Automotive Reviews
Five Doors
2001 Volvo V70 XC
01065 days
Only one thing can save us from complete domination by hordes of sport-utility vehicles: a four-wheel drive station wagon can do all of the same things asked of by the average suburban SUV, but in a more efficient, better handling, less expensive package.
Enter the Volvo V70 Cross Country. Tough SUV looks, a raised suspension, off-road sensibility and capability enough to tackle anything that Ted the poser will want to do with his Mountaineer, surely? But what’s this? The Cross Country gets seventeen miles per gallon, and only costs, er, a little over forty thousand dollars…
We have met the enemy, and he is us!
The Volvo V70 started its SUV transformation in 1997, with the V70 XC. It was a V70 with SUV-like styling cues, all-wheel drive, and a mildly raised suspension–a Subaru Outback for the country club crowd. For 2001 the Cross Country takes that concept a few steps farther from its roadgoing stablemates, with an even more aggressive face and a more radical suspension lift. Following the success of Subaru’s Outback, Volvo decided to turn the Cross Country concept up a notch or two.
It’s hard to ignore the Cross Country’s assault-Volvo looks. A matte-colored nose cap, big, exclusive wheels, bold side cladding and a shiny metal skidplate under the front bumper distinguish it from lesser V70s. It’s a tall car, splitting the difference between SUVs and regular cars, but it doesn’t show unless the V70 is parked next to another car. The front fenders have been widened to make room for six-spoke aluminum wheels clad in aggressive Pirelli Scorpion tires that just beg for a mudhole or pile of snow to claw through. Aft of all that, the Cross Country is all retro-modern Volvo styling. Familiar design cues like the diagonally split grille, vee’d hood, beltline “shoulder” and top-to-bottom taillights leave no doubt that this is a Volvo.
Inside, the most obvious difference from other Volvo wagons is the addition of a large silver grab handle in the center console. We’re not sure which direction the car would have to be going in to urge passengers to seize it for support, and maybe we don’t want to know. Otherwise, being a Volvo inside isn’t at all a bad thing. Like the on-road V70, the Cross Country’s list of “surprise and delight” features is a mile long: a picnic table for the tailgate, an optional 10-CD changer and 150-watt subwoofer, a 40/20/40 split rear seat, an optional shopping bag holder for the cargo area, pen, water bottle, and credit card holders, rear air conditioning vents mounted at face-height, two different kinds of optional cargo cages, two different kinds of optional child seats, and so on, and so on. Volvo’s equally comprehensive set of safety features is also present.
When the going gets rough, the Cross Country is up to the challenge. One reason many suburban buyers have turned to SUVs is for the confidence that they offer, and the Volvo has that in spades. Its eagerness borders on overconfidence, actually; it’s easy to forget that this is a light-duty offroader at best. It may feel like it can climb a rocky mountain or ford a two-foot deep stream, but we don’t recommend trying that; 7.6″ of ground clearance may be more than a Ford Explorer’s and comparable to that of a Mercedes M-Class, but it’s not much when there isn’t a road. The Cross Country owes its high-stepping ride to those tall tires and longer struts. The wheelbase has also been lengthened slightly over that of the standard V70.
Much of the confidence is thanks to all wheel drive system, which has not changed much since the first Cross Country. Power can be distributed to the front or rear, depending on where it’s needed. Although the tall tires make handling somewhat sloppier than the standard V70′s, the Cross Country’s handling is worlds better than that of most SUVs. It doesn’t want for traction on nasty roads, either, thanks to the TRACS limited-slip system at all four wheels.
On the road or off, Volvo’s updated turbocharged 2.4 liter five-cylinder engine shines. The Cross Country makes good use of its 197 horsepower, and continuously variable valve timing is used to optimize fuel economy and smoothness. The light-pressure turbo keeps lag to a minimum, squeezing a burst of power when it’s needed. It’s at home and comfortable on the freeway or in town.
Now for the inevitable downside. All of that amazing mechanical and comfort equipment makes the Cross Country capable of filling the same role that a Lexus RX300 or a Mercury Mountaineer might. It also shows in the bottom line; the Cross Country starts at $34,900. Our test vehicle, equipped with a leather interior, a navigation system (with a nifty display that rises out of the dash), special thief-resistant laminated glass, heated seats and a third-row rear seat, hit the road at $43,480. That’s enough to buy two Honda CR-Vs. Ouch. All of that rugged equipment adds weight, as well. The 3699-lb Cross Country can only manage 17/22 mileage, which isn’t much better than the average V8-equipped sport-ute.
Don’t get us wrong. The Volvo V70 Cross Country is a wonderful, versatile vehicle, and an excellent alternative to a sport-ute. Just don’t imagine that it’s immune to all of a light-duty luxury SUV’s bad habits. It may have started out as an alternative, but for all intents and purposes, it’s become one of them. No, you won’t see one on the Rubicon Trail anytime soon, but the same can be said for the Lexus RX300, Mercury Mountaineer, Acura MD-X, BMW X5…need we go on?
Specifications:
All specs are for the 2001 Volvo Cross Country, which we tested.
Length: 186.3 in.
Width: 73.2 in.
Height: 61.5 in.
Wheelbase: 108.8 in.
Curb weight: 3699 lb.
Cargo space: 37.5 cu ft (seats up); 71.5 cu ft (seats folded)
Base price: $34,900
Price as tested: $43,480
Engine: 2.4 liter, DOHC turbocharged inline five-cylinder
Drivetrain: five-speed automatic, all-wheel drive
Horsepower: 197 @ 6000 rpm
Torque: 210 @ 2000-5000 rpm
Fuel capacity: 18.5 gal.
Est. mileage: 17/22
6/2009 update: The V70 XC is still desirable, and still somewhat expensive.
2000 Lexus LX470
01065 days
So, you’ve made your fifth or sixth million, and you love your LS400, but wish Lexus built an all-wheel-drive station wagon? An urban assault vehicle to scramble up to the ski resort in, but still flash that all-important circle L to the wannabees? Well, hold on to your IPO, my friend, the answer to your prayers is here. The 2000 Lexus LX470 is just dying to help shout your status to everyone around you.
It’s based directly on the Toyota Land Cruiser, but by all means, don’t hold that against it. The Land Cruiser is a legendary off-road toughie. The hard-core off-roaders swear by their Land Cruisers, old and new. And just how much time to you think the average LX470 is going to spend in the mud? Right. That’s why Lexus stuffed this truck full of technology to make it unique.
There’s only so much that trim can do, so the LX470 shares a rounded, upright and muscular shape with the Land Cruiser whose body it shares. Big circle-L badges front and rear, a spoiler up front, running boards down each side, and a different taillight treatment do what they can to set it apart. The LX470 is deceptively large. It’s hard to realize exactly how big it is until it’s parked next to something else for scale; only then is it obvious that the hood is level with the roof of the average car.
The interior is swaddled in leather, of course. Lexus’ signature electroluminescent gauges (which, for the record, is given the Fifties-flashback name of “Optitron”) replace the Land Cruiser’s conventional instrument panel. Big, comfortable seating for four fills a big, comfortable interior that would be more luxurious if it wasn’t still Land Cruiser-shaped, but doesn’t disappoint nonetheless. It’s arguably more comfortable than a Range Rover. Two passengers who will most certainly not be comfortable can also be stowed in the folding jumpseats in the LX70′s cargo area. It’s thoughtful–there’s even an inside handle on the tailgate so they can let themselves out–but we advise using the doll-sized seats only for interns and junior partners who are too busy brownnosing to complain.
Thanks to a 32-valve, 4.7 liter V8, the LX470 feels substantial, but not clumsy or slow. 230 horsepower helps the 5,401-pound truck move with confidence. Range Rovers and Hummers will be left for dead, if you decide to drag-race one. It’s a civilized romp up to speed too; full time four wheel drive and a silky four-speed automatic transmission put the power down with no drama. The downside is, of course, mileage. Fuel economy, if you can call it that, is a miserable 13/16, and the LX470 is a premium-only vehicle. Filling that 25.4-gallon tank can get expensive–although, to its credit, the LX470 does meet Low Emissions Vehicle (LEV) requirements.
The LX470 excels on the freeway; it’s Lexus-quiet, fast, and nimble. It’s a strange thing to hear about a sport-utility, but it’s true. While it won’t match a big luxury sedan move for move, the LX470 displays almost none of the top-heaviness or wallow of the typical SUV. The secret is yet another acronym, representing Lexus’ Adaptive Variable Suspension (AVS). AVS uses a quick processor and semi-active shock absorbers to constantly stiffen and soften the shocks, depending on road conditions. The suspension tightens up in high-speed corners, and gets nice and squishy on washboard roads. It works well. Compared to the Land Cruiser, the LX470′s off-road prowess has suffered slightly, however. Those running boards are very vulnerable to hills and mud. We had to raise the adjustable suspension to its highest level to climb over some hills that “lesser,” lower-tech SUVs like the Nissan Xterra and Mitsubishi Montero Sport scrambled over without a second thought. To be honest though, we doubt that many LX470s will find themselves rubbing elbows with Xterras and Jeep Cherokees on the trails.
For 2000, Lexus has added Vehicle Skid Control (VSC) with Brake Assist and a traction control system (TRAC) to the LX470. The VSC detects wheel slippage in any conditions, and uses the brakes to keep the truck going in the direction it’s pointed. The Brake Assist system is available in other Toyota and Lexus vehicles, and gives an extra boost to the brakes during emergency applications. It may seem redundant to have VSC and traction control, but TRAC goes beyond the brake applications of VSC, using the throttle as well. The result is similar to the effect that a limited-slip differential would provide. TRAC and VSC also work together to make the LX470 easy to control when the going gets slick, which will be much appreciated on many a snowy ski lodge slope.
The equipment level rivals that of the LX470′s partners on the Lexus showroom floor, of course. Drivers raised on LS400s will expect the standard six-disc in-dash CD changer, power moonroof, heated mirrors, dual front and rear climate control, first aid and tool kits, leather and walnut trim, and 300-watt sound system. The only options are a stylish wood/leather steering wheel and an even louder Nakamichi sound system. Our test vehicle also sported a dealer-installed trailer hitch and roof rack. It stickered for $63,282, which is, for the record, almost $8000 less than the Range Rover we drove a month earlier.
The happiest LX470s will see duty hauling very clean hunting dogs for shooters at very exclusive clubs, or running up mountains to ski resorts that would thwart even the bravest Mercedes S-Class or Lexus LS400. Unfortunately, most LX470s will end up tootling around upscale suburbs, impressing the Joneses and never seeing so much as a mud puddle, but that’s not the truck’s fault.
Specifications:
All specs are for the 2000 Lexus LX470, which we tested.
Length: 192.5 inches
Width: 76.4 inches
Height: 72.8 inches
Wheelbase: 112.2 inches
Curb weight: 5401 lb.
Cargo space: 90.4 cu.ft (all seats folded), 39.2 cu.ft. (second seat up, third seat folded), 19.1 (all seats up)
Base price: $60,105
Price as tested: $63,282
Engine: 4.7 liter DOHC 32-valve V*
Drivetrain: four-speed automatic, full-time four wheel drive
Horsepower: 230 @ 4800
Torque: 320 @ 3400
Towing capacity: 6500 lb.
Fuel capacity: 25.4 gallons
Est. mileage: 13/16
6/2009 update: Though a little more rarefied, the LX470 hasn’t yet fallen out of favor. It’s a Lexus, so they’ll always be a little spendy, though in the face of later-generation versions, this model is looking its age. The shiny plastic cladding never helped.
2000 Mazda MPV ES
01065 days
Mazda’s once-forgettable MPV minvan has undergone a total makeover that transforms it from an afterthought in the lineup to a standout in its class.
Is this exciting to anyone other than suburban parents with large families? Well, it ought to be. For the most part, minivans aren’t the stars of the automotive world. They’re not even the supporting actors. At a glance, there’s not much difference from one minivan to the next; no flashy styling trends, no high-performance sport packages. Minivans are all about hauling people and things, and that’s about it. Not very interesting. That, plus the fact that they’re hard to see around, is the reason that people who don’t need them hate them so much. But there’s more to minivans than visibility-blocking rear ends and cupholders. It just requires a closer look. It’s under this microscope that the new Mazda MPV’s merits surface.
As with sport-utility vehicles, minivans are beginning to diversify into “small” and “large” varieties, each with different missions in life. The 2000 Mazda MPV fits into the former category. Unlike SUVs, thereís no great disparity in size between the small and large minivansójust a difference in purpose. The MPV, and other small minivans like the Mercury Villager, put a greater emphasis on driveability, appealing to consumers who might shy away from the minivan’s soccer-mom image. The trade-off of the smaller size, is, of course, fractionally less people- and stuff-hauling ability than larger minis like the Pontiac Montana. The smaller vans make up for the loss in cargo space by feeling considerably less ponderous in traffic, and provide a more car-like ride. There’s less lean and wallow when the road gets curvy.
The MPV has a rounded look, reminiscent of the egg-shaped Toyota Previa, with a good helping of Mazda 626 stirred in. A strong, prominent chrome and black grille leads the way, sharply vee’d as is Mazda’s style, and the hood has a deep character line to match. A black crosshatched grille below the bumper looks best on bright red vans, like our test vehicle. The fenders are flared, like those of Mazda’s ProtÈgÈ, contributing to the family resemblance. Once the nose has ended, however, the MPV is rather featureless. There’s only so much car designers have dared to do with the basic van shape. In keeping with current automotive fashion, the rails for the dual sliding doors are hidden in the rear window frames. The rear end and rear quarter panels tuck inward toward the tailgate in an odd, egg-like fashion. From the rear, the MPV’s pretty generic. Our test vehicle featured the 16″ wheels that are standard on the ES model, which spruced up the side aspect slightly.
Inside, the MPV has a bit more personality than the average minivan. The sporty steering wheel greets the driver with perforated leather and a big, brushed aluminum “M.” The optional leather interior looks good, especially with the wood on the dash. The three round major gauges are ringed with bright brushed aluminum. It’s a sporty, modern look, and very much in keeping with Mazda’s family appearance. Nice interior touches include water bottle-sized cupholders in the rear doors, and rear windows that roll down (most vans have fixed rear windows, or simple vents). A large sunroof gives the MPV an airy feeling inside. There are no fewer than five grab handles scattered throughout the interior, including one for the driver. Side airbags are optional for front-seat passengers. Unfortunately, like many other minivans, the MPV’s light gray carpet shows stains; our low-mileage test car already sported a few coffee stains. The single slot CD changer takes some getting used to, a task not helped by the column-mounted shifter, which partially blocks it from view. Climbing from front to rear is easy, and the comfortable front seats make it a decent place to be while running a day’s worth of errands. For tailgate parties, the rear bench seat flips over backwards to create a rear-facing couch.. The flopper seat’s only downside is that its moveable, folding frame leaves the bottom cushion rather close to the floor. That makes for an uncomfortable ride for any adult unlucky enough to have to spend much time back there.
Being a smaller, sportier van doesn’t mean the MPV lacks utility, of course. It’s still a van, after all. Configuring the interior for cargo is easy, thanks to a rear back seat that flips into a well in the floor, a unit Mazda calls the “Tumble-Under” seat. This innovation was pioneered by the Honda Odyssey, and it’s surprising that more minivans haven’t copied it. When the seat is up, the lowered floor adds room for taller objects. The disappearing seat leaves a flat load space. Additionally, The “Side-by-Slide” center bucket seats can be pushed together to form a bench seat, or removed entirely. Removing them brings the MPV’s maximum cargo capacity to 127 cubic feet with the middle row of seats removed. Compared to larger minivans–147.7 cubic feet in the Dodge Caravan, and 170.4 cubic feet for the big-mini GMC Safari–that doesn’t seem like much, but it’s competitive with the Mercury Villager’s 135.6 cubic feet.
Compared to other minis, the MPV is a van that can play. Here’s where the smaller feeling pays off. The MPV is easy to maneuver in and out of traffic. Independent MacPherson struts up front, and an unusually rigid suspension at the rear, give the Mazda a tight, responsive feeling that’s lacking in many other small vans. The MPV retains a solid, planted-to-the road feel whether it’s laden or not. It never feels like a giant, overweight box, which can be a huge boost to the driver’s confidence while fighting rush hour traffic or backing into a tight parking spot. The 2.5-liter, 170-hp V6 moves the MPV adequately, aggressively if necessary, but the four-speed automatic transmission can be a little indecisive when it comes to choosing a gear. The MPV will cruise effortlessly at freeway speeds. For the most part, the workings of the drivetrain are transparent, which is a good thing to the average minivan owner.
Braking duties are taken care of by disc brakes in the front, and drums in the rear. It’s a standard minivan setup. Owing in part to its small size, the MPV stops confidently. Four-wheel ABS is optional. An interesting feature is an electronic brake force distribution system that senses road conditions and the load in the rear, and modifies rear braking power to compensate for heavy loads.
The MPV is available in three trim levels: DX, LX and ES, in order of ascending price. In addition, the GFX appearance package adds fog lights, spoilers front and rear, and body cladding. The 4-Seasons package includes a rear heater, heavy-duty battery, larger radiator, oil cooler, and other options geared toward extreme towing and cold-weather duty. Our test vehicle was an MPV ES, and it came with the optional in-dash CD changer and a moonroof. It stickered for $27,330. MPVs start at $19,995 for a DX. Pricing on the ES starts at 25,550, and includes a leather interior, 16″ wheels, and ABS. To protect that investment, Mazda offers a three-year, 50,000-mile whole-vehicle warranty, as well as a five-year, unlimited mileage corrosion warranty.
Specifications:
All specs are for the 2000 Mazda MPV ES, which we tested.
Length: 187 inches
Width: 72.1 inches
Height: 68.7 inches
Wheelbase: 111.8 inches
Curb weight: 3657 lbs.
Cargo space: 17.2 cubic feet (behind rear seat)
54.6 cubic feet (rear seat folded)
127.0 cubic feet (rear seat folded, center seats removed)
Base price: $25,550
Price as tested: $27,330
Engine: 2.5 liter DOHC 24-valve V6
Drivetrain: front-wheel drive, 4-speed automatic transmission with overdrive
Horsepower: 170 hp.
Torque: 165 ft/lb @ 4250 rpm
Fuel capacity: 18.5 gallons
Est. mileage: 18/23
6/2009 update: The MPV remained one of the most charming minvans out there, and its decently fun-to-drive road feel made up for what it gave up in cargo space to the bigger guys.