KTM X-Bow vs Volvo V60

What's the difference?

Okay, so rain is not your friend. Neither is brutal sunshine, strong winds or any speed bump anywhere. There are probably a handful of times you'll want to drive it, and when you do you will definitely get hit in the face with rocks and bugs, and spend most of your time wondering just how the hell this thing is legal.

And yet, we are hopelessly, head-over-heels in love with it. It's an absolute weapon on a track, a joy on anything even resembling a twisting road and it is one of the few genuinely unique cars on the road today. And the fact it exists at all is a cause for absolute celebration.

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 X-Bow R is built for purpose in the most wonderful of ways. From the visible suspension components to the rocket-style exhausts, to the stripped-bare interior, it's fairly obvious that form came a distant second to function in the X-Bow's design process.

And, for us at least, that's a tremendous thing. It looks raw and visceral, and a bit like Harvey Dent post-fire - you can see all the normally hidden components doing their thing. It's mesmerising.

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. 

Short answer? It's not. People are unlikely to test drive an X-Bow R and start looking for cupholders and storage space, but if they did, it wouldn't take long.

Aside from the twin seats, a four-point racing harness, a high-mounted gearshift, a pull-lever handbrake, and detachable steering wheel, the cabin is as bare as Old Mother Hubbard's cupboard.

Luggage space is limited to what you can carry in your pockets (though wearing cargo pants will help) and even getting in and out of the thing takes some fleet-footed antics. With no doors you need to literally jump in. And the side sills are only rated to 120kg, so heavier types will need to avoid stepping on them at all, and instead attempt a kind of running leap into the cockpit.

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.

At $60,490, before on-road costs, the Volvo V60 Cross Country sits in the middle of three broadly comparable competitors - the Peugeot 508 GT Sportwagon ($65,657), Subaru Outback Touring ($55,990) and Volkswagen’s Passat Alltrack 162TSI Premium ($62,790).

A ‘civilian’ V60 is offered in other markets, in front- and all-wheel drive, powered by a variety of petrol and diesel engines. But the higher riding, all-wheel-drive Cross Country variant is the single choice here.

Hence the alignment with similarly priced ‘soft-roaders’ like the Outback and Passat Alltrack.

The $60K threshold is a pretty significant one, and at that money you have every right to expect a lengthy standard equipment list. And the V60 XC delivers.

Aside from the safety and performance tech covered separately, this five-seat wagon features a head-up display, 9.0-inch central multimedia screen (with touch or voice control), 12-inch driver display, leather-accented trim, four-zone climate control, a heated steering wheel, keyless entry and start, Apple CarPlay, 10-speaker 220W audio (with digital radio), multi-adjustable electric front seats (with two-position memory on both sides) plus heated seats (front and rear).

Then there’s ‘Google built-in’ for four years (Google Assistant, Google Maps, Google Play and more), adaptive cruise control, auto LED headlights, 19-inch five-spoke alloy rims and a power tailgate. A solid package for the money. 

Our test example had several options lavished upon it in the shape of a 15-speaker, 1410W Bowers and Wilkins premium audio ($4200), perforated Nappa leather-accented interior trim ($3150), front seat massage function ($1100) and tinted rear windows ($750).

At an as-tested price of $78,690 the V60 starts to rub shoulders with premium players like the Audi A4 Avant 45 TFSI Quattro S Line MHEV ($78,200), but even then the value equation stacks up well.

The X-Bow R's power comes from an Audi-sourced, turbocharged 2.0-litre engine, paired with a VW Group six-speed manual transmission (and one of the stubbiest gearsticks in existence). That mid-mounted marvel produces 220kW at 6300rpm and 400Nm at 3300rpm, and ships it off to the rear tyres with the assistance of a Drexler mechanical limited-slip differential.

Thanks to its lithe and lightweight body, that's enough to propel the X-Bow R from 0-100km/h in a blistering 3.9 seconds, and on to a top speed of 230km/h.

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.

KTM lists the X-Bow R's claimed/combined fuel figure at 8.3 litres per hundred kilometres (though we were managing mid-12s after an, ahem, very spirited test), with emissions pegged at 189 grams per kilometre.

The X-Bow R is also fitted with a 40-litre fuel tank, accessed via a side-mounted inlet. Instead of a fuel gauge, expect a digital reading showing how many litres you have left.

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.

It couldn't be more Fast and Furious if it had Vin Diesel growling under its (non-existent) bonnet. We have technically driven faster cars, but we have never driven anything that feels quite so fast as this utterly insane X-Bow R.

Climb in, strap into the four-point harness and select first via the surprisingly easy-to-manage gearbox and clutch set up, and, at slow speeds, wrestle with the dead weight of the completely unassisted steering, and it's immediately clear that this is a driving experience like nothing else currently road-legal in Australia. Even at walking pace, the X-Bow R feels poised for an assault on the future, and it attracts attention on the road like nothing else we've ever driven.

Its road-scraping ride height and diminutive dimensions make tackling traffic an intimidating prospect, with regular hatchbacks suddenly taking on truck-like proportions and actual trucks now looking like passing planets. There's a constant concern that you're sitting well below the traditional blind spot, and that you could be crushed at any moment.

Combine all that with the bad weather that cursed our final day of testing, and the X-Bow R is all sorts of watery hell. It is truly homicidal in the wet, too, with the back end breaking grip at the slightest provocation. And the turbocharged 2.0-litre offers plenty of that.

But on a sunny day, and on the right road, it's pure driving bliss. The acceleration is brutal, the grip endless and the Audi sourced gearbox an absolute treat. And it pulls in every gear, tackling 35km/h corners in third and absolutely blasting out the other side.

Cornering is scalpel sharp, and the steering - so heavy at slow speeds - is light and efficient at pace, requiring only the most minuscule of movements to bite into a bend.

It is anything but perfect in the city, and even a light sprinkling of rain will have you seeking shelter (and a refund), but on the right road, on the right day, there are few if any cars that offer the kind of razor-sharp thrills and intoxicating excitement of KTM's monstrous X-Bow R.

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.

A quick game of automotive word association must surely pair safety with Volvo, and it’s no surprise the V60 Cross Country was awarded a maximum five-star ANCAP rating in 2019.

In the intervening four years ANCAP’s assessment criteria have become stricter, but that doesn’t mean this car has fallen off the pace when it comes to active (crash avoidance) tech.

For a start, its AEB system (with forward collision warning) operates from four to 250km/h, with pedestrian and cyclist detection in play up to 80km/h.

There’s also ‘Intersection Collision and Oncoming Mitigation with Brake Support’, ‘Steering Support’, adaptive cruise control, lane keeping assist, blind-spot warning (with cross-traffic alert), ‘Front and Rear Collision Warning’ (with mitigation support), hill start assist, hill descent control and a reversing camera with 360-degree camera view.

Then, there’s rear cross-traffic alert (with auto brake), ‘Park Assist Pilot’ (for parallel and perpendicular spaces), tyre pressure monitoring, automatic rain-sensing wipers, auto adaptive headlights, ‘Emergency Brake Assist’ and ‘Emergency Brake Light’.

But if an impact is unavoidable there are six airbags on board (driver and front passenger - front and side, plus full-length side curtains).

Missing is the increasingly common front centre bag designed to minimise head clash injuries in a side impact.

There are three top-tether points for child seats/baby capsules across the second row, with ISOFIX anchors on the two outer positions.

An active bonnet increases the distance between it and hard parts underneath to minimise injuries in a pedestrian impact, while multi-collision brake controls the car post-crash to lessen the chance of secondary collisions.

The X-Bow R is covered by a two-year, unlimited-kilometre warranty, and while service prices aren't capped, Simply Sports Cars estimates an average serve cost at about $350.

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.