Volvo: C70 news
09-15-2005, 08:59 PM
#41
Instructor
umm Yea i agree w/ the FWD being gay... at least awd would have been cool
If they make a rwd or awd c70r, i would be all over it, i really like this
I already know my next car will be a vert no matter what, this thing looks promising
If they make a rwd or awd c70r, i would be all over it, i really like this
I already know my next car will be a vert no matter what, this thing looks promising
01-30-2006, 11:19 AM
#42
Burning Brakes
2006 Volvo C70
Two in one for four. Don’t worry — there’s no math quiz afterward.
by Marty Padgett (2006-01-30)
The question's a classic one from you civilians to us automotive-journalist types. If you had $40,000 to spend on a new car, what would you choose? Well, it depends, we answer faithfully and ambiguously. Do you want a coupe for all-season practicality and good looks? Or does the idea of having a convertible before all your hormones dry up and you start shopping for emergency-alert jewelry have its own logic? How about something with four seats in case you develop unexpected friends?
Volvo's C70 answers these questions neatly. You don't have to choose, because the C70 is a four-passenger convertible with a retractable hard top. Think of it as two cars in one, they ask politely, since the new C70 fills the space of former Coupe, which left the U.S. in 2002, and the Convertible, which went off into the Swedish sunset in 2004.
Though folding hardtops are nothing new, they're in new vogue since the Mercedes SLK was born. Not only will the Volvo join the crowd, but so will BMW and Chrysler with coming versions of the 3-Series and Sebring. Pontiac 's $29,000 G6 Convertible arrives at nearly the same time as the C70, in April of this year.
Spooling it up
Volvo pits the C70 against some stolid competition, including BMW's 3-Series cabrio, the Audi's A4 droptop and the Saab 9-3 Convertible. All the others have fabric roofs, Volvo points out.
While they also offer a choice in powertrains, the C70 has one engine, a turbo five-cylinder that spins out a breathy 218 horsepower and 236 pound-feet of torque with a whizzy, high-energy thrust that drags you to the upper half of the rev range. It's just as well: that's where the real power is, and it doesn't sound half-bad up there, though you'll never mistake the pitchy whine for anything Temptation-subtle as the Audi's V-6.
When it comes to shifting, choice re-enters the picture. Do it yourself through a six-speed manual box, or let the electronics handle things through a five-speed automatic. The automatic does have Tiptronic-style shift functionality that lets you select gears manually, with all sorts of overrides to protect the engine from stalling or blipping over redline. Manual cars have sweet linkages, but the automatic clicks off shifts without an ounce of drama.
With either, the C70 moves into a higher performance realm. Outfitted with the stick, Volvo says the C70 will slip by the 60-mph mark from a standstill in 7.6 seconds. The automatic will do the same in 8.0 sec. Top speed is a teeth-baring 150 mph, and Volvo promises fuel economy will check in somewhere in the low 20s combined when the EPA gets its hands on one.
In a supporting role, the C70's underpinnings are pretty conventional on paper, plain old MacPherson struts in front and a multi-link rear suspension. Electric power steering is probably the most controversial bit, but thankfully it's from the VW/Audi school of proper tuning (detention is across the hall, in the Saturn Ion wing).
Metal gymnastics
What's unconventional is the cut-up coupe roof that's become an elegant piece of convertible engineering. Vetted out by Pininfarina, the three-piece steel top mechanism performs some balletic moves to tuck itself invisibly into the trunk. Put into motion by the push of a console button and a foot on the brake pedal, the top takes a deliberate and precise 30 seconds to open or close the cabin to the elements.
Storing the top in Calder-shaped pieces does the inevitable one-two on trunk space. Top up, the C70 has 12.8 cubes of feet of trunk storage; top down, it still has six cubic feet, enough room for a set of golf clubs. However, getting to that space means thinking ahead. Load it up before you pull down the top, or you'll have to press a trunk-mounted button that shifts the top up so you can raise a protective lid that, whew, finally! lets you stow something the size of a set of golf clubs.
With the top stored, the Volvo has a smaller trunk than all its competition - but with the Swedish Skydome raised, the C70 has a bigger trunk than all of them, bigger even than the S40 sedan on which it's loosely based. Hoisting the roof also improves the C70's body rigidity by 15 percent. It's no floppy ragtop, but the difference is perceptible, since a mild quiver shivers the windshield frame with un-alarming frequency.
Volvo wants you to feel safe in the cabin, hence the six airbags, including inflatable curtain airbags, packaged into the cabin. Stability control, traction control, and anti-lock brakes are standard. And a pair of pop-up bars can blast through the rear glass in case of a rollover. GEICO may go into defibrillation over the crash bill, but your head will probably be okay.
Swedish living room
Contrary to how Volvo's sister brand Jaguar approached its new XK convertible and coupe, the Volvo began life as a coupe study and then it was sliced into convertible pieces. The shape is a dynamic one, and Volvo points to the V-wedge on the hood and the shoulders around the car's beltline as hallmarks. The C70 surely looks better in the flesh than it did last fall in Frankfurt , where Volvo slammed one into a wall for our benefit and, well, for the NHTSA. Five-star protection is anticipated.
Roughly equal in interior room to the last C70, but five inches shorter overall, the C70's dimensions confirm that this is a Euro-slim convertible that would point at Chrysler's Sebring in the gym and snicker about its slack belly. In raw numbers, the C70's new wheelbase is an inch shorter than before (103.9 vs. 104.9 in), but the front legroom has gone up nearly an inch (42.3 vs. 41.4 in) while the rear seat has lost less than an inch of room (33.9 vs. 34.6 in).
We're not convinced any adult will want to spend more than a crosstown trip in the back two seats. There's just not enough legroom for American-sized males who probably will also complain about the lack of HEMI power and fire shooting out of the C70's ass. But the front passengers will be happy in either firm leather or synthetic FlexTech-upholstered seats, with roomy footwells at their disposal.
The clean but not austere surroundings carry over to the interior. The slim center console from the S40 still looks like a piece of high-end audio equipment - and backed up by the available 910-watt, 14-speaker audiophile sound system, it behaves like one, too. Sirius is available as an accessory this year, and in '07 as a factory-installed feature.
Some open-air touches are beautifully applied to the interior. Locking bins in the door panels up front and outboard of the rear seats provide secure storage when you run into the store for some SPF-Infinity (good for heavy global-warming days). The doors also have deadbolt locks that prevent doors from being opened when the locks are set.
On the Hana Highway
Though it's hard to get a sense of a car on Maui's wiggly, low-speed Hana Highway, the C70 offers up plenty to appreciate at low speeds, mostly its unabashedly Euro roots. With the turbo whine, light touch to the controls and tight steering, the C70 doesn't feel at all like a grand tourer. That turbo feel does need to be coddled a bit for smooth delivery, and the automatic gearbox is up to the task, masking what it can of the relative dearth of torque where there's no boost.
The C70 certainly feels much firmer and tighter than the first edition ever did. Still ours were pre-production cars, and after one particularly heavy deluge, the top on one test car dribbled a rail's worth of water on my cargo shorts. But now that electronics and build quality are up to the task, the concept of hardtop convertible really makes sense. So does the notion of a windblocker, a C70 accessory that should be standard equipment for any driving over 40 mph.
Beyond its $39,405 base price, the C70 can be dolled up ever more with the usual trim and content. The leather package runs $1395; the fabulous DynAudio setup with 14 speakers and subwoofer is $1550; a climate package with rain-sensing wipers and heated seats costs $675; a DVD navigation system is $2120; 18-inch wheels cost $995; the automatic transmission is $1250; and gas-discharge headlamps are priced at $700.
For now, the C70 sits in a category of its own. And even when the BMW 3-Series hardtop convertible arrives, its rear-drive, Germanic attitude will still be nicely balanced by the well-mannered C70.
2006 Volvo C70
Base price: $39,405
Engine: 2.5-liter turbocharged in-line five, 218 hp/236 lb-ft
Transmission: Six-speed manual or five-speed automatic, front-wheel drive
Length x width x height: 180.4 x 71.7 x 55.1 in
Wheelbase: 103.9 in
Curb weight: 3803 lb
EPA (city/hwy) mpg: N/A
Safety equipment: Anti-lock brakes and stability control; dual front, side and curtain airbags
Major standard equipment: Power front seats; AM/FM/in-dash six-CD changer with eight speakers and steering-wheel controls; auto-dimming rearview mirror; 17-inch wheels
Warranty: Four years/50,000 miles
http://www.thecarconnection.com/Vehi...184.A9946.html
Two in one for four. Don’t worry — there’s no math quiz afterward.
by Marty Padgett (2006-01-30)
The question's a classic one from you civilians to us automotive-journalist types. If you had $40,000 to spend on a new car, what would you choose? Well, it depends, we answer faithfully and ambiguously. Do you want a coupe for all-season practicality and good looks? Or does the idea of having a convertible before all your hormones dry up and you start shopping for emergency-alert jewelry have its own logic? How about something with four seats in case you develop unexpected friends?
Volvo's C70 answers these questions neatly. You don't have to choose, because the C70 is a four-passenger convertible with a retractable hard top. Think of it as two cars in one, they ask politely, since the new C70 fills the space of former Coupe, which left the U.S. in 2002, and the Convertible, which went off into the Swedish sunset in 2004.
Though folding hardtops are nothing new, they're in new vogue since the Mercedes SLK was born. Not only will the Volvo join the crowd, but so will BMW and Chrysler with coming versions of the 3-Series and Sebring. Pontiac 's $29,000 G6 Convertible arrives at nearly the same time as the C70, in April of this year.
Spooling it up
Volvo pits the C70 against some stolid competition, including BMW's 3-Series cabrio, the Audi's A4 droptop and the Saab 9-3 Convertible. All the others have fabric roofs, Volvo points out.
While they also offer a choice in powertrains, the C70 has one engine, a turbo five-cylinder that spins out a breathy 218 horsepower and 236 pound-feet of torque with a whizzy, high-energy thrust that drags you to the upper half of the rev range. It's just as well: that's where the real power is, and it doesn't sound half-bad up there, though you'll never mistake the pitchy whine for anything Temptation-subtle as the Audi's V-6.
When it comes to shifting, choice re-enters the picture. Do it yourself through a six-speed manual box, or let the electronics handle things through a five-speed automatic. The automatic does have Tiptronic-style shift functionality that lets you select gears manually, with all sorts of overrides to protect the engine from stalling or blipping over redline. Manual cars have sweet linkages, but the automatic clicks off shifts without an ounce of drama.
With either, the C70 moves into a higher performance realm. Outfitted with the stick, Volvo says the C70 will slip by the 60-mph mark from a standstill in 7.6 seconds. The automatic will do the same in 8.0 sec. Top speed is a teeth-baring 150 mph, and Volvo promises fuel economy will check in somewhere in the low 20s combined when the EPA gets its hands on one.
In a supporting role, the C70's underpinnings are pretty conventional on paper, plain old MacPherson struts in front and a multi-link rear suspension. Electric power steering is probably the most controversial bit, but thankfully it's from the VW/Audi school of proper tuning (detention is across the hall, in the Saturn Ion wing).
Metal gymnastics
What's unconventional is the cut-up coupe roof that's become an elegant piece of convertible engineering. Vetted out by Pininfarina, the three-piece steel top mechanism performs some balletic moves to tuck itself invisibly into the trunk. Put into motion by the push of a console button and a foot on the brake pedal, the top takes a deliberate and precise 30 seconds to open or close the cabin to the elements.
Storing the top in Calder-shaped pieces does the inevitable one-two on trunk space. Top up, the C70 has 12.8 cubes of feet of trunk storage; top down, it still has six cubic feet, enough room for a set of golf clubs. However, getting to that space means thinking ahead. Load it up before you pull down the top, or you'll have to press a trunk-mounted button that shifts the top up so you can raise a protective lid that, whew, finally! lets you stow something the size of a set of golf clubs.
With the top stored, the Volvo has a smaller trunk than all its competition - but with the Swedish Skydome raised, the C70 has a bigger trunk than all of them, bigger even than the S40 sedan on which it's loosely based. Hoisting the roof also improves the C70's body rigidity by 15 percent. It's no floppy ragtop, but the difference is perceptible, since a mild quiver shivers the windshield frame with un-alarming frequency.
Volvo wants you to feel safe in the cabin, hence the six airbags, including inflatable curtain airbags, packaged into the cabin. Stability control, traction control, and anti-lock brakes are standard. And a pair of pop-up bars can blast through the rear glass in case of a rollover. GEICO may go into defibrillation over the crash bill, but your head will probably be okay.
Swedish living room
Contrary to how Volvo's sister brand Jaguar approached its new XK convertible and coupe, the Volvo began life as a coupe study and then it was sliced into convertible pieces. The shape is a dynamic one, and Volvo points to the V-wedge on the hood and the shoulders around the car's beltline as hallmarks. The C70 surely looks better in the flesh than it did last fall in Frankfurt , where Volvo slammed one into a wall for our benefit and, well, for the NHTSA. Five-star protection is anticipated.
Roughly equal in interior room to the last C70, but five inches shorter overall, the C70's dimensions confirm that this is a Euro-slim convertible that would point at Chrysler's Sebring in the gym and snicker about its slack belly. In raw numbers, the C70's new wheelbase is an inch shorter than before (103.9 vs. 104.9 in), but the front legroom has gone up nearly an inch (42.3 vs. 41.4 in) while the rear seat has lost less than an inch of room (33.9 vs. 34.6 in).
We're not convinced any adult will want to spend more than a crosstown trip in the back two seats. There's just not enough legroom for American-sized males who probably will also complain about the lack of HEMI power and fire shooting out of the C70's ass. But the front passengers will be happy in either firm leather or synthetic FlexTech-upholstered seats, with roomy footwells at their disposal.
The clean but not austere surroundings carry over to the interior. The slim center console from the S40 still looks like a piece of high-end audio equipment - and backed up by the available 910-watt, 14-speaker audiophile sound system, it behaves like one, too. Sirius is available as an accessory this year, and in '07 as a factory-installed feature.
Some open-air touches are beautifully applied to the interior. Locking bins in the door panels up front and outboard of the rear seats provide secure storage when you run into the store for some SPF-Infinity (good for heavy global-warming days). The doors also have deadbolt locks that prevent doors from being opened when the locks are set.
On the Hana Highway
Though it's hard to get a sense of a car on Maui's wiggly, low-speed Hana Highway, the C70 offers up plenty to appreciate at low speeds, mostly its unabashedly Euro roots. With the turbo whine, light touch to the controls and tight steering, the C70 doesn't feel at all like a grand tourer. That turbo feel does need to be coddled a bit for smooth delivery, and the automatic gearbox is up to the task, masking what it can of the relative dearth of torque where there's no boost.
The C70 certainly feels much firmer and tighter than the first edition ever did. Still ours were pre-production cars, and after one particularly heavy deluge, the top on one test car dribbled a rail's worth of water on my cargo shorts. But now that electronics and build quality are up to the task, the concept of hardtop convertible really makes sense. So does the notion of a windblocker, a C70 accessory that should be standard equipment for any driving over 40 mph.
Beyond its $39,405 base price, the C70 can be dolled up ever more with the usual trim and content. The leather package runs $1395; the fabulous DynAudio setup with 14 speakers and subwoofer is $1550; a climate package with rain-sensing wipers and heated seats costs $675; a DVD navigation system is $2120; 18-inch wheels cost $995; the automatic transmission is $1250; and gas-discharge headlamps are priced at $700.
For now, the C70 sits in a category of its own. And even when the BMW 3-Series hardtop convertible arrives, its rear-drive, Germanic attitude will still be nicely balanced by the well-mannered C70.
2006 Volvo C70
Base price: $39,405
Engine: 2.5-liter turbocharged in-line five, 218 hp/236 lb-ft
Transmission: Six-speed manual or five-speed automatic, front-wheel drive
Length x width x height: 180.4 x 71.7 x 55.1 in
Wheelbase: 103.9 in
Curb weight: 3803 lb
EPA (city/hwy) mpg: N/A
Safety equipment: Anti-lock brakes and stability control; dual front, side and curtain airbags
Major standard equipment: Power front seats; AM/FM/in-dash six-CD changer with eight speakers and steering-wheel controls; auto-dimming rearview mirror; 17-inch wheels
Warranty: Four years/50,000 miles
http://www.thecarconnection.com/Vehi...184.A9946.html
that looks real sharp
too bad it couldn't come fully loaded for $40k. 
05-21-2007, 12:54 AM
#45
Hardtop Convertible Comparison: 2006 Volvo C70 vs 2007 BMW 328i
http://www.edmunds.com/insideline/do...hotopanel..2.*
http://www.edmunds.com/insideline/do...hotopanel..2.*
Hardtop Convertible Comparison: 2006 Volvo C70 vs 2007 BMW 328i
Introduction
By Ed Hellwig, Senior Editor
Date posted: 05-20-2007
Malibu should be the perfect place to compare two convertibles like the 2006 Volvo C70 and 2007 BMW 328i Convertible, a little slice of the Cote d'Azur in America. Actually, it's quite terrible.
The roads are fine and the weather perfect, but the other cars on the road present a bit of a problem. You see, Malibu has a freakishly high concentration of Aston Martin DB9 Volantes, Bentley Continental GTCs and Ferrari 430 Spiders. Alongside these six-figure drop tops, our $40,000 convertibles seem almost as ordinary as golf carts.
They're far from it, really. Both the BMW and the Volvo match stylish retractable hardtops with silky-smooth inline engines. Once you see these magically complex hardtops fold away, you can't help but admire the sheer engineering artistry of the performance. And whether you prefer the classic rectilinear lines of the BMW or the uniquely voluptuous design of the Volvo, both deliver handsome exteriors and nicely trimmed cabins.
So which one of these convertibles is the real deal, even if you don't live Malibu, the cradle of sunshine and extravagance?
Second-Generation Swede
After soldiering on well past its prime for years, the Volvo C70 finally received a full redesign in 2006. In typical Volvo fashion, the overall look of the new C70 isn't a radical departure from the previous model. It's slightly shorter and wider overall, giving the C70 a cleaner, more athletic look, though it's clear this car favors comfort over performance.
Now that the C70 has become a hardtop convertible, the former coupe has disappeared, so the lineup now consists of one model in one trim. There's only one engine, too, a turbocharged 2.5-liter inline five-cylinder that sends 218 horsepower and 236 pound-feet of torque to the front wheels. Steel reinforcements stiffen up the C70's previously wobbly structure. Unfortunately, they also add weight, as the C70 tips our scales at 3,775 pounds.
Although it rides on a shorter wheelbase than the previous version, the latest C70 actually has slightly more legroom up front. Some legroom has been lost in the rear seats, but shoulder room is up slightly. There are 12.8 cubic feet of trunk space with the top up. Put it down and you're left with just 6 cubic feet.
The rest of the interior is largely a carryover design from the C70's siblings. The simple layout is highlighted by a floating center stack and nicely finished gauges. Weather-resistant upholstery is standard, along with one of the most extensive arrays of airbags ever seen on a convertible.
Fourth-Generation German
Unlike the C70, the BMW 3 Series has been around for two decades now. The fully redesigned 2007 model is the fourth-generation 3 Series convertible and the first to use a retractable hardtop. A virtual twin to the 3 Series coupe, the rear-wheel-drive convertible is available with the same choice of 3.0-liter straight-6 engines and either a six-speed manual or six-speed automatic transmission.
Like most new convertibles, BMW claims this 3 Series is considerably stiffer than before. It has nothing to do with the solid top, but a full array of steel reinforcements much like the Volvo. And like the C70, the 328i convertible is heavier than its predecessor at 3,805 pounds.
Some of that weight can be traced to the larger size of this 3 Series. It has a stretched wheelbase, and it's both longer and wider overall. This translates into slightly more legroom in front and considerably more shoulder room in back, while most other measurements stay about the same.
Keeping It Real
As much as we like BMW's new 300-hp twin-turbo engine, the 335i convertible is too pricey at $49,000 and it didn't compare well with the Volvo, since the C70's five-cylinder engine comes up a full 82 hp short.
Once we stepped down to the base-level 328i convertible, we sliced nearly $6K off the BMW's base price, while its 230-hp straight-6 is a closer match for the C70. Both cars come standard with six-speed manual transmissions.
It may sound odd to call a $40K car a stripper, but with only one option, our Volvo was about as close to the C70's $38,710 base price as you can get. A set of 18-inch alloy wheels for $995 proved to be the only piece of optional equipment on our Passion Red C70.
Our BMW isn't exactly loaded with options either. Its only major option is the $1,200 Sport package, which adds 18-inch wheels, performance tires, sport seats and a retuned suspension. BMW adds an extra $475 for metallic paint, and the keyless ignition goes for an extra $500. Total price for the 328i is $46,150, a sizable $5,750 over the Volvo.
Back to the Canyons
In the Santa Monica Mountains above Malibu's famous Pacific Coast Highway, the BMW never misses a step. The bulkier hardtop might weigh it down a little, but it doesn't dull the 328i's reflexes in turns. It has tight, precise steering that makes it easy to place, and the Sport package minimizes body roll.
And that whole cowl shake thing that plagues most convertibles? It's been eliminated for the most part in this 3 Series. Only the most treacherous potholes bring about any noticeable flex in the windshield area.
We're similarly impressed with the C70's rigid body structure as it slices from one turn to the next. Unlike the BMW, however, the Volvo's suspension gets wobbly when pushed hard. There's considerable body roll and the nose dives deep under heavy braking. There's not much we can do about the Volvo's massive understeer either.
Once we get used to the C70's soft setup, it's easy to maintain a fast pace. In fact, through the slalom at the test track the C70's 66.5-mph speed is actually a couple tenths faster than the BMW. That said, on the road the BMW always feels like the more capable car.
Nothing illustrates this more than braking performance. At the track, the Volvo's 116-foot stop from 60 mph is only 5 feet longer than the BMW's stop. On the street, however, the Volvo's pedal goes soft with brake fade after several miles of fast driving. On the same stretch, the BMW's pedal remains firm and responsive the whole way through.
Suburban Bliss
Emerging from the hills, we cruise into L.A.'s sprawling suburbs. This is the type of terrain the Volvo is built for, and it shows. The soft springs that were so clumsy in the canyons deliver a nicely isolated ride on city streets. The C70 glides over every type of pavement with minimal road noise, while the heavily assisted steering gives the car a relaxed feel. At these moderate speeds, the Volvo becomes much more likable.
The same goes for the C70's drivetrain. The light-action clutch and healthy low-end engine torque work well with the smooth-shifting six-speed. This is still not a fast car, as we measured a best 0-60-mph time of 7.6 seconds, but the engine spins up smoothly and has a relatively flat torque curve. Fuel mileage is average, though, as we only managed 20.4 mpg during its stay with us.
As good as the Volvo feels around town, the BMW still does everything better. Even with its low-profile tires and sport suspension, the 328i's ride is supple enough to handle rutted streets without feeling harsh. And the steering that's so precise in the canyons feels just as good in slow traffic and parking lot maneuvers.
Despite weighing more than the Volvo and having less power, the BMW actually feels faster. It's no illusion either, as the 328i runs a full second quicker from zero to 60 mph at the track. The clutch is trickier to modulate than that of the Volvo, but the shift action is smoother and the power is spread across a broader range of engine speeds. Mileage is slightly better, too, as the BMW delivered 20.8 mpg during our drive.
Topping Off
There's not much to compare when it comes to the top mechanisms of either car. They're both completely automatic, so going from coupe to convertible requires nothing more than the push of a button. The BMW's top makes the switch in 22 seconds, the Volvo's in roughly 30.
What the Volvo's top lacks in speed, it makes up for in its compact size, as the C70 leaves more usable space in the trunk with its top down. It's not much, but it's more than the BMW's shoebox-size space.
It's no contest when it comes to interiors, however, as the BMW has a far richer-looking cabin with better materials. Between the seats, the trim and the classic appearance, the 328i justifies its price. There's nothing wrong with the design of the C70's interior, but there are too many cheap-looking plastics for a $40,000 car.
Both the BMW and the Volvo have tight-fitting rear seats that no one wants to spend much time in. Up front, the BMW feels a little more spacious thanks to some extra shoulder room, while the Volvo delivers a couple extra inches of legroom. Wind turbulence with the top down is well controlled in both cars, although the BMW includes a standard wind blocker to reduce it even further.
Unanimous Decision
If we awarded points for a winner in the most improved category, the C70 might have had a chance. It's such a huge step up from the last car that it should be called the C80. From the tight structure to the slick new roof, it's a convertible worth owning if you think driving fast is a waste of gas.
Slipping behind the wheel of the 328i, however, reminds us just how much better a convertible can get. It has a flex-free body and an equally impressive roof, but it also adds nearly perfect steering, nimble handling and an interior that will impress the neighbors.
That is, unless you live in Malibu.
Introduction
By Ed Hellwig, Senior Editor
Date posted: 05-20-2007
Malibu should be the perfect place to compare two convertibles like the 2006 Volvo C70 and 2007 BMW 328i Convertible, a little slice of the Cote d'Azur in America. Actually, it's quite terrible.
The roads are fine and the weather perfect, but the other cars on the road present a bit of a problem. You see, Malibu has a freakishly high concentration of Aston Martin DB9 Volantes, Bentley Continental GTCs and Ferrari 430 Spiders. Alongside these six-figure drop tops, our $40,000 convertibles seem almost as ordinary as golf carts.
They're far from it, really. Both the BMW and the Volvo match stylish retractable hardtops with silky-smooth inline engines. Once you see these magically complex hardtops fold away, you can't help but admire the sheer engineering artistry of the performance. And whether you prefer the classic rectilinear lines of the BMW or the uniquely voluptuous design of the Volvo, both deliver handsome exteriors and nicely trimmed cabins.
So which one of these convertibles is the real deal, even if you don't live Malibu, the cradle of sunshine and extravagance?
Second-Generation Swede
After soldiering on well past its prime for years, the Volvo C70 finally received a full redesign in 2006. In typical Volvo fashion, the overall look of the new C70 isn't a radical departure from the previous model. It's slightly shorter and wider overall, giving the C70 a cleaner, more athletic look, though it's clear this car favors comfort over performance.
Now that the C70 has become a hardtop convertible, the former coupe has disappeared, so the lineup now consists of one model in one trim. There's only one engine, too, a turbocharged 2.5-liter inline five-cylinder that sends 218 horsepower and 236 pound-feet of torque to the front wheels. Steel reinforcements stiffen up the C70's previously wobbly structure. Unfortunately, they also add weight, as the C70 tips our scales at 3,775 pounds.
Although it rides on a shorter wheelbase than the previous version, the latest C70 actually has slightly more legroom up front. Some legroom has been lost in the rear seats, but shoulder room is up slightly. There are 12.8 cubic feet of trunk space with the top up. Put it down and you're left with just 6 cubic feet.
The rest of the interior is largely a carryover design from the C70's siblings. The simple layout is highlighted by a floating center stack and nicely finished gauges. Weather-resistant upholstery is standard, along with one of the most extensive arrays of airbags ever seen on a convertible.
Fourth-Generation German
Unlike the C70, the BMW 3 Series has been around for two decades now. The fully redesigned 2007 model is the fourth-generation 3 Series convertible and the first to use a retractable hardtop. A virtual twin to the 3 Series coupe, the rear-wheel-drive convertible is available with the same choice of 3.0-liter straight-6 engines and either a six-speed manual or six-speed automatic transmission.
Like most new convertibles, BMW claims this 3 Series is considerably stiffer than before. It has nothing to do with the solid top, but a full array of steel reinforcements much like the Volvo. And like the C70, the 328i convertible is heavier than its predecessor at 3,805 pounds.
Some of that weight can be traced to the larger size of this 3 Series. It has a stretched wheelbase, and it's both longer and wider overall. This translates into slightly more legroom in front and considerably more shoulder room in back, while most other measurements stay about the same.
Keeping It Real
As much as we like BMW's new 300-hp twin-turbo engine, the 335i convertible is too pricey at $49,000 and it didn't compare well with the Volvo, since the C70's five-cylinder engine comes up a full 82 hp short.
Once we stepped down to the base-level 328i convertible, we sliced nearly $6K off the BMW's base price, while its 230-hp straight-6 is a closer match for the C70. Both cars come standard with six-speed manual transmissions.
It may sound odd to call a $40K car a stripper, but with only one option, our Volvo was about as close to the C70's $38,710 base price as you can get. A set of 18-inch alloy wheels for $995 proved to be the only piece of optional equipment on our Passion Red C70.
Our BMW isn't exactly loaded with options either. Its only major option is the $1,200 Sport package, which adds 18-inch wheels, performance tires, sport seats and a retuned suspension. BMW adds an extra $475 for metallic paint, and the keyless ignition goes for an extra $500. Total price for the 328i is $46,150, a sizable $5,750 over the Volvo.
Back to the Canyons
In the Santa Monica Mountains above Malibu's famous Pacific Coast Highway, the BMW never misses a step. The bulkier hardtop might weigh it down a little, but it doesn't dull the 328i's reflexes in turns. It has tight, precise steering that makes it easy to place, and the Sport package minimizes body roll.
And that whole cowl shake thing that plagues most convertibles? It's been eliminated for the most part in this 3 Series. Only the most treacherous potholes bring about any noticeable flex in the windshield area.
We're similarly impressed with the C70's rigid body structure as it slices from one turn to the next. Unlike the BMW, however, the Volvo's suspension gets wobbly when pushed hard. There's considerable body roll and the nose dives deep under heavy braking. There's not much we can do about the Volvo's massive understeer either.
Once we get used to the C70's soft setup, it's easy to maintain a fast pace. In fact, through the slalom at the test track the C70's 66.5-mph speed is actually a couple tenths faster than the BMW. That said, on the road the BMW always feels like the more capable car.
Nothing illustrates this more than braking performance. At the track, the Volvo's 116-foot stop from 60 mph is only 5 feet longer than the BMW's stop. On the street, however, the Volvo's pedal goes soft with brake fade after several miles of fast driving. On the same stretch, the BMW's pedal remains firm and responsive the whole way through.
Suburban Bliss
Emerging from the hills, we cruise into L.A.'s sprawling suburbs. This is the type of terrain the Volvo is built for, and it shows. The soft springs that were so clumsy in the canyons deliver a nicely isolated ride on city streets. The C70 glides over every type of pavement with minimal road noise, while the heavily assisted steering gives the car a relaxed feel. At these moderate speeds, the Volvo becomes much more likable.
The same goes for the C70's drivetrain. The light-action clutch and healthy low-end engine torque work well with the smooth-shifting six-speed. This is still not a fast car, as we measured a best 0-60-mph time of 7.6 seconds, but the engine spins up smoothly and has a relatively flat torque curve. Fuel mileage is average, though, as we only managed 20.4 mpg during its stay with us.
As good as the Volvo feels around town, the BMW still does everything better. Even with its low-profile tires and sport suspension, the 328i's ride is supple enough to handle rutted streets without feeling harsh. And the steering that's so precise in the canyons feels just as good in slow traffic and parking lot maneuvers.
Despite weighing more than the Volvo and having less power, the BMW actually feels faster. It's no illusion either, as the 328i runs a full second quicker from zero to 60 mph at the track. The clutch is trickier to modulate than that of the Volvo, but the shift action is smoother and the power is spread across a broader range of engine speeds. Mileage is slightly better, too, as the BMW delivered 20.8 mpg during our drive.
Topping Off
There's not much to compare when it comes to the top mechanisms of either car. They're both completely automatic, so going from coupe to convertible requires nothing more than the push of a button. The BMW's top makes the switch in 22 seconds, the Volvo's in roughly 30.
What the Volvo's top lacks in speed, it makes up for in its compact size, as the C70 leaves more usable space in the trunk with its top down. It's not much, but it's more than the BMW's shoebox-size space.
It's no contest when it comes to interiors, however, as the BMW has a far richer-looking cabin with better materials. Between the seats, the trim and the classic appearance, the 328i justifies its price. There's nothing wrong with the design of the C70's interior, but there are too many cheap-looking plastics for a $40,000 car.
Both the BMW and the Volvo have tight-fitting rear seats that no one wants to spend much time in. Up front, the BMW feels a little more spacious thanks to some extra shoulder room, while the Volvo delivers a couple extra inches of legroom. Wind turbulence with the top down is well controlled in both cars, although the BMW includes a standard wind blocker to reduce it even further.
Unanimous Decision
If we awarded points for a winner in the most improved category, the C70 might have had a chance. It's such a huge step up from the last car that it should be called the C80. From the tight structure to the slick new roof, it's a convertible worth owning if you think driving fast is a waste of gas.
Slipping behind the wheel of the 328i, however, reminds us just how much better a convertible can get. It has a flex-free body and an equally impressive roof, but it also adds nearly perfect steering, nimble handling and an interior that will impress the neighbors.
That is, unless you live in Malibu.
05-21-2007, 08:18 AM
#46
Three Wheelin'
The steering wheel and gauges look pretty ugly and plane to me. The exterior looks great, and I can really appreciate the engineering that went into that 3 piece hardtop.
01-13-2008, 12:45 AM
#47
Senior Moderator
2008 Volvo C70 Caresto Edition
01-13-2008, 12:46 AM
#48
Senior Moderator
Press release...
The Caresto V8 Speedster makes a comeback at the 2007 SEMA Show in Las Vegas - accompanied by its posh cousin, the stunning Volvo C70 Caresto Edition.
"The Speedster is a dream car that few people can afford, while the new C70 is the affordable distant relative. Two very different cars, but put them next to each other and you see that they dropped from the same family-tree," says specialist car builder and customizer Leif Tufvesson.
Leif Tufvesson is one of Sweden's most skilled specialist car builders and customizers. Many of his cars have received widespread international acclaim.
He is the man who built the Caresto T6 Roadster and V8 Speedsters, shown by Volvo at the 2005 and 2006 SEMA Shows, respectively, in Las Vegas. And now Leif is back again in Vegas with the V8 Speedster - plus a refined version of the new C70 convertible.
Inspired by the Speedster, Leif has put his own personal touch to Volvo's hardtop convertible with a new front and rear, a new interior and a beautiful two-tone blue paint job.
Shared colors and design cues
"I have used a lot of the same color combinations and design cues to make the C70 an attractive cousin to the Speedster. The C70 has been exhibited at a Swedish show and it was a great success," says Leif Tufvesson. He continues:
"Thanks to its already stunning looks, the C70 was a rewarding customizing object. My job was to refine the looks and make the car more personal. The idea is that this C70 should satisfy all Volvo's functional and safety requirements. In other words, it demonstrates what an individualized C70 might look like."
Leif used a BSR PPC tuning system to give the five-cylinder turbo engine a hefty vitamin injection. Power is up from 220 hp to 278 hp and torque has increased from 320 Nm to a massive 441 Nm.
The inlet pipes are made of polished aluminum and the engine cover is made of carbon fiber. Leif also used an Optiflow sport air filter.
Two-year project
It took Leif less than two years to build the V8 Speedster. Leif and his company Caresto, a name also sported on the grille of the car, have two objectives in building the car:
"On the one hand the aim is, of course, to sell the cars and it is my hope to build at least six V8 Speedsters and even more C70s. On the other hand it is in fact for my own enjoyment because I love building cars. It's my hobby and at the same time, it's my job."
Leif Tufvesson previously worked for the Volvo Concept Center and for six years he was responsible for the development department of Koenigsegg, the Swedish sports-car manufacturer. He now runs his own business, Caresto, in Ängelholm in southern Sweden. In 2004 he won the prestigious "Hot Rod of the Year" award from Hot Rod Magazine.
Volvo C70 "Caresto Edition" - Technical Specifications:
Body:
Front:
Entirely redesigned front where the grille has been moved down and angled back, and the area underneath is recessed and painted the same color as the grille (anthracite gray) to give the impression of a larger grille with a hungrier, leaner look. The bumper section is moved ahead and pulled down to make the car look larger and a little less abruptly cropped at the front, particularly when viewed from the side. Newly designed foglight panels in polished aluminum.
Rear:
Newly designed bottom panel that has been moved down and shaped like a venturi tunnel to create a sportier aura. The sides of the panel are shaped and tailored to follow the contours of the new exhaust tailpipes.
Chassis:
Lowering kit: 25 mm lower and 15% stiffersprings compared with the original setup.
Wheels:
Twenty-spoke aluminum wheels (20 x 8.5) specially created for this particular car. Wheel hubs painted anthracite gray or hyper-silver. Wheel rim edges in polished stainless steel.
Tires:
Pirelli P Zero Nero 245/30ZR20.
Exhaust system:
3´- 2.5´ stainless steel full-flow exhaust system, catalytic converters and silencers with Caresto-designed tailpipes.
Interior:
Interior retrimmed in chestnut brown hide with a visible coarse double-stitched seam. All panels are retrimmed. Seats retrimmed in the middle with a visible seam. Head restraints also retrimmed.
Paint:
The car is painted in Caresto Blue Pearl. The roof pillars are in silver and the roof itself is in matt metallic dark-blue.
"The Speedster is a dream car that few people can afford, while the new C70 is the affordable distant relative. Two very different cars, but put them next to each other and you see that they dropped from the same family-tree," says specialist car builder and customizer Leif Tufvesson.
Leif Tufvesson is one of Sweden's most skilled specialist car builders and customizers. Many of his cars have received widespread international acclaim.
He is the man who built the Caresto T6 Roadster and V8 Speedsters, shown by Volvo at the 2005 and 2006 SEMA Shows, respectively, in Las Vegas. And now Leif is back again in Vegas with the V8 Speedster - plus a refined version of the new C70 convertible.
Inspired by the Speedster, Leif has put his own personal touch to Volvo's hardtop convertible with a new front and rear, a new interior and a beautiful two-tone blue paint job.
Shared colors and design cues
"I have used a lot of the same color combinations and design cues to make the C70 an attractive cousin to the Speedster. The C70 has been exhibited at a Swedish show and it was a great success," says Leif Tufvesson. He continues:
"Thanks to its already stunning looks, the C70 was a rewarding customizing object. My job was to refine the looks and make the car more personal. The idea is that this C70 should satisfy all Volvo's functional and safety requirements. In other words, it demonstrates what an individualized C70 might look like."
Leif used a BSR PPC tuning system to give the five-cylinder turbo engine a hefty vitamin injection. Power is up from 220 hp to 278 hp and torque has increased from 320 Nm to a massive 441 Nm.
The inlet pipes are made of polished aluminum and the engine cover is made of carbon fiber. Leif also used an Optiflow sport air filter.
Two-year project
It took Leif less than two years to build the V8 Speedster. Leif and his company Caresto, a name also sported on the grille of the car, have two objectives in building the car:
"On the one hand the aim is, of course, to sell the cars and it is my hope to build at least six V8 Speedsters and even more C70s. On the other hand it is in fact for my own enjoyment because I love building cars. It's my hobby and at the same time, it's my job."
Leif Tufvesson previously worked for the Volvo Concept Center and for six years he was responsible for the development department of Koenigsegg, the Swedish sports-car manufacturer. He now runs his own business, Caresto, in Ängelholm in southern Sweden. In 2004 he won the prestigious "Hot Rod of the Year" award from Hot Rod Magazine.
Volvo C70 "Caresto Edition" - Technical Specifications:
Body:
Front:
Entirely redesigned front where the grille has been moved down and angled back, and the area underneath is recessed and painted the same color as the grille (anthracite gray) to give the impression of a larger grille with a hungrier, leaner look. The bumper section is moved ahead and pulled down to make the car look larger and a little less abruptly cropped at the front, particularly when viewed from the side. Newly designed foglight panels in polished aluminum.
Rear:
Newly designed bottom panel that has been moved down and shaped like a venturi tunnel to create a sportier aura. The sides of the panel are shaped and tailored to follow the contours of the new exhaust tailpipes.
Chassis:
Lowering kit: 25 mm lower and 15% stiffersprings compared with the original setup.
Wheels:
Twenty-spoke aluminum wheels (20 x 8.5) specially created for this particular car. Wheel hubs painted anthracite gray or hyper-silver. Wheel rim edges in polished stainless steel.
Tires:
Pirelli P Zero Nero 245/30ZR20.
Exhaust system:
3´- 2.5´ stainless steel full-flow exhaust system, catalytic converters and silencers with Caresto-designed tailpipes.
Interior:
Interior retrimmed in chestnut brown hide with a visible coarse double-stitched seam. All panels are retrimmed. Seats retrimmed in the middle with a visible seam. Head restraints also retrimmed.
Paint:
The car is painted in Caresto Blue Pearl. The roof pillars are in silver and the roof itself is in matt metallic dark-blue.
01-13-2008, 06:00 AM
#49
Senior Moderator
meh.
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