Highway 1 runs from San Diego to Seattle, mainly along the beaches and cliffs that line the western coast of the United States. Perhaps the most famous, and well traveled, stretch of this fabled road ribbons between the quaint seaside hamlet of Cambria and the tony enclave of Carmel in central California, and it was on this stretch of road at the height of the summer tourist season that we put the redesigned Volvo C70 to the test. Susceptible to hourly, sometime dramatic changes in climate, a busy Highway 1 was the perfect way to determine if the new C70's complex retractable hardtop is worth the added expense it brings to the bottom line, to learn if its turbocharged five-cylinder engine could get the job done, and to see if it possessed the same focus on comfort as its predecessor.
What of performance and handling? Highway 1 was not the appropriate venue, clogged as it frequently is with lumbering RVs and minivans full of rambling rubberneckers. For that, we selected California 58, out near where James Dean met his fate in the Lil' Bastard, out where nobody drives because there's nowhere to go. All whoops and dips and curves and straights, California 58 is a driver's dream, and leads from the state's main artery, Interstate 5, across to the coast. It was here that we put the Volvo through its paces from a performance standpoint.
Based as it is on the same foundation as the S40 sedan and V50 wagon, one might conclude that the new C70 is a decent performer, and that conclusion would be accurate. A turbocharged 2.4-liter inline five-cylinder engine is shared with the S40 and V50, making 218 horsepower at 5,000 rpm and 236 lb.-ft. of torque spread across the rev range between 1,500 and 4,800 rpm. Those numbers might not sound impressive, but that fat wad of torque makes the C70 feel brisk from the driver's seat. A six-speed manual transmission drives the front wheels, but our test car had the optional six-speed Geartronic automatic. Four-wheel-disc antilock brakes with electronic brake-force distribution came in handy on more than one occasion, slowing the standard 17-inch wheels and 235/45 Michelin Pilot all-season tires. The C70 rides on a MacPherson strut front and multi-link rear suspension, and a stability control system keeps the car in line and moving in the right direction.
For a luxury car, this is standard-issue hardware – nothing to call out as special. What's special about the Volvo C70 is its retractable hardtop, which completely lowers in 33 seconds and raises in 31 seconds. The hardtop separates into three sections, arcs rearward, and stacks neatly into the trunk, transforming the C70 from a quiet and stylish coupe to a leather-lined sun tanning bed for four. Because it's a hard top, it better isolates the C70's occupants from foul weather, protects against theft, and maintains serenity in the cabin during rush-hour traffic. The major downside is that it robs more than half of the space in the 12.8 cu.-ft. trunk, but leaves enough room for two good-sized suitcases and a carry-on bag.
Prices start at $39,405 including the $695 destination charge. The standard equipment list is generous, including all of the comfort and safety features that customers expect on a luxurious convertible – well, except seat heaters. Unique features worth discussing, in addition to the trick roof, mainly pertain to safety, from the Volvo Intelligent Vehicle Architecture (VIVA) which channels crash energy away from the passenger compartment and the Whiplash Protection Seating System (WHIPS) to the Roll Over Protection System (ROPS) that fires twin roll hoops from behind the back seat in a rollover accident and the Side Impact Protection System (SIPS). That last feature includes door-mounted side-curtain airbags that deploy upward to provide protection even when the roof is lowered, and Volvo is one of the first to market with this kind of system.
Options include the Geartronic automatic transmission, bi-Xenon headlights, rear parking assist, a navigation system, and three main option packages. The Premium Package adds leather upholstery, a Homelink universal transmitter, and a compass in the rearview mirror. The Dynaudio Package – worth every penny – includes 12 Dynaudio speakers, amplifiers, and a subwoofer. The Climate Package includes rain-sensing wipers, headlight washers, and heated front seats. Inexplicably, metallic paint is also an option on the Volvo C70. Our Volvo C70 included the automatic, the Premium Package, and the Dynaudio Package for a grand total of $44,075.
What we learned from our weekend road trip up the coast of California was that the Volvo C70 is not a car made for enthusiasts, though it is thoroughly enjoyable to drive. We learned that retractable hardtops are superior to fabric soft tops, though we cannot know if that is true once the warranty has expired. We learned that Volvo knows how convertible owners use their cars, and that it still builds incredibly comfortable vehicles, even if heated front seats aren't standard. Finally, we learned that the Volvo C70 offers an appealing and sophisticated alternative to the major player in this category, the BMW 3 Series. At least so long as you're taking Highway 1 and not California 58.
Performance Powerful enough, with a somewhat grainy character that imparts a lack of refinement, the 2006 Volvo C70 is not quick by any means. Power delivery from the turbocharged 2.4-liter inline five is linear thanks to an early torque peak and a flat torque curve that work to eliminate lag off the line, and it's too easy to light the tires up when accelerating into traffic due to weight transfer and front-wheel-drive. The Geartronic six-speed automatic transmission shifts smoothly when left in Drive, but is a bit slow to respond in manual mode and can clunk hard into first gear when approaching a stop. Volvo offers a six-speed manual as standard equipment, but we recommend the automatic since the C70 isn't a sporting machine. Fuel economy during our 1,000-mile week was just OK: We averaged 21.4 mpg during testing, just more than the city cycle from the EPA's estimate of 21/29 despite lots of highway cruising.
HandlingWith Michelin Pilot HX MXM4 all-season tires sized 235/45, the Volvo C70 grips well enough, and though the steering lacks road feel the C70 is easy to place in corners. Get in too hot and understeer is the predictable result. Lots of bump steer and column shake accompanies rough-patched corners, and the suspension displays plenty of body roll, squat, and dive when hustling the car. Braking feel could be better because it doesn't feel like much is happening for the first half-inch of pedal travel, and then the binders bite effectively – the brakes work fine, but the pedal is hard to modulate. Ride quality is good but compliance over rough pavement could be better to help keep hard bumps from getting transferred to the cabin. Finally, and this is surprising for a European car, the turning circle is too wide. Overall, the Volvo C70 is a fine cruiser, but isn't an enthusiast's choice.
VisibilityOf course, with the Volvo C70's top lowered, visibility is terrific with the exception of the rear deck, which is long and hard to judge. The optional parking sensors that did not come on our test car would have helped the C70 tremendously. Top raised, the same problem of judging the rear exists, and while the back glass is smaller than might be the norm, visibility is not bad. I did wish the side mirrors were larger and offered a better view to the sides.
Fun to Drive The Volvo C70 is not fun to drive, but it is enjoyable to drive. For the trip I took up the coast on California Route 1, it was perfect. Soft, comfortable, quick enough, and equipped with a great stereo. But it's not a car I would choose for driving fun.
Front Comfort Volvo is known for seat comfort, and the C70 does not disappoint. It is extremely easy to find a comfortable driving position thanks to multiple seat adjustments and a tilt-and-telescopic steering wheel. The front doors are long and heavy, though. Plus, the upper door panel sills are high, the center console armrest is low, and the steering wheel has an uncomfortable silver metallic plastic trim piece that makes the tiller unpleasant to grip. Also, our $44,000 test sample did not have heated front seats. What's up with that?
Rear Comfort With the driver's seat set for my comfort and 33-inch inseam, there is no leg room in back. Three scant inches exist between the rear seat cushion and the front seatback, tops, making it good only for kids. With a shorter driver, the Volvo C70 is capable of carrying four people. If adults are sitting in back, the rear seat offers the same terrific comfort as those in front, but shoulder and hip room aren't as generous. The front seatbacks are softly padded, and foot room is good. Head room not an issue, either, especially with top down.
Interior Noise Whoop-whoop. Whoop-whoop. What the heck is that strange noise coming from behind the firewall? And the climate control system sometimes exhibited a strange cyclical wheezing. Over bumps with the top up, there are lots of creaks and rattles, and granular paved surfaces deliver plenty of tire noise. Otherwise, the Volvo C70 is remarkably quiet with the top up, with just a little bit of wind noise coming from the windshield pillars and header. Top down, windows up, there's not much buffeting – just the top of your head gets tousled. A wind blocker is optional, installing behind the front seats but making the rear seat unusable. Additionally, handy clips hold the rear seatbelts in place to keep them from flapping in the wind when they're not in use.
Loading Cargo Volvo should consider using aluminum for the C70's trunk lid, because it is heavy and hard to open or close. Once it's open, the amount of space you have to work with is dependent upon whether the top is raised or lowered. With the top up, the trunk is huge. With the top down, cargo can be carried only under the compartment shield. Still, a couple on a road trip can place a surprising amount of luggage within the C70's top-down confines – we managed two average-size roll-away suitcases and a carry-on. Just don't pack anything under there that you might need access to when the roof is lowered, or you'll be creating a roadside show with every stop. Also, note that Volvo provides a pass-through slot to the rear seat – nice! If have anything to complain about, it's that twice I bonked my head pretty hard on the edge of the decklid when it was raised.
Build Quality Considering the complexity of the Volvo C70, build quality was rather well done. We spotted minor fit variances at the right headlight and fascia and a slight misalignment of the rear panel between the taillights. Otherwise, both side doors were on straight and the rear deck featured impressively tight, uniform gaps. Inside, we found minor gap variance for the plastic on the center console under the parking brake, some flex in the door grips, variance of fit with regard to the door slot inserts, and a curved seal at the window and side demister trim. To spot most of these items, we had to look closely, which means our Volvo C70 was well assembled.
Materials Quality Austere Scandinavian design dictates simple materials, but those used in the Volvo C70 are of good quality. Nothing hints of cheapness in here, though the door grips are on the inexpensive side – surprising given that they are one of the most frequently touched points inside the car. The ambience lacks warmth, but then, that's a tenet of this design theme. The leather, headliner fabric, plastics, and soft-touch dash and upper door panels are all of good quality. Oddly, though, the floor mats have a tendency to shed.
StylingTop raised or lowered, the Volvo C70 looks good. However, it's got too much rear overhang, and sits on its suspension in a way that makes the rear end look too low to the ground. Nevertheless, distinctive Volvo design cues abound, from the grille and headlights to the power dome hood. From the strong shoulders that sweep front to rear to the taillights, there's no mistaking this car for anything but a Volvo. However, I sure do wish the antenna was integrated into the windshield or was a power unit instead of the fixed black one on the right rear quarter.
The C70's interior is a bit austere for some, but I really like the waterfall center panel and “floating” dashboard. Notice that there's no chrome to glint in sunlight – the trim is all aluminum, which cuts down on glare and really came in handy during our trip up the California coast. Designers might consider adding contrast between the medium and light gray shades in our test car, though, and we thought it odd that the glovebox handle is black and rest of lower dash is light gray.
StorageHere's an example of surprise-and-delight attention to detail: The Volvo C70 is equipped with door panels that have both open and locking lidded bins. The locking lidded bins are nice because they keep lightweight items from flying out of the car when the top is down, like the wrapper from the straw for your soda. Locking lidded bins are also integrated into the side panels of the rear seat to ensure that the C70 doesn't lose any loose items, and tambour doors cover the cupholders front and rear, offering another spot to stash items that shouldn't get blown out onto the highway. Other storage areas include a rubber-lined glove box that's deep but narrow, a small lined center console bin, pockets sewn into the forward edges of the front seats, and a slick shelf behind the waterfall center stack, seen in this photo. As in any Volvo, the C70 gets a card clip on the A-pillar. In back, dual seatback pockets are available.
Infotainment Controls Here's a big plus, and more evidence that Volvo knows the convertible market inside and out – the stereo's display screen is legible in direct sunlight wearing polarized sunglasses. Excellent! We also like that the Volvo C70's stereo has nine preset stations and a six-disc CD changer, but with a window sticker of $44,000 shouldn't it have XM or Sirius satellite radio, too? Especially when popping $1,550 for the awesome Dynaudio sound system? Such top-down audio clarity is rare, and the Dynaudio component set is worth the price of admission if you are an audiophile. Accessing various settings and controls using the center-mounted menu buttons is a little fussy, but necessary to preserve the C70's minimalist interior design theme. Our test car did not have the extra-cost navigation system.
Climate Controls Hey, where are the heated front seats in my $44,000 Volvo convertible? Given the thoughtful touches that specifically address top-down driving, it's a surprise that Volvo botched the C70's climate system. Accessing the dual-zone climate controls to change temperature is overly complicated. Twist the knob to select the temperature for zone one, push the knob to select zone two, then twist the knob to select temperature for zone two. Stick with single-zone operation and it's easy to change temperature as long as you wish to adjust by increments of two degrees. In automatic mode, warm air roasts feet but doesn't toast chilly mid-sections – forcing the driver to manually select air flow using the pictogram buttons. Nothing automatic about that.
Secondary Controls When it comes to control layout, the Volvo C70 represents a mixed bag. The power window and mirror controls are located a bit too far back on the door panel for easy use, but one big plus is the button that lowers or raises all four windows. The trip computer is easy to use with a stalk-mounted reset button and a spin dial to scroll through features, and the headlights are auto-off which means they can be left on all the time or shut off as desired – nice to have the choice. Cruise and audio controls, however, are tough to understand, but trial and error results in ease of use. Also, the seat memory buttons are in strange location along the top of the seat base.
Specifications Test Vehicle: 2006 Volvo C70
Price of Test Vehicle: $44,075 (including the $695 destination charge)
Engine Size and Type: 2.4-liter, turbocharged inline five-cylinder
Engine Horsepower: 218 at 5,000 rpm
Engine Torque: 236 lb.-ft. between 1,500 and 4,800 rpm
Transmission: Six-speed automatic with manual shift feature
Curb weight, lbs.: 3,772
EPA Fuel Economy (city/highway): 21/29 mpg
Observed Fuel Economy: 21.4 mpg
Length: 180.4 inches
Width: 71.7 inches
Wheelbase: 103.9 inches
Height: 55.1 inches
Leg room (front/rear): 42.3/33.9 inches
Head room (front/rear): 38.2/36.4 inches
Max. Seating Capacity: Four
Max. Cargo Volume: 12.8 cu.-ft. (top up); 6.0 cu.-ft. (top down)
Competitors: Audi A4 Cabriolet, BMW 3 Series Convertible, Ford Mustang GT Convertible, Mini Cooper S Convertible, Mercedes-Benz CLK Cabriolet, Mitsubishi Eclipse Spyder GT, Pontiac G6 Convertible, Saab 9-3 Convertible, Toyota Solara Convertible, Volkswagen Eos
Second Opinions Volvo C70 – Ron Perry's Opinion:
You've gotta love the resurrection of the retractable hardtop convertible. You get the best of both worlds with the Volvo C70, a convertible when the sun is shining and a hardtop coupe when the elements don't permit open air motoring. This solution also addresses the noise factor; gone are the typical wind leaks into the cabin and the overall environmental noise a canvas top can't eliminate. It's a win-win situation, right? Not quite.
Although I loved cruising around in the Volvo C70, the fact that the top takes up the majority of the trunk space when lowered would shy me away from buying it. I always seem to be hauling something of value around and in addition to the fact that the trunk is small with the top down, access to the trunk's contents is frustratingly limited. Volvo has added a button that raises the folded top about six inches to help maximize access, but it still didn't give me enough maneuvering room. Up-down, up-down – the top's complex mechanics got a workout during my time with the Volvo.
Outside of this major inconvenience I really enjoyed the C70's acceleration, brakes and steering, as well as the unique design of the interior. There's lots of storage space and conveniently placed cupholders for front and rear passengers in addition to the waterfall console are the highlights of the C70's interior. On the downside, the dials and buttons are not intuitive and took some figuring out. There was also a constant
whoop-whoop noise from behind the glove box drove me batty.
Once mastered, the Volvo C70 delivers an exciting driving experience mirrored by great looks. Kudos to Volvo management for producing a car that looks so unique. Despite its shortcomings, this is a sleek ride worthy of consideration when shopping for a car in this class.
Volvo C70 – Mike Sullivan’s Opinion:
Cruising up the California coast in the handsome C70 was a gratifying experience. The cushy seats, the capable T5 engine, and the feeling of wind in my hair perfectly complimented the sunny weather and the beautiful scenery. After spending several hundred miles behind the wheel, its fair to say that the C70 a fantastic cruiser to take on a weekend getaway.
In weekday driving, however, the C70 falls a bit short. Primary issues are the size of the steering wheel and placement of the pedals. Volvo has fitted the C70 with an unusually thick steering wheel that is too wide for the average hand to comfortably grasp. Although its girth is well suited for highway travel, around town the wheel is too cumbersome for quick maneuvering. Also making life around town more difficult than necessary are the foot pedals. The throttle is placed too close to the brake pedal, and my size-eleven shoe would catch the bottom of the brake pedal while lifting off of the throttle... not the best design for emergency stopping. However, if you are in the market for a topless cruiser with a decent amount of cargo room, and you’re a person with extra large hands and proportionally small feet, take the C70 for a test drive.
Photos by Ron Perry and Christian Wardlaw
