Volvo S60 / V60


Debut: 2018
Maker: Volvo
Predecessor: S60 / V60 (2010)



 Published on 30 Jun 2018
All rights reserved. 
V60


New Volvo no longer lives under the shadows of German rivals.


If every manufacturer follows Volvo to employ only one engine family and two modular platforms, writing car reviews would be easier than ever. As model A and model B are highly in common, reviews could be written in modules, mix and match to publish. Road tests become unnecessary as you can already guess the performance and feel of every aspect. Background information and technical analysis could be copied and pasted from the last review, or the one preceding it. Many automotive journalists could lose their jobs as a result, and most alarming, how boring the automotive world would be!
 
But I like it! As age grows and my typing hands get heavier and heavier, I like this kind of modular cars to save my time. So don’t waste any time to dig into the spec. sheet of V60, because you already know it from S90, XC90 and XC60: the SPA (Scalable Product Architecture) platform is shared among all the larger cars of Volvo (while CMA platform is for smaller cars). Its chassis comprises of high-strength steel and a number of aluminum components, including the cast aluminum front suspension towers, the tower bar and the front crash structure made of extruded aluminum. Not quite as radical as Mercedes, let alone Jaguar, but it holds well with Audi and BMW. As a large car platform it employs a classier double-wishbone suspension up front and integral link setup at the rear, the latter is unusually equipped with a composite leaf spring instead of conventional steel coil springs. Adaptive dampers are optional, but the more expensive air suspension is reserved for the 90-series cars. No problem, in its class only Mercedes C-class offers more. Under the bonnet is a range of Drive-E four-cylinder engines, all displace 2 liters, differing only in the choice of turbo/supercharger and the state of tune. It makes life easy for Volvo’s engineers, as they don’t need to design different engine mounts and tune the suspension differently. Oh yes, don't forget to mention that SPA is an FWD platform, so it won't freighten BMW. Designed to accommodate only a four-cylinder engine mounted transversely, it uses space more efficiently than all the aforementioned rivals. 4WD is optional, while Volvo's plug-in hybrid technology, marketed as "Twin Engine", can add an electric motor to the rear axle. None of these breaks the mold of SPA.



The SPA platform is shared among all the larger cars of Volvo.


The difference between V60 and the 90-series cars lies in size, of course. Compared with S90, its wheelbase is 70mm shorter, while its body is 200mm shorter and 30mm narrower, too. However, bear in mind that it sits on the same large car platform, it is not surprising to hear that the new V60 is 126mm longer and runs a 96mm longer wheelbase than its predecessor. Therefore, it is also larger than any of its German rivals in the junior executive car segment. The up side is more cabin room and cargo-carrying capability. The boot now swallows 529 liters of luggage, again more than its rivals. (A Volkswagen Passat Variant topples all with 650 liters, but not many people consider it as a true premium car, unlike Volvo which has successfully lifted its image in the last few years to level on Mercedes, BMW and Audi). Fold the rear seats and this expands to 1441 liters, not quite class-leading, but the load bay of Volvo is flat and accompanied with many convenient features. Its tailgate is also large and wide. The aperture opens down to the luggage floor, with no lip to overcome. After all, Volvo is still the expert of wagon.

But most surprising, this car is handsome, even in wagon form. The days of civilian-tank design have long gone. Style is no longer the victim of space efficiency. While the S90/V90 is gifted with more width and length, extra time evolves Volvo’s design to make it even better on the V60. Its front grille and bumper are more refined. The gently rising waistline and slightly pronounced fenders contribute to a more dynamic appearance, while shorter overhangs make it look a bit sportier. The last S60/V60 had a more radical, coupe-like shape, but the new car actually looks sleeker, and way more elegant and tasteful. Audi should be most worried.


But most surprising, this car is handsome, even in wagon form.


It is fair to say no one in the class builds better cabin than Volvo. Yes, Audi has higher quality finish and Mercedes feels more luxurious, but they don’t quite match the Scandinavian ambience – warm and inviting, high quality but never flamboyant. Its large windows make a light and airy environment rarely found in the class. Its soft leather, wood trims and metal accents speak of taste. Its front seats are large and super comfy. The rear seat has bags of head and leg room, although the middle passenger has to tolerate the intrusive transmission tunnel. The dashboard design is unusually clean and free of buttons, a trademark theme of Volvo since the first SPA car, XC90, launched 3 years ago. The 9.3-inch portrait touchscreen dominates the center console. Its graphics are fabulous and operation is easy, though you might want hardware buttons for simple jobs like tuning air-con and radio. The instrument is a TFT screen which can display a map between the dials (though not as versatile as Audi Virtual Cockpit). Head-up display is optional. Moreover, Volvo always comes with the latest safety systems, including semi-autonomous driving system with automatic braking and adaptive cruise control. Besides, being a Volvo, 5-star Euro NCAP rating is a must.

All engines are copied from other SPA cars. Volvo is clever to be able to build so many variants from the same family. The petrol T5 uses a turbo to produce 254hp and 258lbft. T6 uses a supercharger for low revs and a large turbo for high revs, managing a six-cylinder-rivalling 320hp and 295lbft, so strong that AWD is mandatory. Diesel variants of the Drive-E, namely D3 and D4, makes 150hp and 190hp, respectively, accompanied with healthy spread of torque. Their differences lie on a single turbo or a sequential twin-turbo setup. All engines mate with an Aisin 8-speed automatic.


The dashboard design is clean and free of buttons, a trademark theme of Volvo since XC90.


Overall speaking, we would say these engines are decent for a premium car like this, but not as remarkable as BMW and Audi’s in terms of responsiveness, refinement and top-end enthusiasm. The Aisin auto is not as good as the famous ZF 8HP either, making slower and less consistent gearshifts. Moreover, the Volvo is considerably heavier than its rivals, so it will need to work harder for the same pace, which inevitably results in more noise and vibration. However, if you drive the V60 in a relaxing way, just as most Volvo drivers do, you are unlikely to notice its shortcomings, since the car is good at keeping noises away from its cabin.

In fact, the chassis dynamics are very similar to the powertrains. Older Volvo owners will be amazed that this car has very decent body control as well as good grip and braking. The steering is also fast and surprisingly weighty in Dynamic mode, like a German car, and it responds with accuracy and linear build-up of load. That said, there is little sense of what’s going beneath the front wheels through steering. It doesn’t quite connect to your soul. The more you press it, the more its essence is revealed. Understeer enters the scene early, and it feels heavier the more you push. No, Volvo has no intention to replicate the sporty flavours of BMW and Mercedes with an overweight FWD platform. All it does is to make it feel agile and composed enough in normal driving conditions, but its strongest suit is still comfort. Leave the car in Comfort mode and you will enjoy its superb ride quality and quietness – both are markedly improved from the last S60/V60. Relax and enjoy the cabin, it tells you. Whether it is a better car than BMW and Mercedes depends on your preference and priority. Keen drivers are of course better served by the German camp (and don't forget Jaguar XE), but the comfort-oriented route of Volvo has plenty of followers, too.



It feels agile and composed enough in normal driving conditions, but its strongest suit is still comfort.


Having learned this, you will understand that the Twin Engine models are not exactly performance wagons but a way to achieve low emission without sacrificing speed. Volvo is the European leader in plug-in hybrid technology, as it started selling the old V60 Plug-in Hybrid since 2013. The new model’s technology is developed from that car. It abandons diesel engine for the cleaner petrol engine of T6, adding a rear-mounted motor and lithium battery pack (stored under the boot floor). Motor output has increased by 20hp to 88hp, and the system output is 390hp. Expect 0-60mph comes in 4.8 seconds. It must be said that the battery capacity has been reduced slightly from 11.2 to 10.4kWh to make it more packageable, thus its zero-emission range goes down from 50 to 45km.

The V60 is produced in the Gothenburg and Belgium, with majority of sales expected to be consumed by Europe. Its sedan variant S60, just unveiled last week, is produced in the new plant in USA. Both are likely to gain more ground from their German rivals. Designed with new found confidence, the mid-size Volvo no longer lives under the shadows of its rivals.
Verdict:
 Published on 2 Nov 2018 All rights reserved. 
S60 and S60 T8 Polestar Engineered


The sedan sibling of V60 shares the same virtues and weaknesses.


Just a few months ago we learned that the new Volvo V60 is a good executive car, especially for those seeking comfort, style and practicality. On the downside, it is overweight, its powertrains are not as good as its German rivals’ and its handling not sporty enough to delight keen drivers. What about its sedan sister, the S60?

Unusually, the S60 arrives later than V60. This is understandable if you consider from the viewpoint of Volvo. The Swedish car maker sells more estates than sedans in its home market and Europe. Therefore, it makes more sense to build only the estate version at its home plants in Gothenburg and Belgium. Once the production is running well, its production experts can work on satellite plants in China and USA, where sedans are mainstream choice. China is going to concentrate on the long-wheelbase version S60L, whereas the newly built USA plant at Charleston, South Carolina is the production hub of the regular S60, supplying the global market. It will build around 60,000 units of the S60 annually, half of them sold locally and half of them to be exported. By the way, it will be built alongside the XC90, which is popular to American buyers.




Better proportioned than even the S90. Sportier, too.


Style-wise, the S60 differs from V60 only from the C-pillars to tail. Compared with the last generation, its proportion is less sporty – the back is less steeply raked, and the waistline is not as wedge-shape. However, that is not to say it is boring. No, with curvier fenders and crisper crease lines pressed on them, it looks sporty in a different way. The front grille and headlamps design is more elegant and characterful. Moreover, the overall proportion is actually more balanced, feeling less nose-heavy than its predecessor.

It goes without saying the S60 sits on the SPA platform which underpins all the large Volvos, such as S90, XC90, XC60 and V60. This explains why the S60 grows quite a lot from its predecessor: 133mm in length and 96mm in wheelbase. This improves its rear seat accommodation a lot, while providing extra space for plug-in hybrid hardware. On the downside, its luggage space is only 442 liters, compared with 480 liters on BMW 3-Series and Audi A4. Blame the need to accommodate an electric rear axle. Expectedly, the chassis is just the same as its estate sibling. It employs a lot of high strength steel and a few aluminum structural parts, such as the front crash beam and front suspension towers. Suspensions are double-wishbone type up front, and a special integral link with transverse composite leaf spring at the rear. Adaptive dampers are optional, but don't count on air springs, which is reserved for the 90-series cars.



SPA platform is compartible with plug-in hybrid technology, or so-called Twin Engine.


As its main markets are outside Europe, the S60 does not offer any diesel engines. The all-petrol lineup consists of T5 (250hp 2.0 Turbo) and T6 (320hp 2.0 Turbo+Supercharger). The T6 engine can be added with a lithium battery in the transmission tunnel and an electric rear axle to create T6 Twin Engine (340hp) or T8 Twin Engine (400hp). Topping the range is T8 Polestar Engineered model, which has the petrol engine of T8 tuned higher, producing a combined 415hp and 494 lbft of torque. It is claimed to have 0-60mph accomplished in 4.3 seconds, although the car weighs in excess of 2000kg! Polestar also gave the car plenty of chassis mods, such as Ohlins DFV adjustable dampers (from the old S60/V60 Polestar), a front tower brace, stiffer suspensions, lighter wheels, wider P Zero tires and stronger Brembo brakes.

On the road, predictably, the regular S60 displays just the same driving manner as V60. Even in the form of 320hp T6 AWD, it is no match for a BMW 340i. The four-cylinder engine is down on power, response and aural appeal compared with a six-cylinder. The Aisin automatic gearbox is lukewarm. The handling is quite good at 8/10ths driving but it will be prone to understeer and run out of grip sooner than a good rear-drive machine. The R-Design trim’s 19-inch wheels, 12mm lower and stiffer suspension might enhance looks, but at the expense of ride comfort. Avoid R-Design and the S60 should drive as satisfyingly as V60. It is a good highway cruiser, thanks to a composed ride and superb NVH suppression on wide open roads. The very comfortable seats and high-quality interior also impress. Overall speaking, this is a 4-star effort.



T8 Polestar Engineered has a unique blend of performance and cultured manner. Just don't expect it to be the last word of thrills.


The T8 Polestar Engineered model is more complicated. If you assess it according to the traditional requirements for sports sedans, I’m afraid it will fail the test. Although it has its body controlled reasonably well, find a twisty road and push it harder, you will feel its extra weight and inertia. You will also feel that it is nose-led, as most of the power goes through the front wheels. Meanwhile, the steering always lacks feel to inspire confidence. The braking is effective, but Volvo fails to rectify the non-linear pedal response typical to hybrid cars, which might be okay for a Toyota Prius, but unforgivable for a sports sedan. On the plus side, the Ohlins dual-flow valve dampers work in magic to provide a better body control yet a noticeably smoother ride than the lesser T6 R-Design, even though its springs are 5 percent stiffer than that model. You may also adjust the dampers manually through 22 clicks, although few Volvo drivers are expected to do so.

Priced at over £50K, the content-rich Polestar is more expensive than an Audi S4, matches a Mercedes-AMG C43 and gets very close to the territory of BMW M3 / Alfa Giulia QF / AMG C63. While the electric boost gives it some fun at low-speed acceleration, it is still a slower car on straight, and even slower to lap a track. Its engine lacks a memorable soundtrack. Its transmission lacks a crisped response. Its steering and braking lack sharpness. Somewhat like a BMW i8, what it excels is a unique blend of performance and cultured manner. You can start the car silently and use its electric power for up to 28 miles (45km), cruise quietly on highway with instant boost to spare, and recoup energy from braking to save fuel. This manner suits Volvo and the S60. Just don’t expect it to be the last word of thrills. Perhaps this is why it is called T8 Polestar Engineered rather than simply S60 Polestar.
Verdict:
S60:

S60 T8 Polestar Engineered:
Specifications





Year
Layout
Chassis
Body
Length / width / height
Wheelbase
Engine
Capacity
Valve gears
Induction
Other engine features
Max power
Max torque
Transmission
Suspension layout

Suspension features
Tires
Kerb weight
Top speed
0-60 mph (sec)
0-100 mph (sec)
V60 D4
2018
Front-engined, FWD
Steel monocoque
Mainly steel
4761 / 1850 / 1427 mm
2872 mm
Inline-4 diesel
1969 cc
DOHC 16 valves
Sequential twin-turbo
CDI
190 hp
295 lbft
8-speed automatic
F: double-wishbone
R: multi-link
-
235/45R18
1669 kg
137 mph (c)
7.5 (c)
-
V60 T5
2018
Front-engined, FWD
Steel monocoque
Mainly steel
4761 / 1850 / 1427 mm
2872 mm
Inline-4
1969 cc
DOHC 16 valves, DVVT
Turbo
DI
254 hp
258 lbft
8-speed automatic
F: double-wishbone
R: multi-link
-
235/45R18
1711 kg
149 mph (c)
6.6 (c) / 6.4*
16.3*
V60 T6 AWD
2018
Front-engined, 4WD
Steel monocoque
Mainly steel
4761 / 1850 / 1427 mm
2872 mm
Inline-4
1969 cc
DOHC 16 valves, DVVT
Turbo + supercharger
DI
320 hp
295 lbft
8-speed automatic
F: double-wishbone
R: multi-link
Adaptive damping
235/45R18
1828 kg
155 mph (limited)
5.5 (c)
-




Performance tested by: *C&D





Year
Layout
Chassis
Body
Length / width / height
Wheelbase
Engine
Capacity
Valve gears
Induction
Other engine features
Max power
Max torque
Transmission
Suspension layout

Suspension features
Tires
Kerb weight
Top speed
0-60 mph (sec)
0-100 mph (sec)
V60 T8 Twin Engine
2018
Front-engined, e-4WD
Steel monocoque
Mainly steel
4761 / 1850 / 1427 mm
2872 mm
Inline-4 + electric motor
1969 cc
DOHC 16 valves, DVVT
Turbo + supercharger
DI
303 hp + 88 hp = 390 hp
295 lbft + 177 lbft = 472 lbft
8-speed automatic
F: double-wishbone
R: multi-link
Adaptive damping
235/45R18
2000 kg (est)
155 mph (limited)
4.7 (est)
-
S60 T5
2018
Front-engined, FWD
Steel monocoque
Mainly steel
4761 / 1850 / 1431 mm
2872 mm
Inline-4
1969 cc
DOHC 16 valves, DVVT
Turbo
DI
250 hp
258 lbft
8-speed automatic
F: double-wishbone
R: multi-link
Adaptive damping
235/45R18
-
149 mph (c)
6.2 (c) / 6.2*
14.9*
S60 T6 AWD
2018
Front-engined, 4WD
Steel monocoque
Mainly steel
4761 / 1850 / 1431 mm
2872 mm
Inline-4
1969 cc
DOHC 16 valves, DVVT
Turbo + supercharger
DI
320 hp
295 lbft
8-speed automatic
F: double-wishbone
R: multi-link
Adaptive damping
235/45R18
1814 kg
155 mph (limited)
5.3 (c) / 5.2*
12.8*




Performance tested by: *C&D





Year
Layout
Chassis
Body
Length / width / height
Wheelbase
Engine
Capacity
Valve gears
Induction
Other engine features
Max power
Max torque
Transmission
Suspension layout

Suspension features
Tires
Kerb weight
Top speed
0-60 mph (sec)
0-100 mph (sec)
S60 T8 Polestar Engineered
2018
Front-engined, e-4WD
Steel monocoque
Mainly steel
4761 / 1850 / 1431 mm
2872 mm
Inline-4 + electric motor
1969 cc
DOHC 16 valves, DVVT
Turbo + supercharger
DI
328 hp + 88 hp = 415 hp
317 lbft + 177 lbft = 494 lbft
8-speed automatic
F: double-wishbone
R: multi-link
Ohlins adjustable dampers
245/35R20
2010 kg
155 mph (limited)
4.3 (c)
-


















































Performance tested by: -





AutoZine Rating

S60


V60


S60 T8 Polestar Engineered



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