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From YourSITE.com Reviews & Road Tests The sport-utility craze over the last several years seems as if it may be seeing the beginnings of a slowdown. Like many dot-com companies who'd burnt through all their cash only to wake up in the real world, potential SUV owners have begun to see the light, or at least the lightness of their wallet after a visit to the neighborhood gas station. Is it no surprise then that carmakers wanting to capitalize on the SUV chic are beginning to focus on this new hybrid class of crossover utility vehicle or CUV as it is now being called.
Audi allroad quattro "allroad" is new nomenclature for Audi. Like "quattro", Audi doesn't capitalize "allroad" in marketing materials. This name adorns a car based on their existing A6 Avant though with a significant addition of equipment that differentiates it from its siblings. Like all other offerings in this class, the allroad looks the part with bold charcoal fender flares and bumper moldings This unpainted compound material is much less prone to scratching by branches and brush making it quite functional as well. Brushed aluminum lower door accents and roof rails are purely for show, but look excellent and show off the car's up-market strategy. Our allroad came with new 17-inch 5-spoke wheels that make use of a new twin-spoke design. While very handsome, these wheels proved difficult to clean properly and appeared as if the gaps between the twin spokes might play as a catch for ice and snow when driving in foul weather. It's important to note though that we did not have the allroad in this sort of weather to verify this assumption. These unique new alloys are shod with 225 55 17 tires that are made specifically for the allroad with the intention of having both on and off-road prowess. Under the hood of the allroad is Audi's formidable 2.7T biturbo V6. This engine, also found in the Audi S4, boasts 250-horsepower at 5800rpm and 258lbs. of torque at a low 1850 rpm. This engine sports 5-valves per cylinder (three inlet valves and two sodium cooled exhaust valves), variable valve timing and variable intake manifold that all combine to bestow it with such a flexible torque curve. In Europe a TDI diesel version of the allroad is also offered, though this variation has not made it to North America due to our lower quality diesel fuel and corporate emissions standards. Though Audi does offer many engines in the A6, from 4-cylinders up to the 4.2-liter V8, these engines have not yet made it into the allroad as the hybrid's market potential is still being gauged. The allroad came to market originally with Audi's 5-speed Tiptronic automatic transmission, though the 6-speed manual similar to the one found in the A6 2.7T is planned for later this year. Models equipped with the Tiptronic transmission also come with transmission upshift/downshift buttons mounted F1-style on the steering wheel that proved effective in spirited driving. Power is transferred to the ground via Audi's venerable quattro system. This all-wheel-drive system started it all, and in its current state makes use of a Torsen self-locking center differential between the front and rear axles that allows for diversion of up to two-thirds of the engine's power to be diverted to the front or the back. Current versions of quattro also make use of an electronic differential lock (EDL) that allows the Audi to maintain forward momentum even with only a single tire having sufficient grip.
With frontward and rearward progression covered by the quattro system, Audi chose to cover side-to-side control through the use of ESP (Bosch's Electronic Stability Program). This system uses data from the ABS, EDL and traction control (ASR) systems to assess the allroad's dynamic stability and takes action automatically if the vehicle threatens to slide from the intended line. The system counteracts oversteer by applying the outer front-wheel brake to the degree necessary and in the case of understeer, the inner rear wheel brake is applied. A dash-mounted button allows the driver to disengage the ESP system for more spirited driving. Perhaps the most significant component of the allroad is its new dashboard-adjustable suspension system. This electronically controlled system makes use of an air bladder to raise and lower the car for variable ground clearance. Key components of the system include an air compressor unit and the electronic control system, both of which are installed at the rear of the allroad. The pneumatic suspension, unlike anything else on the market, has four distinct ride heights. Level 1 is set for highway and spirited driving with a clearance of 5.6-inches (142mm). Level 2, designed for urban driving, is set to 6.6-inches (167mm) and Level 3, at 7.6-inches (192mm), is for moderate off-road driving. The highest setting, at 8.2-inches (208mm) is for the most serious off-road applications, matching full-on sport-utes like the Land Rover Discovery and beating the BMW X5. Audi remains unofficial king of interiors. High-quality aluminum trim and wood adorn the dashboard and side panels. Plush two-tone leather adorns the seats, differentiating it from the typical A6 Avant. Audi's red and white dashboard backlighting is much easier on the eyes than its previous all-red setup and quite likeable indeed. The allroad offers plenty of gadgetry as well including a backlit compass in the auto-dimming rearview mirror, heated steering wheel and heated seating for four passengers with different levels of heat to both the back and the gluteus maximus. All switches and surface areas within the allroad exude quality and this is where Audi sets itself apart from almost all of its competitors. Our Atlas Gray allroad weighed in at a healthy $41,900 for the base car. This particular car included several options including Tiptronic automatic transmission ($1000), Glass Sunroof ($1000), 17" 5-spoke wheels ($950), Premium Package ($900), Convenience Package ($800) and BOSE premium sounds system ($750). The Premium Package included technical wizardry such as Xenon headlights, auto-dimming interior and exterior mirrors, electric folding exterior mirrors, and memory seat and exterior mirror settings, while the Convenience Package contained heated front and rear seats, Homelink remote transmitter and heated multifunction steering wheel. With all of these options that come on almost every allroad found on the market, the allroad came to sticker price of $47,500 including destination charge.
Volvo V70 XC XC is short hand for Cross Country. Several years ago Volvo saw the success of the Subaru Outback and used its upmarket image and its affiliation with stationwagons to create a sport utility wagon for the better half. Adding an all-wheel-drive system and a slight raise in suspension, the V70 became a more serious all-weather car, if not a serious off-roader. With the introduction of the second generation V70 last year Volvo chose a harder tact for the XC. Trim levels were changed even more from the standard V70 models and ground clearance was also raised. Outside, the XC has followed an evolutionary path from its predecessor. An unpainted ground effects package also helps keep brush on more closed pathways from scratching the lower areas of the car while providing a more rugged look. These body pieces are molded in plastic, in a complimentary color to the painted steel fenders. An egg crate style grill and larger rearview mirrors are other key differentials that distinguish this car from its other siblings. Our Ash Gold Metallic test car's ground effects were colored in a complimentary dark brown that was almost black. This contrast distinguished our test car quite plainly from the lesser V70 class and looked a bit more SUV-ish than its German competitor. At the road, Volvo has chosen a much more conservative approach and more geared towards the SUV set, mounting attractive 16-inch 6-spoke wheels with the "XC" logo stamped on one spoke. These alloys come shod with 215/65/HR 16 Pirelli Scorpions that carry an M&S rating in addition to being speed rating of 130 mph. Like the Audi, the V70 XC makes use of a turbocharger to bolster power coming from its 20-valve 5-cylinder engine. The turbo setup used by Volvo for the XC is their low-pressure unit putting out 197-horsepower at 6000 rpm and 210 lb. ft at 1800 rpm. Though not as high power as the allroad's biturbo V6, the low-pressure turbo system moves the Volvo around with relative ease despite the greater perceived size of the XC versus the allroad.
There is no manual transmission offered for the XC though Volvo's 5-speed Geartronic automatic transmission matches the cars personality quite well. This automatic works very similarly to Audi's Tiptronic system. Codeveloped with GM prior to the Ford buyout of Volvo, this transmission also moves to a manual-shifting mode to the side of the normal gear changer position. Like Tiptronic, frontward and rearward movements control upshifts and downshifts and let the driver choose when to change gears. Volvo's all-wheel-drive system has no set name. It is simply referred to as all-wheel-drive. Like the name, Volvo wanted a simple reliable solution for their all-wheel-drive needs. To achieve this, they employed a system based on a Viscous Coupling, much like Porsche's current system found in the Carrera 4. A viscous coupling is filled with silicone oil and a large number of discs to allow a certain amount of play between the front and rear drivetrains to allow for the constant shifting of the body while accelerating and decelerating. Every other disc is attached to the shaft running to the front wheels and each corresponding disc is connected to the shaft that goes to the rear. On a regular surface, the XC is a front-wheel-drive car, unlike the allroad, which has an all-wheel-drive system that is always in use. When the XC's front wheels slip, the discs spin, creating friction, which causes the oil to become more viscous and pressure increases. As this happens, the coupling engages and the rear wheels are driven. While not as quick to react as quattro, the Viscous Coupling system allows for better gas mileage since the car runs as a front-wheel-drive on regular surfaces and there is thus less friction to cause more drag on the system. Though Volvo does offer their own version of ESP, called the Dynamic Stability Traction Control, on some V70 models, it is not available for XC models. While it doesn't have settings, the XC's suspension is capable. It is surprisingly controllable given its clearance of 8.2-inches, identical to the highest setting on the allroad. Once behind the wheel, this does not feel like a car with 8.2-inches of ground clearance and is actually quite agile despite its tremendous height from the ground. Inside, the XC is quite different from standard V70 models. The car's leather seating has a finish much akin to a leather flight jacket and features stitching that seems to be baseball glove inspired; much like Volvo's earlier 700 series cars that featured thick, durable leather seating surfaces. Front seats are heated, and while one can control whether it heats both the back and the seat or just the seat, one cannot control the level in which it heats. Handsome muted silver finish adorns the door pulls and a handle mounted on the center console that is unique to the XC. Another XC-only feature is an odd matte black trim that appears to be lightly sprayed with some sort of dark metallic finish. This is perhaps the weakest part of an otherwise handsome interior. Though not on the level of the Audi, the XC's interior is very good and only really differs in its use of trim that is not of the same caliber as the Audi in this regard. Volvo has almost taken the approach of a wash-out interior that would in the long term hold up well in daily usage for the inevitable coffee spills, dirty shoes and other mishaps. The interior is geared more towards the theme of utility rather than outright luxury.
One of the coolest features of the XC is its optional Navigational system. This $2500 system includes a color monitor that rises via motor out of the center of the dashboard. To the casual passenger, the effect is James Bond-like as it emerges silently from the dash and lights up like a Christmas tree . Better yet, the system works quite well. It's fairly easy to use and also accurate. Though our Audi was not equipped a navigational system, we have used Audi's system before, and while very capable it does lack the color map view screen and multi-function direction finder which is really quite a useful component. The only downside to the system is that the controls to are located on the back of the steering wheel, making them impossible to find if you don't already know where they are. However, once familiar with how it works, it soon becomes second nature. When it came to pricing the XC, with much less content, is much more affordable at a base price of $34,900. Our test car came with its own portfolio of optional equipment including metallic paint ($400), leather faced seating surfaces ($1,300), leather steering wheel ($200), trip computer ($250), cargo security cover ($225), Volvo Navigational System ($2500), 4-CD in-dash premium sound system ($1000), first aid kit ($30), auto-dimming mirror ($100), security laminated window ($300), grocery bag holder ($65), Homelink ($125), crossbars for rails ($135), steel load protection net ($275), and XC Cold Weather Package ($575). The Cold Weather Package includes heated front seats and headlamp wipers/washers. With the long list of optional equipment, the XC comes to $42,955, which is about $5000 below the allroad when all options are tallied.
On-Road With the XC having a ride height identical to the Land Rover Discovery and greater than a BMW X5, it was fully expected to give a wallowy ride, rendering it not very fun to drive on a twisty road. Quite frankly, this taller suspension was surprisingly agile and didn't leave the driver wanting for better control and stability, as most sport utilities tend to do. We attribute much of this to the torsional rigidity of the car's frame and lower center of gravity than other SUVs, though it is clear Volvo spent much time honing the suspension for on-road prowess despite the tall stance. No matter how good the Volvo is, the allroad's capability of lowering the center of gravity to practically below a road-going A6 Avant gave it the upper hand on the road. In its lowest setting, the allroad's adjustable suspension is clearly more tossable than the Volvo, and almost sportscar-like. While the XC is not bad, the allroad at lowest setting is exceptional. Someone yearning for both a sport utility and a sportscar can find both, albeit a softcore version, in the Audi allroad. Both Tiptronic and Geartronic transmissions performed well. It's nice to see these enthusiast-inspired automatics coming to market as standard equipment on almost all cars in the luxury segment. For the enthusiast, it's the next best thing to a manual, and it offers a degree of safety when driving in snow and foul conditions. Under hard turning, like one might find in truly spirited driving, both the Audi and the Volvo shifters would be knocked out of the manual shift gate as the driver's body shifted left, or the shifter would be knocked into the manual gate by a knee under hard left turning. Some sort of release between the two modes on both cars would be a welcome addition. If on-road handling is the biggest difference between the cars, acceleration is probably the second largest. With a fifty horsepower expanse between the two, the advantage is clearly Audi's. Were the new 3.0-liter V6 from Audi to find its way into the allroad, or Volvo's silky biturbo V6 from the S80 to go into the XC, the acceleration comparison would be a lot more close. Acceleration was better than average for both cars, but the allroad was the clear winner. Both cars were smooth, and this smoothness caused the Audi to be deceptively fast, surprising the driver on several occasions that such high speeds had been reached with such composure. Many other motorists we encountered seemed not to expect such acceleration from a stationwagon and few if any sport utilities would be able to keep pace with the Audi, even in a straight line. One problem we did find with the Audi's acceleration was starting from a stop. The allroad lurched somewhat roughly, taking a little time to get used to the touchy pedal. While a nice feature in a stoplight race, this problem is not really befitting this type of car and is probably a matter of adjustment for the drive by wire system. Gas mileage for the two cars was very close, with a slight advantage going to Volvo. The XC is rated at 17mpg city and 22mpg highway. The allroad slots in just below with 15mpg city and 21mpg highway. Though the Audi could hunker down for better aerodynamics than the XC, the allroad's larger engine seemed thirstier and the all-time all-wheel-drive nature of quattro most likely had some effect.
Off-Road While most of these cars will realistically see little more than an unpaved driveway, both obviously flaunt their supposed off-road prowess to the inner Indiana Jones in all of us. So, we chose to let Volvo and Audi put their money where their mouth is and immerse the cars into an environment that would test just how serious these cars were in their ability to tackle tough terrain. Volvo's new ownership by Ford gave us a unique opportunity we couldn't pass up. We made a call down to Land Rover's corporate headquarters in Largo, Maryland to beg the use of their off-road test track. In Largo, Land Rover had built this model off-road test course that many Land Rover dealerships have mimicked in an effort to teach new owners just how capable their British sport-utilities are. With sights like the Washington, DC Beltway in the background, the course is hardly the Rubicon Trail or Moab, but for those of us located in the Nation's Capitol, it's the most convenient and most technical off-road course around. With comments like "be careful" and "I'm not too sure about this" coming from both Volvo and Audi, conservative testing of the cars was definitely in our heads as we arrived at Land Rover North America in Largo. The folks at Land Rover were also concerned about potential problems we might have with these hybrids on such a hardcore test course. However, they were able to verify that their new Freelander offering was able to traverse the course, and a quick look at the clearances of some pre-production Freelanders eased our concern to some degree. Mark Schirmer from Land Rover was kind enough to first give us a once-through in his company car. His Range Rover handled the course with much ease, making it look deceptively easy. We obviously had our work cut out for us at this point. The moment of truth came shortly after our test ride as the automatic gates to the course swung open and the two hybrids slowly creeped over the rough rock entrance. With all concerns for scraping waved aside, both cars descended effortlessly into the course and over surprisingly large crevices. Halfway down the course, a small bridge that was far from flush with the road took a concerted effort to cross. The long wheelbase, entrance angles and departure angles of the two cars were a major concern being decidedly different than the Range Rover that we had just waltzed through the course in . Even though the overhangs of the cars cleared, we weren't completely positive that the two hybrids would not rub the bridge inside the front and rear wheels. Surprisingly, they just barely cleared, as with most of the course. Perhaps this was a coincidence, but with identical clearance to the Discovery, we think it may have been a bit more than that. The allroad's touchy throttle due to the drive by wire characteristics hampered it in this environment to a great degree. While a minor nuisance on the road, this was particularly annoying while trying to give just enough gas so as to climb a particular barrier and not go crashing down the other side. The XC was much more polished in this regard perhaps due to the more conservative nature of the tuning of this engine and drivetrain combination. This would be of major consideration to someone towing personal watercraft or other boats and having a need to extract a boat off of a seaweed and water-soaked ramp.
Though both cars performed flawlessly, the advantage off-road seemed to go to the XC. The allroad's 17-inch wheels didn't seem very well suited for climbing jagged rocks, and there was concern that the low profile tires would either puncture or allow a wheel to become bent. Neither happened of course, but this did hamper our speed across the course and require us to tread much more carefully. The obvious response to full off-roading in either of these vehicles or any of a number of SUV's is to consider the trail very carefully before plunging headlong into a rocky road that would do some very expensive damage to the vehicle. Summary In conclusion the jury is clearly divided on this particular subject of which car pulls the clear lead in overall usability. Despite the fact that they occupy the same niche, the two cars take compelling and opposing directions as it relates to the various duties of car vs. SUV. The Audi allroad is clearly the choice for the enthusiast who is looking at the aspect of overall handling and acceleration. Audi's racing heritage clearly shines through in this regard. The Audi will also be sold in much fewer numbers. Combined with its higher price, higher content and higher interior quality, the allroad will definitely be the more exclusive ride for taking the dogs to the hunt club or the boss to a power lunch. The Volvo XC takes a more conservative approach to the SUV alternative and is ideal for someone who wants a greater amount of cargo space. In addition, the XC is a little more reassuring in off-road applications, due in large part to its more suitable off-road wheel and tire sizing. This does however beg the question of mission the average SUV owner might take with their vehicle since most will never see the level of off-roading action that we subjected these two cars to. In a world of many choices these two vehicles are great, well-handling, very usable alternatives to the traditional SUV. They also prove that hybrids, particularly car-based hybrids, can be just as capable as many "real" SUVs on the market.
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