The Volvo V70 provides good passenger-cargo flexibility and more cargo volume than some mid-sized SUVs, but its exterior dimensions are relatively compact, and it's easy to park. It can tow a camper (up to 3300 pounds), but it gets decent gas mileage. It's more pleasant and comfortable as daily transportation than most any SUV (or crossover) we can think of, with a smooth, quiet and comfortable highway ride.

The V70 uses a 3.2-liter inline-6 that generates 235 horsepower at 6400 rpm, with 236 pound-feet of torque at 3200 rpm. The six-speed automatic transmission uses all those gears to improve response and fuel economy. Like the engine it is mounted transversely, or sideways. That's unusual with a straight six, but it's also one reason why the V70 packs so much interior space into a relatively modest overall length. In some areas a PZEV (Partial Zero Emissions Vehicle) version is available, which trades 10 horsepower (down to 225) for lower emissions and better fuel economy. On these vehicles the six-speed automatic transmission is also recalibrated for maximum efficiency with the PZEV engine.

Volvo's latest six-cylinder reminds us why we like inline six-cylinder engines, or straight sixes as they're known. They just seem to power-up faster than the more common V6, spinning more freely and smoothly as they go. Volvo's 3.2-liter doesn't qualify as a screamer, but it delivers acceleration-producing torque in smooth, linear fashion and breathes well at high rpm, which means it doesn't gasp or get rough if you run it near the redline. From a stop or for passing at higher speeds, the V70 accelerates better than adequately, and the eager quality of its engine might make you actually want to shift the six-speed automatic manually as you go about your business.

No need to do so, however. Volvo's Geartronic transmission is probably its most effective automatic so far. It seems to shift in all the right places, and whether it's up a gear or down, those shifts are smooth, tight and relatively quick. The Geartronic manual feature can be enjoyable nonetheless, should the driver choose to get a bit more involved. There are no paddle shifters behind the steering wheel, as many cars now have (that's where Volvo put controls for its navigation system), but there's a manual slot for the shift lever left of the normal gear-selection path. The up-down gear change action has a smooth, quality feel, and the transmission won't insult the driver by shifting up on its own if the revs get too high.

If pure excitement is what a buyer seeks, he or she might do better with the more powerful, much more expensive wagons from Audi or BMW. Yet the V70 never gets tiresome around town or on the open road, as some sport-utility vehicles can. It rides comfortably and quite smoothly, though it's never mushy, and its seats make a fine place to de-compress during a long commute home. It's not a machine that makes you crave more sporty features.

On the other hand, if you're satisfied with the V70's acceleration but would like a firmer ride and sharper steering response, then consider the new R-Design, with its handling-tuned suspension and 245/40R18 low-profile tires on big 18-inch wheels. But try one before you buy, as we've found a hard ride in other Volvo models with 18-inch wheels.

The brakes are superior to most. They stop the vehicle right now, with Electronic Brake-force Distribution (EBD) to instantaneously transfer the most stopping power to the tires with the best grip.