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From Swedespeed.com Reviews and Road Tests Mainz, Germany – Since its launch in 1997, the XC70 (then known as the V70 XC) has established itself as one of the most utilitarian automobiles available in the market. Taking Volvo’s already successful V70 station wagon and adding a taller suspension, rugged side cladding and some additional trim bestows the car with much of the functionality and sexiness of an SUV, but keeping it car-based allows it to retain important qualities such as superior fuel mileage and more nimble handling characteristics. While SUVs like the Ford Explorer 4.0 AWD average 17.5 mpg and the Jeep Grand Cherokee 4.0 AWD gets 18.5 mpg, the XC70 slips along with an average of 21.5. Even better, the European market diesel-powered XC70 D5 is uber frugal with an average of 37.7mpg.
Since the introduction of the Volvo 850, European diesel Volvos used an Audi-sourced 5-cylinder diesel, until 2001, when Volvo launched its own commonrail inline 5-cylinder engine, dubbed the D5. Today, that engine is available in all of Volvo’s P2 cars in Europe. Last Spring, the presence of a D5-powered S80 at a CleanDiesel Ride and Drive held on Capitol Hill by the Alliance of Automotive Manufacturers for the Senate and staff didn’t go unnoticed by our own staff. Volvo’s D5 engine happens to be one of the most refined diesel engines in the Ford portfolio, and if the diesel market opens up in the USA, Volvo is in a position where it could be integral to the blue oval’s supply of diesel automobiles. As such, when we spotted D5 versions of the new 2005 XC70 at a recent press event in Germany, we jumped at the chance to take a spin. The Changes Outside, the XC70 is moderately more aggressive with larger front and rear skidplate attachments. More liberal use of skidplate-look aluminum segmentation on the bumpers gives the car an aggressive look that is very much intended. We're told they wanted to give it more of an EVO-look, much like the ACC2 concept. The aluminum look continues with the XC70’s roof rail system, unique to the Cross Country. Exterior rearview mirrors have been upgraded, and the car now uses the same design found on the larger XC90.
A new wheel mimicking the root-edged spoke design of the orignal 850R’s “Volan” is a less conservative look for the car, while new headlight and taillight designs continue to evolve the car’s appearance. Inside, the most notable change to the XC70 is Volvo’s highly functional center console. The bin/armrest at its rear has several useful configurations, including cupholders, trays, and a storage compartment that can be used in even more ways. The XC70’s aluminum grab handle has also been redesigned, feeling more substantial and now made out of real aluminum. Sadly, it appears that the more handsome roll-top cover of the S60 and V70 is lost with the implementation of the Cross Country’s grab handle, and the resulting open bin appears as if its lid has been broken off even, though it hasn’t. While the grab handle is improved, the modifications for the new center console look to be an afterthought. The outgoing XC70’s wood-look plastic trim has been replaced with real genuine walnut. The change might not be discernable to all, but it’s welcome nonetheless. The market Volvo plays in, cross-shopped with the likes of Audi and BMW, requires that it move to their level of material offering.
The other more notable changes in the interior can be found with Volvo’s sound system. Though you’ll find few complaints about the quality of Volvo’s sound system, the Scandinavians have kept on the forefront with the addition of Dolby Pro Logic II technology. Also added was a 6-disc in-dash CD changer. Where it seems Volvo did receive complaints on the sound system was the head-unit’s preset radio station controls. It seems the Swedish brand has taken a beating from J.D. Powers and the motoring press in general for its less than traditional rotary knob used for scanning presets. The unique and somewhat quirky setup has been retained, but dedicated preset buttons have also been added for those not as acquainted with Volvos and yearning for something a little bit more familiar. With the freshened 2005 XC70, Volvo will also be introducing two significant new technologies. 4C, Volvo’s dash-adjustable suspension system first shown in the high-performance R models, will now be available as an option in the XC70. Like 4C-equipped S80s that began selling last year, XC70s with this option will use a two-program version, including Comfort and Sport. The third Advanced setting found on the R will be exclusive to those models. 4C will also be available in S60 and V70 models as well, and Volvo tells us that each car’s 2-program selection is uniquely calibrated to that specific model. The second significant new technology is Volvo’s Blindspot Information System (BLIS). This new technology uses cameras mounted in the rearview mirror that take 25 pictures per second. Comparing the changes in the photos, the system is able to detect vehicles that enter the car’s blind spot area, a 9.5 meter by 3 meter area to the rear of each side of the car. When a car enters the blindspot area traveling at speeds in excess of 10 km/h faster or 10 km/h slower than the Volvo, the system signals the driver via indicator lights mounted in the A-pillar and not in the instrument cluster as they are intended to augment the driver’s awareness when naturally looking to the mirror in order to turn or change lanes. We’re told this is a natural place that is less likely to cause alarm to the driver who might see a blinking light in the instrument cluster as annoying or worse… an emergency situation. All of the changes to the P2 cars should result in a bolstering of sales of those cars. For the XC70, Volvo Cars of North America expects to sell 1,500 cars per month… over half of the world’s supply. Across the pond, D5-equipped XC70s are expected to account for 2/3 of sales in Europe.
Driving Impression Our XC70 D5 test car came equipped not only with the diesel motor, but also a more efficient manual transmission. Walking up to the car, the subtle changes are noticeable… though conservative. Sliding into the car, the new generation P2 seats are more easily adjusted, while we understand they also have increased vertical adjustment (+12mm). Start the car and the D5 is only slightly more audible than the North American market 2.5T. When we look out the back, there is not the expected black soot cloud we Americans had learned to associate with diesel. Rev the motor and while it’s slightly more harsh and vibratory than the gasoline motor, it’s decidedly better and smoother than we’d expect. At the Ride-and-Drive on Capitol Hill last Spring, we transitioned from the S80 D5 to the BMW X5 3.0d back-to-back and we noticed it felt more refined than that of the X5.
Pulling out onto the streets of Mainz, the XC70 had plenty of usable torque to push itself through the German city’s afternoon rush-hour traffic. Out on the nearby Autobahn, we jumped on the throttle. Redline is low, at 4500 RPM, so shifts come quicker than you might expect - a typical quality of diesel motors. Another typical quality is gobs of torque, and as already mentioned, the D5 has plenty. Though it had much different delivery, the D5-equipped XC70 we drove didn’t seem to lack usable power from its North American gasoline counterpart. Our XC70 was equipped with 4C, which is a much-needed change. One hangup we had with the old car was its propensity to sway. In more spirited driving situations, perhaps an uncommon happenstance for the typical XC70 buyer, the car was prone to lean heavily. Comfort mode seems an improvement over the predecessor, while Sport mode is even better. It’s a welcome change, though we’d have preferred an even more aggressive Sport mode. BLIS was also standard equipment on our car and we got a first-hand look at it in action. The system takes some getting used to. The mild orange indicator light is subtle, but eventually you begin to notice it and begin to use it. It’s after some use that it finally began to make sense and we began to appreciate it, even if it did seem to occasionally get triggered by a parked car here or there. Some of the purists amongst our media group seemed negative on the idea, showing that perhaps it’s not for everyone. We found though that despite a few tweaks which Volvo says it will do by the time the cars make it to market, the system is a welcome addition to the car… even if the cameras mounted on the mirror arms are a bit odd looking. Returning back to our base, along the Rhine River in Mainz, we regretfully handed over the keys to our test car. We had a mixed drive of predominantly rural roads and city streets and still managed an estimated 35 mpg. In today’s economy where even the USA is being hit with higher fuel costs, Volvos like this XC70 D5 would be a welcome addition to Gothenburg’s North American portfolio.
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