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Volvo: V60 News **2019 Revealed (page 1)**

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Volvo: V60 News **2019 Revealed (page 1)**

 
Old 02-05-2019, 11:08 AM
  #41  
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Pass, normal V60 looks MUCH better.
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Old 02-05-2019, 11:48 AM
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Agreed, the XC is nice, but I'd have a V60 T6 instead.
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Old 02-14-2019, 10:25 AM
  #43  
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T8 R-Design First Drive

https://driving.ca/volvo/v60/reviews...60-t8-r-design

With the sun finally shining — it rises late and retires early this far north — it was time to torture the latest Volvo V60 wagon. In this case, it’s the T8 Twin-Engine R-Design. This version adds a bold body kit, which makes it look meaner, and slides an advanced plug-in hybrid system under the hood. As a package it is one to relish!

To begin with, the T8 Twin-Engine gives the driver access to 400 horsepower — 313 hp come from the supercharged and turbocharged 2.0L four-cylinder engine. The supercharger brings a faster launch while the turbocharger bolsters the mid-range. The rear electric motor then kicks in with another 87 hp and instant-on torque. When driven normally it’s hard to tell if it’s the gas, electric or both sources that are doing the work, as the powertrain ebbs and flows so smoothly between the different driving modes, a big plus in my books. Only when you really give the throttle a heavy workout does the engine begin to make any real noise.

The electric motor gets its juice from a larger 10.4-kilowatt/hour lithium-ion battery that sits in the central tunnel. The increased capacity promises an electric-only driving range of up to 50 kilometres and a charge time using a 220-volt outlet of around 2.5 hours.

The layout puts the engine and eight-speed automatic transmission with the Integrated Starter Generator sandwiched between the two up front. The rear wheels are powered exclusively by the electric motor. The combination gives the T8 an all-wheel-drive extension and a potent run to 100 kilometres an hour of 4.9 seconds, which is two seconds faster than the T5 Cross Country wagon.

The T8’s handling is dialed in and then some. The rear electric motor and battery placement help to even the weight distribution front-to-rear and lower the centre of gravity, both of which work wonders for overall balance. In the case of the R-Design, it also gets stiffer springs, faster-acting mono-tube dampers, larger anti-roll bars and a 12-millimetre drop in the ride height. While the setup is noticeably tauter than the Cross Country, the R-Design remained compliant and comfortable. It also proved to be very good at keeping the aggressive body flat as it is was tossed hard into a corner. Throw in a sorted steering setup and the T8 is a driver’s wagon.

Remarkably, the fact the front and rear wheels are driven by different power sources did not affect how the all-wheel-drive system hooked up. On a hard takeoff it did break all four wheels loose because of the icy surface, but once moving everything gathered up nicely. When hoofing it hard down the ice track it was possible to flick the tail out and have the electric motor hold the drift. Sometimes it becomes only too obvious when two different power sources come online at different times — it imparts a very uncomfortable feeling, as the driver is not sure what is happening at any given time. This was just not the case with the T8 powertrain. It proved to be fast and entirely at home on a frozen lake!

A big part of the ability to keep the battery and rear electric motor engaged is down to regenerative braking. Here the T8 got mixed reviews. While the system captures otherwise wasted energy efficiently, the brake pedal had a somewhat mushy feel under foot. At first it felt like the driver needed to add more brake. As it turns out that was not the case, but it did not stop me from pressing a little harder until I learned the “feel.” Quibble aside it did become second nature after a few hot laps around the ice track.

The cabin follows this alluring lead. It is wrapped in very classy materials and it has two exceptional front seats that provide great lateral support without feeling confining even when wearing an oversized parka. The tech stuff comes in the form of a 12.3-inch reconfigurable instrumentation panel, a head-up display and the nine-inch Sensus infotainment system with navigation. The latter is quick to react with a faster processor that the current version and it supports Apple CarPlay, Android Auto and, on the R-Design test cars, a solid Bowers and Wilkins Premium sound system.

Slide rearward and the seat accommodates two adults comfortable while leaving 658 litres of space for cargo. Dropping the seats sees the space max out at 1,441 L.

Naturally, the V60 arrives with all the right safety kit, including City Safety with cyclist, pedestrian and animal recognition and auto brake intervention along with Run-off Road Mitigation, which keeps the car centred in its lane. My only issue is that the Canadian T8 Inspiration will put blind spot monitoring in a package, which makes no sense.

The 2020 V60 is a sweet ride that adds flexible versatility to a true driver’s package. It is fast, fun and so capable even when the road takes a turn for the worst. Of course, with the T8’s turn of speed comes hybrid fuel efficiency. The V60 T8 Inscription’s final pricing will be announced closer to its third-quarter launch this year.





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Old 03-12-2019, 09:52 AM
  #44  
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https://www.caranddriver.com/reviews...y-the-numbers/

SUVs may make up a bulk of Volvo's sales nowadays, but it still knows how to do wagons right.

You've got to appreciate Volvo's steadfast and irrational commitment to America's consistently dismal wagon market. While other automakers have been doing the hokeypokey when it comes to the body style, the 2019 V60 is Volvo's third new wagon in the past 18 months. It's an example of sticking with what got you here. Longroofs were the brand's signature product from 1962 until the launch of its first SUV, the XC90, for the 2003 model year. Wagons are to Volvo what rear-engine sports cars are to Porsche.

Broad shouldered with sharp speed lines and longitudinal-engine proportions, the V60 is another affirmation of Volvo's current design language. But the engine actually rides parallel to the front axle on the brand's Scalable Product Architecture, which the V60 shares with the S60 sedan and the larger V90 wagon as well as Volvo's popular XC60 and XC90 SUVs. Although it comfortably outsizes the less expensive XC40 in length, at 3798 pounds, the V60 weighs about the same as the compact crossover.

Like its platform-mates, the V60 feels strong and solid on the road. Its steering is hefty and the wagon is locked in at speed. The front-wheel-drive V60 T5, tested here, also changes direction willingly, understeering moderately on its 18-inch Contis with little body roll. On the skidpad, it generates 0.87 g. Its chassis uses a multilink rear suspension with a single transverse leaf spring and is tuned on the firm side of compliant, but the ride is supple compared with that of the T6 model, which can be had with adaptive dampers and 19-inch Pirellis. Response from its brake pedal is also firm and reassuring, though the 177-foot stop from 70 mph is long compared with the V60's peers'.

Starting at a base price of $39,895, T5 models get a turbocharged 2.0-liter inline-four mated to an eight-speed automatic. We've praised the powertrain's performance in other Volvos, and its 250 horsepower and 258 pound-feet of torque move the wagon with verve. At the test track, the V60 T5 accelerated to 60 mph in 6.4 seconds and through the quarter-mile in 14.9 seconds, but it feels even quicker in the real world. Torque peaks at 1500 rpm, and the eight-speed is rarely in the wrong gear—which is good, because there are no paddle shifters.

Last year, Volvo's hot-selling SUVs pushed the company's total U.S. sales volume up more than 20 percent. If that kind of growth allows the brand to create more slow-selling wagons, we see no issue there. Because the V60 proves that Volvo still does wagons right.

Specifications

2019 Volvo V60 T5 Momentum

VEHICLE TYPE
front-engine, front-wheel-drive, 5-passenger, 4-door hatchback

PRICE AS TESTED
$46,640 (base price: $39,895)

ENGINE TYPE
turbocharged and intercooled DOHC 16-valve inline-4, aluminum block and head, direct fuel injection

Displacement
120 cu in, 1969 cc
Power
250 hp @ 5500 rpm
Torque
258 lb-ft @ 1500 rpm

TRANSMISSION
8-speed automatic with manual shifting mode

CHASSIS
Suspension (F/R): control arms/multilink
Brakes (F/R): 13.6-in vented disc/12.6-in vented disc
Tires: Continental ProContact TX, 235/45R-18 98H M+S VOL

DIMENSIONS
Wheelbase: 113.1 in
Length: 187.4 in
Width: 72.8 in
Height: 56.6 in
Passenger volume: 93 cu ft
Cargo volume: 23 cu ft
Curb weight: 3798 lb

C/D TEST RESULTS
Zero to 60 mph: 6.4 sec
Zero to 100 mph: 16.3 sec
Zero to 130 mph: 33.7 sec
Rolling start, 5–60 mph: 7.2 sec
Top gear, 30–50 mph: 3.4 sec
Top gear, 50–70 mph: 4.7 sec
Standing ╝-mile: 14.9 sec @ 96 mph
Top speed (governor limited): 131 mph
Braking, 70–0 mph: 177 ft
Roadholding, 300-ft-dia skidpad: 0.87 g

C/D FUEL ECONOMY
Observed: 26 mpg

EPA FUEL ECONOMY
Combined/city/highway: 28/24/36 mpg

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Old 04-04-2019, 08:50 AM
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https://jalopnik.com/the-2020-volvo-...d-4-1833783333

If you were bummed you missed out on snagging one of the 2019 Volvo S60 Polestar Engineeredmodels last year, which sold out in under an hourbecause only 20 were offered in the U.S., then you’re in luck. Volvo has worked the same Polestar engineering into the 2020 Volvo XC60and 2020 Volvo V60, so now’s your chance.

The new top-trim XC60 and V60 Polestar Engineered models get the twincharged (turbocharged and supercharged) four-cylinder gas engine combined with a battery back running down the middle of the car powering a rear-mounted electric motor.

Volvo claims it’s good for 415 horsepower and 494 lb-ft of torque. But it’s a plug-in hybrid, so if you want the extra juice, you need to remember to fill it up and plug it in for the full effect.

The two new models also get an Íhlins front strut bar, gold-painted six-piston brake calipers, bespoke lightweight forged wheels, a gloss black grille, extended wheel arches, and black chrome tailpipes. Some of that makes the car drive with more precision. Some of it just makes it look like it. Whatever, it all works.

Inside, the models get gold seat belts, aluminum panels, a leather-wrapped sport steering wheel, and a charcoal color scheme.

Sadly, Volvo didn’t provide any interior shots, so here’s what the inside of the S60 Polestar Engineered looked like:

I loved the aesthetics of sitting in the 2019 Volvo S60 Polestar Engineered—I am a sucker for production colored seat belts, and Volvos are generally a nice place to spend time—but driving it felt just slightly off. Here’s what I wrote back in October:

But overall, the Polestar’s experience is disconnected. If I have 416 HP, I want it actively kicking me in the ass, even if it has to be in the “Dynamic” driving mode. I want to hear it. I want to feel the tension in the steering wheel, an energetic vibration in the go pedal. I want all the connecting points of the car—and my passengers—all stressing when I slam it. It’s missed in this car, where everything is a bit too sedated.
I was also told that the car really came alive closer to the limit, which I wasn’t exactly gunning for on the roads around Los Angeles at the time, so maybe there’s more to the car than I was able to eke out of it. (Eek out of it?) I came away much more smitten over the lower-trim R-Dynamic model, and I still feel that way.

But I’m also not going to complain about more high-powered Volvos on the road, especially when there’s a wagon involved. Volvo hasn’t revealed production numbers or pricing for either the XC60 or V60 Polestar Engineered models yet, but it did announce they’ll be available this summer, so we’ll find out soon enough.
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Old 04-04-2019, 10:06 AM
  #46  
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How much? We need more performance wagons in our lives.
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Old 04-04-2019, 11:56 AM
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Old 04-04-2019, 12:48 PM
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Originally Posted by 00TL-P3.2 View Post
Oh absolutely. The question should have been how much for a used one?
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Old 04-04-2019, 02:23 PM
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Or if they'll go on the 'normal' used market, if they follow the same subscription-only sales.

I imagine it'll be cheaper than an AMG E-Estate, but likely had a fair bit less performance behind it as well.
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