Evelyn Reynolds

Supercar makers rarely boast about ground clearance, breakover angles, or wading depths. Acceleration numbers for rugged SUVs are barely more relevant. Yet, being shorter and lighter than its four-door sister, the new two-door Defender 90 is set to be the quickest factory-produced version of Land Rover’s classic off-roader.
Select the range-topping 395-hp P400 six-cylinder engine, and we expect the 90 to dispatch the zero-to-60-mph benchmark in just 6.0 seconds, continuing to an electronically limited top speed of 120 mph. When we recently timed a seven-seat version of the long-wheelbase that was 110 to 335 pounds heavier, according to Land Rover’s numbers, and fitted with a drag-inducing roof rack, it ran to 60 mph in 6.3 seconds and blew through the quarter-mile in 14.8 seconds. Nobody is likely to buy a Defender 90 to win a stoplight grand prix, but it might mean owners will take victories in a few.

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Land Rover

Tested: 1994 Land Rover Defender 90

Land Rover Defender Two-Door Coming to U.S.

Tested: Defender 110 Refines an Off-Road Icon

Although mighty, the P400 engine isn’t one of the Defender 90’s experiential highlights. The 3.0-liter inline-six comes from JLR’s Ingenium family and features both a mild amount of electric assistance—through an integrated 48-volt starter-generator—as well as an electric compressor to quicken responses before the turbo builds boost. It is certainly effective, with the sensation of acceleration heightened by the nose-up attitude the 90 takes on its soft springs. But the engine is short on refinement, sounding loud and diesel-like under gentle loads and becoming coarse at higher revs.
To be fair, the powerplant’s lack of manners are only really noticeable because the rest of the 90 is so good. It cruises remarkably quietly for something with such a blunt aerodynamic profile and such sizable tires, road and wind noise staying impressively low even when cruising at an indicated 80 mph. Although upright, the seating position is comfortable over long stints behind the wheel, and the uncluttered dashboard is a model of clarity. Ventilation and drive-mode buttons are grouped in a binnacle next to the gear selector, with other most functions controlled by the 10-inch touchscreen above. We’ve been plenty rude about JLR’s clunky, confused, and often oxymoronic InControl infotainment, so we are happy to report that the Defender’s Pivi Pro system—which will soon roll out throughout the range—is clearer and much more intuitive.

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Land Rover

Although smaller than the 110, the Defender 90’s cabin does not feel cramped. The rear seats are positioned slightly higher than those in the front, and although access to the back requires an awkward scramble, both legroom and headroom are entirely viable for adults. The option of what is effectively a fold-up jumpseat in the front means the 90 can carry six passengers—all hail the return of the front bench seat—although anyone in the middle up front will have to bend their knees around the dashboard console. Cargo space has obviously been reduced compared to the 110, but there are still 16 cubic feet behind the rear seats.
The P400 we drove in England was in fully loaded X trim, set to start at $82,560. The X model brings both plush trim and a near fully ticked set of option boxes, including an upgraded Meridian audio system and a set of gray-faced 20-inch alloys that looked too nice for proper off-roading. The X also gets standard height-adjustable air suspension, with lesser versions of the 90 running on steel coil springs.

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Land Rover

On road the air springs felt a little firm when asked to deal with urban bumps and potholes, but they were well suited for highway speeds. Although the P400 has a set of Terrain Response modes to allow it to tackle any off-road environment, it lacks a Sport or Dynamic mode, and even moderately rapid progress brings some acute lean angles. Our test car’s Goodyear all-terrain tires could only produce modest grip, with the 90’s stability control intervening hard and early when it sensed any loss of grip. The electrically boosted brakes are also grabby, and the pedal lacks feel. We were also surprised to discover that even in range-topping form the 90 lacks steering-wheel shift paddles. Taking manual control of the standard eight-speed automatic transmission needs to be done through the central shift lever.
Having shown us one extreme of the 90 clan with the P400 X, Land Rover also let us experience something far closer to the other, a P300 riding on coil springs and with interior trim clearly chosen for durability rather than niceness. We got to drive this on a route around the grounds of Eastnor Castle in Herefordshire, this being the place where Land Rover has tested the off-road credentials of its vehicles (and those of its competitors) pretty much since the company’s foundation.

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Land Rover

The P300’s 2.0-liter turbocharged four-cylinder engine soon proves to suit the Defender’s doughty character perfectly. With 296 horsepower, it’s still capable of delivering reasonable acceleration; we expect it to come in under 8.0 seconds, still entirely respectable for a vehicle this shape and size. It is also happy grumbling along at low revs in gelatinous mud. Its peak 295 pound-feet of torque is available on a flat plateau that stretches from 1500 rpm to 4000 rpm.
You won’t be surprised to learn the P300 proved mighty in its development playground. The combination of low-range gearing, locking center and rear differentials and the traction-boosting magic of the Terrain Response system’s Mud and Ruts mode allowed it to slither and grind its way along some of Eastnor’s tracks while barely working hard. Steel-sprung clearance wasn’t quite as good as it would have been with fully raised air suspension—8.9 inches versus 11.5 inches—but it was still more than adequate to clear sizable obstacles. And with four-wheel independent suspension, the diffs are tucked up in the middle instead of dragging along with the axles, as in the old Defender. (And the current Jeep Wrangler.)

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Land Rover

The Defender 90 is cheaper than the 110, but not by much. The entry-level $47,450 P300 is $4400 less than the equivalent 110, but the difference is actually less than that: The longer-wheelbase model brings standard air suspension, which is a $1600 option on the base 90. Further up the tree, the difference is even less, with the 90 X only being $2500 less than the 110.
While some may choose the two-door Defender to secure that modest discount—or to fit within the confines of an exceptionally short garage—most 90 buyers will be drawn by the desire to experience the Defender in its purest form.

Specifications

Specifications
2021 Land Rover Defender 90
VEHICLE TYPE front-engine, 4-wheel-drive, 5–6-passenger, 2-door wagon
BASE PRICE P300, $47,450; P400, $59,150
ENGINES turbocharged and intercooled DOHC 16-valve 2.0-liter inline-4, 296 hp, 295 lb-ft; turbocharged, supercharged, and intercooled DOHC 24-valve 3.0-liter inline-6, 395 hp, 406 lb-ft
TRANSMISSION 8-speed automatic
DIMENSIONS Wheelbase: 101.9 inLength: 180.4 inWidth: 78.6 inHeight: 77.5 inPassenger volume: 102 ft3Cargo volume: 16 ft3Curb weight (C/D est): 5200–5400 lb
PERFORMANCE (C/D EST) 60 mph: 6.0–7.9 sec100 mph: 17.0–18.9 sec1/4 mile: 14.5–16.4 secTop speed: 120 mph
EPA FUEL ECONOMY Combined/city/highway: 19/17–18/21–22 mpg

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Upmarket car buyers are showing an increased preference for SUVs pretty much everywhere in the world, yet the S-class remains—explicitly—the flagship model for Mercedes. A new generation of the Sonderklasse always serves as both a range-topping luxury sedan and a tech showcase for features that will soon trickle down to lesser Benzes. Mercedes is rightly proud of the many innovations that previous S-classes introduced, including anti-lock brakes (1981), stability control (1995), radar cruise control (1998), and all-LED exterior lighting (2013). There have been a few that didn’t trickle so much, too. Remember the “parking wands” that rose from the rear corners of the 1991 W140 generation to make it slightly easier to back that behemoth trunk toward a parking spot?

Why the Mercedes-Benz S-Class Endures and Shines

2021 Mercedes S-Class vs. BMW and Audi Flagships

Mercedes Fills 2021 S-Class with New Technology

While there is indeed an abundance of new features in the new S-class, the first impression is of what’s missing—namely, bravado. This generation (W223 in Benz code) is less ostentatious than its predecessor, lacking the old car’s baroque detailing and incorporating smaller, more modest headlights and taillights. The lack of flashiness disguises an insubstantial increase in size over the outgoing version, with the W223 gaining 1.3 inches in length and sitting on a wheelbase stretched by just 2.0 inches. Mercedes is particularly proud of the ultra-low drag coefficient—as little as 0.22—boosting efficiency and improving refinement. Tesla-like door handles sit flush within the body, popping out when the car is unlocked or they sense the presence of an approaching smart key.

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Mercedes-Benz

There’s more Tesla-fication within the cabin, with a vast 12.8-inch touch-sensitive OLED screen dominating the dashboard. At first glance it actually looks like an open laptop has been left on the center console, and this screen is the primary interface for almost all functions beyond basic driving. Even the climate controls are now rendered digitally. This means that Mercedes’s cabin designers have surrendered much of the prime real estate where they previously demonstrated their craft so well. The last S-class had four machined air vents and a mechanical clock in the space now taken over by the glass interface. But the rest of the cabin showcases plenty of the old craftsmanship, with wall-to-wall hide and some beautiful wooden trim, plus color-configurable LED lighting around all interior panels. There is also a fingerprint sensor to allow for rapid changing of driver profiles or even authentication for purchases made through onboard apps.
Two versions will initially be offered in the United States market. The S500 gets a 429-hp supercharged and turbocharged 3.0-liter inline-six, and the S580 upgrades to a 496-hp twin-turbo 4.0-liter V-8, with both engines incorporating 48-volt hybrid assistance. We drove the S580 first, on a route from Stuttgart to Mercedes’s proving ground at Immendingen via a stretch of unrestricted autobahn. In the ordinary course of vehicle testing, this would lead to an immediate attempt to find the speed limiter and stay on it for as long as possible, but with the S-class the chance for higher-than-normal velocities was more useful in demonstrating the car’s exceptional noise insulation. At 80 mph, more noise was coming from other traffic—muted by the windows’ dual panes—than the car itself. Only above 140 mph did the commencement of wind noise from the tops of the doors disturb the serenity. And yes, we did confirm the presence of a 155-mph governor. U.S versions will be restricted to a more leisurely 130 mph, says.

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Mercedes-Benz

The V-8 rarely raises its voice, even as it creates forceful acceleration. In the most aggressive Sport Plus dynamic setting (a mode that feels at odds with the S-class’s character and purpose), the engine stayed hushed under all but stamped-throttle progress. And even then, the V-8 sounded distant and muted. Suspension settings are similarly comfort-orientated, with both adaptive dampers and air suspension standard. The big Benz sits 0.7 inch lower in Sport Plus mode, yet the ride remains impressively pliant, if lacking the firmness normally associated with sports sedans.
We also got to sample the optional E-Active Body Control system, which adds both a road-scanning camera and an active anti-roll system. The latter employs a hydraulic system pressurized by a 48-volt pump. This can neutralize body roll—which it does effectively—and will also offer Curve mode, leaning into turns like an oversized motorbike. Grip levels are high, and on dry tarmac, the standard 4Matic all-wheel drive delivered unbreakable traction.
At lower speeds, the S580 also showed off another of its innovations: a new rear-axle steer system that can turn the rear wheels up to 10 degrees. Mercedes says this reduces the turning circle of the regular wheelbase S-class to just 35.1 feet, which is one foot smaller than the turning circle of an A-class sedan. The sensation of the system working is initially odd, as the rear axle can be felt moving out as the front turns in. But the increase in maneuverability is obvious and impressive. The 10-degree rear-axle system will only be offered on the S580 with the Executive Line pack. The AMG Line trim (available with both engines) brings a less aggressive 4.5-degree version that delivers a 38.1-foot turning circle. Above 40 mph, both systems offer much smaller degrees of in-phase steering to boost stability.

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Mercedes-Benz

This S-class is designed to eventually deliver hands-off autonomy. We got to experience a Level 3 demonstrator—although on a test track and only from the passenger seat—but Mercedes’s existing Drive Pilot smart cruise control is still able to regulate distance and follow lanes. One of the display options on the reconfigurable digital dashboard now relays what this system can “see” in terms of lane markings and other road users—distinguishing between cars, trucks, and motorcycles. Drive Pilot handled highway speeds well, but it struggled to deliver smooth stops when dealing with heavy traffic. It also includes automatic speed regulation based on posted limits, although we found that the car missed limit changes several times.
While hugely impressive as a car, much of the mission for the S-class is as a showcase for new technology. Debuts include an enhanced version of the augmented-reality navigation that we have already seen on the GLE and revised E-class, now capable of projecting directional arrows onto the windscreen’s head-up display. The cloud-based “Hey, Mercedes” voice assistant has more capability here than in some other Benzes, simply because there are more toys for it to control. Saying “I’m stressed” will trigger the car to offer you a massage program. The huge central touchscreen is running a new version of Mercedes’s MBUX infotainment system, which looks nicer and is backed by a claimed 50-percent increase in processing power, but some lesser functions are still buried beneath several layers of menus.

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Mercedes-Benz

The 12.3-inch dashboard instrument screen also gets a pioneering feature. It has 3D display capability, which presents slightly different images to each eye to give a sense of depth. The effect is striking, especially when the dash is switched to navigation and you find yourself looking at what seems to be a relief map. But beyond ornament, it doesn’t add anything to the driving experience, and Mercedes admits it may make some drivers feel queasy. Fortunately, it can easily be switched to conventional 2D.
A drive in the entry-level S500 confirmed that U.S. buyers won’t be giving up much in terms of either performance or experience by selecting the smaller engine. Low-down responses feel very nearly as keen as those of the V-8 thanks to the immediacy of the electrically driven supercharger and the integrated electric motor-generator, which can contribute up to 22 horsepower and 184 pound-feet of torque. The six’s high-rev rasp, although subdued, is at least as aurally interesting as the V-8’s muted roar. A quiet stretch of autobahn revealed that only above 120 mph does the S500 start to feel noticeably slower than the S580, taking considerably longer to encounter its 155-mph governor.
Both S500 and S580 will reach the U.S. during the first half of next year. The best toys will be reserved for the various option packages, but the standard specification will include the OLED dashboard interface, Burmeister audio, and the full suite of driver-assistance systems. Beyond that, other versions will include an AMG with a brawnier V-8, a plug-in hybrid that should offer class-leading electric range, and ultimately a Maybach version, which we believe will continue to offer V-12 power. But even in its most basic form, the S-class continues to represent Mercedes at its best.

Specifications

SPECIFICATIONS
2021 Mercedes-Benz S-Class
VEHICLE TYPEfront-engine, all-wheel-drive, 5-passenger, 4-door sedan
BASE PRICE (C/D EST) S500 4Matic, $100,000; S580 4Matic, $110,000
ENGINES supercharged, turbocharged, and intercooled DOHC 24-valve 3.0-liter inline-6, 429 hp, 384 lb-ft; twin-turbocharged and intercooled DOHC 32-valve 4.0-liter V-8, 496 hp, 516 lb-ft
TRANSMISSION9-speed automatic
DIMENSIONSWheelbase: 126.6 inLength: 208.2 inWidth: 76.9 inHeight: 59.2 inTrunk volume: 19 ft3Curb weight (C/D est): 4950–5050 lb
PERFORMANCE (C/D EST) 60 mph: 4.1–5.0 sec100 mph: 10.2–12.5 sec1/4 mile: 12.7–13.5 secTop speed: 130 mph
EPA FUEL ECONOMY (C/D EST)Combined/city/highway: 23–24/20–21/29–30 mpg

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The new 2021 Toyota Sienna appears to want to undo the stigma that minivans have suffered for decades. To trick the eye into thinking the Sienna is an SUV, the hood has been raised and the base of the A-pillar is pulled back. The sheetmetal around the rear wheels bulges and connects to a bone line that runs along the side of the van. An aggressive-looking minivan might not be something anyone asked for, but we’ll take it.
Bolder on the Outside, (Mostly) Better on the Inside
The sliding doors still announce that it’s your turn to carpool, but the Sienna’s new interior is far more modern and driver-focused than its predecessor’s dated design. A bridgelike floating center console flows out of the dashboard and leaves a large and practical storage area below. Four of the Sienna’s 18 cupholders are housed atop the console, and we like that Toyota kept a real shifter rather than adopting the fashionable and unnatural rotary-knob and push-button setups found on the Chrysler Pacifica and Honda Odyssey.

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Toyota

HIGHS: An aggressive-looking minivan, improved refinement and road manners, stellar fuel-economy figures.

2021 Toyota Sienna Looks Wild, Goes Hybrid-Only

Why the Toyota Sienna and Venza Are Hybrid-Only

Behind the front seats, the new Sienna stops pretending it’s not a minivan. There’s comfortable seating for seven—or eight with the stowing center seat—and legroom has increased in the second and third rows. The second-row captain’s chairs that recline and look like they’re out of a dentist’s office slide back and forth more than before and provide limo-like accommodations. Those chairs don’t come out nor do they fold into floor, which limits how much you can pack into the Sienna. The last-generation Sienna had removable seats and a massive 150 cubic feet with the third row stowed and the second row removed, far more than the new Sienna’s 101 cubic feet. Cargo volume behind the second and third rows is down by 12 and five cubes, respectively. Toyota has decreased the effort needed to fold and unfold the third row into the floor, and we can confirm that the operation is nearly effortless.
More Refined on the Road, More Efficient at the Gas Pump
Following the built-in vacuum trend, there’s a built-in vacuum, and like the original Toyota Van from 1984, there’s a small refrigerator in the center console. The Sienna is the only minivan with foot-activated power sliding doors. Kick under the door, and the door slides open. A full roster of driver-assistance technology is standard, including adaptive cruise control and lane-keeping assist.

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Toyota

LOWS: Hybrid powertrain sacrifices acceleration to fuel economy, second-row captain’s chairs cannot be removed, some brake fade.

The Sienna has moved to Toyota’s TNGA-K platform, an architecture that also underpins the Highlander and RAV4. More solid than before and with a 1.2-inch longer wheelbase, the Sienna also gets a new multilink rear suspension that replaces a less sophisticated twist-beam axle. Handling is more secure, and the steering is quicker and more precise.
At the track, our all-wheel-drive Sienna Platinum posted an identical 0.79 g on the skidpad as a 2019 Sienna AWD we tested. The new one’s stopping distance from 70 mph also grew by five to 188 feet versus its predecessor, and we noticed moderate brake fade. Still, minivan shoppers will likely care more about the Sienna’s newfound refinement than its at-the-limit handling.
Customers are also likely to care a lot about the Sienna’s fuel economy, which is why the Sienna is now exclusively a hybrid. In place of the old 296-hp 3.5-liter V-6 is a 2.5-liter inline-four that couples with two electric motors to make 245 horsepower. Nearly a second slower to 60 mph than the V-6 (7.7 seconds versus 6.8), the hybrid system delivers strong-feeling acceleration from low rpm. The hybrid’s fuel economy is considerably better than its predecessor’s 19 mpg city, 27 highway, and 22 combined. The front-wheel-drive hybrid is EPA rated at up to 36 mpg in all three metrics, which is also considerably higher than its V-6-powered rivals. The all-wheel-drive model loses a single mile per gallon in the city and combined ratings. In our hands, we averaged 29 mpg.

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Toyota

The Sienna still tows up to 3500 pounds, and all-wheel drive remains an option, but instead of a driveshaft, there’s an electric motor powering the rear axle. The Sienna’s 1.9-kWh nickel-metal-hydride battery is packaged under the front seats to avoid compromising cargo space. When sufficiently charged and put in EV mode, the battery allows for pure electric driving for short distances and low speeds.
Final Word
Toyota has slightly rejiggered the Sienna’s model lineup, which now starts with the base LE and moves up to the XLE, XSE, Limited, and the top-spec Platinum. Base prices remain relatively close to the outgoing versions and range from $35,635 for the LE up to $51,635 for an all-wheel-drive Platinum like our test car. Although the new Sienna might not change the public’s perception about minivans as much as Toyota’s marketing department hopes, it has the style and substance to challenge the refreshed Chrysler Pacifica, the facelifted Honda Odyssey, and the upcoming Kia Sedona.

Specifications

Specifications
2021 Toyota Sienna Hybrid Platinum AWD
VEHICLE TYPE front-engine, all-wheel-drive, 7-passenger, 4-door van
PRICE AS TESTED  $53,350 (base price: $51,635)
POWERTRAIN DOHC 16-valve Atkinson-cycle 2.5-liter inline-4, 189 hp, 176 lb-ft + 3 permanent-magnet synchronous AC motors, front: 180 hp, 199 lb-ft; rear: 54 hp, 89 lb-ft (combined output, 245 hp); 1.9-kWh nickel-metal-hydride battery pack
TRANSMISSION continuously variable automatic
CHASSIS Suspension (F/R): struts/multilinkBrakes (F/R): 12.9-in vented disc/12.5-in vented discTires: Bridgestone Turanza LS1000, P235/60R-18 102V M+S
DIMENSIONS Wheelbase: 120.5 inLength: 203.7 inWidth: 78.5 inHeight: 68.5 inPassenger volume: 162 ft3Cargo volume: 34 ft3Curb weight: 4821 lb
C/D TEST RESULTS 60 mph: 7.7 sec100 mph: 21.0 secRolling start, 5–60 mph: 8.7 secTop gear, 30–50 mph: 4.4 secTop gear, 50–70 mph: 5.6 sec1/4 mile: 15.8 sec @ 88 mphTop speed (governor limited, mfr’s claim): 116 mphBraking, 70–0 mph: 188 ftRoadholding, 300-ft-dia skidpad: 0.79 gStanding-start accel times omit 1-ft rollout of 0.3 sec.
C/D FUEL ECONOMY Observed: 29 mpg
EPA FUEL ECONOMY Combined/city/highway: 35/36/35 mpg
C/D TESTING EXPLAINED

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From the September 2004 issue of Car and Driver.
The Volvo V50 wagon pictured here replaces the V40 model that was launched in 1999 and is the wagon equivalent of the S40 sedan. Got that?

Best Station Wagons of 2020

A Visual History of Volvo Station Wagons

Americans Only Buy Wagons When They Look Like SUVs

This latest iteration of Volvo’s smallest wagon is now available in three trim levels. The naturally aspirated 168-hp front-drive V50 2.4i starts at $26,345, the turbocharged front-drive T5 model ups the base price to $27,945, and the top-of-the-line T5 AWD you see here adds the four-wheel factor to the same turbo motor and starts at $30,795.

The V50 keeps the same basic proportions as the V40. All the wagon’s dimensions are within a few inches of that earlier model’s, but by moving the wheels closer to the corners of the vehicle, Volvo designers have made incremental improvements in interior space, as well as improving the styling and handling.

Volvo hopes to sell at least 6500 V50s a year in the U.S. That may not sound like a lot, but it’s more than four-and-a-half times the number of V40s that were sold in 2003. To put this number into perspective, during 2003 Audi sold slightly fewer than 3800 A4 Avants, and BMW sold just over 1800 3-series wagons.

Maybe the folks at Volvo subscribe to C/D, because they’ve corrected many of our complaints about the V40. The V50 is now available with more power, the Haldex electronically controlled all-wheel drive available on other Volvos, and a previously unavailable manual transmission-the six-speed borrowed from the S60R.
For our evaluation, Volvo supplied us with very nearly our favorite model, the turbocharged T5 with all-wheel drive. The only additional option we’d like is the six-speed manual transmission that won’t be available until early December.
This $34,715 V50 T5 AWD came well loaded, but it did not have a sunroof ($1200) or navigation system ($2120). It was actually an early-production European version and had the optional “keyless drive” system that is becoming popular on many luxury brands. Although it was on the car tested here, keyless drive won’t be available until model-year ’06. Consequently, we didn’t include the estimated cost of that option-about $500-in our specifications panel.

Highs: Quicker than A4 and 325i wagons, all-wheel drive, handsome looks, a manual is on the way.

The 2.5-liter turbocharged engine makes 218 horsepower and 236 pound-feet of torque (48 and 59 more than the V40, respectively). Even with all this power, turbo lag is virtually nonexistent, noticeable only when lightly modulating the throttle from a standstill.
Mash the throttle, however, and the V50 blasts to 60 in 6.9 seconds and passes through the quarter-mile in 15.2 seconds at 93 mph. Our Euro-spec model continued up to an unrestricted 141 mph, although Volvo suggests that it will limit the straight-line fun to 130 mph on U.S.-spec cars.
Gaining nearly 500 pounds in the process of changing names, the V50’s acceleration times are still a huge improvement over the V40’s: 8.3 seconds to 60 and 16.4 seconds at 85 mph in the quarter-mile.
The V50’s straight-line performance is also good enough to walk away from the Audi A4 Avant 3.0 Quattro and the BMW 325xi wagon but not quite enough to run with the new Subaru Impreza WRX-based Saab 9-2X Aero.
The Volvo’s steering is nicely weighted and is combined with a properly chosen ratio that doesn’t demand constant correction on the highway and also doesn’t make the driver turn the wheel too far for cornering. Although the V50 sends 100 percent of its power to the front wheels until slip is detected, torque steer is surprisingly absent.
We had a sneak peek some months back at the V50’s new chassis in Mazda 3 guise, so we weren’t surprised to find it well balanced. It never felt too harsh driving around Michigan’s frustratingly pocked roads, yet it didn’t just lean over and give up when lateral grip began to rise.
Wearing optional 17-inch wheels and W-rated Continental SportContact 2 tires, the V50 pulled an impressive 0.85 g, again bettering the performance of the sporting wagons from Audi and BMW, and only 0.01 g shy of the Saab’s performance.
Registering another significant increase in performance, the standard anti-lock brakes brought the V50 to rest in 163 feet from 70 mph, 28 fewer feet than its predecessor. It outperformed the aforementioned Audi (180 feet), BMW (174 feet), and Saab (171 feet).

Lows: Gained 500 pounds, tight back seat.

Toss this V50 into a four-wheel drift on your favorite off-ramp, and the stability control doesn’t activate while you’re at play. However, if you do something rash, like suddenly get off the throttle in mid-drift, the rear end will start to come around, at which point the stability control steps in and brings you back to reality. This is the kind of strategy we appreciate in stability control. It’s well executed in the new V50, well worth the $695 option price, and very fitting with Volvo’s safety image.
The standard automatic, a five-speed Geartronic, worked well under most conditions, generally choosing the gear we expected and only getting confused a couple of times. For example, execute a wide-open throttle launch, let’s say, and then once you’re up to 40 mph, ease off to maintain that speed. Do that, and the Geartronic will execute two upshifts. After the first, oddly enough, there is a half-second delay during which you get engine braking; this upsets the car–and the driver.
The transmission is outfitted with the typical manumatic control, which we often criticize for overriding the driver when the redline is approached or when slowing to a stop, among other things. However, this system actually lets the driver have significant control. Dying to heat up that transmission? How about a few third-gear launches? Or just cruise at the smooth electronic-throttle-controlled redline in the gear of your choice—it’s up to you.
Inside and out, the V50 really looks terrific. A high priority for this wagon was style, and we think the company has succeeded. The exterior is unmistakably Volvo, benefiting from some familiar design cues. The wagon shape is sufficiently rounded off to make it pleasing to the eye as well as to the air passing over it, registering a 0.32 drag coefficient.

The interior is also easy on the eyes. The dash is simple yet elegant, with two large, easy-to-read gauges. The trick, super-slim, free-floating center stack adds to the stylish look and is very functional. On it there are four large knobs. The two at the top are for the stereo, and the bottom two are for the climate control. Give the top-left knob a large clockwise twist for a sample of the excellent 11-speaker, 445-watt optional sound system that has enough adjustability and volume to satisfy music tastes of young and old alike. Our stereo did develop a bad habit of forgetting our radio presets once in a while, but we feel certain this is a preproduction glitch that will be sorted out before you see V50s at your local dealership by the time you read this.
In the center of the stack is a four-way rocker pad that lets you scroll through various menus. It was easy to use, and we weren’t forced to resort to the owner’s manual. Soon we were tweaking deeply buried preferences, such as independent audio settings for the front and rear speakers and interior and exterior lighting strategies for approaching or departing the V50 with the “keyless drive” fob in our pocket.
The V50 offers the usual desirable flexibility of a wagon that we appreciate. With the rear seats in people-carrying form, the cargo area is good for hauling 27 cubic feet of whatever burdens you; fold those seats down and the number rises to 63 cubes. For comparison, that’s about the same as the A4 Avant (31 and 64 cubic feet) and the 9-2X (28 and 62).
The rear seating area provides midpack room in the segment. The seats are reasonably comfortable for average-size people. This is still a small wagon, however, and if you pack a couple of six-footers back there, they’ll begin whimpering, “Are we there yet?” in short order.
On the other hand, the front seats are typical of a Volvo: extremely adjustable to accommodate nearly any size driver and comfortable on long grinds. Once you’ve found that perfect seating position, the steering wheel can adjust to match, employing its tilting and telescoping features to accommodate drivers who border on the freakishly tall (no one we know).

The Verdict: A sporty small wagon now with enough power, features, and style to truly compete with the Germans.

Volvo says the V50 is targeted at folks with a “large capacity for life.” With the large gain in performance, the handsome looks, and available all-wheel drive, along with a six-speed manual, we think Volvo has a good chance of locating at least 6500 of these people each year.
COUNTERPOINT
Miki, my 62-pound Vizsla, likes the front passenger seat, so my affection for small, sporty station wagons isn’t based on the need to haul a dog crate. By selecting the V50 wagon, you accept a 70-pound weight increase over the S40 sedan in exchange for roughly twice the carrying capacity, without compromising the sedan’s eager performance, quick reflexes, or stylish interior. In fact, from the outside, the wagon shows off Volvo’s flowing lines better than the sedan does. With its sense of great solidity and upmarket demeanor, this V50 should be a strong entry in the burgeoning sporty small-wagon class and is worthy of consideration by even the most avid wagon haters. —Csaba Csere
Based on the charisma-less Mitsubishi Carisma, Volvo’s V40 wagon never felt like a true Volvo. Aside from the throne-like seats, there just wasn’t much that was authentic. I’m happy to report that the V50, based on second-generation Ford Focus architecture, has all the latest Volvo traits—simple and futuristic interior design, a thick-waisted and modern exterior, seats that you wish you had in your office, and a punchy five-cylinder turbo. To this formula Volvo adds a perfectly tuned chassis that conceals road blemishes while providing predictable and spirited handling. The result is the most surprising Swedish export since the sex change. —Tony Quiroga
As a 30-year-old single guy, I usually don’t fantasize about driving wagons. When I play the “what car would I buy if I had to buy one” game, I conjure up images of S2000s and RX-8s—sporty, quick, and fun cars that are relatively affordable. After driving the V50, I began to fantasize about my first Swede since Vendela. Was something wrong with me? The answer was “no.” The V50, too, is sporty, quick, and fun; yet it’s also stylishly handsome and delivers loads of cargo space for fishing rods, ice chests, whatever. Build an all-wheel-drive, manual-tranny T5, Volvo, and the V50 could top Vendela. Oh, wait, Vendela is always on top. —Ron Kiino

Specifications

SPECIFICATIONS
2004 Volvo V50 T5 AWD
VEHICLE TYPE front-engine, 4-wheel-drive, 5-passenger, 5-door wagon
PRICE AS TESTED $34,715
ENGINE TYPE turbocharged and intercooled inline-5, aluminum block and headDisplacement 154 in3, 2521 cm3Power (SAE net) 218 bhp @ 5000 rpmTorque (SAE net) 236 lb-ft @ 1500 rpm
TRANSMISSION 5-speed automatic with manumatic shifting
DIMENSIONSWheelbase: 103.9 inLength: 177.7 inWidth: 69.7 inHeight: 57.2 inCurb weight: 3552 lb
C/D TEST RESULTSZero to 60 mph: 6.9 secZero to 100 mph: 18.5 secStreet start, 5-60 mph: 7.6 secStanding ¼-mile: 15.2 sec @ 93 mphTop speed (drag limited): 141 mphBraking, 70-0 mph @ impending lockup: 163 ftRoadholding, 300-ft-dia skidpad: 0.85 g
C/D FUEL ECONOMYObserved: 20 mpg
EPA FUEL ECONOMYCity/highway: 24/31 mpg

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