When Volvo introduced its S80 sedan in 1998, one of the things that struck me was the fact that it had at least 18 onboard computers built into it. Volvo was quite proud of this, but I recall thinking that’s a lot of software and circuitry to potentially go wrong. I was remembering the old fuel-injected 142 series that had a little black box located, I think, under the seat—one of the first computerized Volvos. When it went south, which it did almost randomly and without warning, you were looking at a minimum $500 replacement cost.

Anyway, a quick check with the U.S. National Highway Traffic Safety Administration reveals that the 1999 version of the S80 had 110 technical-service bulletins, while the 2000 model had 69 and the 2001 version had 77 various issues and contretemps. I guess Volvo got its computer act straightened out with the S80—sort of—and I don’t know how many onboard microchips and microprocessors the newest iteration has, but I’m willing to bet that it is still a heavily computerized automobile.

Engine: 3.2-litre in-line six-cylinder

Transmission: Six-speed automatic

Drive: Full-time all-wheel drive

Horsepower: 235 horsepower at 6,200 revolutions per minute

Torque: 236 foot-pounds at 3,200 revolutions per minute

Price: $54,995 (base), $62,095 (as tested)

Fuel Economy: 13.3 litres per 100 kilometres (city), 8.2 litres per 100 kilometres (highway), with premium-grade fuel

Alternatives: BMW 5 Series, Audi A6, Mercedes-Benz E-Class, Saab 9-5, Cadillac CTS

Positives: Refined drive train, AWD a nice touch, state-of-the-art ergonomics

Negatives: Bland exterior styling, a little thirsty in town, lose the safety-security paraphernalia

I can’t remember ever driving a car with more flashing lights, beepers, and various other audio-visual warnings and alarms. When I drove this S80, I was assaulted with a flashing red light or beeping alarm every time another car overtook me, when the car in front was too close, when I backed up, if I forgot to buckle up my seat belt, and on and on. No doubt most of these warnings are good for you and have merit, but it was kind of like the automotive version of cod-liver oil or Buckley’s Mixture.

That said, most of these items are optional. The Blind Spot Information System—BLIS—for example, features a pair of small cameras mounted in the outside mirrors to sense oncoming vehicles, and, when they enter your blind spot, a little red light flashes on and off. Apparently, the idea is to make lane changes safer and avoid cutting somebody off. No doubt one would get used to this eventually, but, in heavy traffic, it drove me nuts. Ditto with the adaptive-cruise-control system, which set off a flashing light and a beeper if I got too close to a car in front. Both of these features are part of the security package ($3,445) and can be disabled. But, if you do that, what’s the point in having them in the first place? I realize Volvo is a company that has built its reputation on safety, but maybe this is a tad too much?

Other than that, the S80 is everything a $55,000 four-door sedan should be. There are two versions: one with a V8 engine and one with a 3.2-litre six-cylinder. Both have full-time all-wheel drive, and my tester, the 3.2, was powered by an in-line six-cylinder engine that develops 235 horsepower and 236 foot-pounds of torque. The transmission is a six-speed automatic only, with Volvo’s Geartronic manual-shift feature.

I may not be particularly fond of all the safety gizmos in the S80, but I love this drive train. For starters, the in-line six configuration is still the best in the industry for smoothness, power transfer, and torque, in my book. BMW has stuck with it through thick and thin, and that should tell you something. Incidentally, the main reason manufacturers dropped the in-line six arrangement was because cars started getting smaller and, in most cases, it wouldn’t fit—especially front-drive models. I’m happy to see that Volvo has managed to overcome the various engineering and design challenges associated with a modern in-line six arrangement. And the fact that the S80 also has AWD is a nice bonus. Full marks here. Brakes are four-wheel disc with antilock-braking system, and electronic distribution. In every respect—well, most respects—the S80 is immensely drivable and more than capable.

Unsurprisingly, it’s also extremely comfortable. Heated front seats, leather interior, cruise control, dual-zone climate control, heated outside mirrors, tilt and telescopic steering wheel, steering wheel–mounted audio controls, 60/40 folding rear seat, and all the usual mod cons come standard. My car also came with ventilated and cooled front seats, sport suspension, and heated rear seats, among other things—part of the luxury package, which adds $3,300 to the base price. You can also order a dual-screen back-seat entertainment system ($2,250) and a navi system ($2,500).

And I must mention Volvo’s unique heating and ventilation dash design, which features a little one-dimensional chrome graphic that allows you to direct heat and air precisely throughout the front cabin. If I had my druthers, I’d choose a less garish interior colour than the sandstone beige that came with my car, but that’s just a personal thing.

Just for the heck of it, I checked the price of my tester against the same vehicle sold in the U.S. According to Volvo USA’s Web site, base price down south for an S80 3.2 is $38,705, and with the same options as my car, the total comes to $44,960. That’s at least a $16,000 price difference.

But wherever I bought this car, I would definitely pass on the security package.