Volvo S40 2004 Review

What we liked
>> Torquey 2.4-litre engine
>> Styling inside and out
>> T5's performance

Not so much
>> Back seat headroom
>> Unsupportive front seats
>> Tight driver's footwell

OVERVIEW
Volvo's controversial Australia-only 'Bloody Volvo Driver' is entering its next phase with the introduction of ads featuring a metro-sexual hero dubbed 'Mark' that -- you guessed it -- drives a sexy new Ovlov. The object of Mark's desire (and some considerable envy from the rest of us according to the TVCs) is the all-new S40 sedan -- albeit one with an optional and very-unVolvo bodykit.

It's a measure of the marque's commitment to BVD, and head office's trust in the local team headed by MD Steve Blyth, that three separate overseas creative campaigns were passed over for this local initiative. For it's not overstating the fact that much of the marque's future independence rides on the broad Peter Horbury penned shoulders of the 3 Series/A4/9-3-sized S40 and its V50 wagon stablemate.

This car is crucial to redefining Volvo in Australia, both in terms of image and moving the marque into meaningful profitability. At the same time, it's the first model developed in conjunction with parent company Ford and Ford-owned Mazda (Volvo is also Ford-owned) so it must also firmly assert its Volvo-ness, lest it be collared with the re-badging reputation the last generation S40 got (it shared platforms with the Europe-only Mitsubishi Carisma, which wasn't!).

For the record, Volvo says this latest collaboration is not platform sharing -- all three companies collaborated on the basic architecture, and all three will take it away, add their own bodies, engines and transmissions and suspension componentry and offer three similar yet intrinsically different products to market.

As this updated local launch review is published, front-wheel-drive versions of the S40 are officially on sale with two five-cylinder engined variants (one turbocharged)on offer. An all-wheel-drive version of the T5 turbo model is expected Down Under early in 2005. This will not, however, be dubbed an S40R -- Volvo's still tight-lipped regards the likelihood of a hi-po 40.

As for the much-rumoured XC50 mini SUV, we'd be willing to bet money it's on the way but expect a sexed-up coupe/sports-estate first...

Along with 200 of its V50 wagon variant, Volvo expects to move 400 S40s Down Under before the end of 2004. A measure of the car's success in Europe and the USA is that this number is stock restricted and significantly less than the local subsidiary would like.

FEATURES
Despite the chronic overuse of the term, Volvo's right in calling this model 'all-new'; nothing is carryover. The new car, which is built at Ghent in Belgium alongside the larger S60 sedan, is 48mm shorter in length, 54mm wider and 44mm taller than the model it replaces. The car's increased footprint -- the axles are 78mm further apart, and front and rear track is around 60mm wider -- is said to improve on-road performance, handling and stability.

The biggest change is in design; the S40 adopts similar styling to its S60 and S80 siblings, which means strong shoulder line, proud nose and those distinctive rear lamps. It's a handsome look that unashamedly continues the cab-forward theme of the S60. Put the two together though and you'll notice the S40 is clearly a class small -- more on a par with BMW's 3 Series or Audi's A4.

Styling is particularly clean with solid convex flanks that add heft to the stance of the car and set it apart from the scalloped surfaces of the bigger Volvos. Attention has been paid to details such as integrating the side turn signal repeaters into the external mirrors. As noted above, there's even a sexy optional body kit and we can't wait to see the big wheeled BTCC racer-replicas.

The S40's interior is chalk and cheese to the car it replaces. Apart from the classy colours and material choices, the biggest talking point is the 'floating' centre stack, which houses audio and air-con controls. Look closely at the picture on the right and you'll see the centre console has no backing to it. And its languorous lines were apparently inspired by curved, one piece wooden chairs.

With differing finishes according to trim level, the centre stack has dominated discussion of the S40s interior. Certainly the T5's real alloy version is classy, however, we're not as sure about the Iced Aqua option. Described as Volvo staffers as 'edgy', the tinted clear plastic version frankly presents as unfinished.

COMFORT
The S40 interior comes in a choice of three colour schemes matched to combination leather-fabric or all-leather upholstery. High quality plastics adorn touch points, while chrome rings add a touch of class to the instrument binnacle.

Occupant comfort depends on which row you occupy. Access to the front seats is easy through large door openings and headroom is ample, adding to the feeling of substance. The steering wheel adjusts for reach and tilt over a good range, and the seats fitted to both the 2.4 and turbocharged 2.5 models we drove featured electric seat-squab height and tilt adjustment. Unless you delve into the options list, front seat passengers have to make do with manual adjustments -- no real hardship.

Two large, central cupholders proved useful for storing mobile phones and Big Gulps, while door pockets up front will swallow a diary but probably not a full size magazine. There's also a nifty little hidey-hole behind the floating centre stack, ideal for keeping things out of site while the car is parked.

The rear seats, by contrast, are definitely the 'cheap seats' in this house and not for the fabric choice, which is classy. Headroom is not prodigious, a fact exacerbated by a very upright seatback, however, legroom and under-seat foot room is fine as longs as front seaters are willing to compromise a little.

While a final judgement will have to wait until we get the cars side by side, our guess is that the S40 would pip a 3 Series or A4 in the accommodation stakes. That said a number of people commented at the local launch on the tightness of the S40's front foot wells.

SAFETY
It's a Volvo. Safety is a serious concern of these guys and the S40 has a raft of active and passive safety features built in... Not the least of which is a chassis structure that utilises patented elements to, according to Volvo, deliver big car crash performance.

Active safety first and the armory includes Bosch's latest ABS antilock brakes, complete with EBD electronic brake-force distribution and BA brake assist. Don't forget the S40's bigger footprint, which improves stability, and the T5's DSTC Dynamic Stability Traction Control, which can brake individual wheels to prevent a spin.

Passive safety starts with Volvo's claim that the new body is 68 per cent stiffer than before. High-strength steel is used in high-risk areas to increase occupant safety, and the slimmer engine block allows an increased 150mm deformation zone to the passenger compartment.

In addition, the steering column now crumples horizontally in an impact and the pedals break off. Dual stage front airbags are standard on all Aussie models, as are front side airbags and front and rear curtain airbags. Hand-me-downs from the bigger Volvos include WHIPS anti-whiplash seats, SIPS side impact protection system

The S40 had not been crash tested by an independent body at the time of writing, though Volvo believes it will achieve five stars in NCAP frontal and side impact testing.

Volvo's introducing IDIS Intelligent Driver Information System on the S40. Essentially, it controls the speed at which information is passed on to the driver. For example, if the system detects -- through throttle inputs, steering angle and indicator operation -- that you're overtaking, it may delay the integrated telephone from ringing, or traffic updates from being relayed, until the overtake is completed.

The more onboard communication systems a car has, the more useful this system will prove to be, says Volvo. Not hugely useful now, but think of it as preparing for the future when all sorts of real-time information will come into your car, keeping you up to date with traffic conditions, fuel prices, car diagnostics...

MECHANICAL
Gone are the old and coarse four cylinder engines, replaced by five-cylinder blocks from Volvo's bigger cars which promise more power, refinement and better fuel economy. The engine's ancillaries -- such as alternator, water pump, air-con compressor and turbo unit -- have been relocated closer to the block which, in conjunction with changes to manifold design, results in a reduction of 200mm in width and 25mm in height.

Australians have a choice of three S40 models all of which boast very competitive levels of standard equipment.

Available in both manual and auto versions (both five speed) the base 125kW S40 2.4 is priced at $45,950 with the auto option an extra $2000. It's no stripper mind you, standard spec on the 2.4 includes, climate control aircon, 16-inch alloys, fast glass and windows, cruise control, six-speaker CD sound system, multifunction wheel, immobilizer and a bunch of other goodies.

The leather-lined 2.4SE offers auto as a no cost option but otherwise is mechanically identical to the base 2.4. Added equipment includes trip computer, flasher 16-inch wheels, cabin upgrades and electric driver seat adjustment. It's priced at $49,950.

Boasting 162kW thanks to its 2.5lt turbocharged engine, the S40 T5 delivers a choice of six-speed manual or five-speed auto boxes and gets tidy real alloy interior trims, high performance sound, Bi-xenon headlamps, 17-inch wheels (18-inchers are available as an option), Dynamic Stability Traction Control for its $59,950 sticker.

Both the non-turbo 125kW engine and the 162kW turbo engine have two intake and two exhaust valves per cylinder with variable camshaft timing.

On equipment alone the S40 should have the rest of the Euro brands a little worried. And wait 'til they drive it...

COMPETITORS
Where to begin? In alphabetical order, Volvo nominates Alfa 147, Audi A3 1.8T and A4 2.0, BMW's 318i, Lexus IS200, Mercedes Benz C180K and Volkswagen's Bora V5 and Passat SE.

We'd also add Saab's 9-3 -- a car that's been sapped of many of its truly unique features in the hope it'll tackle the mainstream premium compacts more successfully -- as well as the 147's big brother 156, Citroen C5 and even Holden's Vectra.

It's fair to say this $40-$60,000 premium compact market is fast becoming one of the most hotly contested. Where Volvo may hold the upper hand is in the level of standard equipment its bringing to market in the S40. As noted hereabouts, in terms of safety and convenience features, even the base 2.4 is impressive. And unlike some brands options aren't prohibitively priced, though we'd still baulk at the $1350 ask for metallic paint across the range.

ON THE ROAD

Our introduction to the S40 in November 2003 came on unfamiliar roads in southern Spain, in pre-production cars with the steering wheel on the wrong side -- don't worry, Volvo will fix that for Aussie cars...

We had the opportunity to test drive a 2.4-litre, naturally aspirated S40 similar to the SE spec, and a 2.5-litre, turbocharged T5 model -- both with five-speed adaptive automatic gearboxes, complete with sequential 'manual' gate.

There's a real feeling of well-built quality about the new S40, from the fit and finish of the interior to the solid 'thunk' when the doors close. With the car's cushy ride and quiet cabin, driving only reinforces this first impression.

Driving dynamics haven't been forgotten at the altar of occupant comfort; this S40 is one of the sharpest Volvos ever. The front wheels respond quickly to steering inputs and there's just the right amount of feedback through the wheel, though the turbo engine can induce torque steer at higher revs.

Both engines are real sweethearts that deliver strong, low-end torque and solid, high-rev acceleration. The turbo model's clearly the stronger, as its 320Nm peak torque at just 1500rpm demonstrates (the 2.4 delivers 230Nm at 4400rpm). Otherwise strong, the 2.4-litre engine does suffer in back-to-back testing.

The willingness of both engines to deliver across the rev range is equally matched by the adaptive gearbox's willingness to select the right ratio -- it's almost good enough to make the DIY tiptronic mode redundant. Gearchanges in general are smooth but can be upset by quick throttle changes.

If there's a weakness in the armour, it's the 16inch Pirellis fitted to the naturally aspirated cars (205/55R16). It's hard to know how they will handle coarse-chip roads in Australia but for those chasing a sports sedan that's fun and rewarding to drive, choose the T5 every time. Cornering grip is significantly better and the more sporty suspension delivers big improvements in stability and dynamic ability.

In fact, we had some very unsettling 'tail-happy' moments in the Pirelli-tyred S40, which made us question the dynamic integrity of this car -- moments we never experienced in the stiffer suspended T5 with its 17inch, lower profile tyres. Volvo technicians at hand put it down to the shocks in the rear end -- a problem, they said, which was unique to the pre-production prototype vehicle we drove.

They said the same about our car's boot, which wouldn't open. We've had no answer to why our colleague's T5, which we'd just swapped out of, overheated suddenly after 15km of slow driving.

These are likely to be problems unique to the cars we tested and not indicative of the S40 range. And it would indeed be a shame if they did manifest on production models, because this S40 deserves better. It is a far better car than before, and now, more than ever, a true competitor for its more popular German rivals.

*Volvo claims the 2.4-litre S40 will accelerate from rest to 100km/h in 8.2 sec (manual) and the T5 turbo will do it in just 6.8 sec. Both models can run on regular unleaded petrol and return a combined fuel economy cycle of 8.5 and 8.7litres/100km respectively.

**The cars we drove in November 2003 had space saver spare tyres under the boot floor. Volvo Cars Australia assures us Australian models will carry a full size spare.

First things first -- a report on the aspects raised by Herr Butler in his world launch report... Yes, the S40 arrives Down Under with a full sized spare in all models -- a victory for commonsense, let's hope that's the last space saver we see from Volvo.

And regards the Spanish Fly's tail-happy moments on the Pirelli-shod base model -- no such problems Down Under. The base car we drove could not be provoked to do the same on the variety of tight, twisty and less than perfectly surfaced Gold Coast Hinterland roads on which the release was staged. Mind you, tyre roar on both the stocker and Continental-tyred T5 was noticeable on the coarse chip surfaces.

No overheating issues either. Let's put that down to pre-production problems.

Indeed, while our morning drive of the S40 locally was not long enough to form full impressions of the car, initial thoughts back up Glenn's very positive remarks. This is a well suspended, lively mid-sizer that rewards an enthusiast driver with good turn in and neutral handling. That said, it should not alienate traditional Volvo buyers as it demands little in the way of commitment, if you're happy to trundle from A to B.

The T5 offers a strong, syrupy midrange and delivers it accompanied by Volvo's five-cylinder thrum that's a real favourite of yours truly -- gruff, muscular but not intrusive. Torque steer is not an issue in anything but balls out road racing and matched to the five-speed Geartronic auto performance is accessible and spritely. I look forward to driving the six-speed manual version.

There are some niggles, such as the legibility of the odometer in strong direct light and the size of the front footwells -- there's only just enough room between the clutch pedal and tunnel for my size 10s which meant moving my foot up and under the pedal to ground it between changes. And the twin tailpipes of the T5 look a little too Midas for our liking -- certainly not the rolled edge 'power pipes' that grace the likes of its competitors.

We especially liked the base five-speed 2.4 we drove -- totally stock save for dressier 16-inch alloys (same size as standard) and the above-mentioned $1350 metallic paint. Steering was more communicative than the wider-tyred, powered-up T5 as well as a little lighter. And performance was more than satisfactory, certainly stronger than the four-cylinder Euros against which the car is aimed.

BOTTOM LINE: Finally, a real Swedish BMW competitor on all fronts.

If the 'Bloody Volvo Driver' advertisements haven't changed your perception of the Swedish brand then one drive in its new S40 T5 certainly will.

Don't expect to see too many T5s in bowls club carparks -- rather there will be a newer, younger demographic driving them to CBD locations and taking country backroads on weekend escapes.

The T5 is impressive in all dynamic respects: performance, handling and brakes, and is an exhilarating drive. But it was the engine that most captured my attention.

The 2.5-litre five-cylinder 162kW 320Nm turbocharged engine feels more like a big six or small V8, with serious grunt available at all times. And unlike many of those engines, this Swede likes to rev, too.

Under normal driving there is no torque steer; only when pushed very hard on tight lock can this characteristic be detected.

As part of T5's sporting appeal, Volvo has paid close attention to the exhaust note, which is a cracker when having a go but superbly quiet when motoring sedately.

The five-speed adaptive Geartronic gearbox was well mated to the engine and even when pushed hard on very tight country roads, changes were kept to a workable minimum. In manual mode the 'box was less pleasing, with a small delay taking the edge off the fun factor.

Handling was just as impressive. Responsive and surefooted, the T5 has excellent roadholding and sharp, well-weighted steering. It was a delight on winding, country roads and remained unphased when pushed hard through tight, corrugated bends. The suspension is firm and sometimes choppy on uneven roads, but not intrusively so.

Superb brakes complete the T5's performance package, providing great confidence when pulling up from higher speeds.

Inside, the leather-clad electric seats are comfortable and supportive but there are a couple of minor issues that let the experience down. I found my left knee pressing uncomfortably against the edge of the floating centre console and the drink-holders won't securely hold cups or bottles.

The plain appearance of the dashboard is also out of place in a sporty car, and the single-sweep wiper button located on the right steering column stalk is difficult to reach.

But if you are sick of radio stations failing to announce the names of the songs and artists they play then you'll love the stereo that displays both. Though only in the trial stage and available at the time on Fox-FM, the details scroll across the radio screen, providing yet another new age electronic distraction for drivers.

BOTTOM LINE: This evaluation seemed fraught with danger -- driving the base model S40 after the more powerful and better-specced S40 variant, the turbocharged T5.

I was impressed with the T5 and wondered whether the bar had been raised too high: Would the standard model disappoint?

The all-important first impression suggested an answer in the affirmative. I was immediately underwhelmed by the cabin -- gone was the sumptuous leather seats; in their place were seats covered in a two-tone beige textile/tricottech material. It was comfortable, but very low rent compared to the T5's standard bovine trim. Likewise, the T5's beautiful leather steering wheel was also absent, replaced with a cheaper-looking and less tactile synthetic-bound rim.

Of course you can have all of the T5's niceties if you're prepared to pay over and above the manual S40's staring price of $45,950. The leather seats will set you back $2850; the wheel adds another $500. And if you are really keen, for an additional $200 you can have a leather gearknob too. While you have the options list open, you might as well fork over another $500 for the trip computer.

Fire up the 2.4-litre five-cylinder engine (125kW/230Nm) and things start to improve. Without the aid of a turbocharger, I was expecting the S40's performance to be dull in comparison to the T5, and while it is no match for the blown version, performance was surprisingly strong. This impression was no doubt helped by the five-speed manual transmission -- surely rarely specified by Volvo buyers. It will be interesting see how an S40 equipped with the five-speed Geartronic auto (a $2000 option) performs on the road -- Volvo claims the self-shifting transmission is 0.7sec slower 0-100km/h than the auto (8.2sec v 8.9sec).

The S40's stubby manual shifter was pleasant to use, with slick but taut movement and short throws, which combined with the engine's strong performance and willingness to rev, as well as predictable, responsive handling encourages enthusiastic driving. The downside is the addition of a clutch pedal that steals precious footroom, as noted by Mike Sinclair in his Australian launch drive.

The T5's other cabin limitations are there as well -- a console that's hard on the left knee, though that problem isn't as bad here because with the clutch, your knee remains more upright (rather than becoming lazy in the auto and falling to the left). There's also a very short boot lid that, combined with a deep boot, makes items placed forward in the cavity difficult to reach.