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15/03/2011
REVIEW by EWAN KENNEDY
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We have been running a Volvo C30 DRIVe for the past three months to carry out a real-world long term test on this ultra-economy version of the pretty little Swedish coupe. We were reluctant to hand it back at the end of our 2500 kilometre test, not just due to the fuel savings that made our budget look very healthy, but also because it’s such a likeable little car.
Let’s start off with the sensible stuff before launching into the likeable side of the Volvo coupe. The C30 DRIVe coupe is designed to squeeze as much as possible from every litre of diesel fuel to keep CO2 emissions below 100 grams per kilometre.
While the figure of 100 grams doesn’t mean much to most Australians, some countries in Europe are giving tax breaks of many thousands of dollars to cars that create less than 100 grams of CO2 per kilometre. The Volvo C30 DRIVe just makes it, at 99 g/km when measured on the official European driving cycle. Fuel consumption on the combined cycle is rated at just 3.8 litres per hundred kilometres.
Volvo C30 DRIVe has a1.6-litre turbo-diesel engine that produces 80 kW of power and 240 Nm of torque. Obviously economy takes precedence over performance, but the Volvo coupe probably has adequate get up and go for most drivers.
The engine features a stop-start system that turns it off when the car is stationary. It doesn’t work under all conditions, keeping the engine running in high ambient temperatures and/or high humidity. That’s so the air conditioning still works. Stop-start doesn’t operate when the exhaust system is purging itself of particulate matter, the latter being the subject of our previous report on the C30 DRIVe.
When braking and/or decelerating the C30’s battery is recharged, a micro-hybrid function that takes some of the load from the engine-driven alternator as it can usually avoid charging by taking power from the engine during times when performance is required.
The five-speed manual gearbox (there’s no auto option) uses high gearing in third, fourth and fifth gears to reduce consumption. That means you need to change gears more often, particularly in hilly territory with a load on board. Fortunately the gearchange is smooth and easy so this isn't a real hardship. However, as you experiment with the engine’s torque characteristics you find that some of the gearchanges are no longer required.
First and second gears are the same as in the standard C30 models so performance off the line is fine.
Though the body of the Volvo C30 DRIVe looks the same as that of the rest of the C30 range there are quite a few changes to make it slip more easily through the air. The most obvious are the alloy wheels with their flat design to reduce turbulence. The wheels carry special low-rolling resistance tyres from Michelin.
There are small air deflectors ahead of the front wheels and another deflector behind the radiator that smooths the flow of air through the engine compartment. Underbody fairings calm the airflow beneath the car to complement the over-car aerodynamic shape.
On motorways we sometimes saw the Volvo C30 DRIVe's fuel consumption below three litres per hundred kilometres when we really drove for maximum economy. Which is close to 100 miles per gallon in the old money! Even in normal driving on motorways it was usually in the 3.5 to 4.0 litre range.
Around town in heavy traffic the diesel consumption was 5.5 litres per 100 km when we first got the car and drove it with economy very much in mind. This rose to the low sixes when we stopped striving for the lowest consumption and began to drive it as we would any other car.
While six litres per hundred kilometres sounds high for the Volvo C30 DRIVe, keep in mind that this is heavy-duty traffic driving with no special attention to driving techniques. The typical small petrol car would be lucky to use under 10 litres per hundred in these conditions.
The styling of the Volvo C30's rear end is arguably what attracts people to it. “It’s cute as a button!” according to our resident style guru. The shape of the rear of the Volvo C30 results in a luggage area that’s part station wagon, part coupe.
Carrying capacity and practicality are very good for a coupe and we found it able to cope with a week’s shopping without any need to fold the split-fold seat backs down. The soft luggage cover on this C30 is an improvement on the hard cover installed on earlier models, but it’s still awkward to use. Volvo has compromised ease of use in the interests of safety in a crash when it designed this luggage cover, and really had no choice to do so given its strong drive in the safety field.
While the Volvo C30 is aimed at the sporting coupe market it has a reasonably spacious cabin that seats four adults. There’s good front leg- and head-room and the rear legroom is impressive. The sloping roofline will limit headroom for taller rear seat passengers.
Getting into and out of the back seats through the front doors is easier than normal for a car of this type, but it’s still not that easy for those of advancing years. Keep in mind, though, that this is a coupe, not a sedan. The view from the back seat is better than average for a sporty model, but ask the kids to road test it to be on the safe side.
We found the Volvo C30's doors to be long, heavy and hard to handle, especially with the car parked on a slope.
While buyers whose primary interest is economy are obviously the target market for the Volvo C30 DRIVe, may we also suggest that many others should consider it as well? This pretty little Volvo C30 really is an all-round coupe, not just an economy special, so it deserves a place on the short list of all but the full-on revheads. |
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