Volvo V60 vs Volvo XC90

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. 

It’s a credit to Volvo that the XC90 feels like a new car, even with its older underpinnings. This latest update has successfully addressed areas that needed the most attention, namely the multimedia system, interior and exterior design. The electric driving range now feels somewhat old school compared to the numbers some manufacturers can achieve these days. A lot of PHEVs now exceed 100km EV range and buyers are starting to expect that. And setting up the third row takes way too much effort to want to do it regularly. The new Volvo XC90 is a comfortable, engaging and properly premium family SUV and the updates have only improved what was already a solid offering.

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. 

Back in early 2015, I attended the international launch of the second-generation Volvo XC90. At the time I thought it was a handsome SUV, with Volvo successfully interpreting what is essentially a big people-hauling box on wheels with typical Scandinavian flair.

There’s been a facelift since then, but this latest refresh brings the XC90 bang up to date.

New elements include a modern take on the 'Thor's Hammer' LED headlights, and a new bonnet and grille with an updated diagonal logo spread across the car's face. At the rear the only change is slightly darker tail-lights.

The new grille in particular looks great, and with all of the blacked-out elements of the T8 - grille, lower air intakes, parts of the apron, mirror caps, roof rails and window surrounds - it looks quite cool, especially contrasted with the test car's 'Crystal White' paint. It has elevated the overall look.

Inside, Volvo has made big changes, mostly with the dash and console. It retains the familiarity of other Volvos, but is much more in keeping with its new all-electric EX90 sibling.

It still has a horizontal theme, but with cool new vertical air vents. The new multimedia screen fits well into the dash layout, and isn’t over sized. It’s the ideal size at 11.2 inches. There are a few buttons underneath but not many.

The mix of materials used at the front of the cabin includes ‘Grey Ash’ wood, piano black, chrome, metal-look speakers, grey fabric and soft touch as well as hard plastics. It sounds like it would be too much but it works well.

Volvo has always been a leader when it comes to car seats and the new XC90 is no exception. The beautifully designed ventilated charcoal Nappa leather seats look and feel stunning. The tiny Swedish flag is a nice touch, too.

The engine start/stop button and the crystal selector add a touch of glamour to the cabin. Overall, the XC90 feels properly premium inside, still with a Scandinavian bent. Just lovely.

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.

Any dedicated seven-seat family SUV needs to nail practicality and when it comes to the Volvo XC90, there are clear pros and some surprising cons.

One of the many pros is the seats. As mentioned, they look schmick, but are also supremely comfortable and offer the perfect level of bolstering and support. The T8 has a seat adjustment memory function that can be programmed into the driver profiles that also tailors other functions to suit different drivers.

The quality of the materials and build quality of the cabin is largely impressive. Even the damping of the indicator stalk has a feeling of high-end quality.

Volvo’s digital instrument cluster is clear and easy to navigate, once you work out what the buttons on the steering wheel do. They don’t have words on them so it takes a while. The driver’s manual comes in handy for this.

The big story in the cabin is the new 11.2-inch multimedia display. Volvo uses a Google platform and the car comes with Google Services which includes Google Assistant voice control, Maps and Play.

I’m a fan of Apple CarPlay and once I have assessed a car’s in-house multimedia system I often defer to CarPlay. It’s simple and familiar. But aside from using CarPlay to connect once, I used Volvo’s system for the vast majority of my time with this car.

Logging into your Google account means your favourites come up on the map and there is no downside to functionality. If I had the car for longer I would've added Spotify to the system and logged into that, too, but I was happy listening to digital radio on the phenomenal 19-speaker Bowers & Wilkins sound system.

The screen takes some familiarisation, but once you understand the home keys and how to switch between apps, it’s a pleasure to use. It has a clear layout, nice graphics and is responsive. Yes, the air con controls are mostly housed in the screen, but if you tap the lower part of the screen the entire climate menu appears. It is light years ahead of Volvo’s previous screen set-up.

Most functions are housed in the screen, although there are buttons just under the screen for volume and audio on/off, front and rear demisters, hazard lights and a button to open the glove box.

Storage up front is just okay. The console houses shallow cupholders and a handy upright phone holder, as well as the device charging pad. It’s a shame there’s no under console storage, but the transmission tunnel might be too chunky for that.

The shallow central bin houses two USB-C ports and a 12-volt outlet. Bottle storage is decent in the front door cards.

The panoramic sunroof only has a sheer blind (it’s powered) which is less than ideal in a country like Australia. It’s been fine in winter but I’m curious to know what it’s like in the height of summer.

The second row features manual window blinds to keep your little ones cool.

There’s some back support for the second-row seats but the base is flat. Some of the seat fabric in that row looks like it doesn’t quite fit, but I think that’s the nature of the leather with the intricate designs.

In terms of space, there’s ample leg, toe and headroom, and the rear backrests recline for extra comfort on long trips. The bases roll forward and back and the seats are split 40/20/40.

Kids will likely fight over who has to sit in the middle seat because the combination of an intrusive transmission tunnel and the rear of the front centre console protruding into the space means it is not a great seat.

Occupants have access to chest and knee-level air vents, heated seat and digital climate controls, map pockets, two USB-C ports and a central fold-down armrest with a fiddly cupholder mechanism. The rear doors will only house small, narrow bottles.

Accessing the third row of the Volvo is challenging. For starters, to move the second row seats forward you need to use the lever at the top of the seat and the roller under the base to move them. And they are heavy seats. That leaves just enough of an aperture to get into the third row.

But first you have to raise the third row. Sadly there’s no lever in the boot area to quickly raise or lower the third-row seats. You have to either climb into the boot and reach for the lever at the top of the seats, or reach through the back door and try and raise them that way. And again, they are heavy.

It is a deeply unintuitive system and leaves you exhausted and frustrated. Especially when you consider other seven seaters have a much more functional and lightweight third-row arrangement.

Once in the third row, it’s clear it is for humans with tiny legs only. It is not a space appropriate for six-foot tall men like me, even for short distances. You do get ample headroom, air vents, cupholders and storage boxes on either side that open up to show a kid-friendly spider web design with a friendly looking spider. Cute!

The seats fold flat into the boot floor and the loading lip is level with the floor so loading heavy or long items should be a breeze. You can adjust the air suspension from the boot to lower the height further which is always a handy feature.

It comes with a solid cargo blind but you need to remove it if you want to raise the third row. When putting it back in, it catches on the third-row seat belts, so it’s not the best design.

In terms of boot features, the Volvo comes with a household charging cable that is housed neatly under the boot floor in a stylish bag. Many PHEVs and EVs still don’t have a dedicated spot to house a cable so you have to take up boot space with a chunky cable bag. Good job, Volvo.

It has a powered tailgate, a few nooks and a pair of 5.0kg hooks. However, it doesn’t have a spare wheel of any description. Just a tyre repair kit. This is due to packaging restrictions, but it’s never an ideal solution.

In terms of space, the Volvo can swallow 640 litres of cargo with the second row up and 301L with all three rows in place. That latter figure isn’t bad compared to some seven-seaters.

The pre-update XC90 soldiered on for 10 years and Volvo has, at various points, offered multiple powertrains, including a diesel. Not anymore.

Volvo now offers just two distinct powertrain grades for the XC90, the B5 Bright mild-hybrid from $104,990, before on-road costs, while the T8 plug-in hybrid I am testing tops the range at $130,990.

There’s an increase in cost over the pre-update versions of about $5000 for the B5 Bright and $2600 for the T8 PHEV, but the XC90 remains more affordable than rivals like the Audi Q7, BMW X5 and Mercedes-Benz GLE for equivalent grades.

On top of that, the Volvo is the only dedicated seven-seat premium plug-in hybrid SUV on the market.

The B5 Bright comes standard with a decent amount of gear including Google Services, keyless entry, a power tailgate, 12.0-inch digital driver’s display, wireless charging, powered front seats with heating, cooling and memory functions, wired Apple CarPlay and a new 11.2-inch digital touchscreen with over-the-air updates.

It also gets four-zone climate control, heated rear seats, a 360-degree camera and a crystal gear shifter by Orrefors.

Step up to the T8 PHEV and you gain a 19-speaker Bowers and Wilkins audio system, a panoramic sunroof, heated steering wheel and more.

There is a lot of standard gear packed into both XC90 grades. It can’t match the value of rivals like the Lexus RX and Genesis GV80 but it offers better value than some of those European rivals.

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.

Two powertrains are available in the new XC90, both with all-wheel drive.

The B5 Bright comes with a 2.0-litre four-cylinder turbo-petrol engine with 48-volt mild hybrid assistance offering 183kW of power and 350Nm of torque. It can dash from zero to 100km/h in 7.7 seconds.

The version I’m testing has a 233kW, 2.0-litre four-cylinder turbo-petrol engine with a plug-in hybrid system that uses a 107kW electric motor and an 18.8kWh, 400-volt battery.

The total system output for the T8 PHEV is 340kW and a meaty 709Nm. It uses an eight-speed automatic transmission. It can complete the 0-100km/h sprint in a brisk 5.3 seconds.

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.

The mild-hybrid XC90 B5 Bright has an official fuel use figure of 8.1 litres per 100 kilometres, which is on the thirsty side, although it is a 2.5-tonne SUV.

Officially, the XC90 T8 Plug In Hybrid sips just 1.8L/100km on the combined (urban/extra-urban) cycle, but as with any PHEVs, unless you charge your car religiously and never drive far enough to deplete the battery, that figure is extremely hard to achieve.

I charged the car regularly using my home wall charger (two to three hours for a full charge) and the fuel gauge barely moved.

After a week of mixed driving my final fuel economy figure was 3.4 litres per 100km, which isn’t too bad.

The XC90 T8 has a 3.6kW onboard charger and a Type 2 plug so it’s only capable of AC charging. It is not compatible with a DC source so no fast charging on the go.

The official electric driving range according to Volvo is 77km, which feels a little old school compared to the many PHEVs landing on the market now that have an EV driving range in excess of 100km.

The offical figure also seems somewhat optimistic because the most I got on a full charge was 60km. Anecdotally, I have heard it can get up to 70km after a charge, it just didn't get there in my time with the XC90.

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.

For a tall, large and heavy SUV, the XC90 has an excellent driving position. You feel hunkered down in the driver’s seat; it’s almost sporty!

Those healthy power and torque figures translate well on the road. It is properly quick off the mark and picks up pace rapidly when already at speed. You do need to work out the trigger point for the accelerator because if you give it too much it feels a little like a slingshot.

The transition between the electric motor and the petrol engine is noticeable, but it’s still smooth. It’s not harsh or clunky like some hybrids and PHEVs. Similarly, the eight-speed transmission is so smooth it rarely makes its presence felt. It's a lovely match for this powertrain.

On that, the cabin is incredibly well insulated. It’s a hushed ride at any speed. Again, you’ll hear the engine kick in but it has a nice note so that noise is welcome.

The powertrain has several driving modes including 'Pure' (EV only), 'Power' (for added performance) and 'Hybrid'. Hybrid is the go-to and 'Auto' allows the system to determine when the petrol engine kicks in. This is the best everyday mode.

Volvo understands the XC90 is more than just family transport and has engineered it in such a way that it offers a surprising level of dynamism.

It’s flatter in corners and bends than you expect of a car of this size and weight. It has a balanced chassis, likely helped by the air suspension, with minimal body roll and little lateral movement inside. Impressive.

It has enough grip on looser surfaces, aided by the all-wheel drive set-up.

The ride quality is more composed and refined at higher speeds, regardless of the road conditions, managing potholes and the like quite well. Volvo has tweaked the suspension tune as part of the update for this very reason.

At lower urban speeds, it’s not quite as calm. You’ll feel speed bumps and potholes and it's a little jiggly on rough surfaces. The low profile (275/35 R22) tyres are partly to blame here.

With that said, it’s not enough to dampen the overall XC90 drive experience. It is a lovely car to drive, whether cruising on freeways, country road blasts or city commuting.

Its underpinnings might be 10 years old, but the XC90 feels as fresh to drive as many of its rivals.

Volvo’s reputation for safety is hard to beat, so as expected the XC90 comes with a solid list of standard safety gear.

The safety tech includes auto emergency braking (AEB) with pedestrian, vehicle and cyclist detection, low-speed rear AEB, blind-spot monitoring with a cross-traffic alert and a ‘Run-off road Mitigation system’ that uses steering and braking to edge you back into the lane.

It also gets a front and rear collision warning, traffic jam assist, adaptive cruise control, lane keeping aid, tyre pressure monitoring, post-impact braking, an adjustable speed limiter and more.

One thing it doesn’t have is an ANCAP crash safety rating. It was awarded a maximum five stars back in 2015 but that rating has expired and Volvo says there are no plans for the car to be re-tested.

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 XC90 is covered by Volvo’s five-year, unlimited kilometre warranty, and the servicing schedule is every 12 months or 15,000km, whichever comes first. These are similar terms to other premium brands in Australia.

Buyers can opt for one of two capped-price servicing packs, costing $2380 for three years and $3870 for five years.

This pricing is a little more than the BMW X5 but quite a bit more affordable than the Mercedes-Benz GLE.

The Swedish brand used to have a reputation for over-priced servicing but it’s sharpened up its offer considerably in recent years.

Volvo has around 40 dealerships located across Australia and conducts its servicing in-house at the dealer.