By on February 25, 2015

Volvo S60 and V60 Polestar, model year 2016

Been wanting a Volvo S60 or V60 Polestar? The Sino-Swedish automaker is making a second batch for 2015, with 13 countries to take delivery this time.

Volvo plans to make 750 S60 and V60 Polestars this year for the 2016 model year, citing the performance vehicles’ sales success in 2014 for the second production run.

Meanwhile, the Middle East will see some of the blue Volvos on its roads this year, as Bahrain, Kuwait, Lebanon, Oman, Qatar and United Arab Emirates are the newest additions to the list of markets the automaker sells its high-performance wares, which currently include Australia, Canada, Japan, Sweden, Switzerland, United Kingdom and United States.

As for what they’ll receive, the Polestars feature power from a turbocharged 3-liter I6 pushing 345 horsepower and 369 lb-ft of torque through a Polestar-calibrated paddle-shifted six-speed automatic to the vehicle’s Haldex four-wheel drive system. The S60 goes from nil to 60 in 4.7 seconds, while the V60 does it in 4.8 seconds. Top speed is limited to 155 mph, and Brembo brakes stop the 20-inch wheels — shod in Michelin Pilot Super Sports — before any moose are hit. Price of admission in the U.S. starts at around $60,000.

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24 Comments on “Volvo S60, V60 Polestar Enter Second Run, Middle East For 2015...”

  • avatar

    As much as I like these, with so few being produced, I wonder how much of a PITA service would be with the typical local Volvo dealer. As I recall, many S60R/V70R owners found specific service for their cars frustrating with many dealers. I can see many Polestar owners waiting weeks for parts with the “Haven’t seen one of these yet.” type of answers to issues.

    • 0 avatar

      My brother runs a shop specializing in VW and he won’t work on the new Volvos. Says the factory doesn’t let others have the tools, mostly the software, to work on the car. So you have to rely on the dealer and hope you get a good one.

    • 0 avatar
      Felis Concolor

      A wait of mere weeks would be a miracle for that brand.

      Difficult parts availability has been an enduring feature for Volvo; my father gave up on ever obtaining a factory replacement switch for his mid 70s 245 and made up his own switch gear using industrial toggles along with cutting his own ABS panels and resorting to Dymo’s labeling strips to finish it all off. Over a decade later, he made the mistake of purchasing a turbocharged 760 and promptly suffered the same sort of parts shortage, with the service department installing the wrong seat control switch panel during a warranty repair. I think it was a unit from a 740, but we never bothered checking as an engine meltdown shortly after that hack job sent him to the Taurus SHO I had recommended he purchase in the first place.

      • 0 avatar

        I don’t know why dealers are always to lazy to deal with their brands classic parts warehouse. I think just about all the European brands have this. Here is Volvo’s
        I run into it on Mercedes’ older cars all the time. If it’s not in the computer, tit’s “unavailable” even though Mercedes prides itself on being able to get you any part for any car they ever made. A guy wanted a new transmission for a car from the 20s. They dusted off the blueprints and built him one from scratch identical to the old unit.

        • 0 avatar
          Felis Concolor

          One of the reasons I like working with older systems using Bosch parts is the permanence of their catalog numbers. The single most important purchase I made for my Haflinger was a full service and parts manual: if you can provide the unique 10 digit part code, it will be found in some warehouse anywhere in the world.

          Finding someone with a vintage Sun tester who can then recurve your distributor becomes the most difficult task at that point. I’m glad we found one before they all passed away.

          • 0 avatar

            What’s a Sun tester? Why do you recurve a distributor?

          • 0 avatar
            Felis Concolor

            Sun was a manufacturer of all sorts of electronic and mechanical automobile testing equipment up through the 80s when it shifted over to aircraft testing equipment and OEM-level automobile and truck test centers. Its most well known products were their timing lights and their distinctive distributor test rigs, which often featured the manufacturer’s specs displayed at the top of the unit on a rotating cylinder.

            You recurve a distributor’s mechanical advance in order to optimize the spark timing, which becomes especially critical when you’re attempting to maximize the torque profile of an air cooled 650cc 2-pot engine. In most distributor systems, this is accomplished with a pair of flyweights held close to the distributor shaft by springs, normally with identical weights and tensions. The distributor in my engine was equipped with unequally balanced weights and springs, suggesting a less than linear profile which would make sense for the specialized application.

            The most recent big score in my quest to clean up 40 years of prior owners’ mistakes was the discovery of a NIB (new-in-box) Zenith NDIX 32 carburetor. I’m competing with vintage Porsche restorers for these things, so obtaining a completely unmolested unit was an especially significant find. Heck, just trying to find an NDIX with its original mixture control system intact is no mean feat these days.

            This is one reason I look askance at drivers of older Volvo 245s if they’re still using a broom handle to prop up the rear hatch; they’re setting the wrong example between being frugal and just plain cheap, especially when one can obtain exact replacement struts for under $10 online or locally.

          • 0 avatar

            Excellent info, thanks.

            So since it’s been 30+ years, the people who know how to do it are dying off with no replacement?

        • 0 avatar

          @ MBella Because it’s not cost effective. Most sell off their old parts, I think the legal cut off is 7 years or about. I’ve seen the MB ads about restoring old cars, but maybe that is just that, advertising. Personally I find a specialist who can help me with parts and advice.
          ps New white Volvo V60 in the parking lot this morning. Now I’m going to be reminded everyday of the car I wanted but just couldn’t afford.

  • avatar
    Rod Panhard

    “Polestar.” Every time I see that word, I think of strippers. No, not the base model for $29,995 (delivery not included). Strippers. With brass poles. In competition.

    At least with the Saab Viggen, we knew it was Thor’s hammer.

  • avatar

    Instead of sideshow collectible they need to get into econobox like the 340 series.

  • avatar

    This car has always puzzled me and I’m not really sure what this does for the Volvo brand. Most people have never heard of it. I guess I’m glad they do make it and good on Volvo for letting Polestar inject some energy into the brand. In the end, it’s just too rare, too few numbers, and too expensive.

  • avatar

    “Price of admission in the U.S. starts at around $60,000.”


    I can buy a lot of nice BMW, Merc, or Audi for $60k. In fact, I just built a fully loaded A4 Allroad online (copper over brown leather, with ash wood trim), and I only got to $54k. (And yes I know it’s not a direct power comparison.)

    • 0 avatar
      Chicago Dude

      (And yes I know it’s not a direct power comparison.)

      OK, well, that’s the entire point of the Polestar version of these cars.

      • 0 avatar

        On the other hand, that’s very much in the realm of a 335i xDrive with the M Sport package (admittedly, a tiny bit slower), which, maybe, possibly clocks in cheaper? I mean, Volvo doesn’t allow for building and pricing a Polestar on their website, so it’s difficult to feature-match.

        On the other hand, a loaded S60 R-Design seems to clock in around $52k – hard to say if the Polestar stuff is worth an extra $8k.

    • 0 avatar
      spreadsheet monkey

      What price do you think this car should be?

      • 0 avatar

        I think it should be $9k cheaper than a comparable German model. Volvo doesn’t have a great reputation any more, and interior, engine, and suspension design and components are all certainly behind the Germans.

        The only place the Volvo might win is when you go to sell such a rare item, you’ll get more money back. But not likely enough to put up with all the headaches of finding someone to service it in the meantime.

  • avatar

    Also, none of the countries listed sound like they would be particularly interested in a winter blue, high performance, AWD… Volvo.

  • avatar

    These are fairly popular in OZ as they have done a great job of marketing through the V8 touring car series. All i hear though, is rough ride, rough ride and rough ride.

    As someone above said too, for that kinda money i can fully load a German with more sophisticated suspension bits.

  • avatar

    Can’t say I love the name, but I am in love with that color. Man, if I wasn’t a somewhat broke college kid..

  • avatar

    Saw one in the flesh, and while the color told me what it was, my wife was confused why I would walk two cars over in a parking lot to see “another Volvo in PDX”. Not sure the po po are any more attuned to Polestar than she is.

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