Volvo S60 Polestar 2015 Review

Volvos aren't known for their bling, but this particular car is no ordinary Volvo. Funny thing, however, it's a car that was roundly applauded for its refinement and muscular performance as much as its visual presence during the week with us.

The one and only objection came from a passenger who found the roar of tyres permeating the firewall to be unacceptable. That was on a trip back from Phillip Island, on fairly rough and ready 'sealed' roads. On better maintained bitumen the Polestar was more subdued – leaving it to the booming induction noise from the tweaked six to keep the driver company.

Yet with six cylinders all in a line, the Polestar powerplant is mercifully free of vibration and labouring at speeds below 1500rpm, even with a load on the engine climbing a hill, for example. If it's torque-rich enough at low speeds, there's plenty more where that came from across the whole rev range right up to the redline.

This sort of power delivery makes the S60 Polestar effortless to drive, but still enjoyable to flog when you are of a mind to do so. There's minimal turbo lag from the thoroughbred six and an unrelenting surge of power from a rolling start and in-gear. It can be thirsty work however. Around town owners can typically expect fuel usage of around 14.5L/100km. With some freeway kilometres thrown in the figure posted by the trip computer fell to 13.4.

A three-hour return journey to Phillip Island the day before the Volvo was returned brought the average down further again to 11.0L/100km – which is still fairly high given a BMW M235i I tested back in April achieved 10.7... without the benefit of all that open-road cruising. In short, Volvo's turbocharged six, driving through a four-wheel drive system, is not one of life's greener engines.

Dynamically, the Polestar offers meaty steering, but slightly slower turn-in than some German cars driven in recent times. Some tramlining is frequently evident too, but the Polestar handles and steers very consistently, tracking neatly through bends. It does begin to push with power applied on the exit, and the front Michelins signal the dynamic limits have been exceeded with some squealing.

Its ultimate cornering grip is shaded – in the dry at least – by one highly regarded hot hatch from France, as well as a more expensive rear-wheel drive prestige sedan from Germany. Given the Volvo's price, it should offer limpet-like roadholding in all circumstances, but the fading adhesion at the front is a sign of the car's mass and innate suspension tuning. The Polestar comes with Öhlins two-way adjustable dampers, which might deliver enhanced grip for owners willing to get underneath the car at weekends.

No argument with the Polestar's braking. The Brembo brakes were strong and capable, yet they also provided impressively soft stopping.

Being blessed with all-wheel drive and wide tyres, the Polestar turns through a large circle, but was otherwise easy to park, thanks to its compact footprint, good field of vision, effective reversing camera and acoustic guidance (fed by ultrasonic parking sensors).

The Volvo packs in plenty of high-grade safety features, but one of them – Collision Warning with Full Auto brake – wears out its welcome at times. It's a system that alerts the driver that a car in front has slowed to make a left turn – and the S60 is closing fast with no apparent sign the driver is taking avoiding action. In that event, the system actuates a strident audible alarm and red flashing LEDs. To be frank, it contrasts badly with the more subdued – but still highly effective – system MINI offers in its 5-Door hatch.

That's probably the one aspect of the Volvo I found irritating behind the wheel. Otherwise, the Volvo is a very pleasant place to spend some time. Its interior is fabulous. The trim materials are rich and stylish; they call out to be stroked, whether they're leather, carbon fibre or brushed aluminium. Blue stitching for the leather is an interesting detail to complement the car's attractive presentation.

The driving position is brilliant. Seats are remarkably comfortable given the relatively aggressive bolstering, which does hold the occupants in place very securely during those moments when the driver is trying a bit harder. It's easy to adjust the driver's seat for an optimal view of the instruments and ideal distance from wheel and pedals.

In the rear, passengers are well catered for with Volvo's standard face-level vents – in the B pillars rather than the rear of the centre fascia as in most other cars. There are seat heating buttons there instead, for those cold wintry mornings when there are four on board. Rear-seat kneeroom is more than adequate for adults. There's relatively less legroom, but at least there's enough room under the front seats to stretch out by poking toes underneath. Headroom is impressive, given the S60's style and packaging constraints. And seat comfort in the rear is better than the norm.

The Polestar is a car aimed more at the driver, and functional considerations have not been given quite the same priority by the designers. That's particularly true in the boot. Even with a space-saver spare under the floor, there's precious little luggage space available for a car of this size. And useability is compromised by the high floor.

But that's to ignore the whole point of this car. Forget the four doors (although they are useful), this is a car that you'll enjoy for the driving, not necessarily for the company with you on the journey.

Is the S60 Polestar worth the money? The very similar Audi S4 costs $5000 more – yet produces less power and torque. BMW's 335i is $6000 cheaper, but rear-wheel drive only – and also produces less power and torque than the Volvo.

What this tells me is that the S60 Polestar is in the ballpark – for ability and price. Badge cachet...? To each their own.