Layout 3 - San Diego Metropolitan
Layout 3 - San Diego Metropolitan Layout 3 - San Diego Metropolitan
A U T ONEW CAR REVIEW: Volvo’s C30 Polestar By Eric PetersVolvo translates from the Swedish (roughly)as I roll. Not rock and roll. The company isknown for building conservative, sensibleshoes cars — not saucy cars. So what to makeof the C30 Polestar?It’s a factory made (well, dealer-tuned)higher-performance version of Volvo’s sportyC30 hatchback — packing 250 hp vs. theregular C30’s 227. It's not a rabid wolverinelike an M-tuned BMW or an AMG Mercedes.But it also doesn’t cost $60k, as thosecars do. And therein lies the charm. ThisVolvo has the upmarket cachet of a premiumbrand — giving it a leg up, status-wise, oversimilar-performing hot hatches like theMazdaSpeed3 — and enough performanceto outclass the only ballpark-priced competitorit has that’s comparably euro-lux: VW’sGTI and Golf R.What It IsThe C30 is a compact hatchback sport coupe,available in T5 ($24,950) and R-Design($27,450) trims. Polestar equipped C30s havehad their computers reprogrammed to increasethe amount of turbo boost fed to the five-cylinderengine, along with more aggressive throttleresponse. The package adds $1,295 to the bottomline.What’s NewThe Polestar enhancements, along withBluetooth streaming and new-design LEDheadlights, constitute the major changes forthe 2012 model year.What’s GoodThe C30 is a deal. It’s the only premiumbrandsport coupe you can buy for under$25k — and a top-of-the-line R Design withthe Polestar upgrades can be had for under$30k — about $4k less than a VW Golf R.Polestar = sleeper. No one expects a Volvo tobe quick. Have fun messing with BMWs andAudis. Manual transmission. No MPGpenalty for Polestar performance upgrade.C30’s expansive greenhouse glass providessuperb all-around visibility. Your back willlove the seats.What’s Not So GoodClutch take-up can be a bit abrupt. No turboboost gauge — and very little turbo whistle.Pop-up nav system — you’re better off withan aftermarket Garmin. Back seats area isspacious but awkward to access.Under The HoodAll C30s are powered by a 2.5 liter, in-linefive-cylinder engine. But Polestar-moddedversions up the ante to 250 hp from the standardcar’s 227. This is enough extra juice toget the C30 to 60 in about six seconds —much quicker than the only other car that’sroughly similar in terms of price, general layoutand Euro-lux brand cachet — the VWGTI. The overweight VW (3,034 lbs. andjust 200 hp vs. the C30’s 3,200 lbs. and 250hp) needs 7.3 seconds to get to 60 — noteven in the same ballpark. In fact, it’s in theeconomy compact ballpark. The higher-performanceGolf R measures up to the C30Polestar on power with its 256 hp turbo’d 2.0liter engine. But it’s still a fatty (at 3,300 lbs.,even fattier than the Golf GTI) and still notas quick (6.2 seconds to 60) and its startingMSRP of $33,900 is at least $4,000 higherthan a Polestar-tuned C30 R-Design. Advantage,Volvo.On The RoadSwedes are quiet, orderly people, generally —but that Viking berserker DNA is still there.The C30 is very Swedish in this respect. Itdoes not look particularly aggressive; it doesnot even have a boost gauge to monitor thedoings of the turbocharger under its hood —let alone a gnarly vacuum cleaner hood scooplike an overtly obstreperous MazdaSpeed3.Nor does the turbo boost come on like a suddenthunderstorm, ripping tread off the fronttires as they try to maintain their grip on thepavement — as in the 263 hp Speed3. Yet, it’squicker than the Speed3 and walks awayfrom the also-peakier GTI and Golf R. Partof the why is weight — as mentioned earlier.What this means on the street is more immediateacceleration — with much lessdrama. It is not necessary to rev the enginemuch to get a reaction — very much unlikethe Speed3 (and the VW, though to a lesserextent). You can stay in fifth and still pull anefficient pass at 50-60 MPH. No need tograb fourth in order to up the revs — and get3 0S A N D I E G O M E T R O . C O M | J U LY 2 0 1 2 | 2 7 T H A N N I V E R S A R Y 1 9 8 5 - 2 0 1 2
A U T Osome action from the boiler room. And comingoff the line — even coming off the lineWOT — there’s no herky-jerky torque steercaused by sudden power spikes. The car just...goes.This is both a pro and con, though, dependingon your outlook. The Speed3 is a firecracker,even if it’s not the speediest thing going, becauseit feels speedy. The blitzkreig surge ofhigh-pressure boost hits you in the face, orrather, in the small of the back, as the car literallylunges forward, tires squealing and jerking,left-right, as they try to cope with thesudden onrush of turbo-boosted hp.The C30 is much calmer in its application ofacceleration. It does not feel or even sound likea turbo engine. It feels and sounds like a naturallyaspirated, larger-displacement engine.You’d swear there’s a V-6 around three litersunder the hood, not a tiny five of just 2.5 liters,huffing force-fed atmosphere and fuel. Thiswas, in fact, Volvo’s specific objective — theseamless feel of a powerful V-6, when thepower of a big V-6 is wanted — with the fueleconomy of a four when the power of a big V-6 is not neededThe handling is a little soft for a “tuner” car —much softer than the Speed3 and Golf R,which have near zero give but as a result simplydo not lean when you put them through acorner at Ludicrous Speed. But, again, this is amatter of one’s perspective. The C30’s ride islux-plush. Even the tested R-Design modelwith the Polestar stuff. It has firmer (by about30 percent) suspensions settings than the regularT5 and also rides on more aggressive 18inch (vs. 17 inch in the T5) wheels.At The CurbFour years out of the gate and the C30 stilllooks very current on the outside. Thoughtechnically a hatchback, the C30 is more kinto what they call in Europe a shooting brake— meaning, a fastback-ish sportwagon. In thetypical hatch, there’s not much happening behindthe doors. The rear quarters are usuallystubby, with most of the car forward of the Bpillars. In the C, there’s still plenty of car leftafter the doors — this portion of the car forminga tunnel-shape that’s best seen from above.It tapers back for a good bit, ending at thenotched-down rear gate/glass. Stylistically, itis a very interesting look that’s all the more interestingbecause of the subtlety of the look.And you will probably like the excellent allaroundvisibility. This is another unusual in aperformance-minded car. Just last week I hada Mini Cooper Coupe and the thing was borderlinedangerous due to the Stevie Wonderblindspots to either side created by the tagteam of a chopped roof and keyhole-sized rearquarter glass. You took your life in your handsevery time you pulled into a busy intersection.Inside, it’s Volvo typical: Tasteful and restrained.Nothing flashy. Just classy. Detailtouches include a floating center stack that’sno thicker than an iPhone — and behindwhich there’s a handy (and out of sight) storagecubby.The RestOthers have noted — and I will, too — thatthe Volvo’s technology suit, in particular its optionalGPS system, is out of date. Also clunkyto use. It rises from the dash via remote controland involves too many fussy inputs to operatewithout first reading the manual andlater, having memorized all that, too much ofyour attention while the vehicle is moving. Irecommend skipping it, and if you want GPS,buy an aftermarket Garmin or similar unit instead.These cost only $500 or so — much lessthan the typical factory GPS — and unlikefactory GPS can be used in multiple cars, carriedwith you when you’re not in your car andcan be kept with you if you sell your car.The Bottom LineA six-speed, turbocharged Volvo that will smokea GTI, match moves with a Speed3 — and costs$4k less than Golf R? That’s not a bad sales pitch,is it?Eric Peters is the author of Automotive Atrocities”and “Road Hogs” and a former editorialwriter/columnist for The WashingtonTimes, a contributor to Cars.Com, The Car-Connection. com and SD METRO.2012 Volvo C30specifications:Base price: $28,745 (T5 R Design w/Polestar)Engine: 2.5 liter in-line five,turbocharged; 250 hp and 236 lbs-ft. of torqueTransmission: six-speed manual (standard)Length: 164.7 inchesWidth: 70.2 inchessWheelbase: 103.9 inchesCurb weight: 3,211 lbs.Luggage capacity: 12.9 cubic feetEPA fuel economy: 21 city/29 highwayWhere assembled: Ghent, Belgium2 7 T H A N N I V E R S A R Y 1 9 8 5 - 2 0 1 2 | J U LY 2 0 1 2 | S A N D I E G O M E T R O . C O M3 1
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A U T ONEW CAR REVIEW: Volvo’s C30 Polestar By Eric PetersVolvo translates from the Swedish (roughly)as I roll. Not rock and roll. The company isknown for building conservative, sensibleshoes cars — not saucy cars. So what to makeof the C30 Polestar?It’s a factory made (well, dealer-tuned)higher-performance version of Volvo’s sportyC30 hatchback — packing 250 hp vs. theregular C30’s 227. It's not a rabid wolverinelike an M-tuned BMW or an AMG Mercedes.But it also doesn’t cost $60k, as thosecars do. And therein lies the charm. ThisVolvo has the upmarket cachet of a premiumbrand — giving it a leg up, status-wise, oversimilar-performing hot hatches like theMazdaSpeed3 — and enough performanceto outclass the only ballpark-priced competitorit has that’s comparably euro-lux: VW’sGTI and Golf R.What It IsThe C30 is a compact hatchback sport coupe,available in T5 ($24,950) and R-Design($27,450) trims. Polestar equipped C30s havehad their computers reprogrammed to increasethe amount of turbo boost fed to the five-cylinderengine, along with more aggressive throttleresponse. The package adds $1,295 to the bottomline.What’s NewThe Polestar enhancements, along withBluetooth streaming and new-design LEDheadlights, constitute the major changes forthe 2012 model year.What’s GoodThe C30 is a deal. It’s the only premiumbrandsport coupe you can buy for under$25k — and a top-of-the-line R Design withthe Polestar upgrades can be had for under$30k — about $4k less than a VW Golf R.Polestar = sleeper. No one expects a Volvo tobe quick. Have fun messing with BMWs andAudis. Manual transmission. No MPGpenalty for Polestar performance upgrade.C30’s expansive greenhouse glass providessuperb all-around visibility. Your back willlove the seats.What’s Not So GoodClutch take-up can be a bit abrupt. No turboboost gauge — and very little turbo whistle.Pop-up nav system — you’re better off withan aftermarket Garmin. Back seats area isspacious but awkward to access.Under The HoodAll C30s are powered by a 2.5 liter, in-linefive-cylinder engine. But Polestar-moddedversions up the ante to 250 hp from the standardcar’s 227. This is enough extra juice toget the C30 to 60 in about six seconds —much quicker than the only other car that’sroughly similar in terms of price, general layoutand Euro-lux brand cachet — the VWGTI. The overweight VW (3,034 lbs. andjust 200 hp vs. the C30’s 3,200 lbs. and 250hp) needs 7.3 seconds to get to 60 — noteven in the same ballpark. In fact, it’s in theeconomy compact ballpark. The higher-performanceGolf R measures up to the C30Polestar on power with its 256 hp turbo’d 2.0liter engine. But it’s still a fatty (at 3,300 lbs.,even fattier than the Golf GTI) and still notas quick (6.2 seconds to 60) and its startingMSRP of $33,900 is at least $4,000 higherthan a Polestar-tuned C30 R-Design. Advantage,Volvo.On The RoadSwedes are quiet, orderly people, generally —but that Viking berserker DNA is still there.The C30 is very Swedish in this respect. Itdoes not look particularly aggressive; it doesnot even have a boost gauge to monitor thedoings of the turbocharger under its hood —let alone a gnarly vacuum cleaner hood scooplike an overtly obstreperous MazdaSpeed3.Nor does the turbo boost come on like a suddenthunderstorm, ripping tread off the fronttires as they try to maintain their grip on thepavement — as in the 263 hp Speed3. Yet, it’squicker than the Speed3 and walks awayfrom the also-peakier GTI and Golf R. Partof the why is weight — as mentioned earlier.What this means on the street is more immediateacceleration — with much lessdrama. It is not necessary to rev the enginemuch to get a reaction — very much unlikethe Speed3 (and the VW, though to a lesserextent). You can stay in fifth and still pull anefficient pass at 50-60 MPH. No need tograb fourth in order to up the revs — and get3 0S A N D I E G O M E T R O . C O M | J U LY 2 0 1 2 | 2 7 T H A N N I V E R S A R Y 1 9 8 5 - 2 0 1 2
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