Volvo S80 Gasoline Turbo I6

Although one could argue that other auto manufacturers share Volvo’s dedication to safety and functionality, it would be difficult to find many examples that are backed up by a  ransversely mounted in-line six-cylinder engine. While isolated cases of transversely mounted 16 engines do exist-Daewoo’s Magnus engine, for example-they are rather uncommon. Volvo achieved the 16 engine’s transverse orientation by streamlining the entire installation-engine, transmission, and ancillaries-into as compact a space as possible, and relocating all ancillaries except the alternator to the unused space above the gearbox. Ancillaries are still belt-driven, but overhead camshafts are now chain-driven. Both the chain and the belt are driven by gears at the rear end of the crankshaft, with the gears partially integrated into the engine block. The drive system is integrated into a small gearbox with an intermediate shaft inside the driveshaft. Different gears drive the two shafts, delivering one speed for the camshaft drive and a different speed for the ancillaries. The alternator, installed on the engine block, is directly driven off the same shaft that drives the ancillary belt. The crankshaft damper has also been moved inside the engine block, located at the front of the crankshaft.

To help the S80 meet the conflicting demands of fuel economy, environmental responsibility, and performance, the 16 incorporates cam profile switching, continuous variable valve timing, and a variable intake system. For performanceoriented drivers, an optional4.4-LV8 with all-wheel drive was also offered. Now, Volvo has expanded its options for satisfying those conflicting needs with the introduction of a slightly smaller, turbocharged six-cylinder engine. Modeled after the naturally aspirated 16, the new 3.0-L T6 engine uses the 16 block and cylinder head with different machining, manifolds, and other boltons. The new port-fuel-injected all-aluminum engine has a mass of 419 lb (190 kg) as shipped and 468lb (212.5 kg) as installed. As with any turbocharger, exhaust gases leaving the cylinders spin a turbine on the end of the turbo shaft, causing an impeller at the other end to force compressed air into the induction system.The compressed air effectively increases the
amount of oxygen available in the engine for the combustion process. The boost pressure is controlled by a traditional
wastegate on the compressor side. On the intake side, an electronically controlled dump valve helps reduce the ‘whoosh’
noise when the throttle is released, and allows for more precise boost control.

Volvo S80 Gasoline Turbo I6

With twin-scroll technology, the T6 engine’s exhaust gases are divided into two outflows, half from three cylinders and half from the other three cylinders. An air-to-air intercooler helps improve volumetric efficiency through isochoric cooling. With the twin-scroll turbo, the T6 delivers strong low-end torque without the size, complexity, or cost of a large engine displacement or two separate turbochargers. With the addition of turbocharging, Volvo was able to downsize the new engine’s
displacement by 7.5% as compared to the normally aspirated 16. With bore and stroke measurements of 3.23 in (82 mm) and 3.67 in (93.2 mm), respecaei-tively, the T6’s bore-stroke ratio, 0.880, is nearly the same as the 16’s 0.875. The longer stroke, which makes both six-cylinder engines slightly undersquare, helps generate better low-end torque and better overall fuel efficiency. Turbocharged to 0.7 bar (10.1 psi), the T6 delivers 281 hp (210 kW) and 295 lb·ft (400 N·m), the latter over a wide range from 1500 to 4800 rpm. Specific power rating is 73.5 hp/L (54.8 kWIL) and the specific torque is 99.9 Ib ·ft/L (135.5 N·m/L). Introduced with the 2008 S80, the new 3.0-L turbocharged T6 is expected to be offered in other Volvo models in 2009.

Heico Sportiv Volvo S80 T6 HPC review:
German Volvo tuner Heico Sportiv brought the goods to the 2007 SEMA Show with its S80 T6 HPC Concept. The car has been more than a year in the making and features a 7-layer “aluminum effect” paint job that looks absolutely stunning in person and pretty darn good in pics, too. This Swedish beauty also packs a serious punch, with a 350-horsepower inline-6 that has been tuned to run on E85 ethanol.

Because the original show car was based on the front-wheel-drive S80, Heico converted the car to Volvo’s AWD system so that it could put the power down more efficiently. Other hi-po parts include 13.9-inch big brake kit with 6-piston calipers, a sport-tuned suspension system that rides 1.5-inches lower than stock, and lightweight forged wheels wrapped with Continental tires.

The inside of the car looks just as good as the outside with a carbon fiber-look silver aluminum console and leather covering the headliner, instrument panel and door panels. The rear seats have been exchanged with separate bucket seats, and the front seats also have thicker side and thigh bolsters.

For more details, follow the jump for the press release and click on the gallery for more than 15 high resolution shots of the car.

The lights of Las Vegas reflect flawlessly in the gleaming aluminum paint of the Heico Sportiv S80 T6 High Performance Concept (HPC). Being shown for the first time in North America at the 2007 Specialty Equipment Market Association tradeshow in Las Vegas, NV, the S80 T6 HPC is a literal reflection of power, sophistication and athleticism as can be seen in its unique 7-layer “aluminum effect” body paint. But the S80 T6 HPC is more than just a pretty face. It`s a true example that a powerful luxury sedan can also be sensitive to the environment.

But getting that power to the ground required extensive work. As the standard S80 3.2 is a front-wheel-drive car it was determined that to truly explore the vehicle`s potential all-wheel drive was needed. Enter Volvo`s renowned Haldex All-Wheel-Drive system with Instant Traction. The system continuously routes power to whichever wheel has the most traction and Heico modified it with heartier gears to handle the enormous amount of torque.

Stopping power is provided via a 6-piston braking system with custom blue-painted calipers and high
performance brake pads. Volvo`s ABS and electronic brake distribution systems are fully functioning.
Large 13.9-inch disc brakes reside in custom forged alloy wheels measuring 9-inches wide and 20 inches
in diameter. The specially developed Volution X wheels are wrapped in aggressive 255/30R-20
Continental tires.

The Heico S80 T6 HPC rides on a chassis that is 1.5 inches lower than Volvo`s set ride height and the
sport-tuned suspension features firmer springs and struts at all four corners. “We aimed to tune all
the components to achieve a dynamic yet harmonious ride. In other words, a true sports car experience
without losing the luxurious and comfortable touch that is the hallmark of the Volvo S80,” noted
Hedtke.

An antiskid system is standard instead of optional on 2007 versions of Volvo’s entry-level sedans. Volvo offers a wagon version of this car as the V50. Both share some elements of their basic design with the Mazda 3. S40s have a 5-cyl engine and come in 2.4i and sporty T5 trim. The 2.4i models have 168 hp and front-wheel drive. T5s are turbocharged, have 218 hp, and are front- or all-wheel drive. Manual or automatic transmission is available. ABS and traction/antiskid control are standard. So are front side airbags and curtain side airbags. AWD T5s include a firmer sport suspension that’s available for other models. Keyless entry/starting is a new option for all models, which get a minor interior freshening for ‘07. Also available are a navigation system with pop-up dashboard screen, leather upholstery, heated seats, and sunroof.

Now in its second generation, the Volvo S40 has become a strong player among compact, entry-level luxury sedans. A mid-2004 redesign transformed it from a bland sedan with middling performance capabilities into a truly stylish car with an entertaining on-road demeanor. The fashion statement continues inside the cabin, where the S40 combines traditional Volvo ergonomics with a contemporary Scandinavian design that looks and feels upscale but isn’t the least bit stuffy. Although competitors like the Audi A4 and BMW 3 Series continue to surpass it in driving dynamics and overall polish, the 2007 Volvo S40 is significantly cheaper, which makes it an attractive buy among small, premium sedans.

Volvo sells the S40 in 2.4i and T5 trim levels. Performance from the 2.4i model’s 168-horsepower, naturally aspirated five-cylinder engine is adequate, though unimpressive for a car in this price range. Most buyers will prefer the 218-hp turbocharged engine in the S40 T5, which provides brisk response once you get past the initial turbo lag. The T5 model can also be had with all-wheel drive, making it a good choice for buyers in Northern climates. Volvo also offers two different suspension calibrations on the S40: The standard suspension offers a good compromise of ride comfort and handling competence, while the sport suspension, available as a package option on the 2.4i and front-drive T5 models, turns the compact Volvo into a more serious canyon carver. Unfortunately, it also results in a choppy highway ride on all but the smoothest pavement.

In spite of the heightened focus on style and athleticism in the current-gen S40, it offers all the safety features found in more traditional Volvos, and for ‘07, the company has finally made stability control (known as DSTC for Dynamic Stability and Traction Control) standard across the board. In addition to a full menu of airbags, the S40 is equipped with anti-whiplash head restraints and pre-tensioning seatbelts in all outboard positions. Crash test results have been mostly favorable, as the S40 has earned four or five stars in all government tests and a “Good” or “Acceptable” rating in all IIHS tests.

Four years into its model cycle, the Volvo S40 still offers an impressive package for buyers seeking a small, upscale sedan. However, it occupies a very crowded price bracket. Even if you’ve written off the more expensive A4 and 325i, similarly priced cars like the Acura TSX, Mazda 6, Subaru Legacy GT and Volkswagen Jetta 2.0T/GLI offer equal or better performance and as much or more interior room. We still think the 2007 Volvo S40 is a good choice, especially for those who want a car with one-of-a-kind styling inside and out, but we recommend test-driving a few of its rivals before making a final decision.

Consumer Guide  Automotive places each vehicle into one of 18 classes based on size, price, and market position. Premium Compact Cars are similar in size but more expensive than Compact Cars. Premium Compacts have more standard equipment and an upscale image when compared to Compact Cars.

Our Best Buys in the Premium Compact Car class are the Audi A4 and BMW 3-Series. Our Recommended picks are the Acura TSX and Audi A3.

Our road test for the 2007 Volvo S40 includes a full evaluation of the 2007 Volvo S40 from the inside out. We evaluate not only engine and handling performance for the 2007 Volvo S40, but also interior cabin and cargo space. Let our comprehensive road test ratings for the 2007 Volvo S40 help you decide if a 2007 Volvo S40 is right for you.

Acceleration is adequate if uninspiring on the base 2.4i model, but some buyers may prefer its non-turbo engine’s more predictable power delivery. Although the turbocharged engine in the S40 T5 has a somewhat peaky power band and exhibits some lag off the line, it’s definitely the better choice for enthusiastic drivers. Handling is crisp and entertaining with either the standard or sport-tuned suspension, though the standard 16-inch tires are taxed by more aggressive cornering. Those who like to drive hard will probably prefer the firmer sport suspension, but the downside is a harsh ride over anything less than pristine pavement. If you live in a pothole-ridden area of the country, stick with the standard suspension.

Volvo says S40 2.4i does 7.7 sec 0-60 mph with manual transmission, 8.4 with automatic. That sounds adequate, but in practice, acceleration is unimpressive, even with manual, especially up long grades. T5s snappier, suffer little irksome turbo lag. Test manual-transmission T5 did 6.9 sec 0-60 mph. Manual shift action slick, precise. Automatic generally smooth, responsive.

No opportunity to measure with 2.4i models. Test T5s averaged 20.3 mpg with manual transmission, 20.6 with automatic. Test automatic AWD V50 averaged 25.0 mpg with more highway use. Volvo recommends premium-grade fuel for all S40s.

All models firm, but base suspension reasonably compliant on most surfaces. Tauter sport suspension, included with AWD models and optional Sport Package, reacts sharply to bumps, makes for uncomfortably stiff ride in concert with low-profile 17-inch tires.

Assured and predictable, but not quite sport-sedan agile. Steering accurate, has good feedback, but some testers find it too light for best highway-speed control. Tight turning circle aids low-speed maneuvering. Brakes ease speed quickly with fine stability, moderate nosedive.

These 5-cyl engines lack 6-cyl smoothness, suffer intrusive high-rpm thrum, but are OK otherwise. Wind noise modest. Little road ruckus from 16-inch tires except on very coarse pavement; 17s rumble on all but smoothest surfaces.

Mostly user friendly. Ultrathin center stack houses audio and climate buttons that some testers say take time to sort out and are too easily hit by accident while shifting. Windshield-wiper stalk impedes accessing dashboard-mounted ignition switch. Cabin has minimalist design, high-quality materials, and solid workmanship.

Interior not that wide, but furnishes adult-size head and leg room on supportive, well-shaped seats. Standard tilt/telescope steering wheel, available power seat let most drivers get comfortable. Visibility good except to right-rear, where head rests and high deck partly interfere.

The Volvo S40’s interior is unique and styled to appeal to a young audience. The first thing you’ll notice is the ultra-slim center stack, which has a distinctive Scandinavian design and allows for some storage up front. Interior trim choices include faux metal, faux wood, real aluminum or a transparent material reminiscent of an iMac computer. The ergonomically designed seats are available in different upholstery types, our favorite being the standard cloth “T-Tec” upholstery, which holds occupants in place during aggressive cornering yet still breathes well in hot weather. Adults will find adequate legroom in both the front and rear, but in-cabin storage space is at a premium. Trunk capacity measures 12.6 cubic feet, and the rear seats have 60/40 split-folding capability.

Two adults get decent head and elbow room, but three will feel pinched. Knee space tight if front seats more than halfway aft, but toe room generous. Seat short on thigh support. Narrow door thresholds impede entry/exit.

Good trunk room for a compact sedan, abetted by standard folding rear seatbacks, but volume meager by absolute standards and aperture won’t accept bulky cargo. Interior storage subpar.

S40 may be a bit pricey and not quite sporty enough for the younger buyers Volvo covets. But it’s a solid, capable compact that appeals for its big-Volvo style, solid workmanship, and safety features, plus available all-wheel drive. Just avoid the optional sport suspension/17-inch-tire combination, which compromises ride comfort and does little for roadability.

Antilock disc brakes, traction control and stability control are standard on all 2007 Volvo S40s. All models include front side airbags and full-length head curtain airbags, along with whiplash-reducing head restraints in all outboard positions. Volvo’s OnCall telematics system is also standard. The S40 received perfect five-star ratings in NHTSA side-impact crash tests. In frontal-impact tests, it netted four stars for driver protection and five stars for the front passenger. In IIHS frontal-offset testing, the S40 earned a top rating of “Good” and a “Best Pick” designation; in IIHS side-impact testing, the car was rated “Acceptable.” Additionally, the S40 is one of only a few cars to earn a “Good” head-restraint rating in the IIHS rear-impact test, regardless of whether you get cloth or leather seats.

The S80 also boasts of three firsts for passenger cars. The first was the use of a built-in, fully integrated GSM phone, complete with both a hands free function and a lift-up hand-set. The second was the fitment of the straight six engine in a transverse mounting. Volvo claims to be the first manufacturer to succeed in mass producing this configuration. No existing manual gearbox would fit in the engine bay with the six cylinder engine, so Volvo had to develop their own, claimed to be the world’s smallest manual gearbox, the M65. The previous record holder was also a Volvo gearbox, the M56 developed to fit the wide 5 cylinder transverse engine first used in the 850 series cars. Thirdly, the S80 was the world’s first car with an environmental specification, covering aspects such as those directly relating to the car such as allergens from textiles and fuel economy and the life cycle of the car from production to dismantling.

For Volvo, the S80 was a major step forward into the age of modern car design, particularly with the use of multiplex wiring.

The S80 was initially available with four different engines. Starting the range was a detuned 2.4-litre 140 hp 5-cylinder. This was also available as a CNG and as an LPG version. The fully tuned version produced 170 PS (125 kW). Next up was a 2.9 L 196 PS (144 kw) 6-cylinder, then 272 PS (200 kW) T6 and finally, the 140 PS (102 kW) 2.5 L TDI (diesel). The 2.9 has a Straight-6 engine while the T6 was powered by a destroked twin-turbocharged version. In 2000 there was the addition of the 200 hp (149 kw) 2.5T, available with standard all-wheel drive. The 2.5T model featured a light-pressure turbocharger. Late 2001 introduced the 163 PS (120 kW) 5 cylinder common rail diesel D5, detuned to 130 PS (96 kW) and sold as 2.4D in some markets.

On January 31, 2006, Volvo unveiled the first pictures of the second generation S80. Generally all features of the car were upgraded substantially. The new S80 will feature a new 3.2 L straight-6 or 4.4 L V8 engine in combination with available four-wheel drive. The second-generation S80 is the first Volvo sedan model to become available with Volvo’s compact, transversely fitted V8 with a power output of 316 PS (232 kw) and 440 N•m of torque. With four catalytic converters and advanced electronics, this engine, which was first introduced in the Volvo XC90, is one of the cleanest V8s on the market. The exterior is similar to that of the first generation but is greatly improved with more high strength boron steel in the body for safety. The interior is seen as one of the most comfortable in the automotive industry. The layout of all items is well placed and the HVAC control panel on the waterfall center console is superb. This second generation S80 is no exception to Volvo’s on going improvements and inventions of safety. The second generation S80 has been give the IIHS 2007 Top Safety Pick Award in overall safety protection. Also again in November the IIHS awarded the 2008 Volvo S80 with Top Safety Award. This S80 performed outstanding above its German and Japanese rivals. Score perfect scores for frontal, side, and rear impacts. The car was unveiled at the Geneva Motor Show on February 28, and sales began on June 2006. The new S80 is based on the Volvo P24- platform which was mainly developed by Volvo itself, also used for vehicles including Ford’s S-MAX and Galaxy large MPVs.[9] Even although some of these other Ford vehicles ride on this platform, the majority of the cars’ parts was made by Volvo alone and not found in the Ford.

Volvo’s Personal Car Communicator (PCC) remote control will also be an optional feature with the new S80. This feature is fairly new to the automotive industry. Before a driver gets to their car, they are able to review the security level and know whether they have set the alarm and if the car is locked. Additionally, there is a heartbeat sensor that warns if someone is hiding inside the car.

The all new S80 is the first Volvo model to feature Adaptive cruise control (ACC) with Collision Warning and Brake Support (CWBS). Adaptive cruise control helps ensure comfort and relaxed driving by letting the driver select the desired speed and the minimum time gap to the vehicle in front of them. When a radar sensor detects a slower vehicle in front of them, Adaptive Cruise Control adapts to that vehicle by applying the brakes as necessary. As the Collision Warning System senses an impending collision, it alerts with a flashing light on the windshield and an audible alarm. Meanwhile Brake Support offers additional assistance by preparing the braking system so that the car can begin stopping faster and avoid a potentially dangerous situation before it happens. Volvo S80 is also available with a new safety innovation called Blind Spot Information System (BLIS, first seen in Volvo S40) which senses when a person enters the drivers blind spot and Active Bi-Xenon Lights (ABL) to illuminate around curves in the dark. Volvo is known for making historic strides in the production of intuitive new safety systems. BLIS system has been recently introduced at Mercedes-Benz higher specifications cars,nearly two years after Volvo.[10] The second generation Volvo S80 is much more luxurious than the previous generation, and it flaunts its “Scandinavian Luxury” design language. It competes directly against the Saab 9-5, Lexus GS, BMW 5 Series, Mercedes Benz E-Class, Audi A6, and Acura RL. The second generation S80 has already won awards in best mid size luxury sedan interior.

Year Model Displacement Engine Fuel Power Torque
1998 – 2006 2.4 2435 cc I5 Petrol 140–170 hp (103–125 kW) 220–225 N·m (162–166 ft·lbf)
2000 – 2006 2.0T 1984 cc LPT I5 Petrol 180 hp (132 kW) 280 N·m (207 ft·lbf)
2004 – 2006 2.5T 2521 cc LPT I5 Petrol 210 hp (155 kW) 320 N·m (236 ft·lbf)
1998 – 2004 2.9 2922 cc I6 Petrol 196–204 hp (144–150 kW) 280 N·m (207 ft·lbf)
1998 – 2001 T6 2783 cc twin-turbo I6 Petrol 268 hp (200 kW) 380 N·m (280 ft·lbf)
2001 – 2006 T6 2922 cc twin-turbo I6 Petrol 268 hp (200 kW) 380 N·m (280 ft·lbf)
1998 – 2001 TDI 2460 cc turbocharged I5 Diesel 140 hp (102 kW) 280 N·m (206 ft·lbf)
2001 – 2006 2.4D and D5 2401 cc turbocharged common rail I5 Diesel 130-163 hp (96-120 kW) 280-340 N·m (206-250 ft·lbf)

Volvo S80
Production 2006–present
Platform Volvo P24- platform
Engine(s) 2.0L (4cyl), 2.0L (Flexifuel, 4-cyl), 2.5 L I5 LPT
3.2 L I6
4.4 L Volvo Yamaha V8
2.4 L I5 turbodiesel
Transmission(s) 6-speed automatic
6-speed manual
Wheelbase 2835 mm (111.6 in)
Length 4849 mm (190.9 in)
Width 1861 mm (73.2 in)
Height 1490 mm (58.6 in)
Fuel capacity 70 L (15.4 Imp. gallons)
(18.4 U.S. gal)
Related Volvo V70
Land Rover Freelander
Ford Mondeo
Ford S-MAX
Ford Galaxy
Designer Sylvia Gullsdorf

The Volvo C30 is a compact car produced by the Volvo division of Ford’s Premier Automotive Group. The C30 is a three-door, four-seat hatchback powered by straight-4 and straight-5 engines. Despite the name, the car is the hatchback / coupe version of the S40/V50/C70 luxury vehicle range and therefore uses the same Volvo P1 platform as its siblings.

Sexy. Playful. Young. Emotional. Not adjectives normally associated with a Volvo. Safe? Conservative? Now those fit the bill. After all, for the past 80 years Volvo has fortified an iron standing of producing cars that are as secure as bank vaults. After eight decades of playing it safe, though, Volvo is ready to let loose. Say hello to the all-new C30 hatchback, the wild child of the Volvo family. Due out next summer, the C30 is a far cry from the typical Volvo. Not only will it be downright affordable–around $23,000 to start–but with four bucket seats, it’s intended more for hauling ass than the family.

According to chief designer Simon Lamarre, “The C30 isn’t for people with kids. It’s a different kind of a Volvo for a different kind of customer.” In other words, the C30 isn’t meant to be an A-to-B appliance for the Smiths or Joneses, but rather a Gen-Y plaything for Junior. In order to attract young, fickle customers, Volvo has injected the C30 with shots of style and speed. While its front end closely resembles those of the S40 and V50 with which it shares Ford’s C1 platform, its sloping rear end looks avant-garde, bearing a shape unique to modern Volvos.

We say modern because the C30’s bodacious butt does harken back to that of the P1800ES, a cult-classic wagonette from the early 1970s, not to mention the posterior of the Safety Concept Car from the 2001 Detroit auto show, a showpiece that served as inspiration for the C30. “With the C30, we wanted to recapture the emotion of the SCC,” says Lamarre, “so that meant integrating the signature glass hatch and the broad shoulders.” With those two cues intact, as well as a length of 167.4 inches (8.5 inches shorter than an S40) and a wheelbase of 103.9 inches (identical to the S40’s), the C30 sports short overhangs and an aggressive, fast-forward stance that arguably appears more assertive than the Volkswagen GTI’s.

We mention the GTI because it’ll be the C30’s stiffest competition in the U.S. Wearing a similar price tag ($22,730), the GTI also features a similar spec sheet, which includes a 200-horsepower turbocharged engine, a six-speed manual, a sport suspension, and available 18-inch wheels. To combat the VW, the C30 utilizes the S40 T5’s power train–a 2.5-liter, 218-horsepower turbocharged in line-five and a six-speed manual (a five-speed automatic will be optional)–and front McPherson strut/rear multi link suspension, which has been firmed up with stiffer springs and dampers.

Other than an occasional jar from the suspension of our test car, which had the sport suspension and 18-inch alloys, the C30 felt nearly perfect for its intended segment. Volvo assures us the C30 would be tuned softer for the U.S.

Only New in America
The Europeans like it, too. By the time this hatchback goes on sale in America in October, it’ll have been on sale in the old country for more than a year. And sales are good over there, even though the C30 competes with the Audi A3, Mini Cooper and Volkswagen GTI (the same cars it’ll be battling over here, actually). But Volvo understands America’s lukewarm enthusiasm for hatchbacks, so it’s projecting yearly sales of just 6,000-8,000 C30s, even while the company sells about 65,000 C30s worldwide each year.

In the States, two trim levels will be offered — Version 1.0 and Version 2.0. Both are powered by the same turbocharged inline-5 that powers the Volvo S40 and V50. This engine is rated at 227 horsepower at 5,000 rpm and 236 pound-feet of torque at 5,000 rpm, which makes it the powerhouse of its class. A five-speed automatic is optional, but our test car featured the standard six-speed manual gearbox. The shift linkage isn’t as precise as we would like, but its low-effort shift action matches the character of the car.

Despite its power advantage over its rivals (a Mini Cooper S packs only 172 hp), the C30 fails to leave them in the dust. In fact, should the Volvo line up next to a Mini Cooper S, it’s the C30 that gets left behind. With a 0-60-mph time of 6.6 seconds and a quarter-mile run of 15.1 seconds at 94.5 mph, the turbo C30 is slower than the last Cooper S we tested, although it’s a tick or two quicker than a Honda Civic Si or VW GTI. It’s also more than quick enough to keep you entertained.

Still, with the five-cylinder’s strong bottom-end torque and generous power rating, the C30 should be quicker than it is. What’s holding it back? Weight. At 167.4 inches long, the C30 is much larger than the Mini, so it weighs significantly more — a portly 3,198 pounds, in fact. (The GTI is actually heavier, if you can believe it.) But the trade-off is interior space. “We made sure the backseat fits two fully grown adults,” Andreas Friedric, the car’s interior designer, tells us just before he folds the C30’s two rear seats, tosses a surfboard into the cargo area and closes the glass rear hatch. Try that in a Mini.

Hot Child in the City
In addition to its drivetrain, the Volvo S40 sedan contributes its four-wheel independent suspension, four-wheel disc brakes and its entire interior to the new hatchback. Actually the C30 shares everything with the sedan, including the front end, the windshield glass and even its wheelbase dimension. Only the rear third of its bodywork is different, which looks as if it’s been snagged from the famous 1971 Volvo P1800 ES.

The combination works. This is an attractive car that grabs eyes and collects compliments. It also makes the C30 some 8.5 inches shorter and 330 pounds lighter than an S40. Tie it all to the road with a set of fat, low-profile 18-inch Pirelli P Zero Rosso tires (version 1.0 rides on 17-inch rubber), and you’re left with a car that likes to be tossed around and delivers some impressive handling numbers in the process. The C30’s skid pad performance of 0.85g, its slalom speed of 69.1 mph and its ability to come to a halt from 60 mph in 117 feet ranks it as good as the last Audi A3 we tested.

With all that weight up front, we weren’t surprised by the C30’s desire to understeer through the corners, but the Volvo takes a nice set in faster bends and the overall limits are high. In general, the C30’s steering and chassis respond in a rewarding way. Just don’t misunderstand, though. As fun as the C30 is to dance with, this is not a hot hatch for weekend track days. It’s a city dweller that likes to zip through traffic and dig into the occasional on-ramp.

On serious driver’s roads like Mulholland Drive or the Ortega Highway here in Southern California, the C30 feels large and soft. You notice that the driver seat that feels so great in the city isn’t capable of holding you in place anymore. Steering feel is well above average, but the C30’s torque steer out of corners isn’t exactly a treat and the soft brake pedal can give you a fright.

The seating position is excellent, the visibility over the nose of the car is expansive and the steering wheel is good to hold (if a bit oversized). We should also applaud the C30’s comfortable ride, which is quite an accomplishment considering its athleticism.

At a total MSRP of $27,700, our test car undercuts an Audi A3 by quite a bit, but costs a bit more than a similarly equipped Mini Cooper S or Volkswagen GTI. Base price for the Version 2.0 is $26,445, some $3,671 more than a Version 1.0. Basically you’re paying for stiffer suspension tuning, a sporty body kit, a stereo upgrade, sport exhaust tips and 18-inch wheels and tires. Our test car also wore optional foglights, cruise control and the C30’s signature Cosmic White over Java Pearl paint that’ll cost you an extra $475.

But that’s just the tip of the iceberg. There are actually 5,000,000 build combinations and enough options to crank a C30 up past $40,000. Things like a power sunroof, a navigation system, Volvo’s Blind Spot Information System (BLIS) and heated seats are all on the car’s mile-long options list.

You can even opt for Mini Cooper-style graphics including an American or Swedish flag on the roof and doors (although we wish you wouldn’t).

Bring in the Kids
Silly graphics aside, Volvo has created a car that’s as fun from the curb as it is from the driver seat. Now it just needs younger folks to care. “We want to bring a new, younger, very active customer in the Volvo family,” Kent Johansson, Volvo’s car-line manager for the C30, tells us. “City people interested in design.”

By “younger,” Johansson doesn’t mean the C30 is for kids in high school. “Younger” for Volvo means 28- to 38-year-olds, some 65 percent of whom will be conquest buyers and more than 50 percent of whom will be male. “The C30 will also help change the perception of the Volvo brand for a broader group of customers,” claims Johansson. Right now, the brand’s clientele is essentially comprised of middle-age suburban moms.

So there’s a lot riding on the C30’s broad shoulders, despite its small sales volume. Volvo is convinced the C30 is cool enough to pull it off, and a week behind the wheel of this 2008 Volvo C30 Version 2.0 has made us believers.

A cool Volvo?
Designed under the direction of Peter Horbury, the C30 was the last car he did before leaving Volvo to lead Ford’s design team in North America. It was Horbury who revolutionized Volvo’s styling in the ’90s, replacing the angular monotony of the old models with a new curvaceous, distinctive design language. The C30 is the ultimate expression of this vision.

The shape was previewed in the Safety Concept Car (SCC), which was shown at the Detroit auto show in 2001. The positive public reaction gave the management the confidence to put it into production. While the front end is instantly recognizable as a member of the contemporary Volvo family, the unusual hatchback rear draws inspiration from the classic 1800ES of the 1970s.

Static pictures tend to flatten the C30’s curves, particularly the manner in which the windows taper to the rear. In the metal this is a modern, distinctive and undeniably handsome car. This may well be the first Volvo that can justifiably be described as “cool.”

With its two individual rear chairs pushed toward the center of the car, the C30 is strictly a four-seater. While it’s positively commodious compared to an Audi TT, this is not a family car. Adults will find the rear accommodation adequate for short journeys, though two 6-footers will struggle to sit in tandem. The trunk capacity is also modest — golfers will have trouble accommodating their beloved clubs — although it can be extended by folding down the rear seats.

The dashboard will be familiar to drivers of other Volvos, including the C70, S40 and V50. The distinctive “floating” console is present and correct, although it can now be specified with an aluminum surf pattern or even with a glossy white finish, inspired by an iPod. Our test car boasted a more conservative aluminum. The quality is good, but it’s a shame that such a youth-oriented car doesn’t feel a little more sporting. We’d like to see supplementary dials, such as a turbo and oil temperature gauge and more side bolstering for the otherwise comfortable seats.

As you’d expect from Volvo, there’s a plethora of safety features including front, side and curtain airbags. Stability control will be standard across the range, as will Volvo’s IDIS (Intelligent Driver Information System), which delays certain functions, such as a phone call, if the driver is engaged in a more complicated maneuver (heavy braking, turning etc.). Customers can also expect a generous luxury specification with several “premium” options, including high-grade audio.

Pump up the Volvo
“In recent years we have successfully emphasized the Scandinavian characteristics that base prestige on timeless, functional elegance. Now we’re elevating our design DNA to an entirely new level by literally pumping up our cars’ visual volume,” says Steve Mattin.
The XC60 Concept splices together the very best of two car types. Crossover signals like 20-inch wheels, accentuated wheel housings and aluminium scuff-plates emphasise unmistakable XC muscularity. While above the waistline, sleek windows and a dramatic roof line trace the profile and sporty charisma of an elegant, sexy coupe.

“At the rear, the expressive, sculptured shapes provide additional hints on the direction our design DNA is set to take. The contours of the tall tail lamps highlight the muscular shoulders and the tailgate’s trapezoidal shape is a further development of the glass tailgate in the Volvo C30,” explains Steve Mattin.

Future Innovations
The tailgate features an ingenious innovation. A lower section moves out and up over the upper part, creating an opening for small items without needing to open the entire tailgate. The upper part can also be opened separately, and the tailgate can be fully opened for the largest of loads. Equally innovative, is the tailgate’s darkened lower section. Transparent from within, it increases driver visibility behind the car. In addition, a transparent, dark-tinted glass roof attaches on top of a Y-shaped structure.

But it’s what lies in front that is truly innovative.

City Safety- Volvo Cars new, unique system for avoiding collisions at low speeds
Volvo Cars unveils a unique system that can help the car driver avoid the sort of low-speed collisions that are so common in urban traffic and in slow-moving traffic queues. If the driver is about to drive into the vehicle in front and does not react in time, the car brakes itself.

The system is called City Safety and Volvo Cars’ aim is to use it to help avoid half of all rear-end collisions.

Elegant, high-tech interior
The XC60 Concept’s interior design is just as daring and forward looking as the exterior.

The instrument panel and the new steering wheel harmonise with the iconic floating centre stack, which is angled towards the driver. Touch sensitive buttons and controls are integrated into the centre stack’s surface and an “invisible” screen for information and navigation appears only when switched on.

The saddle leather and aluminium interior contrasts a typically light Scandinavian upper section with dark, espresso brown shades below. This causes the slim, asymmetrical front and rear seats to appear to visually float above the darkened floor. Also featuring ‘pony-tail’ slots extending all the way down the back, the unique seats enhance ventilation and improve rear vision.

“The driver can see all the way through the rear seat and the transparent panel of the tailgate. This promotes added safety in a car type whose height may otherwise limit rearward vision,” explains Steve Mattin.

Six-cylinder bio ethanol engine
The chosen power train for the Volvo XC60 Concept is a six-cylinder, 3.2-litre bio ethanol engine with All Wheel Drive.

The engine offers the driver dynamic performance in the form of 265 horsepower and 251 lb/ft (340 Nm) of torque – with emissions of fossil carbon dioxide dropping by up to 80 percent when driving, compared with the same engine running only on gasoline.

Volvo demonstrated the horribly ugly, but somewhat practical 3CC concept a while back, but were very straight about it up front that the vehicle was merely an excercise in futility, er, uh… design. Doesn’t matter anyway because this car doesn’t have three front seats, it’s a 2+1 design.

The version taken to Shanghai has zero emissions, running entirely on electric batteries — in fact, 3,000 lithium ion cells, the same batteries that laptops use.

The electric 3CC can reach up to 180 miles on a single charge, Volvo says, farther than earlier electric vehicles because of improved battery technology. On top of that, the company said, the charge time has been reduced, the 3CC can reach a top speed of 85 mph and get from 0-60 mph in 10 seconds.