When my family moved to North Dakota, my parents insisted that I get a pair of expensive Sorel snow boots. Large and hospital-white with broad rubber expanses, leather uppers and wooly thinsulate-type liners, they were indeed the ultimate protection from snow and wind. But I immediately decided that there was no place for these in my image-fearful seventh-grade world. So I wore my slick-heeled shoes as the other girls did, and since I tend to be clumsier than most, I fell on icy sidewalks a lot. Had I laced up my Sorel boots, of course, I would have been able to plod to the bus stop confidently. Similarly, Volvo's all-wheel-drive Cross Country is designed to provide safe, luxurious transportation regardless of the weather conditions. And by dressing a V70 in heavy fatigues — such that the XC looks as much like an SUV as a Subaru Outback or Audi allroad — Volvo has attempted to appease those who have progressed to style-conscious.
Since leaving the north, I've worn my boots only for shoveling the driveway, a rare occasion in Southern California between ice ages. Don't have a driveway anymore, either. But people do drive Cross Countrys here — along with the more popular all-wheel-drive and four-wheel-drive wagons and SUVs. Apparently, this is a wagon that one needn't relegate to the garage when the snow melts, as it fits in nicely with the current fashion — all the while identifying you as someone who wants something a little different, a little Swedish (outside of New England, anyway).
Like the boots, the Cross Country has a heaviness to it that isn't altogether undesirable, particularly if you have a soft spot for Volvos and winter. Yet the XC goes about its business with guarded enthusiasm, with little regard for sport, and that may not be enough to entertain you and your watchful neighbors the rest of the year. Then again, once you're strapped into the terrific seats, engrossed by all of the cabin's gadgets and storage nooks, it might be hard to agree with our criticisms. Our test vehicle had so many little features — some standard, some optional — that we actually photocopied pages of the owner's manual, lest we leave one out of this discussion. But keep in mind that you can get most of this stuff in the less expensive V70s, too.
On paper, the Cross Country has all-wheel drive, a raised suspension, light-truck tires and dark plastic cladding to distinguish it from the rest of the V70 line. Save for the cladding, perhaps, these are attributes that financially secure snowbelt dwellers and outdoor enthusiasts take seriously. And so do we. But we question whether one needs to spend 40 grand to get them.
For those of you unfamiliar with the Cross Country's lineage, here's a brief refresher: The XC was first introduced in 1997 as a 1998 model. Based on the previous S70/V70 platform (still used today by the C70 coupe and convertible), Volvo's first attempt at an SUV-wagon crossover was merely an AWD version of the regular V70 with underside cladding and badges slapped on at the end. Simple enough, and it certainly pleased the Volvo clientele. For 2001, the V70 was completely redesigned and moved to the company's P2 platform (shared by the S60 and S80 sedans).
At this point, Volvo began to position the Cross Country as an altogether separate model from the V70, and so the new version arrived by itself much later in the 2001 model year. Like the V70, the XC employs a fully independent suspension with a MacPherson strut setup in the front and a multilink rear, but the specifics of the design have been modified to allow for increased ride height — 8.2 inches of ground clearance — while maintaining on-road comfort. Further, the XC has a slightly longer wheelbase (108.8 inches compared with 108.5) to better accommodate its drivetrain and a wider front track (63.4 inches vs. 61.1) to house larger wheels and 215/65R16 light-truck tires. It's even classified as a light truck by the EPA.
And the underbody cladding? Well, now that the Cross Country is Volvo's dedicated all-terrain wagon, the body effects are more pervasive — the rough-looking plastic bumper engulfed our test vehicle's distinctive square-patterned grille. Indeed, it looked rugged, but several editors observed that it also had a cheap, unfinished look. This might be palatable on a $20,000 Cherokee, but not on a Volvo that costs twice as much. And not when the Audi allroad looks so good. Apart from this blemish, the V70's sleek, longitudinal curves, tapered roofline and sculpted rear are all in place, except that the rear side windows have been raised for a more truck-like profile.
As has been the case with other AWD vehicles we've evaluated recently, our Venetian Red Metallic Cross Country arrived at the wrong time and place to show off its greatest strength — plowing through snowstorms. Instead, we let it do some light off-roading, along with the usual mix of city, freeway and back-roads travel.
One of the first things we noticed was the discontentment of the 2.4T engine in this armored station wagon application. The 2.4T is a 2.4-liter inline five with a light-pressure, intercooled turbocharger. It produces 197 horsepower at 5,000 rpm and 210 pound-feet of torque between 2,000 and 5,000 rpm (with most of it becoming available as early as 1,800 rpm). You might remember that we found this powerplant very pleasurable in the Volvo S60 we tested earlier in 2001. However, with its wagon body, AWD system and taller suspension, the XC weighs about 550 pounds more than the S60. Its curb weight is 3,699 lbs (the front-wheel-drive V70 weighs 3,368 lbs). Performance testing supported the difference in sentiment, as the XC needed 8.8 seconds to hustle to 60 mph and 16.7 seconds for the quarter-mile, while the comparatively svelte S60 turned in a 7.5-second 0-60 run and a 15.8-second quarter-mile.
In practice, the Cross Country feels weighted down until the engine has settled somewhat unhappily into its broad torque band — the sounds of ragged revs disturbing the otherwise serene cabin. Plus, as one test driver observed, throttle response is nonlinear (that is, a tap on the accelerator doesn't necessarily achieve the expected amount of forward progress) — Volvo reports that this has been improved in 2002 models.
Although we contend that most luxury wagon/SUV buyers could do without some of this drama when running errands in the city or making passing maneuvers on the freeway, the XC ultimately proved to be a docile highway cruiser. And while turbo lag was noticeable, this Volvo was much less of a handful in traffic than the Audi allroad and its twin-turbocharged 2.7-liter V6. So the 2.4T is adequate? Yes. Well, until you consider that besides the allroad, the XC could be cross-shopped with the Acura MDX, BMW X5 3.0i, Jeep Grand Cherokee, Lexus RX300, Mercedes-Benz M-Class, Subaru Outback VDC Wagon and Volkswagen Passat 4MOTION, all of which can provide more suburban thrills — some for a much lower price.
Understandably, several of us wish that Volvo had equipped its heaviest luxury wagon with the more vigorous T5 powerplant, a 247-horsepower 2.3-liter inline five with a high-pressure turbocharger. Evidently, the company's selection of the 2.4T had something to do with its greater access to low-end thrust (the T5's full load of torque doesn't cut in until 2,400 rpm), which is more practical for driving through snow or on rutted, unpaved roads. Price may have been a factor as well — a T5-equipped XC would potentially command a $2,000 increase in the base price, moving it uncomfortably close to 40 grand. It does seem that a power upgrade is in the works, though, as rumors suggest a future spawn of Cross Countrys powered by six- and eight-cylinder engines, including a 2004 V90 XC.
A five-speed automatic transmission with Geartronic is standard fare in the Cross Country, and when left to its own devices, it usually shifted in a smooth, timely manner. Occasionally, though, it seemed indecisive, hesitating to downshift. And sometimes, after reaching a decision, it slammed into gear. Since there is no overdrive on/off button provided, many XC owners will want to take advantage of the Geartronic when a quick downshift is desired. It's a user-friendly automanual system, as the driver need only slide the gear selector to the left (from "D") and then tap it up or down to shift. When we actually tried it, however, we consistently noted a delay between the driver's selection of a gear and actual engagement. The manual mode is still useful for coasting down steep grades, but it makes no overtures to driving enthusiasts.
Fuel economy is rated at 18 mpg in the city and 22 on the highway, and given our usual regimen of hard driving and the traffic in greater Los Angeles, we were happy to average 18 mpg over a weeklong period. Keep in mind that the weight of the AWD system greatly impacts fuel economy. The front-wheel-drive V70 2.4T wagon has a 21/27 rating. And as with most turbos, the XC requires premium fuel.
Braking is provided by four-wheel disc brakes assisted by ABS and electronic brake distribution (EBD). Volvo has a reputation for equipping its cars with excellent brakes, and our test vehicle did not disappoint, hauling its 3,700-lb body to a stop from 60 mph in 124 feet. "We got short (for this weight of vehicle), repeatable stops with only a 4-foot difference between the first and fourth runs," our road test coordinator, Neil Chirico, wrote. "…You could almost take your hands off the steering wheel and still go down the road perfectly straight while braking heavily."
The front suspension's anti-dive geometry prevented nose dive under hard braking, and during our travels, we noted that sudden stops which might cause a bit of excitement in other vehicles were tossed aside as mere trifles by the XC. In spite of the XC's stopping ability, editors were divided on the issue of how much confidence the brakes inspired during everyday driving. Several drivers wrote in their notes that the brake pedal had a progressive feel and that they easily adjusted to the Cross Country's braking characteristics. In contrast, one editor noted an inordinate amount of pedal travel before the calipers took hold, while another found the pedal "touchy" until he reacclimated himself to Volvo-style brakes. These complaints are consistent with those voiced during the evaluation of a 2001 V70 T5, so if you're considering a Cross Country, give yourself ample opportunity to experience the brakes before making a decision.
For a heavy car — with as much ground clearance as many SUVs — the Cross Country carries itself with surprising grace. No one will ever call it a sport wagon, but its composure makes it feel like one of the safest vehicles on the road. "The wagon felt as tight and safe as a bank vault," one editor wrote. That would be just like a Volvo, wouldn't it?
Even on twisting mountain passes, our test wagon pressed on, shifting its weight predictably from side to side. The raised suspension allowed a moderate amount of body roll around each turn, but that, too, was easy to anticipate. The suspension's coil springs and hydraulic shock absorbers provided for a smooth, cushiony ride on most surfaces — compliant enough to please any commuter — though pavement irregularities proved a bit disruptive. Washboard roads tended to elicit a mild rocking motion, with some cabin jarring on crumbling blacktop.
Steering was on the heavy side at low speeds and generally uncommunicative at any speed. Moreover, the size of the steering wheel complicated our road test coordinator's efforts to get the wagon through the slalom. "The steering wheel felt one size too large, and it took large movements of swing from side to side to get the rest of the car to follow suit because of the wheel's diameter," he wrote. Once acclimated to the XC's driving dynamics, our man Chirico found the wagon quite manageable, coaxing it through the cones at a respectable 62.6 mph. And after extensive driving on public roads, editors reported that the weighting of the steering was ideal — making it easy to supply the correct amount of input for any given maneuver.
Capable as the Volvo was, no one was left wanting a second helping of the Cross Country at the end of each day. It aspires to be an SUV, and its relatively slow reaction times reflect that wish. Editors described its handling package as both "groggy" and "steady" — and neither modifier will please someone who wants a sporty wagon.
The XC's overall surefootedness, in spite of its extra ride height, is largely attributable to its all-wheel-drive system's seamless transfers of power between the front and rear axles. For 2001, Volvo has taken the mechanical viscous-clutch system from the previous XC and shortened its response time when slippage is detected. Under ideal traction conditions, this system sends most of the engine's power to the front wheels — it's a 95 percent front, 5 percent rear split. When traction conditions change, up to 95 percent of the power can be redirected to the rear axle. Further, the viscous clutch automatically shifts power to the rear when the Cross Country is put in reverse. As we drove our test vehicle, these transfers occurred imperceptibly.
Added benefit comes from Volvo's four-wheel traction control system (TRACS) — if, for instance, the wheels on the right side of the car start to slip on a patch of ice, braking force is applied to these wheels, leaving the left-hand wheels to propel the XC. TRACS is effective from a start and at speeds up to about 50 mph.
One popular safety feature that isn't available for the Cross Country is a stability control system with a yaw sensor that would identify situations in which the driver's intended path differs from the vehicle's actual path and applies appropriate braking forces to get the vehicle back into line. However, Volvo has indicated the Cross Country could drop its viscous-clutch AWD system for the more advanced electronically controlled Haldex AWD system in the S60 2.4T AWD sometime in 2002. The Haldex is compatible with the company's prized Dynamic Stability and Traction Control (DSTC) system. Future upgrades aside, the current mechanical AWD setup with TRACS will be more than adequate for most XC owners' wintertime needs.
We tested the Cross Country's off-road capabilities on a sandy fire road in the Angeles National Forest that we've previously used to exercise small SUVs. Throughout the drive, our test vehicle tackled ruts, small rocks and modest inclines with the same calm it displayed on pavement. A few cautionary remarks, though: First, while an all-wheel-drive system is user-friendly (as in no buttons to push or levers to shift), it obviously lacks the low-range transfer case that would be needed for challenging trails. Second, the wagon's 8.2 inches of ground clearance are not exactly that. According to Volvo's press material, clearance is reduced to 7.6 inches with two people in the car. This, along with the Cross Country's soft, ride-tuned suspension, would explain why the vehicle bottomed-out several times even when driven carefully on well-maintained fire roads. Third, the wagon's 215/65R16 Pirelli Scorpion tires really aren't intended for extended off-road use; they're an all-season-type light-truck tire designed to balance on-road performance with traction in gravel, sand and moderate snow. So this Volvo won't appeal to serious off-roaders. Not a problem. It will handle the gravel driveway to the grandparents' farm without complaint.
One other note: After our off-road testing, several editors observed a knocking sound coming from the front end of the vehicle. We brought it to the attention of the nearest Volvo dealership, and technicians found that the right front strut rod was loose (the strut rod connects the suspension's lower control arm to the frame, and controls the fore and aft movement of this arm). The problem was easily corrected, but disturbing nonetheless. Although our service advisor had never come across an XC with a loose strut rod, he did tell us that there has been a similar problem with some S80s (same platform). While this issue may have been isolated to our test vehicle, we take it as further confirmation that the XC can't tackle rough terrain without taking damage — and most owners will probably agree.
We observed moderate wind and road noise while driving our test car — this is characteristic of higher-profile, wagon-shaped vehicles wearing light-truck tires. Intermittent cabin rattles caused some irritation over the span of hundreds of miles; freeway expansion joints uncovered creaks and rattles from the right side of the dash, front passenger door trim and the center console. And seemingly, there was a constant rattle from the driver's seatbelt housing. These are things one hopes not to find in a new $41,000 luxury vehicle, because they usually get worse with age. On the plus side, our off-road adventures did not give rise to additional structural rattles.
Moving inside, we found the Cross Country's cabin dressings on par with its relatives (V70, S60), and that is to say, luxurious in appearance and feel, and laden with features (even without the nav system and top-of-the-line sound system). Soft-touch surfaces are simply everywhere, even on the underside of the dash, and faux wood inlays (part of the Leather Package) look uncommonly rich and authentic. Brushed aluminum accents are tastefully understated. The optional coarse-grained leather hide covering the seats in our test wagon imparted a rugged, softened-with-age ambiance entirely appropriate for the XC. And a center console-mounted grab bar is ready to batten down the front-passenger during rough-and-tumble adventures in the wild. Right.
Good as it looks at first glance, we did find some build and materials issues in our test wagon's cabin. The steering wheel housing and column and the emergency brake are constructed of cheap plastic, and the former even had glue drips from the installation of the wheel's leather wrapping. We also noted inconsistent panel fits around the center console, and the plastic door bins were poorly finished (flash along the edges). Further, the headliner, rear door speakers and plastic seat track covers were all loose. When you consider that this wagon also had exterior build issues — misaligned liftgate and front fascia, improperly mounted door seals — it indeed seems that our Cross Country should have had a longer stay in the quality control department.
An easy-to-read analog gauge cluster greets drivers as they settle into the cockpit, and all of the surrounding instrumentation feels substantial to the touch. With cruise controls conveniently housed on the steering wheel and headlights controlled by a dial on the left side of the dash, the left-hand stalk is devoted to turn signals, high-beams and scrolling through the trip computer (part of the Touring Package), which features the usual miles-to-empty and average gas mileage messages. All of the windows are one-touch up and down, but getting them to do what you want is a little tricky — it's one tap for automatic-down and two taps for adjust-it-yourself. All of the controls, including the buttons on the steering wheel, are illuminated at night.
The center stack controls appear to be complex at first due to their assortment of words and symbols that may not be familiar to the first-time Volvo buyer. One glance at the owner's manual, though, and you'll have everything mastered for life. The dual-zone climate control system at the bottom of the stack has a particularly thoughtful design — use the dials to set the temperature, another dial to control the fan speed (unless you select the large AUTO button), tap a region of the humanoid pictogram to set the fan direction and twist the fan speed dial again to turn off the system (a dedicated off button would probably work better here). Since our test wagon had the Security Package, the climate control system included the Air Quality system, which we would highly recommend to anyone living, as we do, in a smog-choked environment. When the system detects polluted air outside the vehicle, it automatically switches to recirculate and attempts to cleanse the recirculated air. Standard in every XC is an air filter for the climate control system and PremAir catalytic radiator technology — this is a coating on the radiator that converts ground-level ozone to oxygen. Of course, it bears mention that the turbocharged XC has a rather high smog index score, so it is putting a sizeable amount of smog-causing pollutants back into the air.
Stereo controls are large and finger-friendly, but here again, the labeling is Volvo-specific. "Source" is the button used to switch between the radio, CD player and cassette deck, while the "RND" button next to the single-CD slot denotes random play of CD tracks. Plus, pre-sets (up to 20) are controlled by a dial rather than numbered buttons — some of us liked the ease of using just one dial, but others bristled at the idea of scrolling through unwanted stations. Only a cassette player is standard, but the Touring Package equipped our car with the aforementioned single-disc player as well as two extra speakers and a 100-watt amplifier. As our stereo expert attests in his review, this isn't one of Volvo's magnificent uplevel sound systems — that would be the HU-803 with Dolby Pro Logic sound and a four-disc in-dash changer, and it's available as an option. We think that an XC as nicely optioned as our test vehicle should at least include the CD changer.
Everything you've heard about the seats in Volvos is probably true — the leather-bound, power-adjustable front chairs in our test vehicle represent an industry standard, even among luxury cars. Volvo has achieved optimum levels of cushioning and support. Legroom in the front is plentiful, and the steering wheel has a wide telescoping range so that you can sit as close to or as far away from the wheel as you like. And you can actually rest your head on the whiplash-reducing head restraints while driving. As much as we enjoyed Volvo's coddling, a couple of editors said that they would have liked a larger center armrest. And one driver with size-12 feet reported that the pedals were too closely spaced for comfortable driving. Also, take note that the front passenger seat can only be adjusted with the key in the ignition (and battery-powered functions active); the driver gets a 40-second grace period after removing the key from the ignition or unlocking the door with the remote.
Even though the XC doesn't have the hulking stance of a real SUV, visibility from the cockpit is excellent. Along with the extra ride height, the driver has the benefit of large side mirrors and narrow D-pillars. Also of help was the auto-dimming rearview mirror that comes with the Touring Package, but in this price range, this small luxury should be standard.
The rear seat offers similar cushioning and support, and with the Cross Country's 40/20/40-split rear bench, you can remove and reverse the center back cushion to create a comfy armrest for two outboard passengers. Alternatively, you can fill this space with a storage bag or thermal cooler box — both are available as accessories from Volvo dealerships. Adjustable headrests and three-point seatbelts are provided for all three seating positions. The front seatbacks are soft and hollowed-out to accommodate longer legs, but legroom is still limited for tall adults sitting behind other tall adults. Narrow rear door openings also make it harder for tree-like individuals to get in and out. In addition, we had difficulty installing a rear-facing baby seat in these tight quarters; the problem is compounded by the aforementioned peculiarities of the power front seats. Of course, your Volvo retailer will be happy to sell you safety seats optimized for the space and the wagon's upper and lower anchorage points. Integrated booster seats are available as a factory option. Adjustable rear vents and a power point will help keep rear passengers sane on long trips.
In keeping with Volvo's tradition of safety, every Cross Country includes a full ensemble of airbags, including seat-mounted side airbags for front passengers and head-curtain airbags for front and rear passengers. A security system is standard, but our test vehicle had the optional Security Package, which adds a level movement sensor, shatter-resistant side glass and an internal movement sensor. Fortunately, Volvo has included a button at the bottom of the center stack that allows you to disable the sensors in situations in which it would be undesirable to trigger the alarm — for instance, when the XC is on a ferry or when you leave your dog in the car. The HomeLink universal garage door opener is part of the Touring Package; using the owner's manual, it took us about 30 seconds to program it for an apartment complex gate opener — very simple.
Lacking the optional third-row seat or 12-inch subwoofer, we were able to take full advantage of the Cross Country's cargo bay and its 37.5 cubic feet of luggage space. The bay is lined with a reversible cargo mat — one side is carpeted, the other is rubber. Our test wagon had the Versatility Package, which includes a sturdy strut-mounted steel cargo cage to keep pets and suitcases from flying forward, as well as a vinyl cargo cover, grocery bag holder and a 12-volt outlet. We really liked the cage — it folds up and away when not in use — but felt that the other package items should have been standard (We recently tested a Subaru Impreza Outback Sport that cost half as much and came standard with a cargo cover and a rear power point). When we opened up the cargo floor to access the texturized well for grocery bags (a net and hooks are provided, too), we noticed that a full-size spare was not included, either. A first aid kit is, however.
Folding down the rear seats yields 71.5 cubic feet of cargo space and a flat-load floor, but as we found, getting to that point is a bit of a workout. First, you must ensure that the front seats are positioned far enough forward to accommodate the process. Then, fold up the rear seat bottoms, which, unlike the back cushions, have a 60/40 split. Next, fold the outboard headrests forward and lower the center headrest. Now you are ready to fold down each of the back cushions (three of them) to create a flat floor. Interestingly, the front passenger seat will also fold if you need to haul an extra long item, but because the rear seat bottoms fold upward, you cannot create a continuous flat-load surface.
There are lots of interesting places to store things in the Cross Country, but as hypothetical luxury wagon buyers, we wish Volvo would line the two-tiered center console with felt or rubber to prevent personal paraphernalia from rattling around. Also, we want a little more storage in the rear, like door bins or a center armrest container, though the dual pockets — one regular, one net — on each front seatback will be enough to placate many consumers. Additional stash areas in the front include compartmentalized door bins, small gathered pockets on the leading edge of each seat bottom, a handy pen holder on the center stack and a two-shelf lockable glovebox with slots for credit cards and pens. There was also an attachment point in the passenger footwell, and ours had a vinyl sling-type pocket attached to it — it seemed like a suitable home for a weekday-size newspaper (your Volvo dealer can sell you other attachable accessories). A ratcheting cupholder springs out from the center stack — it can accommodate drinks of all sizes, but beverages could leak onto the stereo head unit. There are two more cupholders with rubber anchors in the center console, but they're not as flexible in size. Strangely, this family wagon does not have any dedicated cupholders for rear passengers, unless you count the console-mounted trash bag holder that doubles as a soft drink bottle holster.
Certainly, the Cross Country offers an interesting package, but you really have to add several options packages to make it feel as well appointed as a luxury wagon should. Take into consideration its over-committed engine and build-quality issues, and it becomes clear that this is a vehicle for a select market — financially secure people living in cold climates (but within range of a Volvo dealership) who must have a unique vehicle packed with safety features. Everyone else should try the mainstream wagon/SUV offerings from Acura, Lexus, Subaru and VW first.
Since leaving the north, I've worn my boots only for shoveling the driveway, a rare occasion in Southern California between ice ages. Don't have a driveway anymore, either. But people do drive Cross Countrys here — along with the more popular all-wheel-drive and four-wheel-drive wagons and SUVs. Apparently, this is a wagon that one needn't relegate to the garage when the snow melts, as it fits in nicely with the current fashion — all the while identifying you as someone who wants something a little different, a little Swedish (outside of New England, anyway).
Like the boots, the Cross Country has a heaviness to it that isn't altogether undesirable, particularly if you have a soft spot for Volvos and winter. Yet the XC goes about its business with guarded enthusiasm, with little regard for sport, and that may not be enough to entertain you and your watchful neighbors the rest of the year. Then again, once you're strapped into the terrific seats, engrossed by all of the cabin's gadgets and storage nooks, it might be hard to agree with our criticisms. Our test vehicle had so many little features — some standard, some optional — that we actually photocopied pages of the owner's manual, lest we leave one out of this discussion. But keep in mind that you can get most of this stuff in the less expensive V70s, too.
On paper, the Cross Country has all-wheel drive, a raised suspension, light-truck tires and dark plastic cladding to distinguish it from the rest of the V70 line. Save for the cladding, perhaps, these are attributes that financially secure snowbelt dwellers and outdoor enthusiasts take seriously. And so do we. But we question whether one needs to spend 40 grand to get them.
For those of you unfamiliar with the Cross Country's lineage, here's a brief refresher: The XC was first introduced in 1997 as a 1998 model. Based on the previous S70/V70 platform (still used today by the C70 coupe and convertible), Volvo's first attempt at an SUV-wagon crossover was merely an AWD version of the regular V70 with underside cladding and badges slapped on at the end. Simple enough, and it certainly pleased the Volvo clientele. For 2001, the V70 was completely redesigned and moved to the company's P2 platform (shared by the S60 and S80 sedans).
At this point, Volvo began to position the Cross Country as an altogether separate model from the V70, and so the new version arrived by itself much later in the 2001 model year. Like the V70, the XC employs a fully independent suspension with a MacPherson strut setup in the front and a multilink rear, but the specifics of the design have been modified to allow for increased ride height — 8.2 inches of ground clearance — while maintaining on-road comfort. Further, the XC has a slightly longer wheelbase (108.8 inches compared with 108.5) to better accommodate its drivetrain and a wider front track (63.4 inches vs. 61.1) to house larger wheels and 215/65R16 light-truck tires. It's even classified as a light truck by the EPA.
And the underbody cladding? Well, now that the Cross Country is Volvo's dedicated all-terrain wagon, the body effects are more pervasive — the rough-looking plastic bumper engulfed our test vehicle's distinctive square-patterned grille. Indeed, it looked rugged, but several editors observed that it also had a cheap, unfinished look. This might be palatable on a $20,000 Cherokee, but not on a Volvo that costs twice as much. And not when the Audi allroad looks so good. Apart from this blemish, the V70's sleek, longitudinal curves, tapered roofline and sculpted rear are all in place, except that the rear side windows have been raised for a more truck-like profile.
As has been the case with other AWD vehicles we've evaluated recently, our Venetian Red Metallic Cross Country arrived at the wrong time and place to show off its greatest strength — plowing through snowstorms. Instead, we let it do some light off-roading, along with the usual mix of city, freeway and back-roads travel.
One of the first things we noticed was the discontentment of the 2.4T engine in this armored station wagon application. The 2.4T is a 2.4-liter inline five with a light-pressure, intercooled turbocharger. It produces 197 horsepower at 5,000 rpm and 210 pound-feet of torque between 2,000 and 5,000 rpm (with most of it becoming available as early as 1,800 rpm). You might remember that we found this powerplant very pleasurable in the Volvo S60 we tested earlier in 2001. However, with its wagon body, AWD system and taller suspension, the XC weighs about 550 pounds more than the S60. Its curb weight is 3,699 lbs (the front-wheel-drive V70 weighs 3,368 lbs). Performance testing supported the difference in sentiment, as the XC needed 8.8 seconds to hustle to 60 mph and 16.7 seconds for the quarter-mile, while the comparatively svelte S60 turned in a 7.5-second 0-60 run and a 15.8-second quarter-mile.
In practice, the Cross Country feels weighted down until the engine has settled somewhat unhappily into its broad torque band — the sounds of ragged revs disturbing the otherwise serene cabin. Plus, as one test driver observed, throttle response is nonlinear (that is, a tap on the accelerator doesn't necessarily achieve the expected amount of forward progress) — Volvo reports that this has been improved in 2002 models.
Although we contend that most luxury wagon/SUV buyers could do without some of this drama when running errands in the city or making passing maneuvers on the freeway, the XC ultimately proved to be a docile highway cruiser. And while turbo lag was noticeable, this Volvo was much less of a handful in traffic than the Audi allroad and its twin-turbocharged 2.7-liter V6. So the 2.4T is adequate? Yes. Well, until you consider that besides the allroad, the XC could be cross-shopped with the Acura MDX, BMW X5 3.0i, Jeep Grand Cherokee, Lexus RX300, Mercedes-Benz M-Class, Subaru Outback VDC Wagon and Volkswagen Passat 4MOTION, all of which can provide more suburban thrills — some for a much lower price.
Understandably, several of us wish that Volvo had equipped its heaviest luxury wagon with the more vigorous T5 powerplant, a 247-horsepower 2.3-liter inline five with a high-pressure turbocharger. Evidently, the company's selection of the 2.4T had something to do with its greater access to low-end thrust (the T5's full load of torque doesn't cut in until 2,400 rpm), which is more practical for driving through snow or on rutted, unpaved roads. Price may have been a factor as well — a T5-equipped XC would potentially command a $2,000 increase in the base price, moving it uncomfortably close to 40 grand. It does seem that a power upgrade is in the works, though, as rumors suggest a future spawn of Cross Countrys powered by six- and eight-cylinder engines, including a 2004 V90 XC.
A five-speed automatic transmission with Geartronic is standard fare in the Cross Country, and when left to its own devices, it usually shifted in a smooth, timely manner. Occasionally, though, it seemed indecisive, hesitating to downshift. And sometimes, after reaching a decision, it slammed into gear. Since there is no overdrive on/off button provided, many XC owners will want to take advantage of the Geartronic when a quick downshift is desired. It's a user-friendly automanual system, as the driver need only slide the gear selector to the left (from "D") and then tap it up or down to shift. When we actually tried it, however, we consistently noted a delay between the driver's selection of a gear and actual engagement. The manual mode is still useful for coasting down steep grades, but it makes no overtures to driving enthusiasts.
Fuel economy is rated at 18 mpg in the city and 22 on the highway, and given our usual regimen of hard driving and the traffic in greater Los Angeles, we were happy to average 18 mpg over a weeklong period. Keep in mind that the weight of the AWD system greatly impacts fuel economy. The front-wheel-drive V70 2.4T wagon has a 21/27 rating. And as with most turbos, the XC requires premium fuel.
Braking is provided by four-wheel disc brakes assisted by ABS and electronic brake distribution (EBD). Volvo has a reputation for equipping its cars with excellent brakes, and our test vehicle did not disappoint, hauling its 3,700-lb body to a stop from 60 mph in 124 feet. "We got short (for this weight of vehicle), repeatable stops with only a 4-foot difference between the first and fourth runs," our road test coordinator, Neil Chirico, wrote. "…You could almost take your hands off the steering wheel and still go down the road perfectly straight while braking heavily."
The front suspension's anti-dive geometry prevented nose dive under hard braking, and during our travels, we noted that sudden stops which might cause a bit of excitement in other vehicles were tossed aside as mere trifles by the XC. In spite of the XC's stopping ability, editors were divided on the issue of how much confidence the brakes inspired during everyday driving. Several drivers wrote in their notes that the brake pedal had a progressive feel and that they easily adjusted to the Cross Country's braking characteristics. In contrast, one editor noted an inordinate amount of pedal travel before the calipers took hold, while another found the pedal "touchy" until he reacclimated himself to Volvo-style brakes. These complaints are consistent with those voiced during the evaluation of a 2001 V70 T5, so if you're considering a Cross Country, give yourself ample opportunity to experience the brakes before making a decision.
For a heavy car — with as much ground clearance as many SUVs — the Cross Country carries itself with surprising grace. No one will ever call it a sport wagon, but its composure makes it feel like one of the safest vehicles on the road. "The wagon felt as tight and safe as a bank vault," one editor wrote. That would be just like a Volvo, wouldn't it?
Even on twisting mountain passes, our test wagon pressed on, shifting its weight predictably from side to side. The raised suspension allowed a moderate amount of body roll around each turn, but that, too, was easy to anticipate. The suspension's coil springs and hydraulic shock absorbers provided for a smooth, cushiony ride on most surfaces — compliant enough to please any commuter — though pavement irregularities proved a bit disruptive. Washboard roads tended to elicit a mild rocking motion, with some cabin jarring on crumbling blacktop.
Steering was on the heavy side at low speeds and generally uncommunicative at any speed. Moreover, the size of the steering wheel complicated our road test coordinator's efforts to get the wagon through the slalom. "The steering wheel felt one size too large, and it took large movements of swing from side to side to get the rest of the car to follow suit because of the wheel's diameter," he wrote. Once acclimated to the XC's driving dynamics, our man Chirico found the wagon quite manageable, coaxing it through the cones at a respectable 62.6 mph. And after extensive driving on public roads, editors reported that the weighting of the steering was ideal — making it easy to supply the correct amount of input for any given maneuver.
Capable as the Volvo was, no one was left wanting a second helping of the Cross Country at the end of each day. It aspires to be an SUV, and its relatively slow reaction times reflect that wish. Editors described its handling package as both "groggy" and "steady" — and neither modifier will please someone who wants a sporty wagon.
The XC's overall surefootedness, in spite of its extra ride height, is largely attributable to its all-wheel-drive system's seamless transfers of power between the front and rear axles. For 2001, Volvo has taken the mechanical viscous-clutch system from the previous XC and shortened its response time when slippage is detected. Under ideal traction conditions, this system sends most of the engine's power to the front wheels — it's a 95 percent front, 5 percent rear split. When traction conditions change, up to 95 percent of the power can be redirected to the rear axle. Further, the viscous clutch automatically shifts power to the rear when the Cross Country is put in reverse. As we drove our test vehicle, these transfers occurred imperceptibly.
Added benefit comes from Volvo's four-wheel traction control system (TRACS) — if, for instance, the wheels on the right side of the car start to slip on a patch of ice, braking force is applied to these wheels, leaving the left-hand wheels to propel the XC. TRACS is effective from a start and at speeds up to about 50 mph.
One popular safety feature that isn't available for the Cross Country is a stability control system with a yaw sensor that would identify situations in which the driver's intended path differs from the vehicle's actual path and applies appropriate braking forces to get the vehicle back into line. However, Volvo has indicated the Cross Country could drop its viscous-clutch AWD system for the more advanced electronically controlled Haldex AWD system in the S60 2.4T AWD sometime in 2002. The Haldex is compatible with the company's prized Dynamic Stability and Traction Control (DSTC) system. Future upgrades aside, the current mechanical AWD setup with TRACS will be more than adequate for most XC owners' wintertime needs.
We tested the Cross Country's off-road capabilities on a sandy fire road in the Angeles National Forest that we've previously used to exercise small SUVs. Throughout the drive, our test vehicle tackled ruts, small rocks and modest inclines with the same calm it displayed on pavement. A few cautionary remarks, though: First, while an all-wheel-drive system is user-friendly (as in no buttons to push or levers to shift), it obviously lacks the low-range transfer case that would be needed for challenging trails. Second, the wagon's 8.2 inches of ground clearance are not exactly that. According to Volvo's press material, clearance is reduced to 7.6 inches with two people in the car. This, along with the Cross Country's soft, ride-tuned suspension, would explain why the vehicle bottomed-out several times even when driven carefully on well-maintained fire roads. Third, the wagon's 215/65R16 Pirelli Scorpion tires really aren't intended for extended off-road use; they're an all-season-type light-truck tire designed to balance on-road performance with traction in gravel, sand and moderate snow. So this Volvo won't appeal to serious off-roaders. Not a problem. It will handle the gravel driveway to the grandparents' farm without complaint.
One other note: After our off-road testing, several editors observed a knocking sound coming from the front end of the vehicle. We brought it to the attention of the nearest Volvo dealership, and technicians found that the right front strut rod was loose (the strut rod connects the suspension's lower control arm to the frame, and controls the fore and aft movement of this arm). The problem was easily corrected, but disturbing nonetheless. Although our service advisor had never come across an XC with a loose strut rod, he did tell us that there has been a similar problem with some S80s (same platform). While this issue may have been isolated to our test vehicle, we take it as further confirmation that the XC can't tackle rough terrain without taking damage — and most owners will probably agree.
We observed moderate wind and road noise while driving our test car — this is characteristic of higher-profile, wagon-shaped vehicles wearing light-truck tires. Intermittent cabin rattles caused some irritation over the span of hundreds of miles; freeway expansion joints uncovered creaks and rattles from the right side of the dash, front passenger door trim and the center console. And seemingly, there was a constant rattle from the driver's seatbelt housing. These are things one hopes not to find in a new $41,000 luxury vehicle, because they usually get worse with age. On the plus side, our off-road adventures did not give rise to additional structural rattles.
Moving inside, we found the Cross Country's cabin dressings on par with its relatives (V70, S60), and that is to say, luxurious in appearance and feel, and laden with features (even without the nav system and top-of-the-line sound system). Soft-touch surfaces are simply everywhere, even on the underside of the dash, and faux wood inlays (part of the Leather Package) look uncommonly rich and authentic. Brushed aluminum accents are tastefully understated. The optional coarse-grained leather hide covering the seats in our test wagon imparted a rugged, softened-with-age ambiance entirely appropriate for the XC. And a center console-mounted grab bar is ready to batten down the front-passenger during rough-and-tumble adventures in the wild. Right.
Good as it looks at first glance, we did find some build and materials issues in our test wagon's cabin. The steering wheel housing and column and the emergency brake are constructed of cheap plastic, and the former even had glue drips from the installation of the wheel's leather wrapping. We also noted inconsistent panel fits around the center console, and the plastic door bins were poorly finished (flash along the edges). Further, the headliner, rear door speakers and plastic seat track covers were all loose. When you consider that this wagon also had exterior build issues — misaligned liftgate and front fascia, improperly mounted door seals — it indeed seems that our Cross Country should have had a longer stay in the quality control department.
An easy-to-read analog gauge cluster greets drivers as they settle into the cockpit, and all of the surrounding instrumentation feels substantial to the touch. With cruise controls conveniently housed on the steering wheel and headlights controlled by a dial on the left side of the dash, the left-hand stalk is devoted to turn signals, high-beams and scrolling through the trip computer (part of the Touring Package), which features the usual miles-to-empty and average gas mileage messages. All of the windows are one-touch up and down, but getting them to do what you want is a little tricky — it's one tap for automatic-down and two taps for adjust-it-yourself. All of the controls, including the buttons on the steering wheel, are illuminated at night.
The center stack controls appear to be complex at first due to their assortment of words and symbols that may not be familiar to the first-time Volvo buyer. One glance at the owner's manual, though, and you'll have everything mastered for life. The dual-zone climate control system at the bottom of the stack has a particularly thoughtful design — use the dials to set the temperature, another dial to control the fan speed (unless you select the large AUTO button), tap a region of the humanoid pictogram to set the fan direction and twist the fan speed dial again to turn off the system (a dedicated off button would probably work better here). Since our test wagon had the Security Package, the climate control system included the Air Quality system, which we would highly recommend to anyone living, as we do, in a smog-choked environment. When the system detects polluted air outside the vehicle, it automatically switches to recirculate and attempts to cleanse the recirculated air. Standard in every XC is an air filter for the climate control system and PremAir catalytic radiator technology — this is a coating on the radiator that converts ground-level ozone to oxygen. Of course, it bears mention that the turbocharged XC has a rather high smog index score, so it is putting a sizeable amount of smog-causing pollutants back into the air.
Stereo controls are large and finger-friendly, but here again, the labeling is Volvo-specific. "Source" is the button used to switch between the radio, CD player and cassette deck, while the "RND" button next to the single-CD slot denotes random play of CD tracks. Plus, pre-sets (up to 20) are controlled by a dial rather than numbered buttons — some of us liked the ease of using just one dial, but others bristled at the idea of scrolling through unwanted stations. Only a cassette player is standard, but the Touring Package equipped our car with the aforementioned single-disc player as well as two extra speakers and a 100-watt amplifier. As our stereo expert attests in his review, this isn't one of Volvo's magnificent uplevel sound systems — that would be the HU-803 with Dolby Pro Logic sound and a four-disc in-dash changer, and it's available as an option. We think that an XC as nicely optioned as our test vehicle should at least include the CD changer.
Everything you've heard about the seats in Volvos is probably true — the leather-bound, power-adjustable front chairs in our test vehicle represent an industry standard, even among luxury cars. Volvo has achieved optimum levels of cushioning and support. Legroom in the front is plentiful, and the steering wheel has a wide telescoping range so that you can sit as close to or as far away from the wheel as you like. And you can actually rest your head on the whiplash-reducing head restraints while driving. As much as we enjoyed Volvo's coddling, a couple of editors said that they would have liked a larger center armrest. And one driver with size-12 feet reported that the pedals were too closely spaced for comfortable driving. Also, take note that the front passenger seat can only be adjusted with the key in the ignition (and battery-powered functions active); the driver gets a 40-second grace period after removing the key from the ignition or unlocking the door with the remote.
Even though the XC doesn't have the hulking stance of a real SUV, visibility from the cockpit is excellent. Along with the extra ride height, the driver has the benefit of large side mirrors and narrow D-pillars. Also of help was the auto-dimming rearview mirror that comes with the Touring Package, but in this price range, this small luxury should be standard.
The rear seat offers similar cushioning and support, and with the Cross Country's 40/20/40-split rear bench, you can remove and reverse the center back cushion to create a comfy armrest for two outboard passengers. Alternatively, you can fill this space with a storage bag or thermal cooler box — both are available as accessories from Volvo dealerships. Adjustable headrests and three-point seatbelts are provided for all three seating positions. The front seatbacks are soft and hollowed-out to accommodate longer legs, but legroom is still limited for tall adults sitting behind other tall adults. Narrow rear door openings also make it harder for tree-like individuals to get in and out. In addition, we had difficulty installing a rear-facing baby seat in these tight quarters; the problem is compounded by the aforementioned peculiarities of the power front seats. Of course, your Volvo retailer will be happy to sell you safety seats optimized for the space and the wagon's upper and lower anchorage points. Integrated booster seats are available as a factory option. Adjustable rear vents and a power point will help keep rear passengers sane on long trips.
In keeping with Volvo's tradition of safety, every Cross Country includes a full ensemble of airbags, including seat-mounted side airbags for front passengers and head-curtain airbags for front and rear passengers. A security system is standard, but our test vehicle had the optional Security Package, which adds a level movement sensor, shatter-resistant side glass and an internal movement sensor. Fortunately, Volvo has included a button at the bottom of the center stack that allows you to disable the sensors in situations in which it would be undesirable to trigger the alarm — for instance, when the XC is on a ferry or when you leave your dog in the car. The HomeLink universal garage door opener is part of the Touring Package; using the owner's manual, it took us about 30 seconds to program it for an apartment complex gate opener — very simple.
Lacking the optional third-row seat or 12-inch subwoofer, we were able to take full advantage of the Cross Country's cargo bay and its 37.5 cubic feet of luggage space. The bay is lined with a reversible cargo mat — one side is carpeted, the other is rubber. Our test wagon had the Versatility Package, which includes a sturdy strut-mounted steel cargo cage to keep pets and suitcases from flying forward, as well as a vinyl cargo cover, grocery bag holder and a 12-volt outlet. We really liked the cage — it folds up and away when not in use — but felt that the other package items should have been standard (We recently tested a Subaru Impreza Outback Sport that cost half as much and came standard with a cargo cover and a rear power point). When we opened up the cargo floor to access the texturized well for grocery bags (a net and hooks are provided, too), we noticed that a full-size spare was not included, either. A first aid kit is, however.
Folding down the rear seats yields 71.5 cubic feet of cargo space and a flat-load floor, but as we found, getting to that point is a bit of a workout. First, you must ensure that the front seats are positioned far enough forward to accommodate the process. Then, fold up the rear seat bottoms, which, unlike the back cushions, have a 60/40 split. Next, fold the outboard headrests forward and lower the center headrest. Now you are ready to fold down each of the back cushions (three of them) to create a flat floor. Interestingly, the front passenger seat will also fold if you need to haul an extra long item, but because the rear seat bottoms fold upward, you cannot create a continuous flat-load surface.
There are lots of interesting places to store things in the Cross Country, but as hypothetical luxury wagon buyers, we wish Volvo would line the two-tiered center console with felt or rubber to prevent personal paraphernalia from rattling around. Also, we want a little more storage in the rear, like door bins or a center armrest container, though the dual pockets — one regular, one net — on each front seatback will be enough to placate many consumers. Additional stash areas in the front include compartmentalized door bins, small gathered pockets on the leading edge of each seat bottom, a handy pen holder on the center stack and a two-shelf lockable glovebox with slots for credit cards and pens. There was also an attachment point in the passenger footwell, and ours had a vinyl sling-type pocket attached to it — it seemed like a suitable home for a weekday-size newspaper (your Volvo dealer can sell you other attachable accessories). A ratcheting cupholder springs out from the center stack — it can accommodate drinks of all sizes, but beverages could leak onto the stereo head unit. There are two more cupholders with rubber anchors in the center console, but they're not as flexible in size. Strangely, this family wagon does not have any dedicated cupholders for rear passengers, unless you count the console-mounted trash bag holder that doubles as a soft drink bottle holster.
Certainly, the Cross Country offers an interesting package, but you really have to add several options packages to make it feel as well appointed as a luxury wagon should. Take into consideration its over-committed engine and build-quality issues, and it becomes clear that this is a vehicle for a select market — financially secure people living in cold climates (but within range of a Volvo dealership) who must have a unique vehicle packed with safety features. Everyone else should try the mainstream wagon/SUV offerings from Acura, Lexus, Subaru and VW first.
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