Because they don’t expect to sell them in massive volumes, Volvo disclosed that only around 500 will make it to the U.S. and all of them will be in a single trim, the highest Platinum one. What separates the Volvo S60 Crosscountry model from the standard ones is of course, 7.9 inches more ground clearance, skid plates both in the front and the rear, all-wheel drive, hill-descent and black fender extensions. To give you an idea of just how high off the ground it really is, consider this: the S60 Crosscountry is just 0.8 inches lower than the Subaru Forester and the Renegade Trailhawk. If you’re thinking this is similar to the A4 Allroad think again. The Audi only has 7.1 inch of clearance, some 0.8 inches less than the S60.

All four-wheel S60s (and V60s) get the almost defunct 2.5 liter five-cylinder mated to a six-speed auto. Front-wheel drive variants get a much newer 2.0 liter turbo four-cylinder unit coupled to an eight-speed auto but if we’re honest, we prefer the sound and feel of the 2.5 liter. It may be a bit more rough and mechanical, but isn’t that the point? The five-cylinder churns out 250 hp and 266 pound-feet of torque, some 10 hp and 8 lb-ft of torque more than the newer four-banger. And while 250 hp is a lot, it needs to be because the S60 Crosscountry tipped the scales at 3817 pounds. You may think that’s a lot, but it’s actually some 100 pounds less than the claimed weight (3913 pounds).

Performance is stellar. The sprint to 60 miles per hour is dealt with in just 6.1 seconds. The braking distance from 70 mph is 174 feet which is just about average. All in all, it’s not bad. It’s certainly a bit worse than a standard S60 with the same engine due to the increased ride height but you do get an all-round more capable car.

And that’s really the crucial keyword here: all-round. No, it won’t be as good of a road car as a standard S60, but it is more capable in terms of what else it can do. This isn’t a car for everyone, which is probably why Volvo is only sending 500 over to the U.S. The interior is super luxurious but trunk space is limited at 12 cubic foot (the estate offers more). If you like how it looks and wouldn’t mind owning one, we do recommend it. You may not be able to buy one if they’re sold out however, so keep that in mind too. Check with your local Volvo dealer or buy one second hand.

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At first glance, it’s the same vehicle as the 2015 Subaru Forester. That’s because it is. It’s basically a carry over with the exception of a few details. The exterior is the same, with the identical front fascias for both the 2.0 and 2.5 liter respectively. The inside follows suite. The biggest difference to previous year’s Forester is the center stack and the 4.3 inch screen which is now on the top. The 2.5 has it as standard, with the accompanying backup camera.

The interior of this generation Forester is a large improvement from the old one. The materials are much nicer, the fit and finish is better and overall, you don’t get that cheap feeling like you did before. Granted, it’s still not as good as some of its Japanese and especially European competitors but it more than makes up for with capabilities. Elsewhere, you have a 60/40 split for the rear seats and 74.7 cubic feet of space in total. The rear area alone offers 34.4 cubic feet.

The hood can house two different engines, depending on what you spec your Forester with. The 2.5 liter four-cylinder Boxer engine (horizontally opposed) develops 170 hp and 174 lb-ft of torque. It’s available with a six-speed manual and a CVT. Anyone who’s ever driven a car with a CVT will know to avoid it unless it’s a Lexus. We strongly suggest you take the manual. It’s more involving and enjoyable, even with the task of changing gears yourself in daily driving.

Weirdly, if you want more power you’re going to have to go for the turbocharged 2.0 liter flat-four. It develops an astonishing 250 hp and 258 lb-ft of torque, a big power increase over the 2.5 liter unit. Get ready to have your bubble bursted however: it’s not available with a manual. Ah Subaru, why must you do this?

Still, you get the excellent Symmetrical all-wheel drive system like on most Subarus. In our opinion it’s one of the best all-wheel drive systems out there, and a big part of why Subaru is so great. It allows the Forester to be more than just a road car. It will by no means fill in the role of an F-150 Raptor for instance, but it will be more than enough for 90% of the people who buy it. Occasional of roading is not a challenge, but it does have its limits. All in all, a great purchase for what it is.

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Minus a few rides in the past, such as the Volvo V60R, the Swedish auto manufacturer has not necessarily been known for a performance car.  Don’t get me wrong; their rides do perform and handle well, but I have never really been overly impressed with the full package.  The focus on safety, while important, has seemingly become a roadblock in the balance of the perfect ride, and often the vehicles are left in the category of the mom-car.

Having driven the S60 sedan, which did not really impress me with its features, ride, or comfort, I walked into the 2014 Volvo V60 T5 estate with a bit of a hesitation.  I have always loved Volvos, especially the older ones that never seem to die, but since their break from Ford, the company was on the rocks in defining the brand.  So after adjusting the seats, getting everything perfect for my week in the ride, it was time to see if I would be left wanting a whole lot more.

I wasn’t.  From the very start, the V60 impressed me.  The seats are some of the best I have ever experienced in a smaller car, the ride control was more connect with the ground, and the overall feel of the car was balanced.  The engine, a 250-hp 2.5-liter five-cylinder engine mated to a six-speed automatic transmission and the  Haldex all-wheel-drive system, had a good amount of power as it went through the corners with grace.  All the technology included helped the experience, even if some are a bit gimmicky.  The dash colors and layout can be changed among three settings, and the center dash had the standard Volvo flair with too many buttons, but overall it all came together in one nice Polestar blue package.  It handled the corners like a pro, the traction control keeping me going exactly where I wanted to go even when I tried to push the limit.  It was impressive and fun to say the least.

So what makes it so different?  Well, to start, it is a solid wagon (estate), and has no real competition in its size class, making is stand out from the rest.  The styling from the front to back has elegant lines and smooth curves, with a striking roof line and raked rear end.  It’s not necessarily the best for cargo space, but can still handle the average family’s truck-junk for the every day.  It is balanced on the road, connected to the asphalt as it flies down.  It is definitely not the fastest off the line or getting up to speed, but it hits the curves with gusto and keeps going strong.  Not once did I feel like I could lose control as I drove this through the Colorado mountains.

For those that know me, the following is pretty hard for me to admit as well.  The Volvo V60 estate is the car that the Audi A3 wish it could be.  Yes, the Audi is a sedan, a bit faster, and a  little cleaner inside, but it feels a bit lost in the passion on the road that all Audi rides used to have.  This Volvo on the other hand, hits it right on the mark, presenting in a neat, beautiful package a sense of passion, commitment, style, and sportiness, that can be enjoyed year round.  And don’t let the wagon form fool you; this is an every-man car, one you can hit the mountains with for bike rides and skiing, and then the city for a date.  It is classy, refined, unique, and beautiful.   And I expect to still see these on the road 20 years down the line, becoming the next “old” Volvo that gets passed down generation to generation to generation.

This is the first real Volvo I have driven in years, but the furthest from the older cars as it could be.

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