- Doors and Seats
4 doors, 5 seats
- Engine
2.0T, 4 cyl.
- Engine Power
118kW, 230Nm
- Fuel
Petrol (91) 7.8L/100KM
- Manufacturer
FWD
- Transmission
Auto
- Warranty
2 Yr, Unltd KMs
- Ancap Safety
NA
1999 Volvo S40 T review: Quick drive
VOLVO PROVES A LITTLE PRESSURE CAN BE GOOD
IT'S not surprising that the T version of Volvo's entry-level 40 series is the top-seller in the range.
The T stands for turbo, but, like other models Drive has tested recently, this forced induction engine pays homage to the new generation of turbo power plants that trade ultimate high-end power for useable, readily accessible low-down oomph.
The T is powered by a 2.0-litre four-cylinder engine that develops 118kW at 5100rpm and a decent 230Nm of torque from as low as 1800rpm all the way up to 4800rpm.
Subjecting the engine to a little light pressure adds 15kW and 47Nm over the standard fuel-injected engine and, even more telling, is that the base engine's torque peak comes in at 4500rpm.
This is probably a good time to mention the full 40 series line-up, which includes the standard 2.0, the light pressure turbo T versions and the higher performance T4s, which come with what you could call the "old school'' turbo engine. This power plant pumps out 147kW at 5600rpm and 300Nm between 2500rmp and 4800rpm.
The car is available in sedan and wagon form, with the sedan dubbed the S40 and the wagon the V40 (V stands for versatile).
As you would expect, the 2.0 T provides strong performance whenever you want it and it mates very well with the four-speed automatic transmission. Press the accelerator, and you get an instant response. Push the engine and itsstarts to get a bit loud and flustered towards the red line.
The auto box offers gear changes that are smooth enough but not class leading.
With a good dose of torque and a front-drive layout, wheelspin could be a problem, so Volvo has fitted a traction-control system as standard.
The ride and handling also fall into the OK rather than inspiring category. It is good enough without setting any standards or distinguishing itself in anyway.
Around town, the steering feels good straight away, being nice and progressive while providing decent weight. Press on, and you find it lacks any real feel and is a little light at high speed.
With most of us growing up with large Ford and Holden wagons, many would be surprised at how small the V40 is. It's best described as a boutique wagon and best seen as a very practical hatch.
However, the rear seat is split and can be folded down to boost cargo space, but you have to struggle to remove the rear headrests in the process.
The rear hatch is simple enough to open and close, but the cargo floor, which sits below the rear door sill, makes the loading and unloading process a little clumsy. A cargo net, mounted on the right-hand side of the cargo area, is a great idea. It should keep small items from flying around. A cargo blind is part of the package.
Jump in the front, and the driving position makes you feel at ease right away. Japanese car makers usually get this bit right and it is perhaps no coincidence that the S and V40 share their basic chassis with the Mitsubishi Carisma, which was specifically aimed at European buyers.
The dash layout brings no complaints with its rubber-coated knobs easy to find and nice to touch.
In keeping with Volvo's safety philosophy are two neat features: two integrated child booster seats that will allow children between the age of three and 10 to sit high enough to get proper protection from the seatbelt; and a dash-mounted child-proof lock for the rear doors.
The seats front and back are firm yet comfortable and there is enough headroom for most. Back-seat legroom is also good enough. However, the cabin isn't very wide, so it suits four rather than five adults.
The car that Drive had came with the popular SE pack which, for this model, costs $4000 and adds leather trim, bits of wood on the dash, climate control air-conditioning, 15-inch alloy wheels, a single-disc CD player, cruise control and an armrest for the driver.
Most customers take up this option, which no doubt adds to the luxury feel of the car but pushes the automatic V40 to $54,950. A currency-driven price rise is due next week.
At that price, the V40 should offer a little more than it does. It doesn't do anything badly but it fails to really inspire and it doesn't have that feeling of luxury or engineering depth offered by its German rivals.
THE DETAILS
Airbags - yes, dual front, front side
Anti-lock brakes - yes
Cruise control - no
Adjustable steering - yes
Air conditioning - yes
Central locking - yes
Power mirrors/windows - yes
Security - yes, immobiliser
Sound system - AM/FM radio cassette, 6 speakers
Split/fold rear seat - yes
Cup holders - yes
NUTS 'N' BOLTS
HOW MUCH? $48,950 manual, $50,950 auto
INSURANCE $807 premium $400 excess (AAMI, wholly owned, rating one, 30-plus, medium risk suburb)
ENGINE 1.948-litre, DOHC, 16-valve, turbo-charged, four-cylinder. 118kW at 5100rpm and 230Nm at 1800rpm
TRANSMISSION Five-speed manual, four-speed automatic
SUSPENSION MacPherson struts, coil springs, dampers, anti-sway bar (front) Multi-links, coil springs, dampers, anti-sway bar (rear)
BRAKES Ventilated discs front, discs rear
STEERING Rack and pinion, 3.1 turns lock-to-lock. 10.6m turning circle
WHEELS/TYRES Steel 6.5x15 195/55VR15
HOW BIG? Length 4483mm, width 1720mm, height 1413mm, wheelbase 2550mm
HOW HEAVY? 1287kg manual, 1303kg auto
HOW THIRSTY? 9.2l/100km city, 6.1l/100km highway manual; 9.9l/100km city and 6.9l/100km highway automatic (Federal Govvernment test). Premium unleaded recommended. Fuel tank 60 litres