There isn’t enough rear bias to generate power-on oversteer, and overall, the chassis suffers from a mild case of understeer. As before, stomping on the gas at midcorner sets all four tires clawing at the pavement, yanking the Polestar through, only now the effect is greater. Volvo retuned the clutch-pack all-wheel-drive coupler to apportion more torque to the rear axle and to do so sooner. A snowy skidpad prevented us from recording lateral acceleration, but the 2015 S60 held on for a sports-car-like 0.91 g. The Polestar goes through corners with an overwhelming sense of grip. LOWS: Expensive, tight cabin, no manual-transmission option. These performance improvements are in spite of the V60’s 80-pound weight penalty relative to the 2015 S60. Even though we never tested a V60 Polestar with the old engine, we did test its S60 sedan counterpart compared with that car, the new V60 is 0.1 second quicker, both to 60 mph (for a speedy 4.4-second run) and to the quarter-mile marker, which it hits in 13 seconds flat.
While the changes for 2017 include restyled wheels, new brake rotors, a retuned all-wheel-drive system, and revised steering, the new engine is the headliner. If that doesn’t seem like enough power for the V60’s price, well, that’s why Volvo isn’t bringing many of these Polestars to the land of the Hellcat and the Big Mac. For 2017, Volvo has chucked that engine, along with its aging six-speed automatic transaxle, in favor of a 362-hp turbo- and supercharged 2.0-liter inline-four and an eight-speed automatic. Initially, the wagon and its S60 Polestar sedan sibling bristled with 345 horsepower generated by a turbocharged 3.0-liter inline-six driving all four wheels. The Polestar is exceedingly rare, with Volvo building just 750 sedans and wagons annually since its introduction for 2015.
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