This post got way too long. So I put the questions up top in hopes of getting some responses to questions rather than just putting people to sleep. Thank you for your thoughts and read on down below if you want to hear my thoughts on this P2 V70.
-Will

Questions:
-- Are the Buick-esque suspension dynamics normal?
I believe much of the suspension is original and therefore at 200K miles is getting due for replacement. But lacking any clunks, creaks or rough ride I hesitate to pour money into replacing parts that don’t need replaced. I also don’t want to turn it into a rough riding beast by dropping big bucks into Bilstein HDs. For the first time I find myself considering IPD sways to tighten things up. Thoughts and opinions welcomed.

-- This car has 16 inch wheels. Is my extra set of 15” 850 “Cetus” wheels going to fit this car? (I know, I should just get out there and try it.)

-- Will this car hate regular (87 octane) gas?
In the past I’ve just left it up to the computer/knock sensor to deal with it but this is my first turbo car.

-- Should I consider anything more than switching to synthetic to clean up the engine?
I don’t think this car has been babied when it comes to oil changes. Records from the Volvo garage indicate “synthetic blend”, the local indie garage doesn’t specify. I suspect (hope) it went to a jiffy lube type place in between the bigger services. The engine looks dirty. The cam lobes on my 203K mile 850 look cleaner and it’s almost always seen regular dino oil.

-- At what boost pressure does the LPT run?
I had hoped my ScanGauge would feed me this tidbit of data but alas, it does not.

-- Should I be concerned over the proper operation of the CBV lacking any apparent symptoms?
At 200K it wouldn’t surprise me to find that the diaphragm has degraded.

-- Any guidance on where to mount the ScanGauge?
Right now it’s stuffed in the center between the steering column and the gauge pod. Visibility is poor and it can’t stay there permanently unless tilt/telescope of the wheel is never adjusted.


The car:
So I bought myself a 2001 V70 2.4T. I’m quite happy with it. It’s the car wanted. At 199K, the miles are a little ridiculous, but I trust the person I bought it from (LP’s coworker) and was comforted by the service history which included much of the big things to look out for like the transmission software upgrades and fluid flush and ABS controller replacement. Engine looks dusty on the outside, dirtier inside the oil filler cap than I’d like it to be.

First impressions:
Six years ago I moved from a 20y/o 240 into a nine y/o 850. That was a major upgrade in just about every category. Not surprisingly, the jump from 850 to the P2 V70 is less of an enhancement. However it’s still clear that Volvo continued to learn and improve between producing the 850 and the P2 cars. The cabin is extremely comfortable, even more so than the 850. The center stack layout is cohesive and puts everything within fingertip’s reach from the shifter. The bigger wheelbase and size of the car is apparent and adds to comfort in my opinion.

Suspension:
The size is also apparent when driving. It feels like a bigger car. It doesn’t turn quite as quick as the 850. The suspension is supple over bumps and it doesn’t roll excessively, but honestly it feels a little like a Buick… It over dips in the road is bobs and floats. Dive and lift on braking and acceleration is noticeable.

Engine:
The light pressure turbo 2.4 has considerable pep and moves this car faster than the non-turbo 850. While the 850’s manual transmission makes it feel sportier (along with the aforementioned shorter wheelbase and less boat-like dynamics) there is no doubt which car would win in a drag race. It would win and do it in a quieter more subdued way. The engine is smoother, feels more balanced. The turbo helps smooth out and quiet the exhaust. Still not inline six silky smooth, but an improvement over the other fives I’ve experienced. Still too early to tell on economy. I’m only halfway through a tank of mid-grade, averaging 21mpg on mostly city driving.

Transmission:
The turbo engine’s low-end torque is important to have when paired with the five-speed automatic with lock-out torque converter. The transmission hunts between gears a lot as it is. The normally aspirated V70 I drove did the same thing but it was even more noticeable since the engine was working that much harder. The 197hp and 210ft-lbs torque also come in handy on the highway because this thing has long legs. My gauge has always been the speed at 3000rpm in top gear. The 5-speed 850 reaches that RPM at about 75mph, our Mini Cooper at 82mph and this V70 at a whopping 90mph. I suspect this is the direction that most manufacturers have gone - more and higher gears to eek out more economy.

I’m really missing the ability to select each gear. Engine braking is a challenge. One can shift from drive into 4, 3, or Low. At less than highway speeds, 4 doesn’t do much and neither does 3. Low is well, low. It’s especially frustrating because you can freely move the selector from dive to neutral but you have to depress the shifter button to go from drive into a lower gear. This is completely backwards to me – probably because the 240 auto shifter works in the opposite manner.

All in all this car presents as a logical progression for a car company that was moving further and further towards the luxury end of the market. It is very practical but at the same time has the ability to be fun. For all the improvements over the 850, there are certain aspects of the experience that I will miss. Always a compromise to be made.
--
854 / 244 / Mini