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Actual rating will vary with options, driving conditions, habits and vehicle condition.
The standard features of the Volvo XC70 T5 Drive-E include Drive-E 2.0L I-4 240hp intercooled turbo engine, 8-speed automatic transmission with overdrive, 4-wheel anti-lock brakes (ABS), SIPS side seat mounted airbags, curtain 1st and 2nd row overhead airbags, airbag occupancy sensor, automatic air conditioning, 18" aluminum wheels, cruise control, ABS and driveline traction control, DSTC electronic stability.
Starting at: $37,100
|T5 Drive-E Search New||$37,100||240-hp 2.0L 4-cyl||8-spd auto||23 / 30|
|T5 Search New||$38,600||250-hp 2.5L 5-cyl||6-spd auto||19 / 26|
|T5 Drive-E Premier Search New||$40,550||240-hp 2.0L 4-cyl||8-spd auto||23 / 30|
|T5 Premier Search New||$42,050||250-hp 2.5L 5-cyl||6-spd auto||19 / 26|
|T5 Drive-E Platinum Search New||$45,675||240-hp 2.0L 4-cyl||8-spd auto||23 / 30|
|T5 Platinum Search New||$47,175||250-hp 2.5L 5-cyl||6-spd auto||19 / 26|
The XC70 is smooth, quiet and comfortable on the highway, where it drives like a car, but it’s also superb on gravel roads. On either surface, it’s more maneuverable than an SUV.
We drove the all-wheel-drive XC70 hard over unpaved logging roads presenting mud and snow, and enjoyed the stability, handling and ride. The suspension had just the right amount of compliance, which is to say long travel, and it gave the driver confidence. The 8.3 inches of ground clearance is more than many truck-based SUVs, and the skid plates that come on every XC70 offer even more security against broken limbs or rocks. Unlike the larger XC90 SUV, the XC70 is made for outdoor enthusiasts.
Despite that long suspension travel, the ride isn’t mushy. Nor is it stiff or loud, like in the truck-based SUVs. The XC70 leans in corners that are taken hard, and its nose pitches a bit between hard acceleration and hard braking, but find a crossover that doesn’t. That same lean and compliance provide great grip in corners on gravel.
The excellent brakes stop the XC70 immediately, and Electronic Brake-force Distribution balances things from front to rear.
Hill-Descent Control is very useful on snowy or icy downhill streets, as it manages the throttle and braking to maintain traction; the driver just steers, feet off the pedals, and it’s all taken care of for him or her.
Even though the XC70 shape is growing dated, it still boasts strong lines along with its body armor, skid plates, and high ground clearance. It’s no Jeep, just a tough all-wheel-drive wagon, pure as can be.
The instrumentation shows a decade of Swedish design, with simple controls and a center console that’s as user-friendly as sensible shoes. The cabin is roomy enough for grownups, while the supportive front and rear seats stay comfortable on road trips with six-footers.
The rear seatback splits into three sections that fold forward to create 72 cubic feet of cargo space, much more than crossovers with their swoopy styling that compromises interior space.
We are fans of the XC70. It may be old school, but that means it’s proven, as new school doesn’t always work. However, for us it’s a deal-breaker that the all-wheel-drive XC70, the only one to buy, doesn’t come with the new 2.0-liter engine, the only one to buy.
The front-wheel-drive XC70 ($37,000) comes with the DriveE 2.0-liter turbo engine. The all-wheel-drive XC70 ($38,600) comes with the older 2.5-liter five-cylinder turbo. Premium ($42,050) and Platinum ($47,175) levels upgrade the trim.
Standard features are bountiful, with power heated front seats, dual-zone climate control, 18-inch alloy wheels, fog lamps, heated side mirrors, satellite radio, and Bluetooth connectivity and device pairing. However a rearview camera is optional.
A Climate Package offers heated wiper nozzles and heated rear seats. A Tech Package has self-dimming bi-xenon headlamps with tunnel detection, and the 650-watt surround-sound Dynaudio system that’s also a stand-alone option.