R-Design was in its element. The drive illustrated it is possible to stiffen a suspension without making the ride overly harsh.

At Thunderhill Raceway (host of the 25 Hours of Thunderhill, the longest U.S. automobile race), I was unleashed on a track that provided a sufficient challenge for the S60 R-Design yet was difficult to get into serious trouble on. It was here the chassis came into its own, especially on the several reverse camber turns and the track's sweeping third turn. There, on my first hot lap, I went in deep and fast yet got the car collected without a sweat. With several blind corners, and a few quick changes in elevation, I was able to put the car through its paces.

This pointed out the only weak link in the car, its conventional six-speed automatic transmission. While it provided the ability to shift manually from the console-mounted shifter, it lacked steering-wheel-mounted paddle shifters. Volvo does not currently offer a manual or dual-clutch option. It would not surprise me if the Swedish automaker was considering an upgrade, though, especially if the company is serious about the S60 being a complete competitor to the BMW 3 Series.

A bit of controversy arose among the automotive journalists assembled at Thunderhill, with the track session cut short due to concern about the brakes. Some reviewers at the launch event felt there were issues with the car's brakes towards the end of the track session.

By downshifting the six-speed autobox manually, I didn't experience any brake fade over my last six laps. This was due in part to staying on the best line, using all of the track's 35 feet of width, using the brakes judiciously, and giving the car a proper cool down lap between each of the three hot laps.

Thunderhill is a challenging circuit that places a premium on taking the right line through significant changes in elevation. Such a track puts cars under the kind of stress few drivers will ever summon. I suspect that typical Volvo owners will be quite happy with the performance of both the chassis and the brakes.

While best known for its sensible sedans and station wagons, Volvo has stepped out of its comfort zone over the years with some highly tuned sedans. Most notable? The cult-classic, 155-m.p.h.-capable, 1995 850 T-5R. Of the 5,500 built, 904 were shipped to the States, a number not far off from the 1,000 S60 R-Design models expected stateside for 2012. (The 240-horsepower turbocharged five was co-developed with Porsche.)

The S60 R-Design is a true driver's car--not in exactly the same way a BMW or even an Audi is, but in keeping with Volvo's well-crafted brand image. The car feels as solid as a tank, yet athletic on its feet.

I finished off my last hot lap at Thunderhill thinking Volvo hit the sports sedan bulls-eye with this one. The S60 R-Design is the most emotionally appealing Volvo offered in the United States since P1800, and the most powerful, best-balanced Volvo offered to the U.S. market ever. High praise indeed.