Volvo V60 Polestar: Review
A proper Polestar Volvo makes production, but is it any good? PH finds out
Yep, Rebel Blue still looks great
And yet... Wasn't the BMW M5 Touring so much cooler than the saloon? And the Mitsubishi Evo IX Wagon so much more of a turn-on than the four-door? Of course, the original wagon wheel-turner was a Volvo: the barking-bonkers 1994 Volvo 850 estate BTCC entry garnered a thousand headlines, if not perhaps ultimate track success. And history seems to be repeating itself in 2014, with the BTCC Honda Civic Tourer currently carrying Tesco bags around UK tracks.
A fast Volvo with some track ability? Oh yes
Volvo's pedigree in the world of fast estate cars is being resurrected in 2014 with the V60 Polestar. Considering its starting point is the V60 T6 AWD R-Design, Volvo's racing partner Polestar has created a pretty serious upgrade for the road: engine tweaks worth 350hp, plus sharpened transmission, chassis, body and interior.
So, Polestar, huh? Not exactly a familiar name, is it? If you have heard of it, it's probably for the mad all-wheel drive C30, or the more recent 508hp S60 - both of them mere 'concepts' - or perhaps the bolt-on power upgrades that have been marginal entries in recent Volvo sales catalogues. Unquestionably, Polestar has an uphill struggle to become the BMW-Alpina of Sweden, but this independent company has been collaborating with Volvo (and only Volvo) in its racing programme since 1996, so it does have credentials.
The V60 Polestar is the first production Volvo to bear the Polestar badge (a kind of Swedish-blue version of the Orange mobile phone logo, surely). Actually, that's not strictly true - 100 Polestar-badged S60s have already been made for Australia, but this new car is the first global Polestar product and the first to make it to UK showrooms.
Sounds like an old M3 too. Sort of
Volvo describes the Polestar-modified V60 as a "real drivers' car", something that many drivers would argue the brand has never made before. Can the new kid possibly muscle in on a territory so utterly dominated by German brands?
The engine first, then. The regular T6 3.0-litre straight-six engine has been given a larger Borg Warner twin-scroll turbo and a 13mm thicker intercooler, resulting in a boost of 50hp to 350hp - not remotely the highest output in the class, but then the lack of willy-waving power figures chimes with the "boring but intelligent" mantra. There's also a rather fabulous new 2.5-inch exhaust with rear silencer baffles that open fully above 4,000rpm (or at lower engine speeds when you engage either Sport or manual mode on the gearbox). The resulting transformation in the exhaust note is far more noticeable from outside the car than inside, but it's undeniably fabulous: a glowing, guttural gush that doesn't sound like any Volvo I know - more like a six-cylinder BMW M3 of yore, with a bit of turbo whoosh on top.
The engine has been tuned for linear power delivery, at which it works really rather well: you can short-shift and ride the crest of a chunky torque curve or blat right up the rev range and squeeze every last scintilla of silky potency from that glorious-sounding powerplant.
Unimpeachable grip on the road
The automatic transmission is basically the same as the regular V60's in standard Drive mode - a perfectly acceptable but none-too-exciting six-speed slushbox. However, slipping the lever across the gate to the 'S' position (where manual changes can also be made via steering wheel paddles) transforms it: it hangs on to the revs, changes gear in a fraction of a second, and bolsters that soundtrack mightily. And I very much like the new 'curve hold' system which uses g-force and yaw sensors to lock the car in gear when you're cornering, so you don't suffer any unexpected gearchanges up or down in the middle of a bend.
Ah yes, bends - not an area where many previous hot Volvos have been entirely happy. Recent chassis from Gothenburg have seen vast improvements, to the point where the current V60 is a decent, if unexceptional, swerve tool.
To someone steeped in the current fad for electronically adjustable suspension, it's a surprise to discover that the Polestar's set-up is 100 per cent mechanical. In fact, the Ohlins dampers are adjustable for rebound and compression - indeed, far more so than most electronic systems - it's just that you need to visit your local dealer to wind the clicks up or down. This lack of electronic adjustment could have something to do with the fact that these dampers are a first for Ohlins in this market segment. They combine with 80 per cent stiffer springs, 15 per cent stiffer anti-roll bars, less rubbery bushings, a carbon-fibre reinforced strut brace, a 3mm lower ride height overall, grippy 245/35 Michelin Pilot Super Sports and three-position steering weight adjustability to deliver a surprisingly compliant yet very confidence-inspiring chassis. Surprised? So was I.
371mm front discs stand up well to hard use
Four-wheel drive is nothing new in the performance market, and Volvo is sticking with the Haldex system in fifth generation guise. In normal mode, it behaves much like the standard V60, but with ESC disengaged (or more accurately, still present in the background), it's a lot more active. Volvo tells me the car will slide freely in the snow (hurrah!) but on the dry tarmac of our test there was rarely a moment when the faintest chirrup from the tyres could be heard.
It's a different story around the track. With ESC off, the default mode is to direct more power to the rear, which means the car turns in more eagerly and doesn't understeer too much - in fact, there's even a whiff of tail-end action to be had. And when was the last time you could say that about a Volvo? Add in very effective 371mm brake discs and Brembo six-piston callipers and you have a pleasantly wieldy track weapon.
"This is not a track day car," Volvo repeated again and again on the launch. No, it's not, but that's because this is a boring estate car with a decent ride and a boot that can fit a fridge or two more than you'll ever need to carry. But to my surprise, it does a pretty good job of tackling a twisty, technical circuit. At the Knutstorp track in Sweden (a Swedish Touring Car favourite), the race lap record is 58 seconds. In the hands of STCC champion Thed Bjork, I timed the V60 Polestar lapping in 74 - pretty darned good for a road car. Especially such a 'boring' one.
Interior largely standard bar some carbon
Need to know
One possibly great positive is the way the car looks: it's subtle. There are front and rear spoilers (designed to boost downforce) and unique alloy wheels - but that's about it. Even inside, the only changes are Nubuck-covered sports seats, badging and some carbon fibre. Equipment is super generous, though: the only option available is metallic paint.
The V60 Polestar is a genuine surprise - and a rather pleasant one, as it turns out. It's not the fastest car out there, but neither will most drivers be disappointed by its pace. The chassis displays genuine talent, if not rip-roaring track precision, and is surprisingly compliant in the real-world scenarios that most drivers face every day. The it's-not-another-German-performance-car thing is also a little bit cool, as is the estate bodyshell.
Very good, but quite costly too
VOLVO V60 POLESTAR
Engine: 2,953cc 6-cyl turbo
Gearbox: 6-speed automatic, four-wheel drive
Power (hp): 350@5,250rpm
Torque (lb ft): 369@3,000-4,750rpm
0-62mph: 5.0 secs
Top speed: 155mph (limited)
Kerbweight: 1,834kg
MPG: 27.7 (NEDC combined)
CO2: 237g/km
Price: £49,775
 |
 |
 |
 |
I very much do like this but with already one big car as the family plodder I want a smaller quick estate. At least I am nicely being catered for now by the Focus, Leon maybe even the 308 if they do a warmish one.
On a different note I thought this engine had been binned already for the 300bhp 2ltr twincharger lump?
Seriously though its great that Volvo have a performance brand although its a shame the styling on the car now is so much more sober.If Polestar are/to become the AMG/RS/M of the Volvo range, they really 'ought' to be doing better in the power stakes no? and for that money?
RS4 of 14 years ago was 375bhp.......
Nice enough car, but it's hardly the complete package!!
If Polestar are/to become the AMG/RS/M of the Volvo range, they really 'ought' to be doing better in the power stakes no? and for that money?
RS4 of 14 years ago was 375bhp.......
Nice enough car, but it's hardly the complete package!!
The new Volvo twincharger engine does get a good write up though.
Gassing Station | General Gassing | Top of Page | What's New | My Stuff