During the 2010 Los Angeles Auto Show keynote, Volvo CEO Stefan Jacoby discussed his plans to shift the Swedish automaker away from the rest of the premium segment. This doesn't mean that the quality of materials or craftsmanship is going to suffer, but instead of creating products that are specifically engineered to compete with the likes of Audi, BMW and Mercedes-Benz, Volvo will be working to reaffirm its own unique Swedish brand identity.
The 2011 Volvo S60 points the way forward for the brand's new groundwork. The 'naughty' new sedan is stylish, luxurious and has the guts of a true sporting sedan, but it just doesn't come close to the sort of precision we find in an Audi A4 or BMW 3 Series. Fine, then, that the Volvo has plenty of other impressive qualities to give it a unique edge over the competition. Consider it a premium sport sedan for people who don't want the stereotypical premium sport sedan.
We recently welcomed a Blazing Copper S60 to the Autoblog Garage to see if Volvo's recipe for uniqueness has created a delicious dish of Swedish engineering.
Volvo's quest to create something unmistakably Swedish begins with the S60's exterior design. So many of the styling attributes found on the Volvo simply wouldn't work on a traditional German sedan – things like the seven-spoke turbine-inspired 18-inch wheels, chunky headlamp design with LED fangs (Volvo's new corporate face) and thin-topped eagle's head taillamps. Even that Blazing Copper paint color ("fluorescent brown," as a friend called it) would seem off on a BMW or Benz, and the end result is a luxury sedan that is sleek and stylish in its own unique way. And it's even better in motion. If this Volvo passes you on the highway, you certainly won't mistake it for anything hailing from Germany or Japan.
Similar things can be said about the S60's interior, where a general theme of Swedish simplicity takes the Volvo in a different direction than most European sedans. There's no funky all-seeing, all-knowing control system like Comand, MMI or iDrive on tap, just a single screen with a vertical row of buttons on the "waterfall" center stack. The gauge cluster is a breath of minimalist fresh air, too, with two small display screens for vital information housed within the large speedometer and tachometer. We certainly wouldn't ask for more pushbuttons or information clusters, and the less-is-more approach to the S60's design is refreshing.
As much as it makes us seem like hypocrites to praise the S60's interior layout and then immediately point out its shortcomings, the fact of the matter is that all of this work to minimize switches and knobs has made the car's technology somewhat difficult to use. Control settings for the audio and navigation functions take a moment to completely figure out, and while it's not nearly as complicated as the many layers of iDrive or Comand, the Volvo's interior design would lead you to believe that managing all of the tech functions would be a bit simpler. If we're honest, we'd almost prefer a few more buttons if easier-to-use infotainment was the end result.
The overriding factor, though, is that the S60's cabin is indeed a nice place to spend time, with supportive leather seats placed in an interior made of well-crafted materials. Every touchable surface feels exactly the way you want it to – there are no rough plastics or moments of, "well this could certainly be better." The refinement found in the Volvo is simply soothing without appearing or feeling over-the-top. There are no big surprises inside the S60, and the end result is a cockpit that's genuinely comfortable and pleasantly sedate.
A sedate interior may be well and fine for the S60, but we wish things were slightly more energetic under the hood. Our top-end T6 tester is powered by Volvo's 3.0-liter turbocharged inline-six, producing 300 horsepower and 325 pound-feet of torque, running to all four wheels via a six-speed automatic transmission. No manual option is available, and while we appreciate the addition of up-and-down gear selectors on the transmission stalk, a set of paddles would be welcomed for when we feel like swapping the cogs ourselves.
First-time S60 drivers will be quick to note the car's power delivery isn't as aggressive as, say, a BMW 335i or Mercedes-Benz C350, but if we look at the Volvo's dynamics in a less sporting light, it's a lovely package. The S60 isn't extremely enthusiastic with its power delivery, mostly due to the fact that the six-speed autobox doesn't like to hold gears all the way up to the 6,500 rpm redline, and when shifts are fired off, the transmission's goal of smoothness means gears aren't changed as quickly as you might like, even when using the +/- option on the shiftgate.
That sounds like a bad thing, but some people want a premium sport sedan to act less like a performance car and more like a proper luxury vehicle. In this regard, the Volvo is spot on with its more relaxed approache to performance, though don't get us wrong, there's still plenty of power and prowess to keep things interesting if pushed hard. Mid-range thrust is never lacking, with the highest amount of torque being delivered between 2,100 and 4,200 rpm, and off-the-line punch is perfectly adequate. Volvo claims that the S60 T6 AWD will sprint to 60 miles per hour in 5.8 seconds, meaning that if a snobby 3 Series driver pulls up at your side, the drag race will be pretty evenly matched. Stay easy on the throttle and you'll have no problem hitting the EPA-estimated 26 miles per gallon on the highway. In fact, during our week of mostly enthusiastic driving, we averaged 22.4 mpg on a pretty even city/highway mix, which isn't bad for a 3,900-pound vehicle with all-wheel drive.
Volvo's splendid Haldex all-wheel-drive system keeps the car steady and stable through turns, even when you're carrying a good dose of speed upon entry. And even though there's a hefty front-end bias to the Haldex system, there's neither noticeable understeer nor nose-heavy characteristics when dancing through the bends. Our test car's 235/40-series Continental all-season rubber offered plenty of grip when needed, and while the S60 isn't the best-handling sedan we've ever tested – an xDrive 3 Series will certainly teach the S60 a lesson in handling – we enjoyed the Volvo's dynamics. It's easy to drive smoothly, but still offers a dollop of fun when provoked.
So, why buy an S60?
Let's be honest – premium sport sedan buyers who want the best option for driver engagement will always buy a BMW 335i or Audi A4. Volvo knows this, and that's this approach to create something unique with the S60 really works. Instead of trying to be a Bimmer-beater, Volvo crafted an emminently handsome, luxurious sedan that offers plenty of driving enjoyment for the vast majority of sedan shoppers. People expect you to buy a 3 Series in this segment, but the Volvo's more unique packaging works well for an automaker that's trying to reinforce its one-of-a-kind image.
The price of entry for the S60 T6 AWD is $38,575, including $875 for destination and delivery, and with nearly all the optional trimmings, our test car rang in at a dear $47,675. That's about what you'd pay for a similarly equipped 335i xDrive, and while the BMW is certainly the driver's choice (in case we haven't made that clear enough already), we actually prefer the S60's interior refinement and unique style. If there are enough people in this world willing to sacrifice a bit of behind-the-wheel enthusiasm for a piece of slightly tangier pie (and we think there are), Volvo's objective of creating something special with the S60 will be a recipe for success.
Review: 2011 Volvo S60
Volvo V50 D5 SE Sport Mildly Revised Load Lugger Looks Better, But Does It Load Better?
Sporty, stylish and practical – the new Volvo V50 is as versatile as a Swiss army knife. But can it cut through the competition on UK roads?
The Swedish brand has revised its smallest estate range with the addition of two new engines. Alongside a fresh entry-level 2.0-litre petrol unit, there’s now the option of the potent D5 diesel powerplant for the first time.
Cosmetic revisions are limited, and only true Volvo fans will spot the wider grille, plus the revamped light covers and bumper at the front. It’s much the same story at the back, where new lamp clusters featuring LED bulbs are the only obvious difference.
None of this is bad news, though, because the V50 has always been a handsome estate. Unfortunately, it’s never been a particularly big one – and, disappointingly, the modest 417-litre boot capacity is the same as on the previous model. At least it expands to a more useful 1,307 litres with the rear seats folded down.
Opt for the SE Sport trim of the car we drove, and you get large 18-inch wheels and a full bodykit to help set your V50 apart from lesser variants. The cabin also features leather upholstery and some of the most comfortable seats on the market.
Inside, storage is improved, thanks to large door bins, while solid build quality and superior materials reinforce the V50’s premium feel.
Our test car also had the advanced Blind Spot Information System (BLIS). At £650 it’s not cheap, but the clever set-up alerts the driver to objects in the over-the-shoulder blind spot.
Rear-facing digital cameras mounted in the door mirrors monitor the areas where your vision is restricted, and flash warning lights positioned on the A-pillars if it’s unsafe to change lanes. The same system is available in the XC90, and although it takes some getting used to, it eases some of the strain of motorway driving.
In comparison, the D5 engine is a familiar piece of technology that has been tried and tested in cars across the Volvo model range. The power output has been reduced for the V50, although it still produces 178bhp and 350Nm of torque – which is enough to propel the revised load-lugger from 0-62mph in 7.9 seconds.
Thanks largely to its five-cylinder configuration, the oil-burner also has a distinctive growl – but under full throttle the noise is all too noticeable. Once cruising, refinement improves, making the Volvo a relaxed motorway cruiser.
Sport models like ours come fitted with a chassis package designed to improve handling – although as the V50 shares underpinnings with the Ford Focus, it’s stable and sure-footed anyway. Unfortunately, the steering feels a little numb. Still, the Volvo is composed in bends, and despite its large 18-inch alloy wheels, the V50’s ride is impressive. Combine this with the brand’s smooth Geartronic automatic transmission, and the estate is a soothing car to drive.
Although lower-spec variants argu-ably make more sense than the top-of-the-range SE Sport, the revised V50 is a desirable family car. Overall, it’s a solid alternative to contenders from the likes of Honda, Saab and BMW.
But it’s not cheap. If you want your Volvo with as much equipment as the option-laden model here, you will have to spend £30,240! It’s not difficult to find cheaper alternatives with more tempting prices.
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[source:http://www.autoexpress.co.uk/carreviews/firstdrives/209707/volvo_v50.html]
