Toyota Hilux 4WD SR5 Cruiser: New tricks for the top dog

The plush edition of this toiler accounts for almost half of Hilux volume. So it needs to be good.

Images: Colin Smith and supplied.

Price:  $58,990

Powertrain and performance:  2.8-litre four-cylinder 16-valve turbocharged diesel engine. 150kW/3000-3400rpm, 500Nm/1600-2800rpm. Four-wheel-drive. Combined cycle fuel consumption 7.9L/100km (claim), 9.3L/100km (road test).

Vital statistics: Length 5325mm, height 1815mm, width 1900mm, wheelbase 3090mm. Wheels: 18-inch alloys with 265/60 R18 Dunlop Grand Trek PT tyres.

We like: Comprehensive safety and driver assist features and improved response from the upgraded diesel engine. Larger touchscreen and long-awaited addition of Apple CarPlay and Android Auto.

We don’t like: Unsure if the claimed fuel consumption improvements are achievable.

IT WAS a very brief reign for the 4WD SR5 Cruiser as the flagship of Toyota’s upgraded 2021 Hilux range.

From an evening press conference till afternoon tea the next day the SR5 Cruiser was king of the hill in the Hilux family.

Then the Raptor-hunting Hilux Mako arrived from out of the sky – slung below a Blackhawk helicopter – and immediately the SR5 Cruiser seemed like just another Hilux.

Only available in Double Cab configuration with an automatic transmission, the SR5 Cruiser is positioned to showcase the full extent of 2021 upgrades across the Hilux range.

It’s only in partnership with the six-speed automatic transmission where the latest 50Nm torque boost to 500Nm from the 2.8-litre diesel engine is available.

And it’s the double cab configuration which benefits from the full scope of suspension upgrades that deliver noticeably more settled medium-speed and highway ride comfort.

In spite of a $2500 price increase the MY21 SR5 Cruiser still finds an important sub-$60k price position at $58,990 (including on-road costs and the other benefits of Toyota’s Drive Happy programme).

Other aspects of the MY21 upgrade have seen the 4WD SR5 Cruiser specification boosted with the introduction of a nine-speaker JBL audio system, an auto-dimming interior mirror, stylish blue ambient lighting in the door trims, new matte and piano black interior surfaces, an upgraded instrument cluster and multi-info display and a new leather accented two-tone grey/black seat trim.

Exterior highlights include new 18-inch alloy wheels in a two-tone grey/black finish, the addition of welcome lights in the door mirrors, a unique black tailgate garnish and Cruiser-specific darkened detailing around the grille, bumper, headlight and fog lamp accents to give a much more defined front-end look to the Hilux.

It’s not just a 20kW power increase and 50Nm torque boost for the 2.8-litre diesel. It’s more refined with quieter cold start and warm-up idle characteristics.

It’s not only evident the revised engine has stronger low-rpm muscle but it also continues to deliver power toward higher revs which has benefits for highway overtaking response.

The boost in power and torque is achieved by a new cylinder block and pistons, a bigger turbo, new exhaust manifold, increased fuel injection pressure and cooling improvements.

The new output figures are 150kW and 500Nm but the big torque number only applies when the Hilux has the six-speed automatic transmission. With the manual gearbox (not relevant to the SR5 Cruiser grade but available in SR5 level) there is an unchanged 420Nm torque peak.

Improved performance is accompanied by a claimed 10 percent reduction in fuel consumption and 11 percent lower CO2 emissions.

Toyota now claims a combined cycle figure of 7.9L/100km but even with much of my driving on the highway I could only manage 9.3L/100km and was left wondering how much the number would improve with a bit more mileage.

Toyota engineers have made chassis and suspension improvements that achieve more compliance and control from the initial suspension response across bumps and corrugations.

Shock absorbers, spring rates and suspension bushes are all updated for 2021 while a new variable flow power steering pump requires reduced low speed steering effort but provides a pleasingly direct feel on the highway and back roads as the assistance level reduces.  

The more settled feel of the highway ride quality also comes from an extra leaf spring being added to the rear suspension of all diesel double cab models.

The refinement focus is continued with changes to the cab mounting points for improved vibration insulation.

The overall feel of the new SR5 Cruiser is a more refined on-road performer with crisper throttle response. The driving characteristics include a more precise feel and suspension that copes better across both higher frequency corrugations as also single input bumps and broken surfaces.

The other significant MY21 Hilux changes come within the cabin with the immediately noticeable change being a larger 8.0-inch touchscreen – in place for previous 6.0- and 7.0-inch screens – for all models.

That change is accompanied by the long-awaited introduction of Apple CarPlay and Android Auto functionality. That least when Toyota finally makes the move it is adopted as standard across the full range including the entry-level WorkMate models.

The revised 4.2-inch multi-info display now includes a digital speedo readout.

While rugged off-road capability remains a key part of the Hilux 4x4 skillset there is also the on-road benefit of the standard across-the-range Toyota Safety Sense package.

TSS content includes Dynamic Radar Cruise Control with pre-collision safety and autonomous emergency braking, lane departure alert and road sign assist on all models. There are seven airbags and the 2019 5-star ANCAP rating carries over.

Hill-Start Assist Control is standard and all 4x4 models now have Downhill Assist Control (previously the SR Double Cab 4WD manual missed out on this feature).

It’s been interesting to follow the fortunes of the eighth generation Hilux since it launched in late-2015. The Ford Ranger had taken ute market leadership the previous year as the previous generation Hilux became very long in the tooth.

Since then Hilux has sold in record numbers but has never dislodged the Ranger from No.1 spot for more than an occasional month. Yet last month, it’s first in the market, Hilux beat the Ford on count to take the top step. How many of these were old models at an attractive run-out price; how many were dealer demonstrators? Still, it outwardly seems a good start.

The MY21 is the best-looking Hilux yet and with its improved performance and refinement plus new technology features it has the best chance yet of ute market leadership.

Nissan Juke Ti: Working those quirks

The second-generation Juke has finally reached us, but is entering a far more crowded sector than its predecessor fronted up to on arrival all those years ago.

Price:  $44,990

Powertrain and performance:  1.0-litre three-cylinder DOHC 12-valve turbocharged petrol engine. 84kW/5250rpm, 180Nm/2400rpm. Front-wheel-drive. Combined cycle fuel consumption 5.8L/100km (claim), 6.5L/100km (road test).

Vital statistics: Length 4210mm, height 1595mm, width 1800mm, wheelbase 2636mm. Luggage 422 litres. Wheels: 19-inch alloys with 225/45 R19 Hankook Ventus S1 Evo3 tyres.

We like: Supportive front seats, stylish interior, high-grade specification and generous load space.

We don’t like: Low-speed dual clutch hesitations, becomes quite pricey in the Ti grade.

 NOT many years ago a 1.0-litre car riding on 19-inch diameter wheels was unheard of.

With the trend toward engine down-sizing and compact SUVs taking hold of the market that combination becomes a reality with the new Nissan Juke.

The original Juke was a pioneer of the compact SUV segment a decade ago and the recently launched second-gen has increased dimensions to enable a more useful family configuration with enlarged boot space.

And it introduces Nissan’s ‘down-size’ 1.0-litre turbocharged engine and seven-speed dual clutch transmission.

There are three models – all with 1.0-litre turbo power and front-wheel-drive - with the ST providing a $32,490 entry point.

Priced at $44,990 the Juke Ti delivers the flagship specification. The Ti gains multi-spoke Akari-style 19-inch alloys, rear privacy glass, snug-fitting sports seats with combination leather and Alcantara trim, a shark fin antenna, tyre pressure monitoring and an eight-speaker Bose audio system which includes speakers integrated with the front headrests.

The mid-grade Juke ST-L with its $38,750 price point looks like the strongest value equation with content including 19-inch alloys, satellite navigation, an Around View camera with 360-degree and left-side view options, single-zone auto climate control, rain sensor wipers, LED fog lamps, two-stage heated front seats, auto fold and heated door mirrors plus Intelligent Key access with push button start.

In design the new Juke evolves the unique look of the original with the ultra-slim indicators and daytime running lights mounted high and large round headlights integrated into the bumper.

But it’s more conventional in its lines and proportions, particularly at the rear, while retaining the floating roof, high waistline and slim glasshouse themes of the original.

The dimension increases have boosted space and practicality. The new Juke sits on a wheelbase that is extended by 106mm while the overall length increases by 75mm.

It’s also 35mm wider and 30mm taller. There’s a little more cabin width and decent headroom front and rear while load space is one of the new Juke’s main benefits with an increase of 68 litres to offer generous 422 litres capacity.

With its slightly raised seating position, large door mirrors and slim A-pillar shape the Juke offers excellent visibility from the front seats. But the narrow glasshouse and large front seats do restrict the visibility from the rear.

The Ti cabin will be a talking point with its smart combination of leather and alcantara surfaces including soft-touch alcantara dash and door trim, front armrest and knee pad surfaces.

There’s a flat bottom steering wheel with paddle shifters and an 8.0-inch dashtop touchscreen display with Apple Car Play and Android Auto connectivity.

The 999cc direct-injected and turbocharged triple develops 84kW at 5250rpm with peak torque of 180Nm at 2400rpm. It’s a free-revving triple with a lively engine note when it worked harder.

Close ratio seven-speed gearing allows the engine to settle at 2100rpm in top gear at 100km/h with paddle-prompted downshifts to 2500rpm in sixth gear and 3100rpm in fifth.

During parking manoeuvres, and when making a momentary stop at a roundabout or give way sign, there can be delayed response from the dual clutch transmission. But once up to speed the shifts are quick with minimal interruption to the power flow as the little engine delivers its overtaking response.

On ST-L and Ti models Eco, Standard and Sport drives modes adjust the throttle response and gear shift protocols. Nissan claims combined cycle fuel consumption of 5.8L/100km and road testing revealed a 5.6L/100km average on a relaxed highway run and 6.5L/100km as an overall efficiency number.

The small turbo engine requires 95-octane premium fuel.

It’s efficient and responsive but in the same size, price and sporty compact crossover category the Juke Ti is out-performed by the new Peugeot 2008 GT with a slightly bigger 1199cc triple that develops 114kW and 240Nm.

On the road the Juke holds true to its wide tyre and wide track appearance by putting a confident footprint on the road. It steers accurately and rides firmly with plenty of grip from the 225/45 R19 Hankook tyres.

Encounter some corrugated surfaces and the large wheels and tyres will produce some abrupt bump-thump responses, mainly from the twist beam rear suspension. And the wide tyres generate some intrusive coarse surface road noise at highway speeds.

Along with increased dimensions and down-sized displacement the other significant change for the new Juke is its enhanced safety and driver assist roster.

All models have LED headlights with High Beam Assist plus LED tail lights and daytime running lights.

ST-L and Ti models also boast intelligent lane intervention, adaptive cruise control and the Around View camera system but all three grades have intelligent braking assist with pedestrian and cyclist detection, traffic sign recognition, lane departure warning, blind spot warning and rear cross traffic alert, driver alert and forward collision warning.

With almost a decade of hindsight it’s interesting how far ahead the original Juke foresaw the growth of the small SUV segment. And while it’s been a long time coming, the gen-two Juke gives Nissan a stylish and competitive alternative to the more recent arrivals.

Mercedes-Benz GLB 250 revisit: A class act spurs ML memories

It’s Colin Smith’s turn to consider this new Benz. Among conclusions? ‘Small’ today is bigger that ‘large’ used to be.

Base Price:  $92,900

Powertrain and performance:  2.0-litre four-cylinder DOHC 16-valve turbocharged petrol engine. 165kW/5500-6100rpm, 350Nm/1800-4000rpm. All-wheel drive. Combined cycle fuel consumption 7.7L/100km (claim), 8.2L/100km (road test).

Vital statistics: Length 4634mm, height 1659mm, width 1834mm, wheelbase 2859mm. Luggage 565 litres. Wheels: 19-inch alloys with 235/50 R19 Continental PremiumContact6 SSR tyres (run-flat).

We Like: Driving position and visibility, five-seat family wagon space and occasional third row versatility. Brilliant multi-beam headlight technology, intuitive MBUX infotainment and control system.

We don’t like: Aggressive lane departure interventions, compromised access to third row seats.

THE alphabetic sequencing suggests the new Mercedes-Benz GLB sits one-size-up from models carrying the `A’ designation.

And the knowledge that Mercedes-Benz has built its new GLB on the same transverse engine platform as the latest A-Class hatch - and derivatives including the CLA, GLA crossover and B-Class - points to a compact definition.

But slot it into a car park and the GLB actually seems larger. So, I checked and compared.

Do you remember the W163 Series ML introduced in 1997 as its first Mercedes-Benz foray into SUVs beyond the mighty G-Wagen? The GLB has a wheelbase dimension 40mm longer than the ML and is also 47mm longer overall.

Width measures up at an identical 1834mm but the ML stood 116mm taller and that is where the impression of larger size is gained.

The debut of the GLB offers a family wagon solution between the GLA crossover and the GLC mid-size SUV with a spacious interior layout that includes three-row seating.

Pricing begins at $78,900 for the entry level GLB 200 (front-drive) version and the GLB 250 4Matic (tested here) is priced from $92,900. The step to the GLB 35 AMG performance model adds another $12K.

The 1991cc direct-injection petrol engine is a staple across multiple Mercedes-Benz model lines and powers the GLB 250 4Matic with 165kW available between 5500-6100rpm and peak torque of 350Nm across a wide 1800-4000rpm range.

And one more comparison to the old ML - the 2.0-litre turbocharged engine in the GLB 250 4Matic offers 5kW and 40Nm more than the 3.2-litre V6 from the late-90s.

Matched to the new eight-speed DCT dual clutch transmission there is readily accessible torque and close ratios to deliver relaxed highway cruising or a couple of quick downshifts and plenty of punchy response.

On the highway at 100kmh the GLB 250 4Matic settles at a long-legged 1500rpm in eighth gear or shifts to 1800rpm in seventh 2400rpm in sixth and 3000rpm for some fifth gear urgency.

It’s capable of the 0-100kmh sprint in a very respectable 6.9 seconds while a claimed combined cycle fuel consumption figure of 7.7 litres per 100km was nearly met by an 8.2L/100km road test average and a 7.2L/100km highway check.

A big part of the GLBs appeal is direct transfer of the intuitive technology introduced on the latest A-Class and since deployed across other Benz models.

That includes dual 10.25-inch displays with a configurable dash layout, the MBUX operating system with ``Hey Mercedes’’ voice inputs plus touchscreen, command controller and steering wheel haptic ``scroll and click’’ buttons providing multiple ways to interact with the GLB.

Where the GLB departs from the A-Class is its lengthened wheelbase, raised ground clearance and upright wagon styling. It’s a ruggedly stylish SUV with a purposeful stance, bold 19-inch alloy wheels and the detailing includes black roof rails and mirror housings.

The layout and dimensions make it a roomy mid-size wagon with the active lifestyle benefits of all-wheel-drive including off-road drive mode, boosted ground clearance, a powered tailgate that reveals 565-litres of load space plus a 2000kg braked tow rating.

One more skill in the GLB play book is the third-row seating and 5+2 accommodation.

It’s an occasional third-row suitable for younger children and going seven-up in the GLB requires clambering over the folded second row seats. And creating any useful footwell space means sliding the second-row well forward - although the front seats help with a deeply scalloped shape.

While the third-row falls somewhere between ambitious and occasional, the second row is a comfortable place to be when the GLB is configured as a five-seater. Generous shoulder width and only a moderate amount of centre tunnel intrusion combine with enhanced rear passenger visibility from a raised seat height.

The second row is configured with a 60/40 fore-aft slide mechanism and a 40-20-40 folding backrest. Installing the extra seating means a spare wheel isn’t carried and the GLB rides on Continental PremiumContact6 SSR run-flat tyres in a 235/50 R19 sizing.

The wide tyres provide surefooted feel on the road and once beyond the city limit, I liked the firmer suspension feel and reduced steering assistance offered in Sport mode.

The GLB proves easy to drive with a comfortable seating position including full power adjustment and memory functions for the front seats.

A check through the GLB model line-up reveals the step from 200 to 250 level brings more than increased output, one extra gear and 4Matic all-wheel-drive. The equipment list is also boosted with adjustable suspension damping, a panorama sunroof, heated front seats, shift paddles and carbon look cabin trim.

The test vehicle was optioned with the Galaxy Blue metallic paint ($1490) and three of the well-priced option packages including AMG Sports Package ($1990) including sports steering wheel and Sports Direct Steer while the Vision Package ($1190) adds a 360-degree camera display and the excellent Multibeam LED headlight technology.

The Driving Assistance Package ($1990) brings Active Lane Change Assist, Active Distance Assist cruise control and route-based speed adaption. The test vehicle priced up at $99,560.

Other standard technology content includes Traffic Sign Assist, multiple mini-USB charge points – including two in the second row and two more back in row three – and the 64-colour ambient lighting system.

The new GLB evolves the modern style and technology appeal of the latest A-Class and its follow-up derivatives with the addition of SUV capability and a generous increase in cabin space. The result is a strong new Mercedes-Benz contender in the fashionable medium SUV and crossover segment. 

Ford Focus ST: Kicking butt in the new performance hero

Will an underdog be accepted as king of the kennel? More specifically, can a 206kW front-drive hot hatch fill the boots of a far more hyperactive four-wheel-drive big brother now out of the picture?

Base Price:  $59,490
Powertrain and performance:  2.3-litre four-cylinder DOHC 16-valve turbocharged petrol engine. 206kW/5500rpm, 420Nm/3000-4000rpm. Front-wheel drive. Fuel consumption 8.6L/100km (claim), 8.8L/100km (road test).
Vital statistics: Length 4388mm, height 1492mm, width 1825mm, wheelbase 2700mm. Luggage 273 litres. Wheels: 19-inch alloys with 235/35 ZR19 Michelin Pilot Sport 4S tyres.
We Like: Genuine hot-hatch turbo performance supported by highly competent suspension tuning, braking capability plus superb steering. Appealing sub-$60K price point delivers a cohesive mix of performance, five-door hatch practicality and a generous equipment level.

We don’t like: No manual transmission availability for NZ market. Gearing of auto is not quite suited to 100kmh highway cruising.

SAY hello to Ford’s half-RSed new hot-hatch.

That’s both a cheeky journalist quip and a compliment to the Ford Performance engineers’ achievement with the new Focus ST.

For three generations the Focus has offered warmed-up ST and properly hot RS models. However, it was recently confirmed there isn’t going to be a gen-four Focus RS.

That’s bad news if you like insanely quick AWD hot-hatches with $80K price tags but good news if your situation allows a seriously quick car with a sub-$60K window sticker.

The ST becomes a more serious performer with the first clues to its progress found on the specification list.

There’s increased engine displacement with the new 2.3-litre four-cylinder being a close relative of both the Mustang Turbo and gen-3 Focus RS engine.

In ST tune it features twin scroll turbo plumbing, electronic waste gate control plus anti-lag system and develops 206kW at 5500rpm (up from 184kW from the previous 2.0-litre unit). A 60Nm increase hikes peak torque to 420Nm between 3000-4000rpm. 

In perhaps the biggest change the ST becomes exclusively a two-pedal experience for Kiwi buyers to rival the likes of the VW Golf GTI and Renault Megane RS and differentiate from the manual-only Hyundai i30N and Honda Civic Type R.

The new seven-speed automatic with paddle shifters will broaden the buyer appeal of the Focus ST. Other markets – including Australia – offer a six-speed manual version as well but Ford NZ believes the volume sales potential rests with the ST auto and wants to concentrate on a single variant.

The ST can deliver punchy acceleration and has high-torque part-throttle response. The transmission shifts quickly and smoothly but the gearing is slightly out of step with Kiwi speed limits - at 100km/h it settles in sixth gear at 1700rpm and doesn’t make the final upshift till about 107kmh.

The new ST performance hardware doesn’t end with the engine and transmission.

An electronically controlled limited slip differential assists with power application through the front-drive chassis and a Continuously Controlled Damping (CCD) system makes its debut.

CCD monitors suspension, steering and braking inputs at 2 milli-second frequency to adjust damping responses. It’s a very responsive system that gives a much more supple ride than you might expect at lower speeds but provides taut damping control when it’s required.

Along with the e-LSD the new ST gains revised steering and front suspension geometry along with a multi-link rear suspension rather than the torsion beam axle used in mainstream Focus hatches.

It rides 10mm lower and the power-down confidence even on damp surfaces is impressive with excellent 235/35 ZR19 Michelin Pilot Sport 4S tyres working alongside the new geometry and electronics. 

Well defined Normal, Sport, Track and Slippery selectable drive modes further widen the character of the ST. Sport and Track add some throaty amplified engine note accompaniment and throttle blipping down shifts. For quicker access to Sport mode there’s a button on the steering wheel rather than scrolling through modes.

But perhaps the very best attribute of the Focus ST is the quickened steering ratio and the consistent feedback that it offers. 

It’s just 2.0 turns lock-to-lock and the level of assistance and road feel is very impressive. The car communicates its confidence and grip level whether it’s on city streets, the smoothest of highways or a lumpy and twisty rural road.

Ford New Zealand has launched the new Focus ST with a $59,490 price-tag. It’s smartly appointed with highlights including the firmly bolstered, leather and alcantara trimmed Recaro front seats, a Head-Up Display and excellent LED headlights with auto high beam control.

The ST exterior theme includes unique dark grey mesh grille and lower frontal treatment, side skirts, 19-inch alloy wheels, an extended rear spoiler and lower rear diffuser. 

There is a reasonably large diameter flat bottom steering wheel provides substance to the driving experience and ST detailing includes instruments with red needles, Ford Performance sill plates and silver stitch seat trim.

Standard equipment includes dual zone climate control, heated front seats, keyless entry and start, an electric park brake, auto park system, the latest generation SYNC3 infotainment system with Navigation, Apple Car Play and Android Auto accessed by the 8.0-inch touchscreen.

In terms of practicality the Focus ST shares the longer wheelbase benefits with its mainstream stablemates including improved rear passenger legroom and offers a 60/40 split fold rear seat. 

The ST carries a space saver spare wheel but there is room to stow a full-size tyre if you remove the plastic spacer.

This half-RSed strategy has achieved a substantially heightened level of performance and capability for the Focus ST. It’s exactly where the wisecrack suggests – neatly between previous ST and RS excitement and is made all the more attractive by remaining close to the prior ST price point.  

Volvo XC60 T8 Polestar: Going for gold

This cleverest version of this Swedish make’s compact sports utility offers a new definition of click bait.

images: colin smith

Base price:  $129,900
Powertrain and performance:  2.0-litre four-cylinder DOHC turbocharged and supercharged petrol engine with plug-in hybrid electric drive. 246kW/6000rpm, 430Nm/2200-5400rpm (Combined 311kW/670Nm). All-wheel drive. 2.2L/100km.
Vital statistics: Length 4688mm, height 1658mm, width 1902mm, wheelbase 2865mm. Luggage 468 litres. Wheels: 21-inch alloys with 255/40 R21 Pirelli P-Zero tyres.
We Like: Versatile five-seat SUV design and stylish proportions, excellent seating comfort and visibility, wide-ranging capability from low consumption efficiency to high performance SUV.
We don’t like: Those bright gold seat belts.

IN an era where you occasionally lift the bonnet to check washer fluid levels or perhaps take a quick glance at the dip stick, this Volvo presents a chance for a little more hands-on interaction than usual.

A key part of the performance content for the top-of-the-range XC60 T8 Polestar Engineered is an Ohlins adjustable suspension featuring competition car-style Dual Flow Valve Technology.

If you want a take a couple of minutes beneath the bonnet – and a little more challengingly under the rear wheel arches – you can dial the suspension damping of your choice into this rapid SUV.

 After a couple of days of driving in the firmly damped XC60 flagship I dived into this click-and-count procedure. As long as you have an understanding of clockwise and counter-clockwise - and can count to 22 - you are in the adjustment business. 

It was evident the test car had been adjusted towards the stiffer range of settings and to experience contrast I opted for Volvo’s recommended Comfort setting (15 of the 22 available clicks). 

It took much of the harsher response out of the city driving and lumpy surfaces but the XC60 remained securely planted on the highway with a wide tyre and track stance to accompany taut chassis control.

If I drove the XC60 long term I’d probably remain at or near that recommended Comfort setting. A quick run up the Coromandel or some favourite Waikato back roads might call for a few more clicks toward the firmer performance settings.

This is the second of Volvo’s top-end ‘Twin Engine’ T8 AWD models I’ve sampled recently. The powertrain combines 2.0-litre petrol power boosted by both a supercharger and turbocharger along with plug-in hybrid electric drive. It’s the rear electric motor that provides All Wheel Drive.

Along with the Ohlins suspension and a front strut tower reinforcement bar the Polestar Engineered content also includes high performance Akebono braking hardware and forged 21-inch Y-spoke alloy wheels with grippy 255/40 R21 Pirelli P-Zero tyres. 

Visual cues include flared wheel arches to house the big Pirellis with a gloss black grille and roof rails and subtle Polestar exterior badging. Inside less than subtle gold seat belts communicate the Polestar status. 

In total the powertrain delivers 311kW and 670Nm of torque. There is a surge of acceleration when prompted (with 0-100kmh in a claimed 5.2 seconds) but the prime attribute is the immediate and smooth torque delivery and low-effort overtaking response as turbo urge and electric torque combine with the close ratios of the eight-speed Geartronic transmission.

Plug-in hybrid status also allows for short zero-emission journeys using the power stored in an 11.6kWh lithium-ion battery housed in the centre tunnel. It’s an easy overnight charge from a domestic power supply and the best estimated range I saw with a fully charged battery was 35km.

The plug-in XC60 is heavier, slightly less aerodynamic and rolls on wider tyres than the V60 T8 AWD I had driven earlier and which had signalled a 40km EV range. Volvo claim a combined cycle consumption figure of 2.2L/100km which is achievable on short city runs with a high proportion of EV driving.  With some highway running I averaged 6.5L/100km. 

The new V60 and XC 60 cars are very similar in stylish cabin design and simple operation including the dash layout, Head-Up Display and portrait format Sensus 9.0-inch touchscreen.

The taller configuration of the XC60 partially overcomes one issue that compromises the V60 - the rear passengers sit a little more upright in the SUV and the centre tunnel isn’t as raised and that makes the fifth passenger position a more viable place.

Specification highlights include a premium Bowers and Wilkins audio system, powerful LED headlights with adaptive high beam control and a sports cabin theme with charcoal roof liner and contoured sports seats. 

The supportive seat design and comfortable driving position allow the benefit of SUV raised sight lines but the XC60 retains a sense of sitting in the cabin rather than seated up particularly high. The front seats are power adjustable and heated, there’s a powered tailgate and a panorama sunroof is standard for the Polestar Engineered version.

The test vehicle was in standard specification without optional equipment and priced up at $129,900. Luxury-performance rivals include the Audi SQ5 and this swift Swede also finds an interesting position between rival plug-in and performance SUV models.

Where customers are left to choose between the Mercedes-Benz GLC 300e plug-in and Mercedes-AMG GLC 43 performance models – or similarly the BMW X3 xDrive30e or X3 M40i – the XC60 in Polestar Engineered guise delivers both efficiency and performance skills set in a single vehicle.

Volvo V60 T8 Polestar: Swedish science fare

A performance-tuned plug-in hybrid station wagon? That’s something new to think about.

Price:  $114,900 ($121,400 as tested).
Powertrain and performance:  2.0-litre four-cylinder DOHC turbocharged and supercharged petrol engine with plug-in hybrid electric drive. 246kW/6000rpm, 430Nm/2200-5400rpm (Combined 311kW/670Nm). All-wheel drive. 2.0L/100km.
Vital statistics: Length 4761mm, height 1432mm, width 1850mm, wheelbase 2872mm. Luggage 390 litres. Wheels: 19-inch alloys with 235/40 R19 Continental Premium Contact6 tyres.
We like: Handsome sportwagon styling, seating comfort, interior finish quality and effortless high torque performance.
We don’t like: High-rise central tunnel makes five passengers marginal.

NOT many years ago Volvo served the luxury market with a typical mix of sedans and estates.

Today the brand is another case study of how far the market has shifted toward SUVs with just a single four-door in its 2020 New Zealand line-up and the new V60 filling the wagon role while XC models represent the volume of its business.

For drivers who prefer the sportwagon configuration over something riding higher, the V60 offers space and a thought-provoking blend of attributes and technologies. 

The V60 flagship pairs the stylish R Design equipment package with the T8 plug-in hybrid powertrain - a supercharged and turbocharged 2.0-litre engine boosted by electric drive and with the rear electric motor also being the enabler for all-wheel-drive. 

The dual-boosted four-cylinder petrol engine develops 246kW at 6000rpm along with 430Nm of torque from 2200-5400. The electric motor contributes 65kW and most importantly 240Nm of torque. 

It’s an impressive combo of efficient sophistication and genuine performance with combined output totals of 311kW and up to 670Nm of torque. 

In Polestar drive mode the V60 T8 can sprint from 0-100kmh in 4.5 seconds and electric torque fills any gaps or pauses in the torque delivery from the relatively small combustion engine. A braked towing capacity of 2000kg adds a little more versatility to the wagon theme.

Claimed average consumption is 2.0L/100km but like all plug-ins that figure varies significantly based on the driving environment. 

The best indicated range I saw when driving away with a fully charged battery was 40km. That’s enough for short city commutes and errands to be completed with zero - or close-to-zero - consumption and emissions.

The road test reality for a 122km run over a mix of open road and city driving was a 4.8L/100km consumption average. On a longer highway run the consumption is likely to settle in the high-5s or low-6s – still an appealing level of efficiency for a 4.8-metre long family-size estate with some serious performance potential. 

The lithium-ion battery is rated at 11.6kWh capacity – slightly smaller than a Mitsubishi Outlander PHEV for example. Charging from a domestic supply will take about four hours at 10amp charge rate. 

Using a Type-1 plug in the New Zealand market seems something of an anomaly in an industry that is heading towards Type-2 fast charge capability. But the reality for plug-in vehicles is they will be most commonly charged overnight from a domestic supply.

The V60 T8 can be driven in Pure (electric), Hybrid, All-Wheel-Drive and Polestar modes. Additional energy recuperation can be prompted by nudging the gearshift lever back into Brake mode. The steering wheel paddles still shift the eight-speed Geartronic automatic transmission rather than adjust the level of energy recuperation.

A highlight of the T8 driving experience is the way the comfortable sportwagon slips effortlessly along in bumper-to-bumper traffic queues on electric drive avoiding the hesitations of awkward stop-start systems. But can then be prompted to deliver serious acceleration in Polestar mode.

The new generation V60 is a medium-large format wagon and continues where Volvo has excelled in the past. There is family-size load space and convenient accessibility via the powered tailgate and it’s sensibly kitted out with the load securing and separation nets.

But the reality of the rear seat layout with a high-rise centre tunnel - for the battery storage – falls somewhere between marginal five-seat accommodation and very comfortable four-seat capability with generous rear headroom and supportive seat shape.

The V60 T8 AWD R Design is priced from $114,900. Options on the test car included panorama sunroof, window tints and Bower and Wilkins premium sound system – grouped as a Premium Pack – to bump the price-tag to $121,400.

Specific highlights of the R Design equipment level include charcoal leather with mesh textile inserts and contrast stitching and R Design detailing of the steering wheel, pedals, shift knob and tread plates with a charcoal headlining.

The exterior carries R Design badging along with gloss black treatment for the roof rails, mirrors and grille while diamond-cut 19-inch alloy wheels are generously shod with 235/40 R19 Continental PremiumContact6 radials.

The 4-C Dynamic Chassis active damping allows plenty of adjustment of the body control and ride comfort characteristics to progress between luxury and firm sportwagon settings.

Also standard is a head-up display, excellent 360-degree camera, Park Assist, four-zone air conditioning and heated front seats. All of the infotainment, satellite navigation and heating/ventilation functions are controlled from the 9.0-inch portrait format Sensus touchscreen.

The V60 R Design showcases Volvo attributes of an uncluttered control layout and clear displays with an emphasis on quality surfaces including mesh metallic décor. 

There is excellent visibility past the cleverly shaped A-pillars and Volvo seat design continues to provide a lesson in both welcoming comfort and firm long-distance support with full power adjustment including four-way lumbar and cushion length adjusters. 

Part of the challenge is for luxury brands is to differentiate themselves and offer an identifiably unique experience.

Modern plug-in hybrid performance and effortless refinement sits very neatly with handsome Volvo wagon design and traditional brand attributes of comfort and safety.