What’s this?  A car has shown up on our doorstep, with a familiar Volvo badge and grill, yet nary a right angle to be found anywhere.  And why is it so small?  Is this really a Volvo, or some sort of corporate trick?

Relax; it’s just the 2000 Volvo S40.  And before you accuse Ford of homogenizing Volvo with rebadged Contours and sullying the recently taken over Swedish make’s heritage, rest assured that the S40 and its wagon sibling the V40 predate the Ford Motor Company’s takeover.  The smaller Volvo has been on sale in Europe for about five years.  Its arrival in the States signals a push into something close to an entry-level market.  The S40′s goal is to capture younger buyers who’ve been left cold by Volvo’s stodgy image, and to recapture the many Volvo faithful who’ve been priced out of contention as the entry fee for S- and V70s spiralled into the $40,000 range.

The S40 is also sporting a new look for Volvo.  Like the curvy C70 coupe and convertible, the S40 has lost the box shape that’s been a Volvo hallmark since the 1960s.  The result of the new direction is unfortunately a small step backward.  The S40 is a handsome car, but also one that’s lacking a little for identity.  It’s easily lost among other soft-edged sedans like Ford Contours, Honda Accords, and Mitsubishi Galants.  That isn’t to say the S40 isn’t good looking, of course.  It’s not the sort of car one would be ashamed of pulling up in front of friends or coworkers in.  With the optional 15″ wheels, one might even be a little proud of it.  The Volvo grille up front proclaims the car’s heritage proudly, and there’s a hint of the notched beltline “shoulder” that runs from front to back in the larger S80 sedan and V70 wagon.  Overall, though, the S40′s styling is more subdued than that of its stablemates.  From the rear, the rounded-rectangle taillights and high trunk could belong to any of several Japanese or European sedans, and the profile is much more German-Japanese than Swedish.

The interior is a contrast to the bland outside.  Volvo personality all but swallows the driver up.  That’s not a bad thing.  The chunky steering wheel, squarish, substantial dash, and fantastic, supportive seats–all Volvo.  Newcomers to Volvo and long-time veterans of the brand will come to love the S40′s seats.  Light colors on the dash and surfaces give the car an airy, spacious feel, despite a rather high dash.  New for 2000 is the center console, which is raised and made to look more like that of the more expensive Volvos.  A thoughtful touch is a small pouch located just under the leading edge of each front seat, perfect for stowing small valuables like wallets and pagers out of sight.  Less user-friendly is the racheting, flip-down driver armrest.

The undistinguished look is forgotten once the S40 is on the road.  Like the interior, the driving experience is pure Volvo, in the best sense of the word.  Forget what you’ve been told about Volvos being slow, wallowing, safety-first trucks, because for the past five years or so these European boxes have learned to dance.  The S40 feels solid and substantial, but not heavy.  The 165-hp turbocharged four-cylinder gets things going in a hurry, although a manual transmission would be nice.  For now, Volvo offers only the five-speed automatic.  The automatic is smooth, but it keeps the driver a little too far removed from the experience.  With its comfort-geared tranny, the little Volvo is happiest on curvy B-roads without hairpins or speed-shaving stoplights.

Once given its head on a twisty road, the S40 loses is staid in-city demeanor and really gets into the antisocial joy of thrashing through curves.  It feels stable at speed, with gentle understeer coming in predictably to let the driver know when things are getting a little out of hand.  Revisions to the front suspension for 2000 include new McPherson struts and lower wishbones, and they improve the S40′s responsiveness on rough roads.  The brakes are a little weak for a sports sedan–S40 competitors from Audi and BMW have the confident-stopping department all to themselves, unfortunately.  The S40′s ABS is easily upset by uneven pavement, as well.

As with all of its cars, Volvo packs the S40 and its companion V40 station wagon model with safety and convenience features.  The Inflatable Curtain side airbag protects passengers from side impacts and flying glass, and the whiplash protection feature (called WHIPS) available on the new V70 has filtered down to the S40 as well.  The S40 received some of the highest marks in its class in European crash tests.

The S40 is well-equipped.  A Dolby sound system, cruise, automatic climate control, and front and side airbags are all standard.  Our test vehicle included option packages that added a trip computer, sunroof, and leather to the package.  Traction control is also available.

Will the S40 bring new blood into the Volvo fold?  It’s certainly got the credentials to.  While not as all-out sporty as rivals like the BMW 3-series and Audi A4, the Volvo S40 offers European refinement for perhaps a less elitist crowd.  Buyers considering cars like the Ford Contour, Mitsubishi Galant, Saturn LS2, or Volkswagen Jetta would do well to give it a look.

Specifications:

All specs are for the 2000 Volvo S40, which we tested.

Length:    178 in.
Width:        67.6 in.
Height:        56 in.
Wheelbase:    101 in.
Curb weight:    2855
Cargo space:    13.2 cu.ft
Engine:    1.9 liter turbocharged inline four
Drivetrain:     five-speed automatic, front wheel drive
Horsepower:    165 @ 5250 rpm
Torque:    177 ft/lb @ 1800-4500 rpm
Fuel capacity:    15.9 gallons

6/2009 update: The first S40 is somewhat more faceless than even the average Volvo, thanks to its lack of ultra-boxy styling.  The Volvo folks don’t usually show them that much love, and they aren’t a common sight compared to the second-generation S40, which was much more a member of the family.