LuxuryCarMagazine En Luxury Car Review and News
Like VW, when Volvo comes up with a strong model, do they ever do their best to get the most out of it.
Review Overview
Styling - 70%
Driving Pleasure - 65%
Performance - 65%
Driving Comfort - 85%
Interior Space - 70%
Fuel Economy - 65%
Winter - 90%
73%
Take this V60 Cross Country, for example. It’s the third (well fourth, to a degree) Swedish Sled to use the V60 as a jumping off point; first there was the standard V60, then the V60 R Design, then the V60 Polestar and finally, the V60 XC. When you consider that there are S60 sedan versions of all but one of these (for now; the S60 Cross Country arrives next year), well, you have to wonder where Volvo would be without its P3 platform.
But I digress. We’re here to look at the V60 XC, and what Volvo’s doing to take on the Audi Allroad and the upcoming VW Golf Sportwagen Alltrack. It also serves as a less-lumbering alternative to the old XC70/V70 Cross Country that has been serving duty in Volvo’s line-up since 1998.
Starting at $47,100 MSRP, the “XC-ness” of this particular V60 is immediately visible, thanks to the 65-millimetre higher ride height and plastic cladding around the wheels and rocker panels. It’s there to help keep your paint as unblemished as possible on the way up to the cabin. There’s also front and rear skidplates, so whether you actually make use of them or not, your V60 will at least look more rugged than others. The wheels seen here, meanwhile, are 18 inchers and the only option for the XC, but they are unique in that they can’t be had anywhere else in the V60 line-up. Still, it’s hard not to see the lack of wheel choice as a bit of a cost-saving measure above all, although you will get a softer ride with the smaller-diameter wheels; I’ve sampled V60s with 19-inchers and the ride can be a little harsh.
Inside, not much has changed; there are some optional leather seats with brown contrasting stitching (seen on our car, at a cost of $500), and that’s pretty much where it ends. The rest is all V60, right down to the overly-busy centre stack that’s finally being replaced with the debut of the new XC90 SUV.
That’s a good thing, because the keypad’s buttons are small, and the way the infotainment, climate and driver aid controls are all part of the same button group is not all that logical. It’s like Volvo’s still stuck in a time where more buttons meant more tech, a time when knobs and sliders were decidedly old school. I am, however, a big fan of the storage bin behind the centre stack; it’s perfect for keeping phones and wallets out of sight.
The modifiable gauge cluster isn’t bad, although it does take a little while to figure out how to navigate through the displayed info. If you’re familiar with modern Volvos, then it’s no problem, but learning to use the combination of the indicator stalk-mounted scroll wheel and button is a little awkward at first.
Back to the seats. Aside from looking fantastic in their black/brown colour scheme, they are just so very comfortable. Volvos are known for their seats, and the thick padding and styling of the items in the V60 XC is no different. Yes, they’re only adjustable eight ways, but when your seats are so good in the first place, well, it just doesn’t matter as much. On the colouring: as cool as the black/brown is, a set of very luxurious-looking Beechwood Brown seats is also available for the same $500, and they look very, very good and almost more in keeping with the outdoorsy, XC mantra. Single-tone leather seats come as standard, but you can also select fro Volvo’s T-tec cloth seating, if you prefer. It’s nice to have the option, that’s for sure.
There are no options when it comes to powertrain; well, actually, there’s one: the 250 hoprsepower, 266 lb.-ft. T5 turbo five-cylinder unit that has been making its rounds through the Volvo line-up for years now. It’s mated to a 6-speed geartronic transmission which can be used in manual mode, but doesn’t feature a paddle shift option. That’s really too bad, as the powertrain is a fairly sporty one and you’d like to have that one extra element to really drive the sportiness home.
Power comes on fairly smoothly, although you won’t be getting quite the kick in the pants you get with the six-cylinder option found elsewhere in the line-up. Still, once you do get the turbos on boil (peak torque arrives at 1,800 r.pm.), forward progress is brisk enough.
Then again, if you’re going to be using the XC for what Volvo thinks you will—camping off the beaten path, canoe trips, bike trips (both canoe- and bike-capable roof rack additions can be specced directly from Volvo, as well as all manner of rear cargo organizers/dividers), then the lack of paddle shifters probably isn’t going to be that big of a deal.
Indeed, a capable all-wheel drive system—which the XC has—and easy loading are probably going to be higher up on the wish list, and the XC should satisfy those demands.
They had better, because if you have plans on really pushing the V60 XC on twisaty tarmac, you’ll probably find that it’s not really designed for that. Pedal feel is a little mushy, the Haldex AWD-system—while great for low speed, off-road work—is not tuned to deliver superb handling on fast, bendy roads and as a result, the XC doesn’t feel like that agile of a car. Which is OK because there are other V60 models that are better at that, so be sure you plan on doing what the Cross Country is all about, and that’s, well, crossing the country.
Which, it has to be said, is not necessarily a bad thing. It’s nice that Volvo has given us a car that truly works as is intended, and doesn’t try and be a hundred other things to a hundred other people. Really, in this world of the jack-of-all-trades crossover, stuff like the V60 Cross Country is actually rather refreshing,
