Overview

AM I showing my age? Blink and you’d miss the fact that Volvo’s conservative mid-sized introvert model, the XC60, started life in 2008!

Yet, without noticeable body panel changes – and despite an increasingly competitive SUV market and a flood of new entrants – it sells more each year than the year before.

That’s a pretty strong endorsement for the model and for Volvo. The car-maker was about to chuck its ICE models in the bin two years ago, vowing to make only EVs.

Thankfully, it recognised something in its customers. Defiance to change. Well, perhaps a bit of change is okay, but a Volvo owner tends to be a practical car buyer with a tendency to loyalty with the brand.

It served the company well, and its customers equally so…

Sales are pushing to 2.5 million (since the 2008 inception) and there’s no replacement in sight, although it has had a second-gen model in 2017 and some facelifts through the years, including the latest last year that boosted the infotainment tech and polished some cabin features.

The static design and engineering moves in the past have kept the turbocharged 2.0-litre four-cylinder petrol engine as the prime offering, although a T8 version enhances this with plug-in hybrid equipment and a rear-mounted electric motor.

Volvo previously used the T8 name to define its powerful turbo-supercharged model (using the same 2.0-litre petrol engine base) but that’s since been parked. So today, simplicity reigns.

The XC60 B5 tested here in Ultra guise ($81,990 plus costs) is one of the best in its category for people who love quality but aren’t especially big on being seen. It’s for people who chase comfort and features and, yes, safety above most other automotive characteristics. People who are not unlike the nature of the brand and the country it comes from.

Volvo market the B5 (mild hybrid 2.0-litre petrol) in Plus and Ultra grades. The test car was an Ultra which, over the Plus, gets a panoramic roof with sunshade cover, 14-speaker harman/kardon audio bundle, heated steering wheel, ventilated Nappa leather upholstery with massaging front seats and electric bolsters, and 20-inch (up from 19-inch) wheels.

The dashboard has a 12.3-inch driver display and there’s an 11.2-inch central touchscreen, with some manual switchgear for oft-used functions.

On the safety front, the XC60 boasts a five-star crash rating, although that’s up to December 2023. The car has not been tested since but is unlikely to change.

In its pre-2024 rating, ANCAP’s crash program gave it maximum points (98 per cent) for adult occupant protection and 95 per cent for safety assist systems.

The safety inventory is comprehensive and includes Volvo’s Pilot Assist with active collision avoidance systems including 360-degree camera, autonomous emergency braking with pedestrian detection, intersection monitoring and avoidance, seven airbags, whiplash protection, blind-spot monitoring, and lots more.

Volvo Cars offers a five-year/unlimited-kilometre warranty and five years of roadside assistance.

It also has a maintenance program for servicing that $2995 for five years in its base form, and $5995 for the Plus program that adds wear and tear items such as brakes and starter battery.

Driving Impressions

Externally, the XC60 has barely changed since 2008. There are different lights and trim and the wheels are bigger, the ‘Thor hammer’ T-bone defines the headlights, and the 2026 model has a grille that some call the “Weber” face that resembles the barbecue-maker’s hotplate.

Some things, however, don’t change. The doors are solid, a bit heavy compared with many of the other cars recently tested, and the cabin is austere in black, with more black, and some hints of chrome.

But its seat height is perfect and the ease of slipping behind the steering wheel gives confidence. Things are logically placed, with manual controls for high frequency functions including HVAC, while the centre console placement and gearshift layout are conventional and easy to use – which is becoming a theme of the car.

The engine starts instantly when the push-button is pressed, a fuss-free alternative to the typical cranking sound, thanks to the mild-hybrid technology. More on that later.

From there, the Volvo is a smooth and quiet, unassuming car. The engine is quiet and surprisingly peppy, with strong acceleration – Volvo claims 0-100km/h in 6.9 seconds which is healthy – and an almost indiscernible upcharge through the eight-speed automatic.

While the cabin is subdued in its styling, patriotism allows a crystal-clear link to Swedish industry in the Orrefors gear-shifter knob. Cute.

Volvo maintains its turbocharged 2.0-litre four-cylinder petrol engine that is, no surprise, pretty conventional and technically not unlike one used by many of the current Euro brands including JLR, Volkswagen Group, and BMW.

It is rated at 183kW at 5700rpm, and with 350Nm of torque flat from 1500rpm through to 4800rpm. That torque figure and, more importantly its linear delivery, is the reason for the XC60’s relaxed driving character.

Volvo claims 7.6 litres per 100km and although the test started with the readout on 9.3L/100km, it surrendered to 7.9L/100km on test. It runs on 95RON premium unleaded petrol from a 71-litre tank, ostensibly good for 935km of range.

The car is a bit pudgy at 1835kg (okay, so equivalent EV SUVs are heaps more than that) but given its reputation for safety and occupant protection, I’m not complaining.

That weight barely affects its handling, which is always controlled and with confident steering feedback.

It’s great through the corners by virtue of its grip, but handling isn’t what its chassis (originally shared with the Land Rover Freelander when Ford owned both marques) is noted for – that highlight is its comfort.

Lane keeping assistance is also very good, without undue interference to the driver and yet with a gently forceful indication that the car is stepping sideways.

It is one of the most comfortable SUVs on the market, primarily for the front seats which are soft, have lumbar, bolster and cushion length adjustability, and just so well sculptured.

There is also plenty of room in the front, with cabin space in the rear not as big as expected, although sufficient for tall passengers.

The electric boot lid opens for 483 litres of cargo (rear seat up) and can offer 1543 litres when the second row is collapsed. There’s a space-saver spare under the boot floor.