The Volvo S60 compact sedan, the model its maker calls "the naughty Volvo," actually turns out to be quite nice — though it has some naughty habits that hold it back.
After taking off the 2010 model year, the S60 returns as a redesigned 2011 in the T6 AWD trim level, named for its turbocharged six-cylinder engine and all-wheel drive. The 2012 model year starts early with the more affordable T5 trim level, which has a five-cylinder engine and front-wheel drive. We tested the 2011 T6.
The Sportiest Volvo
In performance terms, the S60 reminds me of the sportiest Volvo of all time, the S60 R, sold from 2003 to 2007. The 2011 T6 offers many of the features that made the R stand out, including 300 horsepower, but in this case it comes from a turbocharged 3.0-liter six-cylinder rather than a 2.5-liter five-cylinder. The manual transmission is but a memory, leaving in its place a competent dual-clutch automated manual — for all intents, an automatic transmission that upshifts quickly and is theoretically more efficient than a conventional automatic.
The S60 is in a class known as luxury sport sedans, whose performance often rivals sports cars. While it's definitely knocking on the doors of the Audi A4/S4, BMW 3 Series and Infiniti G37, the S60 still has a ways to go before it can bust in. The S60 has plenty of oomph off the line, thanks to 30 more pounds-feet of torque than the S60 R had, available at a low, 2,100 rpm (a total of 325 pounds-feet). All-wheel drive is standard on the T6 trim level, so all that power finds its way to the street with no slippage. Its zero-to-60 time is well below 6 seconds, and that puts it in league with compact luxury competitors.
It also has much better steering feedback than we've come to expect (but definitely not respect) from past Volvos. The ride is firm but livable, and the dynamics are quite good, too.
The T6's all-wheel drive handles snowy roads effortlessly, but the same can be said of most all-wheel drive these days. Dry pavement is where the car shows its chops. When pushed hard into corners, it behaves admirably. Where earlier all-wheel-drive Volvos would first lose their composure and then recover, the S60 stays in line. It indicates good, quick communication among the all-wheel drive, the traction control and the electronic stability system. You can even get the car to rotate on its axis sometimes, which belies the car's typical nose-heavy weight distribution.
All the same, weight transfer is the one area where some competitors have the edge. The Audi, BMW and Infiniti cars send more torque to their rear wheels, which gives them a more natural balance leading into a corner, transitioning and then powering out of it. To be clear, the current S60's all-wheel drive feels pretty close to the Audi Quattro system of just a few years ago, but it could use a little improvement to keep up with the Joneses.
Buyers who want the most in performance and versatility might opt for the Four-C (Continuously Controlled Chassis Concept) package, which is basically an adaptive suspension offered as a $750 stand-alone option. Though our test car didn't include it, it should tighten up the car's reflexes, tame the moderate body roll and possibly provide a softer ride in Comfort mode than does the regular suspension.
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