Volvo sold the XC60 for almost twenty years. It became their best-selling model of all time, knocking the legendary 240 off the perch. 2.7 million units. Globally.
Now the electric successor has arrived.
Meet the EX60. It sits in the lineup between the smaller EX40 and the flagship EX90. Announced in January it’s rolling out across Europe now. If you live in Australia? You wait until late 2026. Q4. Maybe later.
Price and Trims
Money talks. The P6 RWD Ultra starts at roughly $87,00 before on-road costs. The all-wheel drive P10 Ultra costs around $102,000 plus taxes and fees.
It slots under the upcoming BMW iX3. The Audi Q6 e-tron hangs somewhere in the middle, starting at $99,90.
There are hints of more models. A Cross Country? Yes. A high-performance P12? Probably. An entry-level variant? Who knows. Volvo keeps the cards close to their chest.
Interior: Wool is King
Most brands copy the Scandinavian look now. Clean lines. Wood trim. Empty center consoles. Volvo decides to beat them by just… being Volvo.
The cabin is beautiful. The P6 Ultra wears a tailored wool blend on the seats. 30 percent wool, 70 percent recycled polyester. It’s weirdly one of the coolest things I’ve ever seen inside a car.
Move up to the P10 and that wool vanishes. You get Nappa leather or Nordico. It’s called a leather alternative. But the wool was better. It felt warmer. More unique. Switching back to leather feels like a step backward in personality, even if the stitching is perfect.
Everything feels solid. Screwed together tightly. These were pre-production testers. They held up well.
The surfaces feel high quality, screwed together well — even with these apparently being pre-production.
There’s a flaw, though. Lots of white vinyl. On the doors. The wheel. It looks airy and light. It also collects every speck of dirt you ever own. Manufacturers don’t keep their cars long enough to notice how ugly they get after two years of actual use.
The tech setup is familiar but improved.
The instrument cluster sits high up near the windshield. Like the Honda Civic from the 90s. Your eyes never have to look past the steering wheel rim to see speed. Smart. Simple. It removes the need for a cheap head-up display projection.
The 15-inch tablet is horizontal. Finally. Volvo used vertical screens for a long time. Landscape mode actually makes sense for maps. The interface is fast.
The Bowers & Wilkins system is massive. 28 speakers. Some are in your headrest. It’s fantastic. Crystal clear even when the neighbors complain.
One thing I missed. The drive selector isn’t a lever anymore. It’s a stalk where your wiper used to be. My co-driver hit it once wanting to signal a right turn. Nothing happened but confusion. Why? To “free up space”. For cup holders?
That doesn’t add much to the luxury feel.
Under the Hood (Or Battery Pack)
No engines. Just electric motors.
The P6 RWD pushes 275kW to the back wheels. The 83kWh battery (80kWh usable?) gives 620km range. That’s WLTP. Real life? Usually less. It sprints from 0-100 in 5.9 seconds. Not slow. Not fast. Just adequate.
The P10 AWD adds a front motor. Combined power hits 375kW. Torque jumps to 710Nm. A larger 95kWh电池 boosts range to 660km. 0-100 takes 4.6 seconds.
Then there is the ghost model: the P12. 500kW. 790Nm. 0-100 time drops to 3.9s. The range claim hits a staggering 810km with an 117kWH battery. I don’t see that coming down under yet. But it sounds serious.
The battery architecture changes too.
Cell-to-body construction. The cells are integrated into the car’s structure. No massive slab bolted to the bottom. This stiffens the chassis. It lowers the center of gravity. But repair costs? If you smash the battery tray you replace the car, not the battery. Keep that in mind.
They also use mega-casting for the rear floor. One big chunk of aluminum cast in one piece instead of 100 welded bits. Lighter. Faster to build. Cleaner lines underneath.
Driving Impressions
Volvo drivers usually prefer comfort over handling. And rightly so.
The ride is soft. Cloud-like. Road noise is almost nonexistent thanks to the tires, insulation, and active noise cancellation. Even at high speed it stays quiet. Fatigue is low.
Acceleration in the P6 is linear. You don’t feel like the throttle is held hostage by a software governor after the initial burst. Torque builds progressively. It flows.
But does it feel faster?
Not really. The jump from P6 to P10 in 0-10 times is about one second. But the feeling difference isn’t huge. The P10 is quicker sure, but it doesn’t transform the car into a sports sedan.
The real difference is balance.
All-wheel drive plants the power down much better. The car feels neutral in corners. Stable. Like the engineers built the P10 first, and the P6 was the afterthought stripped of the front motor. The P6 feels slightly disjointed on entry and exit of fast curves. The P10 holds the line.
Cornering grip is massive. Both variants hug the tarmac. In the P6 I could feel the rear want to slide, but the computers cut power before you even knew it happened. No drama. Just safety.
So here is the one glitch.
The steering.
It’s terrible.
Far too light. Zero feedback. You are floating behind a ghost. But worse is the jitteriness. The steering wheel twitches randomly, especially when the autopilot features or the lane keep assist decide to adjust by millimeters.
It feels digital. Uncanny. You reach over and grab it hard. The road information is missing.
The suspension does its job. The engine is silent and strong. But holding the wheel feels like operating a drone simulator that keeps losing signal.
So is the EX60 ready?
Yes. The materials are top-tier. The tech is mostly good. The ride is comfortable. The range is excellent for a mid-sized SUV.
But when your hands are the primary link to the asphalt… shouldn’t the steering at least tell you where the ground ends and the air begins?
