When Volvo introduced the redesigned S60 for 2011, it relegated the availability of the Haldex AWD system to the higher-spec T6 model, leaving the five-cylinder T5 to make do with front-wheel drive. In an attempt to sell more cars in climes where premium customers won't bite unless all-wheel drive is available, Volvo added four-wheel motivation to the T5 as a $2,000 option.
The S60, with its destination-included base price of less than $33,000, is Volvo's top-selling model. We like the styling, the comfort and the uniqueness of the turbocharged five-cylinder engine. The only other turbo five you'll find in the U.S. market outside of a Volvo store is the ripper in the limited-availability Audi TT RS.
What is it like to drive?
With the S60, Volvo is out to capture what it calls “premium intenders”—younger professionals moving up from mainstream brands. As such, its competitive set contains some established performers, including the Gorilla Monsoon of sports sedans, the BMW 3-series.
The latest generation 3-series is so sublimely good, it seems like a wise move that Volvo hasn't exactly pinned a marker on its back. The S60 is more relaxed than the 3. It's the sort of car that Buick ads tell us it's building—unique, stylish and appealing to a set of think-different people. It's a tack that's a little ironic, given Buick's mammoth presence in China and Volvo's Chinese ownership.
The 266-hp T5 is gutsy—the turbocharged engine pulls adequately even at 9,000 feet of elevation—roomy, stylish and comfortable. The interior is a notch or two nicer than what Mercedes-Benz puts into its C-class. The seats are broad and comfortable, though we did find they lack a measure of lateral support that would've been welcome as we caned the Ice White Gothenburger around the mountain roads of northern Utah and southwestern Wyoming.
The steering is fine, though the car has a tendency to lean over in a corner more than we're used to from a European sedan. Even with the AWD system, the rear end gets unsettled during aggressive driving. It does, however, help keep the aft wheels tucked in during cornering on slick surfaces.
We've noticed that Haldex-equipped cars tend to retain their front-drive characteristics. It's true of the 4Motion/quattro Volkswagen Golf-platform cars, and it's certainly the case here. On the highway, Volvo claims maximum efficiency comes when torque is distributed with a 95 percent/5 percent front/rear bias. Maximum output never reaches the rear axle; the most the rear wheels will ever see is 50 percent of the engine's power. However, that 50/50 split is engaged at launch, making the most of available traction.
We're not huge on Volvo's infotainment system. It's not particularly quick or intuitive to use. The other European premium marques all do a better job here, as does Infiniti, whose outgoing G25 was considered a prime target for conquest by the Sino-Swedes.
The turbo-five Volvo is about in line with the rest of the class when it comes to fuel economy, posting 20 mpg in the city and 29 mpg on the highway. Losing the AWD system gains you 1 mpg across the board.
Do I want it?
If you're shopping for a BMW 328i based on that car's enthusiast-cult credentials, you likely won't give the Volvo a second look. If, on the other hand, you're concerned with style, comfort, value for the money, safety and the badge of just-outside-the-norm respectability, the S60 T5 AWD is a solid choice.
On Sale: Now
Base Price: $32,645
As-Tested Price: $38,170
Drivetrain: 250-hp, 266-lb-ft, 2.5-liter I5; AWD, six-speed automatic
0-60 mph: 6.6 sec (mfr)
Curb Weight: 3,702 lb
Fuel Economy: 21/30 mpg (FWD), 20/29 mpg (AWD)
Read more: http://www.autoweek.com/article/20120726/carreviews/120729893#ixzz2CvNLSvG1
