Fine but not that Sharp

Before anything else, you would already want to know why Volvo Car Thailand has only started to sell the V50 estate (as well as the S40 saloon derivative) when it is actually an aging product launched more than five years ago in world markets.

According to the Thai Volvo head office, the reason for its delay is simply technical specifications. The original plan was to equip the compact family cars with a 2.4-litre petrol engine.

But as soon as the Excise Department decided to overhaul the tax regime in 2004, the V50 would have been more expensive than planned as the 30% rate applied to cars with engines of no more than 2.0-litre. Before that year, the demarcation line was 2.5-litre.

Ever since, Volvo had to hold the launch of the V50 and S40. Today, that plan has been finally realised because a 2.0-litre petrol engine and automatic gearbox is now available.

And instead of building them in the country, Volvo has decided to import the cars from Malaysia, where they are already made, via the Afta trade scheme. That explains why the V50 is priced reasonably attractive at B1.799m.

And that doesn't mean the V50 is a cost-cutter. In fact, standard equipment is quite comprehensive, particularly on the safety side highlighted by the brand's unique blind spot warning system and integrated child safety seats.

Being well specified and keenly priced together at the same time could also be due to the fact that the V50 is a relatively old product with which Volvo couldn't afford to go stingy on kit count.

But the V50 isn't really that ancient as its age might suggest. Probably, that's because the number of players in the Thai estate market is so small making it difficult to draw comparisons with the Swede.

The only other two models left on sale in Thailand are the Chevrolet Optra Estate and Subaru Legacy Wagon, as rated in last week's issue. And good for all three is the fact that none of them are direct rivals.

As the pricing indicates (see market graphic), the Legacy is a proper mid-size cargo-hauler, while the compact-sized Optra is made in Thailand. The V50 sits between the two, although it is a compact like the Chevy but with premium position and product attributes.

The V50 is quite a decent-looking estate with many traditional design cues shared with many other Volvos currently on sale. But looking too similar may not always be a good thing.

And once you think about the XC60 _ which is previewing a new design language for the brand _ the V50 starts to look bland. Fortunately, sparse competition may mean that the vehicle's appearance may not be an issue for prospective clients.

Jump inside the V50 and note the so-called floating console that's also used in the XC60, S80 and C30. Don't be confused, though. The V50 (along with the S40) was the first to pioneer that user-friendly dash; those three aforementioned models were developed after theV50/S40.

Such a feature truly simplifies the driving environment inside where you will be treated with fine ergonomics and a good level of perceived quality. But whether the interior is going to inspire visually is a different issue and that's surely due to reasons of age.

The V50 has the typical practicality levels of estates like a wide boot which can be increased by folding the rear seats flat. As a compact, the V50 has ample space for all occupants.

Packaging-wise, the V50 generally ticks the right boxes and it could already be summarised as a fine choice for those who want more versatility than what saloons Toyota Camry and its like have to offer.

However, it must be noted that sheer occupant space cannot be compared since the Camry is a genuine mid-size car that has practically the same amount of metal as the S80 executive saloon.

In order to put some sheen on the technical side of the rather basic 2.0-litre engine, Volvo has made available for the first time a twin-clutch automatic transmission developed by Getrag, called Powershift (that came later in the V50's lifecycle so as to explain the long wait for Thais).

Such a gearbox is news for Volvo, but actually the first brand to get it was Ford for its diesel-powered Focus. Other hardware that is shared with the Focus (and Mazda3) is the four-pot engine and front-drive platform, but all tweaked to suit each brand's requirements.

Whatever the distinguished software, the drivetrain disappoints the most in the V50. To put it bluntly, there isn't enough performance especially when you consider that estates are subject to load as well.

The 145hp petrol head behaves so similar to the Focus, in that torque is lacking at low to medium revs. Only true grunt comes higher up the range, although you would still find it struggling to yield power the V50 properly deserves to get.

The twin-clutch auto may add some responsiveness with its six forward gears, but it really doesn't help to a wide degree.

But what Powershift has apparently aided is fuel economy. On a round-trip from Bangkok to Khao Yai, the V50 returned 11.5-12kpl, better than in the lighter, petrol-powered, four-speed automatic Focus and 3

For those who aren't too concerned with performance will be treated with an upside of the engine: refinement. And because of the inferior oomph, the all-round disc brakes have sufficient stopping power.

Like in its mass-market brothers, the V50's chassis has been tuned on the firm side. On the move, you can feel such tautness that pays dividends in terms of grip at all kinds of speeds.

But once you veer off smooth asphalt, the firmly sprung suspension becomes lumpy over road expansion joints, concrete-paved highways and rutted surfaces. You don't hear much of it but feel it penetrating into cabin from underneath.

And coupled with rather hard seats, the ride can be a little punishing for those with sore backs. Actually, it's quite a surprise to see such cushions from a brand which has earned a reputation built largely around cushy, comforting chairs.

Handling, on the other hand, is generally tidy and substantially more convincing than in any of the Japanese cars in this price range.

But for drivers who are fussy, the steering could have been more intuitive. At times, it can feel a touch heavy at low speeds and still inaccurate when cornering with speed. The size of the steering feels quite big, too.

But if you put two of those nearest rivals into perspective, the V50 is still the most assuring estate to drive, just that it doesn't have the right motor to play with.

It feels as if the V50's chassis can easily cope with more poke. And you then start to wish why there isn't a blower strapped to the four-out unit, or even a turbo-diesel that makes true sense in an estate (hey, the Focus has one).

Which, in the end, makes the V50 a flawed family-mover.

But if you have already made up your mind that performance and sparkling driving manners aren't an issue, the V50's quite a complete choice that comes with a reasonable pricetag.

And in this price range, there isn't anything else to choose from if it's an estate you're after.

Of course, you may argue that there are compact sport-utility vehicles like the Honda CR-V and Chevrolet Captiva that have the practicality of an estate, all-wheel-drive for driving security and

prices within the B1.5m bracket.

On the other hand, estate traditionalists say SUVs are unnecessary because off-roading is hardly on buyers' mind, the comparitively heavier bulk and 4x4 running gear worsen fuel consumptionand their higher bodies means more inferior driving dynamics.

Perhaps, that's why estates are generally disappearing from the Thai market where fashion still tends to reign in cars other than saloons. But logically speaking, an estate like the V50 still makes a lot of sense.

Relate Search: Volvo V50, Volvo S40