Think about the popular kids who went to your high
school. Likely, the popular guys were athletes, drumming up entertainment by
poking fun at anyone outside of their circle and listening to Kid Cudi, while
the popular girls could be likened to the 2005 movie Mean Girls. (now a bit
dated, but gives a good idea nonetheless)
One common strand shines through with this group, though.
Given their position, it was nearly impossible for them to break out--lest they
risk being considered "unpopular." Think of your established sports
sedans in this way. Your BMWs, Mercedes, and Audis are all very attractive in
the most conventional ways, and their athletic performances often earn them top
marks. But behind all that, they're not very interesting--they're simply not
allowed to be.
But, like Bob Dylan first belted back in 1964,
"the times they are a-changin.'" Today, performance alternatives from
Cadillac, Volvo, and even Alfa Romeo are part of the mix, taking swings at the
cool kids. And in some cases, offer higher performance than their beige
counterparts.
Let's start with the Volvo S60. This compact sedan traces
its roots to the economical S40, which came out in 1995. But for its second
generation, debuted in 2004, Volvo added more flavor to the mix. This S40
shared chassis with the Mazda3, but employed Volvo's signature turbo
five-cylinder engine, which gave luxury buyers up to 218hp. Nowadays, thanks to
a lineup consolidation, the S60 picks up where the S40 left off.
On the outside
The S60 is far from being the new kid on the block. We've
had this generation around since 2010 but, thanks to sharp Swedish design, it's
managed to stay fresh. Most recently, those at the drawing tables smoothed some
of the features that made Volvo's of yesterday distinctive, like nixing most of
the chrome from around the grille, trimming headlights to fit in a single lens,
and adding splitter-like style elements to the front and rear bumpers. Still,
there's no mistaking its Swedish heritage. All trim levels offer attractive
wheel choices, with honorable mention going to the 18-inch Tucan diamond-cut
wheels--a clever 10-spoke design with the middle section painted gloss black--
and the 20-inch, ten spoke alloys offered exclusively with the Polestar trim.
On the inside
Most eyes that land on the base model Dynamic S60's interior will
find it a bit drab. There's a certain lack of flavor in this cabin, and the
large, flat, sparsely-populated dashboard could be a turn-off for some. But I
take a certain joy in Swedish minimalism, especially given the 'Vo's materials
are up to snuff. The signature "floating console"--where radio and
climate controls sit on a thin, curved panel with a storage cubby underneath--
retains its charm. It's trimmed in a finely-textured aluminum and hosts a
Coliseum of buttons in its center. Dynamic models get a plain, but nicely
contrasting white lettering on the gauge cluster, while higher trim levels
receive a modern LCD display.
Front seats are given generous side bolsters across all trim
levels, with Polestar trims sporting black, alcantara-lined, 8-way power seats
with blue stitching. In the back, the S60's sloping roofline manages to
encroach on taller passengers, but this happens across the board for small
performance sedans and the cold hard truth is: those rear seats are hardly ever
used anyway.
Which trim?
If you've got the cash and the desire, Polestar is the trim you
want. Named after the performance arm of Volvo, the Polestar S60 is an
end-of-term project engineers worked all semester for. Polestar limits
production numbers of these high-performance variants of normal Volvos, and
they're essentially an exercise in the very best of what these engineers can
do, given a vast playpen full of parts and a generous budget.
 |
| In true Volvo fashion, the S60 also comes in a wagon variant, S60, pictured here in Polestar trim. |
Pricing for Polestar models starts at $60,000. This will net you a turbocharged and supercharged four-cylinder good for 362hp and 347lb-ft of torque, mated to a remapped Aisin 8-speed automatic. (chosen for its compatibility with the inline-four) But the most interesting parts are those connecting Polestar to pavement. Power is split--with bias thrown to the rear wheels thanks to a Haldex all-wheel-drive system--and meets the road via Michelin Pilot Super Sport 245-section tires. 14.6-inch Brembo brakes up front provide maximum stomping power, while 11.9-inch discs bring up the rear. Multi-link cleverness in the suspension should come as no surprise, but the most impressive units are the Öhlins racing shock absorbers, which are 80% stiffer than those found in the 2016 Polestar S60, and a carbon fiber strut brace up front.
Those looking for a more pragmatic S60 should go for the
Inscription trim. Volvo's approach to the Inscription line is one of
refinement, craftsmanship, comfort, and elegance. The same 2.0-liter, turbocharged
four-cylinder shows up here with more modest internals and returns a healthy
240-horsepower and 258 lb-ft of torque. Sensus, Volvo's in-car tech suite also
shows up here, allowing Inscription owners to adjust power steering response
and braking distribution. Volvo stretches the S60's wheelbase three inches in Inscription
trim, which improves rear legroom and overall comfort. A $925 blind spot safety
system and a $1400 Park Assist Pilot system (allowing semi-autonomy) are
available, along with an $800 convenience package, a $1300 climate package, and
a $1500 technology package, (offering adaptive cruise control and lane
assistance). Tick all the boxes, and you're looking at an MSRP of $44,620.
-
Let me smash up some romantic musings about Alfa Romeo really
quickly. The name Giulia has been on Alfa Romeos since 1962, when the name
first showed up on a compact coupe and rumor has it, the name's inspiration
came from one forbidden Italian damsel who's story has funded fortunes of more
condensed-novel-summary-study-guide writers than any other; or Juliet, in
American renderings of the Shakespearean tragic. If rumors are indeed true, it's proof that a
carmaker selling on passion and beauty can still nod to the hokey side of
things. But that evaluation alone massively undervalues this machine.
Alfa Romeo returned to American soil in 2008, after a decade-long hiatus, with the 8C. Chrysler Group's restructuring led to confusion and
budget problems soon after the 8C debuted, and Alfa took another break from the
American market, returning again in 2014 with the 4C, which is still being
sold. But their trophy child, the one they've put all their chips on, is the
Giulia.
On the outside
The first thing you'll notice about the Giulia, compared to
its 60s and 70s predecessors, is that it's got four doors instead of two. Next,
you'll notice the "Trilobo" shield-shaped grille, a familiar shape gracing
Alfas since 1954. On the Giulia, it's sculpted into the front fascia, giving an
aggressive, hunkered-down appearance to the front end, regardless of trim
level.
From the drawing board, the Giulia's design is fairly unique
for Alfa Romeo, given it's been produced entirely in-house. The walk around
reveals more conservative styling, with the rear even hinting at contemporary
KIA designs. But the restraint pays off in this instance, as it generally has
with Alfas previous.
Wheels on offer are nothing short of spectacular. Alfa have
used the Italian motorsport's lucky charm clover to their advantage, and offer
a range of 18 and 19-inch wheels inspired by the green symbol. Base models come
with a plainer 10-spoke aluminum wheel, but buyers can upgrade to 18-inch, five
spoke sport wheels, 18-inch Turbine wheels, or a 17-inch, 7-hole design
inspired by earlier bottle-cap wheels (the jury is still out on those). Bumping
up to the Ti trim gets you two more wheel options: 19-inch, five-spoke dark
aluminum alloys or a more-attractive, 18-inch ten-spoke variant. Quadrifoglio buyers
get deep-dish, 19-inch Bright Technico wheels standard, which are more than
sufficient.
On the inside
You won't mistake the Giulia for a Volvo, but stepping
inside, you'll notice the equally conservative approach. Seats and driving
position were at the top of the engineer's list, and an open spread of glass
mated with thin pillars gives drivers an excellent view of what's going on
outside. Ti buyers can get retro, shuttered inserts in the seats with the Sport
Package. The minimalist approach to the inside--the high-contrast elements of
the dash even include the monotone steering wheel emblem--work together to aid
the driver and connect him or her to the experience. There's no coddling here,
apart from heated seats of course.
Entertainment is controlled by three large knobs placed on
the center console. One drives the 8.8-inch display, but the others are far
more interesting, chiefly the one that controls Alfa DNA--a drive-mode system
that tailors the car for either malaise or terror, with a couple notches in
between. A dual-pane sunroof is a $1350 extra, and really only worth it in
Keeping up with the Joneses-fashion.
Which Trim?
I've already name-dropped Quadrifoglio (which roughly
translates to "cloverleaf") and this is the trim you must get if
you're able. At $72,000, it's certainly not cheap, but as an engineering
exercise, the Quadrifoglio is top-of-the-line. Start with the
twin-turbocharged, 2.9-liter heart. This 90-degree V6 is the six-cylinder
sister to the ballistic, Ferrari-designed V8 that powers the 488GTB. The six is
more tame than it's big sister, but is still good for a less-than-slouchy 505
horsepower and 446 lb-ft of torque. But the most delightful news of all, this
all-aluminum thoroughbred sends all of its power through a carbon fiber driveline
to the rear wheels because, well, it should.
Unfortunately, there's one hitch for the motoring enthusiast
that can be spelled out in two letters: ZF. It's the eight-speed automatic
you'll get in every Giulia on the American market and, though it's very good,
it holds no candle to a third pedal experience.
Weight is saved in the Quadrifoglio by the fitting of a
carbon fiber hood, trunk, and roof, along with aluminum doors and fenders.
This, not so much for weight savings themselves, but for a near perfect 50/50
weight distribution. An active carbon fiber splitter up front can provide up to
220-pounds of downforce, and a clever torque-vectoring differential keeps the
power down.
For those who want to enjoy Alfa's return to the sedan
market without breaking spine, bank, and all local traffic laws, the Ti trim offers
a great alternative. The Ti starts at $39,995, offering all-wheel-drive for an
additional $2,000 up front, and a turbocharged inline-four good for 280
horsepower and 306 lb-ft of torque. Like the Quadrifoglio, you're limited to
the ZF eight-speed, but in this trim it nets you a respectable 27 combined MPG.
You can also choose between Sport and Lusso packages, both $2,250 extra. The
former offers the aforementioned 19-inch wheels, column-mounted aluminum paddle
shifters, as well as painted brake calipers and Sport Seats. Lusso gives buyers
the ten-spoke, 18-inch wheels, an eight-way adjustable driver's seat, and
leather trim on the dash and upper doors. A $1,200 Performance Package adds
Active Suspension and a mechanical rear differential.
-
Our third contender is a potent rear-wheel drive sedan that
arguably gives the best overall track experience out of the three. As if the
world weren't already toppled over; it's a Cadillac.
Now, it's no secret American car manufacturers are and have
been behind the eight ball when it comes to sporty sedans for some time.
Cadillac first tried the formula in 2004, with the original CTS sedan. Instead
of going for a muscle car with two extra doors, they mated the rear-wheel drive
runner with a peppy V6 and multi-link suspension.
As a contender for the German big-three, though, it still
missed the mark. The new ATS-V, though, is our strongest ever rallying cry. And
it's aimed directly at the establishment.
On the outside
The borderline-compact sedan started life in 2013, but the
V-variant--now little brother to the CTS-V--only arrived on the scene last
year. Designers had one word in mind when shaping this thing: aggressive. It
sits several inches off the ground, with the flared-out haunches you'd find on
a Bulldog.
Every line on this car is sharp, from massive air inlets in the
front bumper and hood to the nearly-vertical spoiler crowning the rear, like an
arrow pointed back. A carbon fiber front splitter gives a bit of down force,
but worlds of curb-appeal--world's more important when you're climbing into the
ring with BMW and Audi.
Unique in this group, the ATS-V is available in both two-
and four-door trims, the coupe costing a couple grand more than the sedan. 18-inch
forged alloys come standard and for an extra $600 you can have them with a
polished aluminum or dark grey finish. Base model ATS sedans come with even
more wheel options, starting with 17-inch alloys and moving up-market to 19's
finished in graphite, silver, or black, for an additional $2,600 to $3,200.
On the inside
Stateside manufacturers have always struggled with interiors
in both design and materials used. By domestic comparison, the Cadillac's
interior eclipses that of most offerings from the American Big Three. Compared
to the Europeans, it's at least enough to elicit a curious "Hmm."
ATS-V buyers get optional
Recaro buckets inspired by Robo Cop, handsomely trimmed in leather and
alcantara. They're heavily bolstered on both the sides and bottom, which means
there'll be no thrashing about up front when the roads get twisty. Rear
passengers aren't so lucky, with leg room and lateral-G support taking hits. But
the likelihood of your Uber driver showing up in an ATS-V is slim to
none--they'll be too busy reeling in the twin-turbo V6's lush power band.
Go back to the dashboard, and you'll find Cadillac's
familiar and oft-infuriating CUE system, housed in a somewhat cheap black
plastic surround. Haptic feedback buttons show up instead of traditional knobs
and buttons, and are likely to sour some buyers. But as with any new car, this
just takes some getting used to.
Which trim?
At this point, my coverage skews heavily towards the ATS-V. At $60,695, it rings in several grand cheaper than its
German rivals and bests all but the mighty C63 AMG in horsepower. (Caddy: 464,
Benz: 469) Under the hood, you'll find an old family friend who's been on a triathlon
bender. The L-series V6 has been in GM's stable in one form or another since
2005, and has made appearances in everything from the Camaro to the Colorado.
In the ATS-V, it's a twin-turbocharged screamer with titanium connecting rods
and high flow fuel injectors, egging you on into the highest reaches of the
rev-band.
But the most delightful part of all is the optional Tremec
six-speed, also as familiar as an old Seiko watch. The ATS-V is the only car in
this group to have a manual transmission option, and with both rev-matching and
no-lift tech built into its programming, makes it the only reasonable choice.
However, buyers shouldn't rule out base and Premium
Performance trims, which start at $35,590 and $47,990, respectively. Base model
buyers get a turbocharged 2.0-liter four cylinder good for 272 horsepower,
while Premium Performance buyers get the same 3.6-liter found in the V, only
sans-turbos and upgraded internals. That engine is good for 335 horsepower.
Both come standard with a ZF eight-speed auto and rear-wheel drive, with base
buyers gaining the option for all-wheel drive.
For an additional $695, Premium Performance buyers can get
the 600W engine fan from the V (part of the Track Package), and for another
$945, buyers get performance springs and dampers.
We've got more options than ever now for a truly potent performance sedan. No matter which you choose, you'll get stellar performance
and road handling, along with features you've come to expect in luxury cars
from the establishment. But today's difference? You don't have to buy from the
most popular kids in school anymore.
(special thanks to Jim Ellis Alfa Romeo, Capital Cadillac, and Volvo Cars of Marietta for allowing me to photograph their fine offerings of each vehicle)
0 comments:
Post a Comment