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Name: Volvo S60 R Planned for: 2003 Explanation In 2003, Volvo will definitely launch the S60R. It will have the 2.5 litres 5-cylinder engine with 300 bhp and 400 Nm torque. It will have a 6-speed manual or 5-speed automatic transmission. Furthermore, the S60R will have the new AWD Haldex-system and an electronic-controlled active suspension for both comfort and sport. Rumours say Volvo has also planned to release the V70R shortly after the S60R release.

http://www.supercars.net/PicFetch?pic=2003_volvo_s60r-2.jpg http://www.supercars.net/PicFetch?pic=2003_volvo_s60r-1.jpg http://www.supercars.net/PicFetch?pic=2003_volvo_s60r-3.jpg Under the hood of the Volvo S60R is a turbocharged 2.5 liter, 5-cylinder engine, which provides 300 hp and 295 ft/lbs of torque at 2,100 rpm, propelling the car to 155 mph (electronically limited). Two transmissions will be offered: an all-new compact 6-speed manual gearbox, developed by Volvo Cars, and a 5-speed Geartonic semiautomatic, which allows full automatic or manual gear selection.

Hi all, For those Volvo fans out there, just got a call from my Volvo SE informing me that the first shipment of S60Rs are on its way to Singapore. ETA is some time in mid-July. Prices are unknown at this point of time and also, SM Motors are not sure how many units they are getting.........

Now that I've madly driven a machine with three times the power of my everyday car, how can I go back? And trust me I'm not the only one. A certain un-named Bee-Em owner now finds his Five too slow, not that I blame him. The cause for our anguish? We've just tasted Volvo's S60R... It started innocently enough. We booked the test, had a light lunch beforehand, and trooped down to the dealer. And there in a corner it stood: metallic black specimen, just a hint of agression over the standard S60: a slightly longer nose, very discreet spoilers and side skirts, a couple of 'R' badges and of course, huge 18 inch wheels shod with Pirelli P-Zero Rossos. What, no flared wheel arches or rear wings? Sorry bengs, the only things that will whet your appetite are the blue watch-like dials with bevel edges that make up the instrument panel. But for the that and the six-speed "spaceball" gear lever (oh, and the take-it-or-leave-it leather colour scheme), you could be sitting in your 'regular' 180hp Volvo. So, a proper Q car then - attention-cravers need not apply. Except that this isn't grand-dad's car, and you know that the moment you start that engine. Slightly vocal and urgent at idle, it hints at better things to come, while managing to stay refined. Oh, that's what the 'R' stands for, by the way, not the ubiquitous 'Racing' used elsewhere. Clutch in, engage first, apply a little throttle, then release clutch and... stall. If this sounds like I need driving lessons, well ok, maybe. But in my defence, I was not the only one to do this, so at least misery has company. Thing is, the clutch is not only heavy, but also has an on-off response at its rather high biting point. This lack of progression can lead to some embarrassing results at the traffic lights, particularly when you're trying to jio that M3 next to you - remember the caltex Vortex advert? Next to the clutch, the gearshift is remarkably light, if a little too narrowly-spaced laterally, and this heavy/light combination of partners is quite incongruous really. Maybe it's something you could used to, maybe not, but more's the pity as it interferes with what's an otherwise precise and effortless driving experience. Ok, gripe over. Once you're on the move, the in-gear acceleration really astounds. On the highway this car swallows other traffic whole, whether you're in third, fourth or fifth gear - with max torque of 400Nm available from 1950-5250rpm, it doesn't matter which. I can't (or won't) say how fast I was going when we ate a Lexus GS300 alive on a sweeping bend, but boy was it fun! The much-touted Four-C (Continously Controlled Chassis Concept) chassis responds very well to broad corners, with negligible roll in Sport mode, even with five of us on board. You can feel the rear wheels doing their part to prevent the terminal understeer of front-drivers, that's the security of the Haldex AWD system. Switch to Comfort, and the ride is truly amazing for something riding on 235/40 ZR18 rubbers. We tried it momentarily on Advanced, but it got all jittery, and frankly quite unbecoming of a vehicle with four doors and leather seats. One for track day, then. Mainly though, this adaptive suspension really works, I just hope the electronics hold up from watching all the sensors 500 times a second... Mind you, a launch from standstill isn't really anything to write home about, not for the first two seconds at least, because there still is noticeable lag. But once the big KKK turbo starts spooling, it will reel in the horizon faster than you can say "Watch out for that... " Max power of 300 horses tops off at 5,500 rpm, so it's not particularly revvy. Then again, you can leave it in fourth and let all the mid-range grunt do the work. We can also vouch for effectiveness of the massive 330mm brake discs, with four-pot Brembos and ABS - our lunches were about to make a return trip up our throats to wave a happy hello. Which would have badly messed up the lovely interior in the best Swedish traditions - thoughtful, logical, yet warm and cosy all at the same time. The front seats come in for special mention, being so seriously comfortable that I'd happily spend all day in their soft atacama leather. And thanks to wide-ranging adjustable steering and seats, a good driving position is easily found. Speaking of steering, it's a speed-sensitive unit that, like everything else about the car, does what it says on the wrapper. At low speeds you notice that it's unfeasibly (Corolla-like?) light, making you wonder how it's ever going to cope on a fast corner. But cope it does, and it weights up nicely as the dial numbers rise. It's slightly detatched though, missing a tactile feel that would imbue even greater confidence when the going gets tough. The rest of the cabin is a peach, although it has to be said however, that rear leg- and shoulder room isn't overly generous for a car with a 2715mm wheelbase. Also, when designing something with such sporting pretentions, Volvo should have looked at some form of lateral support for back-seat drivers - the three of them were inevitably bunched up toward the middle, owing to the high-ish side bolsters of the seat cushion. Overall, the S60R is hugely competent, if a little lacking in feedback. Kind of like Kimi Raikkonen delivering a flawless race but not being able to tell you quite how he did it. Still, it is obscenely effective for what 90% of drivers will need 90% of the time, and that's good enough for me. To top it off, it is actually something of a bargain in Singapore. Ok, $204,000 cannot be considered anyone's idea of spare change, but that sum is still a third of a COE less than to what Audi charges for the lower spec TT Coupe, which incidently has 40% less power, half the number of wheels driven, much less cabin space (duh) and I dare say a less accomplished chassis. In the UK, where the TT goes for at least 20% less than the Volvo, you could flip a coin over the merits of style versus space. Over here though, the choice is painfully obvious. But since I don't have that kind of dosh in the first place, I suppose the point is moot. I guess I'll stick with my trusty Focus then. But dammit, why does it feel so slow now? Many thanks to Bernard Teng from SM Motors for arranging the test and keeping his enthusiasm (and compusure) throughout. Great service! Layout: transverse front-engine, AWD Engine: 2435cc, I-5, high-pressure turbo 300 hp at 5,500rpm, 400Nm of torque at 1950-5250 rpm Transmission: 6-spd man (opt 5-spd auto with manual mode)