Launched: Volvo S80 D5
Wheels Magazine 
April, 2007
You know the diesel engine has achieved respectability in Australia when Volvo decides a 2.4-litre, five-cylinder oiler should power the D5 entry-level version of its new premium S80. The petrol alternatives - a new in-line six or a V8 - also bring all-wheel drive. Which leaves the front-drive D5 as the $71,950 (4K under the 3.2) showroom enticement.
Volvo claims the S80 is a completely new car, though first glance impressions suggest it looks more like a facelifted version of the original 1998 S80. Although it is wider, longer and higher, with broader tracks and a 44mm longer wheelbase than its predecessor, the heavily tapered styling creates the perception it looks smaller than the old car. Call it a handsome, if conservative, evolution of the S40, which itself was an evolution of the S60, and you’ll understand Volvo was not interested in upsetting its traditionalist buyer base.
Under the play-safe exterior, however, is a new architecture - known as EUCD within Ford - that brings front struts and a multi-link rear suspension, an advanced safety structure and, for the trio of new Volvos, a six-speed Aisin automatic gearbox. All in a car that is similar to the 5 Series BMW in its major dimensions.
There was a time when Volvo used Volkswagen diesels, but the 2.4-litre five in the S80 is an in-house design that does duty across the entire range, including the new C70 convertible (though not yet in Australia). For the S80 it makes 136kW at 4000rpm and 400Nm between 2000 to 2750rpm. Quite why the tacho's redline is set at 5000rpm, when the transmission automatically upshifts at 4500rpm, is an unanswered question.
You won't mistake this for anything but a five-pot diesel, but there is something pleasantly encouraging about its distinctive beat, and its torquey character is well suited to the auto. Volvo promises 0-100km/h in 9.0 seconds, just 0.8sec slower than the 3.2-litre petrol engine; it certainly feels strong in the mid-range and cruises effortlessly. With combined-cycle fuel consumption of 7.3L/100km, against the six's 10.7L, the 70-litre tank offers a terrific range. All is not upbeat, however. We detected some drivetrain shunt, and the lazy transmission can be slow to react to driver input. Strange, too, that Volvo sets the auto selector to push forward for an upshift, the opposite direction to other members of the Ford family.
Any evaluation of the dynamics is compromised because the S80s we drove were not to the specification of the cars now being delivered. On the basis of this first drive, we preferred the lighter, more agile feel of the D5 to the lacklustre V8. The steering, quick enough for Volvo drivers, offers the choice of three levels of assistance and is completely lacking in torque steer. Three position automatic damping is standard, though its benefits are debatable for the ride is always tense and far too stiff in either Sports and Advanced settings.
The cabin, like the styling, is entirely conformist, ergonomically sound (apart from an excess of reflection on the instruments and a rear cushion that's too low) and tastefully designed. There are few surprises in the S80 and we expect existing owners will love the new car, but until we test the definitive version, it is impossible to make any meaningful judgement.
S80 V8 AWD
Are we to define Volvo's new range-topping S80 V8 AWD as a bargain $95,950 rival for Merc's $160K E500 or Beemer's $135K 540i? Or do we compare it to small capacity six-cyl Germans that match it on price, if not equipment and performance?
Either way, on paper, the Volvo encourages a positive attitude. The S80 is now powered by the same vaguely peaky, Yamaha-developed and manufactured 232kW, 440Nm 4.4-litre V8 first seen in the XC90. In this application it sounds quieter and less throaty. Despite a respectable 1742kg mass, performance is brisk rather than startling, in part because the auto is slow to kick down. The S80 is primarily a front-driver, but computers constantly monitor the wheels, steering and throttle, transferring torque to the rear treads instantaneously when needed, rather than waiting for the differentials to lock up.
We drove two V8s. The first was a major disappointment for what is an all-new architecture. It felt skittish, rode stiffly (even in the damper's Comfort setting) and thumped badly. It was slow to turn-in and quickly pushed in to understeer. The second car, with a variety of suspension improvements, was better balanced and quieter, but the ride never settled. Dare we suggest a Calais V V8, undercutting the Swede by near $50K, is rather better suited to local conditions?
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