Volvo S60

Acho impressionante como a Ford geriu o seu portefólio e vendeu a Aston, Jaguar e Volvo quando as gamas estavam finalmente a ter produtos interessantes e adequados ao mercado :sh)

Isto é que foi enterrar milhões e não beneficiar do proveito...

Este S60 aprendeu com os erros do S40 II que ficou numa terra de ninguém, sendo pequeno demais para ser um verdadeiro segmento D e caro demais para um segmento C.

Uma estratégia de preços à XC60 e a Volvo pode começar a fazer estragos nas vendas dos alemães, tal como o XC60 o faz no seu segmento.
 
CarlosAndrade disse:
S60 II - Vibrant Copper

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Era mesmo este... xD

Alguém sabe se o "problema" das DRL já foi resolvido no S60? Ou continua como no XC?
 
Bom era se a volvo aplicasse neste modelo a caixa de dupla embraiagem...

Pena que a actualmente em uso na gama 60, 70 e 80 continue a dar tantos problemas...o arranjo da brincadeira nunca fica por muito menos de € 4.000 / € 5.000.

Caixas auto mais fiáveis e eficientes ambientalmente são necessárias (o impacto da caixa nos impostos nos volvo anda à volta dos € 4.000 / € 5.000).

Estou é muito curioso para ver a V60..
 
Cada vez gosto mais.

Com a BMW cada vez mais banal, a Volvo está no bom caminho para se tornar na minha marca generalista favorita.

Thumbs up!
 
E agora uma review que vai de encontro com as minhas previsões:

Volvo S60 D5 (2010) CAR review

By Tim Pollard

24 May 2010 12:42


We're just back from driving the new Volvo S60 – we've now had a chance to drive the most popular diesels, the D3 and D5, as well as the range-topping T6 petrol.

It's an important car for Volvo, the new S60. Tired of being also-rans with the 850 and S60, the Swedes are now aiming for a much sportier marketplace. Nothing less than best in class handling, in fact. Read the caveats and you'll see that actually refers to front-wheel drive compact execs – so the S60 must beat the Audi A4 and Alfa 159. No great shakes.

A Volvo best in class to drive? Whatever next!

Yes, there's a more youthful vibe going on with the new 2010 Volvo S60. We lost count of the number of mentions of 'driving pleasure', 'dynamic' and 'sporty' – it was like being on a German car launch. For starters, the Steve Mattin exterior is marvellously eye-catching. It's wedgy, low slung, so much more interesting than a 3-series silhouette. The rear end is especially pretty, but those bug-eyed front headlamps and day-running LEDs will take some getting used to. Overall, though, the new S60 looks good in our test car's burnt copper paint. Slippery, too, with its aero-friendly 0.28 drag coefficient.

Inside the S60 is more evolutionary. In a good way. Volvo interiors are a lesson in classy understatement and the S60's is no different. The floating stack, uncluttered layouts, sensible ergonomics – this is a comfy, cool place to sit. Needless to say the chairs are quite supportive too and you'll be comfy after long stints at the wheel.

Step into the back seats and you'll pay for that swoopy back end. The doors are narrow and legroom is tighter than many rivals. Space for feet is seriously pinched, too, and the middle seat is near useless for adults. Volvo says it's bigger than the outgoing S60 launched in 2000 and it might be fine for kids, but don't buy an S60 for chauffeuring duties. That's what the bigger, airport-spec S80's for.

The killer question: how does the new 2010 S60 drive?

We've spent most time with the D3 and D5 diesels. Most buyers – in fact 86% of UK customers – will plump for a diesel S60 and you can see why.

The top-spec 203bhp 2.4 D5 hauls with sufficient gusto, all the while accompanied by that charismatic five-cylinder mooing thing. I like the oddball soundtrack, others may not. The D3 shares the same five-cylinder block as the D5 albeit with shorter stroke and bore for its 2.0-litre capacity; it is much more refined and quieter and performance is remarkably close to the bigger diesel's. The D3 is our pick of the range.

One glitch: the six-speed auto fitted to our D5 test car constantly hunts for gear and in hilly terrain I ended up manually shifting to prevent mid-corner hesitation (no paddles available, only a slow-reacting and counter-intuitive nudge of the stick: forwards for up, back for down). Not the best auto 'box, especially compared with the latest ZF auto you'll find in modern BMWs or Jaguars. The manual D3 uses a typically long-throw Volvo six-speed 'box that proved far more satisfying.

We drove the S60 D5 AWD model which boasted excellent traction, letting you apply full throttle even out of slippery T-junctions. UK-bound D5s will, however, come with front-wheel drive and judging by the nimbleness of the lighter FWD D3, that's a good thing. You'll save valuable kilos and for 360 days of the year you won't miss four driven wheels one jot.

A quick look at the spec sheet confirms that adding AWD to the D5 cripples the emissions; pick the manual D5 and you'll manage a respectable CO2 figure of 139g/km; add the auto transmission and you'll sink to 166g/km; add the auto-only AWD to the mix and you're in an entirely different ballpark of 179g/km. Mind you, if you're a company car driver and CO2's your thing, you should wait for 2011's DRIVe model with a 1.6 diesel and a lowly 114g/km of carbon.

The T6 we drove was entertainingly rapid, although you might not credit it with over 300bhp. It shares the peerless traction of the AWD set-up and is only available with the blunt auto box. Don't expect to see many on the road; it's more powerful than the outgoing R and you shouldn't expect a follow-up to Volvo's performance branded hotshot.

And the fun bit? Does the new S60 handle?

Ah yes. The S60 doesn't on first impressions move the dynamic goalposts as much as Volvo would have you believe. It's slightly sportier than before and it's more chuckable than a previous-shape S60, thanks to torque vectoring that sends power to the outside wheel in extremis with a tug of the inside wheels and torque sent outwards for a swivelling cornering effect. It's quick through the corners, but it won't entertain.

The 3-series and C-class can rest easy. The S60 simply doesn't have the agility or feedback of the best rear-drive cars. Where the best in class have chattering steering feedback to tell you what's what, the S60's helm is curiously inert most of the time. In many ways it belies its roots and feels like a smarter Ford Mondeo (the two share Ford's EU C/D architecture). To give Volvo their credit, the S60 is more fun than an Audi A4 – but I've always had a beef with the A4's oddly weighted steering.

No, what's impressed on CAR's first drive is, ironically enough, the new Volvo S60's comfort. The ride is cushty, even with the upgraded 18in wheels and 40-profile Continentals on our test car. Seems to me Volvo's swallowed the German line of sporty is best; what's wrong with a Lexus-alike priority on comfort?

Verdict

The S60 is one of the best resolved Volvos we've driven in ages. Quality is first rate, the design is head-swivellingly sharp and the cabin a cosseting, modern milieu. Safety is a given; the new Pedestrian Detection with Full Auto Brake does exactly what it says, alerting you to cars or walkers about to stray into your path and stopping the car with maximum force if you fail to spot the hazard. Orwellian, but very effective most of the time (ours flashed warning lights and bongs when it picked up parked cars at the roadside).

Our one real beef is the way Volvo's marketing the car. Should a Volvo be overtly sporty, betraying years of heritage, when so many established competitors do dynamics so well? We'd argue not. Thankfully, the S60 isn't as sharp as Volvo thinks and – for once – this misdescription is a godsend. The new 2010 S60 is a very comfortable car, riding with real aplomb and we're relieved to leave behind the big-wheel thump patter that comes with so many executive cars nowadays.

Anyone wanting an alternative to the German establishment would be well advised to give the S60 a try.
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Melhor que um A4 em condução.Not bad, not bad at all...

Nota negativa por esta e outras reviews à Geartronic que não está à altura do resto.Powershift NOW!

O T6 também não surpreende.
 
Muito bonito, a Volvo está de facto de parabéns. Apenas não gosto de dois aspectos, a traseira e a disposição das saidas de ventilação, estas ultimas estão mesmo muito más na minha opinião :sh)
 
CarlosAndrade disse:
E agora uma review que vai de encontro com as minhas previsões:

Volvo S60 D5 (2010) CAR review



Melhor que um A4 em condução.Not bad, not bad at all...

Nota negativa por esta e outras reviews à Geartronic que não está à altura do resto.Powershift NOW!

O T6 também não surpreende.
Clique para expandir...


Também com o preço que pedem por uma caixa auto, nem que fosse o suprasumo...

Melhor que um A4 significa para mim, ainda assim, longe de ser referencial. Um A4 é bastante neutro...
 
nto disse:
O 2.0 turbo a gasolina, também é da Ford.
Clique para expandir...

O 2.0 turbo não é da Ford. O desenvolvimento foi feito em parceria por ambas as casas e ambas podem tirar créditos do seu desenvolvimento.

"Volvo launches an energy-efficient 2-litre GTDi engine with unique turbo system

Volvo Car Corporation is introducing an all-new four-cylinder 2-litre GTDi (Gasoline Turbocharged Direct Injection) engine in the Volvo S80, V70 and XC60, offering great performance and efficiency all in one.
New Volvo-developed turbocharging technology, direct injection and twin variable camshafts give a unique combination of low fuel consumption, low emissions and high performance across a wide rev range - all in a particularly compact format.

The new petrol engine, the 2.0 GTDi, produces no less than 203 hp despite its compact size and cylinder capacity. It pumps out 300 Nm of torque already from 1750 rpm thus securing a refined driving experience.
"We've succeeded in making a four-cylinder engine that is as powerful as a 2.5-litre five-cylinder unit, and it's also much more energy-efficient. This is a very welcome both for those customers who want high performance as well as supreme driveability and for the environment that benefits from the improved fuel efficiency. One of the most important reasons behind the results is our new, patented turbo system that has been tailor-made for smaller energy-efficient engines," says Magnus Jonsson, head of Product Development at Volvo Cars.

Less is more - Meet the next generation turbo technology
The turbocharger system has been developed in cooperation between Volvo Cars, Borg-Warner Turbo System and steel component manufacturer Benteler Automotive. The turbocharger (K03) is the market's smallest in relation to the engine's maximum output. The turbo not only gives excellent performance properties, it also improves exhaust aftertreatment by enabling quick heating of the catalyst.

The turbine housing is integrated into the manifold, an efficient solution with which Volvo already had previous good experience. The difference is that the new manifold and turbine housing are made of sheet steel instead of a casting. The sheet is lighter and more compact and, above all, this system generates less heat owing to its extra insulating layer. This allows high gas flow temperature and thus more efficient combustion.

A manifold made of sheet steel is admittedly nothing new but so far it has only been used in combination with cast turbine housing. The new, fully integrated turbo package made entirely of sheet steel is a world innovation and has been patented by Volvo.

This innovative technology has made it possible to shape the exhaust ducts optimally to allow an optimal gas flow and generate the maximum pulse effect for the highest possible turbine efficiency. The pulse dynamics can thus be utilised to the limits in order to generate a high power output level across a wider range of engine revs. This translates into close to immediate response and good acceleration at both low and high speeds.
"High performance is important to many customers. However, being an innovative and highly efficient powertrain, there is also a significant gain in both fuel consumption and emissions with this technology" says Magnus Jonsson. "A Volvo S80 with this engine and automatic transmission consumes just 8.3 litres of fuel per 100 kilometres."

Efficient direct injection starts the turbo quickly
The new engine features direct injection. The injectors have seven holes for precisely controlled injection into each cylinder. The injectors are side-mounted.
Direct injection gives a high fill rate in the combustion chamber, efficient combustion and low emissions. Thanks to this high fill rate, the turbo also starts spinning earlier, delivering alert response from low revs. This in turn results in swift acceleration and good driveability even from low speeds.
Direct injection also contributes to quick and stable combustion at high loads, and thus smooth engine operation even when the accelerator is floored.
The injection system is supplied by Bosch.

Twin VVT (Variable Valve Timing)
Volvo's new GTDi engine utilises variable timing for both camshafts. Both the inlet and the exhaust valves' opening times can be varied to optimise the overlap and ensure the correct fill rate in the combustion chamber irrespective of engine revs. This gives the combustion process maximum efficiency throughout the rev range and helps generate rapid acceleration at all speeds.

Both VVTs are of the conventional vane-type. The rotation of the inner and outer rotor is regulated by hydraulic pressure from the engine oil. By opening and closing the oil control valves, the oil pressure and flow through the VVTs are changed until the desired angular deviation between the inner and outer rotor is achieved. The oil control valves are controlled by software in the Engine Management System using feedback from the cam position sensors.

"By combining direct injection and VVT with our new patented turbo system, we can offer an engine with low fuel consumption and low emissions, without having to compromise on performance or driving properties," says Magnus Jonsson. "We have created an engine that is as efficient in the city as it is on the highway. And since the design is based on an already-existing engine concept, we can offer more car buyers a highly fuel-efficient alternative at a reasonable price."

In combination with Powershift or manual gearbox
The engine will be offered in combination with Volvo's automatic six-speed Powershift transmission or a six-speed manual gearbox.
This new six-speed double-clutch automatic transmission combines the efficiency and driving dynamics of a manual transmission with the ease of a quality automatic transmission. The clutch activations are co-ordinated so that no torque interruption occurs during gear changing. This provides both the ease and permanent motion of a conventional automatic transmission and the performance of a manual transmission.

A key global powertrain for Volvo
Volvo's new 2.0 GTDi engine is being initially launched on markets that offer tax incentives for engines below two litres in displacement: South-East Asia, the Netherlands, China and Japan. "
 
No final de Agosto vai chegar uma coisinha destas aqui a casa. E é mesmo nessa cor (cobre vibrante). Segundo o vendedor, o 1º a ser pedido nesta cor. [br:)]
 
momentos disse:
No final de Agosto vai chegar uma coisinha destas aqui a casa. E é mesmo nessa cor (cobre vibrante). Segundo o vendedor, o 1º a ser pedido nesta cor. [br:)]
Clique para expandir...

Parabéns! E escolha arrojada na cor, fica excelente, mas admiro a tua coragem pois essa cor pode-se ressentir na altura da retoma/venda, mas não penses nisso! [:D]

Qual é o motor? Escusado será dizer que um DB é obrigatório! [;)]
 
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