The Volvo C30
The words “upscale” and “small hatchback” are not usually paired together in one car with any great success in North America. Perhaps the one perennially strong exception to this would be the VW GTI. Backed by a sturdy turbocharged engine and distinctive styling, the 2009 Volvo C30 attempts to appeal to those willing to pay a premium for those two things.
The base T5 includes 17-inch alloy wheels, a 50/50-split rear seat, full power accessories, a tilt-and-telescoping steering wheel with audio controls and an eight-speaker CD audio system with an auxiliary audio jack. The T5 R-Design trim level adds 18-inch wheels, a sport-tuned suspension, specific exterior accents, cruise control, a 10-speaker surround-sound audio system, satellite radio, aluminum dash inlays and a watch-dial-inspired instrument panel. Other options include bi-xenon headlights, headlight washers, a hard-drive-based navigation system with real-time traffic, Bluetooth, a blind-spot warning system, power-retractable side mirrors, a sunroof, park distance control, an auto-dimming rearview mirror, leather upholstery, power front seats, heated seats and keyless ignition and a large selection of custom exterior colors, interior trim choices and wheel designs.
Although minor, the same criticisms that were raised last year are still present in this year’s model. The first is the comparatively small cargo area. Even by hatchback standards the 13 cubic feet with the seat up and 20 cubic feet with both lowered feels tight. Related to that is the back seat which sports two bucket seats over a bench layout, thereby at least giving the impression of a small interior cavity. In the C30’s defense, one could argue that attempting to shoehorn a third person into the rear seats of any hatchback is more of a pipedream. 
On the upside, (and on the outside), the C30 pulls off the Volvo “look” well and without looking like a cheap econo-box simply with Swedish badging. While the interior is tidy, it isn’t as polished as the GTI, perhaps on the sterile side and without the various technical accoutrements one would expect of a high-end hatch. Pricing for the C30 begins at $23,800 for the T5 and just under $26,000 for the R-Design. Those numbers look great in comparison to the GTI which starts at $23,230. But assuming even a modest amount of options are added, the Volvo quickly becomes a more expensive choice.

Volvo C30 Interior

Perhaps comparing it to the most famous hatchback of all time is unfair. In actuality the C30 is really a great car that does lots of things right and most importantly adheres to the tried and true Volvo way of doing things. Especially, for those that value Volvo’s reputation for safety and reliability the C30 scores well with consumers and critics by offering the prerequisite standard safety equipment that includes antilock disc brakes (with brake assist), stability control, traction control, front-seat side airbags, full-length side curtain airbags and front seats with whiplash protection. Volvo’s Blind Spot Information System (BLIS) is optional.
It is not as much of a pocket rocket as the Mini or GTI, but it is still fun to drive and is perhaps the most mature hatchback on the market.

Muscular Volvo C30
The front-wheel drive C30 remains largely unchanged for 2009, which is not necessarily a bad thing. In both the T5 and R-Design trim levels, a turbocharged 2.5-liter inline five-cylinder engine is used to produce 227 horses and 236 pound-feet of torque with either a standard six-speed manual five-speed automatic. Respectably the C30 achieves a 0-60 mph time of 6.4 seconds with a manual transmission while maintaining an EPA estimated 19 mpg city and 28 mpg in highway driving. 

Swedish design company, Vizualtech Design, unleashed their conceptual engineering prowess on the newest, smallest addition to Volvo’s lineup, and the result is…interesting. A 2009 Volvo C30 at its core, the Vizualtech C30 Racer has been outfitted with a massive rear spoiler, bulging side-sills, a chunky rear-diffuser, and a heavy-duty front spoiler designed specifically to improve downforce. Simply a design firm and thus lacking the resources to breathe life into any such ambitious project, Vizualtech’s C30 racer is merely a rendering of what a DTM or Le Mans-ready C30 could look like if ever manufactured. While undeniably an impressive ride, we hope that should the Vizualtech C30 Racer dream ever be realized, someone takes the initiative to swap out the C30’s 227-horsepower turbocharged 5-banger with an engine that could actually generate enough downforce to necessitate the need for that massive front spoiler (no offense Volvo, you know we love you).

2009 Volvo C30 R-Design

With an eye toward injecting a bit of life into their flat-lining existence, Volvo is testing the waters to see if a fully packaged S80 R-Design will take with consumers. Whether that happens or not will depend on if owners are willing to do without performance upgrades to the typical R-Design trimmings.

2009 Volvo S40 R-Design

Volvo has shifted away from true “R” badged vehicles that had both aesthetic and performance upgrades, to “R-Design” models which are mostly eye candy only. So while an elevated S80 may not come to fruition, at the very least, Volvo-lovers can be content with a new R-Design interior package for the S80 that will be made available next year. Clues as to what they may entail were given last month when Volvo unveiled their XC60 R-Design. In addition to an aggressive styling treatment, the XC60 receives a stiffer chassis and more direct steering.

XC60 R-Design

Differences between the standard XC60 and R-Design model include side skirts and front and rear fascias painted the same color as the body, and side mirrors and exterior trim in a matte metal finish. XC60 R-Design models also receive polished 18-inch aluminum wheels standard, with optional 20-inch wheels. Inside, the R-Design model adds aluminum trim on the center console, door moldings, brake and accelerator pedals, and the steering wheel. A two-tone interior in either beige or black is standard on sport bucket seats in front.

2010 Volvo XC60 R-Design

Likely S80 modifications would include a rear spoiler, sportier fascia, and sill extensions for more sport sedan styling.

Scheduled to debut next to the refreshed 2010 Volvo C70 at the Frankfurt Motor Show, the new Volvo C30 R Design is a unique combination of upcoming trends and everything. Ford has done little to conceal their displeasure with Volvo’s market performance, yet they fail to take any substantial action to reverse the downward trend. Unlike the R badging of the 90’s and early 00’s, the new R-Design is nothing more than a sporty package designed to capture the attention of the flighty, easily-distracted younger demographic.
Once upon a time, if a Volvo 850R or S60R pulled up next to you at the light, you were about 4 seconds away from being dusted by the most serious sleeper in the industry. Both the 850R (1995-1997) and its successor, the S60R (2003-2007), were equipped with a low-pressure turbo I-5 capable of cranking out 240 hp/221 lb-ft and 300 hp/300 lb-ft (respectively) and had more street cred than Heavy D. The R Design, which is available as an upgrade package for the current-gen C30, S40, and S60, is nothing like the R of legends told. The only nod to performance is made through a body kit and some polished sport exhaust pipes, the engines are the same as those found on the base models. The new R Design blatantly favors style over substance which, surprisingly enough, Volvo has no compunction admitting. From the official press release: “The R-Design appeals to the discerning younger customer segment that is looking for a personalised car with an exclusive, sporty nature. At the same time, R-Design has become a way for Volvo Cars to boost the company’s attractiveness as a brand and to enhance a more emotive connection to its products. And customer surveys show that this strategy is paying off.” To put it simply, they are employing a variation of the same market philosophy currently used by Scion: “Give them enough shiny objects and they probably won’t notice they could tear more ass in a Honda Odyssey.”

After weeks of depressing news regarding what was rapidly shaping up to be the inevitable sale (and subsequent death sentence) of Volvo to Chinese group Geely Automobile Holding, a faint ray of hope has emerged. According to reports, the U.S. based Crown consortium has secured funding from private investors and declared their intent to relieve the ailing Swedish subsidiary from Ford’s hands. Ironically enough, the Crown consortium is spearheaded by former Ford executives, Michael Dingman and Shamel Rushwin (also of Chrysler), though neither the group nor the purchase seem to have any apparent affiliation with the Blue Oval.
Aside from their expressed interest, the details of Crown’s bid are relatively scarce but sources have indicated the group is also procuring financial backing from Swedish investors, presumably with the promise that if the acquisition is successful, production will remain rooted firmly in Volvo’s motherland. The specific dollar amount the Crown consortium is offering has not been announced, but the same discreet messengers charged with leaking the initial information say that although the amount is notably less than Geely’s $2.5 billion, both Geely and Crown have outlined ownership plans that pledge an additional $3 billion investment into Volvo.
As of today, both Ford and Volvo have opted to remain tight-lipped on the matter but we expect more information to break as Ford’s year-end deadline to complete the sale approaches.
Editorial Note: In one of the articles used to compile this article, analyst Gregor Claussen of Commerzbank in Frankfurt told Forbes, “Having a U.S.-led consortium as a buyer might be charming to Americans, but Volvo being a small company needs economies of scale that Geely can provide.” While certainly a valid point from a financially shrewd perspective, what Claussen has obviously neglected to consider in his patronization of the Crown consortium’s bid is the rich lecherous history of the Chinese automotive industry and Ford’s interest in preserving their image. Unlike their Detroit brethren, the Ford Motor Company is controlled by the same family responsible for its foundation in 1903 and each major decision is carefully weighed against its potential to harm their meticulously maintained personal reputation. GM may have had no compunction whoring out Saab to the highest bidder (as evidence by Beijing’s recent purchase of the design and production rights to the Saab 9-5) or leaving their under-performing brands (and dealerships) to die an ugly, public death, but Ford has yet to stoop to such deplorable levels. If their ethos is to be believed, Ford is aware that the sale of Volvo to Geely would be a gross breach of both personal and professional ethics and would place their values no higher than those of the The General. So Claussan’s observation may be factually accurate, but Ford should know it isn’t right.

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