The new Volvo EX60 marks a pivotal moment in the brand’s almost 100-year history, showing that in-house engineering remains as strong as ever, even after its acquisition by China’s Geely Group nearly a decade and a half ago.
This new electric SUV is the first Volvo to launch on the SPA3 architecture and-contrary to what many might have expected-the company’s first platform designed from the ground up for EVs has not been “imported” from China. Instead, it has been created internally. Even acknowledging that Chinese manufacturers lead the world in electric propulsion, Volvo understandably takes pride in having been given the green light to deliver the development work itself.
In fact, this Swedish-developed architecture is expected to be adopted later across other Geely Group models, while also underpinning future Volvos-at least throughout the next decade.
That said, as Volvo’s Chief Technical Officer, Anders Bell, told me with clear pride, he believes the term “platform” is no longer the right way to describe what SPA3 represents today:
“(…) I can’t tell you it will be the platform for all new cars, but it introduces the same principles those models will use, in terms of software, electrical voltage, mounting the battery directly into the body (cell-to-body) and without modules, mega casting construction, etc”.
Anders Bell, Volvo Chief Technical Officer (CTO)
Range record-holder
The Volvo EX60 becomes the brand’s eighth electric model (and its fifth SUV), and it has been conceived as an EV from the outset. That helps it compete strongly in the premium segment, where it will go up against the forthcoming BMW iX3 and Mercedes-Benz GLC EQ, as well as the already-on-sale Audi Q6 e-tron.
It is therefore no surprise that the car uses an 800 V electrical system-crucial for boosting energy efficiency and enabling very high-power DC rapid charging, which in turn reduces charging times.
Three powertrains will be offered:
- P6 RWD - 80 kWh battery, 620 km range, single rear motor (rear-wheel drive), 275 kW (374 cv);
- P10 AWD - 91 kWh battery, 660 km range, two motors (one per axle, all-wheel drive), 375 kW (510 cv);
- P12 AWD - 112 kWh battery, 810 km range, two motors (all-wheel drive), 500 kW (680 cv).
On the EX60 P12, the rear motors are PSM (permanent-magnet synchronous), offering higher efficiency, while the front motors are ASM (asynchronous, induction), described as more efficient. If the 810 km figure is confirmed in final homologation, it will become the world’s longest-range electric SUV-albeit by a slim margin of 5 km over the BMW iX3 50 xDrive, which we have also already tested. These numbers are based on consumption figures Volvo’s engineers estimate at between 14,7-16,0 kWh/100 km.
Charging performance should also appeal to many prospective buyers: every version supports 22 kW AC charging, while the flagship P12 reaches up to 370 kW on DC. In practice, that means 20 minutes to recharge from 10% to 80%-and, more notably, an extra 340 km of range in just 10 minutes.
Those figures are highly competitive and typically reserved for the newest, most advanced EVs: as a comparison, over the same 10 minutes the Mercedes-Benz GLC EQ claims 303 km of additional range, while the BMW iX3 claims 372 km.
Major interior step forward
On the outside, familiar Volvo SUV cues remain, including Thor’s Hammer headlamp signatures. However, the EX60 now features a closed-off front end with no grille, and its vertical rear lights are misaligned between the upper and lower sections.
Inside, the same blend of heritage and modernity is clear. The Volvo EX60 cabin mixes textiles, areas trimmed in synthetic or natural leather, and wood, all aligned with a distinctly Scandinavian-and distinctly Volvo-approach.
The robust build quality and soft-touch materials are exactly what you would expect, but several noteworthy changes appear, starting with the instrument display being positioned further away (reminiscent of MPVs). The effect is to encourage the driver to read information over the steering wheel rather than through it.
The screen moves to a horizontal layout
Another key change is the 15,4” central infotainment display, now mounted in landscape format, whereas Volvo has typically favoured portrait-oriented screens. It also introduces new software, with fresh graphics and an unfamiliar menu logic, while remaining within the Google ecosystem-one Volvo adopted early on a global scale.
The EX60 also debuts a seatbelt that adjusts to the occupant’s physique and the specific type of impact, so the restraint can respond in the most appropriate way.
A particularly striking feature is the generous open space between the front seats. This includes an area large enough to place a bag, plus a central storage module with multiple compartments and plenty of flexibility; it also houses two wireless charging trays for mobile phones.
In this five-seat interior, the rear bench stands out for its ample space, especially in legroom and headroom-a passenger who is 1,9 m tall can sit comfortably without brushing their hair. This is also helped by a wheelbase that is 10,5 cm longer than the XC60’s.
Riding shotgun at Hällered
At Volvo’s Hällered proving ground, around 60 km from Gothenburg in Sweden, we had the chance to ride in the EX60 P10. This mid-range version delivers an impressive 375 kW (510 cv) and 710 Nm. It was also the standard EX60 rather than the Cross Country (more geared towards leaving the tarmac), which will only arrive at the end of the year.
Acceleration feels immediate-hardly surprising given the instant delivery of 710 Nm across both axles-and the claimed 0 to 100 km/h in just 4,6s seems entirely believable. This is despite a top speed capped at 180 km/h.
Up front, the suspension uses double wishbones; at the rear it is also independent, but a multi-link (five-link) design. The entry-level P6 comes with steel springs, while air suspension is available as an option on the P10, which already features electronically controlled variable dampers. The P12 combines variable dampers with air suspension as standard.
With the steel-spring set-up, Volvo uses frequency selective damping (FSD) dampers that automatically vary damping force according to vibration frequency, aiming for a strong balance between comfort and stability-without electronic assistance.
Dynamics offer very positive early signs
Volvo still has not allowed us to drive the new EX60 ourselves, but even from the passenger seat we were able to gather some useful impressions on the Swedish brand’s test tracks-one more twisting, the other with a rougher surface.
On the more sinuous route, the car confirmed a well-judged compromise between comfort and body control, and the EX60 seems to behave like a vehicle far lower than the 1,64 m height stated on its technical sheet.
Its 2,3-tonne mass is also masked effectively, helped by near-even weight distribution between the front and rear and by its composure. It shows little inclination to lose traction, even when the test driver pushed a little too hard into corners.
On the uneven track, the variable damping impressed both over small surface imperfections and over larger rises in the circuit. No structural noises were heard during pronounced weight transfers, nor during acceleration while heavily loaded in a bend.
It is still too early to comment on steering feel or braking response, as well as on the operation of the four levels of regenerative deceleration (from zero to One pedal). However, selecting them must be done through the central display, as there are no steering-wheel paddles to manage the system.
How much will it cost?
In Portugal, the new Volvo EX60 will arrive from the end of the summer with a starting price of 67 906 euros for the P6. That figure is noteworthy: this version undercuts its direct German rivals by between 7000 euros and 10 000 euros. It is a clearly strategic choice for a model that must take a central role in the Swedish brand’s range, in the same way the combustion and hybrid XC60 already does.
Order books are already open and demand is exceeding all expectations. For the first time in its 99-year history, Volvo is considering cancelling one of its summer shutdown weeks at the Torslanda factory (near Gothenburg), because the waiting list for delivery is already more than eight months. On some versions it reaches 17 months.
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