Road Test
Full Test: 2001 Volvo S60
Energizing Elixir
The Volvo S60 is, quite simply, our cup of green tea. Why green tea, you may ask? Well, there are several reasons (besides our insatiable need to come up with cute little analogies for the vehicles we test). There's a certain serenity that comes with driving the S60, attributable in part to the confident and soothing whir of the turbocharged engine, and partially due to the comfortable, isolated and well appointed cabin environment. We were initially inclined to dub this sedan the vehicular version of Valium; but after realizing how much fun it could be to drive, we had to come up with another metaphor. You see, green tea has caffeine — not as much as coffee, but just the right amount to give you that extra bit of pep to get through the day. It boosts your energy steadily and seamlessly, without the head-spinning buzz that comes from downing an espresso at 3:00 in the afternoon. Furthermore, green tea is good for you.
For 2001, the S60 replaces Volvo's rather staid and boxy S70 sedan. But the S60 aspires to be a jauntier sedan, a vehicle that offers four-door livability and Volvo safety with coupe-like styling and sporty performance. Our 2.4T tester slots itself between the S60 2.4, with its 168-horsepower 2.4-liter five-cylinder engine, and the S60 T5, the top-of-the-line model that features a 2.3-liter turbocharged engine good for 247 horsepower.
The S60 2.4T's 2.4-liter turbocharged engine operates with deceptive stealth and fluidity. Delivering 197 horsepower at 6,000 rpm and 210 foot-pounds of torque at a low 1,800 rpm, the inline five prompted our road test coordinator to exclaim, "This engine is sweet. It's almost as quick as its 50-horsepower-advantaged brother, the S60 T5." Our five-speed automatic transmission-equipped test vehicle made it from 0 to 60 mph in a brisk 7.5 seconds, and covered the quarter mile in 15.8 seconds at 88.3 mph. Much like the healthy beverage with which we insistently continue to compare it, the S60's turbocharged engine gets you up to speed smoothly and effortlessly. And it does so with a consistent and pleasurable hum that some drivers may prefer to the audible grunting and groaning of some competitive V6- and V8-powered sedans. A manageable EPA fuel mileage rating of 21 mpg city/28 mpg highway also makes a strong recommendation for the S60's inline five.
Upon full-throttle acceleration from a stop, the 2.4T exhibited just a smidgen of turbo lag to keep our heads from snapping back the way they might in a Mercedes C320 or Lincoln LS V8. Once we got going, however, the S60 delivered us into the upper echelons of mph swiftly, with maximum twist coming relatively low in the rev band and a steady pull throughout the higher rpms. The S60 performed with a decided light-footedness, imparting a feeling of grace and sensibility directly to the driver.
Our tester's five-speed automatic transmission (the 2.4T isn't available with a manual) operated with the same unruffled proficiency as the engine; it responded intelligently even to haphazard throttle inputs, upshifting unobtrusively and downshifting in a timely and perceptive manner, even as we wound our way up canyon roads. A five-speed Geartronic automatic transmission gives drivers the option of rowing their own gears when the mood strikes — it's a $200 option on the 2.4T that didn't come on our test car.
Braking action in the S60 was — you guessed it — smooth and confidence-inspiring. Taking hold quickly and modulated with ease, the four-wheel discs with ABS and Electronic Brake Distribution (EBD) pulled us down from 60 to 0 in a mere 123 feet.
Before we begin to sicken our readers with our Pollyanna-esque gushing and proselytizing, we'll switch gears for a moment (excuse the pun, though it's quite inexcusable, really, considering our 2.4T tester didn't give us the option of changing our own gears) and focus on some of the slightly tarnished characteristics of our golden Volvo.
Much like in the S60 T5 we tested shortly prior to the 2.4T, we discovered that this Volvo's MacPherson strut front/multilink independent rear suspension occasionally seemed to suffer from an identity crisis. While it proved exceptionally absorbent over most road surfaces, it would stiffen up suddenly over broken pavement, making for a jarring change in ride quality. And even though the coil springs and hydraulic shock absorbers were adept at damping most irregularities, they occasionally did so intrusively, making it apparent that the suspension componentry was working overtime to keep the cabin isolated from the road. On smooth roads at high speeds, the S60 hunkered down and barreled forward like a true sport sedan. But upon hitting a significant bump or dip, a thud would resonate through the cabin, and the vehicle would rebound up and down for a little longer than we would have preferred. Driven on twisty canyon roads, the S60 rolled moderately through turns. It's not as fun to drive as some other vehicles in this segment, such as the rear-wheel-drive Lexus IS 300 or BMW 3 Series. But it's no wet noodle, either; during track testing, our tester got through the slalom at a nimble 61.9 mph.
Part of the S60's lack of driver involvement comes from the its rack-and-pinion steering. The light rack lacks feel and sharpness. But for those potential buyers who are looking for more of an entry-luxury sedan, and who appreciate a significant amount of assist in their steering system, the S60 will elicit virtually no complaints at all. Our own assessment: At moderate speeds, the rack felt adequately weighted and responded promptly to inputs, but at highway velocities, it was a little too light for some of our drivers' tastes. Torque steer was nearly nonexistent in the S60 2.4T, which is not surprising, considering it makes a relatively modest 197 horsepower. It was more noticeable in the higher-horsepower T5.
Once you get past the strong, chemical smell of the dyed leather seats, the S60's cabin proves a hospitable and well-appointed environment, certainly not the worst place to spend an hour or so while stuck in bumper-to-bumper traffic. Volvo interiors are typically uniquely and attractively designed, and the S60 is no exception. We appreciated the broad, flat center stack that's angled slightly toward the driver; we were delighted by the quirky little pictogram of a seated figure that incorporates the buttons for direction of airflow; and we were pleasantly surprised to find little storage pockets hidden on the front seats just behind our knees. Heck, we even appreciated the little headlight wiper blades. In essence, we loved the very Swedishness of the Volvo S60. Other niceties on our test car included the optional dash-mounted cupholder (two more are hidden in the center console), steering wheel stereo controls and a dandy trip computer that displays attributes such as miles to empty, average mpg and average speed.
Of course, our generously optioned tester wasn't without several other typical luxury sedan accoutrements. Extra-cost options on our S60 included the aforementioned leather seats, a leather-trimmed steering wheel, a power sunroof, a power passenger seat, a CD player, simulated wood trim and metallic paint. We also had two packages, Touring and Cold Weather/STC, which added stability traction control, heated front seats, the trip computer, an auto-dimming rearview mirror, a HomeLink transmitter (which can be programmed to control home security systems and exterior lighting), and memory side mirrors, among other little niceties. All of these extra doodads brought our price up from $30,375 to $36,260 — a pretty significant jump. We could've done without the fake wood trim, which was attractive but decidedly sparse; the smelly leather seats; and the leather steering wheel. Come to think of it, we might even bypass the Touring package, which was responsible for our tester's auto-dimming mirror, trip computer, dash-mounted cupholder, HomeLink system, grocery bag holder and electric folding rear headrests. And we definitely don't need that metallic paint. That would bring the price down to a tidy $33,360. Still not cheap, but getting closer to what we'd like to pay for an entry-level luxury sport sedan. We might even give up the $1,200 sunroof, but — according to Volvo's Web site — it's a mandatory extra cost option on the 2.4T.
Even without all the optional goodies, the S60 provides a commodious interior. The front seats are certainly comfy and well contoured; they even featured a much-appreciated lumbar adjustment feature. Dual zone climate control comes standard to keep everyone up front happy. Backseats are likewise cozy, with seat bottoms angled to provide thigh support and ample foot room under the front seats. The seatback angle, however, might be too reclined for the comfort of particularly upright individuals, and taller passengers will probably wish for more legroom. Especially useful are the B-pillar-mounted air vents for backseat riders, a feature we don't usually find in midsize sedans. Wind and road noise are beautifully quelled in the S60 (unless the suspension happens to take a direct hit), and rattles and squeaks in the cabin are almost nonexistent.
The S60's ample interior accommodations are rendered even more impressive in light of its coupe-derived exterior design, an effect accomplished with a sloping roofline, short rear end and thick C-pillars. Strong shoulder lines culminate in distinctively styled taillights very similar to those found on the S80, gracing this sedan with a strong, curvy figure. In our humble opinion, the S60 is one of the more attractive four-doors on the road today. Five years ago, who would have thought we'd be saying that about a Volvo?
And since this is a Volvo we're talking about, you know a whole mess of safety features comes standard. Dual stage front airbags, side-impact front airbags, inflatable side curtains, side-impact protection system, whiplash protection system, three-point seatbelts for all five seating positions, ISO-FIX child seat fixation system, headrests for all seating positions, daytime running lights, approach lighting activated with the key fob and an engine immobilizer are standard on all S60s, as are ABS brakes with electronic brake distribution. And that brings us to our next and final reference to the green tea analogy: The S60 is good for you.
Competition in the entry-level luxury sedan segment is getting fiercer every year, so Volvo was wise to reinvent its somewhat stodgy sedan image by replacing the S70 with the smaller and sportier S60. While the 2.4T might not appeal to stubborn enthusiasts who prefer the more sharply tuned driving dynamics of a 3 Series or Lexus IS 300, we maintain that it holds an appeal that is all its own, and purely Volvo. The automaker has managed to create a competent sport sedan without in the least bit compromising its rep for safety and luxury, and the company is to be commended for it.
For 2001, the S60 replaces Volvo's rather staid and boxy S70 sedan. But the S60 aspires to be a jauntier sedan, a vehicle that offers four-door livability and Volvo safety with coupe-like styling and sporty performance. Our 2.4T tester slots itself between the S60 2.4, with its 168-horsepower 2.4-liter five-cylinder engine, and the S60 T5, the top-of-the-line model that features a 2.3-liter turbocharged engine good for 247 horsepower.
The S60 2.4T's 2.4-liter turbocharged engine operates with deceptive stealth and fluidity. Delivering 197 horsepower at 6,000 rpm and 210 foot-pounds of torque at a low 1,800 rpm, the inline five prompted our road test coordinator to exclaim, "This engine is sweet. It's almost as quick as its 50-horsepower-advantaged brother, the S60 T5." Our five-speed automatic transmission-equipped test vehicle made it from 0 to 60 mph in a brisk 7.5 seconds, and covered the quarter mile in 15.8 seconds at 88.3 mph. Much like the healthy beverage with which we insistently continue to compare it, the S60's turbocharged engine gets you up to speed smoothly and effortlessly. And it does so with a consistent and pleasurable hum that some drivers may prefer to the audible grunting and groaning of some competitive V6- and V8-powered sedans. A manageable EPA fuel mileage rating of 21 mpg city/28 mpg highway also makes a strong recommendation for the S60's inline five.
Upon full-throttle acceleration from a stop, the 2.4T exhibited just a smidgen of turbo lag to keep our heads from snapping back the way they might in a Mercedes C320 or Lincoln LS V8. Once we got going, however, the S60 delivered us into the upper echelons of mph swiftly, with maximum twist coming relatively low in the rev band and a steady pull throughout the higher rpms. The S60 performed with a decided light-footedness, imparting a feeling of grace and sensibility directly to the driver.
Our tester's five-speed automatic transmission (the 2.4T isn't available with a manual) operated with the same unruffled proficiency as the engine; it responded intelligently even to haphazard throttle inputs, upshifting unobtrusively and downshifting in a timely and perceptive manner, even as we wound our way up canyon roads. A five-speed Geartronic automatic transmission gives drivers the option of rowing their own gears when the mood strikes — it's a $200 option on the 2.4T that didn't come on our test car.
Braking action in the S60 was — you guessed it — smooth and confidence-inspiring. Taking hold quickly and modulated with ease, the four-wheel discs with ABS and Electronic Brake Distribution (EBD) pulled us down from 60 to 0 in a mere 123 feet.
Before we begin to sicken our readers with our Pollyanna-esque gushing and proselytizing, we'll switch gears for a moment (excuse the pun, though it's quite inexcusable, really, considering our 2.4T tester didn't give us the option of changing our own gears) and focus on some of the slightly tarnished characteristics of our golden Volvo.
Much like in the S60 T5 we tested shortly prior to the 2.4T, we discovered that this Volvo's MacPherson strut front/multilink independent rear suspension occasionally seemed to suffer from an identity crisis. While it proved exceptionally absorbent over most road surfaces, it would stiffen up suddenly over broken pavement, making for a jarring change in ride quality. And even though the coil springs and hydraulic shock absorbers were adept at damping most irregularities, they occasionally did so intrusively, making it apparent that the suspension componentry was working overtime to keep the cabin isolated from the road. On smooth roads at high speeds, the S60 hunkered down and barreled forward like a true sport sedan. But upon hitting a significant bump or dip, a thud would resonate through the cabin, and the vehicle would rebound up and down for a little longer than we would have preferred. Driven on twisty canyon roads, the S60 rolled moderately through turns. It's not as fun to drive as some other vehicles in this segment, such as the rear-wheel-drive Lexus IS 300 or BMW 3 Series. But it's no wet noodle, either; during track testing, our tester got through the slalom at a nimble 61.9 mph.
Part of the S60's lack of driver involvement comes from the its rack-and-pinion steering. The light rack lacks feel and sharpness. But for those potential buyers who are looking for more of an entry-luxury sedan, and who appreciate a significant amount of assist in their steering system, the S60 will elicit virtually no complaints at all. Our own assessment: At moderate speeds, the rack felt adequately weighted and responded promptly to inputs, but at highway velocities, it was a little too light for some of our drivers' tastes. Torque steer was nearly nonexistent in the S60 2.4T, which is not surprising, considering it makes a relatively modest 197 horsepower. It was more noticeable in the higher-horsepower T5.
Once you get past the strong, chemical smell of the dyed leather seats, the S60's cabin proves a hospitable and well-appointed environment, certainly not the worst place to spend an hour or so while stuck in bumper-to-bumper traffic. Volvo interiors are typically uniquely and attractively designed, and the S60 is no exception. We appreciated the broad, flat center stack that's angled slightly toward the driver; we were delighted by the quirky little pictogram of a seated figure that incorporates the buttons for direction of airflow; and we were pleasantly surprised to find little storage pockets hidden on the front seats just behind our knees. Heck, we even appreciated the little headlight wiper blades. In essence, we loved the very Swedishness of the Volvo S60. Other niceties on our test car included the optional dash-mounted cupholder (two more are hidden in the center console), steering wheel stereo controls and a dandy trip computer that displays attributes such as miles to empty, average mpg and average speed.
Of course, our generously optioned tester wasn't without several other typical luxury sedan accoutrements. Extra-cost options on our S60 included the aforementioned leather seats, a leather-trimmed steering wheel, a power sunroof, a power passenger seat, a CD player, simulated wood trim and metallic paint. We also had two packages, Touring and Cold Weather/STC, which added stability traction control, heated front seats, the trip computer, an auto-dimming rearview mirror, a HomeLink transmitter (which can be programmed to control home security systems and exterior lighting), and memory side mirrors, among other little niceties. All of these extra doodads brought our price up from $30,375 to $36,260 — a pretty significant jump. We could've done without the fake wood trim, which was attractive but decidedly sparse; the smelly leather seats; and the leather steering wheel. Come to think of it, we might even bypass the Touring package, which was responsible for our tester's auto-dimming mirror, trip computer, dash-mounted cupholder, HomeLink system, grocery bag holder and electric folding rear headrests. And we definitely don't need that metallic paint. That would bring the price down to a tidy $33,360. Still not cheap, but getting closer to what we'd like to pay for an entry-level luxury sport sedan. We might even give up the $1,200 sunroof, but — according to Volvo's Web site — it's a mandatory extra cost option on the 2.4T.
Even without all the optional goodies, the S60 provides a commodious interior. The front seats are certainly comfy and well contoured; they even featured a much-appreciated lumbar adjustment feature. Dual zone climate control comes standard to keep everyone up front happy. Backseats are likewise cozy, with seat bottoms angled to provide thigh support and ample foot room under the front seats. The seatback angle, however, might be too reclined for the comfort of particularly upright individuals, and taller passengers will probably wish for more legroom. Especially useful are the B-pillar-mounted air vents for backseat riders, a feature we don't usually find in midsize sedans. Wind and road noise are beautifully quelled in the S60 (unless the suspension happens to take a direct hit), and rattles and squeaks in the cabin are almost nonexistent.
The S60's ample interior accommodations are rendered even more impressive in light of its coupe-derived exterior design, an effect accomplished with a sloping roofline, short rear end and thick C-pillars. Strong shoulder lines culminate in distinctively styled taillights very similar to those found on the S80, gracing this sedan with a strong, curvy figure. In our humble opinion, the S60 is one of the more attractive four-doors on the road today. Five years ago, who would have thought we'd be saying that about a Volvo?
And since this is a Volvo we're talking about, you know a whole mess of safety features comes standard. Dual stage front airbags, side-impact front airbags, inflatable side curtains, side-impact protection system, whiplash protection system, three-point seatbelts for all five seating positions, ISO-FIX child seat fixation system, headrests for all seating positions, daytime running lights, approach lighting activated with the key fob and an engine immobilizer are standard on all S60s, as are ABS brakes with electronic brake distribution. And that brings us to our next and final reference to the green tea analogy: The S60 is good for you.
Competition in the entry-level luxury sedan segment is getting fiercer every year, so Volvo was wise to reinvent its somewhat stodgy sedan image by replacing the S70 with the smaller and sportier S60. While the 2.4T might not appeal to stubborn enthusiasts who prefer the more sharply tuned driving dynamics of a 3 Series or Lexus IS 300, we maintain that it holds an appeal that is all its own, and purely Volvo. The automaker has managed to create a competent sport sedan without in the least bit compromising its rep for safety and luxury, and the company is to be commended for it.
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