Volvo V6 On Ice – Plug-in Hybrid Extreme Drive (Part 1)

How does the new Volvo V60 Plug-in Hybrid cope on frozen home ground? They find out

Drifting: it’s not what you expect to be doing in a Volvo, although the old rear- drive 360 GLT has developed a surprise following among sideways enthusiasts. Lots of torque, not much grip and cheapness explain the appeal, even if it’s hardly a drifter’s-dream Nissan 200SX. But it’s years since Volvo built a car that was anything other than front-wheel drive or four-wheel drive. This new V60 Plug-in Hybrid diesel, however, is rather unusual for being front-wheel drive, four-wheel drive or rear-wheel drive, depending on choice and circumstance.

Now, we’re not about to claim that the Swedes are building the Toyota GT86 of compact estates. But unlike other hybrids that will trundle at a heady 25mph in electric mode provided you brush the accelerator with a velvet caress, this V60 will manage up to 77mph. It doesn’t make sense to run that fast on volts alone if fuel saving is your aim - the 215bhp, 2.4-liter, five-cylinder diesel is more efficient at higher speeds - but the chance to experiment with some sideways V60 action on a frozen lake is hard to resist. And resist we don’t, after latching on to the tail end of the car’s press launch in Sweden, before a long drive south to better understand the electro-mechanical machinations of this intriguing new machine.

The new Volvo V60 Plug-in Hybrid

Besides this V60’s stout, front- wheel-propelling 325lb-ft of diesel-hewn torque, there’s a 70bhp electric motor on the back axle that spins up a further 148lb-ft. The result is a car that will travel 31 miles on electricity, launch to 62mph in just 5.8sec and turn in a startlingly low 48g/km of CO2 (albeit on die official NEDC test that is disproportionately flattering to hybrids like this).

A surprise to other road users is the V60’s thrusting alacrity. Project boss Per Arne Reinholdsson explains that the electric motor’s instant go fills in the diesel engine’s low-rev torque hole when accelerating from rest, and for this reason, along with the V60’s high power output and lofty $73,165 price, Volvo is pitching it as a performance car as much as a planet saver. And a stylish load carrier, too, although not one that will swallow huge amounts, because its boot floor sits slightly higher due to the lithium ion battery pack and drivetrain controller beneath, lifting the V60’s weight to a startling 1955kg. Still, its weight distribution improves to 53 per cent front/47 per cent rear from 58/42, promising some finely balanced fun on that frozen lake.

Elegant, comfortable cabin helped to soothe away the miles

Slide rules

We’re in tiny village called Kail, near said lake. After a low-speed sighting lap, we set off for a few more in the hybrid mode that the V60 always defaults to on start-up. It is riding on studded Nokian tires, and they are why you can get moving without much wheel spin and with little difficulty in pointing the car in the desired direction.

Our next lap is unrestricted, but still in hybrid mode and with all the Volvo’s DSTC skid prevention systems switched on. Unsurprisingly, it slithers nose first towards a snow bank if you tackle slow bends with too much speed, although the DSTC system is good at averting contact and tail wagging.

Diesel and electric drive combine in V60’s AWD mode

Switch the DSTC system to Sport, however (it can’t be turned off completely), and more action is allowed. Unless you give this plug-in enough beans to call up the electric back axle in support, it remains a front driver in this mode. A small ‘AWD’ button changes that, hooking up the electric motor to get the rear wheels working too. And suddenly the Volvo gives you a lot more to work with if you’re after some rally driver’s angled apex slicing. We’re still in DSTC Sport, and if you give the V60 a bung you can keep it on line with a mix of throttle, brakes, the extra traction and loads of highly entertaining wheel twirling.

In Power mode, then, the amusement quotient should be even higher. And it is, the bi-motor Volvo getting wayward with torque spilling from all its wheels. Leaving what should be the best until last, we stab the ‘Pure’ button to engage the electric motor alone. We’re in rear drive now (unless we demand enough go to prompt the diesel to kick in). And you can build up plenty of speed, although the combination of nearly two tons and a modest 148lb-ft of torque dulls the Volvo’s urge somewhat. As an electric rear driver, the Volvo is a slightly disappointing drifter, slides being harder to provoke and harder to harness without die diesel’s front-end tug. But select AWD and it’s brilliant entertainment, this mode making it easier to parcel out sensible dollops of power to balance the car and tackle this twisting course with some Swoopily satisfying drifts. But to find out what this V60 is really like, we’re about to drive 500 miles south.