While the XC60 is not as artfully contemporary as Volvo’s latest models, a redesigned 2018 version should bow late next year and will surely borrow cues from the larger XC90, as well as from the funkier XC40 that will soon occupy the basement of Volvo’s crossover lineup. Also included was the $1550 Climate package-heated front seats, steering wheel, washer nozzles, and windshield-with Volvo’s integrated rear child-booster seats, 19-inch aluminum wheels (18s are standard) for $750, and a couple of smaller items for a grand total of $52,505. Our example’s grandest option was the top-spec Platinum trim level, which bundles together the Convenience package (power-folding exterior mirrors and rear headrests, a premium Harman/Kardon audio system, and a 12-volt outlet in the cargo area) the Technology package (adaptive cruise control, collision warning with pedestrian detection, lane-departure warning, and more) and several other extras for $4400. Stepping up to the super-turbo T6 Drive-E, however, runs an additional $4750, with our test car’s all-wheel drive upping the MSRP to $44,345. The XC60 is fairly well equipped at the T5 Drive-E’s $37,595 starting point. LOWS: Dated interior and infotainment, so-so back-seat space, soft brake pedal, minimal grip.
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While the XC60’s back seat is a little tight on legroom, there’s ample space in total for four people and their stuff the split-folding seatbacks fold flat in a cinch, which opens up the capacious 31-cubic-foot cargo hold to a full 67 cubes. Little of the Volvo’s at-the-limit performance matters, however, when sitting in our test car’s optional $500 Contour seats-some of the most comfortable and supportive thrones extant. Despite an initially soft-feeling brake pedal, our example’s so-so stopping performance (70 to zero mph in 183 feet) was, again, average for the segment. Our test car’s 19-inch Michelin all-season tires had grip rivaling the front-drive XC60’s 20-inch Pirelli Scorpion Zeros-we measured 0.79 g versus 0.82, with both vehicles limited by intervention from a stability-control system that can’t be fully disabled. Predictable understeer is the overriding quality regardless of the number of driven wheels. But the chassis and the numb, electrically assisted steering refuse to contribute any fun when pushed hard into a corner. Ride quality is generally calm and composed, except for some loud clomping over large pavement seams. The XC60 prioritizes safe and secure handling over driving enjoyment, which makes sense for this segment. HIGHS: Strong and responsive engine, handsome styling, super-comfy seats. We only averaged 21 mpg over nearly 900 miles of mixed driving, but that’s about on par with our measurements for others in the class and actually 1 mpg better than what the front-wheel-drive version returned in our hands. The all-wheel-drive XC60 carries an EPA combined fuel-economy figure of 22 mpg versus the front-driver’s 24 mpg. The super-turbo-four is even more potent (rated for 14 more horsepower) in the XC90 T6, which is 500 pounds heavier and which, in our last comparison test in California, hit the same acceleration marks in 6.0 and 14.6 seconds, respectively. With the engine’s grunt distributed between both axles instead of just to the front, there’s less torque steer tugging at the wheel during hard acceleration and a greater sense of stability in turns. Our 4205-pound test car reached 60 mph in 6.4 seconds and covered the quarter-mile in 14.8 seconds at 97 mph-respectable figures that put it midpack among competitors such as the Audi Q5, the Lexus RX350, and the Lincoln MKX. As you’d expect, all-wheel drive adds both cost and weight: $2000 on the XC60’s window sticker and about 100 pounds.
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