The Volvo XC60 – Volvo’s take on the wildly popular medium SUV class – has been updated. Changes brings new technology, an updated powertrain and a new take on infotainment. And it still a very well executed vehicle overall.
- Wonderful combination of performance and comfort
- Smartly integrated booster seats in the second row
- Unique, high-quality interior is also practical and comfy
- Not particularly efficient
- Options make it feel expensive
- Infotainment won’t suit everyone
Introduction
The 2022 Volvo XC60 has been given a mild refresh as it looks to hold a commanding position among the medium-sized luxury SUV crowd.
While a plug-in hybrid Recharge variant of the XC60 is the most expensive, we’ve got the best of the rest. The XC60 B6 R-Design matches the highest specification level, along with the most powerful variant of the 2.0-litre petrol engine.
All of the petrol engines are now mild hybrid, with the ‘B’ nomenclature replacing the previous T label. B6 – as used in this R-Design specification – refers to the 2.0-litre turbocharged and electrically supercharged petrol engine that is joined by a mild hybrid 48V electrical system.
This electrical system is there to give the engine a small boost via the integrated starter generator. The net result is hearty: 220kW at 5400rpm and 420Nm at 2100–4800rpm. For reference sake, a similar kind of performance was attained through a naturally aspirated 4.4-litre Volvo V8 – partly designed by Yamaha no less – a decade ago. How times have changed.
While European and American-delivered XC60s are built at Volvo’s Gothenburg facility in Sweden, other markets’ cars – including our Australian-delivered vehicles – are built at the Chengdu, China facility that was opened in 2013.
The R-Design is set apart by the 21-inch wheels and subtle body kit on the outside, and a unique interior treatment (including sporty-styled seats) inside. There’s also the more powerful engine, plus a handful of additional equipment as standard.
Whereas the broader XC60 range starts at $69,490 for the B5 Momentum, our 2022 Volvo XC60 B6 R-Design has a starting price of $82,490. Throw in some options (like we have here), and you’re looking at over $90,000 before you include on-road costs.
For more information on the range, it’s worth checking out our price and specification story.
Still, it’s not as expensive as the XC60 Recharge, which brings an even more powerful plug-in hybrid drivetrain and up to 81km of electric-only driving. It starts at $97,990 before on-road costs.
| Key details | 2022 Volvo XC60 B6 R-Design |
| Price (MSRP) | $82,490 plus on-road costs |
| Colour of test car | Crystal White Pear |
| Options | Lifestyle Pack – $3900 – Panoramic sunroof – Tinted rear glass – Harman Kardon audio Air suspension with Four-C active chassis – $2600 Premium paint – $1950 Advanced air cleaner – $500 Climate Pack – $400 – Headlamp cleaners – heated steering wheel |
| Price as tested | $91,840 plus on-road costs |
| Rivals | Porsche Macan | Audi Q5 | Jaguar F-Pace |
Inside
Inside, this is classic Volvo, and not a whole lot has changed with this update. That’s not a bad thing, because the Volvo XC60 is a wonderful place to spend time.
The R-Design seats – a combination of nappa leather and ‘Nubuck’ textile – are electrically adjustable and heated up front, with memory function for the driver. While they are quite a bucketed and sporty design, they are comfortable for everyday usage. The seats have a particularly impressive thigh adjustment, which I loved.
There is leather wrapping on the steering wheel and stubby gearshifter, and an overall ambience of quality inside the XC60. There’s a common design theme across all of Volvo’s interiors, and there is plenty to like about it.
It’s uncluttered and clean, without going full-on minimalist. Importantly for a car of this style and cost, the materials and build quality feel very good. USB power outlets are hidden in the centre console, and there is a sliding lid for the cupholders, incidental storage, and a 12-volt power outlet in front of the gear shifter.
The second row is reasonably spacious overall, not scoring near the top or bottom of the segment in this regard. It is comfortable for adults, the seats are quality, and you’ve got four air vents (centre console and B-pillar) facing you. The standard four-zone climate control includes a control panel for second-row occupants.
By the way, that air-conditioning includes humidity and air quality sensing – with the option to add an advanced air cleaner, with a PM2.5 particulate filter for $500.
The special party trick of the second row is the booster seats, which are smartly built into the seats themselves. The base kind of folds up onto itself, and works for kids over 15kg and 96cm. The seats here recline but don’t offer any fore-aft sliding ability.
The boot, which is quoted at 505L, is also positioned in the middle of the medium SUV pack overall. It’s big enough for general usage, but also not what I would call huge. There’s a ski port for loading long and skinny things, along with a storage net (with 12-volt outlet) on one side.
One additional benefit of the air suspension comes through here, with the ability to lower the ride height of the XC60 via buttons to allow for easier loading. For those with big and cumbersome prams, big loads of groceries, or even dogs with dodgy joints, this would be a welcome feature.
| 2022 Volvo XC60 B6 R-Design | |
| Seats | Five |
| Boot volume | 505L |
| Length | 4708mm |
| Width | 1902mm |
| Height | 1653mm |
| Wheelbase | 2865mm |
Infotainment and Connectivity
Infotainment centres around a 9.0-inch infotainment display, which is the same size and portrait orientation as the 2021 model.
However, the operating system is quite different. Instead of using a system based on Volvo software – with Apple CarPlay and Android Auto tacked on – we’ve got a new take on connectivity. It’s a Google-based system, called Android Automotive that doesn’t need a phone plugged in, not to be confused with Android Auto smartphone mirroring.
Instead, the vehicle has its own internet connection (via a simcard), and users can log into a Google account through the vehicle itself. For those who already live inside such an ecosystem – like myself – it’s a smooth and seamless experience.
However, it’s going against the grain of those who live the Apple life, and it’s limited in the amount of apps that you can run. There’s only Google Maps, for example. No Waze, and certainly no Apple Maps. And while I got Spotify working well, those who use other streaming and podcast services might not have as much luck.
Of course, being live and Google-based, there will be updates and new features and apps added, though right now we don’t know the full extent of what those will be.
The digital instrument cluster in front of the driver is crisp and responsive, with the driver able to control the contents of the 12.3-inch screen through the steering wheel controls. Functionality overall seems limited, however. All that I could manage to cycle between was a view that displays or hides maps, and some basic trip computer info, for example.
On each side of the display are mirrored semi-circles, which are your speedometer and tachometer. It’s clean and effective, and there’s also a small battery symbol to remind you of the (mild) hybrid nature of your powertrain.
Audio comes via an upgraded Harman Kardon sound system, which is good and demonstrably better than your average standard system. However, those who want the best audio will likely sweat – or not sweat at all – over the $4800 Bowers and Wilkins system. I’ve sampled something similar in an XC90, and it’s damn impressive.
Safety and Technology
Volvo is a company that prides itself – and its history – on keeping safety at a very high level. And as you’d expect, that’s no different in this case. There’s a five-star ANCAP safety rating (from 2017) for the 2022 XC60, with a conspicuously high 98 per cent score for adult occupant protection.
Autonomous emergency braking – something that Volvo calls City Support – is comprehensive. There is pedestrian, cyclist and large animal detection, along with intersection detection, braking and steering assistance.
But wait, there’s more: traffic sign recognition, rain-sensing wipers, a 360-degree camera system, front and rear parking sensors, adaptive cruise control with adjustable speed limiter, Pilot Assist semi-autonomous driving, oncoming lane mitigation, run-off mitigation, park assistance, blind-spot monitoring and rear cross-traffic alert.
There’s also something called Intelligent Driver Information System, which one might not even notice operating in the background. If the vehicle senses that the driver needs to pay attention in a certain situation – like intersections, overtaking manoeuvres – it will postpone distractions like phone calls to ensure the driver keeps their attention on the job at hand.
It’s also worth pointing out that the XC60’s advanced driving and safety technology is fine-tuned to not impinge upon normal, everyday driving. This can’t be said for all brands – I sometimes feel forced to turn off some things like lane-keep assistance because it gets annoying. The Volvo doesn’t do this, however. It kicks in, but at the right time. And it doesn’t get in the way of normal, safe driving.
| 2022 Volvo XC60 B6 R-Design | |
| ANCAP rating | Five stars (tested 2017) |
| Safety report | Link to ANCAP report |
Value for Money
A five-year, unlimited-kilometre warranty – something premium brands once shied away from – is the factory offering for this Volvo, and something that is no doubt valuable to buyers.
Capped-price servicing is also available for the XC60 through either a three-year ($1750) or five-year ($3000) Genuine Service Plan. This works out to be either $583 or $600 per year overall, and is a vast improvement in costs when compared to a few years ago.
The XC60 is priced similarly to an Alfa Romeo Stelvio Veloce and Genesis GV70 3.5T, but also priced similarly to lower-specification grades of a BMW X4 and Mercedes-Benz GLC. So in its own way – in comparison to other premium brands – the Volvo XC60 does offer good value for money. There’s impressive performance and handling available, along with plenty of technology and nice touches.
Throw in some options, however, and that quotient softens. Including the optional paint, we’ve got $9350 worth of options thrown at our test car. The value of these options seems decent, but they jack up the price nonetheless.
Air suspension – costing $2600 – is difficult to quantify because I haven’t test-driven an XC60 without it, let alone back-to-back. However, the ride quality is high, so I doubt it would be a backward step. And the other big option here, adding in privacy glass, an upgraded sound system and panoramic sunroof for $3900, can be taken or left depending on taste and budget.
| At a glance | 2022 Volvo XC60 B6 R-Design |
| Warranty | Five years / unlimited km |
| Service intervals | 12 months or 15,000km |
| Servicing costs | $1750 (3 years), $3000 (5 years) |
Having the extra power of this R-Design XC60 is a key part of the appeal, and there is enough (37kW and 70Nm more than the XC60 B5) to warrant the jump up in price , along with the additional standard gear. However, performance does come at the cost of consumption. And the whole ‘hybrid’ conversation in regard to this car does need a caveat.
While there is a mild hybridisation of the powertrain, it’s not necessarily there for massive improvements in efficiency. There might be minute gains in that regard, but it’s more about improving performance through the electric supercharger. Whereas Volvo claims 8.0 litres per 100 kilometres on the combined cycle, we saw a bit more: 9.5L/100km. It’s not exactly efficient, but is decent considering the amount of performance available from a medium-sized SUV.
In other words, don’t buy the XC60 R-Design to limit your visits to the bowser. Buy it for the enjoyment you have in between refills.
Fuel Consumption – brought to you by bp
| Fuel Usage | Fuel Stats |
| Fuel cons. (claimed) | 8.0L/100km |
| Fuel cons. (on test) | 9.5L/100km |
| Fuel type | 95 octane premium unleaded |
| Fuel tank size | 71L |
Driving
As a point of reference, the 2.0-litre engine in the XC60 B6 makes more power and torque than a performance-minded Hyundai i30 N hot hatch. Granted, there is a fair amount of additional heft to counter in this case, but a 0–100km/h sprint time of 6.2 seconds (claimed) explains that this XC60 is no slouch.
It’s actually quick, and the power comes on in an impressively smooth, linear manner. Having torque available right across the rev range is key here, without waiting for the turbocharger to start furiously spinning at the top of the rev range.
The feeling of driving the XC60 isn’t like an amped-up hatch, however. It’s quiet, smooth and approachable. The throttle is tuned with an eager edge, not requiring much of a stab to respond.
The ride quality is far from a hot hatch as well, as it should be. Despite rolling on big 21-inch wheels with slim 255/40-profile rubber, there is a nice balance of important elements in the XC60. Larger bumps like speed humps and potholes are well accounted for, which is important for a family SUV. Its steering is responsive without being overly sharp, and the XC60 enjoys the odd patch of spirited driving through corners.
It’s not an overt driver’s car, but nor should it be. There’s enough engagement there, however, without spoiling the rest of the broth for everyday driving and comfort.
When you want (or need it), the XC60 does provide surprisingly good straight-line performance. The eight-speed auto gearbox is dutiful and composed, with no strange reactions or responses to inputs to note. And with four driven wheels wrapped in quality Pirelli rubber, there are no traction issues to note either.
The torque – aided by that electric supercharger – is immensely helpful for standing and rolling starts alike, allowing the XC60 to hold onto ratio and for long periods. And once revving hard under load, there is a satisfying – if muted – grumble from the engine bay. It’s hot hatch quick, yes, but it’s also quite dignified.
Like I said earlier, this kind of power and torque was once only available in eight cylinders, or six with a turbo. The fact that this four-cylinder engine can do it is impressive, but the manner in which it goes about its business is also worthy of praise.
| Key details | 2022 Volvo XC60 B6 R-Design |
| Engine | 2.0-litre four-cylinder turbo and supercharged petrol, 48-volt mild hybrid |
| Power | 220kW @ 5400rpm |
| Torque | 420Nm @ 2100–4800rpm |
| Drive type | All-wheel drive |
| Transmission | Eight-speed torque convertor automatic |
| Power to weight ratio | 116.6kW/t |
| Weight (tare) | 1886kg |
| Tow rating | 2400kg braked, 750kg unbraked |
| Turning circle | 11.4m |
Conclusion
When you consider all of those elements that a premium SUV needs to touch – especially as you approach a six-figure spend – the overall execution of the XC60 leaves little room for complaint or critique. It’s not overly spacious in the second row and boot, but this size might also be just right for some buyers out there.
Performance is good, which is an often forgotten part of this whole ‘SUV’ acronym paradigm. It’s quick, but doesn’t feel like it loses out on the high levels of comfort and refinement that this XC60 needs to stay compelling. And finally, the interior is practical and quality with a clean design that Volvo seems to be doing so well at the moment.
There is no shortage of competition in this part of the world, and while the Volvo XC60 won segment honours as Best Medium Luxury SUV at last year’s Drive Car of the Year awards, it was gazumped from winning two in a row by the Jaguar F-Pace in 2022.
That’s not to say that the XC60 isn’t a very good choice, because it is. And there is a chance that the XC60 – a car that still feels a little different and unique to the rest – might suit your tastes better.
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