Swedish safety and refinement meets V8 muscle; the new S80 is one of those paradoxes that just happens to make complete sense.
Volvo’s flagship S80 has always been a wise choice for those seeking cosseting refinement and safety. With the second-generation S80 adding a vast array of technological firsts and a V8 engine to its top of the range model, there looks to be a dash of excitement in the mix as well.
While the S80’s length, width and height have increased by some millimetres, its wheelbase is slightly shorter than before and the fuel tank has shrunk by 10 litres. The new car appears smaller than the previous model, an impression that is very appealing to the eye, and probably due to the trademark curved flanks below the glass line being much less pronounced than on the first-generation S80.
Other noticeable tweaks are a less fussy grille and the removal of protective side strips. The rear lights look smaller than before and the front end sees indicators moved to the outskirts of the headlamps and a bonnet that has a pair of muscular-looking crease lines. Yet despite the array of aesthetic improvements, Volvo’s traditional styling elements remain.
Technically, a lot of tinkering has gone on under the bonnet. First and foremost is the new flagship V8, designed in conjunction with Japanese engine experts, Yamaha. This transversely mounted 4,4-litre V8 unit produces 232 kW at 5 950 r/min with 440 N.m of torque at 3 950r/min.
The other thing this engine produces is “noise”, an enjoyable V8 burble. The V8 model has all-wheel-drive, using an electro/hydraulic clutch to send power to the rear in slippery conditions.
Another brand new engine, the 3,2-litre, in-line six, produces 175 kW at 6 200 r/min and 320 N.m at 3 200 r/min. Mounting this unit transversely involved carefully moving the ancillaries to the sides using gear drives. The result being a mere 3 mm increase in unit length compared with the five-cylinder.
The familiar five-cylinder turbodiesel has seen its power increased to 136 kW at 4 000 r/min with a torque of 400 N.m at 2 000 r/min. Unfortunately, this unit sounds a bit clattery on acceleration. At the lower end of the scale is the familiar five-cylinder 2,5-litre, low-pressure turbo petrol tuned to produce 147 kW at 4 800 r/min and 300 N.m at a very low 1 500 r/min. Transmissions are now six-speed for both the geartronic auto’ and manual versions.
Fuel consumption on the V8’s on-board computer read about 13 l/100 km, about 11 l/100 km for the 3,2-litre six-cylinder and between 7 and 8 l/100 km for the turbodiesel.
The interior shows off the elegant center facia section that flows from the top of the dashboard to the gearlever. It’s a work of art that is fully functional to boot. Comfort up-front is typical of Volvos, offering superb seating with lots of adjustment, but legroom in the rear, while adequate, is not outstanding.
New features include adaptive cruise control with collision warning and brake support that uses the front-mounted radar to determine the speed differential between the S80 and the vehicle ahead. Should a collision seem very probably, the driver receives a warning buzzer plus an array of LED indicators from the heads-up display.
The brake system is also pre-charged to save time (up to 0,8 seconds reduction), but it remains up to you to react and hit the brakes. The sensitivity of this warning can also be adjusted onboard. The other novelty is BLIS (for blind spot information system); a camera in each side mirror that detects an overtaking car and flashes a warning light near the mirror when this car moves into your blind spot.
The personal car communicator improves on Volvo’s existing remote key. In addition to a panic alarm and remote headlight activation, it now includes information on whether the car is locked, the alarm has been activated and even if there is someone inside the car, via a heart beat detector.
Many additional items are available, such as satellite navigation, with a somewhat ugly screen that doesn’t quite manage to fully retract into the facia, and a Bluetooth and iPod connector, plus a USB port for playing MP3 and WMA music.
The fantastic sounding V8 is smooth and super-eager to get moving. So much so that a delicate right foot is needed to cut down on occupants’ heads being jerked back at pullaways! After acceleration time is over, the car reverts to sensible, quiet refinement. The six-cylinder also sounds good, but needs pushing to get the best out of it. Satisfying torque is the forte of the turbodiesel, but this version is rather noisy and clattery under the bonnet.
The six-speed auto’ transmissions are well-matched to the V8 and the turbodiesel, but a manual could be more fun on the six-cylinder. Gearchanges, especially when changing up, occur with alacrity, second only in speed to the Volkswagen Group’s DSG gearbox.
The second-generation S80, takes the refinement and safety of its predecessor and adds a vast array of high-tech firsts, turning it into a technical . However, with the S80 now being topped by a transversely-mounted 4,4-litre V8, the appeal goes that much further.