2007 Volvo C30

Fast-forward 20 years and Volvo has introduced the new C30. The hatchback traces its rear-styling roots back to two different
cars in Volvo's history. First and foremost is the P1800ES, a sexy-looking "shooting brake" that married the functionality of a
station wagon with the sportiness of a coupe. Second, is the 480, a sporty hatchback produced in the '80s that never made it
to North America. It was very close in concept to the C30, having been based on a small sedan of the time (the 440),
and wearing the same type of functional rear end treatment.

The C30 itself is based on the S40/V50 chassis, also shared with the Mazda3 and the European Ford Focus.

Aside from the communal platform, everything else is pure Volvo. The front-end is closely related to the rest of the
Gothenburg-based family, the interior is a typically clean, Swedish creation, and the mechanicals are all developed
100 percent in-house.

Canadian Simon Lamarre led the design of the production model, which debuted in Paris last year.
The C30 wears Volvo's trademark front-to-rear wide shoulders, accentuated in the back by shapely tail lamps and that
trademark glass tailgate. The spoiler at the upper edge of the hatch is available in two different versions.

According to Volvo, personalization is high on many intended buyers' wish lists, so a specially designed body kit, with larger
exhaust pipes, is available in coordinated or contrasting tone.

To further personalize the car, the body kit can be combined with a lowered sport chassis and 18-inch wheels.

While the rest of the world will get an assortment of small petrol and diesel engines, only two will be offered in Canada:
the 2.4 and T5. Both are five-cylinders found in the brand's other offerings. Here they produce 170 hp in naturally aspirated
2.4-litre form and 220 from the low-pressure, 2.5-litre turbocharged T5. Both can be fitted with either a five-speed automatic
or five- and six-speed manuals, on the 2.4 and T5, respectively,

Although all-wheel drive is available on other offerings based off this chassis, Volvo chose to offer the C30 only in front-wheel
drive, mainly to keep costs down.

The C30 is built according to the same principles as Volvo's other models. It wears a compact, solid body, a generous track
and a relatively long wheelbase for stable driving characteristics.

The chassis uses a MacPherson strut front suspension and a Multilink rear axle. DSTC (Dynamic Stability and Traction Control)
is standard and the steering is electro-hydraulic, offering a nice, if a little light, feel.

As expected, the C30 has been developed to exude safety. The objective was simple: best in class.

The C30 has room inside for four, thanks mostly to the generous headroom of the hatchback design. The back seats are
actually slightly centered because of the car's tapered hindquarters, but Volvo says it lends to a better view forward for rear-riders.

Again, the C30's interior design follows the target demographic's desire for personalization. Even the base car offers upholstery
in red or blue. There's also a black interior that can be accentuated with red carpeting. A sport steering wheel and gear lever are
available, as are aluminum inlays and pedals.

The C30 borrows that trademark, ultra-thin floating centre stack from its S40/V50 platform-mates. Here, it's available in four
different versions, including a new, Virtual White, inspired by the modern, glossy surfaces of computers and an ber-cool
Surf-Patterned Aluminum, designed after the original C30 concept car that bowed in Detroit in '06.

There are three audio systems offered: Performance, with a 4x20W amplifier and four speakers; High Performance, with a 4x40W amplifier and eight speakers; and a Premium setup, with the latest 5x130W amplifier from Alpine, Dolby Pro Logic II Surround, and ten Dynaudio speakers.

All the detail in the interior and the styling are welcome, but this Volvo's built to be driven. So, how does it fare?

We drove the T5 version equipped with a six-speed manual transmission.

First, the driving position is very good and, in typical Volvo fashion, the seats are among the best in the industry.
Visibility all-around is notable as is the way in which the numerous controls fall easily to hand.
This is clearly a car that would be easy to live with on a day-to-day basis.

Start the C30's engine and that characteristic five-cylinder burble takes on a hint of understated performance.
The turbo, combined with the exhaust system, muffles the sound a bit, but the powertrain still sounds great.

Power is progressive and widely available right off the 2,000 rpm mark. The T5 mated with the six-speed gearbox is good
for 6.7 seconds on the 0-100 km/h acceleration test. The shifter is easy to manipulate and offers positive feel.
According to Volvo, the automatic takes half a second more to the century mark.

The C30 feels assuringly stable through the twisties -- the whole structure feeling rock-solid over bumps. I expected more
noises from the rear cargo area, with that large piece of glass, but was pleasantly surprised.

Handling in normal conditions or just pushing the car slightly is very good. Unfortunately, the Volvo does lose its composure
when brought close to the limit, thanks mostly to the weight of the five-cylinder engine, transversely mounted over the front wheels.
This is where I question why an all-wheel drive version was not planned. Wouldn't it be better for our slippery winters?
The AWD system would add weight on the rear axle, thus achieving a better front-to-rear balance, not to mention reassuring
extra traction.

It'd also be nice to see the 2.0-litre four-cylinder engine, which is available elsewhere, in Canadian cars.
The 100-plus kilos saved in the front-end would mean a better balance, thus more fun when pushing the car.
But then again, the acceleration wouldn't be the same! I guess you can't have your cake and eat it too.