2023 Volvo V60 vs Volvo XC60

What's the difference?

The Volvo V60 Cross Country’s split-personality delivers urban civility and all-wheel-drive capability. Our city-slicker week with it confirmed the latter doesn’t compromise the former. It’s sleek and refined, well equipped for the money and safety is top-shelf. 

If you have multiple kids creeping up through their teens, you might need something a bit bigger, and ownership costs like fuel economy and servicing, while not tragic, could be better.

Overall though, a thoughtfully engineered, premium mid-size wagon that expertly balances form and function. 

The XC60 continues to be a suave European premium SUV, which doesn’t need to try too hard to be sporty or luxurious, because it just is.

The electrified features of this Recharge version fall to the wayside behind the wheel, enhancing the quietness and comfort of the XC60 without making it feel too foreign for first-time electric car adopters, yet beneath the surface there’s still a level of engagement to be had for enthusiasts looking towards a zero-emission future.

While plug-ins will continue to be a hard sell for Australians into at least the near future, this one nails the Volvo brand promise of being an approachable family SUV.

Full disclosure, I’m a long-time wagon fancier, appreciating their practicality and load capacity combined with easy, low centre-of-gravity driving dynamics. And the V60 Cross Country follows Volvo’s clean-as-a-Scandinavian-whistle design direction.

Soft curves, a gently tapering roofline and the occasional hard character line deliver a fuss-free exterior that’s contemporary and instantly recognisable as a Volvo.

Signature elements like the ‘Thor’s Hammer’ LED headlights, and tall, jagged tail-lights will be familiar to spotters of Swedish cars, and our test example’s classy ‘Thunder Grey’ paint finish enhances the understated, yet premium look.

The V60 Cross Country rides higher than the non-XC models available in other markets (197mm ground clearance vs 142mm) and adds a hint of toughness with dark wheel arch extensions, a chrome frame grille with black bars, high-gloss black side window trim and bright aluminium roof rails.

The interior is similarly understated, yet there’s plenty of visual interest thanks to the multi-layered dash, mixing soft-touch plastics and brushed metal elements with trimmed and stitched insert panels.

A portrait-oriented central multimedia screen and customisable digital instrument cluster add just the right amount of techiness, with a common-sense mix of digital and physical controls attached to various functions.

Speaking of which, the gearshift is “genuine Swedish crystal” made for Volvo by Orrefors. Not my cup of tea, but it’s distinctive.

With chubby, adjustable cushion and backrest bolsters, as well as customisable under thigh support, the front seats look racy but give nothing away in terms of comfort. The rear seats are also neatly contoured and the overall standard of fit and finish is top-shelf. 

To me at least, the Volvo XC60 is one of, if not the best design in the luxury mid-size SUV segment. This is a car which effortlessly exudes its premium nature, unlike many of its rivals straying away from the temptation to hammer you over the head with sporty flourishes.

Simple lines and limited application of chrome pair with big wheels, tastefully applied gloss black highlights, and the Swedish brand’s signature ‘Thor’s hammer’ headlight profile to make for something friendly and approachable, but distinctly upmarket and uniquely Volvo.

This is more true than ever when this car is viewed from the rear, where it maintains Volvo’s signature upright tail-light designs, and text rather than a logo across the boot lid, which, for the record, the brand was doing before it was trendy.

On the inside this Scandinavian pragmatism continues with a brilliantly simple dash shape, with delicate highlight elements finished tastefully in patterned aluminium. There might be a touch too much piano gloss for some, this is a surface which is hard to keep free of dust and fingerprints, but the real highlight piece of the dash is the portrait touchscreen.

Offering slick Android software with mostly, mercifully large touch elements, and transitions mostly free of jarring lag, it feels good to use, too.

While the seats are sportier than some may expect from Volvo, they still have the comfort which the brand is well known for in the plush trim.

I wish more premium cars were designed like this Volvo. It’s distinctive, luxurious, and as you’ll find out next, practical, too.

At just under 4.9m long, a fraction over 1.9m wide and 1.5m tall the V60 Cross Country is a ‘large’ medium-sized wagon. And a lengthy 2875mm wheelbase means there’s a generous amount of space inside.

Plenty of breathing room up front but storage is a mixed bag. The (cooled) glove box is a decent size, there’s a lidded box (which doubles as a centre armrest) between the seats, and two big cupholders in the centre console with a sliding lid to cover them. Which is great if you want to hide odds and ends in there, rather than locate a couple of large cappuccinos.

However, in front of that, the wireless charging pad takes up a flat piece of real estate next to the gear shift and another small covered section further up rolls back to reveal an awkward little space that looks like a miniature swimming pool with a 12V socket at the deep end.

The lower front door pockets are long, although sliding even medium-size bottles in them is a bit of a struggle, however there’s a useful secondary space in the centre of the armrest.

Move to the back, and sitting behind the driver’s seat, set for my 183cm position, I enjoyed more than adequate head and legroom. 

Our kids, two of which are the same height as me, were rubbing shoulders with their slightly shorter older sister, so three across the rear is do-able for short-to-medium-length trips only. And the pronounced transmission tunnel in front of the centre position makes it the short straw option. 

That said, up to mid-teenagers will be fine for the full road trip experience.

There’s adjustable ventilation control at the rear of the front centre console and in the back of the b-pillars, while the fold down centre armrest incorporates a pair of pop-out cupholders. The door bins are decent and there are netted map pockets on the front seat backs.  

For in-cabin power and connectivity there are three USB-C sockets in the front (one media, two power-only) and another two in the rear, as well as that hidden 12-volt outlet in the front.

If you’re looking for a wagon, boot space is obviously a priority and the V60 provides 648 litres of volume with all seats upright, growing to 1431L with the 40/20/40 split-folding rear seat lowered.

We were able to load in the large CarsGuide pram, with lots of room to spare, and our three-piece luggage set (36L, 95L and 124L) was also swallowed easily. 

A ski-port door in the centre rear backrest increases flexibility (but make sure those long loads are properly secured) and a fold-up cargo divider (with bag hooks on the back) is a thoughtful extra.

There are more shopping bag hooks on both sides of the boot, an extra netted space on the passenger side, a 12V socket and four flip-up anchors to safely tie-down loose loads.

The spare is an 80km/h speed-limited space saver and if you’re into towing, the V60 Cross Country is rated to haul an 1800kg braked trailer.

Also worth noting trailer-stability control is standard. Nice.

The XC60 matches its squared-off exterior angles with a big interior. The driving position offers a high roof and plenty of adjustability, and while it compares well in terms of space compared to its rivals, there are electric mid-size SUVs which are now opening cabins up even more by deleting the raised centre console area.

While we always like to see a set of tactile buttons and dials, particularly for climate functions, there are shortcuts for the front and rear defogger, and a nice big dial for volume control.

Thanks to big windows and wing mirrors, the XC60 is easy to see out of in every direction, bolstered by its amazing 360-degree parking camera. For a mid-sizer, it’s a well equipped city-slicker.

The rear seat offers plenty of knee room for me behind my own seating position (at 182cm tall), and although the seat bases are higher than they are in the front and there’s a panoramic sunroof, I still had sufficient headroom.

The middle seat is an unfortunate story, as a large transmission tunnel (which now houses the battery pack) consumes any semblance of legroom, making it hardly suitable for adults.

Proving its family credentials, though, the XC60 range offers a built-in booster seat on the outboard rears, alongside the usual array of dual ISOFIX and three top-tether mounts.

In terms of storage there are nets on the backs of the front seats and small bottle holders (will fit 300ml cans or bottles but not 500ml ones) in the doors, with a further two in the drop-down armrest (as well as a ski port behind - naturally). There are also adjustable air vents in the B pillars, although the climate functions can only be controlled via the central touchscreen in the front. Finally, there’s an odd small shelf and dual USB-C outlets on the back of the centre console.

The XC60 has a boot capacity of 468-litres (VDA) which is big but not huge for the mid-size SUV segment. It easily fit the whole CarsGuide luggage set, and there’s a helpful amount of room under the boot floor for the storage of charging cables. This area also hosts the compressor for the air suspension and a tyre repair kit. Cleverly, when you park the car or open the boot, the air suspension lowers for best access.

This is currently the most expensive XC60 you can buy. Wearing a base price of $100,990, before on-road costs, at the time of writing, the Recharge plug-in hybrid sits atop a three-variant range, which also consists of the base B5 ($72,990) and B6 ($85,990) mild-hybrids.

It competes in the luxury mid-size SUV segment, which is most congested in Australia for plug-in hybrids. Rivals include the BMW X3 xDrive 30e ($107,000), outgoing Mercedes-Benz GLC 300e ($94,124 - the PHEV one won’t be replaced when the new generation arrives), and the latest arrival to the space, the Lexus NX 450h+ ($88,323).

The PHEV is only available in the ‘Ultimate’ XC60 trim level, which, as the name suggests, is the most feature-laden. While it is significantly more expensive than the standard versions of the car, Volvo throws in some serious, otherwise-optional kit to tempt you to go PHEV.

Standard gear includes massive 21-inch alloy wheels, full LED head and tail-lights, leather-accented interior trim with power adjustable front seats, charcoal interior colour scheme with aluminium mesh detailing, dual-zone climate control (the PHEV is the only one to get dual instead of quad), a 9.0-inch portrait-oriented multimedia touchscreen with wired Apple CarPlay (but no Android Auto as it runs the Android Automotive operating system), a wireless phone charger, a 12-inch digital instrument cluster, and a 360-degree parking camera as part of its comprehensive safety suite.

Adding to the value equation, and closing the gap with the next grade down, the Recharge scores otherwise-optional gear, including an extremely good Bowers & Wilkins audio system (normally a crazy $4300 option), the very welcome air suspension ($2700), and a panoramic sunroof ($3250). 

This option-added strategy is replicated by its rivals, although it still places the XC60 as the second-most expensive of its peers. As with all PHEVs, though, there’s more to the story when it comes to range performance, and charging, so you’ll need to read further to see how the XC60 compares.

The V60 is powered by a 2.0-litre, all-alloy, four-cylinder turbo-petrol engine producing 183kW (from 5400-5700rpm) and 350Nm (between 1800-4800rpm). 

Drive goes to all four wheels via an eight-speed automatic transmission then a computer controlled Haldex AWD system built around a high-pressure hydraulic pump and multi-plate transfer clutch pack.

The B in the car’s designation stands for ‘Battery Charging System’ because it features a starter/generator unit in place of a conventional starter motor.

The set-up recovers kinetic energy from vehicle braking and stores it in a small 48V battery.

The system is then able to pull power from the generator, assisting the engine with a 10kW/40Nm boost, especially when starting off from rest and under acceleration.

It also helps power the standard stop-start function and deliver relatively modest fuel consumption and emissions reductions.

But the main benefit of this type of ‘mild-hybrid’ arrangement is improved drivability, which we’ll get to in the ‘Driving’ section.

The plug-in hybrid world is just as, if not more complicated than the fully electric world, mainly because there are so many ways to implement a system which blends an electric motor with the driving force of the combustion engine.

In the case of the XC60, the solution is particularly clever. Up front is a 2.0-litre turbocharged four-cylinder engine, which produces 233kW/400Nm. As though this wasn’t already enough performance, there’s an electric motor on the rear axle, producing a further 107kW/309Nm.

Interestingly, there’s no all-wheel drive hardware, with the centre tunnel being filled with battery instead. This means the XC60 theoretically has better balance than some of its rivals which simply place the battery under the boot floor, but it also creates the strange situation where this SUV is rear-wheel drive when driving in electric mode, but front-wheel drive under combustion power. The two blend nicely using software to facilitate all-wheel drive. 

The combustion engine drives the front wheels via an eight-speed traditional torque converter automatic.

The battery is particularly large for the segment at 18.8kWh, allowing the XC60 Recharge a 77km purely electric driving range according to the WLTP standard, which is ahead of its rivals.

Volvo’s official fuel economy number for the combined (ADR 81/02 - urban, extra-urban) cycle is 7.4L/100km, the 2.0-litre turbo-petrol four emitting 168g/km of CO2 in the process.

Over a week of city, suburban, and some freeway running we averaged 10.1L/100km, which is acceptable rather than spectacular for a 1.8-tonne five-seat wagon.

Worth noting the standard stop-start system is one of the best, thanks to the efficiency of the 48-volt starter/generator, its operation is seamless.

Minimum fuel requirement is 95 RON premium unleaded and you’ll need 60 litres of it to fill the tank.

Using the official number, that translates to a range of around 810km, which drops to just under 600km using our real-world figure.

Like many PHEVs the XC60 has an impressively low official fuel consumption of just 1.6L/100km. This, however, assumes the battery gets charged. As with any PHEV, you’ll want to ensure you have a place to charge it, too.

This is primarily because the XC60, despite its long electric range and large battery, has a 3.6kW inverter, limiting its charge time (from the base level to full) to between four and five hours, no matter where you plug it in.

A charge speed so slow means it is difficult to maintain a level of charge using public AC sockets. This is a PHEV which needs to be charged in a garage overnight. If you live in a unit or have to make do with on-street parking, the Lexus NX 450h+ is a better pick, with its battery charging at twice the speed on a public outlet.

Once it is charged, though, the XC60 has one of the longer ranges for a PHEV in its class, with the 77km WLTP range working out for me to be about 65km in the real world. Not bad.

My consumption numbers for the week came out as 3.4L/100km of fuel, and 18kWh/100km of energy. Decent figures, especially since I ran it out of charge on more than one occasion.

Volvo claims the V60 Cross Country will accelerate from 0-100km/h in 6.9 seconds, and it feels every bit that quick behind the wheel.

This mid-size wagon might weigh in at a fairly chonky 1.8 tonnes, but its engine delivers peak torque (pulling power) all the way from 1800-4800rpm, which means there’s plenty of oomph lurking under your right foot across the mid-range.

Yet that urgency isn’t manic. The drive is civilised and commendably quiet, thanks in part to active noise control cancelling out unwanted frequencies.

Suspension is by double wishbones at the front and multi-links at the rear, the latter featuring a composite transverse leaf spring rather than more commonly used coils.

The result is impressive ride comfort, even over rutted and pock-marked urban roads.

Steering feel is good, the adaptive assistance system seamlessly adjusting the weight from agreeably light at parking speeds to appreciably heavier on the highway. And despite its increased elevation the V60 Cross Country remains balanced and predictable on a twisting b-road.

Braking is by (345mm) vented discs at the front, with (320mm) solid rotors at the rear and stopping power is strong, yet progressive. 

The configurable head-up display is a welcome inclusion and an 11.3m turning circle (not to mention a clear reversing camera and 360-degree view) makes parking and similarly tight manoeuvres a stress-free undertaking. 

Volvo has thoroughly thought through in-cabin ergonomics. The previously mentioned mix of physical and on-screen controls works well, and the availability of touchscreen or voice control for various functions is a big plus.

Walking through the screens and sub-menus in the central multimedia screen is quick and intuitive.

And even though we didn’t hit the great outdoors in this test, for those who regularly do, the V60 Cross Country’s clearance angles are, approach - 17 degrees, breakover - 18.4 degrees and departure - 22.4 degrees.

The XC60 Recharge is an interesting car to drive. The first thing you’ll notice is how quiet it is. The sound deadening is impressive, as is the smooth and silent electric drive, and even the engine, unless pushed hard, is quiet enough that it’s hard to tell when the car switches between its two power sources.

The steering offers a pleasant balance of electrical assistance and mechanical feedback, suited to the character of the car, and the ride is similarly forgiving despite the large alloy wheels.

This is a hybrid which hides the additional weight of its batteries well, again courtesy of the air suspension, which actively balances out the sway of the additional heft, and filters out what could otherwise be a crashy ride.

To give you an idea of the way this car feels, it’s nowhere near as sharp or sporty as the BMW X3 xDrive 30e, but feels better balanced, less cumbersome, and rides better than the Mercedes GLC 300e or Lexus NX 450h+. 

The software is very clever, not only seamlessly blending the combustion front axle with the electrified rear, but also having the digital dash showing you the cut-off points for both the engine turning on and where the mechanical brakes will take over from the regenerative braking.

On this topic, the XC60 doesn’t have single-pedal regenerative braking, at least not in the default hybrid driving mode, relying instead on a fully blended system. This means it will blend the regenerative properties in with the mechanical properties depending on how hard the brake pedal is pressed.

While this is a clever piece of software trickery, like seemingly everything in the XC60 Recharge, it seems to be designed to make the drive experience similar to combustion versions. This makes it approachable, but to extract the ideal level of efficiency from the electric features, you’ll need to factor in the ideal stopping distance from traffic.

With the battery charged it’s lovely as an electric car, but the combustion engine is a strong performer, too, with the two combining to make for a very fast SUV in a straight line.

Finally, in terms of altering the drive experience, the XC60 Recharge offers fully electric, hybrid, and fully combustion driving modes, with settings to offer control over the charge level. Want to drive it as a Toyota-style hybrid? You can; just put it in hybrid mode and ask it to maintain battery level. Want to run only combustion to save your charge for when you exit the freeway and are driving around town? You can do that, too. You can even ask the car to use the combustion engine to charge the battery. Not the most environmentally conscious feature, but one not all PHEVs offer.

There’s a lot to like then, it’s quick but not too sharp, focusing instead largely on being comfortable, familiar, and quiet, suiting the family-friendly appeal of the Volvo brand.

Another pillar of the Volvo brand is safety, and the XC60 wants for almost nothing on this front.

Active items include freeway speed auto emergency braking with pedestrian, cyclist, intersection, and even large animal detection, lane keep assist with lane departure warning, blind spot monitoring with rear cross-traffic alert, adaptive cruise control, driver attention alert, and traffic sign recognition.

There is a standard array of airbags for the first and second row, as well as the expected electronic stability, brake, and traction controls.

The XC60 range was awarded a maximum five-star ANCAP safety rating in 2017, although the plug-in hybrid versions are excluded for the time being.

The V60 Cross Country is covered by Volvo’s five year/unlimited km warranty, which is the current industry standard, with eight years roadside assistance as part of the deal.

Recommended service interval is 12 months/15,000km and Volvo offers capped-price servicing over three- or five-year periods. 

Three years comes in at $1750 (an average of $583 annually) and five years is set at $3000 ($600 annual average). 

Not over the top, but not exactly cheap, either. However, the set price means you can fold maintenance costs into a finance package if you’re purchasing the car that way.

The XC60 is covered by a five-year and unlimited kilometre warranty, and there are four years of the Google connected services included, too.

The high-voltage components are covered by an eight year warranty.

Service plans are available in either three or five year forms, the pricing for which is at the more premium end of the scale.

A three year pack costs $1750 ($583 a year) while a five-year plan costs $3000 ($600 a year).

You get four years of Google’s online services included for the multimedia functions, and Volvo warns ‘additional costs’ may apply after this period to keep the car online.