Bruce

I really like the styling on the S80, sadly though, AutoCar thinks less of the actual vehicle.



Sometimes, different is enough. There are those who want an executive car but don’t want a BMW or Mercedes. So they opt for a Volvo, or a Saab. Maybe a Lexus. Sometimes those cars are excellent, sometimes they’re not. But they are different.

The old Volvo S80 was good enough, in its own way. Its cabin was airy, spacious and light – almost Ikea-like – and offered just about the highest levels of comfort in the business. If you wanted dynamism, though, you’d be disappointed.




Evidently Volvo was happy with the image the previous S80 purveyed, because this new version looks very similar. It’s not, of course. This is not a facelift; this is a new car. Overall length is the same as before, but the new model is 27mm wider and 34mm taller. More significantly, the wheelbase is up by 45mm, while front and rear track are also wider.

Volvo reckons the new dimensions give the big saloon a more imposing stance and greater presence. See old and new S80s side by side and you almost believe it’s true. And this is a neatly designed, attractive car. But alone, the new S80 barely registers the interest of passers-by.





Some engines and ancillaries are carried over from the old car, but the engine is as new as tomorrow. Designed in Sweden but built in Bridgend, Wales, the new ‘SI6’ engine makes its debut in the S80, but will soon be used in Jaguars and Land Rovers.



SI6 stands for ‘short, in-line 6’. It needs to be short, given that it has to fit transversely and power the front wheels. But it must still be a tight fit. Even on 16-inch alloys you can’t turn the wheels all that far, which means the turning circle is an unwieldy 11.2m. Fit the optional 18-inchers with 245-section tyres, as on our test car, and it increases to a dismal 12.2 metres.



Power is a promising 235bhp at 6200rpm, while torque peaks at a respectable 236lb ft at 3200rpm. And on the face of it the engine is a cracker. In-line sixes are typically beautifully smooth and this is no exception. At idle it’s quiet, hushed and mellow-sounding, and retains these characteristics around town. Higher up the rev range it takes on a muted, hollow growl. But any expectations of whipcrack throttle response are quickly dashed by the six-speed automatic transmission that’s standard on all 3.2-litre S80s.

It’s not that the Geartronic unit is overly clumsy or fudges changes. It’s as competent as most modern autos, shifting smoothly and, for the most part, at the right time. But it’s sometimes sluggish to shift down on the approach to roundabouts and corners, and should be quicker to act when you ask it for a slug of power. With the bigger 4.4-litre V8 engine, or the torquier D5 turbodiesel, it’s a lot better. It’s just that the lazy autobox is at odds with the nature of a rev-happy straight six that’s more about power than torque.



Perhaps a manual ’box would help. Certainly it would make the S80 quicker at our test track, where it recorded a disappointing 0-60mph time of 8.5sec, almost a second short of Volvo’s claim. And during normal driving the 3.2-litre six seldom feels as sprightly as it should.



The major controls are light and easy to use. Step-off from a standstill is soft, and there’s a set of progressive brakes. In town, the ride is reasonably absorbent, though you’re not quite as isolated from sharp ridges as you could be. At motorway speeds the ride is very good, straight-line stability is beyond question and noise levels are low. Add in those luscious seats and you have a car whose touring range will be limited more by the capacity of your bladder than that of the fuel tank. At a cruise it’ll return around 26mpg, which is good for around 400 miles between fills.

So, comfy and spacious on the long haul, which means it’s rubbish on the twisties, right? Not entirely. Strangely, the more you put in, the more you get back. At four or five-tenths the S80 is fairly uninvolving. The steering offers little feedback, the gearbox still isn’t listening and those comfy seats do little to hold you in place. But ask more serious questions of the chassis’ ability and it turns out that it does have most of the answers. Body movements are very tightly controlled, it’s more agile than you’d ever give it credit for, and grips strongly.

The S80 also has a magnetic damper system known as "Active Four-C" that limits roll and body movements. It is an option on all models except the SE Sport, where it’s standard.

Also standard on an SE Sport are climate and cruise control, powered leather seats and a high-quality, eight-speaker, six-CD stereo. It also has two-stage front airbags with kneepads, side and curtain airbags, anti-lock brakes with not just brake assist but also Fading Brake Support, brakeforce distribution and Ready Alert Brakes – which place the pads next to the discs if you come sharply off the throttle, or if active cruise control thinks you might collide with the car in front. The S80 hasn’t been EuroNCAP tested yet, but if it doesn’t rate five stars, we’ll eat our shoes.

Inside, this car feels instantly relaxing. The cabin is as bright and airy – especially with the light leather of our test car and the cross-brushed aluminium trim. It’s spacious in the back and front.

Most of the cabin controls are fine, but there are four rotary knobs – two each side – for the stereo (top pair) and cabin temperature (bottom pair). And it’s all too easy to grab the wrong one when your concentration is focused on the road. You want Smooth FM and get a chilled cabin. You want TalkSport and get a blast of unwanted hot air. Come to think of it…

Otherwise, the S80’s cabin is beyond criticism. The driving position, particularly the steering wheel, is hugely adjustable, while rear passengers don’t want for comfort or space. All seats are large enough that you can shift yourself around in them, fending off long-distance aches and pains before they’ve even emerged. This is a cabin designed with long-distance travelling very much in mind.



Sometimes, the whole is greater than the sum of its parts. But not here. The S80 is particularly adept at racking up big miles in big comfort, and in isolation the new 3.2-litre engine is a peach. But the S80 cries out for a leggy turbodiesel, and the 3.2 cries out for a lighter, more agile car. Still, a quirky alternative to the Germans

Specs:


How much?
Price when new £32,955
Price as tested £32,955

How fast?
0-30mph 3.4 sec
0-60mph 8.5 sec
0-100mph 21.7 sec
0-150mph no data
0-200mph no data
30-70mph 7.7 sec
0-400m 16.7/88.5 sec/mph
0-1000m 29.7/113.5 sec/mph
30-50mph in 3rd/4th no data/no data
40-60mph in 4th/5th no data/no data
50-70mph in 5th no data
60-0mph 2.99 sec
Top speed no data
Noise at 70mph 66 dbA

How thirsty?
Test average 22.2 mpg
Test best/worst 26.5/13.4 mpg

Just_me

still this will sell more , than BMW and MB in sweden

Mirage77

Sounds like a good car. I want to see this car in person! This weekend!