Volvo V40 'optimised by Polestar': Driven
Can the Polestar touch turn the V40 into a Golf GTI beater?
The loathing, of course, comes from the aftermarket's ability to work without the need to comply with emissions restrictions or EU regs. And the respect? Well who isn't impressed by the ability to squeeze 1,150hp from a Nissan Qashqai, or 1,000hp from an Audi estate? But tuning in 2016 is becoming more and more mainstream, with Mountune offering Ford-warrantied upgrades and AMG flagships offered for nearly every Mercedes model. Now it's Volvo's turn.
Harnessing engineering expertise bought-in with the acquisition of Polestar, soon owners of the V40, S60, V60 and XC60 will have the option of a wide range of performance enhancements, all available through their local Volvo dealers.
Offered as a complete package or individual parts, you'll be able to upgrade your car's springs, dampers, intake system and exhaust; on top of those are the inevitable styling kits and big wheels too.
No laps because of WTCC testing - boo!
It would be tempting to file all this under 'more money than sense', but of course we can't; the V60 Polestar PH ran last year won huge respect among everyone who drove it, demolishing more than a few preconceptions about Volvo along the way.
From this launch, we're focusing on the car most relevant to PHers, the V40 hatch. It's a car that has always appealed as a stylish, left-field alternative to a fast Golf but, ultimately, missed out on the GTI's levels of engagement and fun. Sitting 10mm lower on large 19-inch Polestar-branded rims it still looks fresh, despite now being middle-aged. Taking a moment to admire its new aero package that's said to offer "meaningful downforce", parts like the subtle rear spoiler blade extensions hint at the work Polestar's engineers have lavished upon it.
To help improve handling, Polestar has increased stiffness for the D4 and T5 springs by around 15-20 per cent (depending on version), with each car receiving a bespoke suspension tune and new, higher quality dampers. They're not the superb adjustable Ohlin units from the V60 Polestar but, nevertheless, the new items are said to bring "significant improvements". Tyre choice was also critical, says Polestar, with the new chassis tuned for just one option, a 235/35 Pirelli P Zero.
New wheels, springs and dampers offered
Our hopes for a couple of fast laps of the tricky Vallelunga are soon dashed. Apparently, the WTCC and F3 teams amassed today for pre-season shakedown wouldn't appreciate being held up by a small group of hapless hacks. Instead, we have the notoriously bumpy, poorly surfaced and slippery nearby local roads that surround the circuit. With the choice of the petrol T5 or the diesel-powered D4, I decide to leave what I perceive to be the best till last.
Tick the diesel power boost and Polestar will take your 2.0-litre D4 from an already respectable 190hp to - wait for it - 200hp. Your £830 investment also increases torque from 295lb ft to 325lb ft.
Predictably the mild boost in power and torque has an equally meek effect on performance. The Polestar'd V40 is only a tenth quicker to 62mph at 7.3 seconds but that's two tenths quicker than a 184hp Golf GTD. Polestar would rather you not get too obsessed with the 0-62mph times anyway, as it says the biggest gain comes with in-gear acceleration - but without providing any figures we'll have to take its word for that.
In any case, as well as the hike in power Polestar says both fuel consumption and emission are unaffected, meaning the D4 can still average 74.3mpg and emit just 99g/km of CO2.
Eight-speed auto has been updated by Polestar too
Leaving the circuit, the roads are so bad I begin to worry about whether, in the quest to improve its handling, ride comfort has been thrown out the window. It's especially awful over sharp ridges, but that said a Phantom would struggle to soak up the poorly patched up, potholed roads. At speed there's pleasingly none of the crashiness you might expect.
Thank the dampers for that. Diverting off to find a familiar road the uprated suspension set-up gives the V40 a new-found confidence to push. It's been a long time since I last drove the small Volvo hatch but I don't remember it having this level of body control. I'd also forgotten the small Volvo's agility and responsiveness to the throttle - thanks Ford Focus. The gruff diesel is also worth a mention for its decent throttle response and urge, but still lacks the ultimate thrust you'd hope for off the line.
Overall, it feels like the Polestar enhancements make for a decent package and the interior still somehow feels contemporary and just special enough beside a sensible Golf.
Then it begins to rain, then hail, then rain yet more. The wipers struggle to clear the screen. It must be T5 time.
Keener, sharper and more rewarding on the road
A few things have changed since the last time PH drove the flagship V40. Since we last caught up with the quick Volvo hatch it's dropped its charismatic, but heavy, 2.5-litre five-cylinder turbo and replaced it with a far more modern (and lighter) turbocharged 2.0-litre four-cylinder. Following Polestar's remap, free-flowing filter and sports exhaust, power increases from 245hp to 253hp. So back to exactly what the old five-cylinder was producing in 2014. One thing the new engine offers is plenty more torque - 295 lb ft.
This new power boost sees another single tenth shaved off the 0-62mph time, reducing it to 6.2 seconds - that's three tenths quicker than a Performance Pack-equipped Golf GTI. Impressive, but there is bad news.
There is neither a traction-enhancing limited-slip differential nor manual option, and if you're more of a DSG kinda PHer - forget it. The only option is a traditional eight-speed auto. To help it cope, Polestar has had its recalibration work cut out.
There's now a new map for the throttle and the gearbox has new software; not only should it speed up gearchanges both up and down the gearbox, but promises that it will never throw in a change mid-corner. In other words, it's faster and more intuitive.
Sports exhaust might be a little quiet for some
Retracing the same route in the T5, the front wheels rapidly spool up along with the turbocharger. With loss of traction all the way through first and second gear, only third steadies the ship, but with treacherous conditions worsening it's hard to tell if the V40 is crying out for all-wheel drive or better roads. Most probably a bit of both.
What I can tell you is the gearbox is better, quicker to react and even acceptable in Sport mode. Now sounding more like a grown-up Renaultsport Megane than a rally refugee from the early 80s, the T5 is better for the switch to four cylinders; it feels far lighter, darty and less nose-heavy. The sports exhaust sounds a little too subtle, but at least it doesn't boom or resonate like an aftermarket item.
Like the D4, body control feels significantly improved but there's even more of an edge to the ride than the diesel, making it feel surprisingly hardcore. If you fancy the chassis upgrades, try before you buy.
After experiencing both under- and oversteer on what feels like ice I return back to the circuit both puzzled and confused, only to be intercepted by an excitable engineer. Apparently, the small Volvo's handling can be improved further by some choice suspension geometry changes (Polestar models keep the factory settings).
Now about the full V40 Polestar...
It's difficult to make a case for going the whole hog on a new car, especially when the T5 costs a sobering £30,175 to begin with for the sporty R-Design trim. At £835, the ECU reflash is easy to justify but £4,725 for the complete kit (fitted) makes the V40 look hopelessly expensive.
Instead, it's best to stick with the standard 18s the R-Design comes with, tick the box for the chassis upgrade (£800), ignore the intake and sports exhaust (saving £1,000) and forget the £600 styling kit.
The other far more sensible option would be to reap the benefits of the V40's greater depreciation compared to a Golf, add all the Polestar goodies three years and 60,000 miles down the line and create a car that drives like new. Better than new, in fact.
VOLVO V40 T5 OPTIMISED BY POLESTAR
Engine: 1,969cc turbocharged four-cylinder
Transmission: 8-speed auto, front-wheel drive
Power (hp): 253@5,500rpm
Torque (lb ft): 295@2,000-3,500rpm
0-62mph: 6.2 seconds
Top speed: 155mph (limited)
Weight: 1,447kg
MPG: 47.9 (NEDC combined)
CO2: 137g/km
Price: £30,175 for T5 R-Design (as tested £34,900, complete kit £4,725 where the software upgrade comes free of charge. Or individually intake and exhaust at £1,000, Performance chassis at £800, Performance 19-inch wheels at £2,325, interior and exterior styling kit at £600 and the software at £835).
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No it won't. It will not at all!
Edit: although that's not far off the official combined figure of 55mpg for the car. http://www.carfolio.com/specifications/models/car/...
Edit: although that's not far off the official combined figure of 55mpg for the car. http://www.carfolio.com/specifications/models/car/...
Performance boost is a bit more with the 800quid though. 190bhp to 220bhp and 310ish lbft up to around 330ish.
Maps the box aswell.
If you want any decent gains like anything you have to go aftermarket. RICA are already knocking out tunes for these with decent gains. DTUK have said (last time I spoke to them) their tech doesn't work with the new Volvo engines.
The new D4 2.0 twin turbo is a decent engine with the auto even in the much heavier V60, just sounds dreadful like most Eu6 diesel 4 pots. A polestar D4 auto would be 'nippy' for a diesel hatch though.
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