Volvo S60R AWD

Volvo S60R AWD - We were pleasantly surprised, then, when Volvo product communications manager Dan Johnston and R-car line manager Vans Wilsson arrived in our parking lot with a Passion Red 2004 S60R AWD and we heard the word "safe" right before "good-bye."

The S60R is powered by a thoroughly modified version of the 208-hp, 2.5-liter turbocharged in-line five that powers the base XC90 and the S60 AWD. "Thoroughly modified" translates to a low-restriction intake, two intercoolers, reground camshafts, reinforced pistons, continuously variable valve timing on both inlet and exhaust sides, and a new cylinder head and exhaust manifold. It also means bye-bye to the low-pressure Mitsubishi turbo and hello to a larger KKK unit that more than doubles peak boost to 14.7 psi. The result is 300 ponies peaking at 5500 rpm and 295 pound-feet of torque from 1950 to 5250 rpm.

Zero to 60 mph comes at just 5.5 seconds, which is a full second quicker than the S60 T5, nearly two seconds faster than the S60 AWD, and most notably, only 0.3 and 0.5 second slower, respectively, than the Mercedes C32 AMG and the 340-hp Audi S4. Reaching the quarter-mile marker takes another 8.5 seconds, to 14 flat at 101 mph, trailing the two Germans by 0.4 but dusting the T5 by 0.9 and the AWD by 1.8.

Driven on a mix of roads, it is apparent that engineers gave diligent attention to the R's chassis, creating a sports sedan suitable for both highway and hairpin. The suspension features stiffer springs, revised rear geometry, larger anti-roll bars, and a trick, three-way-adjustable shock system developed jointly by Monroe and Öhlins, a Swedish racing-shock supplier.

The tail would feel more planted if the Haldex all-wheel-drive system were set up for more rear torque bias. As it is—90/10 front to rear—the system performs very much like a front-drive car. Only under acceleration or when slippage occurs does the system transfer up to 50 percent of torque to the rear. Aggressive cornering results in typical front-drive push, but feather the throttle to send more torque to the rear axle, and the rear 40-series Pirelli P Zero Rossos buckle down, rocketing the car through exits with more steam than you thought possible.

The brakes, on the other hand, offer good feedback and perform flawlessly. With 12.9-inch vented rotors pinched by four-piston Brembo aluminum calipers, the S60R halts from 70 mph in 168 feet, same distance as the S4 and six feet shorter than the C32. Suitable for the track, the Brembos don't know the word fade, making short work of dozens (and dozens) of turns.

Should you buy a T5 or AWD instead of an R AWD, we suggest you cancel your subscription. For the money, the R is a no-brainer. If you choose to spend another 10 or so grand on one of the German hot rods, well, we understand. They're faster, more prestigious, and deliver that oneness between man and machine that the R has yet to achieve. But the R's performance numbers are right on the heels of the Germans', which speaks volumes about how far Volvo has come with the R, not to mention the leap from the T5 and AWD. And keep in mind that for the R's money the only other sedans in the same league are the Audi A4 3.0 Quattro, the BMW 330i Performance Package, the Cadillac CTS, and the Infiniti G35, all of which would become well acquainted with the R's taillights.

The car even looks cool, especially its blue gauges. Yes, it's a second slower than an M3. It's also about 11 grand cheaper, less extreme, and easier to drive smoothly, while still providing 90 percent of the visceral thrill.

Don't expect the R to fill your head with sweaty Swedish dreams. Volvo spent plenty to make the R distinct. Blue-faced gauges, the clever slip-control software, the unique rear toe-in control arms, and the g-emoting thrust delivered to four computer-controlled tires. But some of the old boxmaker is still there in the clunk of the shifter, the remote steering, and the BMW-with-bronchitis exhaust note from the syncopated five-cylinder.