Volvo adds compact XC60 crossover

For 2010, Volvo has added the XC60 compact wagon to its lineup to compete with a spate of new models in the suddenly burgeoning small premium crossover segment.

As with the XC70 that came before it, this vehicle is a beefed-up station wagon that gets the “crossover” designation because it has a bit higher ground clearance (9.1 inches) than the average wagon —- and because it’s just cooler for a vehicle to be a crossover than a boring old wagon.

Oddly, though, the XC60 isn’t based on the chassis of Volvo’s compact S60 sedan, but rather on the chassis of the aforementioned XC70, which is a beefier-looking version of the V70 midsize wagon.

The XC60 is slightly smaller than the XC70 and the XC90, which is the only Volvo that seems truly like an SUV rather than just a puffed-up wagon. The XC stands for “cross country.”

The XC60 and XC70 have room for only five passengers, however, while the XC90 can be configured for seven. Another oddity is that the starting price for the XC60 is $200 more than for the 2009 XC90, which begins at $37,000. And the XC60 starts at just $50 less than the XC70. This begs the question:

Why settle for a smaller vehicle with a compact interior when larger models with more space cost about the same?

Most automakers differentiate the sizes of their similarly shaped vehicles by price. For instance, the Mercedes-Benz GLK, which competes directly with the XC60, begins at $33,900, and the next size up in the Mercedes line, the M-class, starts at $44,600.

The difference, Volvo will tell you, is that the XC60 is better equipped than the base models of its competitors and even the other Volvo crossovers.

It comes only in one model, and for the base price there are such standard amenities as all-wheel drive, a turbocharged 281-horsepower inline six-cylinder engine, a six-speed Geartronic automatic transmission with manual-shift feature and some safety features not found on any of the others.

Among them is Volvo’s new “City Safety” system, standard on and exclusive to (for now) the XC60. This system takes over control of the vehicle if the driver becomes distracted —- perhaps while “texting” —- and automatically stops the car if it is about to run into the vehicle in front.

The system will stop the car completely if it is going under 19 mph and the difference in speeds between it and the car in front (or a stationary object) is 9 mph or less. If the difference is more than 9 mph, the car will brake itself, but won’t avert a collision completely.

Volvo says that studies show 75 percent of traffic accidents occur at speeds of up to 19 mph.

This system has its limits, however. The driver who delivered the test vehicle to me set up a couple of metal barriers in front of the car and demonstrated how the XC60 would stop itself as it approached them at low speed.

But during my own test-driving, I never was able to get the car to brake on its own in situations that I thought would be good tests for it —- such as nosing into an angled parking space. The XC60 made no attempt to stop when it was about to hit the front end of the car parked in the space opposite the one I was turning in to.

Likewise, while parallel parking, it made no moves to stop on its own as it approached the car parked in front. The system doesn’t work when the car is moving below about 5 mph or when the steering wheel is being turned. With these restrictions, the system has limited value.

The XC60 has an interesting exterior design that is a departure from the standard boxy Volvo wagon look of the past, with lots of curves and angles that give it a muscular, masculine appearance. It’s kind of cool, and should appeal to younger consumers who want a bit more curb appeal than Volvo usually has been known for. But those among us who are longtime Volvo wagon owners and fans probably won’t be as impressed by this new direction in styling.

As with virtually all Volvo products, the XC60 is well-built, well-equipped, quite comfortable, chock full of safety features and fun to drive. Even with the relatively heavy curb weight of 4,100-plus pounds, the XC60 moves right along with the push of the accelerator, thanks to that turbo engine and its accompanying torque of up to 295 foot-pounds.

The automatic gearbox shifts smoothly —- and, more importantly, smartly. Its computer controller helps keep it from gear-hunting on uphill and downhill slopes, and it downshifts quickly and accurately for quick bursts of speed to accommodate passing and freeway merges.

EPA fuel-economy ratings are 16 miles per gallon city/22 highway.

Inside, the XC60 has leather seats, with front buckets that are easy on the backside even for long highway runs. The rear seat has decent room for two adults or three kids, but three adults wouldn’t want to be crammed back there for any length of time.

Among standard safety features are front seat-mounted side air bags, roof-mounted side-curtain air bags for both rows, electronic stability control with traction control, four-wheel anti-lock disc brakes with electronic brake-force distribution, and a tire-pressure monitoring system.

Options include a Technology Package ($2,700) that brings a navigation system, back-up camera and premium 650-watt Surround Sound audio system; and a Collision Avoidance Package ($1,695), which adds adaptive cruise control, lane-departure warning and collision alert with automatic braking (separate from the City Safety system and active at highway speeds).

I found the lane-departure warning a bit annoying and turned it off. Likewise for the adaptive cruise control, whose warnings as you are approaching another vehicle can be annoying as well. The nicest thing about these high-tech options is that each one can be turned off with the push of a button, which people who prefer to drive without a safety nanny probably will want to do.