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2012 Volvo S60 T6 AWD R-Design

Vehicle: 2012 Volvo S60 T6 AWD R-Design with Driver Support Pkg and Navi system w/premium sound
Price as tested: CDN$58865

Performance: Audi has RS, BMW has M and Mercedes has AMG. On the other hand, Swedish sensibility equals Polestar as their performance arm. Our R-Design happens to receive the Polestar treatment, as its sweet T6 engine receives 35 ponies boost and 29 lb/ft of torque improvement over the regular T6. That means 325 stallion and 354 lb/ft of torque of Swedish turbocharged personality. As we have always smitten from Swedish turbocharged philosophy, which means it has zero turbo lag while retains world-class refinement which always mean its a proper Volvo. That said, this turbocharged 6-cylinder 3.0 liter 24-valve engine delivers plenty of kick from the low rpm, thanks to the turbocharged pressure while the middle and upper range benefit from variable valve timing. The result is R-Design takes off the line with authority, even if it has to carry a porky Swedish 3877 lb of sensible luxury along its wrist. While its 6-speed manumatic retains its usual composure of deliver a smooth and crisp shift points, its lack of a proper paddle shifters on the steering is a huge oversight especially consider R-Design is the performance aspect of Volvo. Despite that, the electronic throttle is light without feeling overly sensitive. All in all, it remains silky and elegance as of what we all expect from a sporty Volvo.

Handling: As all the previous S60 reviews have denoted, we are a huge fans of this platform. With R-Design, it has taken its dynamic aspects into a new height. With R-Design, it got stiffen shocks and springs to back-up its goodies, as well as its lowered 1.5 inches. Which, in the meantime, its already a class-beater with unique Swedish accent. Along with improved rebound damping, T6 also received adjustable dampers called 4C System. While the early system wasn’t exactly spectacular, Volvo has refined the latest version in this S60. The sport chassis really have made S60 dance through corners like no other Volvo ever came before, possibly except for last 850 T5-R. Both understeer and body motions are well-tempted. On the other hand, its 4C would be best to leave it on “auto” as a default as its already good enough to make it a proper sports sedan, while having steering sets to highest effort as it provides the best feel and feedback in all the 3 settings. When its Haldex AWD mated with Volvo’s DSTC ESC, its able to combined sportiness with a sense of safe and security one expects from Volvo. That’s despite the fact that Haldex is a front-wheel-drive configuration before it detects slippage before it starts to take action. However, its sensitivity is both quick and linear, it would make any driver unnoticed in its process. Torque vectoring, which is another feature, which enable the slippage on the outside wheel by sending the power from the inside wheel. That makes for less understeer, which equals less steering input when pushed through a corner to provide a more balanced driving experience. Thanks to Polestar with all the upgrades, it has transformed S60 from a really good sports sedan into a great sports sedan. How sweet it is? :D

Brakes: With large 4-wheel discs and standard ABS, this R-Design stops like its on a dime. The stopping distance is short, while pedal is firm and easily modulated. Its easily the best brake pedal feel I have ever tested in Volvo in my recent memory. ABS acts accordingly is another bonus.

Interior: The cabin of S60 has always been nicely done. Along with Volvo’s ergonomics, which are user-friendly and initutive, right from its climate control to stereo layout. The use of plastic and leather materials in the cabin have to be considered as some of the best among its peers. Both the leather sports seats have got to be the world’s most comfortable seats ever designed by human beings. Its comfortable and hug you in all the right places, while leaving everyone feeling fresh even after a long trip. The driving position is spot-on, instrumentation gauges are clear and analog.

The rear seats are equally spacious for two outboard passengers while leaving center one to be a squeeze.

As for luggage space, anyone needs to have a dignity would need to reconsider putting their baggages deep into the trunk. However, the nicely padded trunk hinges and decently carpeted have done exceptionally well for such an upmarket luxury car.

Conclusion: “60-series” is definitely a homerun for Volvo. We had a blast on both XC60, S60 and V60 in T6 guise. S60′s T5 gave us a hint on Volvo’s formula on affordable luxury sports sedan, then our long-term T6 AWD gave us nice memory through the mileage. Latest R-Design is how Volvo keeps evolving its winner formula. :)

After the depature of S60/V70R in 2009, many would have thought whether Volvo will come out with a spicy version of its bread-and-butter. Although R-Design isn’t as racy as its predecessor, its certainly a compensation for what we have missed in those twins. Polester is able to turn the best Volvo ever, into an even better one. Its tranformation from a really good sports sedan into a great sports sedan have proven Swedish is still able to turn out some of the best sports sedans in the world. :)

R-Design is about 6 grand more than similarly-equipped standard T6 AWD, does it worth it? For my money, it worths every single pennies. :D

Competitions:
Acura TL SH-AWD
Audi A4 Quattro
BMW 335i X-Drive
Cadillac CTS-4
Mercedes C350 4-Matic
Infiniti G37XS

OVERALL VERDICT FOR 2012 Volvo S60 T6 AWD R-Design
=====================================
Performance: 5/5
Handling and ride/fun-to-drive: 4.5/5
Interior/ergonomics/user-friendliness: 5/5
Fit-and-finish/build quality: 5/5
Cargo/accessibility/layout: 3/5
Value-for-money: 5/5

Overall rating: 4.5/5

2012 Volvo V60 T6 AWD

Vehicle: 2012 Volvo V60 T6 AWD with 4C Chassis
Price as tested: CDN$52600 (Estimated)

Performance: Volvo station wagons have always been the definition of form-follows-function. With Volvo’s latest move from boxy to swoopy in their latest V60. Will V60 become the victim of form-over-function? We will be finding out after this test drive.

Along with its S60 silibings, V60 has been sourced with a wide variety of engines. Our particular V60 comes with the usual array of Swedish turbocharged personality in straight-6 format, while lesser models come with both 4 and 5-cylinders as well as turbodiesels. The “T6″ designation is pretty clear about what this engine means. A turbocharged straight-6 24-valve DOHC with all sorts of advanced technologies, right from the variable valve timing to throttle-by-wire. Nonetheless, Swedish carmakers have been famous for producing exceptional low-pressure turbo engines for years. T6 is no exception. In fact, its 325 lb/ft of torque has moved V60 off-the-get-go extremely nicely. On the other hand, 300 Swedish stallion has made V60 a willing revver right up the rev range. That’s very impressive consider 1714kg of Swedish level of weight has to carry through its sleek body. Mesh the light electronic throttle, V60 takes off without breaking a sweat. All have done without the annoying turbo lag. The turbo spools up quickly and efficiently without fuse. Mated with this sweet T6 is Volvo’s 6-speed Geartronic, the name for this Swedish carmaker’s manumatic gearbox. While the gear ratios are properly done, which match perfectly with T6′s willing character. Volvo’s hefty manumatic remains a no-no on our books. We would like to see a swifter and less bulky reaction to the manumatic. Given V60′s sporty character, Volvo should offer paddle shifters even as an option. Otherwise, its a very refined and smooth powertrain combination.

Handling: The last time we were smitten by Volvo wagon’s dynamic abilities was early 90s 850 Turbo and T5-R sportswagons. The V70R produced right after 850 Turbo had been rather underwhelming if a bit too benign for our taste. Enter the new V60 T6. Volvo has done plenty of homework when its time to replace V70. While the V70 has plenty of power, its chassis dynamics never back up its neat turbo engines.

The V60 has addressed V70′s dynamic weaknesses. While the outgoing V70 felt somewhat loose and overdamping when pushed, V60 comes back with fluidty and confidence on the same corners. It all begins with a wonderfully stiff and solid chassis, which we already praised much in the S60 sedan. Volvo’s latest revision of its 4C adjustable damper system has addressed its sore. The previous iteration of 4C has poor compromise between handling and ride. With the new 4C, its “sport” setting really transforms V60 from its “comfort” setting’s full-lined luxury car into a real sportswagon. All have done without losing the suspension suppleness and firm ride quality. The ride quality is firm and supple while comfortably compliant enough to absorb all the bumps and roughness. The steering provides nice feel and feedback, with much better response than previous Volvo set-up. Rounding out V60′s active safety package is the nicely set-up AWD when mated with electronic stability control, its really hard to get it out of line even when pushed aggressively through hairpins. There are minimal body rolls while safe understeer is expected.

Brakes: With 4-wheel discs and standard ABS, V60 has stopped commandably without fuss. The stopping distance is short, while pedal feels crisp and linear. The brake pedal always feels alive without any fades, even after a couple of harsh stops. ABS doesn’t drop in unnecessarily is an added bonus.

Interior: In the past, Volvo wagons have always been about function with a bit of form. Its boxy, quirky, stylish and very practical. The main reason is due to Volvo’s classical boxy styling. Volvo decided to take a bold step by giving V60 form before function. That means V60 has lost some of its practicality in flavor of style. While the luggage area remains nicely done, with classy padding and plenty of storage space. The swoopy style has taken over its versatility side. If you compare the volume of S60′s trunk versus V60′s hatch, former has 380 liters while latter has 430 liters, both without folding the rear seats. What makes V60 superior than S60 is the ease of loading, while sedan has to break some of your dignity before getting anything out of its swallow trunk. When the 40/20/40 rear seats fold down completely, V60 is able to swallow up to 1241 liters of junk at the back. However, its amount of luggage space is less than those of its German rivals. Its also far less than the V70 which V60 intended to replace.

Considering the following numbers, with the rear seats unfolded, for V60′s intended competitions:
A4 Avant: 490 liters
3-Series Touring: 460 liters
Mercedes C-Class Estate: 485 liters
VW Passat Variant: 603 liters

In comparison, outgoing V70 had 540 liters.

Consider class-leading utility has always been what Volvo wagon faithful have been looking for years. That’s the main reason why they kept trading in for another when the next model coming up. V60 might have lost some Volvo loyalists to some of its rivals in the long haul.

The rest of the inside is similar to those of S60. That means nice use of plastic and leather materials. Those leather seats are both comfy, relaxing and supportive without feeling confining. As per Volvo tradition, those has to be considered some of the best seats in the auto business. The auto climate control and stereo are typical Swedish initutive if a bit quirky to use. The aluminum trim on the center console has added a bit of sportiness to the black on black interior. Instrumentation gauges are clear and analog, while everything is nicely executed in the cabin.

Conclusion: I always have a soft spot for those boxy yet quirky Volvo station wagons since I was a kid. While the Audi Avant represents the best of German sensibilities with Bauhaus school of design styling language, Volvo wagons are about being boxy and quirky, with a sense of Scandinvia humors while delivering through its performance prowess. The 745GLT and 855 Turbo are the perfect examples. The latest V60 T6 has delivered both performance and dynamic abilities, which are able to live up to 855 Turbo’s tradition. However, it has taken form over function when it comes to utmost practicality which defined the Volvo wagon tradition. Perhaps one really has to sacifice some squared space for drop dead gorgeous looks……:)

Competitions:
Audi A4 Avant
BMW 3-Series Touring
Mercedes C-Class Estate
VW Passat Variant

OVERALL VERDICT FOR 2012 Volvo V60 T6 AWD
=====================================
Performance: 4.5/5
Handling and ride/fun-to-drive: 4.5/5
Interior/ergonomics/user-friendliness: 4.5/5
Fit-and-finish/build quality: 4.5/5
Cargo/accessibility/layout: 3.5/5
Value-for-money: 4/5

Overall rating: 4/5

Short test: 2012 Volvo S60 T5

Vehicle: 2012 Volvo S60 T5 with Driver Support Pkg, Premium Pkg, Premium Sound, Metallic Paint and Navigation
Price as tested: CDN$51605

For those who have found T6 AWD a bit out of their price range, Volvo starts to offer a more affordable T5 in FWD guise. We have always been impressed with Volvo’s latest effort on producing a sports sedan, which is finally worthy as a successor to their 850 Turbo about a decade ago.

With the T5, its 250 Swedish forced induction stallion and 266 lb/ft of torque are more than capable of moving this heavymetal around. The main reason is this 5-cylinder turbocharged engine provides silky smooth delivery of performance right from the get-going to middle of the rev range, while providing decent engine note and NVH to justify its luxury car status. Despite its 30 less horses and 59 less lb/ft than its T6 counterparts. It doesn’t feel like lacking. In fact, this engine has aplenty for most situations. It has plenty of low-end torque for traffic light acceleration while enough middle grunt for highway passing move. The smooth delivery of power without the annoying turbo lag. It really does shown how capable Swedish carmakers are able to engineered with forced induction powertrains. The combination of efficiency and effectiveness of light-pressure turbocharging is extremely impressive in T5 case.

Even without the benefit of AWD, S60 remains a very capable car in FWD form. The suspension calibration is world-class especially with optional 4C chassis system. The steering provides reassurring feel and feedback, while the ride is more relaxing, which is more in-tuned with its Swedish personality than many of those more aggressively tuned German peers. As for its 4C, it remains as calm and comfortable as any full-lined luxury car. Press the “sport” button, it quickly transform S60 from a full-lined luxury car into a sports sedan. The “advanced” is better leave for track purpose, which is rare judging by S60′s family car status. The most comfortable setting has to be in “comfort” which we think its most suitable for its character, while leaving the “sport” when your family isn’t around.

On the one hand, S60 has some of the best seats in the business. On the other hand, it has one of the most annoying trunk layout ever. The rest of the interior is typical Swedish sensibilities, with initutiveness we rarely seen from its German counterparts.

Since S60′s first inception in 2001, it has always been our favourite Volvo. With the introduction of the 2nd generation, Volvo is able to keep the goods while addressing its weakness when it comes to dynamic abilities. Volvo has finally able to rectify its poor compromise in previous S60R’s 4C adjustable damping system. It has worked equally well in our T5 FWD as good as T6 AWD. Hopefully, Volvo’s new management would see the light and give us the new S60R.

Likes:
Swedish turbocharged personality
Comfortable seats
Potent I-5 engine
Handling and ride

Dislikes:
Interior ergonomics
Trunk layout

Competitions:
Acura TSX
Infiniti G25
Lexus IS250
VW Passat

Long-term wrap up: 2012 Volvo S60 T6

Vehicle: 2012 Volvo S60 T6 AWD with BSIS, Park Assist Camera, 4C Chassis and Navigation system
Price as tested: CDN$50625
Mileage since picked up: 7300km
Regular maintenance: 0
Unscheduled repairs: 0

The last Volvo which truly put the smiles on my face was the 1995 850 T5-R. Since then, Volvo started to become boring when it comes to driving experience while styling is getting bold. That’s ironic because Volvo’s styling language has been getting impressive with right proportions without losing the boxiness used to stood for this Swedish brand.

This 2nd iteration of Volvo’s mainstay S60 has proven this Gotheberg-based carmaker starts to produce fun car all over again. While it doesn’t have the razor sharpness of its more aggressively-tuned German rivals, its merits are good enough to challenge them, on back-top twisties. Volvo 4C system is able to dial out 99% of the body rolls while keeping the handling checking at hands, its one of the better adjustable damping systems we have ever tested.

There are few things which annoyed out of me. The first thing is Volvo’s trademarked floating center console, which dated back to 2004 S40/V50. While it looks cool and cyber, with all the HVAC and stereo controls all placed on top with large knobs. The storage space behind the console is small yet inconvenience. Volvo’s blind-spot warning system has irriating warning sound. This kind of noise would encourage anyone to turn it off. If you are getting an S60, please go with the aluminum trim, for god’s sake. Its faux wood trim feels and looks so faux, it would give any faux item poor repuation. Lastly, as with all Volvo sedan’s trunk. Its both swallow with tall liftover and narrow side sills. It forced anyone who have seriously checked out the trunk to take its wagon silibing. But there is no V60 in sight for our shore.

However, 305hp with Haldex AWD certainly won’t annoyed out of me. Instead, its one entertaining powertrain combination. Its both refined and smooth cruiser, without feeling disconnected through its steering feel and feedback. When you are behind the wheel seating on one of the world’s best seats in the business, it keeps reminding me Volvo still has guts to produce some fun when it comes to luxury sports sedan.

The bottom line? I just wish Volvo will produce a performance variant of the S60, in the form of an S60R. Pretty damn sure S60R will be good enough as a reincarnation to the 850 T5-R. In yellow please. :D

Likes:
Swedish turbocharged personality
Nimble handling
Unique character
Ergonomic interior

Dislikes:
Faux wood trim
Lack of interior storage space
Swallow trunk
BSIS warning sound

Competitions:
Audi S4
BMW 335i X-Drive
Mercedes C350 4-Matic

Long-term update: 2012 Volvo S60 T6

Vehicle: 2012 Volvo S60 T6 AWD with BSIS, Park Assist Camera, 4C Chassis and Navigation system
Price as tested: CDN$50625
Mileage since picked up: 4500km
Regular maintenance: 0
Unscheduled repairs: 0

As we entered late September, we already had our first rain and windstorm. It already proven to be a great time to test S60′s combination of Haldex AWD and DSTC dynamic stability control systems. These two systems work together extremely well during poor weather. While the AWD acts as a second line of defence to its stability control, which means former starts to stepping into the equation while latter has reached its thresold. It works exceptionally whenever driver hits a patholes on highway speed in such a dire weather. The sure-footness chassis fitness mated to a steering, which provide confidence feel and feedback. Altogether make S60 a very safe and sound family sedan. When added to S60′s 4C chassis control, its able to put together a package which is both safe and fun in a stylish package. When the weather starts to get sunny, S60 is beckon to be driven with sporty road manners. It acts as both a proper family sedan with luxurious appointment, or a sports sedan with unique Swedish personality.

On our final update, we will wrap things up which include one very annoying trait.

Short test: 2012 Volvo XC90 3.2 R-Design

Vehicle: 2012 Volvo XC90 3.2 R-Design Plantinum with BLIS and Climate Pkg
Price as tested: CDN$61225

Swedish automakers love to milk their products until its completely gone dry. They tend to have at least two minor revisions until a complete makeover, which usually last more than a decade. In XC90′s case, Volvo has already milked it for one revision. For 2012, Volvo decided to have another revision until the supposedly all-new generation coming soon.

If you are one of those customers, who prefer to have a traditional interface system in the interior. XC90 is definitely the right car for you. It doesn’t have the multimedia interface, which is the current automotive trend to control all the functions inside a vehicle right from programming your keyfob to setting up adjustable dampers. XC90 remains to have traditional stereo and HVAC controls right with all those large knobs, which are very initutive and user-friendly, as per Volvo tradition. Despite of its age, XC90′s interior materials and workmanship have been able to take the time being. That isn’t come as any surprise as Volvo’s 200 and 700/900-Series have aged quite gracefully back in this Swedish carmaker’s glorious days.

The 240hp and 236 lb/ft 3.2 liter straight-6 remain to have quite a string to move XC90′s nearly 2-tonnes of curb weight. Its much better to move XC90 with its now deficit Yamaha-developed V8, while its slightly more powerful than the sluggish 2.5 LPT 5-cylinder. This motor already felt aged, when it comes to refinement and smoothness. Even more so, when it comes to performance and responsiveness. The 6-speed manumatic have gear ratios which seem to be rather overly wide-spaced for fuel economy instead of brisking performance, which this 3.2 motor deserves to get, with shorter lower drive ratios on 1st and 2nd gears. The tall 5th and 6th do help 3.2′s more relaxing highway ride.

XC90′s architecture dated back to the original S80, which was Volvo’s large car platform back in those Ford PAG era. Given its age, this architecture has aged remarkably well. However, it doesn’t have the rock-solid structure as found in newer rivals, both in the same or lower of the price spectum. Ride comfort remains the forte of XC90′s comfort-oriented setting. Both the steering feel and suspension dynamics have shown its age quite literally, when pushed XC90, through the slightest of the twisties.

The 3rd row remains a cramped place. Its also a “either/or” kinda of affair between 3rd row and luggage space.

All of these have come down to the timing of the next redesign. Given the excellence of the new S60 and XC60, next XC90 is going to be a very promising great ride. The big question marks for the helm at Geely is “when”?

Likes:
Comfortable seats
Initutive controls
Comfortable ride
Factory rebates

Dislikes:
Dated chassis
Dated driving feel
Dated design
Dated powertrain

Competitions:
Buick Enclave
Honda Pilot
Mazda CX-9
Lincoln MKX
Toyota Highlander

Long-term update: 2012 Volvo S60 T6

Vehicle: 2012 Volvo S60 T6 AWD with BSIS, Park Assist Camera, 4C Chassis and Navigation system
Price as tested: CDN$50625
Mileage since picked up: 3230km
Regular maintenance: 0
Unscheduled repairs: 0

In the good ole’ days, whenever there is a Volvo sedan introduced. There will always be a wagon equivalent debut alongside. While this case still applies to the rest of the world, it won’t applied to Canadian market with the latest S60. XC60 crossover is the closet item to V60 wagon on our shore, at least until Volvo realized they will lost a bunch of loyalists.

In terms of luggage space, S60 continues the fact that Volvo trunk has to designed like a letter box. The opening is narrow while space is swallow, even if it has padded trunk hinges to avoid crashing into the groceries. For those who have got used to the versatile space of a traditional Volvo boxy wagon, S60′s luggage space has left something to be desired. In fact, this is a way to force their potential customers into XC60 with fatter gross margin.

As for interior space, mid-size Volvo has always been pretty impressive. There are more than enough rear head and legrooms, with some of the best seats in the planet. The use of plastic and leather materials are, as expected, one of the best in the business. Interior design is cohenive without losing Swedish’s form-follows-function. The controls for both climate control and navigation are initutive, with large knobs on the center console.

As we are entering a rainy Canadian fall, it will be a testament to how well its AWD performs under those conditions.

Long-term update: 2012 Volvo S60 T6

Vehicle: 2012 Volvo S60 T6 AWD with BSIS, Park Assist Camera, 4C Chassis and Navigation system
Price as tested: CDN$50625
Mileage since picked up: 1300km
Regular maintenance: 0
Unscheduled repairs: 0

The new S60 is a very important car for Volvo. Its Volvo’s most significant product launch in the last decade. Why this car is so important to Volvo? Its the final collaboration between Volvo and Ford Premier Auto Group. Another reason is the first all-new Volvo introduced under the new ownership of Geely in China.

In the automotive arena, everything else is about product. Before the introduction of the new S60, the last Volvo which has let us smitten was the XC60 crossover. The main reason is both of these Volvo are able to provide the driving pleasure, which has lost in their products, since the inception of the 850 Turbo. Although one might thought it doesn’t have the sharp reflexes of its stiff German rivals, S60 is able to combine the Swedish thought on relaxed handling with superb ride quality. The combination of a nice AWD system with 300hp, add up a world-class chassis have wrapped up S60 T6 pretty well. All have done without losing the distinctive Swedish character.

On our next update. S60′s versatility.

Short test: 2011 Volvo S40 T5 R-Design

Vehicle: 2011 Volvo S40 T5 R-Design with Technology Pkg and BSIS
Price as tested: CDN$42195

Name an entry-level Volvo which considered as a commercial success in the last decade? You probably can’t name any. Both the current, soon to be discontinued, and outgoing S40 were pretty much an underwhelmer when it comes to sales volume. None of them can come anywhere close to legendary 240-series, when it comes to generate sales volume and profit for this niche Swedish carmaker.

While the S40 was an excellent car when it first introduced in 2004, we at Directshift has named it as our “sports sedan of the year” over the worthy Subaru Legacy GT. Volvo has milked this model for this long. It just doesn’t age particularly well, in front of many of its stiff competitions.

While the 227hp and 236 lb/ft of torque T5 5-cylinder engine provide class-leading performance. In terms of “class”, its alongside those of the Acura TSX and Audi A3. We have considered those two as class-leaders, when it comes to overall package. The rest of S40′s package has been a letdown as it aged. Strictly speaking, it doesn’t age gracefully, when it comes to dynamic abilities and interior space. Dynamically speaking, its a benign driving experience without any driving fun when pushed S40 through the twisties. Both the rear seat legroom and luggage space are at premium. Ergonomics wise, it suffers from Volvo’s usual floating console quirkness. Its a love’em or hate’em affairs.

The biggest problem faced by S40 has to be its price. When you loaded up a T5, which is the only powerhouse. Its competing with even stiffer competitions from the upper end of the sports sedan spectum. Its pretty much above TSX/A3 territory, which driven into the likes of A4, 3-Series and C-Class. If you are shopping for a Volvo, newly introduced T5 isn’t too far away. On the other hand, S60 is a more sophiscated package to begin with. Better chassis dynamics, more comfortable interior and, most importantly, usable interior space.

When Volvo introduced the original S40 a decade ago, many wondered whether it is a proper replacement to the 240. In terms of overall execution, pricing strategy and quality; these three items can’t hold water against its ancestor.

Just to think of it. 244 was overengineered with elegant but simple engineering, interior is spacious, austere yet functional, dependable, reliable, comfortable and easy to drive. That’s despite its nasty to drive, dynamically speaking. 245 comes with unequalled amount of luggage space thanks to its boxy, utilitarian looks. I don’t think S40 and V50 are able to duplicate such a successful original formula.

Perhaps under the new management by Geely, Volvo will finally figure out the right way to execute a proper entry-level luxury sedan or wagon. As the old saying goes “three strikes and you are out”. It might be 3rd time its the charm. :D

Likes:
227hp of turbocharged personality
Best seats in the business
Comfortable ride

Dislikes:
Cramped interior space
Ergonomics
Price

Competitions:
Audi A3
Acura TSX
BMW 323i
Buick Regal
Mercedes C250
VW CC

Long-term intros: 2012 Volvo S60 T6 & Honda Civic EX-L

Vehicle: 2012 Honda Civic EX-L sedan
Price as tested: CDN$24390
Mileage since picked up: 40km
Regular maintenance: 0
Unscheduled repairs: 0

Honda Civic has always been Canada’s favourite car. It has been Canada’s best-selling car for the last 13 years. While the latest iteration doesn’t receive a host of nifty new technologies as one expects from Honda. It continues its winning formula by offering a decent combination of power, handling, comfort and feature amenities. On our EX-L tester, it receives plenty of luxurious features only found in more expensive cars, right from auto climate control to leather seats. But does the new Civic deliver the same kind of quality and reliability as what it should be? Will its fuel economy continue to impress the crowd? We will have the answer in the next few months.

Vehicle: 2012 Volvo S60 T6 AWD with BSIS, Park Assist Camera, 4C Chassis and Navigation system
Price as tested: CDN$50625
Mileage since picked up: 25km
Regular maintenance: 0
Unscheduled repairs: 0

If “6″ is a lucky number, its no wonder this Swedish carmaker’s “60-series” is our favourite Volvo. We have been impressed with both current and previous iteration of S60, as well as its crossover silibing: XC60. The introduction of a T6 AWD has finally put S60 into the heart dominated by German heavyweights. With 300hp and 325 lb/ft of torque delivers through its T6 powersource, its able to pit this T6 versus stiff competitions from both Audi, BMW and Mercedes-Benz. Not only does Volvo has enough poise and grace to challenge those of S4, 335i and C350, it provides aplentry of kits when it comes to safety and comfort. The question remains to be seen is whether S60 has got the quality and reliability to take on those rivals.

Over the next few months, we will update our nicks and picks on each of these vehicles. :)

2011 Volvo S60 T6 AWD

Vehicle: 2011 Volvo S60 T6 AWD with Driver Support Pkg and 4-C Chassis
Price as tested: CDN$51940

Performance: Volvo has always claimed they have build the sportiest car ever, unfortunately, they never lived up to the billings since the good ole days when 850 T5-R and V70R AWD were sporty beats. Will the new S60 lived up to their promise by building a credible sports sedan? We will find out after this test drive.

The S60 will only come with one powerhouse during initial launch. As with Swedish tradition, all great powertrains have to be turbocharged. T6, as with Volvo’s naming traditon of their excellent turbocharged engine, provide exceptional refinement and rev smoothly right from the low-end to the top of the rev range. This straight-6 DOHC 24-valve twin-scroll turbocharged engine delivers a whopping 300 horses. And more importantly, 325 lb/ft of torque at driver’s right foot. That’s enough to move S60′s heavy 1711kg of Swedish Ikea like of luxury with authority. What is really impressed me is the lack of those annoying turbo lag usually associates with lesser turbocharged engines. The turbo spools up quickly and efficiently whenever driver nails the responsive throttle. Mated with this powertrain is Volvo’s 2nd generation Geartronic. The improved gear ratios provide decent off-the-line launch through 1st and 2nd gears, on the other hand, 5th and 6th are tall enough for relaxed highway cruising. What it misses is the paddle shifters on the steering wheel. Given Volvo’s claim on S60 as the sportiest Volvo ever made, the lack of paddle shifters is an oversight given its sporting intentions. Another pity is Volvo’s automatic gearbox has always been in a protective nature, which won’t allow enthuisastic driver to rev pass redline before any up and downshifting.

Handling: While no one has ever doubt Volvo’s ability to engineered a stiff and solid foundation called vehicle platform, it has always been Volvo’s suspension and chassis philosophy which left driving enthuisasts cold. With the new S60, Volvo has claimed the steering has 10% quicker steering ratio for better response and feedback. In terms of steering feel, Volvo has always done a relatively decent job on providing confidence-inspiring driver feel and feedback. Both the response to driver input and information have always been what it should be. Does the 10% quicker steering ratio has made S60 a far sportier car to drive than its predecessor? In terms of responsiveness and precision, it has done more than what Volvo’s demographics asked to do. As with whether its able to do what new S60′s target audience, who have get used to German trio (namely A4, 3-Series and C-Class)’s superb dynamic driving feel. There is more to the story. Volvo is able to improved the 4C driver control system to provide a better compromise between ride and handling. However, we still prefer to leave everything in “Advance” instead of “Comfort” and “Sport because this mode is able to combine what other modes lack. That’s the sublime compromise between sporty handling and comfortable ride. While the body rolls have been well controlled and DSTC, their naming for electronic stability control, have remain benign as per Volvo tradition. The AWD traction mated with its ready and willing DSTC has been able to provide a sure-footness and confidence-inspiring ride that are perfect for Volvo’s traditional client base. However, its level of dynamic abilities still trail behind those of German’s razor sharpness and delicated precision when pushed through the twisties.

Brakes: With 4-wheel discs and standard ABS, the new S60 has stopped as well as its driving abilities. That means the stopping distance is short, while the pedal provides decent enough feedback. The brake doesn’t exhibit any fades after a couple of hard stops. Pedal always feels linear and confidence-inspiring. The same goes for ABS, which only steps in necessarily, which is a very good thing.

Interior: As with all recent Volvo sedans, the access to the luggage area have always been left be asking “Have Volvo engineers tried to put customers to their crossovers?”. While the S60 has properly padded trunk hinges, which protect all those groceries from crashing with those damn hinges. The trunk is the perfect example of a letter box. Which means the side sills are cramped, thanks to Volvo’s swoopy and stylish tailights. The liftover is high, the space between the top of the trunk to the lower sills are narrow. If you want to access to all the luggages deep inside the trunk, you better dig deep inside to get them out. For large item, you should be fine. If you happen to put all those small shopping bags (as per Volvo’s environmental friendly policy!), good luck.

The most unfortunate fact about the current generation of S60 is the lack of a proper wagon silibing for Stateside. :( That’s because Volvo is usually the first word that comes to mind when it comes to European utilitarian wagon since the 245. With Volvo wagon owners having one of the highest loyalty rate in the business, Volvo’s decision for not bringing the beautiful V60 Stateside will bite them in the ass in not-to-distant future. Pity.

The rest of the S60′s interior has been very well layout. It all thanks to Volvo’s sensible logic of designing an initutive interior which put human ergonomics in mind. The superb auto climate control layout, which designed with the positions for different parts of the human body with large knobs, have always been judged as one of the most user-friendly design in the industry. Then add the stereo and navigational system, which are easy to figure out which breaking a sweat. All those user-friendly design is the one single area where Volvo designers have an upper edge over those German ones.

With the extra dimensions, S60 has improved rear legroom for passengers to free up their legs. The headroom is more than adequate given its swoopy C-pillars.

Conclusion: The new S60 is certainly worth the wait. Despite of my criticisms on the lack of paddle shifters on the steering wheel, as well as the designers could do a much better job with the luggage area. The S60 is certainly live up to its billing as the sportiest Volvo ever produced. While it won’t set anyone’s heart on fire, especially those who are currently own, a German sports sedan, on fire. But it will appeal to those who are looking for something sporting but has Swedish flair build into the entire package.

OVERALL VERDICT FOR 2011 Volvo S60 T6 AWD
=====================================
Performance: 4.5/5
Handling and ride/fun-to-drive: 4/5
Interior/ergonomics/user-friendliness: 5/5
Fit-and-finish/build quality: 4.5/5
Cargo/accessibility/layout: 2/5
Value-for-money: 3/5

Overall rating: 3.75/5

Special feature: A farewell to Volvo V70

When it comes to building traditional station wagon with utility in mind, those who are seeking to buy European would definitely have Volvo in mind. That’s similar to what you have to buy a Subaru when buying a traditional Japanese station wagon with AWD.

Everything else from Volvo’s 245, 745 and 765 have always been the definition of what an utility vehicle stands for. While they aren’t as stylish as Audi Avant, Volvo’s boxy wagons have always been practical, highly utility, handles decently with good enough powertrains to match their unique character. 850 T5-R sportswagon used to be the first wagon to enter BTCC in the early 90s with great result. As with 850 T5-R, 850R and V70R AWD; Volvo wagons are as good as it gets.

When Volvo invested heavily into the XC70 Cross Country, which is basically a jacked-up V70, in North America. They have put less resources into traditional wagon like V50 and V70. We have seen the hugely successful XC60 and XC90 crossovers, which are extremely practical thanks to Volvo’s expertise on buidling utility wagons. In 2011, Volvo will be dropping V70 in flavor of XC60 and XC70 due to “customer demand”. Although the incoming V60 based on all-new S60 will be more stylish and less practical given its rounder looks, its pretty much unsure whether Volvo will bring it across the ocean.

We can pretty much count how many station wagons left in the market right now. Impreza has changed from wagon to hatchback. Outback has replaced Legacy wagon. 5-Series Touring won’t be coming over in flavor of the pointless X6 and 5-GT. Mercedes has firmly believed GLK can taken the place of the C-Class wagon, although E-Class wagon will be debuting soon. Audi remains commit to their Avant even with limited engine choices. Good luck if you can find some Passat wagon in VW showroom. Even Saab isn’t sure whether 9-3X will replaced 9-3 SportCombi when this quirky Swedish brand reestablish itself by the end of this year.

Perhaps most consumers don’t even know those crossovers are basically a guessied-up wagons……….

2010 Volvo V50 Powershift

Vehicle: 2010 Volvo V50 2.0 Powershift
Price as tested: CDN$32500

If you are regular Directshift reader, you probably know we are huge fans of sportswagon and double clutch gearbox. Given Volvo is the master of producing practical sportswagon, with the infusion of their new double clutch gearbox called Powershift. What is the end result?

Ever since Audi innovated the Direct Shift Gearbox in the Mk1 TT 3.2 Quattro, we have been smitten by its efficiency and speed provided by the double clutch concept. In the case of Volvo, its gear engagement and clutch blipping between shifts are as good as anything from Audi. The rev match when downshift is quick without losing all the compousure one expects from Volvo. As for upshift, Volvo engineers have done a marvelous job for second clutch to engage the even gears. They have also given Powershift the same shifting feedback as traditional automatic gearbox with torque converter, which in turn, appeal to those traditional Volvo clients. In the past, we have criticized Volvo’s manual shift gate as too stiff to up and downshifts. Volvo have addressed that issue with Powershift for giving it a crisp shift gate. But, as always there is a but. The Powershift doesn’t come with a proper steering paddle shifters. That means whether any driver would do an up or downshift through the gates is beyond me.

In terms of driving experience, Volvo has always been about benign yet safe dynamics. All these combined together make a very secure and civilized car to drive. However, its definitey can’t be considered as a driver’s car. It just makes the V50 feels sporting due to its sports suspension, instead of sporty as some of its German competitors do.

The 145hp and 157 lb/ft of torque have given V50 a decent enough performance, especially with the Powershift. The level of refinement and flexability are a delightful surprise given how sluggish the previous 2.0 liter in the outgoing V40. It makes for a much more inspiring drive for those who are looking for a comfortably riding wagon.

Even for a company as conservative as Volvo, the double clutch gearbox has served a wonderful purpose of combining excellent fuel economy. Our V50 tester comes in at a porky 1890kg but return a respectable 9.5 liters per 100km during all city driving. As well as environmental friendliness which is what Volvo is famous for. Combined with a comfortable interior and a cargo space which makes SUV redundant, this 2.0 would serve as a good base engine for V50 for years to come.

Likes:
Practical and versatile wagon
Competent ride and handling
Comfortable

Dislikes:
Not as much fun-to-drive as its rivals
Cramped backseat

Follow-up test: 2010 Volvo S80 T6

Vehicle: 2010 Volvo S80 T6 AWD with Tech Package
Price as tested: CDN$65710

When the 2nd generation S80 launched back in 2007, we were criticized for its choice of the powertrains. While the base 3.2 liter I-6 is a better buy, it doesn’t have the performance needed in such a heavy car. The 4.4 liter V8 is just too rough and coarse, without the real performance one demands of a high-powered V8 luxury car. Then Volvo came out with a 3.0 liter in-line 6-cylinder turbo with 281 hp and 295 lb/ft of torque. While that won’t make the S80 beats class-leaders like the A6 and E-Class, it surely would make this flagship Volvo got the performance and refinement that it has always needed it.

For 2010, Volvo has given S80 a mid-cycle facelift. Exterior wise, its hard to find the difference between the original car. Its the interior that has given some nicer materials. Those seats are as ones expect from Volvo, simply superb. Although you won’t find the hard seats as in German rivals, those softer Swedish seats will always leave you cool and fresh after a long journey.

When it comes to ride and handling, the revision has given S80 some improvement. The ride quality is softer and more cushioned, on the other hand, the driving experience is more sure-footness. Although you won’t attack the corners as in the same manners as in the A6 3.0T Quattro, this S80 T6 AWD certainly lives up to the billing as a comfortable highway cruiser.

If you have got tired of all those German luxury sedans, S80 T6 is worth a look in the marketplace for a nice competent ride. It has all the active and passive safety features one expects from a Volvo. Plus it looks much better than the BMW 5-Series by a long shot.

Likes:
Comfortable interior
Ride comfort
Torquery T6 powertrain

Dislikes:
Competent but boring driving experience
Trunk access
Lack the cachet of its German rivals

2010 Volvo XC60

Vehicle: 2010 Volvo XC60 T6 with Luxury Pkg 2, Convenience Pkg and Tech Pkg
Price as tested: CDN$56460

Performance: We began our compact premium SUV renissance series with the impressive Mercedes GLK. Subject to this edition of test drive is another compact SUV from yet another premium manufacturer, Volvo. So does XC60 really the sportiest Volvo as what those Swedish claimed to be? We will find out after this test drive.

Performance: The XC60 comes with only one single powertrain. Thankfully, this is Volvo’s best powertrain to date. We have experienced on how impressive Volvo’s T6 engine with the S80. True to Volvo’s Swedish tradition, this engine is turbocharged. Matching an in-line 6-cylinder with a turbocharge plus variable valve timing, DOHC and 24-valve mean this XC is definitely not a dog. Unlike of what its bigger brother, XC90, launched. Volvo launched XC60 with the right powertrain. This engine is as good as anything else in this class. With 281hp and 295 lb/ft of torque at driver’s disposal, power is never an issue. What’s most impressive is it all does without the usual annoying turbo lag that plugged most turbo engines. Its level of refinement, smoothness and NVH are simply excellent. The throttle response is quick and linear. What Volvo engineers really have done with T6 is it doesn’t feel short of power when revving on high rpm, which have been the usual criticism of previous Volvo motors. 295 lb/ft of torque at 1500rpm means there are plenty of low-end torque. Another great thing is it doesn’t feel sluggish when carrying 1928kg of Swedish leather lined of luxury. Without a proper powertrain, the XC60 won’t performed as good. The familiar 6-speed Geartronic is the only gearbox for the XC60. The gears are properly geared while the shifts are crisp and smooth. Although Volvo’s typical harsh manumatic character remains intact. It kinda tell you that driving a Volvo should be relaxing instead of enthuisastic in its comfortable ambience.

Handling: Based on the all-new platform that shares components with S80, XC70 and V70. It means XC60 uses the best components from Volvo’s parts bin on its underpinnings. That set, XC60′s chassis is strong yet rigid in traditional Volvo fashion. Its completely free of flex and rattles when driven through railroad tracks and rough pavements. XC60′s another bonus is the excellent AWD system that works handi-in-hand with Volvo’s DSTC dynamic stability control. Both work together seamlessly. As for whether this is the sportiest Volvo ever made. On our tester which comes with Volvo’s advanced 4C active chassis system. Driver can choose from Advanced, Comfort and Sport for suspension setting. On the other hand, steering efforts from Low, Medium or High. Even when we chose Sport suspension and High steering setting, we found the ride a bit too stiff legged. Leave it at Comfort with Medium steering effort seems to be the best compromise. The suspension doesn’t feel significant difference between settings although its much stiffer in Sport. Comfort is the softest and most comfortable. On all steering setting, however, both the feedback and response are decent while forgiving. The suspension has the usual supple quality with usual Volvo’s softness which is always a good idea for Volvo’s target audience. There are body rolls and understeer, however, they are well-controlled. When it comes to body rolls, Volvo engineers have managed to give XC60 a chance to roll a bit before settling itself. That works exceptionally well for any driver alerts before anything starts to happen. Even when things do go wrong, there is always a very good DSTC waiting in the wings to save from ugliness.

Brakes: With 4-wheel discs and standard ABS, XC60′s braking performance is much better than expected given its curb weight. The stopping distance is short, while both pedal feel and modulation are performed exceptionally well. Its ABS won’t step in necessarily is yet another added bonus.

Interior: When you talk Volvo interior, its hard not to mention their superb seats. Those seats provide excellent support for all places without feeling harsh and confining, they also make anyone seat on those feel relaxing on long journey without getting tired. Another Volvo trademark is their floating console. Everything else from climate control to navigational system work exceptionally well, ergonomics, on the floating console. Its when you need to grab miscellaneous from the back of the floating console, it makes for a long grab from underneath the dashboard. The rest of the interior is very well-finished. With tasteful aluminum trim, wood trim and plenty of soft-touch plastic to add class.

At the back of the XC60, it got plenty of head and legrooms for both passengers.

Unlike XC90, XC60 has a one-piece hatch. It starts with the rear washer/wiper for added safety. Open the hatch, there are plenty of cargo space with or without rear seats folded down. The cargo area is very nicely carpeted. All those nice tie-downs have shown how much experience Volvo has engineered a practical and versatile wagons in its history. The side sills and liftover are low for easy access. If there is one drawback, however, its the rear glass won’t opened indepedently. It should!

Conclusion: XC60 could well be the sportiest Volvo ever made, the other side of the S60/V70R and 850 T5-R. That is not its most important selling point, however. Its the balanced combination of performance and comfort that are most impressive with the XC60. It all have done without the losing the usual calm composure that defined the Volvo brand.

OVERALL VERDICT FOR 2010 Volvo XC60
=====================================
Performance: 4.5/5
Handling and ride/fun-to-drive: 3.5/5
Interior/ergonomics/user-friendliness: 4/5
Fit-and-finish/build quality: 4/5
Cargo/accessibility/layout: 4.5/5
Value-for-money: 3/5

Overall rating: 3.75/5

2009 Volvo S80 T6

Vehicle: Volvo S80 T6 AWD with Luxury and Security Pkgs
Price as tested: CDN$65305

Performance: When we first drove the 2nd generation S80 2 years ago, we were so disappointed that it got nomineed as our one of the most disappointing cars of the year. The 3.2 is underwhelming and V8 is simply unremarkable. Will the T6 change our mind on the S80?

This T6 is an all-new DOHC 3.0 liter straight-6 turbochaged engine, which come with all the variable valve timing technologies for intake and exhaust system. Simply put, this straight-6 is as good as anything else made by BMW, who simply makes the best straight-6 in the world. Its willing, smooth, powerful and willing to rev. This turbocharged engine has a maximum torque arrives as low as 1500rpm for 295 lb/ft, which is more than willing to move S80′s 4409 lb of heavy leather-lined luxury. On the other hand, 281 horses serve its mid-range and top end relatively well. This engine doesn’t have the dying feel of the less expensive 3.2 nor the unrefined experience of the more expensive V8. Swedish’s engineering prowess with their turbocharged technology really have spoken a lot for this S80. 6-speed Geartronic is the only transmission to go with the T6. The gear ratios are perfectly matched for S80′s cruising character. 5th and 6th gear ratios are impressively high for superb highway cruising. 1st and 2nd gears are low enough for peppy acceleration, also making it without all the turbo lag once associates with turbo engine. Combined all the merits of both T6 and Geartronic, you got a powertrain that both S80 and its wagon silibing, V70, have long for since day 1.

Handling: Along with giving S80 a much needed belly boost on performance, Volvo engineers have also given S80 some dynamic improvement to go with the engine. Both the suspension and chassis have been re-engineered for a more confidence driving experience. To begin with, Volvo’s 4C active chassis control has finally given on what its worth on the S80. Instead of riding roughly on “sport” setting or ride like a boat in “comfort” setting. They finally found a happy compromise. Although in “sport” setting, you still won’t treat T6 as a sports sedan due to its comfort-oriented chassis setting. It gives out appropriate steering and chassis response that won’t eat your heart out with decent ride quality. On the other hand, the “comfort” setting finally acts like it starts to realize what does comfort mean. Even if its not the most comfortable riding car in the world, it finally rides accordingly on rough surfaces and poor pavements. Steering feel and response are both acceptable if nothing outstanding. When pushed S80 into a corner, its very obvious this car is tuned for all-out comfort instead of handling. There are plenty of body rolls. Understeer tends to surface as it steps above the limit. While the Haldex AWD has worked exceptionally well with Volvo’s DSTC, the Dynamic Stability and Traction Control, always step in at an alarming rate. That’s fully justifiable as Volvo never expects anyone to push their flagship sedan like a Porsche, nor you should.

Brakes: With 4-wheel discs, standard ABS, brake assist and brake force distribution. S80′s braking performance is better than expected. The ABS won’t step in unnecessarily. While the pedal feel and modulation are solid and inspiring confidence without feeling dead in the pedal.

Interior: The T6 basically has all the items you expect to pay for a flagship Volvo at 65 grand. It all starts with Volvo’s hallmark leather seats, which are truly comfortable and supportive. Everything else from dual-zone climate control and power seats are all standard in the T6.

Conclusion: The T6 is an engine that S80 has always been cried out for since day 1. Its not only got enough power and refinement, its price is better proportioned than both 3.2 and V8 silibings. All of comments regarding T6 vs 3.2 also apply to V70 and XC70, BTW.

OVERALL VERDICT FOR 2009 Volvo S80 T6
=====================================
Performance: 4/5
Handling and ride/fun-to-drive: 3/5
Interior/ergonomics/user-friendliness: 4.5/5
Fit-and-finish/build quality: 4.75/5
Cargo/accessibility/layout: 3/5
Value-for-money: 3/5

Overall rating: 3.75/5

Long-term test drive: 2009 Volvo C30

3-day long-term test drive: 2009 Volvo C30 2.4i
Price as tested: CDN$32360
Total mileage through the test: 900km

When Volvo launched C30 a year ago, we were underwhelmed with its dynamic abilities even with the uplevel T5 form. We had a chance to put a less powerful 2.4i through the paces during a long-term test drive. Have it changed our mind after lived with C30 for a couple of days?

This 2.4 liter 5-cylinder 20-valve with 168hp and 170 lb/ft is the same one as in its C platform silibings, S40 and V50. Even though the powertrain is uninspiring when it comes to character and performance, it gave out a decent fuel economy number through the drive. An average of 10 liters per 100km with 80% freeway and only 20% urban driving. That’s from a company that’s never known for producing cars with good fuel economy, despite of all the environment friendly claims over the years. Volvo’s 5-speed Geartronic has decent overdrive ratio is an added bonus to this fuel consumption.

Volvo’s interior has always been known for its superb seats. C30 is no exception. While those seats are amazing for long journey, it felt short when it comes to playing around corners. The floating console’s ergonomics are decent if the storage space remains lacking. Under 30+ degrees of hot weather, its automatic climate control has worked relatively well with cold air conditioning.

However, the high liftover, narrow cut-off and dismal cargo space don’t help us loading luggage. While the swoopy styling looks neat, especially remind others of the legendary P1800 sports coupe. Its form-over-function doesn’t seem to match well with Volvo’s utilitarian image. The back seat is cramped for long trip.

Handling wise, its typical Volvo fanfare. Everything else is benign without any breakthrough chassis refinement. Ride quality is surprisingly good over the rough pavements and patholes.

C30 2.4i has nothing to stand out of its crowd. But there is where it begins. One has to upgrade to T5 in order to match its rivals like GTI, A3 2.0T and 128i. But T5 has nothing over those competitions when it comes to dynamic capabilites. On the other hand, it doesn’t offer the same kind of go-kart handling as its similarly priced Mini Cooper or value of Japanese sports coupes a.k.a Accord and Altima. What make it attractive is it has the usual Swedish flair and understatement appeal to those who want to own a Volvo hatchback, and that is the name of the game.

2008 Volvo V50

Vehicle: 2008 Volvo V50 2.4i with Sport Styling Pkg, Sport Pkg and Dynoaudio Pkg
Price as tested: CDN$43560

Performance: Instead of given us an uplevel T5, Volvo has provided us an entry-level motor for our compact wagon tester. This 2.4 liter 20-valve DOHC engine is certainly not a technological breakthrough even if its running on 5-cylinders. That’s despite its running quite smoothly for an odd-cylinderical displacement powertrain. 168hp and 170 lb/ft of torque are numbers that won’t get your heart bumping neither. This engine note is uninspiring and the responsiveness is adequate, due to the fact that maximum torque arrives at 4400 rpm. Once again, nothing spectacular. Even its CVVT, or Continuously Variable Valve Timing, doesn’t enhance its performance too much. This motor would serve well for an appliance, which is certainly suitable for V50′s application. However, when you look at the price tag, its another story altogether. Matched with the motor is Volvo’s usual Geartronic gearbox. Without the manumatic function, it makes a driver harder to squeeze the performance out of this rather unrefined motor. Unfortunately, the gear ratios don’t seem to match well with low-speed accleration nor high-speed cruising abilities. To make matters worse, 3400 lb of gross weight vehicle doesn’t help at the same time.

Handling: Even with our Sports Package’s so-called dynamic chassis setting, V50′s dynamic abilities remain as underwhelming as the S40 we drove a couple of years ago. As one expects from a safety-first company, driving pleasure has been taken a backseat to benign driving limits when engineered the car. The whole car is over-forgiving and civilized when pushed into the limits, not to mention its over-instrusive Dynamic Stability and Control traction kicking in whenever an enthuisastic driver tries to let the tail out. Surprisingly, its steering provides the usual feedback and confidence provide by Volvo. Ride quality is firm without being twitchy. Its actually a suitable cruiser during Westcoast’s fall weather. But when its time to push through black top twisties, there are much better cars out there.

Brakes: Volvo’s brakes have always been performed at expectations, same goes for this V50. Consider how much rain we got during the month of November, its brake continues to impress us with the sure-footness and confidence generate for the driver.

Interior: Volvo has improved most materials during initial facelift for V50. Both the center console and door panels have received softer and classier materials. The level of fit-and-finish have improved with solid fitting of those materials.

However, the major downfall of floating center console still haven’t solved. It remains ridiculously hard to reach for the back for console for smaller items. Thankfully, Volvo has engineered more console space for storage behind the center armrest. As expect from a Volvo, those seats are superb when it comes to support. Those sofa-like seats, however, are more suitable for long-distance cruising than pushing through corners. Because, for latter, the lack of side support would slide around with its slippery surface.

The backseat continues to be seriously lack of legroom. Headroom is adequate thanks to V’s straight-up C-pillers over S’s sloppy ones.

Despite of its low liftover and plenty of cubbyholes, V’s cargo space remains average despite its wagon status. Its not the level of spaciousness we usually expect from an affordable Volvo wagon.

Conclusion: Its hard to imagine if anyone is willing to dough out 43 grand for this underperforming Swedish wagon. Its not as versatile as we used to in Volvo wagons of old, it doesn’t have the driving pleasure of a sportswagon nor the performance of one. Worse of all, it doesn’t scream value and longevity through its track record.

OVERALL VERDICT FOR 2008 Volvo V50
=====================================
Performance: 2/5
Handling and ride/fun-to-drive: 2/5
Interior/ergonomics/user-friendliness: 4/5
Fit-and-finish/build quality: 4/5
Cargo/accessibility/layout: 2.25/5
Value-for-money: 2/5

Overall rating: 2.5/5

2008 Volvo XC70

Vehicle: 2008 Volvo XC70 with Premium Pkg, Luxury Pkg 2 and Convenience Pkg
Price as tested: CDN$55410

Performance: Volvo decided to replace XC70′s torquery light-pressure 2.5T with the normally aspirated 3.2 liter straight-6. Although 235hp and 236 lb/ft of torque sound like a healthy does of numbers, they don’t deliver in real life. When you consider its weighting in at close to 4100 pounds, it doesn’t help much neither. The whole car feels overwrought and overweight whenever it needs to accelerate, that translate into a rough and noisy ride. This straight-6 also speaks a notorious issue for this chassis, which we will be mentioned in the latter article. If you are going to buy an XC70, wait for the T6, which is a turbo 3.0 liter with 282hp and 295 lb/ft of torque. This engine will really transform an XC70 into a much better car, as it will provide the performance that it really needs it. As for the 6-speed Geartronic gearbox, it performs what it should be. At least the manumatic encourages manual shifting when the driver has the urge for more power.

Handling: Volvo is never known for engineered a truly capable handlers, as we have witnessed in all of their products. The same goes for the XC70. This generation of XC70 and V70 share the same chassis as S80 instead of S60, as latter’s future remains unknown at this stage. Sharing the same chassis as S80, combines with the straight-6 on a front-drive based vehicle, has a huge dynamic issue. If you are always drive on a wide sketch of road without a need to make a quick U-turn, you probably will consider it as an non-issue. But you will find out once in a parking lot and need a swift move out of a spot, you are going to be in big trouble. XC70, as with the S80, needs 3 lock-to-lock for a proper U-turn due to its engine placement and choice. Imagine all those frustrations when you need a swift move into a parking spot when there is a huge back-up in a shopping mall!

Its not XC70 is a crossover without merits. The ride is comfortable and supple, it also absorbs all the bumps and roughness with ease. When the 4C sets to comfort setting, it truly rides like a luxury car with a sense of AWD security. XC70′s AWD is a Haldex unit, as it only performs its trick when the wheels detect slippage. Its basically a front driver until an offending wheel starts to slip, then the whole system kicks in. The steering is precise and responsive, giving out enough information. There are plenty of understeer and body rolls, as one expected from a Volvo. Its Dynamic Stability and Traction Control or DSTC, is a more instrusive type, as Volvo is a safety-first company. You are very unlikely to lose control in this XC, thanks to its low limitations and level of instrusiveness of the stability control. Combined with the AWD, it makes XC70 a secure and safe cruiser to your nearest ski resort.

Brakes: The brake assist in XC70 performs surprisingly well under our usual February slush and icy conditions. Its ABS acts at the right time at the right place, while braking feel is up to Volvo’s usual standards.

Interior: Volvo’s floating console continues to transform into all of their latest models, XC70 is no exception. All the climate control and stereo are placed ergonomically, as we all expect from Volvo. The knobs are large and illuminated. The interior is very comfortable, thanks to those well-lined leather seats. Instrumentation gauges are clear and analog.

However, the floating console continues to have some design deficit. Even though there are plenty of storage space on the center console. If you need to put small items at the back of the floating console, one has to far reach to get those out. That is ironic for a company which put driver’s safety above everything else. Another pet peeve is the material uses for the leather. Even though its comfortable and supportive, its downright slippery even when driving normally. A nightmare when its time to have fun in the corners due to its level of smoothness. A little bit of roughness on the surface would help a whole lot.

As for storage space at the cargo area, XC70 is unbeatable, as Volvo is the expert when designing a versatile wagon. There are cubbyholes at the bottom, on the side and just about everywhere. The liftover is low and the maximum height for the hatch can fit anyone as tall as 6 feet.

Conclusion: When it comes to versatility, XC70 is really hard-to-beat as it provides amazing amount of passenger and cargo space. On the other hand, its also a safe vehicle thanks to the level of passive safety standards. Unfortunately, its lack of pace is a huge disappointment. The serious lack of punch and nimbleness will put this practical wagon out of the shopping list of many buyers. That will be a huge toll for Volvo’s overall sales as wagon counts 70% of its volume.

OVERALL VERDICT FOR 2008 Volvo XC70
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Performance: 2/5
Handling and ride/fun-to-drive: 2/5
Interior/ergonomics/user-friendliness: 4.5/5
Fit-and-finish/build quality: 4.5/5
Cargo/accessibility/layout: 5/5
Value-for-money: 3/5

Overall rating: 3.5/5

2007 Volvo C30

Vehicle: 2007 Volvo C30 T5 with Sport and Dynoaudio Packages
Price as tested: CDN$37910

Performance: Since C30 is based on the same platform as S40 and V50, it doesn’t come as a surprise they share the same powerhouses. The base engine is an adequate 2.4 liter 5-cylinder DOHC engine with 168hp and 170 lb/ft of torque. Or the T5, which is also a 5-cylinder but comes with a turbo. Its good for 218 horses and 236 lb/ft of torque. The best thing about Swedish turbo engine is the amount of low-end torque, in T5 disguise, it arrives as low as 1500 rpm all the way till 4000 rpm. There is only a slight turbo lag but its acceptable due to T5′s high-pressure turbo unit. On the other hand, its standard 6-speed close ratio stick shift has the best shift feel in Volvo to date. However, the throws still long and clutch take off isn’t what it should be. If I have to choose, I would get the optional 5-speed Geartronic. Despite Volvo Geartronic’s awkward manumatic movement, it remains a more sensible choice due to more efficient shifting. As well as more suitable for Volvo product’s cruiser character.

Handling: Its not the 1st day Volvo claims they have produced dynamically impressive car that would put smile on driver’s face. Unfortunately, all those have failed to produce the excitement one expects from an equivalent Audi and BMW. C30, on the other hand, its a big step forward, dynamically speaking. Platform wise, its setting is closer to the wonderful Mazda3 and European Ford Focus than its underwhelming S40/V50 silibings. Despite that, its turn-in sharpness and body rolls have remained very much a Volvo. That means benign when reaching and into the limits instead of providing exhiliration as those Mazda3 and Focus. However, the driving feel is a huge step forward. The steering still feels detached and chassis somewhat numb. Everything else feel more connected instead of completely isolated as in previous Volvos. There remains lots of understeer when pushed, while Volvo’s DSTC or Dynamic Stability and Traction Control, works as instrusive as all Volvos I have ever driven. The steering feels sharper and more precise. If I have to describe C30′s sport chassis’s overall dynamics. I would said it has reached Mazda3 Sport’s 60% and Focus’s 50%, that is a very high praise for Volvo’s chassis engineers. Just think of it as a plushier Mazda3 with Swedish flair, then you get the C30!

Brakes: Volvo’s braking system never failed to impress me despite of my criticisms of dynamic qualities. With EBD, ABS and standard 4-wheel discs, C30′s braking system has to be the best effort from Volvo to date. The stopping distance is short and ABS doesn’t kick in unnecessarily even in pouring Vancouver weather. Best of all, the bite and grabbing points are easily modulated.

Interior: The most significant difference between C30 and S40/V50 is the lower driving position. The rest of the interior is typical S40 deal. There are 4 large knobs to control the stereo and automatic climate control, while everything else on the center stark falls readily into hands. The same drawbacks of S40 apply to C30. Its awkward to put anything else behind the floating console, as well as the infocenter tends to wash out under sunlight.

For a hatchback, its easy to get in and out of the backseat. Both the head and legrooms are acceptable.

With a high loading floor and sloppy side sills, it doesn’t have a versatile loading space. The saving grace is the fold down rear seats that create more usable space.

Conclusion: The C30 is a very significant car for Volvo brand. Its not only will bring younger customers into their showroom, it will also show its peers that Volvo is capable of producing a worthy premium hatchback. When it comes loaded, its price is similar to the last Mini Cooper S we tested recently. But C30 comes out as a plushier and classier package.

OVERALL VERDICT FOR 2007 VOLVO C30
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Performance: 4.5/5
Handling and ride/fun-to-drive: 3/5
Interior/ergonomics/user-friendliness: 4/5
Fit-and-finish/build quality: 4/5
Cargo/accessibility/layout: 2/5
Value-for-money: 4/5

Overall rating: 3.75/5