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Rapid Shifting: Skoda Octavia RS Wagon
There’s something to be said for being the “little” brother or sister, in that unused and brand nwe stuff comes your way. With Skoda becoming part of the VW Group in 2000, the door was opened to taking advantage of the family lineage and sourcing from the parts bin, both brand new and “hand me downs” that are virtually brand new. Skoda’s undergone a resurgence, as a result and one of the key parts to that has been the Octavia. It’s a been a delightful week with the top of the range RS wagon, now in its third iteration.
Powersource.
Turbos and four cylinder engines go together like whisky and ice. Skoda’s married a turbo to a 2.0L powerplant to get a 162kW/350Nm belter, with pull from 3000 rpm like a shuttle launch. There’s a six speed double clutch automatic transmission attached and is programmed for Eco, Normal, Sport and Individual settings, accessible via a 
button in the centre console and shown on the touch screen in the dash. It’s an immensely usable combination, moves quickly and quietly through the gears in normal mode however the DSG’s mechanism does make shifting into Drive from Reverse a “wait for it” proposition. In Sports mode it opens the aural taps, allowing a growl from the engine to complement a more immediate response. However, even on a straight and long back road to allow a good clip, it required a manual shift from fourth into fifth and sixth only to have the computer to bring it back to fourth. Economy suffers, as a result. Skoda claims 6.6L per 100 km and that’s not unachievable if driven in Eco mode.
The Suit.
It’s an evolution of the previous design, with a somehow more integrated look. It’s a more tapered roll off for the roof 
on this RS wagon, looking less slab sided than the previous model, thanks to a creaseline along the flanks and in the lower doors, folding slightly inwards. The wagon looks sleek, sitting low at just 1465mm and it’s 4659mm long and 1814mm wide, providing a huge amount of cargo and
arm/leg space thanks to the 2686mm wheelbase, maximising internal room. The reverse moustache grille sits nicely between the edgy headlights, themselves supported by thin lines of LEDs. It’s angular, handsome and in a Stormtrooper combination of black and white, carries a subtle air of menace. Panel and shut lines are tight and there’s a reassuring “thunk” when closing the door. Roof rails complete the picture, one that would look well suited to your garage.
Alloys are unusual and a matter of personal choice, with brake dust quickly dulling the sheen. Rubber is Bridgestone 225/40/18s.
On The Inside.
588L of cargo room sit nicely within the wagon’s shapely rear with seats up. The lower stance of the wagon makes loading it up a breeze, along with the high opening tailgate. There’s a plastic strap hanging down, a surprisingly 
useful item yet looks oddly out of place as well. The passenger side part of the cargo space has the subwoofer unit for the excellent Canton audio system; it’s clear, punchy and well defined in its quality.
Seating is fantastic; driver and passenger get sports bucket seats, with a red highlight and RS
embossing, 
which are immensely supportive and not once felt uncomfortable. The black leather is enhanced with red stiching; it looks great and of a good quality. Getting into the right seat position to drive was easy; once done the driver is greeted by the classy looking monochrome info screen, a nicely sculpted steering wheel and the presence sensing touch screen for
navigation, sound and the RS options. It’s a beautiful workspace and roomy enough given the Octavia’s dimensions.
There’s plenty of tech to play with; the RS button glows red when pressed, there’s parking assistance and collision avoidance noises as well.
The Drive.
Suspension wise, it’s a ripper. There’s enough sportiness with a dash of compliance to suit most drivers that would buy the RS, it’s wonderfully damped and handled all speed bumps and off camber corners equally. It’s deft, adept and fun to drive. Torque steer is minimal but you can feel the front wheels loading up at times, mostly when coming 
into a tight turn but there’s never a feeling of breaking away underneath. It’s a confidence inspiring chassis, as are the engine and transmission. It’s an almost perfectly balanced 
combination, bar the turbo lag in normal mode and the schizoid desire to hang on to fourth in Sports. When wound up, especially in the Sports mode, the Octavia RS wagon, hoists its skirts, changes them magically into a red cape and flies. That metallic roar from the front excites and titilates, adding to the presence of the Octavia when used in anger.
However, that delay, sometimes, in selecting Drive when moving from Reverse, can spook the computer, especially when rushed and it’s an uneasy sensation, not one you want to experience when you’re in a hurry thanks to oncoming traffic. Economy was decent, ending up at around 7.5L per 100 kilometres.
The Wrap.
At just under $44K, with great luggage space, easy to access fun and a spirited engine/gearbox to motorvate you. Fit and finish is high, it’s a comfortable workspace and isn’t too hard on the eye as well. Skoda is on a clear winner here, thanks to big brother (or sister) Volkswagen.
For information on the Octavia and other great Skoda cars, head to www.skoda.com.au
The Car: Skoda Octavia RS wagon.
Engine: 2.0L petrol, tubrocharged.
Transmission: DSG, double clutch automatic.
Power/Torque: 162kW/350Nm, @ 6400/1500-4400rpm.
Fuel: 98RON unleaded.
Tank: 50L.
Dimensions in mm (L x W x H): 4685 x 1814 (excl. mirrors) x 1452.
Weight: 1458kg (dry).
Economy (claimed), combined/urban/highway, litres per 100 km: 6.6, 8.3, 5.6.
Tyres, wheels: 225/40, 18 inch.
Cargo: 588L/1716L (seats up/down).
Price: $43940 (auto).
Kia Sportage Diesel AWD
Kia’s Sportage is, possibly, the one vehicle from the Korean company, that exemplifies just how far they’ve come in a comparatively short space of time. The first Sportage was an average looking, average performing, plasticky mid sizer when released in 1993 and is now a great looking, sensationally performing, non plasticky mid sizer in 2014.
It’s been on the shortlist to review the Sportage and was eventually lobbed the keys to the diesel powered SLi, clad in Kia’s “Sand Track” metallic paint. The question was, simply, is the Sportage worth the fuss?
Powersource.
As Tom Jones said, it’s not unusual. What he meant is that diesels have more torque than their petroleum powered siblings, with 392 torques on offer from the 2.0L diesel, as opposed to almost half that in the same sized petrol donk. It’s available between an immensely usable 1800 to 2500 revolutions per minute rather than 4000. What is unusual is the power; it’s 135 killerwatts at 4000 rpm, 
with the petrol throwing out 122 kW at 6200 revs. Hooked up to the six speed auto (the only flavour available with the diesel), it means near perfect power availability, with the get up and go turning into a low revving grunt factor. The auto itself is seamless in its changing, smooth and rarely anything other than delicious. With a surprisingly hefty 1700 odd kilos to move, it’s disconcerting to see the speedo swing around so easily. Even with an AWD system (part time and lockable), it’ll cause the front tyres to scrabble for grip before hooking up and moving the bulk with alacrity.
The Suit.
The Sportage would have to be parked near a very angry mob to be described as anything other than sweet. It’s an engaging mix of feminine curves at the rear and masculine edges at the front. By bringing in Peter Schreyer, a hugely respected designer, Kia’s identification of design as a 
core element in its future growth has come to fruition. There’s the “tiger” grille,
an instantly identifiable part of a Kia; a well proportioned look, a somewhat overthick rear pillar but it’s a harmonious presence none the less. It’s a comparatively compact design; at 4440mmlong it somehow packs a wheelbase of 2640 mm. It’s broad at 1855 mm and reasonably tall at 1640 mm, meaning there’s plenty of usable space inside (1353L, seats folded). There’s stylish 17 inch alloys, clad with 225/60 rubber, pushed to each corner to help maximise internal space. The Sportage finishes with a bluff, truncated, upright tail that seems to work, rounded as it is against the angular front.
On The Inside.
Kia works to the “If it ain’t broke” philosophy; showing common DNA yet manages to make their cars individual. You’ll recognise design elements from the Sorento to Sportage to Rio to Cerato; it’s a smart commonality and looks great in the Sportage. The driver gets a chunky and 
comfortable steering wheel, classy but simple to use controls, clearly marked speedo and tacho dials framing a clear colour LCD screen. A sweeping, curving dash houses vertically slatted aircon vents, a large touchscreen for navigation and audio (although Kia insists, like it’s cousin, Hyundai, in not providing Radio Data Service info) sitting above a somewhat awkwardly places aircon control panel, placed at an angle and recessed in, itself sitting above the Auxiliary and USB inputs that sit further back into the dash itself.
The gear lever is elegantly housed in a circular insert, just ahead of a grab handle and 
cupholders, centred between two cloth and leather seats. There’s a tasteful mix of black and a dull aluminuim look, providing a friendly contrast level. The rear has the now familiar 60/40 split fold setup plus cargo blind, providing 564L of cargo space with the seats up and 1353L folded flat.
On The Road.
The Sportage rolls on a 2640 mm wheelbase, with wheels varying between 16 inch diameter for the entry level Si, 17 inch for the Si Premium and SLi then 18 for the PLatinum. Tyres on the 17 inch are Hankook’s 225/60 and provide a good measure of grip. As a part time all wheel drive setup, drive is sent to the front wheels and to the rear on demand if the centre diff isn’t locked. There’s some understeer, as a result, with the system powering the front through the turns. Handling, though, is instinctive, with cognitive thought put to one side as the Sportage feels more like a comfort oriented sports car, following directions, absorbing most bumps competently but does pogo and wallow through uneven surfaces.
The engine can be a light switch, if not driven with a practiced right foot; there’s nothing below 1800 revs then it kicks in like an electric shock, front tyres scrabbling and the gears punching through as the tacho swings around, drops and swings again. Acceleration is ferocious when asked, docile otherwise and a lovely, progressive brake system instills confidence. The steering is light but doesn’t disassociate the driver from the road and there’s minimal roll when hustled. Safety wise the Sportage gets Downhill Brake Control across the range, as is Emergency Stop Signal, Hill start Assist Control, rear parking sensors and airbags all round. It’s a largely enjoyable, user friendly and family perfect package.
The Wrap.
The Sportage SLi provided has a recommended retail of $37790.00 with metallic paint listed as a $520 option. For a family of four, it’s one of a few ideally sized and priced vehicles in the SUV style. Sure, there’s the Sorento but, for some, that may be too big, but then there’s the Cerato, leaving Sportage right in the middle and plenty of bang for the buck. The Sportage is compact, great value, nimble, comfortable, well featured and the diesel is both economical and a hoot to drive. Although Kia lacks a station wagon option, the Sportage is the next best thing. Throw in Kia’s new seven year warranty and it’s a package that’s near nigh unstoppable.
For details: http://www.kia.com.au/cars/suvs/sportage/5-seats
For A Wheel Thing TV: https://www.youtube.com/watch?v=kZjK4MkdDEE&feature=em-upload_owner
The Car.
Kia Sportage SLi AWD @ $37790.00 + ORCs and options.
Engine: 2.0L.
Fuel: diesel.
Tank: 58L.
Claimed Consumption: 7.2L/9.1L/6.1L per 100 km (combined/urban/highway).
Transmission: six speed automatic with sports mode.
Dimensions: 4440 mm x 1855 mm x 1640 mm (L x W x H)
Wheelbase: 2640 mm.
Cargo: 564L/1353L (seats up/down).
Wheels: 225/60 R17.
Towing: 1600 kg braked.
No Hat Required: Volvo XC60 D4.
Volvo’s best seller is its mid size SUV contender, the XC60 D4, a nomenclature that says, simply, it’s a four cylinder diesel. Having never driven a Volvo before and having only one driving experience, that with Robert Dahlgren and the S60 Polestar as part of the 2014 Top Gear Festival Sydney, it’s with an open mind that the XC60 is approached.
The Donk.
The XC60 tested has a frugal, 2.0L, four cylinder diesel, with peak power being 133kW, at a high (for a diesel) 4250 rpm. There’s significant twisting force on offer, with 400 torques between 1750 to 2500 revs. 
Although it is a narrow torque band, it’s working with a gearbox that has eight ratios, spreading the load and the love. It’s no rocketship, with a zero to one hundred time of 8.5 seconds however those numbers are tempered by its bulk; at 1748kg dry, it’s no featherweight. It’s rare to hear the characteristic chatter of the diesel, intruding only rarely and tending to be at startup and hard acceleration, otherwise it’s barely noticeable. The XC60 has stop/start tech for the engine as well, to conserve fuel and reduce emissions (127g per kilometre) by switching the engine off when the vehicle has come to a stop. It’s somewhat disconcerting for passengers that aren’t aware of how it works.
The Suit.
Designers quickly worked out that, when it came to SUV styling, that the traditional three box look was not a winner and Volvo has been quick to work curved magic on the XC60 sheetmetal. From the smooth and aero looking nose cone through to the tapered rear, there’s nary a straight line, The front has some trapezoidal design elements in the bumper, the headlights have a seemingly teardrop look sitting above two strips of LED driving lights whilst the lower air intake has a whiff of Aston Martin. There’s a strongly defined creaseline from the front guards through to the rear, fading into the fold that terminates in the rear lights. It’s a bold look and draws the eye to the sloping tailgate, framed by the stylish tail light clusters. The rear bumper has chrome inserts and hides the exhausts whilst the tailgate itself is power operated, via keyfob, dash button and insert in the gate itself. There’s roof rails and folding wing mirrors to complete the package.
On The Inside.
There’s an immediate standout to the Volvo uninitiated: the sublime design of the centre console stack which is a brushed aluminuim, floating look. It’s classy to look at (Volvo call it Copper Dawn), ergonomic by being tilted towards the driver and has a mostly user friendly button layout. I say mostly because intrumentation should be intuitive; dual zone climate control should be easy to work, for example, but there doesn’t appear to be a simple one button press to link both sides for temperature. Volvo has an onboard user manual (great green thinking but who wants to sit in a car reading an electronic book?) and the central locking system, once the car had stopped and turned off, required a double press of the interior door handle to unlock that OR press the actual central locking button twice for all doors. Apparently there’s a bypass 
procedure, I couldn’t find it.
The layout of the stack has an ideogram of a human for aircon flow direction but is unusual in having a phone keypad as well. It does take up some room and may be better served by incorporating, like so many others, a touch screen at the top of the centre console, which, in this case, is simply an info screen. Being a European car, obviously, the indicator stalk is on the left side of the adjustable steering column, with a button and jog dial that accesses info but also allows the centre and (fully digital, looks great) dash screen 
to change through a choice of three display settings, modifying the info and layout shown. Satnav via the Sensus Connect system, however, is a near $3K option…but there is an app to allow web access by using your smartphone. In the rear cargo area, with 495L (seats up), there’s some under cover storage as well, by lifting the nicely carpeted locker cover. The eight speaker audio system is also very good, being nicely balanced and with some good punch, aiding the experience. Naturally there’s auxiliary inputs plus Bluetooth streaming for music, that gorgeous 7 inch LCD screen, plenty of safety 
with airbags everywhere and hazard light activation for emergency braking and emergency situations.
There’s full leather seating (heating at the front), memory for the driver, a pollen filter for the aircon plus vents in the pillars for the rear seat passengers, split fold rear seats which sit a bit higher than the front row and a cargo blind, face level B pillar mounted vents, plus a soft move and velour lined centre console bin, all contributing to a premium feel.
On The Road.
It’s an SUV but not as you know it: it’s not intended to be anything other than a midlargish two wheel drive diesel SUV. There’s no transfer case, 
no traction modes for anything other than tarmac and the tyres (235/65/17 Michelin Latitude Sport) are asymmetric in tread and not intended for anything else, really, than a road. So, within those guidelines (as an AWD version of the D4 is on its way), it works pretty well. There’s a touch of push on understeer with the relatively high sidewalls flexing and it’s noticeable in the driver’s seat, some noticeable body roll at times but the suspension does a good job of dismissing the smaller bumps before firming up and being a touch niggly. Undulations are despatched with ease and the XC60 rarely became truly unsettled, even into some sloping off camber turns. Under way the eight ratio gearbox moves quickly and quietly as the diesel settles down into its ryhthm, only really noticeable on startup with the chatter. Sports Mode on the transmission does makes things a touch quicker, however neither mode can do much about the turbo lag below 1700revs or so plus, there were times when the gearbox was seemingly caught unaware, with a clunk and thud at certain throttle input levels. The steering is light, a touch numb on centre and doesn’t really feel as if you’re connected to the road 100%. The stop/start system (it can be turned off) is sometimes intrusive, with a cutoff point of close to five km/h the engine goes off the grid and sometimes it’s a bare breath before you can move forward, restarting the engine. It is, however, impressively quick to do so; also impressive is the hush inside, even on Sydney’s goat track coarse bitumen, with plenty of work being put in to isolate the cockpit from the noise outside.
The Wrap.
Volvo has well and truly shrugged off its boxy headache in recent times; exterior designs are sexy, slinky, curvy, interiors are comfortable, welcoming and ambitious. The XC60’s ride is good enough for most drivers however the technology may overwhelm. I’m reasonably tech savvy yet found myself bemused and befuddled by Volvo’s system; for the life of me, I couldn’t find the override for the central locking, for example. It took a while to absorb how the menu system works as once an item is selected then the various dials and buttons work only for that selection. It’s a cool look to the interior and being able to tailor the digital dash is handy, maybe a touch gimmicky but the information available, once you figure out how to use the system, is considerable. Ride quality is quite acceptable as is handling and as long as a driver doesn’t expect rocket launch acceleration then there’s enough available. Fuel economy, given the predominantly suburban driving, ended up around 7.0L per 100 kilometres.
Overall, however, the XC60 failed to tick, for me, an important box, the one marked “Excitement” and that’s proved hard to identify why. It’s nice to drive, looks ok, has a plush enough interior….It’s just under $60K and, as tested, was a tick over $62K (metallic paint is a whopping $1750 option!) and is, naturally, well equipped. For information on the XC60 (and other Volvo products) head to www.volvo.com.au and for A Wheel Thing TV: https://www.youtube.com/watch?v=GtIht5dgKiI&feature=em-upload_owner
Twin Peaks: Volvo S60 T5 R-Design and Polestar
Turbos and small engines go together like scotch and ice. Volvo’s done the scotch and ice with its S60 T5 R-Design, taking a 2.0L petrol engine and throwing on a hairdryer, adding in a smooth auto and some sweet interior design work to provide a comfortable work place. Then there’s a 3.0L turbo to play with and a northern hemisphere name….Private Fleet’s Dave Conole loads the R-Design up with three adults and two kids for a week and takes the (as tested) $71000 car for a cruise to the NSW Central Coast then follows up with the Polestar (call it $100K), this time, to the South Coast, via Canberra.
The Donk.
Not unexpectedly, power is peaky, 180kW at 5500 revs, but there’s a mesa flat 350Nm of torque from 1500 through to 4800 revs in the T5. In a car that weighs 1600 kg, that equates to a top speed of 230 klicks, passing 100 in a lick over six seconds. Fuel economy is rated at 6.4L per 100 kilometres on a combined cycle from a tank of 67.5 litres. It’s joined to a eight speed dual clutch automatic transmission 
(with paddle shifts on 
the steering column), driving the front wheels and comes with Stop/Start technology plus a full suite of safety and driver assist technology. Polestar gets 257kW (5700 rpm) and over 500 Nm (3000 to 4750 revs) and puts power down via all four paws through a six speed auto. It’s a touch heavier, at 1770 kg and somewhat thirstier, at 10.2L/100 km. Polestar gets an extra level of tech, with Launch Control, adjustable suspension thanks to Ohlins, Brembo brakes and breathes out via stainless steel pipes.
The Suit.
The S60 (S for sedan, natch), is a short tailed, long bonneted beauty, 
with overt and subtle curves, plus a single sensually curved crease line joining the headlights to the rear lights. It’s not tall at just 1484mm in height, is compact at 4635mm in length and has front/rear track of 1588mm/1585mm, sits on a wheelbase of 2776mm and gains some subtle R-Design and Polestar additions, including a restyled front bumper (extra chin on Polestar), a small 
bootlip spoiler, aluminuim look (R-Design, Polestar gets black) wing mirror covers and 
gorgeous (optional) 5 spoke diamond cut wheels, black and alloy in colour with 8 x 19 inch dimensions for the R-Design with Polestar getting similar colour but different design alloys of the same size, black striping at the bottom of the doors and both copping integrated LED running lights complementing “bending” Xenon headlights plus personal safety comes with Home Safe lighting. Rounding out the rear is a diffuser featuring dual exhaust tips for both.
The Interior.
Passengers are spoiled by being given comfortable, grippy R-Design/Polestar highlighted, leather seats (with perfortaions in the R-Design), electrically motivated for the driver (both in Polestar) and heated for both. They look fantastic and support both legs and torso nicely. The leather theme continues with the gear lever (Polestar is a clear top with coloured LED) and steering wheel, there’s the floating centre console (black surround) and the gorgeous fully digital dash display. R-Design emblems appear in the door sills whilst the Polestar gets “Engineered By
Polestar”. It’s a comfortable workspace, a good looking one however the compact design did make it cozy for three in the back, with 1401mm 
shoulder room and 1359mm hip room on offer, plus just 852mm leg room. The overall size of the car also contributes to the comparitively small boot space, at just 380L, but there is a 
ski port through to the main cabin.
The information screens that Volvo fits look great, as does the satnav, however I query the way the info is set up to be accessed, with the various jog dials and buttons only working for what is on the screen. I also feel it redundant to have a push button start system that requires a key to be inserted. 
Either put a key in and twist or make it keyless start (as seen in the Polestar….). There’s plenty of tech on board, including CitySafe, a radar system that’ll apply the brakes automatically if it senses a vehicle (or anything big enough) in its path, Lane Departure Warning, Blind Spot Information System and more. It’s also decreasing the need for user manuals, with an onboard “book” largely replacing a traditional manual, however it still takes a bit of digging to come close to finding half of the information you may be looking for. Auto Start/Stop is switchable on the R-Design.
The headlight switch is down to the right, above the driver’s knee, as are switches for boot and petrol lid; they work however, ergonomically, they’re out of sightline and there’s pluses and minuses on that. The tiller has a couple of flat spots left and right, just enough to place the palms and get a secure grip.
On The Road.
Quiet. Very quiet. That’s the exhaust I’m talking about for the R-Design. Road noise? That’s another matter; there’s a lot of it and it’s intrusive. Acceleration? The week I spent with the R-Design was with five aboard all of the time and, as a result, it felt muted. The 350 torques didn’t appear to be there but this was with approximately 200 extra kilos of human aboard, with the expected display of urge not being felt. Also not being felt was torque steer through the front wheels, with the car tracking straight and true when given the command. Polestar has a thrum through the exhaust at around 2000 rpm and becomes a hollow, somewhat tiresome drone at constant speed on the freeway, especially on coarse chip and concrete surfaces. Under acceleration though, there’s a metallic growl that turns into a snarl as revolutions climb. Fuel economy on the R-Design was decent, rarely sneaking abouve 9.0L per 100, with the eight speed ‘box slurring its way through nicely under acceleration and giving a moment’s hesitation between changes on light throttle, giving an impression of manual change. The six speed in the Polestar is reactive enough, rarely found wanting for the right ratio and is quick to move via Sports mode. There’s proprietary software on board, allowing the ‘box to be put in Sports mode, play with the traction control or DTSC as it’s known, however I can’t help but feel that if a seven or eight speed box was fitted the economy of the car would improve…
Although a taut suspension in the R-Design, there’s enough suppleness to provide a measure of comfort, a measure of compliance with just enough give initially to not break the teeth. Tipping the R-Design into turns also produced surefooted handling, with minimal understeer backed up by a settling of the chassis when the go pedal was pressed. But there’s that 
thing missing, the aural excitement, with barely a hint of exhaust noise emitted. Not terribubly exciting, sadly. However, on idle, there’s chatter from the four up front, prompting one wag to ask if it was a diesel. Indeed. R-Design also came with the Auto Stop/Start, switchable for use by a button and in city traffic it was turned off.
Polestar is harder edged, to the point that it’s uncomfortable on anything other than a reasonably flat surface, with cat’s eyes roadside more than noticeable, making smaller speedhumps (car parks) and bigger (roads) bad enough to jolt a person momentarily from their seat. Although the car comes with adjustable suspension, front and rear, it’s only done manually, via the bottom of the front right strut and from inside the boot atop the left rear. This would infer that it’s only to be done via experienced people, rather than offering an electronically adjustable setup from within the cabin.
On the flat the S60 pair are comfortable, with initial give ironing out any road niggles in the R-Design while the Polestar didn’t. There wasn’t any noticeable torque steer either in the front wheel drive T5, however with a constant passenger load it may have been dialled out. The rear drive bias of the Polestar was barely noticeable but the heavier steering was. Occasionally, too, there would be a subtle tugging of the steering wheel in the T5, done by the car itself; it’s a self straightening system, for lack of better explanation, for when the lane sensing system decides to try and keep the car between the white lines. Great tech but hard to find in the menus.
The Wrap.
It’s a technofest under the skin, it’s a pretty looking car, it’s comfortable seating wise and seated five well enough. The R-Design was thrifty enough on fuel, handled as expected and is certainly a competent package. But I handed it over, swapping to the Polestar, uncertain as to how I felt about it overall. It was that uncertainty that both irritated and baffled me. Part of me wanted to love it yet I felt unsatisfied, like buying an expensive scotch only to have it taste like a brand much cheaper. The expectations I had were met yet the subconscious expectations weren’t. The lack of exhaust tone from the R-Design and the opposing drone from Polestar, the somewhat fiddly access of info, the (possible) lack of urge the numbers offer versus the thirst….cars are different to different people. To make up your own mind, go to www.volvo.com.au and follow the links to check out the S60 range and book yourself a test drive.
The Car: Volvo S60 T5 R-Design and Polestar.
Engine: 2.0L petrol, turbo, four cylinder, 3.0L petrol, turbo, straight six.
Power/Torque: 180kW @ 5500 rpm, 350Nm @ 1500 to 4800 rpm. 257kW @ 5700 rpm, 500+ Nm @ 3000 to 4750 rpm.
Fuel: 95/98 RON.
Tank: 67.5L.
Weight: 1602 kg, 1770kg.
Economy: 6.4L/100 km (combined). 8.7L/100km (city)/5.1L/100km (highway). 10.2L/100km (combined), 14.5L/100 km (city), 7.3L/100km (highway).
Transmission: eight speed automatic via front driven wheels.
Emissions: EURO6.
Dimensions (LxWxH in mm): 4635 x 1825 x 1484.
Wheelbase/Track: 2776mm, 1588/1585mm (front and rear).
Cargo/Luggage: 380L.
Wheels/Tyres: 8 x 19 x 45.
Price: $63890 + ORCs, $99950 + ORCs.
As tested: $70990, $99950. 
Level 2, 9 Help Street