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From Swedespeed.com Reviews and Road Tests Las Vegas, NV - If there's an automotive equivalent to a boy scout, the Volvo brand might be it. Volvo plays by the rules, emphasizing safety and environmental conservation as the highest priority. While other brands build their fortunes selling gas-guzzling road hogs, Volvo continues to hone the conscience of their vehicles. Is it any surprise then that these same core values uniquely find their way into their new "R" brand "halo" cars, yet allowing little if any infringement on driver enjoyment in their implementation?
Return of R Though it disappeared in 2000 with the retirement of the previous generation V70 R AWD, Volvo's "R" brand was never quite gone. Folks in Gothenburg hadn't forgotten about their high-performance "halo" cars and neither had brand loyalists. While pristine examples of past R cars started to escalate in value, Volvo began to hatch its own plan of the cars' return. Certainly the more rigid and refined P2 chassis based automobiles would be of higher proficiency due to their newer design. However, developers of the cars also knew that competitors wearing their own exclusive high performance badges had come a long way over the past several years. Gone were the days of simply fitting a hot motor, larger wheels and a chin spoiler. And besides, Volvo's image of safety and conservancy had continued to be honed, and in such a way, so too would a new R have to have to exemplify this. Making Sure the R Has the Family Jewels Okay, it's a bad pun. Certainly to get the street cred it deserves, the R needs to have power. It does, and we'll get into that. However, focusing on the car's power is only half the story and it doesn't reveal at all what the Volvo family jewels are. More accurately, the new R shows off significant current technologies from the Volvo family and, better yet, introduces a slew of brand new technologies. All-Wheel-Drive The unique new Haldex all-wheel-drive system, implemented in Volvo products last year, has recently found its way into all new Volvos built on the corporate "P2" or large car platform. With 2004 availability in examples of the S60, V70, XC70, S80 and XC90, the system is not entirely unique in the product line, however a new aggressive and more rear-biased software program for the system is unique to the R models. The system itself uses a hydraulically actuated clutch to proportion drive to the front and rear based on slippage. With open differentials at the front and rear, slip from right to left at both ends of the car is controlled by Volvo's DSTC system. When this new all-wheel drive solution was first introduced in the S60 2.4T AWD, it was lauded as much more flexible and considerably more rapid to react to slip. In normal conditions, it transfers power with only a 15-degree rotation of slip at the wheel. Volvo technicians suggested that the basic use of the system was just the tip of the iceberg, as control of the Haldex coupling is managed by software. The program can be adjusted to control the bias, which is exactly what Volvo did with the new R. We're told that on the R, maximum transfer of power from front to rear requires a slip of the front wheels by roughly 100-degrees. Brakes…. Big Ones Also new is the class-leading and jaw-dropping Brembo brake system. This setup is a departure from standard Volvo fare, and it raises the bar for those who plan to compete with the new Rs. Large aluminum 4-piston calipers finished in a subtle gray and adorned with the R logo are very apparent as one walks up to the car. Making these brakes out of aluminum helps both in dissipation of heat and in maintaining a lower unsprung weight at the wheels. Utilizing a 4-piston design, with twin pistons situated on each side of the rotor, even application of the pad and a higher level of performance are achieved.
Like other Volvos on the road, the diameter of the rear brakes appears to be the same size as those at the front of the car. Though that is basically the case on the R, it is not the case on normal Volvos. A typical design on their cars for years, most models from the brand make use of a rear drum brake mechanism used when the emergency brake is engaged, and spacing for it makes the rear brakes on most of these cars appear quite large. The new Brembo R brakes, even though they are in fact quite large in the rear, do not make use of the drum emergency brake design and the mechanism instead applies the pad to the disc. Those planning track time in their R may be concerned about interference of systems such as DSTC and TRACS that make use of the brakes independently to control wheel spin in the case of slipping from either wheel spinning or loss of lateral grip. Such systems can cause additional load on the brake system and thus cause them to overheat and lose their effectiveness. Even though Volvo has made it so DSTC can be fully disabled, TRACS remains as it is an instrumental part of the all-wheel-drive system and controlling proportioning from left to right. When asked about this, a Volvo engineer said that there is an algorithm in the programming of the TRACS system that will disable it if the brakes reach a certain predetermined temperature. It seems in life there's a cost for everything, and in the case of the new R models, the cost of such an amazing brake system is the relative limited selection of solutions for winter driving. The new brakes dictate a minimum wheel size of 17-inches and the fat 4-piston caliper means that most current Volvo alloys large enough in diameter still won't clear the caliper itself. The R comes from the factory fitted with summer tires. Though it is all-wheel drive, owners who drive in winter weather conditions will be foolish not to outfit the car with some sort of snow tires. Unfortunately, with the limited wheel fitment as dictated by the brakes, finding a spare set of wheels on which to fit the winter tires will not prove to be the easiest task in the world. Active Suspension This is not the first car on the road with an adjustable suspension, though it may be the first to offer one that so effectively works for high-performance road applications. Co developed by Volvo and Ohlins, the system utilizes shocks whose valves are electrically controlled. Not only does this allow for a highly effective dash-adjustable offering, but it also allows for harmonization with other Volvo systems for even higher performance.
The lightning quick response of the shocks has been programmed specifically to aid in some truly useful applications. From a performance standpoint, the system reduces roll in cornering, it counteracts diving of the front of the vehicle during braking and oppositely it counteracts squat of the car under acceleration. On a washboard-driving surface, the system can detect when the wheels begin to oscillate and damping is optimized to reduce wheel hop. When the car is heavily loaded, the system can sense this and compensate for it in the handling characteristics. It also raises the dampening levels to keep the suspension from bottoming out due to the added weight. One key problem for previous generation R cars was their heavy weight and low profile tires combined with rough road surfaces, commonly resulting in a bent wheel. While the danger of such damage is also possible, the new suspension also makes provisions for reaction in the case of the suspension either bottoming or reaching full extension. The shock dampening is increased at either end of the spectrum so as to minimize damage or instability as the car is exposed to such a situation. The working relationship between Ohlins and Volvo is not a new one. The suspension company, also known for their motorcycle suspension applications, has worked with Volvo extensively throughout their more recent Touring Car campaigns; beginning with the 850s and translating through to today's S60. Though significant, the Ohlins shocks are not the entirety of the suspension story. R models also have thicker anti-roll bars than their more common brethren. The S60R is outfitted with an aggressive 23.5mm front and 20mm rear. The V70R gets a slightly larger rear bar at 22mm. Ride height is also lower on the R models. While not slammed, these cars have a more aggressive stance, which provides a lower center of gravity resulting in better handling. Another function of the 4C system is what Volvo calls Dynamic Cornering Control (DCC). During steering maneuvers when the car starts to roll, DCC will increase the damping. The control unit actually reads the speed with which the steering wheel is being turned and also takes into account the speed and roll rate of the car. It returns a suspension setting that not only minimizes roll but also increases the responsiveness of the steering. The effectiveness of the DCC function varies depending upon which mode the driver currently has the car operating under. As with the selection of suspension settings, Volvo has also engineered three different settings of the DSTC system for varying levels of driver skill. DSTC's main function is to minimize lateral slip, either in the case of oversteer or understeer. Engineers recognized that a limited setting for DSTC and even a disabled setting for the system might be preferable for owners. The three functions can be chosen via use of the DSTC button.
The default setting is full DSTC. Push the button once and DSTC will be partially disabled. Push it five times in rapid succession and DSTC will be fully disabled (note: TRACS remains operational in all settings). In either partially disabled or fully disabled mode a message in the message center portion of the instrument cluster displays confirmation of the DSTC setting. When the car is turned off and then restarted, it will automatically go back to full DSTC mode. In the Partially Disabled setting, the system remains active, but allows more oversteer before it engages. In this setting, functions are as follows:
With the DSTC fully disabled, the system is essentially shut down. There is not automatic control should the car start to spin, so it's probably more appropriate for only the more experienced driver. Unlike partial disabling, the car must be at a full stop when the DSTC button is pushed five times in succession. Volvo designed it this way to make use of the system very much a choice of the driver and lessen the likelihood of the system being deactivated by accident.
Speed Dependent Power Steering One common way to give a car a more sporting feel is to bestow it with a shorter ratio steering rack. Volvo included such a modification, though they went one step further by adding speed-dependent power assistance for better feel and stability. This system controls the internal firmness of the system's torsion spring and changes the amount of assistance by the power steering servo. As speed increases, servo assistance decreases. Less assistance translates to greater effort to turn the steering wheel translating to the driver as more direct steering response and greater higher speed precision. Adaptive Throttle Response Since the new R is considered "drive-by-wire" and fuel delivery is electronically controlled, Volvo chose to include this technology as well in its tailoring responsiveness to a given situation. It works quite well with the other systems of the car. Depending upon the chassis setting, the gear change program (Geartronic cars only). If a Geartronic car is placed in either Sport Mode or Manual mode or if either manual or Geartronic cars are in the Advanced Sport chassis mode, throttle response is increased. Additionally, when Advanced Sport mode is chosen for the chassis, the ignition timing at idle is changed, helping the car maintain a greater torque reserve for improved launch from standstill.
Under the Hood Powering the new R is an all-new variant of Volvo's now venerable in-line 5-cylinder engine mated to an all-new 6-speed manual gearbox or beefier 5-speed Geartronic transmission. It's a potent mixture that, like much of the other technology on the new R models, acts as a showcase for new hardware that could find its way into other models. Pop the hood and you'll see a blue and silver motif quite reminiscent of the earlier generation V70R. A blue engine cover adorned with the Volvo logo on it is quite familiar, while a matte silver cover for the fuel injection system has the R logo embedded into it. The most prominent component is the intercooler pipe that runs just up the right of the motor, with its attractive hydro-formed aluminum finish. While Volvo opted simply a hotter ECU on the original T-5R and minimal differentiation on the first V70 R, the engine in the current R model is significantly different from the corresponding T-5 in the model lineup. Displacement has grown from 2.3-liters to 2.5-liters. Turbos are not new to Volvo or the S60, but the size and capacity of the turbo fitted on the new R has grown. The new unit has 20% more capacity than the turbo on the T-5, and maximum boost from the factory reaches 1.0bar. Running such a high level of boost also meant augmenting the intercooler setup. Not one, but two intercoolers have been fitted. The first is located behind the AC condenser and the second is located under the front bumper, just behind the functional and gaping mouth opening of the front spoiler. Another trick used to keep the power curve quite wide is continuously variable valve timing (CVVT). The R makes use of CVVT on both the induction and exhaust side and because of this has a greater level of air and fuel resulting in increased power and torque over a broader range of rpm. Exhaust leaves the motor via an all-new exhaust system tailor-made for the R. Gases exit via two parallel pipes used to decrease back pressure and increase performance. With all of the technological wizardry added to this motor, power is up to a prodigious 300-hp (220.3 kW) at 5500 rpm for manual cars and 6000 rpm for those with Geartronic. Torque, rated at 400Nm (350Nm for Geartronic) at a lowly 1950 rpm, meaning plenty of useable power over most of the engines range. Mated to the new motor is an equally new 6-speed manual gearbox. Using the relatively new spaceball shifter design, it's a visually attractive transmission that, more importantly, is equally attractive to drive. Shift throws have been shortened and, combined with the weighted spring action, result in a transmission that is more precise and satisfying to use than previous Volvo manuals. Should you not wish to row your own gears, Volvo offers an upgraded 5-speed Geartronic automatic transmission. This is the first R model to make use of Geartronic. Oppositely, like its R predecessors but unlike other current Volvo offerings, a Sport Mode button has been added to the transmission. In the Sport Mode setting, the transmission holds a gear longer before shifting in order to utilize more of the torque curve. It is also more willing to shift down. Sport Mode is exactly that, and intended for more spirited driving. In manual mode, Geartronic allows you to choose your gears at will. In theory, this means it acts as a sequential transmission. In reality though, automatic transmissions with manual gear selection tend to be slower to react than a manual or a true sequential shifter. Geartronic is no different. While very good for what it is, and the preferable setup for use on the track compared to a traditional automatic, it's not a direct replacement for a manual transmission in the eyes of a performance nut.
Outside the Car As you walk up to the R, it is immediately identifiable. For a Volvo, it's aggressive though not overstated in any way. With the exception of BMW most recently with the M3, the European car manufacturers tend to be subtle yet muscular in their design, and the new R models go right along with that mantra. One of the most obvious changes to the car's design is the more aggressive front fascia. A deciding factor in the design was the choice of placing the second intercooler at the front of the car. In the case of the S60, this meant lengthening the nose by 30mm. The V70, already larger in the front, was not lengthened to accommodate the intercooler. The new front spoiler is a fully integrated piece of the front bumper cover and not simply an add-on chin spoiler. The slightly smaller main grille is positioned lower and uses an anthracite cross-hatch design that was first seen on early turbo models back in the '80s. The grille's surround is matte silver finish that is a great look, and something rarely seen by competitors (except Audi's newest RS6). It does look somewhat out of place though as, besides the headlights, it's the only place on the exterior that uses this finish. The traditional diagonal chrome bar found on all Volvo grilles is still a chrome finish and slightly clashes with the matte silver frame. The lower opening is a larger open-mouth setup providing improved airflow for the two intercoolers and the radiator get. Projector foglights are housed on each side. The sides of the spoiler are shaped so as to guide air down the side of the body for added stability. Though matte black on the production R, the look is quite similar to silver bodywork on the PCC and PCC2 concept cars. What can't be seen at the front is a transversely mounted spoiler slightly below and roughly 150mm behind the chin of the car. This invisible spoiler reduces lift at the front of the car by a significant 35%, adding to high-speed stability. Volvo's new bi-xenon headlights come standard on the R. Additionally; the new inner-headlight housings are a more aggressive and flowing design painted in the same silver as the grille frame. At the rear of each model, there is a standard spoiler fitted to also aid in reducing lift (note: V70 rear spoiler optional in Europe). Though the V70's is the same as the accessory sold for standard V70 models, the extremely subtle wing on the back of the S60 is all-new and surprisingly reduces lift by 20% at the rear of the car. Down below, gases exit via twin stainless steel tailpipes. As with previous R cars, Volvo has chosen to sell them in limited colors with some unique to cars wearing the R badge. These include: 426 Silver Metallic 450 Cosmos Blue Metallic 452 Black Sapphire Metallic 455 Titanium Gray Metallic 457 Flash Green Metallic (unique to R Models) 612 Passion Red (solid) All a Volvophile need do is look at the wheels and the family resemblance to previous R cars is obvious. The wide 5-spoke design is more than reminiscent of the original 850 T-5R's Titan alloy wheels, though the design is not an immediate knockoff. The edges on the new wheel are more tapered in person, and at the end of one spoke, the R logo is embossed into the alloy. While most of these wheels will be finished in silver, Volvo is even offering their infamous titanium finish on certain cars with the 18-inch wheels. An important feature of the new alloys is that they're made to fit over the large Brembo brakes. That can't be said for other Volvo alloys, including 17-inch and 18-inch models. Two wheel sizes will be offered on the R cars. Those with 17-inch wheels will come rolling on 235/45 series tires, while cars with the larger 18-inch wheels will have 235/40 series rubber. Initially, Volvo will only offer 17-inch wheels on the V70 for North America. Superior Interior Also like preceding R models, these new R cars have an upgraded interior that utilizes some accoutrements unique to R. Sections of the dashboard and door panels are anthracite gray no matter which interior color a particular car has and the segment above the instrument cluster has anthracite leather accented with blue stitching. Matching that segment, elements in the car such as the three-spoke steering wheel with R logo on it, inner door grab handles, gearshift knob and emergency brake handle all use the same blue stitching accents, which again come standard regardless of interior color. One of the most dynamic new additions to the R interior is the instrument cluster. It's unique blue anodized gauge faces offer a much sportier and handsome look that other manufacturers are sure to copy. Silver brushed aluminum accent rings surround each instrument. Just above the center vent opening is where you'll find the three unassuming buttons that control the chassis settings. It's a natural position to place them and allows for a quick change of the setting without taking the driver's eyes too far from the road. Seats for the Rs were developed using sport seats from the S60 as a basis, but changed to be deeper and have firmer side supports. As is typical with Volvo, they look comfortable but somewhat unassuming. In use though, they provide excellent grip under hard cornering. One doesn't find oneself slipping all over the place; a typical downside to most leather interiors. Both the S60R and the V70R make use of the higher central tunnel much like that in the current S60 in an effort to give the interior a more cockpit-like feel. Trim inlays in the car are a brushed aluminum finish that is unique to R models. Cars with the manual gearbox have the typical matte silver space ball gate, while cars equipped with Geartronic have a brushed aluminum inlay similar to the one seen in the XC90 with matching brushed aluminum trim. Also an R tradition, these models get a stainless steel sill plate embossed with the R logo, but a much cleaner design than on previous R cars.
For upholstery, Volvo decided to go a different direction. The previous Alcantara synthetic suede material has been dropped in favor of three leather finishes unique to the new R models and all named after a desert. The most unique, Atacama, is an orange/terra cotta color with beige/gold stitching that is a very natural look. Second, Nordkap, is a dark blue with color that has an almost metallic luster and is mated with blue stitching that upon first glance appears to be black or dark gray. The final and more understated, Gobi is a light beige with matching stitching. On the Road While in Las Vegas, we were given extensive on-road seat time in the S60 R. Our test car, a Passion Red example was fitted with 18-inch wheels, Gobi leather interior and 6-speed manual transmission. Snapping up the cool new switchblade key with brushed aluminum body emblazened with the R logo and tearing off into the desert, it was immediately evident this was not the run of the mill S60. One of the first things noticed as our S60R hit the road was the clutch action. Our test car had a very quick clutch uptake. The spring action of the pedal itself seemed progressive, with a certain spring rate in most of the motion and then a more firm rate at the top of the range where the quick clutch engagement happened. Later we found this was by design to help aid in quick shifting. That all makes sense, though it takes a couple of tries to get acquainted and produce some smooth standing launches. Acceleration is smooth and effortless. It doesn't feel blisteringly fast, but the speedometer doesn't lie, so I'll chalk up virtually all of my disappointment in neck-snapping expectations to Volvo's clean power delivery. The torque is smooth and strong, even at 60-mph in sixth gear. This is not a car that needs to constantly be shifted to use its power. As we drove on through the desert we passed through Valley of Fire State Park. In that park, some of the roads we encountered were textbook washboard surfaces. This gave us a more than adequate chance to play with the three chassis settings. Either Comfort or Sport performed fine on this surface, obviously bumpy but well dampened and comfortable. Advanced Sport on this surface was clearly very aggressive. The ride was quite bouncy and reminiscent of cars with very heavy duty and racing-prepared suspensions. The difference in dampening was most impressive. Going from total compliance to total rigidity with the touch of a button certainly raises the bar for the rest of the car industry. Even more staggering is the speed with which the system changes modes. Unlike other cars with adjustable suspensions such as the Audi allroad, there is seemingly no time from one setting to another. Entering a hard curve, a driver needs only to reach up and tap the desired button to change the car into a more aggressive stance, smiling the whole way through. On these back desert roads, passing large campers was no problem whatsoever. Even in a short passing zone, the R would overtake quickly and with no drama and often no shifting. Out on interstate 15 heading back to Las Vegas, passing in 6th gear is not a problem at all, though one might want to drop into fourth to tangle with a slammed Honda Accord. It's not that we did this or anything, but had it happened at roughly 75-mph, we'd suggest not opting for third gear. It is still below redline, but basically out of the useful torque range. Getting off the highway and traveling down the Las Vegas strip, you get a different feeling for the car and a new appreciation for Geartronic. Stop and go traffic past gawdy casino monstrosities is a quick reminder of the quick clutch uptake. Again, as it was our first time in the car, it took some getting used to.
On the Track Las Vegas Motor Speedway is a big oval and a venue on the NASCAR circuit. Our test track as provided by Volvo made use of the banked front straight and the Speedway's infield road course. After a quick get acquainted test lap behind a V70R safety car, we were let loose on the track with no instruction. Volvo was that confident. The most striking thing about an R on the track is how composed it is. While it does follow the laws of physics, as a driver up ahead of me learned going to hot into a corner and sliding through some cones, it is amazingly composed and controllable. The road course part of the track was made up of numerous tight corners. To take it quick, you had to build up speed and then stand on the brakes. Lap after lap, I experienced no brake fade. The pads just kept on biting, and biting hard. As one rounded back toward the entrance to pit row on the first lap, we were instructed to bear right and take the car up onto the banked oval front straight. If you built up the speed and hit the bank flat out, the car still did not scrape, which was quite impressive. Pushing on flat out down the front straight, I was able to get the car up to about 120-mph and then stand on the brakes before coming off the bank and entering a small chicane and broad left hand sweeper. Again, there was no rubbing or scraping as the car hit the transition between the banked oval and the flat road course. Take a corner to hot, and the car will understeer. Let off the throttle and the trailing throttle kicks in, inducing some slight oversteer and bringing the car back into line. Stand on the throttle in this situation in either DSTC mode and there is a subdued acceleration as the car claws for traction and the brakes kick in automatically to assist. Turn off the DSTC entirely and that subdued throttle goes away we're told. We didn't run a lap with DSTC fully disabled in order to test this. The S60 is neither small nor light for its class. You're reminded of that occasionally as you round the course, but the composure and capability of this car never cease to impress. Straight out of the box, this car can handle a day at the track very competently, and that seriously impresses us. The fact that it can be loaded up with the spouse, kids and dog and drive comfortably home at the touch of a button flat out spoils you towards other comparable cars. Later, with less people still running laps, we were granted the opportunity to hit the track in a Geartronic-equipped V70R riding on 18-inch wheels. Launching in automatic sport mode, it is clearly more aggressive than the normal shifting patterns. It's a bit more sluggish than the S60 we'd been driving before and certainly added weight, lower torque on the automatic and the gearing of the automatic itself contributed to this. Still, it was impressive. Again remembering in the middle of turn 1, the Advanced Sport mode was pressed and the transmission thrown into manual mode. Obviously, shifting is a bit more vague with the Geartronic. Shifts are somewhat delayed and the transmission will block certain shift commands if that shift would put the car above redline. Even still, the Geartronic V70 was surprisingly agile and fun on the track. One thing we really wish this car had was some sort of paddle or steering wheel mounted shift-control buttons. Sport models equipped with automatics from the bulk of Volvo's competitors make use of such controls, and a paddle setup would be particularly applicable and appreciated on the track. On the third lap in the V70, the car was placed back in automatic mode. We decided to simply focus on the chassis and drive dynamics. DSTC was on, but in the more aggressive mode. Under these conditions, the V70 was pitched into corners and then consciously we'd let off the gas. Trailing throttle would help bring the tail around. I consciously tried to pitch the car sideways as I hit the road course corners. While oversteer felt more pronounced, it always felt controllable. From the infield, I'm told the slides looked pretty animated and some journalists were surprised that the DSTC was still on at all. On the front straight, the V70 took some more time to get up to speed. It pushed into triple digits with no problem, but I couldn't hit the speeds I had in the S60R previously, undoubtedly due to the weight and transmission differences.
Sizing Up the Competition The most common cars people tend to compare the R models to are Audi's S4 and BMW's M3. Surely the sport badges on all three and the fact that they're all European make it a natural choice. However when you compare pricing of the cars, specifically the S60R beginning at $36,825, it slots in more closely to the A4 3.0 and BMW 330xi. Limiting the comparison to price bracket, the R models clearly beat the equivalent Audi and BMW competition in equipment levels and performance. Going with the more romantic comparison, the Rs are left at a bit of a disadvantage. Both the Audi and the BMW have a power edge in addition to a considerably loftier price tag. Still, the R holds its own. We're told that Volvo engineers set up a test course at the Anderstorp racecourse in Sweden. On Anderstorp's main straight, they'd set up a chicane that probably helped slow the high powered M3, but the R was able to match the M3's lap time in these tests. Even with the chicane, that's a very impressive statement. Another point to consider in the case of the R is its turbocharged power. While warranty companies cringe, after market tuning of those particular competitors (S4 & M3) is big business. With the BMW and now the Audi normally aspirated, there is no cheap way to pick up significant horsepower. That's not so on turbocharged motors where boost can be raised. How the R fares in the aftermarket could fill the power gap between the Volvo and its German competitors. Where the Rs clearly show their dominance over either level of Audi or BMW competitor is their versatility. Both the V70 and the smaller S60 are larger than either German car. With conventional suspensions, both competitors are also less versatile from street to track and that's specifically a problem on the BMW. The M3 in particular is a hard-edged coupe whose nature cannot be changed at the press of a button. It's also hard to drive on the limit. While a very rewarding car for an experienced driver, it's not all that easy for the newbie. Is it any surprise that the Volvo entry has been engineered as not only safe enough for the newbie, but also rewarding enough for the experienced driver? In the End One look at the R and it's clear that Volvo is back in the performance game, and more serious about it than ever before. Even skeptics will be convinced if they get behind the wheel of one of these cars for some hot laps. Volvo is right. It is that good. Volvo is so sure of this that the company has planned some customer test drives in various parts of the United States where anyone over the age of 21 and in possession of a valid driver's license can try out the new R. Positions are filling fast, with attendees driving and flying long distances to experience the car. The company has even set up a hotline for those having additional questions about the new R products. Should you think of something you must know about the new cars, simply call 1-877-2VOLVOR and they'll provide the answer. So, do you like the look of the new R models and might you be considering putting one in your garage? Move quickly. This performance and technological bargain is slated for limited production. Volvo will build only 7500 examples worldwide and only 3800 planned for the USA. Of this 80% will be S60s and 20% V70s. It's safe to say that in bringing the R badge back to the market, Volvo has clearly outdone themselves. The performance side of this new halo car is downright devilish, while the on road manners are divine.
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