Volvo XC60 (2025 - ) review

Without getting too bogged down in the technical differences between mild- and plug-in hybrids (MHEV and PHEV in the jargon) Volvo offers the XC60 with both, which it lists as separate model lines on its website. Given we’re talking running costs here the B6 mild-hybrid is the better choice for private buyers for the fact it costs a lot less upfront, even if it’s not quite as fast or economical as the T6 and T8 plug-ins. If you’re a company buyer you’ll potentially claw back that extra cost in tax and Benefit In Kind savings, while those with facility to hook up to a home charging point every night can waft around on short daily trips without ever needing the petrol engine at all. No XC60 is cheap to buy, though, and you need to go up to at least the second of the four trim levels to really enjoy the proper premium vibes.

The data is nearly as old as the XC60 itself but the 2019 JD Power Vehicle Dependability Study ranked Volvo 10th out of 25 in the overall manufacturer table, and it was far and away the highest-scoring premium manufacturer. Given the fundamentals of the car are the same we see no reason that should have changed, the build quality reassuringly solid even at a superficial level.

The XC60 is one of the safest SUVs you can buy. As well as all the crash protection you’d expect, it comes with a range of extremely advanced safety features to help prevent you having a collision in the first place, many of which it was the first to bring to market. We’re a little disappointed the most useful – Volvo’s ‘BLIS’ blind-spot warning system and rear cross traffic alerts – aren’t standard on the base trim but the Pilot Assist part-autonomous motorway control (where fitted) feels a lot slicker and more trustworthy in operation than the equivalent system on the newer EX30.

We should caveat the upgrade to a full five out of five here with the fact we tested top-spec versions with wafty air suspension and double-glazed windows for improved sound insulation, this also including all the trimmings like ventilation and massage for the already excellent front seats. Other XC60 models get by with more conventional suspension and less in the way of powered adjustment and suchlike for the seats but previous experience demonstrates it’s a fundamentally very comfortable car in all forms, in keeping with Volvo traditions. Rear seat space is decent in both leg- and headroom, though there is a bit of a lump in the middle of the floor where the hybrid batteries sit, meaning a raw deal for middle seat passengers. Integrated, fold-out booster seats are a free option on fancier trims and typical of Volvo’s family-focused features, while the boot is plenty big enough for all your clobber. It’s also a powerful towing vehicle if you like taking your holiday accommodation with you.

Most of the updates to this improved XC60 are blink-and-you’ll-miss-them subtle. Sadly, the same can’t be said of the gigantic, vertically orientated screen mounted like a crudely tacked on iPad rather than neatly integrated as it was before. Seemingly, size does matter when it comes to tech and such is the price of progress. The processor behind it is, apparently much faster and snappier than before and if your life is Google-powered you’ll be in your comfort zone given the full integration into the tech giant’s wider ecosystem of maps, apps and entertainment with a four-year subscription as standard. Apple users aren’t totally forgotten, thankfully. Other new features include fresh wheel designs and colours, a quick dip into the configurator revealing you need to go at least one grade up from the base Core and to Plus trim to score the more premium touches like the Orrefors crystal gear selector, groovy driftwood trim, heating for all four seats and more. Worth every penny, we’d say. As is the frankly incredible Bowers & Wilkins stereo on the top Ultra trim level if you’re an audiophile and want to feel like you’re a member of the orchestra/your favourite band rather than just in the pit with the audience.

Little surprise diesels have exited stage left and all XC60s now use the same 2.0-litre turbocharged petrol engine boosted by various levels of hybridisation. For all-round use the standard B6 mild-hybrid is probably plenty but the effortless waft of the T6 and T8 plug-ins feels worth the extra cash. We tried the top-level T8, which apparently has some very impressive numbers. Frankly we were less bothered about that, and instead appreciated the effortless acceleration and superb refinement, the petrol engine only audible under hard acceleration and even then only as a distant hum. At lower speeds you can, meanwhile, waft around on electric power alone for the best part of 40 miles. We’ve not always been convinced by plug-ins but, in the XC60, this truly feels like the best of both worlds.