Volvo S60 2010 Review - International

Not so much
>> T6-auto combination needs fine-tuning
>> Boot is on the shallow side
>> No spare tyre

Overall rating: 3.5/5.0
Engine/Drivetrain/Chassis: 4.0/5.0 (Diesel)
Price, Packaging and Practicality: 3.0/5.0
Safety: 4.0/5.0
Behind the wheel: 4.0/5.0
X-factor: 4.0/5.0

About our ratings

OVERVIEW
-- Gunning for 3 and Co
The shape of things to come from Volvo, the all-new S60 is a car built to change perceptions. Attractively styled inside and out and with a chassis that is sharper than any Volvo before it, it is the car the company expects to steal sales and hearts from the dominant German brands in the luxury segment.

BMW's 3 Series, the Audi A4 family and Mercedes-Benz's top-selling C-Class are all firmly in the sights of the latest from Volvo. Launched last week in Sintra, Portugal, the car has the styling and on-road performance to take on and beat the German trinity -- at least that's the view of Volvo's project and executive teams!

A brand in transition in terms of ownership and image, Volvo is pinning much of its hopes -- both internationally and Down Under -- on the new midsizer. It plans to build around 90,000 units a year at its Ghent, Belgium factory. Volvo's total production in 2009 was just under 400,000 cars. That's a hefty increase. Locally (see COMPETITORS below) Volvo Australia sees the S60 similarly boosting its volumes by up to 25 per cent.

The S60 will make its local debut at the Australian International Motor Show in Sydney in October, however, dealer stocks of the car are not expected until early 2011.

PRICING & EQUIPMENT
-- A work in progress
Volvo has not finalised local specifications or pricing for the S60 -- thus a proper analysis of this will need to wait until the car arrives Down Under.

We can confirm, however, that the company expects to launch with an all-turbo range comprising two petrols and a single diesel. Each of these engine variants will have an equipment level aligned. Additional option packs will allow buyers to define 'luxury' and 'sport' bents. More engine variants may follow if the S60 hits a sales sweet spot Down Under -- most likely a second turbodiesel featuring Volvo's new 2.0-litre five-cylinder D3 powerplant.

Heading the line-up will be the all-wheel drive T6 powered by Volvo's unique turbocharged transverse inline six-cylinder petrol powerplant. Auto only, the T6 will feature a full complement of safety and convenience equipment including Volvo's latest innovation Pedestrian Detection (see SAFETY below).

Highlights of the T6 package as outlined at the international launch include: climate control air, powered and heated leather upholstered sports seats (front and rear), integrated satnav with central colour screen, all the normal electrics and more. The car should want for little.

The T6 will roll on 18-inch alloy wheels. That's as big as the hoops will go, however. 19-inch wheels will fit but the current low profile tyres available are not of a sufficient load rating to be able to be used.

The S60 D5 will be the sole turbodiesel offering at launch. Likely to be offered in front-wheel drive and automatic transmission form only, the D5's standard spec won't quite match the T6 but you do get that distinctive and sonorous five-cylinder engine note into the deal. It's easily the best of the 'big' engines offered.

The second petrol offering will likely to be the volume seller Down Under. To be badged T5 in accordance with Volvo's new engine nomenclature, the variant will be powered by a high output version of Volvo's latest direct-injected turbo four.

This variant will again be front-wheel drive only and will likely be offered in both six-speed manual and Powershift twin-clutch automated manual versions.

Volvo Australia says a DRIVe low emission version of the S60 is still some time off. In Europe the manual-only 1.6-litre turbodiesel S60 DRIVe will deliver fuel consumption rates in the mid-4.0L/100km range that will rival compact hybrids.

It goes without saying, pricing will be key to the S60's success. In the USA pricing for the S60 T6 significantly undercuts its Benz and BMW equivalents.

Volvo says it will announce pricing closer to the car's actual release Down Under. Notwithstanding the US lead, Volvo Australia Director of Sales Matt Braid concedes the company will have to offer a pricing incentive to win customers away from BMW and others.

"We need to be price competitive with S60… There's an enormous amount of R&D gone into the S60 so it's not a cheap car but I think we will be able to offer a surprise or two in our specification levels."

MECHANICAL
-- Five's alive
Volvo's engineers tend to talk "modules" rather than "platforms". Nonetheless, in simple terms, underpinning the new S60 is a derivative of the chassis or platform Volvo uses in its S80, V70 and XC60.

Following these vehicles' lead, front suspension is conventional MacPherson strut with the rear a multilink independent set-up. Four-wheel disc brakes are used -- up to 336mm diameter rotors gripped by multi-piston calipers in the case of the T6 range-topper.

It's hardly trendsetting stuff, but the magic is in how it's been fettled. Volvo's chassis boffins have left no stone unturned in an effort to sharpen up the dynamics. They say the work done on the S60 is a taste of things to come for all future new Volvos.

Every bush in the suspension has been revised and new dampers and significantly heavier spring rates applied. A faster steering rack has been fitted and the components that link the steering wheel to the business end up-sized. Power steering assistance is now electro-hydraulic and is controlled by a three-dimension map that varies assistance not only based on road speed but also engine revs.

Volvo developed two 'passive' suspension packages for the S60. Markets like the USA and Asia get the 'Touring' spec while Aussies and Europeans get the 'Sports' set-up. The softer option will be available to Australian buyers by order only. You'll also be able to option up to Volvo's 4C adaptive suspension package.

Though we didn't get to drive a 4C-equipped car, the general abilities of the standard suspension makes us wonder if we'd ever spend the extra dollars.

As noted above three initial powertrain options will be offered when the S60 goes on sale Down Under.

The all-wheel drive T6 is powered by Volvo's unique turbocharged transverse inline six-cylinder petrol powerplant coupled to a "second-generation" version of the six-speed automatic Geartronic automatic transmission used across Volvo's large car range.

The all-wheel-drive system is a development of the Haldex 4 system used in other Volvo models. In both all-wheel drive and front-wheel drive variants of the S60 however, Volvo has added a Torque Vectoring system. This is essentially part of the brake-traction control system already under the car (it's used in both traction control and stability control functions) but in this case now brakes the inside wheel transferring power to the outside across the front axle to reduce understeer and deliver sharper cornering.

Tweaked for its use in the T6, the six now pumps out 223kW and 440Nm of torque but returns better than 10.0L/100km in combined cycle testing. It accelerates the S60 from 0-100 km/h in 6.5sec.

The default turbodiesel powerplant is the 150kW/420Nm twin-turbo D5 version already featured in the XC60 Down Under.

Volvo Australia says it may offer its all-new 120kW/400Nm D3 version of the powerplant at a later date. It should: we can attest that the engine is a cracker.

Still a five-cylinder, the new engine displaces just 2.0 litres and would allow the S60 to compete more aggressively not only with its German competition, but the turbodiesel offerings from the likes of Volkswagen, Mazda and Subaru.

Performance in D3 trim is still strong. The 2.4-litre five-cylinder powerplant takes the S60 to 100km/h in just over 9sec and returns an impressive 5.3L/100km (both stats for the manual version).

While a D3 S60 would be front-wheel drive only, expect Volvo Australia to pair the D5 with all-wheel drive eventually, at least as an option.

The new T5 four-cylinder turbo direct-injected petrol powerplant is so new it wasn't even on hand to drive at the international launch of the S60. A derivative of Volvo's new 2.0GTDi four, the T5 pumps out 176kW and 320Nm. In conjunction with the twin-clutch Powershift gearbox it could be a very attractive package.

PACKAGING
-- Classy cockpit
The S60's styling effectively disguises what is a true four/five seat package that's a little larger than 3 Series but shorter than both the Audi and the Benz. It rides on the second-longest wheelbase in the class -- 16mm longer than the Benz and BMW but 32mm shorter than the Audi.

Volvo has joined a growing throng and has labelled its new car a four-door coupe. Designer Orjan Sterner talks about how the S60's "double wave shoulder" and sculptured bonnet visually lower the car. Whatever the rhetoric, it's a handsome beast in the metal and instantly dates (severely) its smaller S40 sedan stablemate.

Though it would take a direct comparison to be certain, the S60's cabin presents as a touch roomier than the likes of the A4 and C-Class which arguably vie for the best in space for class. Rear legroom is up on the 3 Series too and there's plenty of kneeroom thanks to deep scalloping of the rear of the front seats. The impression of space is also aided by plenty of toe space under the front seats.

Volvo itself claims the cabin is larger than the original S60. There's an extra 30mm of rear legroom -- a consistent criticism of the old car from its owners, the project team say.

Now, like all the top-sellers in the segment, it's very comfortable for two in the rear, though three adults will be a squeeze. Volvo tacitly acknowledges this by trimming the rear bench to resemble the front sport seats. The shaping is not so severe that the centre position is compromised, however.

It's a strongly styled interior that, at the risk of being labelled sexist, I'd term masculine. On the T6 rangetopper we drove there was authentic-looking leather with matching double stitching. None of that over-refined hide here thank you!

Satin alloy-look detailing is used to good effect on the brightwork for door spears and pulls and there's more of the leather as accents in the door panels. It's a nice place to be.

The dash is reminiscent of the S80 with a soft curve over the binnacle and across the broad dashtop. Unlike the XC60 there's no 'afterthought' multifunction display screen breaking up the sweep. The centre stack now incorporates a 'proper' large format screen for satnav, audio, climate, etc.

The trademark floating console continues the S80 theme though it's shapelier and more sharply angled towards the driver in the 60. The B&O inspired centre stack switchgear is a favourite of ours and works well, however, there's an added level of complexity in this new version that isn't nearly as intuitive to use. Once familiar, owners will be fine...

Instead of stealing parts from the truck and bus division, the S60 gets a smaller, beefy and wonderfully tactile steering wheel. As much as anything in the man-machine interface this should demonstrate Volvo is much more serious with the dynamic abilities of the S60 than previous-generation sedans.

Practicality is aided by a wider boot opening, though it must be said, the simple elbow hinges eat into the space. Like its S40 smaller sibling, the S60's boot is still quite shallow.

But there's a big hiccup in packaging and it's one that may very well affect how the car is received Down Under.

In the left-hand drive models we drove there was no spare tyre. Indeed, there wasn't even a spare tyre recess underfloor in the boot. The right-hand drive cars won't be any different says project chief Tomas Ahlborg.

This lack of a full or even space saver spare tyre will likely be a concern for many Australian buyers.

Though Ahlborg says the car can be equipped with runflat tyres, that application is limited to 17-inch wheeled versions only. The range-topping T6 rides on 18-inch rubber, thus buyers will likely have to be satisfied with a tyre sealant kit.

Though Volvo Australia has a few months up its sleeve to resolve this issue (it will presumably also afflict the V60 wagon version), this is far from an ideal situation.

SAFETY
-- Volvo leads the way?
Though Volvo is playing up the sporting prowess of the new car, safety will still be a key focus of the S60. In addition to the City Safety autonomous braking system introduced in the XC60, Volvo Australia is keen to add its new Pedestrian Detection system into the standard equipment list -- at least at T6 level.

A development of City safety and offered in conjunction with a full stop-start adaptive cruise control set-up, Volvo claims this system can avoid a collision with a pedestrian completely at speeds up to 35km/h.

The system took more than six years to perfect and uses a combination of radar and camera-based image recognition to detect pedestrians who walk into the road in front of the car. It warns the driver via an audible warning and a flashing light in the car's head-up display. It then pre-charges the braking system and can automatically apply full braking power if he or she does not respond in time.

Volvo claims Pedestrian Detection can avoid a collision with a pedestrian at speeds of up to 35km/h. At higher speeds, the company says, the focus is on slowing down.

"A lower speed of impact means that the risk of serious injury is significantly reduced. For instance, if speed is cut from 50km/h to 25km/h, Pedestrian Detection is expected to reduce the fatality risk by as much as 20 per cent and in some cases by up to 85 per cent," says the S60 blurb.

The S60 also features Volvo's Advanced Stability Control. Derived from the system its uses on its SUVs, ASC features a roll angle sensor which Volvo says allows the system to "identify any skidding tendency at a very early stage". The company says this is "a great asset in dynamic driving involving considerable lateral forces, thus improving handling and rapid avoidance manoeuvres".

As you'd expect the passive safety credentials of the S60 are impressive. Its crash structure is state of the art and there is a whole raft of systems such as active headrests and side impact protection all included as standard equipment. Driver aids include blindspot and lane departure -- the whole nine yards.

COMPETITORS
-- 3, 4 and Benz
Do we even need to spell this out? Volvo wants a piece of the luxury midsize segment -- rich pickings Down Under where BMW, Audi and Benz sell the lion's share of their cars to Australians.

It'll be a slow start for Volvo with its cars almost a year away, but once up and running it believes it can sell more than 100-120 S60s per month Down Under. This sort of rate is around a third/quarter of what BMW, Benz and Audi move in the segment. Nonetheless it would make the S60 Volvo Australia's second most popular model after the XC60 and a clear leader within its sedan/wagon ranks.

In almost 11 years of sales Down Under the outgoing S60 sold just over 3526 units in total. It's peak in 2001 was 1051 units.

Our guess is that Volvo has 'lowballed' its volume projection. We'd be surprised if its real target isn't around 250-300 units per month especially when the V60 wagon arrives.

ON THE ROAD
-- B roads for A plus
From the moment you turn a wheel in the S60 -- perhaps even before -- it's very clear this is a step change car for the company.

Steering effort is adjustable (as is the case with the S80/V70) but the fact the on-centre feel of the car and its steering response is in a different league from other products from the brand really tells the story.

As noted above significant revisions and tuning has taken place to deliver a more dynamic feel to the car. Volvo's engineers benchmarked the usual suspects but say they didn't seek to copy BMW, Audi or Benz. Rather they sought to take onboard the characteristics the segment leaders exhibit and produce a car that competes or improves without losing its inherent Volvo-ness.

Targets of a car that is surefooted but eager have been met. Though our drive route was relatively short, it was varied across roads that changed from tight twisty and bumpy secondary roads to full-spec autostrada. All the time the S60 felt predictable, wieldy and fuss free. Indeed, the F word was mentioned more than once -- fun!

Damping rates are well sorted but overall the car sits on the firm side of plush. One of our number complained about the ride, but we had no such worries. Indeed, I reckon the car strikes a pretty happy but sporty medium -- it even coped well with the cobbled section of our drive.

There's good steering feel on-centre and the car's initial turn rate is prompt without being too sharp. In more sporty going the AWD T6 and D5 still default to a little understeer, but grip levels are high and it's easy to dial in a neutral stance with a touch more throttle.

A short drive in the front-wheel drive D3 version showed that the good chassis habits aren't limited to the all-wheel drive. Indeed we can't wait to sample the FWD 2.0-litre petrol.

This is a car that will reward keen drivers but shouldn't put off too many traditional Volvo coves.

The D5 turbodiesel is the pick of the 'big' engines. Its distinctive five-cylinder sounds sits well with the individual nature of the S60. There's plenty of torque available, not much turbo lag to dull response and the engines seems to match better with the Geartronic auto six-speed. Plenty of torque coupled with the all-wheel-drive chassis' excellent grip will make this a fast carriage point-to-point.

The T6 is quick once provoked but it's just a touch anonymous after the five-cylinder diesel. There seems to be a lot more work from the throttle and gearbox required to keep the petrol car on the boil. Even in Sport mode the auto-only T6 is a little too eager to change up a gear which means the next acceleration call is accompanied by an extra downchange or two you'd rather do without.

We assume benefits will flow at the pump but in what purports to be the performance flagship of the range a more adaptive transmission is needed. And while we're at it, can we have some shift paddles? This is the first Volvo I've driven that called out for a quick flick down the gears under brakes before you attacked the next corner.

Our quick drive shows cabin ergos are good though the high sloping beltline may not be a hit with smaller (younger) rear passengers -- they'll need a serious booster seat to see out. At least there's B-pillar HVAC vents to keep some wind in their hair.

Relatively poor rear and rear three-quarter vision is a price you pay for the undoubtedly handsome styling of the car. Rear park sensors and/or a camera will be on most people's must-have list -- Volvo can oblige. On the left-hand drive version at least Volvo seems to have avoided the dreaded oversize A-pillar vision trap.

Given Volvo did much of its chassis development for the S60 on lumpy British B roads, we're pretty confident the good manners of the car will translate to Oz. That means then, the key unknown is price.

With undeniably attractive styling and this driver focussed chassis the right 40-something price tag for an entry-level and commensurate pricing up the model walk, the new S60 could really cause the Germans some headaches.

Watch Carsales TV's Volvo S60 video review here

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