Volvo corrects S40’s course for ‘05

Ford’s Premium Auto Group (PAG) probably seemed like a good idea at the time.

The company had acquired four high-end European brands that needed a home within Ford’s global enterprise.

Three of them — Jaguar, Land Rover and Aston Martin — were proud, old-line reminders of the glory days of the English auto industry. Raised pinkies, silk ascots and tea at 4, eh what?

The fourth, Volvo, lacked the sparkling pedigree, but had a loyal audience and an unmatched reputation for safety.

Now, the PAG is struggling, due largely to huge losses at Jaguar, and its only true star is the humble Swede.

Long known as the builder of cars that looked like the boxes they came in, Volvo in recent years has developed a distinctive design aesthetic and infused its cars with something akin to attitude. Get in a Volvo these days and you’re likely to be entertained.

Such is the case with the newest Volvo, the entry-level 2005 S40. Priced from $23,945, including destination, the S40 gives practical, young buyers — and, I suspect more than a few older ones, as well — the Volvo they’ve been looking for.

The S40 accomplishes another important mission: it proves no one designs a Volvo like Volvo. The previous S40 was built on Mitsubishi underpinnings, a strategy that stretched the limits of global outsourcing and cost Volvo serious credibility points with knowledgeable buyers.

Fortunately, the ‘05 S40 is a Swede from stem to stern and it shows, particularly in terms of handling and ride quality. It’s smoother, nimbler and more sure-footed than before and offers the additional advantages of being more handsome, at least to these eyes, more comfortable and, apparently, better crafted.

Although 2 inches shorter than last year’s model, the S40 is roomier and will accommodate four 6-footers.

Volvo interiors are by nature sober, but this one contains a significant, dashing surprise, a thin, single-piece center console that sweeps down from the center of the dash, incorporating audio and climate controls and the shift lever, and exposing behind it an open storage shelf. It’s an unexpected — and delightful — piece of Scandinavian design and might hint at future Volvo design concepts.

Goodness knows Audi could use the competition.

In every other way, the interior is unassuming – and a little short of useful storage space. However, the rear seat does fold down to increase the cargo area.

And, yes, this cabin is safer than before. In fact, Volvo has returned to its roots lately, shining its marketing light on some fairly innovative safety measures. Most notable is the patented front-end structure, which is built of steel in four strengths — lightest out front, heaviest nearest the cabin — and which is designed to disperse energy as the sections crumple in a front-end collision. The energy of impact is dispersed and terminates in two so-called crash boxes.

Even the engine was designed — or perhaps redesigned is a better word — in an effort to increase safety. Volvo configured the engine compartment to best conform with the collapsing front end, then re-jiggered its existing 2.4-liter, five-cylinder engine to fit. Shorter and narrower, the engine shunts downward under force, and not into the cabin.

A full array of advanced airbags, including side curtain bags, is standard, as are seats designed to minimize whiplash, anti-lock brakes and emergency brake assist.

Five years ago, this kind of technology could be had only on vehicles costing $50,000 or more.

The list of standard comfort and convenience items is no less impressive. It includes air conditioning, AM/FM audio with in-dash CD changer, keyless remote entry, power windows, mirrors, doors and driver’s seat, cruise control, leather-wrapped steering wheel and a driver’s information center.

Significant options include a sunroof, navigation system, leather seating surfaces and heated seats.

Bottom line, you’d be pressed to push the price of entry to $30,000.

However, if you have a hankering, Volvo offers a turbocharged version of the S40 called the T5, which is priced at $26,745. Its light-pressure turbo bumps output from 168-horsepower to 218, with a substantial jump in torque.

The T5 also includes a sport suspension, larger (17-inch) wheels and tires and automatic climate control.

An all-wheel-drive version of the T5 is available for $28,395. The base model is offered only with front-wheel-drive.

Transmission choices include a five-speed manual or five-speed Geartronic automatic for both models, or a close-ratio six-speed manual for the T5s.

In base trim, the S40 is a pleasant, if not soul-stirring, ride. Our tester was equipped with an optional sport suspension package, which produced a firm but not unpleasant ride, and the rigid body structure minimized nasty squeaks and rattles.

In European fashion, road-surface irregularities are muted but not masked. Volvo steering always feels a little light to me, but the system is precise and communicative.

Front and rear sway bars reduce body lean to a minimum in the curves. When pushed, the S40 reveals understeer typical of front-wheel-drive vehicles and the tires on the base model are quick to let the driver know their threshold of adhesion has been reached. T5 and models equipped with the sport suspension wear performance tires, which provide increased grip with less complaining.

Now that the Swedish auto industry has joined the world market — Volvo rival Saab is now a division of General Motors — enthusiasts fear the cars will lose their unique identities. The previous S40 took a misstep in that direction, but the course has been quickly corrected and the result is heartening.

If Ford can keep its hands off its European charge, and if the S40 is any indication, Volvo appears to have a bright and happy future — with or without the rest of the Premium Auto Group.