2015 Volvo V60 T5 Drive-e Premier Wagon Review
Car Review: 2015 Volvo V60 T5 Drive-E Sportswagon
This crossover culling is pretty to look at and fun to drive
Information technology would exist so easy to start by mentioning something about Volvo's commitment to automotive safe. It's so engrained into the formerly Ford-now-Chinese-endemic Swedish manufacturer'southward corporate psyche (and its marketing) that it has become cliché. And only slightly less axiomatic is Volvo'due south interrelationship with the wagon body way. "Buy Volvos; they're boxy but they're adept," was more than a clever punchline from the movie Crazy People — it was gospel.
Being an inveterate motor head, though, I prefer to think of the company's new-for-North America V60 "Sportswagon" (it'south been effectually for a few years in Europe) in terms of performance, not rubber or boxy versatility. You come across, twenty years ago, I followed the exploits of the 850 "Estate" that was boldly campaigned to unexpected results in the fiercely competitive British Touring Auto Championship. And, for years thereon, I idea Volvo'southward über wagons — 850 T-5R, 850 R, V70 R, etc. — were the paradigm of having ane'south cake and eating information technology, besides; Q-ships of understated looks and high function blended with oh-my-dear-God speed and all-wheel-drive traction.
But, though declared motor headedness would have me gravitate toward the more than studly AWD V60s — the 325-horsepower R-Design or the e'er so extroverted 350-hp Polestar edition — absurd engineering science is far from absent-minded in the milder yet surprisingly sporty base model. This detail front end-wheel-bulldoze V60 T5 ($39,800 to start) comes with a turbocharged 2.0-litre four-cylinder "Drive-E" powerplant mated to an 8-speed automated transmission. Volvo claims the 240-hp two.0T delivers "exciting drivability" compared with larger-deportation engines while reducing fuel consumption and CO2 emissions.
I don't know nearly the power curves, but it sure is lively when the gas pedal is given a healthy shove, moving with equal amounts of smoothness and enthusiasm. Hard numbers provided by the Motorcar Journalists Clan of Canada (AJAC) evidence the 1,710-kilogram wagon volition launch itself to 100 kilometres an hour in seven seconds flat, while an lxxx-to-120 passing move is ticked off in 6.1 seconds. Both numbers are respectable for the Volvo — and any other car of similar size and engine displacement — if non Earth shattering. The eight-speed, meanwhile, makes the most of the turbo's low-range ability, shifting seamlessly with no appreciable driblet in the period.
The railroad vehicle is fitted with automated get-go/stop, increasingly common on new cars, which automatically shuts off the engine when the auto comes to a stop, restarting when the driver releases the brake pedal. Another fuel-saving feature is Eco+, which optimizes shift points, engine control and throttle response. When activated by the driver, information technology tin, says Volvo, improve fuel economy by as much every bit five percent depending on driving style, temperature and climate. My fuel economic system average of 11.7 litres per 100 km with the tester — generally in-town commuting with a couple of highway jaunts — is near the same as what I've gotten with virtually compact SUVs.
Beyond the powertrain, one needs to consider the merits of the Sport Chassis, a major component of the optional ($1,200) Sport Package. I suspect the V60 would ride and handle well enough without it. With it, however, the Volvo is a delight. The Sport Chassis lowers the car's ride tiptop, adds an nether-hood strut brace and tightens upwardly the suspension with stiffer dampers and bushings. Throw in grippy Pirelli winter safety on 19-inch rims and the V60 feels as properly sorted out as any of its German rivals. The ride can be fleck too firm over sharper bumps, which I think is more from the low-contour tires than annihilation else. The new electrical power-assist steering on the Bulldoze-East model is one of the best I have encountered, as information technology'southward well weighted and communicative, with none of the artificial heaviness I've plant on other similar systems.
All V60s are equipped with dynamic stability and traction command every bit role of a suite of electronic systems to assistance optimize handling and control. Corner traction control by torque vectoring is also standard and helps improve treatment past redistributing torque to the outer bike to help guide the car around a turn. This characteristic operates on the forepart wheels for the T5 Drive-E and both the front end and rear wheels for the T5 AWD and R-Design.
Within, the V60, like its S60 sedan sibling, demonstrates a simple notwithstanding attractive and functional cabin with a full range of comfort — especially the forepart seats — and convenience features. All versions are equipped with the Volvo Sensus organisation, which manages information from the audio unit, navigation (if equipped) and other functions, displaying them onto a seven-inch color monitor in the upper role of the heart console. Everything works, only it's non nearly equally intuitive as systems found in competitive makes.
In terms of options and because the upcoming wintertime flavor, the $1,350 Climate Packet, which includes heated rear seats, heated steering bicycle, heated windshield and washer nozzles, should be considered coin well spent.
And, if absolute condom is of importance, the $1,500 Technology Package must be budgeted. It includes adaptive cruise control, standoff warning with full motorcar brake, pedestrian and cyclist detection with total car restriction, distance alert, driver alarm control, lane departure warning, route sign data, active high beam and a lane keeping aid. Meridian that off with the $1,000 Blind Spot Data Organization, which includes cross traffic alert, lane change merge aid and front and rear park assist.
The biggest detriment to the V60 as a family vehicle — and as an alternative to the ubiquitous meaty sport-ute — is the lack of rear-seat room, at least if those occupying the front end seats are taller. (With the front seat set for my 6-foot-2 frame, I lacked the necessary genu room to even try checking into the dorsum row.)
Said dorsum seats are carve up forty/twenty/twoscore and the headrests tin exist folded electrically from a push on the centre console, offering upwards a flat load flooring and 24.4 cubic feet of cargo room.
Saving the all-time for last; with its sleek, make clean and tapered profile, the Sportswagon breaks a more than 50-year tradition with Volvo's indigestible wagon predecessors. Information technology is a apartment-out expert-looking car, not simply for a premium-priced wagon, and puts potential rivals from Europe such as the Audi Allroad, BMW 3 Series Touring and upcoming VW Golf SportWagen on the shelf.
Merely, even though the V60 is a refreshing alternative to the compact sport-ute and a genuine pleasure to bulldoze, the Sportswagon can't fight the SUV/crossover juggernaut. Look for the V60 Cross Country sometime in 2015, an all-wheel drive version of the V60 with skid plates, plastic cladding for the wheel arches, and an increased ride height. If you can't shell 'em, join 'em.
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Source: https://driving.ca/volvo/v60/reviews/road-test/car-review-2015-volvo-v60-t5-drive-e-sportswagon-premium-plus
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