Volvo S80

By JOHN HEILIG

SEE ALSO: 2007 S80 Video Feature(4 Minutes).

SPECIFICATIONS
MODEL: 2007 Volvo S80
ENGINE: 4.4-liter V8
HORSEPOWER/TORQUE: 311 hp @ 5950 rpm/325 lb.-ft. @ 3950 rpm
TRANSMISSION: 6-speed automatic
WHEELBASE: 112.0 in.
LENGTH/WIDTH/HEIGHT: 191.0 x 73.0 x 59.0 in.
TIRES: P245/45R17
CARGO VOLUME: 17.0 cu. ft.
STICKER: $47,350 (base)/$49,245 (“showroom”)

Volvo is attempting to redefine its own interpretation of "Scandinavian luxury” with the introduction of the all-new S80 sedan. “All new” is a term used by many manufacturers in order to generate interest in a passé model. However, in this case, the term is valid, since the new S80 and the previous generation share nothing except their name.

True, the cars look similar, but the new S80 is more aerodynamic (but still in the Volvo mode), rides on a wheelbase that’s nearly two inches longer, yet is about the same overall length, and has a host of innovative features to have even the most dedicated techno-groupie wetting his (or her) lips.

The S80 will be available at the beginning of the year with a choice of two engines – a 4.4-liter V8 and a 3.2-liter I6. These replace the I5 that was offered previously.

Cramming an inline six transversely into the space previously occupied by a five could have been an impossible task. But Volvo’s six is only three millimeters longer than the five and, therefore, fits well.

My only compliant with the six is that its 235 horsepower seems slightly inadequate for a car that is to be “luxury.” We had a chance to drive the car over some fantastic roads east and north of Las Vegas, roads that seem designed to be test roads. The six disappointed both my co-driver and me because it didn’t deliver quite the performance we would have wanted. And this wasn’t race-car performance we were looking for; we sought the kind of drive we expected from a luxury car.

On the other hand, the 311 hp V8 (the first V8 Volvo has ever used) was a pleasure. When we wanted power to pass or climb hills, it was there with a pleasant throaty roar to the exhaust. When we didn’t need all the horses, the V8 would purr along nicely.

Both engines operate through a 6-speed automatic transmission that replaces the previous 5-speed. The six is front-wheel drive, the eight all-wheel drive.

Volvo’s Four C chassis is part of the S80 DNA. This chassis (actually suspension modifications) is used on the R series of sportier cars. In the S80, it offers three different suspension settings (Comfort, Sport and Advanced) that vary the attitude of the S80 as it traverses the highways. Comfort is softish, while Advanced offers a harsher ride. We both preferred “Sport.”

Being a Volvo, the S8 is infused with numerous safety features. Chief among these is a dual-stage torso airbag that protects the driver and passenger from side impact collisions. Of course, it has all the other air bags located strategically throughout the car – front, side curtain and probably a couple of others I didn’t count.

There’s a new feature called “accident avoidance.” This alerts the driver if he has driven too close to the vehicle in front or if that vehicle has slowed or stopped. A beeper goes off, red lights appear in the heads-up display, and, most importantly, the brake calipers are moved right next to the disc to help stop the car that much more quickly.

We tried the accident avoidance in a demonstration session where we trained an elaborately constructed car-sized air bag that was on a boom attached to another Volvo. The driver of the lead car would stop the car with no warning and we had to stop our car before ramming the bag, all the while noticing the new system.

Volvo also includes WHIPS, a acronym for Whiplash Protection System. In the event of a rear collision, WHIPS moves the headrests forward and braces the seat back to reducee the impact on the driver.

There’s a tiny button at the bottom of the center stack that’s labeled “BLIS.” At first, we wondered what this was for (“what happens in Vegas stays in Vegas,” and all that). BLIS stands for Blindspot Indicating System. Small cameras are located inside the housing for the outside rearview mirrors. When these cameras pick up the presence of a vehicle in the S80’s blind spot, or if a vehicle is passing the S80, a light flashes on the A-pillar near the mirror. Our European-spec test cars sometimes behaved erratically, but in general this seemed like a useful option.

Also, our Euro-spec exterior mirrors were convex on both sides, so there was a strong tendency not to use them.

Dealing with the fat leather-covered wheel proved to be a surprise. There was a switch on the right side whose function we couldn’t figure. The owner’s manual didn’t help because it was in Swedish. We eventually figured out that the switch (and two more we discovered were there), controlled the navigation system (that also explained the sunglass-holder piece of equipment that appeared to be stuck in the top-of-the-dash speaker. It seemed strange that the nav system could only be controlled by the driver, since it could be a distraction.

The Personal Car Communicator (PCC) is in the key fob. Push the button and it will tell you if you locked the doors when you left the car (even if the car is in Vegas and you live in New York) as well as the usual functions. The PCC also has a heartbeat detector. Why? You may ask. Well, if the car is unlocked and the detector senses the presence of a heartbeat or pulse, then someone is in the car who probably shouldn’t be there.

The S80 will compete against vehicles like the BMW 5-Series, the E-Class Mercedes-Benz, the Cadillac CTV and the Acura RL, Lexus GS and Infiniti M. Pricewise, the Volvo is competitive. Performance-wise, at least with the V8 engine, it’s at least in the pack and often ahead of the pack.

source : www.theautochannel.com

Volvo V50

Sharing a platform with a Ford Focus is something you’d probably want to keep under wraps; kind of like that cousin with webbed toes and twelve fingers. Fortunately, the latest Volvo V50 is actually the ritzy cousin of that much-lauded obscure object of desire (at least for Americans): the Euro Focus. As the V50/S40 accounts for a third of Volvo’s global sales, this is a good thing. But do good genetics make the V50 a good car, or does this smorgasbord of multinational automaking represent a sad swansong for Ford’s about to be divorced Swedish brand?

On first glance, the V50 looks like a size-12 V70 station wagon in a size-four dress. At second glance the V50 appears to be a micro-S80 wagon, or an XC90 that’s been stepped on. No matter how you slice it, dice it or squash it, the V50’s brand DNA is unmistakable. In a sea of four-wheeled blandness and disjointed styling, the Volvo’s sheetmetal’s is as cohesive as it is attractive; save, perhaps the rear sloping roofline. OK: that forward leaning rear window line is a bit goofy-looking. But the V50’s restrained detailing— from its tower of power rear brake lights to the retrained family face— make up for any unpleasant awkwardness.

Volvo has replaced the old “that’s-like-so-80s” interior with the requisite Scandinavian chic. A stylish not to say stylized console– finished in faux metal, aluminum, iPod white or optional Nordic oak (shown)– dominates the V50’s cabin. Clearly (or not so clearly), Volvo arranged this “floating” design for maximum symmetry rather than ergonomic safety. Four identically shaped dials join a phalanx of closely-grouped black buttons to translate high touch into high anxiety. What’s more, the designers rectified the paucity of interior storage is by placing a cubby behind the centre console stack. Interesting…

When you finally stop playing with the [optional] fold-up/pop-up nav system and depress or raise the door lock buttons, you suddenly realize Ford’s desire to take Volvo upmarket didn’t make it this far down the food chain. While 2008 brings forth new cup holder and armrest designs, the V50’s bean counters blew off Bluetooth and skimped where they could. Penalty box aversive drivers are advised to opt for the Dolby Pro Logic sound system. The V50 may not have the tactile satisfaction or gadgetry goodness of its German rivals, but ABBA never sounded so good.

Our V50 tester was powered by Volvo’s ubiquitous 2.5-liter five-cylinder turbo (which also adds 17” wheels to the package). The odd-numbered mill spools-up nine more horses than before (227hp) and 236 ft-lbs of torque. Oomph's delivered with typical Volvo aplomb: power starts early, crescendos late and makes some wonderful noise in between.

Although the V50’s quick rather than pin-your- Labradors-to-the-rear-window fast– zero to 60mph takes seven seconds– the Swedish wagonette’s in-gear acceleration is plenty punchy. Whatever grunt’s underfoot is instantly yours for the taking. Besides, you gotta think the average V50 intender gladly sacrifices a bit of forward thrust for the resulting 19/27mpg mileage (front wheel-drive trim).

That said, Volvo claims that 45 percent of V50 buyers are less than 35 years old. To cater to these young (and young at heart) drivers, Volvo’s blessed the V50 with some seriously entertaining road manners.

Windy roads reveal crisp, linear and predictable manners; impressive grip and drama-free braking. The V50 snags the Getrag six-speed manual from the R-series instead of the tired corporate five-speed; this six cog row-box will have you snick-snick-snicking through the gears with a smile all the way to IKEA. Unfortunately, the snatchy Volvo clutch is along for the ride– without the 300hp R engine to make up for it.

No Volvo would be complete without a plethora of safety equipment and more alphabet soup than Campbell's test kitchen. The Swedish au pairs include: DSTC, ABS, EBA, EBFD, SIPS, WHIPS, IC and the acronym-less collapsible steering column. New acronyms for 2008 include EBL (Emergency Brake Lights, they flash if you stop fast) and BLIS (Blind Spot Information System) so you don’t have to look over your shoulder like everyone else.

If that’s not enough, Volvo’s IDIS system “inspired by aircraft” will sense when you are in a “challenging driving situation” and will delay warning lamps and ignore phone calls (Europe only) until your driving style has returned to a civilized plod. Oh, and Volvo’s Intelligent Vehicle Architecture (VIVA) uses four different grades of steel and results in markedly improved Euro NCAP crash results vs. its corporate cousins.

In terms of performance, utility and quality, Volvo’s sprightly V50 wagon is as close to a Euro-Focus wagon as you can get stateside— only better. In fact, the V50 is only a hair away from lifestyle load-lugging perfection and about 80hp shy of pistonhead perfection (all wheel drive). If the V50 turns out to be part of Volvo’s swansong, well, at least it can carry a tune.

source : www.thetruthaboutcars.com

Volvo V70

The V70 may be a large, comfortable estate, but it may surprise you that it's neither the safest nor the most spacious around - it's been surpassed by newer designs from rival manufacturers. But there's plenty of choice. It's available with a wide range of engines and trim levels that includes four-wheel drive versions, a high-performance R model and even Bi-Fuel power for those that want to run on alternative fuels. Another eco-friendly touch is the option of a catalytic coating on the radiator that converts ground-level ozone into oxygen as it passes through. The V70 is expensive, but that hasn't deterred buyers and for many it is the default choice when considering a big estate. You'll need sturdy pockets though - the key fob is bigger than that of any other car we've seen. The range was simplified in 2007 with a number of models discontinued. Click now to save up to 60% on Car Insurance, plus FREE RAC breakdown cover with every policy.

source : www.parkers.co.uk

Volvo XC70

The Volvo XC70 is an all-weather version of the V70 midsize wagon that boasts all-wheel drive as well as increased ground clearance and SUV-like styling cues. The latter two features are mostly for show, however, as the XC70 has never had much in the way of serious off-road hardware. What the XC70 has consistently offered is the sure-footedness of all-wheel drive, and it has become progressively more stylish and luxurious through the years, while maintaining its SUV-grade cargo space and superior reputation for safety.

The XC70 debuted as the V70 XC, a tough-looking, all-wheel-drive interpretation of the first-generation V70 wagon. It featured segment-leading safety and a cavernous cabin, along with a lively turbocharged five-cylinder engine and an appropriate amount of luxury for its premium price point. The second-generation V70 XC was a revolutionary step forward -- no longer a shoebox on stilts, its swoopy styling outside and in marked a clear departure from the squared-off Volvos of yore. This XC also had the expected array of safety and luxury features, and it received a midcycle engine upgrade that coincided with its rechristening as the separately marketed XC70.

Like its predecessor, the current generation Volvo XC70 is downright stylish all over, and it continues to offer many of the same virtues as previous versions: confidence-inspiring all-wheel drive, top-notch safety, a luxurious cockpit and enough cabin volume to satisfy all but the most haul-happy families. With the new inline six-cylinder engine, however, performance is lackluster -- other midsize wagons and a handful of crossover SUVs are both more satisfying to drive and comparably or more frugal at the pump. The XC70 is a solid family vehicle, especially for those living in colder climates. Still, there are competing models that have similarly appealing traits, as well as superior power and/or efficiency.

Current Volvo XC70

Introduced for 2008, the current Volvo XC70 technically competes in the midsize wagon segment, although its standard all-wheel drive and SUV-like features make it competitive with crossover SUVs as well. Compared to a regular V70 wagon, the XC70 stands out, thanks to increased ground clearance (2.7 inches higher than the V70) and more rugged styling details that include cladding on the lower body sides and different front and rear fascias.

Offered in only one trim level, the XC70 comes standard with plenty of convenience and upscale features. Major options include leather upholstery, keyless ignition/entry, a navigation system and a rear-seat entertainment system. Under the hood is a 3.2-liter inline-6 that sends 235 horsepower and 236 pound-feet of torque to all four wheels. Those numbers may look good on paper, but the XC70's actual acceleration performance and fuel economy are decidedly unimpressive.

Otherwise, the stylish XC70 should please any family that requires all-weather capability, carlike handling and an upscale cabin with plenty of cargo space. With the proliferation of crossover SUV offerings in recent years, however, there are numerous competing models that boast similar strengths along with better overall powertrains. We'd recommend taking a good look at what the market has to offer before you ante up for the current XC70, though those who ultimately go with the Volvo likely won't be disappointed.

Past Volvo XC70 Models

The XC70 debuted in 1998 as the "V70 Cross Country" (XC for short) an upgraded trim level for the V70 wagon. With its advanced safety features (including side airbags from its inception), capacious interior, all-wheel-drive utility and trendy SUV looks, this endearingly boxy people mover quickly became a strong seller. Powered by a turbocharged 2.4-liter five-cylinder engine, the first-generation V70 XC was rated at 190 hp and 199 lb-ft of torque -- adequate in its day, but not exactly scintillating. Many buyers probably weren't even aware that the V70 XC came standard with skid plates, one of the few examples of genuine off-road equipment on this "SUW."

In 2001, the second-generation V70 XC was introduced. Like its V70 sibling, the new V70 XC sported a sleeker shape and a new platform shared with the first-generation S80 sedan, as well as a striking interior layout largely borrowed from the S60 sedan. In 2002, Volvo changed business tactics, dropping the "V70" from the car's title and marketing it separately from the V70 line as the Volvo XC. In 2003, the "70" designation returned, giving us the first official Volvo XC70.

Second-generation cars could be equipped with a navigation system for the first time. The 2.4-liter engine was tweaked to produce 197 hp and 210 lb-ft of torque, yielding satisfactory if not thrilling performance. In 2003, the 2.4-liter mill was replaced by a 2.5-liter five-cylinder engine that pumped out 208 hp and a healthy 236 lb-ft of torque, which made the XC70 feel rather quick. Rear-seat room was improved over the rather cramped first-generation car, though we still weren't overly impressed, and a third-row seat was available in every model year except 2007. Other available features included adjustable rear seats, four-zone climate control and a DVD entertainment system with front headrest-mounted TV screens.

Well-optioned second-generation XC70s were pricey in their day, but depreciation has helped matters somewhat. Still, the European and premium status of Volvos frequently translates to an expensive repair bill, should you run into problems. Those looking for a used Volvo XC70 should consider a certified pre-owned car or one that still has the factory warranty. If you care about performance, 2003 and later XC70s are the logical choice, as they offer a useful 26 extra lb-ft of torque as well as 11 more hp. Otherwise, you won't be missing much if you go with the 2001 or 2002 model.

source : www.edmunds.com

Volvo XC 90

Volvo does things a little differently from other premium brands in the automotive world. For this Swedish manufacturer, safety and kid-friendliness are just as important as luxury amenities and driving performance, and in no vehicle is this more apparent than the Volvo XC90, a midsize seven-passenger SUV.

Innovative safety features aside, the XC90 is merely adequate relative to the premium midsize SUV competition. Zestier performance is available elsewhere, as are more cavernous cargo holds. With more and more modern competitors measuring up to Volvo's high safety standards, the aging XC90 isn't the slam dunk for families that Volvo products used to be. It remains capable, though, and arguably safer than ever thanks to some new tricks.

Current Volvo XC90

The Volvo XC90 is available in two versions: 3.2 and V8. Available with front- or all-wheel drive, the 3.2 is the entry-level model and carries a 3.2-liter inline six-cylinder engine rated for 235 horsepower. Mileage suffers a bit on the XC90 V8, but the 311-hp 4.4-liter V8 provides strong acceleration, moving this 4,600-pound SUV to 60 mph in 7.6 seconds. All-wheel drive is standard with the V8.

The 3.2 comes with five-passenger seating (with the third-row seat optional), while the V8 comes with seven-passenger seating. As this is a premium SUV, almost all major safety and convenience features are included, even on the base model. Major options include a rear entertainment system with dual screens, a DVD-based navigation system, a Dolby Pro Logic II surround-sound audio system and an interior air quality system.

Easily one of the safest SUVs on the market, the Volvo XC90 pioneered Roll Stability Control. This bit of technology uses a gyro sensor to identify every SUV owner's greatest fear, a potential rollover, and activates the stability control system to try to avert it. Another interesting feature is the Blind Spot Information System (BLIS), which monitors images from a pair of cameras mounted in the side mirrors and warns the driver via an indicator light when another vehicle moves into the XC90's blind spot. Of course, the XC90 also provides staples like side curtain airbag protection for all three rows, anti-whiplash seats and an emergency communications system. Volvo crash safety is legendary, and indeed, this midsize SUV has scored well in NHTSA and IIHS testing.

In reviews, we've found that the XC90 drives just as you'd expect a safe, heavy Volvo SUV to drive. Ride quality is smooth and the cabin stays quiet, while handling is competent but not particularly sporty. Equipped with AWD, the XC90 makes an excellent snow vehicle but isn't intended for serious off-road romps. V8-powered models are considerably more satisfying to drive than six-cylinder XC90s.

Despite its advancing age, the seven-passenger Volvo XC90 is one of our top recommendations for families shopping for an SUV. Although its on-road performance is merely average as luxury SUVs go, the XC90 still offers a winning combination of safety, solidity and style.

Past Volvo XC90 Models

The XC90 has been on sale since the 2003 model year. Changes have been limited over the years. The V8 joined the fray in 2005, while the 3.2-liter six-cylinder engine debuted in 2007 as a replacement for the 208-hp, 2.5-liter turbocharged inline five-cylinder (known as the 2.5T) offered through 2006. Used XC90 shoppers will also come across T6 models (sold from 2003-'05), which had a 268-hp, twin-turbocharged, 2.8-liter inline six-cylinder. Although acceleration was adequate with either of these turbo engines, their power bands really weren't well suited for duty in a heavy SUV. However, if you test-drive a used XC90 T6 or 2.5T and find its performance to your liking, there's no reason not to buy it.

source : www.edmunds.com