2008 Volvo XC70 Review

Specifications

Whoever at Volvo decided to take one of their staple products, the V70 station wagon, to REI (Recreational Equipment Inc.) for a shopping spree should be given an award for pure, straight-up logical thinking.

All wheel drive and knobby tires give the XC70 grip. Ground clearance allows it to go places that it otherwise couldn’t – or at least, the confidence to mount a curb or two every now and then. And lots of cargo space, as Volvo station wagons are never short on, provides plenty of room to carry all the expensive gear. Wrapped up in the automotive equivalent of Gore-Tex moisture-wicking clothes that give it an adventurous look, the XC70 proves a very solid point that you do not need a sport utility vehicle to enjoy the finer side of the outdoorsy lifestyle. Enough people have bought into it that XC70 (formerly the Cross Country) has become a three-generation tradition for Volvo, and its presence in Volvo’s lineup hasn’t waned one bit.

Outdoor gear, for all of its warming/cooling/lightness/durable properties, also happens to look quite cool; don a backpack and some hiking boots and people see you in a different light provided you don’t overdo it. The biggest think that put me off about the previous XC70 was its excessive use of matte black plastic. In limited quantities, it can be cool. Stick it on bottoms of doors, line fender flares with it, and even put it on the lower areas of bumpers to stave off knocks and scratches, but don’t go covering the whole front end in it. The new XC70, doesn’t necessarily get less of the matte plastic treatment, but it’s more restrained and is definitely more tastefully applied; combined with the distinctively sharky looking nose, and beautifully functional tailgate with vertical light surrounds, there is no doubt that the latest XC70, particularly in earthy tones, is the most attractive model to date.

I love the XC70’s interior. It’s the same as what you’d get in an S80 or a V70, meaning that it’s fit for a concept car, but it’s ever so slightly more rugged looking. Instead of wood, go for the standard trim, an abstract aluminum that’s been texturized with random lines, a very “modern art” approach. And should you upgrade from the wetsuit-like T-Tec fabric, which is very appropriate in an outdoorsy themed vehicle like this, the sumptuous leather armchairs are clad in a slightly coarser textured leather, the sort of high-quality stuff you’d find a favorite leather bomber jacket made out of. And while the complex zipper-like double stitching that binds the hides together adds no extra durability, it enhances the high-quality feel of the interior. The Softbeige color scheme extends beyond the seating surfaces and into the steering wheel and column stalks, giving the car an airy feel even if it’s a dark and dreary day.

My reservations about the cabin are the same as with the S80, in that it’s a dirt magnet. And if you choose to live the Cross Country lifestyle, you may want to consider making friends with a local detailing shop. Or, opt for the equally delicious Chocolate color scheme or possibly standard Volvo “Off-Black”.


For a Volvo, there’s nothing unusual about the cargo area. Big, wide, deep and fully carpeted, it also gets a power-operated hatch and a netting system with expensive-looking aluminum cleats and rails. XC70s come equipped with a 40/20/40 split folding rear bench too, very handy for carrying four people and their snowboards in perfect comfort. Under the floor, Volvo provides a pair of retractable nets which can be hooked on between the upper rear seatbacks and the roof to prevent your luggage from being an unwelcomed guest under hard braking.

The XC70, like the S80 and V70 is based off the EU-CD platform meaning it’s bigger and larger, yielding more interior room. It was developed by Volvo and has been shared with other Ford Motor Company products such as the LR2, which interestingly has a lot in common with it on the mechanical front. Both vehicles use Haldex for all wheel drive traction, both have the same supplier for the Hill Descent Control system (a first for Volvo), and both have the same six-speed automatic supplied by Japan’s Aisin. Both vehicles also have the same ground clearance, at 8.3 inches. Although the XC70 was designed with more impressive approach and departure angles and has the ability to ford up to 11.8 inches of standing water, it was designed to take you to the mountain, not climb to its peak.

The Instant Traction part of the Haldex AWD system means that unlike previous applications, there is always some power (10-percent) driving the rear wheels, so that there’s no waiting for slip before the back wheels start turning. If needs be, the system can send up to 65-percent of the torque to the rear wheels. This means that this Volvo is more than capable of what life throws at city streets and rural roads – snow, ice, slush and even the odd curb and grassy lots – but anything beyond an unplowed field and you’ll risk needing a tow. What appears to be strong and sturdy skid plates on the bumpers are just plastic.

Having a lower center of gravity than a run of the mill crossover and being based on an actual car rather than a car platform, it’s easy to think that the XC70 would be just like a car to drive. Not quite, because there isn’t a happy balance in this wagon and it never completely settles down. Greater ground clearance means that the whole car sits higher, and Volvo has tried to compromise for that with the optional Four-C adaptive damping.

With Four-C in “Comfort”, it takes the bite out of regular road-going irregularities quite well, but it leaves the car feeling a might too soft; undulations cause an uncanny float and crest and you get a lot of pitch and dive when accelerating. Kids in the back might go a bit green if you drive enthusiastically. Stick it in “Sport” and body control vastly improves, but you hear and feel more of what’s going on. The Advanced mode, originally designed for track days with the S60 and V70 R, makes absolutely no sense on the XC70 if you think of it in that context, but it further reduces body motions and gives the car an even more tied down feel. I found myself fiddling between Comfort and Sport constantly, depending on the type of road and velocity, the same way I kept adjusting the weight of the steering, which can be selected between light, medium and strong efforts. Conventional non-adaptive dampers come standard with the XC70.

To take you over the river and through the woods, Volvo now uses a naturally aspirated straight-six in place of the old turbo-five. It’s a silky smooth, very quiet, refined engine, and although it doesn’t make the traditional five-cylinder growl, it makes a fruity tune of its own under load. The 232 horsepower it produces isn’t particularly much to shift this 2.0-ton wagon, but it should be more than enough to satisfy most people most of the time. 0-60 mph is served up in a gentle-ish 8 something seconds, and your reward for staying off the throttle is fuel economy in the low-twenties, which is better than any premium six-cylinder powered sport ute I can think of. That said, Volvo’s aluminum-block D5 diesel would be a perfect fit for the XC70, and would make this weekend warrior’s best friend even better for long trips. The 280-hp T6 version of the motor fitted to this car is said to be on the way, curing the current car’s lack of oomph.

The saying “everything in moderation except moderation” might be a good rule of thumb to live by, except if you’re Volvo, in which case there can never be too much safety. Being a new generation, it goes above and beyond the normal call of duty with its active safety gear designed to help avoid accidents. If you want to go cutting edge, select the Adaptive Cruise Control system (Collision Avoidance Package, $1,695) which supports collision mitigation and braking. Just as with the S80, the car constantly emits radar waves, and should it determine that something’s in the way, it’ll warn you visually and audibly. If you’re daft and choose to ignore the heart-stopping loudness, the car will slow you down if the accident is deemed unavoidable, reducing the severity of the crash. Oh, and who could forget three Volvo exclusives, BLIS, the camera-based Blind Sport Warning system, the Personal Car Communicator with heartbeat monitor or the available integrated booster seats for your little ones?

Being a Volvo station wagon traditionalist, I still prefer the regular V70 to the XC70. Volvo buyers on the other hand, who vote with their wallets, have something else to say. It’s the best selling Volvo here in North America, second only to the XC90, and there’s no question that the XC70 outsells the V70 strongly. Historically, half of all XC70s built have been sold. Ironically, it’s the complete opposite in Europe, where the regular V70 outsells the XC70 by a large margin. It will be interesting to see what happens to the XC70’s sales when Volvo launches the compact XC60 crossover next year. The other thing I can’t argue with is that the XC70 has an impressive resale value, and I really do mean that. Looking on the forecourt or online, anything with the letters XC written at the back has residual values that are as solid as the cars themselves.

Volvo isn’t going to let value for money get in the way of increasing its sales. Despite producing a much better, more capable vehicle, it’ll be easier to get into an XC70 than before, as Volvo has slashed the pricing by $355 to $36,775, despite the new design and greater standard equipment. Also, consider that Volvo isn’t offering the regular V70 with all wheel drive, which might sway a few extra buyers in favor of the XC. And at only a few thousand more than the base V70, the extra capability and visual flare will be worth it for most, not to mention that it’s all the sport utility vehicle that most people will ever need.