Volvo's S60 R-Design is the company's most powerful production vehicle, with output boosted an additional 25 hp from the normal S60 T6's 300-hp output, thanks to development undertaken by Volvo's racing and performance parts partner, Polestar.
By increasing turbo pressure and recalibrating the engine-management system, Polestar found the extra power (along with a 9 percent torque improvement, peaking at 354 lb-ft), without hurting the car's fuel-consumption ratings. Appropriately, the increase in engine performance is accompanied by various suspension tweaks.
All of the springs were shortened by 15 millimeters and are 15 percent stiffer, and monotube rear shocks replace twin-tube equivalents for faster response. The rear bushings are 20 percent harder, and the front antiroll bar has 20 percent more resistance. Up front, a strut brace ties the front towers together. This stiffer new chassis rides on 18-inch Ixion alloy wheels shod with high-performance summer tires.
The R-Design model is distinguished by exterior styling additions that include a front facia, a piano-black grille and a new rear diffuser. Inside, the car gets unique seats with extra cushion bolstering and an embossed R-Design logo across the front-seat backrests. The interior also has a sport steering wheel with R-Design logo, gear selector, sports pedals, floormats and a blue watch-dial instrument cluster.
With its torque peaking between 3,000 rpm and 3,600 rpm, the R-Design car feels pleasingly muscular on the road. In addition, the fast-spooling turbo and rapid-response six-speed Aisin-Warner transmission provide virtually instant reaction to a dig at the throttle. But despite the power and suspension upgrades, the Volvo remains decently refined on the road.
The structure is clearly good enough to maintain civilized levels of isolation, and the car rides smooth and flat on most surfaces despite the stiffened undercarriage. Path control is very good, and the steering manages a fair amount of feedback for an electrically-assisted mechanism.
The suave road manners belie the car's track talents, and a few laps at Northern California's Thunderhill Park showcased the S60's good chassis discipline and the remarkable effects of the front-axle torque-vectoring system. This uses ABS to brake the inside wheel (thus deterring wheelspin) while transferring torque to the laden outside wheel for optimum traction.
Torque vectoring greatly minimizes understeer, and in concert with the Haldex all-wheel-drive system, it pretty much abolishes torque steer. The only fly in the Volvo's ointment at the track is its squashy brake pedal--something much less noticeable on public roads--which worsens as the brakes overheat. Whether due to flexy calipers or compliance throughout the brake circuit, this shortcoming is regrettable in a sport derivative.
At $42,500 (plus $875 delivery), the Volvo S60 R-Design undercuts the hot-rod versions of BMW and Audi models by a significant margin. Yet its performance, traction advantages and high level of retained refinement make it a good choice for drivers for whom those attributes are important. The brakes disqualify it as a track-day regular, but its conduct on-track is otherwise nothing to be ashamed of.
And, there is all of that Volvo safety technology (city safety, pedestrian detection, etc) available, along with a desirable five-year/50,000-mile free service and warranty provision. Doesn't sound like a bad deal, does it?
