Styling enhancements exercised on the S80's body flow seamlessly inside. A tasteful two-tone color scheme in cool, muted hues ties the whole cabin together, from the dashboard and glove box to the doors and kick panels. The spare use of a simple, dark simulated wood lends a nice, understated accent. It's only used on the shifter, the perimeter of the center console and in a single swath of trim that rings the cabin.
The front leather seats feel rich and firm and provide ample support, with just enough bolstering for a snug fit. Getting in and out of them takes little effort as the seating position tends to be upright and the doors open wide. But just in case a little help is needed, Volvo added a driver's side grab handle, a convenience found in only a few trucks and fewer cars. If you want a warm seat, however, turning on the driver's side seat heater can be a bit awkward because the controls for both front seat heaters sit closer to the passenger.
Volvo paid as much attention to providing the S80's back seat passengers with as much comfort as the front. The wide rear seat easily accommodates three adults, with legroom compromised only when the front seats are in their rearmost position. And forever with an eye on safety, all three rear seats have headrests to minimize whiplash, and three-point seat belts.
Carrying a lot of cargo is no problem. The S80 has a large, deep trunk made all the more accessible by its low lift-over height, trunk-mounted rear seat back releases and a pass-through space.
The S80's instrument panel is particularly clean. The gauges fit logically and don't overwhelm with unnecessary clutter. Wherever the driver positions the tilt steering wheel, the center-placed speedometer and tachometer remain in plain view.
Climate controls are intuitive and well designed. Dual climate controls allow adjustments for driver and passenger temperature preferences. The radio uses a dial to control the choice of programmed stations in place of the now more familiar row of buttons. A dial is also used to choose between AM, FM or CD sources. Additional radio controls are on the steering wheel.
As much as the S80 is about safety and styling, it's also a car that wants to be driven. The S80 engines are the first transversely mounted inline 6-cylinder engines in modern times.
The S80 2.9 model's 2.9-liter engine enjoys accelerating quickly, particularly during brisk highway entrances of the 0-to-80 mph variety. If a little sluggish immediately off the line, the S80 has a fat power band -- thanks to the 2.9-liter's variable valve timing -- and virtually leaps at 2,500 rpm, the revs slamming the 5,500-rpm mark in a blink.
At speed, the 201-horsepower engine has plenty of power in reserve, making passing at high speeds an effortless maneuver. The transmission responds in kind, crisply kicking down to third gear at the tap of the gas pedal for added oomph.
Throttle response in the 268-horsepower T6 is even more impressive. Its dual turbochargers are small units that spool up more quickly than larger ones, erasing almost all apparent lag to make for exhilarating standing start acceleration. Swift starts do require two hands on the wheel, however, as the front-wheel-drive S80's torque steer becomes quickly evident.
On the road, the S80 handles straightaways and turns with assuredness, if a little softly. Its smooth handling and easy ride feel neutralize most road imperfections without totally eliminating road feel. Steering effort is firm, although steering feel itself, like the ride, remains a tad soft.
The brakes just may be the most appealing feature of the S80 driving experience. They grab decisively and pull the big S80 to a stop with authority, even in panic situations. On one stop-and-go-filled test drive, braking distances were consistently overestimated: This car can stop much quicker than you'd think. The S80 came to a stop well behind every stopped car, stop sign and red light.
The 4-speed automatic transmission shifts smoothly and precisely, most notably at higher loads. But occasionally at lower speeds, a quick stomp on the gas causes the 4-speed unit to trip over itself on downshifts. The momentary bog creates a slight response delay and lurch of the car once the downshift takes place.