The Swedish Brick gets stylish

Station wagons aren’t supposed to be beautiful. Practical, yes; versatile, most assuredly; they may even be sporty. But, for the most part, they’re duds in the styling department. The highest compliment usually includes the phrase, "not bad, especially for a wagon".

Then there’s Volvo’s new V70. We had no indication that the Swedish manufacturer’s new ‘estate’ would be this stunning. Certainly, the previous model gave little indication. Sure, it recently had its edges rounded off, but it was still basically the same conservative box-on-wheels that Volvo’s been peddling for years.

Volvo’s most recent rendition is so well sculpted, however, that it could have been designed by Chrysler, which is the highest compliment any designer can get these days. Not bad for a car that usually has to sell itself on its ability to haul numerous adults and all of their belongings.So sleek is Volvo’s design, especially from the side, that I was utterly convinced it had lowered the roofline by as much as 50mm. Instead, the new V70 is actually 60mm taller, meaning that it’s not only more attractive than before, but roomier.

It’s no larger, however. Despite using many components of the new (and larger) S80 sedan, the 2000 V70 is roughly the same size as the previous version, at least outwardly. Volvo did mock up a larger S80 version, but the V70 wagon is the most important model in its lineup and the company didn’t want to mess with its star player.

That’s not to say it’s not larger inside. Volvo claims there’s 55mm more total legroom, with the front seat getting the lion’s share. It certainly feels more airy: and every dimension save rear seat hiproom has been increased. Cargo capacity is also up, thanks to a neat two-position rear seat backrest. Tilt it forward 25 degrees and you’re rewarded with almost 25mm more cargo room. There’s also a shallow well built into the storage area as well as cargo straps that hold grocery bags securely for spirited drives home from Loblaws.We always knew Volvos were practical. Lately, however, they’ve become decidedly sportier. Even the base V70′s 2.4 litre inline five pumps out a credible 168 horsepower, while the slightly smaller 2.3 litre ‘high-pressure’ turbo in the T5 variant offers 247. There’s a mid-size engine, a 2.4 liter low-pressure turbo of 197 hp. Although high-performance enthusiasts will automatically opt for the more pressurized version, the lower horsepower version is impressive. It’s smoother, thanks to incorporating "low-friction" features like longer connecting rods, lighter pistons and thinner valve stems.

Though the base version is more than amply energetic, the T5 has even more urge. It’s definitely got more grunt and accelerates the V70 as fast as most other topline luxury wagons. Nonetheless, as the base version creeps up in stature, Volvo is going to need to further boost the T5.

From zero to 100 km/h there are only 0.8 seconds between the two (7.1 versus 7.9 seconds), and there needs to be more to justify the T5′s ‘high-performance’ moniker.

The T5 also handles a smidgen better thanks to higher- performance dampers and larger 16-inch tires (rather than the 15-inchers of the base model). However, equip both with Volvo’s optional 17-inch starburst wheels (the first option I’d take, as they make the V70 look truly ‘bitchin’) and the T5′s advantage is even more minuscule. The stiffer dampers react better to bumps at high speed, but since both cars share the same spring rates, body roll in corners is no more pronounced in the base version.

Of course, there are other reasons to buy the T5, not the least of which is the nifty rear spoiler. It also gets an upgraded audio system, although both models use Volvo’s three-disc, in-dash CD changer. Both are available with a more powerful amplifier and huge subwoofer for all those Volvo owners who want to prowl Main Street on Saturday night blaring rap music with the windows down.

And naturally, it’s not a Volvo if you can ’ t talk about safety. New for 2000 are the dual-stage airbags that react to different kinds of accident with two velocities of inflation. There’s an inflatable curtain that protects both rear and front seat passengers’ noggins in the event of a side impact. Volvo is also the first auto manufacturer to introduce rear-facing child seats secured by ISOFIX attachment points (the new international standard).

Gripes are few. I’d advise only truly dedicated sport drivers to opt for the manual transmission. Power delivery for both turbocharged units, especially the higher-boosted T5, is smoothed out by the 5-speed automatic. The radio controls are also a little overly complicated and I’d prefer a better standard audio system on the T5, though the optional unit is plenty powerful. And of course, the price of either variant isn’t for misers.

But fans of the company, as well as some who’ve never shopped Volvo, are going to be absolutely blown away by the new V70. Image sells cars in the near-luxury class and now that Volvo has style as well as safety in its repertoire, expect it to dominate the upper-end wagon segment.

PROS
 Interior room
Ride and handling
Rugged capacity

CONS
Fuel economy
Heavy weight
Steep price

CRASH TEST (five stars indicate the best protection)
Driver: no data
Passenger: no data
New options
2001 Sweden
1996 8196
1997 6728
1998 4210
1999 7332
2000 —

COMPETITORS Audi A6 Avant Saab 9-5 Wagon

The Swedish Brick gets stylish

Station wagons aren’t supposed to be beautiful. Practical, yes; versatile, most assuredly; they may even be sporty. But, for the most part, they’re duds in the styling department. The highest compliment usually includes the phrase, "not bad, especially for a wagon".

Then there’s Volvo’s new V70. We had no indication that the Swedish manufacturer’s new ‘estate’ would be this stunning. Certainly, the previous model gave little indication. Sure, it recently had its edges rounded off, but it was still basically the same conservative box-on-wheels that Volvo’s been peddling for years.

Volvo’s most recent rendition is so well sculpted, however, that it could have been designed by Chrysler, which is the highest compliment any designer can get these days. Not bad for a car that usually has to sell itself on its ability to haul numerous adults and all of their belongings.So sleek is Volvo’s design, especially from the side, that I was utterly convinced it had lowered the roofline by as much as 50mm. Instead, the new V70 is actually 60mm taller, meaning that it’s not only more attractive than before, but roomier.

It’s no larger, however. Despite using many components of the new (and larger) S80 sedan, the 2000 V70 is roughly the same size as the previous version, at least outwardly. Volvo did mock up a larger S80 version, but the V70 wagon is the most important model in its lineup and the company didn’t want to mess with its star player.

That’s not to say it’s not larger inside. Volvo claims there’s 55mm more total legroom, with the front seat getting the lion’s share. It certainly feels more airy: and every dimension save rear seat hiproom has been increased. Cargo capacity is also up, thanks to a neat two-position rear seat backrest. Tilt it forward 25 degrees and you’re rewarded with almost 25mm more cargo room. There’s also a shallow well built into the storage area as well as cargo straps that hold grocery bags securely for spirited drives home from Loblaws.We always knew Volvos were practical. Lately, however, they’ve become decidedly sportier. Even the base V70′s 2.4 litre inline five pumps out a credible 168 horsepower, while the slightly smaller 2.3 litre ‘high-pressure’ turbo in the T5 variant offers 247. There’s a mid-size engine, a 2.4 liter low-pressure turbo of 197 hp. Although high-performance enthusiasts will automatically opt for the more pressurized version, the lower horsepower version is impressive. It’s smoother, thanks to incorporating "low-friction" features like longer connecting rods, lighter pistons and thinner valve stems.

Though the base version is more than amply energetic, the T5 has even more urge. It’s definitely got more grunt and accelerates the V70 as fast as most other topline luxury wagons. Nonetheless, as the base version creeps up in stature, Volvo is going to need to further boost the T5.

From zero to 100 km/h there are only 0.8 seconds between the two (7.1 versus 7.9 seconds), and there needs to be more to justify the T5′s ‘high-performance’ moniker.

The T5 also handles a smidgen better thanks to higher- performance dampers and larger 16-inch tires (rather than the 15-inchers of the base model). However, equip both with Volvo’s optional 17-inch starburst wheels (the first option I’d take, as they make the V70 look truly ‘bitchin’) and the T5′s advantage is even more minuscule. The stiffer dampers react better to bumps at high speed, but since both cars share the same spring rates, body roll in corners is no more pronounced in the base version.

Of course, there are other reasons to buy the T5, not the least of which is the nifty rear spoiler. It also gets an upgraded audio system, although both models use Volvo’s three-disc, in-dash CD changer. Both are available with a more powerful amplifier and huge subwoofer for all those Volvo owners who want to prowl Main Street on Saturday night blaring rap music with the windows down.

And naturally, it’s not a Volvo if you can ’ t talk about safety. New for 2000 are the dual-stage airbags that react to different kinds of accident with two velocities of inflation. There’s an inflatable curtain that protects both rear and front seat passengers’ noggins in the event of a side impact. Volvo is also the first auto manufacturer to introduce rear-facing child seats secured by ISOFIX attachment points (the new international standard).

Gripes are few. I’d advise only truly dedicated sport drivers to opt for the manual transmission. Power delivery for both turbocharged units, especially the higher-boosted T5, is smoothed out by the 5-speed automatic. The radio controls are also a little overly complicated and I’d prefer a better standard audio system on the T5, though the optional unit is plenty powerful. And of course, the price of either variant isn’t for misers.

But fans of the company, as well as some who’ve never shopped Volvo, are going to be absolutely blown away by the new V70. Image sells cars in the near-luxury class and now that Volvo has style as well as safety in its repertoire, expect it to dominate the upper-end wagon segment.

PROS
 Interior room
Ride and handling
Rugged capacity

CONS
Fuel economy
Heavy weight
Steep price

CRASH TEST (five stars indicate the best protection)
Driver: no data
Passenger: no data
New options
2001 Sweden
1996 8196
1997 6728
1998 4210
1999 7332
2000 —

COMPETITORS Audi A6 Avant Saab 9-5 Wagon

Where ’ s the Bargain?

Fact or fiction: A Volvo for $32,000? That ’ s the claim the Swedish carmaker ’ s advertisements have been blaring for a few weeks, ever since the arrival of the 40 series. It ’ s exactly what some Volvo-coveting consumers have been waiting for. But is this Volvo both built and sold in the bargain bin?

First Mercedes and Jaguar, now it ’ s Volvo ’ s turn to welcome a younger generation, one which is not yet established among its clientele. To attract us, the carmakers are offering two cars from the 40 series (a sedan and a station wagon), created a few years ago from the fusion of Volvo and Mitsubishi.While it may be new to us, the 40 Series is not new to Volvo. In fact, it has been on the Swedish automaker ’ s catalogue for six years already. But it was only last year that this latest creation was allowed to cross the pond to start its career here.

As was to be expected, the 40 Series makes its maker ’ s obsession with safety one of its chief attributes. The brass of the Scandinavian firm maintains, with ample justification, that no other automobile of this type can boast of such a complete range of passive safety features (by passive safety, we mean the devices that reduce or eliminate the risk of injury in an accident).

While not required by law in Canada, the traditional front air bags are accompanied by side air bags and an anti-kickback system for the seats to prevent neck injuries in a rear collision. And bear in mind, all these safety features come standard.Passive safety is well and good, but active safety (the features that help avoid accidents) is even better. And in that department, the 40

Series gains no ground on its rivals. There is, as to be expected, the Volvo dynamic stability, or antiskid system, but to get it, you have to part with an additional $500. In contrast, disc brakes on all four wheels and the ABS system come standard on the vehicle. But to evaluate a car for active safety, you also have to look at the performance of its engine (acceleration and pickup), and the 40 Series doesn ’ t stand out in that regard.

Its four-cylinder, 1.9-litre engine is grafted to a turbo-compressor with 160 horses of power and 177 lb-ft of torque. It ’ s not much, and produces mediocre performance (a shade over 9 seconds to reach 100 km/hr from a standing start, and a maximum speed of 215 km/hr) and, considering the teeny size of its engine, a strangely high fuel consumption (12.4 L/100 km). To feel a little wind in your hair, take my advice: jam the gas pedal into the floor. When you floor it, the turbo response time (the moment it enters into action) is almost imperceptible (so much so that you might doubt if it gets engaged). Luckily, you ’ re spared any violent jerks on the steering wheel due to torque.

This not particularly powerful engine comes paired with an automatic, five-speed adaptive transmission (nope, there ’ s no manual stick to be found, ladies and gentlemen), which struggles to work with the limited resources available. As a result, sometimes the transmission seems not to know which speed to choose, and produces a tell-tale jerkiness when driving the V40 in traffic.

Everything falls into place as soon as you hit the highway. The steering turns out to be relatively precise, if a little light, and makes it easy to negotiate hard turns. The body does roll a bit, however, the front wheels tend to pull straight ahead when overly challenged, and the suspension is a bit stiff on the bumps. In other words, the road behaviour of this Volvo is not stupendous, but also not disappointing. It is predictable, easy to drive and, thanks to its compact dimensions and relatively short turning radius, a breeze to park. It also brakes remarkably well, and digs in tenaciously enough to ensure that this Volvo stops within a reasonable distance.

Cute, but impractical The V40 is as cute as a fashion plate. It looks like a cross between a station wagon and a sedan, with its steeply angled rear hatchback. With its streamlined roof, rounded trunk and wheel wells nestled into the body, the V40 privileges style over spaciousness. As a consolation, the seat backs fold up to allow you to haul very long items. While you won ’ t be able to move your mother-in-law ’ s buffet, the trunk is certainly large enough to fit all your kid ’ s hockey equipment.

For more space, you can always count on the roof rack, which will be screwed to your new car if you select the sport group of options, at $1,100, which also consists of an aerodynamic deflector, fog lights, and superior quality speakers.

But no matter how many accessories you select, there ’ s no way to get the doors to open wider for improved access to the rear seats. But it is perhaps intentional that the back seats are not very attractive to adults, they are, of course, perfect for kids.

It ’ s while seated in the front seats that you can best appreciate the comfort of the seats and the clarity of the dashboard controls and instruments. I do have three criticisms, however. One, there ’ s no dashboard readout of the gear selection, forcing you to take your eyes from the road to select the appropriate speed. Two, there ’ s no boost gauge. And three, there ’ s only one coffee cup holder (my passenger ’ s hands are still smarting).

It may come as a surprise, but by the end of my test drive, I had made up my mind to skip the V40 this time around.
PROS
Quality of post-sale service
Varied equipment
Silent drive
Flexible mechanics

CONS
Texture and quality of interior materials
Cramped rear seats
The cost is no bargain
No manual transmission

CRASH TEST (five stars indicate the best protection)

Driver: no data
Passenger: no data
New colors 2004
Netherlands 1996
 Data na 1997 Data na
1998 2105 1999
Data na 2000 —

COMPETITORS Subaru Legacy Wagon Volkswagen Passat Wagon

Safe, but lacking in warmth

The S80 is Volvo’s take on the grand touring car. Designed to challenge the likes of BMW’s 5-Series or the Cadillac STS, the car is priced below both. In terms of performance and equipment it measures up, but will consumers flock to showrooms to buy the safest Volvo ever?.As was the case for the C70 coupe, the S80 is a fairly radical departure for Volvo. Key styling features include a grille that juts out over the bumper and serves as the starting point for body lines that run along the hood in a V- shape, to the edges of the windshield. The pronounced lines then create a "shoulder" that runs all the way to the rear of the chassis. Here you’ll find one of the S80′s other distinguishing features, uniquely shaped taillights that blend the "shoulder" lines into the edge of the trunk. All these elements combine to deliver good aerodynamics and a remarkably low 0.28 drag coefficient.

Inside, Volvo has raised the benchmark for ergonomics. The upper portion of the instrument panel includes a center speaker for the surround-sound audio system and some day soon may also include a pop-up screen for a navigation system. On the center console the stereo unit has a prime spot under the vents – just where it should be – and sits beside a cellular phone keypad. Under the stereo is the user-friendly automatic climate control system. Three large buttons make for easy selection of the air flow pattern and two knobs are used for controlling temperature and fan speed. Gauges are clear and easy to read and all other controls are ergonomically correct. Seats in the S80 are among the most comfortable in the automotive world and some of the safest as well. Both front seats incorporate Volvo’s new whiplash protection system (WHIPS for short), which is designed to cushion the body and protect the spine in the event of a rear-end collision. Other safety devices include dual front air bags, side air bags for front-seat passengers and and a new inflatable side curtain that deploys from the roof to protect the heads of front- and rear-seat passengers. There is plenty of leg room in the rear and the trunk is generously sized.A straight six under the hood is nothing new, but mounting it transversely as Volvo has done takes some ingenuity since it has to fit between the wheel wells. Volvo’s engineers managed the feat, but sacrificed some of the car’s turning radius in the process. The S80 comes to North America with two variants of this particular engine. The first is a normally aspirated 2.9-liter 6-cylinder that will power the base model with 204 horses and 207 lb-ft of torque at 4300 rpm. The top- of-the-line and sportier T6 model comes with twin turbochargers and has a slightly reduced 2.8 liter displacement to provide better cooling. Instead of a large, single turbocharger to feed all six cylinders, Volvo uses two smaller units, each of which boosts three cylinders, reducing turbo lag.

The turbocharged engine makes the standard powerplant look positively lazy. Horsepower jumps to 268 and torque takes a giant leap to 280 lb-ft at 2000 rpm. Beyond that, the base 6- cylinder provides enough power for the average buyer and is smoother than most V6s. The engine duo also compares well with BMW’s 530 and 540 sedans in terms of power and performance. Both versions of the car come with a 4-speed automatic transmission, but the T6 offers a more advanced "Geartronic" version that lets the driver shift gears manually. As you’d expect, the braking system includes four discs and an ABS system.

The S80 offers a smooth and consistent ride – exactly what you’d expect from a touring car. Roll is minimal, as is wind and road noise, and shifting is almost imperceptible unless you choose the manual mode on the T6. Steering, on the other hand, appears overly assisted and this car’s turning radius is a serious disadvantage in the city

PROS Impressive safety features Roomy interior and good ergonomics Comfortable seats

CONS Overly assisted steering Peculiar rear-end styling Clumsy turning radius

CRASH TEST (five stars indicate the best protection)

Driver: * * * * *
Passenger: * * * * *
2004 Sweden
1996 587
1997 1843 1
998 1692
1999 Data na 2
000 —

 COMPETITORS BMW 5 Series Sedan Oldsmobile Aurora

“ S ” as in sporty

Who would have thought that Volvo, who boasts of being the safest car manufacturer on the planet, should create a sports model, the S60. By combining safety and performance, did this Swedish company want to prove that opposites attract?To ensure that the S60 becomes known as THE sport vehicle from Volvo, the T5 is offered with a sport variation, one with two rear racing-style sculpted seats. Room for a fifth passenger got lost along the way, but even with the comfort model, large adults will find themselves spatially challenged in the back seat.

On second thought, it ’ s funny to think that this Scandinavian manufacturer would complete its new generation with a sports sedan after having promoted security for decades. Put any number of drivers in a car with 247 horsepower and notice how few of them drive as safely as they should, said one reporter. In other words, you may have all the power you need to take off like the wind but don ’ t worry, you ’ re riding in a Volvo!

One has to admit that it ’ s tempting to make some noise with the S60 on the country roads around Stockholm. So tempting that you might easily get lost. Fortunately, the car has an optional satellite navigation system ($3,750) which floats like magic above the instrument panel. This tool is perfect to get beyond the limitations of maps with unpronouncable names. However it appears that this navigational system does not perform as well in North America, as the satellite tracking is less precise than it is in Europe.

There is another problem when the driver tries to concentrate on the road, because it ’ s nearly impossible to make effective use of the control panel which is hidden behind the wheel. The passenger must play with the controls, which makes it hard for the driver trying to stay safe on the road. As for the other features, we have nothing but compliments, beginning with the front seats which were designed in consultation with a number of orthopedists. And the difference really shows : a little more forward, a little higher, a little further back. There! Have you found the perfect position? Record it in one of three memories. More kudos for the dual climate controls, one for the driver and one for the passenger. To each his own personal temperature!

The S60 will please fans of dual air bags — which offer two levels of protection — and its side air bags will even protect passengers in the back seat. In addition to such passive security methods, there is an ABS system and a special pre-tension pyrotechnical device that calculates the force of any impact and coordinates the action of the safety belt and the air bags.

Your air bag suddenly inflates? Satellites locate your vehicle and the Volvo On Call Plus center will send help, if needed.The sedan, which takes the place of the old S70, comes with one of three “ suggested ” 5-cylinder engines, the 2.4 litre naturaly aspirated with 168 HP, the 2.4T with low-pressure turbo and 197 HP, or the very sporty T5 (2.3 litres) with high-pressure turbo and 247 horses.

As for the transmission, the game of musical chairs gets more complicated. The 5-speed manual transmission.comes with the base model as well as the T5, which also features a silver-alloy coated shift stick called a “ Spaceball “ that appears to be inspired by a video game.

On the other hand, the 2.4T version comes only with a 5- speed automatic transmission. They also have an option called “ Geartronic ” that allows you to change speed manually without worrying about the clutch. Active security measures on the S60 include electronic distribution on its anti-lock brake system, and on the T5, a traction and stability regulator (TSR).

 In recent months, Volvo has gotten used to the media spotlight. First there was the S80 (launched in the summer of 1998), then the V70 and the Cross Country, followed by the S40 and the V40. And now here is the new S60, whose base price is around $36,000. Don ’ t worry, things should quiet down somewhat now that the Scandinavian company says is “ Revolvolution ” is complete. The result? No more clunky box shapes. Chief designer Peter Horbury has definitively shelved the timeless — but stuffy– silhouette in favor of curved lines which we must admit look quite good.

The S60, which arrived in showrooms in mid-November, is the fourth car made from the same platform created for the S80 after the V70 family size and the Cross Country. Though it is 4.5 centimeters longer than the S70 that it is replacing, the sedan is 14.6 centimeters shorter and its wheelbase 5 centimeters longer. And though it has the same suspension as its predecessor, we are told it has distinct improvements that give it a much sportier feel on the road. It also has twice as much torque stiffness in the chassis.

Those who choose the S60 should expect to pay around $36,495 for the base model. Those who would prefer the luxury of a more fully-equipped T5 will have to spend more than $50,000. Volvo expects to deliver some 3,000 units to Canada each coming year.
PROS Excellent motorpropulsion group Easy ride Good handling Secure
CONS Torque steer Many expensive options A stylish Volvo ?
CRASH TEST (five stars indicate the best protection) Driver: no data Passenger: no data All wheel drive version
New electronics 2005 Sweden
1996 Data na 1
997 Data na
1998 283
1999
Data na 2000 —
COMPETITORS BMW 3 Series Sedan Lexus IS300

Where ’ s the Bargain?

Fact or fiction: A Volvo for $32,000? That ’ s the claim the Swedish carmaker ’ s advertisements have been blaring for a few weeks, ever since the arrival of the 40 series. It ’ s exactly what some Volvo-coveting consumers have been waiting for. But is this Volvo both built and sold in the bargain bin?

First Mercedes and Jaguar, now it ’ s Volvo ’ s turn to welcome a younger generation, one which is not yet established among its clientele. To attract us, the carmakers are offering two cars from the 40 series (a sedan and a station wagon), created a few years ago from the fusion of Volvo and Mitsubishi.While it may be new to us, the 40 Series is not new to Volvo. In fact, it has been on the Swedish automaker ’ s catalogue for six years already. But it was only last year that this latest creation was allowed to cross the pond to start its career here.

As was to be expected, the 40 Series makes its maker ’ s obsession with safety one of its chief attributes. The brass of the Scandinavian firm maintains, with ample justification, that no other automobile of this type can boast of such a complete range of passive safety features (by passive safety, we mean the devices that reduce or eliminate the risk of injury in an accident).

While not required by law in Canada, the traditional front air bags are accompanied by side air bags and an anti-kickback system for the seats to prevent neck injuries in a rear collision. And bear in mind, all these safety features come standard.Passive safety is well and good, but active safety (the features that help avoid accidents) is even better. And in that department, the 40

Series gains no ground on its rivals. There is, as to be expected, the Volvo dynamic stability, or antiskid system, but to get it, you have to part with an additional $500. In contrast, disc brakes on all four wheels and the ABS system come standard on the vehicle. But to evaluate a car for active safety, you also have to look at the performance of its engine (acceleration and pickup), and the 40 Series doesn ’ t stand out in that regard.

Its four-cylinder, 1.9-litre engine is grafted to a turbo-compressor with 160 horses of power and 177 lb-ft of torque. It ’ s not much, and produces mediocre performance (a shade over 9 seconds to reach 100 km/hr from a standing start, and a maximum speed of 215 km/hr) and, considering the teeny size of its engine, a strangely high fuel consumption (12.4 L/100 km). To feel a little wind in your hair, take my advice: jam the gas pedal into the floor. When you floor it, the turbo response time (the moment it enters into action) is almost imperceptible (so much so that you might doubt if it gets engaged). Luckily, you ’ re spared any violent jerks on the steering wheel due to torque.

This not particularly powerful engine comes paired with an automatic, five-speed adaptive transmission (nope, there ’ s no manual stick to be found, ladies and gentlemen), which struggles to work with the limited resources available. As a result, sometimes the transmission seems not to know which speed to choose, and produces a tell-tale jerkiness when driving the V40 in traffic.

Everything falls into place as soon as you hit the highway. The steering turns out to be relatively precise, if a little light, and makes it easy to negotiate hard turns. The body does roll a bit, however, the front wheels tend to pull straight ahead when overly challenged, and the suspension is a bit stiff on the bumps. In other words, the road behaviour of this Volvo is not stupendous, but also not disappointing. It is predictable, easy to drive and, thanks to its compact dimensions and relatively short turning radius, a breeze to park. It also brakes remarkably well, and digs in tenaciously enough to ensure that this Volvo stops within a reasonable distance.

Cute, but impractical The V40 is as cute as a fashion plate. It looks like a cross between a station wagon and a sedan, with its steeply angled rear hatchback. With its streamlined roof, rounded trunk and wheel wells nestled into the body, the V40 privileges style over spaciousness. As a consolation, the seat backs fold up to allow you to haul very long items. While you won ’ t be able to move your mother-in-law ’ s buffet, the trunk is certainly large enough to fit all your kid ’ s hockey equipment.

For more space, you can always count on the roof rack, which will be screwed to your new car if you select the sport group of options, at $1,100, which also consists of an aerodynamic deflector, fog lights, and superior quality speakers. But no matter how many accessories you select, there ’ s no way to get the doors to open wider for improved access to the rear seats. But it is perhaps intentional that the back seats are not very attractive to adults, they are, of course, perfect for kids.

It ’ s while seated in the front seats that you can best appreciate the comfort of the seats and the clarity of the dashboard controls and instruments. I do have three criticisms, however. One, there ’ s no dashboard readout of the gear selection, forcing you to take your eyes from the road to select the appropriate speed. Two, there ’ s no boost gauge. And three, there ’ s only one coffee cup holder (my passenger ’ s hands are still smarting).

 It may come as a surprise, but by the end of my test drive, I had made up my mind to skip the V40 this time around.

PROS Quality of post-sale service Varied equipment Silent drive Flexible mechanics

CONS Texture and quality of interior materials Cramped rear seats The cost is no bargain No manual transmission

 

 

With or without a hat

 For the past five years, Volvo has renewed an old tradition: including a coupe in its lineup. These past few months, the Swedish manufacturer has also included a convertible, a body style that Volvo hasn’t revisited since 1955, when the P1900 was marketed.

The coupe and convertible have the mission of rejuvenating the image of a maker that – for too long – had the reputation of building sedans and wagons that tended to look an awful lot like Scandinavian sideboards.Doors open onto a massive instrument panel that seems to invade the passenger compartment. However, some controls feature an appealing design and incorporate some of the latest concepts in ergonomics. The bucket seats mold well and the driver enjoys an excellent driving position; unfortunately seat belts are not height-adjustable and the right-hand windshield wiper produces a blind spot that can be a considerable hindrance in bad weather.

Rear seats can accommodate two adults, but headroom is at a premium. The trunk is amazingly deep on the coupe, but the taillight design makes its opening smaller. The underbelly of this Swedish beauty could give you goose bumps: a turbocharged five-cylinder (190- or 236-hp, depending on the version). Most impressive first and foremost are the mechanical system’s surprising progressiveness and energetic acceleration, especially on versions equipped with the high pressure Turbo. The next surprise is a steering system that can be heavy at low speeds, much more demanding on winding roads, and the torque it transmits during strong acceleration. The tires delay the drive system’s tendency to understeer and have very little detrimental effect on comfort. However, the C70 Coupe is at its irresistible best on roads designed to encourage fast driving. The same can’t be said of the convertible, which is both heavier and less rigid and consequently fails to inspire much confidence. Brakes are powerful, but the pedal on the test drive model called for a foot of steel.

The C70 coupe lends itself to almost every excess the better to make your driving experience exciting. On the other hand, the convertible is content to putter along quietly and unobtrusively.

PROS Irresistible performance capabilities Elegant looks Manufacturing quality

CONS Seat belts not height adjustable Chassis lacking in rigidity Heavy steering system at low speeds

Details change 2003 Netherlands
1996 Data na
1997 6728
1998 4210
1999 Data na 2000 —

 COMPETITORS BMW 3 Series
Cabriolet Saab 9-3 Convertible

With or without a hat

 For the past five years, Volvo has renewed an old tradition: including a coupe in its lineup. These past few months, the Swedish manufacturer has also included a convertible, a body style that Volvo hasn’t revisited since 1955, when the P1900 was marketed.

The coupe and convertible have the mission of rejuvenating the image of a maker that – for too long – had the reputation of building sedans and wagons that tended to look an awful lot like Scandinavian sideboards.Doors open onto a massive instrument panel that seems to invade the passenger compartment. However, some controls feature an appealing design and incorporate some of the latest concepts in ergonomics. The bucket seats mold well and the driver enjoys an excellent driving position; unfortunately seat belts are not height-adjustable and the right-hand windshield wiper produces a blind spot that can be a considerable hindrance in bad weather.

Rear seats can accommodate two adults, but headroom is at a premium. The trunk is amazingly deep on the coupe, but the taillight design makes its opening smaller. The underbelly of this Swedish beauty could give you goose bumps: a turbocharged five-cylinder (190- or 236-hp, depending on the version). Most impressive first and foremost are the mechanical system’s surprising progressiveness and energetic acceleration, especially on versions equipped with the high pressure Turbo. The next surprise is a steering system that can be heavy at low speeds, much more demanding on winding roads, and the torque it transmits during strong acceleration. The tires delay the drive system’s tendency to understeer and have very little detrimental effect on comfort. However, the C70 Coupe is at its irresistible best on roads designed to encourage fast driving. The same can’t be said of the convertible, which is both heavier and less rigid and consequently fails to inspire much confidence. Brakes are powerful, but the pedal on the test drive model called for a foot of steel.

The C70 coupe lends itself to almost every excess the better to make your driving experience exciting. On the other hand, the convertible is content to putter along quietly and unobtrusively.

PROS Irresistible performance capabilities Elegant looks Manufacturing quality

CONS Seat belts not height adjustable Chassis lacking in rigidity Heavy steering system at low speeds

Details change 2003 Netherlands
1996 Data na
1997 6728
1998 4210
1999 Data na 2000 —

 COMPETITORS BMW 3 Series
Cabriolet Saab 9-3 Convertible