is the one area where the XC70 can really disappoint.

Volvo showed enormous confidence in its new model when the test route was the coastal road north of Port Douglas through the Daintree -- a tight, winding unsealed road with several river crossings before it deteriorates into a steep trail with only two wheel tracks. It is Toyota HiLux and LandCruiser country, as the abandoned wrecks which line the route testify.

The short story is that the XC70 handled it with unexpected competence. Alas it was found wanting in the more pedestrian conditions where the wagon will spend most of its time.

In tight cornering on sealed roads, the XC70 suffers from far too much weight transfer. Unlike some cars which do this, the Volvo's body roll is so pronounced that even the passengers start bracing themselves.

Anything above the comfortable cornering speed of a Japanese one-tonne ute and the driver will face screaming tyres, wallow and a general reluctance to change direction. After I closed my eyes in the passenger's seat, I thought I was in a 1974 Holden LH Torana before Radial Tuned Suspension wiped away this US-driven handling approach.

And just as Holden's US engineer at the time claimed this was safe because it made the driver slow down before the tail could move out, Volvo engineers over 30 years later repeated the same line! To some extent this was true, when the XC70 would hold its course during hard cornering on loose gravel, but the cost in agility is way too high.

The Subaru Outback drives like a sportscar by comparison.

The whole philosophy is driven by cold Northern Hemisphere markets where a neutral handling car on bitumen can be a tail happy one on ice or snow. When Audi uses its various electronic stability controls and suspension adjustments to provide the best of both worlds, the XC70 seems primitive by comparison.

The ride is also an issue. The tyres transmit too much initial road shock before the suspension kicks in, after which the ride is quite soft and verges on under-damped. Only the XC70's extra suspension travel spares the body from regular encounters with the bump stops.

In soft suburban driving, it can be quite soothing -- but so is a 1950s Cadillac. The 'soccer mom' image surfaced many times over the test. The optional adjustable suspension in theory should provide the capability to tame the float.

As expected, the six-cylinder petrol engine feels recalcitrant when left to its own devices and therefore less likely than the diesel to expose the ride and handling compromises. After selecting the manual mode in the auto, the petrol engine is a most satisfying engine to exploit but only until you get to the first corner.

The diesel, while initially a little intrusive, settles into a purposeful growl and is always ready to respond even in full automatic mode. Yet its extra weight and torque seems to highlight the steering scrub and weight transfer. It is a real shame when Volvo is demonstrating that fun is back on the agenda with its other new models.

The bottom line is that the Australian market is too small to overrule US priorities, a growing trend as Australia becomes more dependent on imports. It's significant that Mazda continues to hold back the local release of its US-oriented models until the suspension and engine delivery characteristics are tailored to local requirements, and even then, not always successfully.

When the basic Nissan X-Trail and Ford Territory, to name two far cheaper examples, make the XC70 feel so far off the pace, Volvo ignores local requirements at its peril.

Unlike some other testers, we found no fault with the XC70's wading ability and its AWD system proved outstanding when it proved next to impossible to provoke wheelspin in even the toughest conditions.

The route included frequent river crossings unexpectedly swollen by unusually high tides. The assumption was because Volvo had placed the crossings on the route, the XC70 should be able to wade through them.

It was a timely lesson to approach any river crossing with care if you are not in a dedicated offroad vehicle.  Even if you are, the rule of thumb is to walk it first or leave it to the locals wherever possible to define the route.

Because we were conscious that any family driver who had just spent over $60,000 on a new family car would be circumspect over such a rough route, we drove accordingly. It's also amazing how many faults in a new car show up when you are NOT concentrating on driving it flat out.

After three XC70 examples drowned and staggered to a stop over the other side of this particular river crossing, we locked our vehicle into first gear and nosed the XC70 very carefully into the water. Watching out the side window, we kept the bow wave just ahead of the car. One of the easiest ways of destroying an engine in water crossings is being forced to slow down after sending a fast bow wave into the river bank -- it comes back then washes over the bonnet and drowns the engine.

In this case, the cause was much simpler. The XC70's long nose probes the water much deeper while coming down a bank than a normal four-wheel-drive before the vehicle levels out on the river bed. Because the air intake is behind the headlight, a fast entry will dunk it and saturate the paper air filter element. As the sodden paper stops the engine from breathing, it will crawl to a stop in the middle of the river.

In this case, all XC70s kept moving but only at a pace defined by the air that could get through their water soaked air-cleaners. After they were removed, they continued as if nothing happened.

For such a luxurious family car to lap up such gruelling treatment is a real testament to the toughness of this new XC70. It is also a soothing and relaxing car in which to spend extended periods -- in a straight line.

The counter-intuitive direction of the sequential gear selection and electronic handbrake which requires you to push it down to engage, pull up for release, are clues that the driver is not the first priority in Volvo's bold new world of we, not me.

It is a pity when the XC70s fundamentals are so good.

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