The Truth About Cars » Polestar http://www.thetruthaboutcars.com The Truth About Cars is dedicated to providing candid, unbiased automobile reviews and the latest in auto industry news. Fri, 18 Jul 2014 11:00:40 +0000 en-US hourly 1 http://wordpress.org/?v=3.9.1 The Truth About Cars is dedicated to providing candid, unbiased automobile reviews and the latest in auto industry news. The Truth About Cars no The Truth About Cars editors@ttac.com editors@ttac.com (The Truth About Cars) 2006-2009 The Truth About Cars The Truth About Cars is dedicated to providing candid, unbiased automobile reviews and the latest in auto industry news. The Truth About Cars » Polestar http://www.thetruthaboutcars.com/wp-content/themes/ttac-theme/images/logo.gif http://www.thetruthaboutcars.com Chicago 2014: S60 & V60 Polestar Performance Models http://www.thetruthaboutcars.com/2014/02/chicago-2014-s60-v60-polestar-performance-models/ http://www.thetruthaboutcars.com/2014/02/chicago-2014-s60-v60-polestar-performance-models/#comments Thu, 06 Feb 2014 22:04:12 +0000 http://www.thetruthaboutcars.com/?p=735441 Volvo-V60-S60-Polestar-Models-01

Two new, performance-oriented Volvo models made their North American debut at the Chicago Auto Show.

Billed as the S60 Polestar and V60 Polestar, the bespoke aerodynamic pieces set them apart from your parents’ V60 or S60. Handling is further improved by a combination of high-performance shock absorbers and stiffer springs. Tucked neatly behind the Polestar exclusive 20-inch wheels are Brembo brakes. Polestar models will only be offered in Sapphire Black or Rebel Blue.

The turbocharged, 3.0-liter inline six boasts 345 hp and 369 lb-ft of torque capable of sub-5 second 0-60 times. These numbers are achieved via a new twin-scroll turbocharger, a larger intercooler, a 2.5-inch exhaust system and special ECU tweaks. The only available transmission is a six-speed automatic wih steering wheel mounted paddle shifters.

With only 120 examples slated for our shores, we expect Volvo will have no problem selling every one before they’re scheduled to hit select dealerships this June. Additional information, including pricing, is to be announced.

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Capsule Review: 2013 Volvo XC70 T6 Polestar – Brown Wagon Edition http://www.thetruthaboutcars.com/2013/10/capsule-review-2013-volvo-xc70-t6-polestar-brown-wagon-edition/ http://www.thetruthaboutcars.com/2013/10/capsule-review-2013-volvo-xc70-t6-polestar-brown-wagon-edition/#comments Wed, 02 Oct 2013 13:00:39 +0000 http://www.thetruthaboutcars.com/?p=501161 photo (3)

If you had to pick a Q-Car, the vehicle you see above would be nobody’s first choice. Something like a Camry V6, a Pentastar Avenger, or perhaps even a Verano Turbo with a Trifecta tune would be a more suitably anonymous roller skate with enough power to pummel most “civilian” cars on the street. Or perhaps a Regal GS. In grey or some other nodescript color. I am thinking about this as I wander aimlessly within my lane on Lakeshore Boulevard, the Polestar-tuned I6 humming along at a sedate 1800 rpm in 6th gear. CBC Radio is broadcasting yet another nebulous documentary extolling Canada’s secular state religion of diversity, as my Costco grocery list scrolls through my head. How banal and bourgeois.

And then I hear the staccato vocalization of a small block Chevy V8 breathing through a set of big pipes. A glance in the mirror reveals a 4th generation Camaro convertible coming up fast behind me in my mirrors. In a flash, he’s past me by a few car lengths, and I can just make out the “SS” badge on the decklid. If I were in another T6-powered Volvo, say, my parents XC60 T6, I’d step on the gas, wait a brief second for the turbo to spool up, and hope that I’d be in the powerband long enough to catch him. With a standard T6, peak power (295 hp) comes in at 5600 rpm while peak torque (325 lb-ft) arrives at 2100-4200 rpm In this car though; 354 lb-ft comes in from 3000-3600 rpm, while all 325 horsepower are available from 5400 all the way to redline. From a roll, this car is a monster.

It doesn’t take long after nailing the throttle for the gap to close between us, and while the Camaro is droning out its V8 song, there’s just a muted hum from the Volvo’s blocky hood, while barely audible diverter valve noises can be heard through the open windows. A red light conspires to bring us next to one another, and I can see him regarding me with the faux-menacing glare typical to most underemployed 20-somethings brimming with insecurities. He’s much more handsome than I am, and his girlfriend is in the passenger seat.  I smile and give him the thumbs up.

“You think you can beat me?” No change in demeanor from him.

“Actually, I do.” I respond.

There’s no revving, no theatrics, no Fast and Furious Limp Bizkit sound track despite the corny but spontaneous exchange. But when the light goes green, he disappears behind me. And I didn’t even get a good look at his girlfriend.

This is really a silly car. The XC70 sells in inconsequential numbers, even for a Volvo. Last year,  the smaller XC60 outsold the XC70 by a ratio of 4:1, as Volvo customers, my parents included, opted for the higher driving position, easier ingress/egress and crossover-look of the XC60. Wagon fans insist that if only Volvo would bring back a real wagon, then all would be well, the brand would have its mojo back, and American consumers would finally learn that their enlightened European brothers had it right along.

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Notgonnahappen.com, whether we’re discussing social safety nets, rail transportation networks or diesel engines. But there is good news. The XC70 and the XC60 are basically the same car. I know this because I had the chance to test them back to back. It’s true that the XC60 has a bit more ground clearance and a higher ride height, and the XC70 is perhaps a bit higher than a regular V70, but to tar either them with the “crossover” brush, is incorrect. These are as much crossovers as the last generation Outback was, and the extra cladding and slightly taller springs are red herrings. Of course, driving a wagon signifies that one has sophisticated, Continental tastes, which is more important to many than how these vehicles actually perform on the road.

What’s most interesting is the changes in spec between the XC70 and the XC60 owned by my folks. Their XC60 has three adjustable steering programs as well as the Volvo 4C system, which employs active shock absorbers made by both Ohlins and Monroe. Three modes are available, labeled Comfort, Sport and Advanced. Comfort is fairly soft, with Sport cranking it up by just a bit. Advanced, however, is truly stiff, sacrificing ride quality for flatter cornering. The XC70, by contrast, has one steering setting (equivalent to the heaviest setting on the XC60) and no 4C system. My own handling loop was illustrative of the differences: the XC70 felt as if it possessed more bodyroll, whereas the XC60  felt a bit more surefooted with the 4C shocks set to “Advanced”. But Advanced mode also makes the shocks rather unpleasant in everyday driving, and when set to “Sport” or “Comfort”, it’s a wash between the two cars.

All this talk of performance for a station wagon may seem out of place, but when the car’s main marketing proposition is the Polestar engine tuning, it’s hard to ignore it. The XC70 is also a very practical vehicle. Despite my bearishness on wagons as a commercial proposition in the marketplace, I quite like them. I tried in vain to convince my parents to buy the XC70, hoping that the giant stuffed German Sheppard in the back of the showroom demo model would sway them (it looked identical to an old stuffed dog from my childhood). Instead they hemmed and hawed and made vague remarks about the “height” of the XC60′s cargo area (for the one time of the year when they’d bring home tall garden plants) and the extra length (8 inches longer, which does count when parking in urban areas) as reasons to get the XC60. This time, I was determined to induct them in the “cult of the wagon”.

Tossing the keys to my parents for a “blind taste test”, they were more impressed with the revised interior than the driving dynamics or the lower seating position (which they also enjoyed, in a reversal of their previous stance on the car). While my folks car invokes the usual “Swedish furniture” cliche, with black baseball stitched leather and aluminum trim (no surprise if you know them: they wear more black than an amateur theatre troupe and my mother obsesses over modern furniture like we do over rear-drive BOF Fords), the XC70 is much more organic, with generous helpings of wood and natural tone leather. Volvo’s IP and telematics interface remains unchaged, and is thankfully devoid of touch screens or haptic controls.

It takes a few minutes to learn the ins and outs of the buttons-and-knobs, but once you do, it becomes second nature, and one can navigate their iPod music selections without taking their eyes off the road. The navigation system was far less cooperative – while the controls were easy enough, it failed to recognize even well known streets, forcing me to use my iPhone as a navigation aid. The XC70 also came with Volvo’s “Premium Sound System”, something my father chose to forgo when he declined the navigation system in the XC60. It’s worth the money, something he readily acknowledged after one playthrough of Gil-Scott Heron’s Bridges. Cargo proved to be one area where the extra length didn’t lend the XC70 too much of an advantage. The XC60 has 67.4 cubic feet of space, with 30.8 cubic feet with the seats up, while the XC70 has 72.1 in total, with 33.3 if the rear seats remain intact. In practical terms, it’s possible to easily fit a full-size mens bicycle with the seats down in the XC70, while the XC60 takes a bit of finagling. For most every day items, it was inconsequential, with grocery bags and suitcases fitting fine in both cars. The XC60′s reduced length does make it easier to park, something I can appreciate given that my parents live in an area with abundant street parking that seems to be sized for C-segment cars at best.

In that light, it’s understandable why they chose the XC60, but after driving the wagon, I am not ready to take their side. Nonwithstanding my mocking of the commercial viability of the station wagon, I like this one a lot. It’s difficult to find a car that does it all so well. Where else can you find something that can turn on a dime from being an invisible luxury commuter appliance, to a bike hauler to a stoplight dragster that can be used in every weather condition, 365 days of the year? It just makes so much sense. Which is its biggest problem. We as humans rarely want what makes sense for us, whether it’s choosing an incompatible lover, a consumer item we can’t really afford or voting for a politician that sways us with charming rhetoric rather than policy that may be beneficial to our station in life.

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At $50,310, it’s not exactly within the reach of the common American family either. This car, even without the Polestar, is an incredibly niche proposition. But that’s a big part of its charm. It will never be loved like the Brick Volvos of yore, nor the upcoming V60 (which will be lauded as a return to form for Volvo), but it has earned its place, along with the Subaru Legacy 2.5GT and Audi S4, in the lore of “great wagons we got in America that nobody appreciated”.

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Review: 2012 Volvo XC60 R-Design Polestar Take Two http://www.thetruthaboutcars.com/2012/07/review-2012-volvo-xc60-r-design-polestar-take-two/ http://www.thetruthaboutcars.com/2012/07/review-2012-volvo-xc60-r-design-polestar-take-two/#comments Fri, 13 Jul 2012 14:51:46 +0000 http://www.thetruthaboutcars.com/?p=449629

Volvo has long been the “safe choice” in more ways than one. The brand’s reputation is steeped in safety, but for the past 30 years “luxury with a hint of performance” has been a secondary focus. Even still, arriving at the country club in a Volvo won’t bring out the green-eyed-monster. Your fellow socialites will just think you were being safe and practical. Volvo may be the Birkenstock of the automotive world, but that doesn’t prevent them from creating the occasional irrational vehicle. While Volvo isn’t ready commit to build the insane 508HP S60R, they will sell you the most powerful small crossover in America: the 2012 Volvo XC60 T6 AWD R-Design with Polestar. (If you don’t count the bat-s**t-crazy (in a good way) Nissan Juke R. Michael Karesh was able to wrangle an XC60 R-Design out of a local dealer for a quick take in December, but what’s the Polestar tweaked XC like to live with for a week? Click through the jump to find out.

Click here to view the embedded video.

Founded in 1996, Polestar is rapidly becoming Volvo’s “pet” tuning company. While they have been “on the scene” for a while in Europe, the fact that Volvo North American is willing to cover Polestar upgrades under the factory warranty shows how serious the marriage is. Because Polestar is primarily a tuning company, there is little to distinguish the more powerful XC60 from its lesser brethren on the outside. The same modern lines blend with the traditional Volvo “hips” to form one of the more attractive crossovers on our shores. While the look is instantly recognizable as a Volvo, it is also thoroughly modern. If you doubt me, just park an XC60 next to an XC90 and compare. For R-Design duty, Volvo tweaked the bumper covers, added some chrome bling and swapped out the stock 235-width tires for the biggest rubber Volvo has ever used: 255/45R20s. Sadly the ever-safe Swedes shod the R-Design with all-season tires, fortunately that is easy to fix.

Interior

Volvo has long had a tradition of extended model lifetimes sprinkled with mid-cycle refreshes and yearly tweaks. To that end, the majority of the interior looks the same as the XC60 we had in December 2010 but Volvo has made some improvements to keep the XC fresh. Starting in 2011, all XC60 models get a 7-inch infotainment display in the dash. (Previously base models had an awkward cubby if you didn’t get the lackluster navigation system.) Also new for 2011 is a redesigned leather steering wheel with a thick rim and new infotainment controls. While there are still a few “Volvoisims” to be found (like the storage area behind the center stack and the off-beat two-tone upholstery color palate), the XC60 is mainstream luxury crossover all the way. Fit and finish in our tester was excellent and the soft-touch materials and leather easily tie with the BMW X3 for the best in this class. After a week with the XC60, my only complaint about the interior is the location of the infotainment/navigation screen. Volvo ditched their trademark “pop-up” LCD that was positioned high on the dash for a more conventionally located display. The new location means taking your eyes further away from the road to look at the map. With 30.8 cu.ft. t of space behind the rear seats, 67.4 cu.ft. with the rear seats folded and a standard folding front passenger seat, the XC60 will swallow more cargo than any of the Euro competition including those bulky IKEA furniture packs.

Infotainment

Volvo’s new “Sensus” system is a welcome (and long overdue) improvement. It combines a high-resolution, standard aspect ratio LCD in the center of the dash. While I remain disappointed that Volvo missed the opportunity to use a larger screen, the size is competitive with Mercedes’ COMAND system, the Q5′s MMI and the base screen in the X3. (BMW’s optional 8.8-inch iDrive screen is much more attractive however.) Volvo’s new interface is easy to use, well laid out and controllable via the steering wheel or the buttons and knob on the center console. Voice commands work as well as any of the competition but Apple iDevice integration continues to be a weak point. Navigating your iDevice is fairly easy but not as responsive as many systems and there are no vehicle specific apps with the Volvo system like BMW offers. The new system will certainly make XC60 owners happy, but they may get a twinge of techo-jeallousy when they step into their buddy’s Bimmer.

Well tuned audio systems have long been a Volvo hallmark. The XC60′s base 160-watt, 8-speaker system comes with standard HD Radio, Bluetooth phone integration, USB/iPod/Aux connectors and XM Satellite Radio. An optional 650-watt, 12-speaker premium sound system is available and adds Dolby ProLogic II decoding to the mix. Despite having a lower speaker count than BMW’s sound systems, I found the balance and tone of both system to be more pleasing than the German wares.

Drivetrain

When Volvo first launched “R-Design,” it was simply an appearance package, thankfully that’s changed. Instead of designing a unique engine for the R-Design vehicles as they did with the former S60R and V70R, they turned to Polestar to boost the power from the existing turbo engine. The result is a 3.0L inline 6-cylinder engine with a single twin-scroll turbo that cranks out 325HP and a stump-pulling 354 lb-ft of twist. Power is routed to all four wheels via a standard Aisin 6-speed automatic and Haldex AWD system. Polestar was also allowed to stiffen the springs by 10%, fiddle with the steering ratio and reprogram the transmission for sportier shifting. Perhaps in deference to the rural Swedes that live with miles of unpaved dirt roads, Volvo left the Jeep-like 9.1 inches of ground clearance intact.

Drive

You’d think a curb weight 4,264lbs and over 9-inches of ground clearance the XC60 would handle like a pig, but the only swine metaphor that’s applicable is: this thing takes off like a stuck pig. We clocked a solid 5.6 seconds to 60, just 1/10th behind the 2012 BMW X3 xDrive35i but more importantly a whopping 1.5 seconds faster than the first XC60 T6 we tested in 2010. The observant in the crowd will note this is 1/2 a second faster than the Q5 3.2 and nearly a full second faster than the GLK350. Suspicious? Indeed, but a trip to a local dealer with our testing equipment revealed identical times with the two R-Designs on the lot. When the going gets twisty the tall XC60 handles impressively despite the ride height and the all-season tires. The BMW is still the handling king of the luxury CUV class, but as unlikely as this sounds, the Volvo is a close second. The downside to this unexpected handling prowess is a harsh ride from the stiffer springs and low-profile tires.

No Volvo would be complete without a bevy of electronic safety systems to save your bacon. Unlike Infiniti however, Volvo takes a different approach to electronic nannies. Infiniti’s systems act obtrusively, intervening well before the point of no return while Volvo’s systems only act after the vehicle decides it is too late for you to do anything. For 2012 Volvo has updated their City Safety system to recognize pedestrians as well as vehicles in your way. As long as you are driving under 19MPH the system will intervene and stop you completely if it thinks an accident is unavoidable. Thankfully Volvo realized that 19MPH is a bit slow for American traffic and has announced that starting with the 2013 model year the system will act at speeds up to 31MPH. (No word if existing Volvos can be upgraded.) On the luxury feature front, the optional radar cruise control has been tweaked to handle stop-and-go traffic taking you to a complete stop and accelerating again when the traffic moves. The system behaves smoothly and ties with the latest Mercedes system for the best dynamic cruise control system available.

I think the XC60 R-Design might just be the best kept secret in the luxury market. While the X3 xDrive35i is the obvious sporty choice to quench your sporty CUV thirst, the XC60 R-Design delivers 99% of the performance and 95% of the technology for around $3,000 less. The XC60 R-Design proves that Volvo can make a dirt road-capable CUV with styling flair, BMW competitive performance, and enough electronic nannies to satisfy the risk-adverse in the crowd (not to mention your insurance broker). The real question is if buyers will actually cross-shop the Volvo with its German competition.

Volvo has long had a reputation for building cars that are safe and durable, but less than sexy. With a reputation like that, and a distinct lack of advertising to the contrary, the XC60 R-Design is likely to remain a niche product. Seriously, when was the last time you even saw a Volvo commercial on TV? Me either. Pity because the XC60 R-Design’s performance to cost ratio make it quite simply the best all-around luxury crossover.

 

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Volvo provided the vehicle, one tank of gas, and insurance for this review

Specifications as tested

0-30: 2.21 Seconds

0-60: 5.6 Seconds

1/4 Mile: 14.3 Seconds @ 99.5 MPH

Average Fuel Economy: 20.1  MPG over 825 miles

 

2012 Volvo XC60 R-Design Polestar, Exterior, 3/4, Photography courtesy of Alex L. Dykes 2012 Volvo XC60 R-Design Polestar, Exterior, 3/4, Photography courtesy of Alex L. Dykes 2012 Volvo XC60 R-Design Polestar, Exterior, rear 3/4, Photography courtesy of Alex L. Dykes 2012 Volvo XC60 R-Design Polestar, Interior, gauges, Photography courtesy of Alex L. Dykes 2012 Volvo XC60 R-Design Polestar, Interior, gauges, Photography courtesy of Alex L. Dykes 2012 Volvo XC60 R-Design Polestar, Interior, radar cruise control display, Photography courtesy of Alex L. Dykes 2012 Volvo XC60 R-Design Polestar, Exterior, wheels, Photography courtesy of Alex L. Dykes 2012 Volvo XC60 R-Design Polestar, Exterior, 3/4, Photography courtesy of Alex L. Dykes 2012 Volvo XC60 R-Design Polestar, Exterior, front, Photography courtesy of Alex L. Dykes 2012 Volvo XC60 R-Design Polestar, Exterior, front, Photography courtesy of Alex L. Dykes 2012 Volvo XC60 R-Design Polestar, Exterior, side 3/4, Photography courtesy of Alex L. Dykes 2012 Volvo XC60 R-Design Polestar, Exterior, side 3/4, Photography courtesy of Alex L. Dykes 2012 Volvo XC60 R-Design Polestar, Exterior, side, Photography courtesy of Alex L. Dykes 2012 Volvo XC60 R-Design Polestar, Exterior, side, Photography courtesy of Alex L. Dykes 2012 Volvo XC60 R-Design Polestar, Exterior, rear, Photography courtesy of Alex L. Dykes 2012 Volvo XC60 R-Design Polestar, engine, 3.0L twin-scroll turbo T6, Photography courtesy of Alex L. Dykes 2012 Volvo XC60 R-Design Polestar, engine, 3.0L twin-scroll turbo T6, Photography courtesy of Alex L. Dykes 2012 Volvo XC60 R-Design Polestar, engine, 3.0L twin-scroll turbo T6, Photography courtesy of Alex L. Dykes 2012 Volvo XC60 R-Design Polestar, engine, 3.0L twin-scroll turbo T6, Photography courtesy of Alex L. Dykes 2012 Volvo XC60 R-Design Polestar, dashboard, Photography courtesy of Alex L. Dykes 2012 Volvo XC60 R-Design Polestar, dashboard, Photography courtesy of Alex L. Dykes 2012 Volvo XC60 R-Design Polestar, steering wheel, Photography courtesy of Alex L. Dykes 2012 Volvo XC60 R-Design Polestar, infotainment and HVAC controls, Photography courtesy of Alex L. Dykes 2012 Volvo XC60 R-Design Polestar, Sensus infotainment system, Photography courtesy of Alex L. Dykes 2012 Volvo XC60 R-Design Polestar, dashboard, Photography courtesy of Alex L. Dykes 2012 Volvo XC60 R-Design Polestar, dashboard, Photography courtesy of Alex L. Dykes 2012 Volvo XC60 R-Design Polestar, front seats, Photography courtesy of Alex L. Dykes 2012 Volvo XC60 R-Design Polestar, rear seats, Photography courtesy of Alex L. Dykes 2012 Volvo XC60 R-Design Polestar, rear seats, Photography courtesy of Alex L. Dykes 2012 Volvo XC60 R-Design Polestar, rear seats, Photography courtesy of Alex L. Dykes 2012 Volvo XC60 R-Design Polestar, rear seats folded, Photography courtesy of Alex L. Dykes 2012 Volvo XC60 R-Design Polestar, cargo area, Photography courtesy of Alex L. Dykes 2012 Volvo XC60 R-Design Polestar, cargo area, Photography courtesy of Alex L. Dykes 2012 Volvo XC60 R-Design Polestar, cargo area, Photography courtesy of Alex L. Dykes 2012 Volvo XC60 R-Design Polestar, cargo area, Photography courtesy of Alex L. Dykes 2012 Volvo XC60 R-Design Monroney Zemanta Related Posts Thumbnail ]]>
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