Volvo S80 sedan adds high-tech dynamic stability controller
Bob Plunkett
Date Posted: 5/10/2005
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LEVI SALMI, Finland -- Far north of the arctic circle in snow-coated pine forests of Finland, the sun doesn't rise above the horizon for months on end and air temperatures rarely climb above forty below zero. As a result, everything freezes, which guarantees slippery surfaces ideal for testing the road-hugging traction capacity of the S80, luxurious flagship sedan by the Swedish automaker Volvo.
Although the mid-size S80 debuted only a year ago, subsequent issues for 2000 models offer the new option of a Dynamic Stability and Traction Control (DSTC) system.
That sophisticated device employs an on-board computer and various lateral and linear motion sensors tied to anti-lock brakes. It monitors the vehicle's forward progress and -- if dangerous oversteer or understeer skidding is detected while turning -- acts automatically to correct the unstable pavement maneuver without direct or conscious intervention required from the driver.
In effect, the new DSTC safety tool is an complex anti-skid mechanism, and we ventured into the frigid landscape of Finland simply to skid an S80 across a frozen lake and see just how effective the device can be in correcting a car's bad behavior.
A snow plow had forged a mile-long circuitous route across the lake on a foundation of ice four feet thick. Banks of snow heaped three feet high defined the wiggly course, which was about as wide as a two-lane highway.
Our first run around the circuit was made without help from the stability control system, as a console toggle allows the driver to delete it. As our speed rose above thirty miles an hour, we noticed in corners that the rear tires tended to slip outward, inducing a rear-loaded spin. Counteractive steering combined with less throttle stemmed these spins, but we had to work forcefully to do so.
At one sharp corner, though, our best efforts to thwart the spin failed to work: The car scooted laterally across the track to a far wall, plowed up the bank and came to rest high-centered on snow, totally stuck.
Next time around, we turned on the stability controls.
Then when the tires began to slip during a turn, lateral-accelerometer sensors and wheel monitors measuring tire rotation instantly detected the undesired movement and cued the computer, which checked steering sensors to figure out that the slide was not in a direction intended by the driver. It then marshaled the disc brakes to apply pressure selectively to one or more wheels, which quickly brought the sliding rear end back into alignment with the front steering wheels, and we proceeded safely around the bend.
This was a seamless action, hardly detectable by the driver, yet the net effect was that this time the S80 completed the curvy ice course without interruption.
The new dynamic stability controller for the S80 becomes an active tool for safe driving layered on top of so many other safety devices that this car now represents a supreme expression of automotive security.
These protective systems begin with a stiff core superstructure of high-strength steel ringing the passenger compartment. The framework features front and rear crush zones designed to dissipate impact forces of a collision and deflect them away from the cabin, as reinforcement bracing for side doors and supportive roof pillars lessen penetration from side intrusions.
Next line of defense is an intricate system of air bags which deploy during a crash to further absorb crash forces. For driver and front passenger, frontal air bags shield against a head-on impact and seat-mounted side air bags are on hand to cushion a side crash. Further, tubular air bags concealed in the roof extend for the length of front and rear doors to protect heads of riders in front and rear seats from a side strike or roll-over.
To block a whiplash during a rear impact, front seatbacks instantly move rearward to pare the acceleration forces inflicted on the passenger's back and neck.
Active safety tools, designed for use by an alert driver to move the S80 away from danger, include a quick-response rack and pinion steering system plus big disc brakes tied to the computerized anti-lock system, as well as a traction control mechanism that modulates engine torque flowing to the front drive wheels to stop skids on take-off.
The brakes also have a force distributor that monitors behavior of rear wheels in relation to the front ones and then controls braking force electronically to match the degree of braking for all wheels and the on-board load.
As driver, you end up with full directional stability and steering ability at all times, regardless of load weight or how hard the brakes may be applied.
The unibody framework boosts torsional stiffness to set up a firm foundation for attachment of suspension elements. These include a MacPherson-type strut and lower link arm on each side up front and a rear independent multi-link arrangement fitted to an isolated aluminum subframe.
Push the car through tortuous road tests and it remains solidly anchored to pavement, with body maintaining a level stance -- there's little lateral lean noted during turning maneuvers and seemingly no nose dive when standing on brakes hard nor a tail dip prompted by sudden acceleration.
Driving the S80 with so many controllable handling systems and safety measures at hand generates an amazing peace of mind derived from the knowledge that you're steering a vehicle with ultimate protective features.
It's plush and luxurious, too.
The passenger cabin provides comfortable and supportive front bucket seats followed by a rear bench for three.
Power controls all functions for movement of front seats, doors, windows and mirrors, which have interior heat elements. Also, extensive security measures apply -- perimeter lighting, programmable remote alarm system and an electronic engine immobilizer.
For motivation, Volvo offers two impressive six-cylinder engine choices.
The S80 2.9 carries a naturally-aspirated 2.9-liter aluminum six which musters 201 hp.
The S80 T-6 uses a light-pressure twin turbo 2.8-liter in-line six that runs up to 268 hp. It achieves high torque at relatively low engine speed without typical turbo lag.
Electronic automatic transmissions employ adaptive gear shift patterns which eliminate the need for separate economy and sport modes. For the T-6, a Geartronic add-on permits shift-it-yourself maneuvers by throwing the gear lever to the left through a gate, then pushing it forward to bump up a gear or pulling back to drop down one gear at a time.
Pricing of the S80 2.9 starts at $36,575, or $41,075 for a T-6, with the DSTC stability control listed at $1,100.
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| 2000 VOLVO S80 T6 VEHICLE SPECIFICATIONS |
| Description: |
Mid-size sport/luxury sedan
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| Model Options: |
Mid-size sport/luxury sedan
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| Wheelbase: |
109.9 inches
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| Overall Length: |
189.8 inches
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| Engine Size: |
DOHC 2.9 I6
DOHC 2.8 I6 T
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| Transmission: |
Auto/4
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| Drive: |
Front
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| Braking: |
Power 4-disc/ABS/TCS
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| Airbags: |
2 (front) + 2 (side)
+ 2 (side curtain)
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| Gas Mileage: |
2.9: 19/27 mpg
2.8: 18/27 mpg
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| MSRP Price: |
$ 36,575 to $ 47,425 |
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