Volvo 960 Reviews

In early 2021 Volvo got on the EV front foot with a commitment to phase out all internal-combustion engine (ICE) models, including hybrids, by 2030. Volvo Car Australia went one further and staked a claim for an all-EV line-up by 2026. But the Swedish brand walked all that back a bit in 2024, citing changing market conditions and slow infrastructure growth to arrive at its current 2030 goal of 90 to 100 per cent of global sales consisting of fully electric and plug-in hybrid models with a modest percentage of hybrids, if required. No matter which way you cut it, though, Volvo has been pushing the pure-electric vehicle barrow hard for some time and the EX90 is its current flagship. As its name implies the seven-seat EX90 is effectively a zero tailpipe emissions equivalent of the long-serving XC90 ICE SUV and the Plus variant we’re testing here is a single-motor, rear-wheel-drive entry grade sitting under the top-spec dual-motor, all-wheel-drive Ultra. Unlike many ‘base’ models the Plus boasts an impressively long list of included features for its $124,990, before on-road costs, asking price. Aside from the performance and safety tech we’ll get to shortly, standard spec highlights include: Four-zone climate-control Heated steering wheel 14.5-inch multimedia display 9.0-inch instrument screen Head-up display LED headlights (active), tail-lights & DRLs Power-adjustable steering column Rain-sensing wipers 20-inch alloy wheels Panoramic roof 360-degree camera view Synthetic leather trim Hands-free power tailgate Heated power front seats (with driver memory) Heated second-row seats Power-folding third-row backrests Bose audio (14-speaker with digital radio) Google Assistant, Google Maps and Google Play Store Wireless Android Auto/Apple CarPlay Wireless phone charging There’s more, but even that list is what you’d expect plus a little more from an SUV in this price bracket and our test example included half a dozen options including Bowers & Wilkins hi-fi sound ($3000), an electrochromatic panoramic roof ($1500), 21-inch rims ($1200), tinted rear windows ($1050), ventilated front seats ($1000) and Denim Blue metallic paint ($0). Price as tested is $132,740, before on-road costs. A strong alternative to the Cadillac Vistiq (from $116,000), Kia EV9 GT-Line (from $121,000) or Hyundai Ioniq 9 (from $119,668), all before on-road costs.   At just over five metres long, more than 2.0m wide and over 1.7m tall with a 2985mm wheelbase, the EX90 is a sizeable machine. The Charcoal upholstery and Light Ash wood trim elements on our test car lift the interior vibe, although the grind of family life would mean keeping the cleaning kit handy. Plenty of breathing space up front with loads of storage including big door bins, a lidded central box, cupholders, an under-console bay and a glove box (which no matter how many times we pressed the on-screen opening button refused to cooperate). The 40/20/40 split-folding second row seat is comfy and supportive with each section sliding individually to allow negotiation with those in the third row for extra legroom. The Volvo offers lots of headroom for me at 183cm tall and ample width, although the rear centre spot is best thought of as an occasional position. Cupholders, bins, vents and pockets aplenty. With the second row set for adequate legroom for me, the third row lines up as a kid-friendly zone doubling as emergency adult accommodation. Still, there are cupholders and storage bins back there. There are no less than six USB-C sockets throughout the cabin and a 12-volt socket in the boot. Speaking of the boot, its capacity is a handy 324 litres with all seats up, expanding to a generous 697L with the (power-folding) third row backrests lowered and 1316L with the second and third rows down. The power tailgate operates hands-free and there’s a 46L front boot under the bonnet. But the bad news is there’s an inflator repair kit rather than a physical spare tyre. Not good enough. Power in the EX90 Plus is provided by a single electric motor sending a healthy 245kW/480Nm to the rear wheels and claimed 0-100km/h acceleration is a snappy 6.8 seconds. The battery is a 92kWh NMC (Nickel Manganese Cobalt) pack which is good for a claimed range of “up to 479km” and the EX90’s 800-volt architecture means on a 300kW DC charger it goes from 10 to 80 per cent full in 24 minutes, which is average for this kind of set-up. Claimed energy use on the combined (urban/extra-urban) cycle is 21.6kWh/100km and over a mix of city, suburban and freeway running over a week on test we saw an average of 19.0kWh/100km. Not bad and a real-world range approaching 480km should be eminently doable. Once underway the EX90 Plus is an effortless, comfortable and stress-free drive. The front seats are great and although you can feel the car’s 2.6-tonne weight in quicker corners the suspension is well calibrated and the steering (adjustable through three settings) provides surprisingly accurate response and decent road feel. It’s quiet, which sounds like stating the bleeding obvious in an EV, but even in this context the refinement is serene. Acceleration is rapid, to the point where it’s hard to justify the dual-motor Ultra’s 500kW/870Nm and the adjustable regenerative braking works beautifully, although it’s worth noting the maximum single-pedal mode doesn’t bring the car to a full stop. There’s also a ‘Creep Mode’, which sounds disturbing but is designed to help you nudge ahead in heavy traffic as the car in front of you moves on. We gave it a try but ultimately opted for the off position. In fact, there are a thousand and one adjustments available through multiple vehicle set-up screens. Too many to detail here, but suffice it to say fine-tuning is a fun and worthwhile activity. That said, there are too many in-screen controls for my liking. Everything from the climate set-up to opening the glove box. Things like exterior mirror adjustment and steering wheel position are referred to switches on the steering wheel but it feels like an unnecessary complication. No surprise, active (crash-avoidance) safety tech is extensive with things like lane-keeping, speed limit warnings and driver attention alerts operating without undue interference. There are seven airbags on board if a sheet metal interface can’t be avoided. Although the EX90 tracks maintenance requirements and tells you when it's time for a service, the nominal interval is 12 months or 15,000km. A service plan covering the first three workshop visits will set you back a competitive $1490, and a Service Plan Plus, including wear and tear items like wiper blades as well as brake discs and pads doubles that number to $2990. Volvo’s five-year/unlimited kilometre warranty is still par for the course in the premium part of the market and there are 39 Volvo dealers across the country (with the exception of the Northern Territory).

Petrol- and diesel-powered cars are back on the agenda in Europe. France and Germany are brokering a deal to see the European Union will walk back from its 100 per cent CO2 emissions reduction target, opting for a 90 per cent reduction instead, according to a report in Auto News. The old rules would have completely phased out petrol- and diesel-powered cars by 2035, but the EU has changed its tune. The EU is expected to also remove any offset requirements for the remaining 10 per cent that would have required carmakers to pursue expensive low-carbon steel or alternative fuels. This news means European carmakers will continue to build internal combustion cars for the foreseeable future. Rumours of the EU rolling back its emissions targets started in 2025, when multiple reports speculated the ground-breaking ban was in doubt. President of the European Parliament’s biggest party, the EPP, Manfred Weber told German newspaper Bild in December 2025, the 2035 plans were “off the table”. Weber said that “there will also be no 100% target from 2040 onwards”, ruling out a complete combustion engine ban in the future. The rules have come under extensive scrutiny from key stakeholders, including German giant Mercedes-Benz. Chief Executive Officer Ola Kallenius criticised the inclusion of offsets as part of the rules in March 2026, with offsets now all-but officially ruled out. “I know the market for green steel and how unrealistic those expectations are,” Kallenius said. He also said the rules could trigger a collapse in demand and distort the market. New cars sold that emit high levels of CO2 incur fines for brands under Australia's New Vehicle Efficiency Standard (NVES). By contrast, brands earn credits for cars that emit no CO2. The federal government has no plans to ditch NVES and is targeting five million EVs on Aussie roads by 2035, but some carmakers have criticised the rules. Ford Chief Executive Officer Jim Farley said regulations like NVES force carmakers to build cars to satisfy the rules, not buyers. “What we’ve seen around the world with this kind of pressure on pure EVs is that ultimately all OEMs develop compliance vehicles,” Farley said. “They’re not designed for customers. They’re designed for the OEM to be compliant and they’re subsidised by the OEMs and the customers have great choice. “That’s not a natural market and over time that winds up not being sustainable. “Something your government, or any government, has to be very sensitive to around the CO2 glide path. We want to reduce our CO2 footprint, but there’s a level that the customer can’t afford, and not all duty cycles can be electrified.” The NVES regulator handed down the inaugural 2025 performance period for NVES in early 2026. Mazda accrued over 500,000 emissions debits, which was the most of any brand, while Nissan and Subaru rounded out the top three. The regulator will release details of the 2026 performance period in February 2027, before the rules get even tougher in years to come. Some hybrid models will start to incur fines under the scheme, while utes will also come under scrutiny.

Hybrid power is now mainstream for Aussie buyers.   It's an important choice for buyers transitioning from petrol- and diesel-powered cars to full EVs. Hybrid-powered cars are also important for brands as they seeks alternatives to internal combustion cars that incur fines under the New Vehicle Efficiency Standard (NVES). There are broad categories of hybrid cars in Australia, and each one has its own benefits for buyers. Here's a look at what hybrids are available, and which one might suit you best. Mild hybrid power is the first stage of electrification for cars. Mild hybrid cars can't drive on EV power alone, because they only use a small, low-voltage battery (usually) 48-volt, with a less than 1kWh capacity. The electric motor usual powers certain electrical features and the starter motor. They don't need to be charged, but they also don't offer noticeably better fuel efficiency than standard petrol- and diesel-powered cars. The popular Toyota HiLux ute is available with a 48-volt mild hybrid system, while Suzuki and Renault offer mild hybrid set-ups on some of their models. Conventional hybrid, plug-less hybrid or self-charging hybrid cars are popular in Australia. The engine works seamlessly with a bigger electric motor to maximise fuel efficiency. A conventional hybrid usually runs on electric-only power at low speeds or for short distances when cruising at higher speeds. The engine will kick in at higher speeds or when more power is needed, blending petrol and electric power. This makes fuels efficiency in urban environments or star-stop traffic better than what a petrol- or diesel-powered car would achieve. The battery in a conventional hybrid is charged by the engine and from regenerative braking, meaning the car doesn't need to be plugged in. The conventional hybrid car's battery is smaller than those in plug-in hybrid and fully-electric cars, and still requires a petrol engine to run. Toyota provides conventional hybrid set-ups on the vast majority of its Australian line-up, including its RAV4 SUV and Camry sedan. Other popular brands Kia, Hyundai and others also have affordable conventional hybrid variants on its popular models. Plug-in hybrids or PHEVs take hybrid power to the next level because they are equipped with a much larger battery and a more powerful electric motor set-up. PHEVs have a long electric-only driving range, with some capable of exceeding 200km, before the engine is needed to drive the wheels. Most new PHEVs have an EV range of at least 100km. This means daily commuters will rarely have to fill-up on fuel if they charge the battery every night. PHEVs also boast significant combined driving range as they have a regular sized fuel tank to power the engine, resulting in ranges of north of 1000km before the fuel tank and battery are depleted. Carmakers often claim PHEVs drink less than 2.0L/100km of fuel, but that requires owners to constantly charge their batteries and never let it deplete. Once the battery is depleted fuel use will skyrocket, as the small engine has to move around a heavy vehicle weighed down by the battery and electric motors. PHEVs suit a buyer with access to charging facilities, who also want outstanding fuel efficiency. Bigger Chinese vehicles usually employ PHEV set-ups, including the BYD Shark 6 ute and incoming Zeekr 8X and 9X. Range-extender hybrids, also known as Range Extender Electric Vehicle (REEV) or Extended-Range Electric vehicle (EREV), are gaining popularity globally. They are feature similar hardware to PHEVs, but work in a different way. The engine in a REEV's is used as a generator for charging the battery, and the wheels are driven by the electric motor, or motors, only. REEV's have an EV-sized battery that can also be plugged in to charge, giving these cars a driving range comfortably exceeding 1000km. Leapmotor's B10 and C10 SUVs use REEV set-ups in Australia, but the incoming Forthing Taikon 5 and the XPeng L03 will also employ the set-up when they hit showrooms. Nissan’s ‘e-Power’ hybrid system in the X-Trail and Qashqai SUVs employ REEV tech on a smaller scale, using the engine to power a small battery that powers the wheels, but this battery cannot be plugged in to charge.

Australia is about to receive a wave of new EVs before the end of 2026. EV sales are surging in Australia as brands beef-up their line-ups to provide further choice. Here is a look at some of the best models still to arrive this year. GAC will launch an ultra-affordable variant of its Aion UT electric hatchback before the end of 2026. This Standard Range variant is priced similar to the popular Geely EX2 that starts from $26,490 (before on-road costs). It should start at less than $30,000 drive-away when it gets here, given the current variant on sale starts from $31,990 (drive-away). It’s equipped with a 44kWh battery instead of a 60kWh unit, offering a driving range of 320km, compared to 430km, according to WLTP standards. GAC hasn’t confirmed performance output yet, but in China its front-mounted electric motor produces 100kW and 145Nm, which is less than the 150kW/210Nm available now. Kia will introduce its first fully-electric people mover, the PV5 Passenger, to the Australian market in 2026. The PV5 Passenger is the people mover variant of the PV5 Cargo already on sale Down Under.  Its performance matches the PV5 Cargo, with a single electric motor making 120kW/250Nm and its 71.2kWh battery expected to offer around 416km of range (WLTP). Kia hasn’t provided a more specific launch date than Q4 2026, but it’s likely to be closer to December. The Korean brand hasn’t revealed pricing yet either, but Cargo starts from $55,990 (before on-road costs), so buyers can expect the more expensive Passenger variant to sit between $60,000 to $70,000. The much-anticipated Zeekr 7GT wagon is due to land in Australian showrooms in Q4 2026. The fully-electric Euro-styled wagon will target a similar reception to its 7X mid-size SUV sibling that has taken the Aussie market by storm so far.  The 7GT is available in a rear-wheel drive configuration, making 310kW/440Nm, as well as an all-wheel drive variant, with 475kW/710Nm.  We still don’t know how much it will cost, but it could sit around the $55,000 mark, coming in cheaper than the 7X SUV. XPeng is looking to make the most of its new factory-backed operation Down Under. The brand will launch its L03 electric mid-size SUV in December 2026, priced from $41,900 (before on-road costs).  This means it’s cheaper than the Tesla Model Y ($58,900) and the Zeekr 7X ($57,900), while matching the Geely EX5’s starting price ($41,900).  The L03 comes as standard with a single electric motor, producing 163kW/280Nm, and a 445km driving range from its 58kWh battery.  There will also be a hybrid range-extender variant of the car that uses a 1.5-litre petrol engine to charge the battery and a single electric motor, making 178kW/280Nm. An updated Chery E5 small SUV will hit Aussie showrooms in late 2026. The E5’s budget-friendly status pits it against the BYD Atto 3 ($41,990) and Jaecoo J5 ($36,990, drive-away).  It offers the same performance as its outgoing model, with 155kW and 288Nm, while its 59kWh battery offers 430km of WLTP driving range.  It now has a larger 15.6-inch central touchscreen display and an auto-dimming mirror. The EX60 is the fully-electric counterpart to the XC60 - Volvo’s best-selling car of all time. The mid-size SUV will start from $86,900, and will tackle the BMW iX3 ($89,990) in the increasingly competitive electric SUV segments.  The RWD variant produces 275kW/480Nm, while the AWD makes 375kW/710Nm.  Performance increases up to 500kW and 680Nm on the more expensive P12 variant due in 2027.  Its initial variants will be equipped with either an 83kWh battery offering 610km or a 95kWh unit offering 660km of range, according to WLTP standards. GWM is about to launch a new hatchback variant of its Ora 5 EV in Australia.  The Ora 5 hatch will rival the BYD Dolphin and MG4 Urban in the affordable EV space.  It’s expected to have the same single motor found in the SUV variant, making 150kW/260Nm.  GWM has confirmed it has a 58kWh battery with a 435km driving range (WLTP). 

Before the first decade of the 21 century was up, there was evidence the cult of the SUV was well and truly gathering pace. Conventional sedans, hatchbacks and even station wagons were falling victim to the almighty SUV, and even station wagon stalwarts like Volvo were revisiting their future model plans. Which is why diverse Volvo V70 station wagon line-up of previous generations was pared back to just a single model – dubbed T6 AWD - for the 2008 launch of the third-gen V70. Gone were the cooking models and five-cylinder variants with and without turbochargers and in was a high-spec turbocharged six-cylinder V70 with all-wheel drive. In a packaging sense, this was still very much a classic Volvo wagon with a boxy outline and lots of room inside relative to its footprint. But the sharp-edged look of previous V70s was softened a little. And where did the previous V70’s customers go for their next Volvo station wagon? To the new XC70, of course, with its jacked-up ride height, tacked on wheel arch extensions, range of trim and driveline options (including a then-sexy turbo-diesel option) and SUV persona. Which left the V70 with its more conventional looks and stance as some kind of orphan. Thing is, it was probably the better of the two Volvos to drive, with better suspension control and the lower ride height making it more dynamic. A facelift in 2010 brought a revised engine with slightly more power and a claim of better fuel efficiency. In an overall sense, the V70 was a great car. It typified Volvo’s approach to sensible car-making at a time when the company was being pushed into the fashion-driven SUV world. But when you consider that even a Volvo SUV was never going to be an off-road vehicle, the plane-Jane V70 is now the smarter buy. With a very similar all-wheel drive system to the XC70, the V70 is all but as competent on slippery or loose surfaces. And nobody has ever complained about the versatility or practicality of a Volvo two-box wagon. Volvo has made its name on reliability, but like any modern car, increasing complexity can take its toll on this aspect. Because of that, Volvo’s once rock-solid reputation for going the distance had faded a little by the time the V70 came along, and it’s fair to say overall reliability was no longer any better than most other mass-market European brands. Volvo’s simpler (non-turbocharged, front-wheel drive) designs were much less likely to give trouble; proof that complex machinery is often more highly strung. The biggest reliability glitch experienced by the V70 was a tendency for some engines to consume excess oil. In the worst cases, entire engines were being replaced under warranty, and you’d like to think any V70s still out there have been fixed or never had the problem in the first place. A compression check prior to purchase would still be a good idea, however. Some V70s also suffered from poor shift quality in the transmission, and this was sometimes traced back to dirty fluid or a transmission that required a reflash. In a smaller number of cases, the clutches inside the transmission were subject to premature wear. Like any high-performance turbocharged engine, the turbo unit can have a finite lifespan and is almost considered a consumable item. Allow for this in your budget. The same goes for the individual ignition coils which can break down over time, and the V70 seems pretty hard on suspension bushes (probably a function of its 1800-plus kilo kerb mass) and all-wheel drive loads. Cars like this are also hard on brakes, but in the Volvo’s case, the advice is to replace not just the brake pads but also the rotors at the same time. This can get pretty expensive. Make sure all the interior electronics work properly, too. If these are on the blink, you could be chasing intermittent problems for a long time. Despite Volvo’s reputation for building safe cars, it’s interesting to note the V70 was recalled on a couple of major safety fronts over the years. A batch of cars built in 2008 was recalled to check the operation of the side-airbag system, while some cars built in 2010 and 2011 were recalled to check the front airbag deployment. Long after the third-gen V70 was discontinued, a recall notice was also issued to check for front seat belt mounts (cables) that could fray and fail over time. The V70 was also recalled to check cooling fan and fuel-pump operation, and you can check out these recalls in detail by visiting: https://www.vehiclerecalls.gov.au/. Early-build cars were the ones most likely to suffer from reliability issues, so the later the build-date, the better the car is likely to be now. The oil burning problems were reportedly solved by the time the 2012 model landed, so a car with an earlier build date is the one to avoid. People don’t tend to buy Volvo station wagons to look at them in the driveway. So, it’s not uncommon to see examples with 250,000km or even more showing. With proper servicing, this should not signal the end of the vehicle’s useful life, but you’d need to see proof of the correct servicing before handing over the money. The post-facelift version of the V70 had more power from the same engine, so it’s probably the one to choose. Beyond that, there’s not much of a decision to be made as the V70 was only available in one trim level and specification (T6 AWD). If you’re looking for more options in the same package, perhaps look at the previous model (the second-gen V7 from 2000 to 2007) which had a choice of petrol engine outputs, two- or four-wheel drive layouts and different trim levels to suit different budgets. Failing that, the XC70 that sold alongside the third-gen V70 offers turbo-diesel power. Roughies with really high mileage are around for less than $10,000 now, but there’s probably better value in spending closer to the low-teens for something with a service record and more moderate kilometres on board. Volvo is a huge global brand and its cars are sold around the world. So, even if you are struggling to find a part in Australia (unlikely) you can always cast the (inter)net wider and shop overseas for cheaper parts. Be wary of seller you aren’t familiar with, and check out buyer feedback to make sure you’re dealing with a reputable supplier. While earlier versions of the V70 were decent sellers for Volvo in Australia, this version was a pretty slow mover in the showroom. It’s unlikely more than a few hundred were sold which is why they’re now hard to find second-hand.

This plush family SUV has just been updated in Europe.  The Volvo XC90 is a three-row large SUV available in mild hybrid and plug-in hybrid petrol set-ups.  The Swedish-built XC90 tackles other luxury European SUVs the Audi Q7, BMW X5 and Mercedes-Benz GLE. It will now face tough Chinese competition, including the Australia-bound Zeekr 8X.  The XC90 will continue to be available with petrol or PHEV power for its update model.  Mild hybrid petrol variants use a 2.0-litre four-cylinder turbo-charged engine, producing 184kW and 360Nm, along with a 48-volt battery.  The plug-in hybrid also uses a 2.0-litre four-cylinder turbo-charged engine that produces the same 184kW and 360Nm, but an electric motor adds 130kW and 309Nm. This means the PHEV can accelerate from 0-100km/h in 5.2 seconds - more than two seconds faster compared to the petrol-only variant.  Its 41kWh lithium-ion battery has an electric-only driving range of 164km - more than double compared to before. It has a total driving range of 1100km, according to WLTP standards.  All variants use an eight-speed automatic transmission.  The interior features an 11.2-inch central touchscreen and Google’s Gemini AI assistant to plan trips and manage communication. The XC90 is expected to arrive in Australia in the second quarter of 2027. The car will launch in Europe later in 2026, so buyers can expect the new XC90 to arrive Down Under in 2027.  The XC90 currently starts in Australia from $97,990 for the petrol-only variant and $120,990 for the PHEV, both before on-road costs.  Pricing is likely to start around the $100,000 mark, but could incur a small hike on the previous model.  The XC90 is the bigger sibling of the XC40 and XC60 SUVs that are Volvo’s best-selling petrol-powered cars in Australia.  The brand’s EX30 small electric SUV is one of two models to have experienced sales growth in 2026, registering an increase of 36.4 per cent up to August 2026 compared to August 2025.

The ageing Volvo XC60 was set for the chop as part of bold plans by the Swedish brand to go all-electric but it's now been granted an indefinite stay of execution in the wake of slowing EV sales. To help keep it relevant, the near ten-year-old mid-size SUV, which remains Volvo's best-selling car globally, has undergone a huge facelift that heralds a big overhaul inside and out while under the bonnet the XC60 gets the firm's next-gen plug-in hybrids that deliver up to 200km of EV range. On sale in Australia from next year, it's expected the refreshed XC60 will continue to be priced from around $75,000 (plus on-road costs) for the entry mild-hybrid B5, with the most expensive T8 plug-in hybrid to cost around $90,000. Originally, the XC60 was primed to be replaced by the EX60 in the Swedish manufacturer’s line-up and, if you're wondering why the all-new, battery-powered successor wasn't adapted for combustion or hybrid power, engineers told Carsguide it wasn't possible without massive reengineering of its SPA3 platform that was designed specifically for EVs. That means the facelifted XC60 will continue to have to fight off newer opposition like the BMW X3, Audi Q5 and Mercedes-Benz GLC. In the flesh, the XC60, that is now the biggest-selling Volvo of all time with more than 3 million sold, gets a completely new front end, with the fresh fenders, bonnet and bumper that aligns it with the EX60 EV, and provides a cleaner, more modern look. A pair of new matrix LED lamps display a sharper take on the firm's Thor's hammer graphic, while at the rear new LED lamps and a restyled bumper provide a wider, lower look. Other changes are new 20- and 21-inch alloy wheels, plus a fetching Heather Bronze brown paint. Within, there's now the option of a Charcoal Nappa leather and non-leather options that can be blended with Brown Ash wood for the first time for a proper Scandinavian experience, although the cabin design remains dated. When it comes to tech an earlier facelift already upsized the infotainment to the car-maker's latest 11.2-inch hardware, with the Android based touchscreen running Volvo's most recent software that introduced Google Gemini, allowing for natural speech voice control and an AI-powered onboard assistant you can have a chat with when you're bored. As you would expect from the XC60 that was rated the maximum five stars for protection in ANCAP testing, safety has not taken a back seat with the updates and to ensure it will exceed new driver-assist regulations every single radar, camera and sensors have been replaced, with the tech run by a single processing unit that can now be updated over-the-air. Adding to its semi-autonomous armoury is a new door-opening alert, lane-change assist and a new 3D 360-degree camera view. Under the bonnet in Europe there are three powertrains – an entry B5 mild-hybrid, plus two plug-in hybrids. All are all-wheel drive and use a 2.0-litre turbocharged four-cylinder. The B5 produces 184kW and 360Nm of torque, for a 0-100k/h dash of 6.9 seconds. To provide for the long range both hybrids ditch the current car's 14.4kWh (usable) battery pack for a much larger 37.9kWh that still lives under the rear seat between the axles. To help offset the extra mass and to enhance efficiency there's an all-new e-motor that drives the rear wheels and produces 130kW of power. Combined, the T6 variant produces 262kW for a 0-100km/h sprint of 5.7 seconds. Now capable of travelling up to 200km on a single charge, the XC60 can travel almost 2.5 times further than the 79km the old version achieved and, with a full tank of fuel, the Volvo can cover a total of 1240km. When it comes to the EV range, that's 70km further than the Mercedes GLC 400e is capable of with its much smaller 25.3kWh (usable) battery. At the top of the XC60 tree is the more powerful plug-in T8 that pumps out 339kW for a 0-100km/h sprint of 4.8 seconds. Even on the larger 21-inch wheels, the most powerful Volvo mid-sizer can still drive up to 189km on electric power alone. AC charging is limited to just 11kW, with a 0 to 100 per cent top up taking 4 hours using a three-phase charger. Unlike other rivals, like the Mercedes GLC plug-in hybrid, the Volvo doesn't even offer DC fast-charging, which will limit its efficiency on longer drives. Chat to the people who have designed and developed the XC60, and they are convinced most owners will still prefer the Volvo, thanks to its longer 200km EV range. In fact, the Geely-owned car-maker thinks many Australians will never trouble the combustion engine on the Monday-to-Friday commute, making it the perfect alternative stop-gap between a combustion and EV, with added bonus of ultra-low running costs. Set to share the showroom floor with the Volvo EX60 EV (from $86,990 plus on-roads) that arrive in Australia with a range of up to 810km before the end of the year, exact timing, specification and pricing for the 2027 Volvo XC60 will be announced next year.

The Volvo XC40 and EX40 have no right to look this good. After all, the small SUV, built to rival the BMW X1, Audi Q3, Mercedes-Benz GLA and Lexus UX, first went on sale as far back as 2017, which makes it ancient. Most car models live for seven- or eight years before pensioned off, but the Volvo XC40 bucks that trend by quite a margin. Helping it outlive the opposition is a big 2027 facelift that freshen up its already timeless looks ahead of its launch in Australian showrooms next year. Full costs have yet to be announced, but a new entry B3 variant should make the combustion-powered version even more attractive with a price of entry to around $50,000 (plus on-roads) – $5000 less than the B4. Last refreshed back in 2022, the latest updates are the biggest yet. Drawing plenty from the all-new EX60 mid-size electric SUV, the trio of small Volvos sports an all-new front end that adds a fresh bonnet, fenders and front bumper that's claimed to simplify, modernise and package a pair of all-new matrix LED lamps that display a sharper take on the firm's 'Thor's Hammer' graphic. With a narrower front grille and revised air intakes, the combustion version mimics the more closed-off EX60's snout while looking lower. Along its flanks there have been few changes other than the addition of a set of handsome solid diamond-cut 20-inch alloy wheels that feature a triple two-spoke 'V' graphic. The combustion and all-electric versions score a new tailgate, a pair of restyled lamps and a fresh bumper that are said to create the illusion of a wider SUV. Inside, there's no disguising the small Volvo's advanced years, even with the addition of upgraded ambient lighting and more premium materials. What has improved the cabin is the introduction of a larger 11.2-inch centrally mounted infotainment system that replaces the old 9.0-inch version that runs the Swedish firm's latest operating system and embeds Google's Gemini that features an AI-powered assistant that you can have a natural conversation with. More unseen tech includes replacing the small SUV's radars, cameras and ultrasonic sensors for more sophisticated driver assist experience, that now includes lane change assist and a 360-degree camera view. Under the bonnet there's little change, with either the mild-hybrid or all-electric powertrains currently offered in the range – with one exception. When sales start next year Volvo Cars Australia says it will sell the entry B3, sold in Europe, that will lower the price of entry to the XC40 range. Powered by the same turbocharged 2.0-litre four-cylinder mild-hybrid as the 145kW/300Nm B4, the base XC40 produces 120kW of power and 265Nm of torque for a 0-100km/h dash of 8.6 seconds (1.0 second slower). Fuel consumption is identical to the punchier B4 at 6.5L/100km on the WLTP test cycle. Prefer battery power and the EX40 comes with the upgraded all-electric powertrains introduced last year. That means in Australia the most affordable Volvo EV will be kitted out with a single rear motor that pumps out 175kW/420Nm and is combined with a 79kWh battery (usable) for a range of around 520km. A second dual-motor version produces 300kW and 600Nm with the 79kWh that still covers up to 500km on a charge. The drawback is DC charging is limited to 205kW, with a 10-80 per cent top-up taking 28 minutes, versus the 22 minutes the all-new Mercedes GLA 350 4MATIC takes. It's thought the Volvo XC40, all-electric EX40 were not supposed to live this long, but the global slowing transition to EVs has thrown it a lifeline and the current small SUV might now live beyond 2030. Despite elderly, last year out of the 7239 cars Volvo sold Down Under the XC40 was easily the Geely-owned brand's best-selling car with 2630 finding homes, although that number was 16.3 per cent down on the year before. In second place was the current XC60, with 2067 deliveries. Originally, the mid-size Volvo SUV was supposed to be replaced by the battery-electric EX60 but the near ten-year-old XC60 will now also be facelifted one final time.

Motoring journos spend a lot of time in all manner of cars, and with the increasing pace of change brought on by technology, new brands and electrification, we’re constantly reassessing what a good car should be. The fundamentals stay the same, of course, but car brands are increasingly trying new things. Sometimes they work, sometimes they should go back to the drawing board. Some of these are widespread, and some remain rare oddities, but it would be great if all of them vanished. I need to get this one out of the way first because if I don’t mention how driver assists are ruining the driving experience in some cars, I’ll be called out in the comments. In a lot of cases I actually think driver assists are becoming better tuned and brands are realising we would like easy ways to turn them off, but there are still lane-keeps and driver monitors that would drive a saint to swear. The traditional method of pulling a lever down to ‘drive’ has always worked well, everyone quite naturally knows how to do it. I’ll even concede that the return of column-mounted shifters is a nice way to clear-up space in the centre console, as long as the direction you need to pull the shifter follows logic. But ever since a gear selector dial in a Ford Focus ST-Line wagon caught me off guard in 2019, I’ve seen more odd shifter methods creeping in.  From individual buttons on the dash (Jeep Avenger) to the swipe on the screen for each direction (Tesla), these methods are annoying to use in a hurry. If you’re in the middle of a three-point turn and you have to look at what you’re doing with your hands to get the car into reverse, a designer somewhere has failed. The biggest culprit for weird and unintuitive door handles is, to most people, Tesla. Many have commented on being confused when faced with entry to a Model 3 Uber that’s pulled up to the kerb for a pick-up. Tesla is not alone in this, however. On the inside, the current Ford Ranger and Ford Everest have ‘squeeze’ handles, many new EVs have buttons to open, and other new car doors have handles that open incongruently with how your arm moves as you open the door to exit. On the outside, the Zeekr 7X has exterior buttons on the b-pillars to open the doors electrically, some cars have retractable handles so they sit flush with the door, and others have similar frustrating handles that you must first ‘press’ to pop-out before you can open the door. Not only is it frustrating for your passengers, but it can also be unsafe in an emergency. RFID (short for ‘radio frequency identification’) or NFC (near field communication) functions are pretty handy for plenty of things: contactless payments, building access fobs, even your toll pass or data transfer. More specifically, NFC has been adapted by some brands to cards used to unlock and even start new cars, like the Volvo EX30 or the Leapmotor B10. Tap the card in the right place (like the b-pillar or the driver wing mirror) and the car unlocks, then place the card in the centre console slot and the car starts. No fobs with buttons for unlocking your car on approach or unlocking it from a distance. Inconvenient? Very. Annoying? Yes. And it means you have to find somewhere to keep the card rather than just having the fob on your keyring. The implementation of the central touchscreen in new cars has become an anathema to convenience. It’s now an easy way for designers to create ‘sleek’ environments and for engineers to save money on buttons. It’s also now allowing some manufacturers (Volvo, you again) to move some otherwise out-of-the-way controls to a digital home. The electric seat adjustments that used to sit on the side of the seat or on the door, the side mirror adjustment controls that could once be found by the window, and in some cases the steering column adjustment controls - all now on-screen controls as far as Volvo is concerned. It’s not alone, as some new Chinese brands are doing the same, but it’s especially disappointing from the brand that once made the three-point seatbelt design public domain in the interest of safety over profit. I think cars that make sounds on unlock and lock, akin to a PC or old Macintosh startup sound, are more embarrassing than actually annoying but they’ve made the list nonetheless. I don’t need my car to chime away when I unlock it in the car park at work, especially not when people are already looking at the car and trying to figure out what it is. I’m looking at you, Zeekr and now GWM. Some of them are loud, some of them can be disabled, all of them are unnecessary.

Volvo is reportedly working on a next-generation version of its plug-in hybrid (PHEV) technology and it’s understood it will be applied to a series of vehicles. While it’s virtually guaranteed that this new Volvo PHEV system will make its way into a number of SUVs, new information indicates that it may power a successor to the S60 sedan. Tentatively dubbed the S70, a heavily camouflaged prototype has been spied in China. It’s understood to be based on the Lynk & Co 10. Official details are few and far between for now, but it’s understood it could be revealed before the end of 2026 and may initially be for the Chinese market, like the XC70 SUV. Based on this, digital artist Sugar Design has whipped up some renders of this forthcoming PHEV sedan. The digital renders of the forthcoming, so-called Volvo S70 show it has some design similarities with the XC70 PHEV SUV. There’s a faux front grille, large diamond-cut alloy wheels, flush door handles, as well as an elliptical tail-light design. Another notable design point is the LiDAR mounted on the roof which indicates that the car may have some level of semi-autonomous driving capabilities. No renders of the interior have been made yet, however a spied prototype showed it will have a central roller and button cluster like the new XC70, EX60 and ES90. At this stage we’ve only seen a sedan version of this forthcoming Volvo, however Sugar Design has mocked up what a wagon counterpart would look like. Tentatively dubbed the V70, it looks virtually identical to the S70 renders, but has a longer roofline, as well as a more upright tailgate and tail-lights that look more like the XC70. It’s unclear whether Volvo actually intends to produce a wagon version of the forthcoming S70. If it does, it could be a successor to the V60 which was axed during 2025. No official details about what may power the Volvo S70 and V70 have been confirmed yet, however PHEV power is likely. Given reports have indicated that the Lynk & Co 10 may form the basis of these cars, this potentially points to what may be on offer. The Lynk & Co 10 is powered by a PHEV set-up combining a 1.5-litre turbocharged four-cylinder petrol engine with two electric motors. Total system output is 390kW. The electric motors are fed by either an 18.4kWh or 38.2kWh lithium iron phosphate (LFP) battery pack, allowing up to 100km or 192km of CLTC claimed electric range, respectively. It’s understood that the forthcoming Volvo S70 sedan could be revealed before the end of 2026. Like the Volvo XC70, it’s expected the S70 will likely be aimed primarily at the Chinese market where sedans are still popular. However, export markets may be on the cards. While the S70 seems closer to production reality, it’s unclear whether Volvo actually plans to produce a wagon counterpart. No spied prototypes have been caught yet. If Volvo does plan to launch a new electrified sedan and wagon, the pair would form as successors to the S60 and V60.