Volvo S80 D5 2007 Review

Road Test

Overall rating: 3.0/5.0
Engine/Drivetrain/Chassis: 3.0/5.0
Price, Packaging and Practicality: 3.5/5.0
Safety: 3.5/5.0
Behind the wheel: 3.5/5.0
X-factor: 2.5/5.0

Priced from around $72K, the D5 is Volvo's least expensive S80. For this reason alone it will likely attract buyers not necessarily shopping for diesel. And that's chiefly why we've nominated two non-diesel models as our 'also consider' cars.

Those who choose the Ovlov will get a fresh-faced luxury large car with a serious complement of standard equipment and badge that is regaining credibility -- both in terms of being placed among prestige (rather than near-prestige) brands as well as from a driver's perspective. They'll also get a drivetrain that's at the same time economical and more enthusiastic than the petrol engines offered in the above competitors.

The S80 D5's engine is the same 136kW/400Nm five-cylinder common rail 20-valve turbodiesel the Swedish marque uses across its passenger car and SUV range. In the refined surrounds of the S80, it's a willing and muscular powerplant that gives the impression that it still needs the odd rough edge knocked from it.

Vocal in an 'old school' diesel way at start-up, it soon settles to a more 'modern' tone. We should point out that the aural signature is most noticeable from outside the car or when you have a window open. It's an endearing quality, not something you'll tire of.

The other tremendously infectious quality of this engine -- and indeed Volvo's inline petrol five -- is the wonderful offbeat 'warble' as the engine gets about its business. Again the S80 dulls the volume, in keeping with its flagship saloon status, but the timbre is still there and the car's more soulful for it.

Your accountant will appreciate the sub-10lt/100km around town fuel consumption too. Expect to seriously improve on that for long trips.

In D5 form, the S80 eschews the petrol engine models' AWD mechanicals for a simpler front-wheel-drive layout. It rolls on 17-inch wheels in lieu of the petrols' 18s but still gets Volvo's 4C electronically-variable suspension and, unique in this class we believe, the choice of three levels of steering effort.

As delivered our S80 was set on the medium level of assistance. Changing the setting requires a trip into car's menu system (while stationary). It doesn't change the feel perceptibly at low speed but firms it up on the open road. Overall, even at the highest effort setting it's a touch too light for our taste.

Steering assistance adjustment is separate from the Four-C suspension which offers three settings (Comfort, Sport and Advanced). We found we spent most of our time in the softest setting.

Sport delivers a fair approximation of a sporting set-up, controlling body roll and allowing quick changes of direction and the ability to place what is quite a large car precisely. The ride is sharp, however, and got on our nerves after a while.

While the ride was generally cosseting in Comfort, the set-up still allowed a disproportionate amount of 'influence' from bumps. It's not that these suburban pockmarks upset the car's ride, it was more that the car allowed the noise of them to intrude into what is a generally a pretty serene cabin.

The other glitch that can catch the S80 out is its six-speed auto's habit of holding a gear in urban environs. Just when you're expecting the auto to slip up a cog and let the diesel's meaty midrange do its work, it will occasional hold second or third until quite high in the rev range and shift aggressively, upsetting the flow. Strange, but it happened more than once during our stint...

Passengers front and rear won't grizzle about the space afforded them by the S80. Rear leg and shoulder room may not be in the league of our homegrown long wheelbase models but the S80 at the very least matches the Beemer or Audi equivalents. Comfort levels front and rear are equal or better than the other Euros too -- the S80's front seats may be a touch too contoured for some but we liked them.

Volvo's now signature centre stack carries a whole swag of small buttons in the S80. Ignore the phone-type keypad and it's far from daunting. Indeed it still seems to be more intuitive than the set-up on the Lexus LS460. For example, we love Volvo's logical 'seated man' HVAC controls. So too the clear and simple main dash gauges -- though we still can't quite fathom how you can change the various trip computer functions so many ways and still not get the data you want!

Visually an imposing car, the S80 offers the flexibility we've come to expect from Volvo. Hidden in the rear centre armrest there's a child seat; the rear seat itself is splitfold and it that's not enough choice, there's also a skiport function. Interesting to note that last time we looked, both Audi and BMW charged extra for the two loading functions and didn't offer the kiddie seat at any cost.

Other equipment you'll have to ante up for on Brands A and/or B that come standard on the S80 D5 include: keyless entry and start, Xenon lamps and headlamp wash, heated memory front seats and onboard phone.

Indeed, there's very little the $96K (approx) S80 V8 AWD delivers that isn't also standard on the D5. Of course, if you wish to spend more, Volvo offers luxury car 'essentials' like navigation and active cruise as options.

Add the price of the above sort of goodies to the already more expensive starting prices of our 'also consider' cars and you'll appreciate the value the S80 offers.

Is this value-for-money likely to sway those who buy for badge? Hardly, but in its D5 guise the latest big Volvo makes it increasingly difficult to dismiss the marque in any rational comparison.