Volvo XC60 2009 Review

Volvo XC60 T6 and D5

Not so much
>> Dashtop readout looks like an afterthought
>> Reversing camera should be standard, not $4K
>> We think we broke one...

Overall rating: 3.5/5.0
Engine/Drivetrain/Chassis: 3.5/5.0
Price, Packaging and Practicality: 4.0/5.0
Safety: 4.0/5.0 (with optional camera)
Behind the wheel: 4.0/5.0
X-factor: 3.5/5.0

About our ratings

OVERVIEW
And then there were three... The compact end of the prestige SUV segment has a new entrant. Joining BMW's X3 (more here) and Land Rover's Freelander II (more here), the new Volvo XC60 is the latest in what we believe will be the luxury segment to watch in 2009/2010.

Effectively created by BMW, the segment is set to see significant action over the next 18-24 months. Driven by a desire to move down in size, but not down in market from the ultra competitive full-size prestige SUV market, the segment will see a new entrant from Audi within months (Q5 -- (more here) and potentially a local launch of the Benz GLK (more here) by 2011. In between, there's talk of brands like Peugeot and Citroen taking a piece of the near-premium compact SUV action.

While Volvo's large prestige SUV, the XC90, has been a success since its local launch in 2003, and the wagon-based XC70 has held its own in the middling regions, the XC60 is the company's first compact SUV. It's a logical move for the Volvo brand and one that's destined to be important in terms of the volume it generates.

The big XC accounts for up to 30 per cent of the brand's volume Down Under. Though international demand will likely constrain the quantities of XC60s Volvo can bring to Australia initially, the company is looking to move 100 per month. Even allowing for some cannibalization of sales of the larger XC SUV (and XC70), that could see the XC60 deliver a much needed 20-25 per cent boost in Volvo's total sales in Oz.

More than just sales, however, the XC60 is also a taste of things to come from the Swedish marque. With an all-important new A4/3 Series/C-Class sedan segment competitor just around the corner (the new S60), the XC60 points at Volvo's continued evolution away from the square in terms of exterior and interior styling.

It also showcases Volvo's latest safety technology including City Safety. The collision avoidance and crash mitigation active safety system will be part of Volvo's safety DNA going forward and is standard across the XC60 range.

PRICE AND EQUIPMENT
Volvo has kept the launch range of the XC60 relatively simple -- three models comprising two turbodiesels and a single turbo petrol powerplant, all matched with six-speed automatic transmissions. The XC60 D5 turbodiesel kicks off the XC60 priced from $57,950 -- $770 above the Luxury Car Tax threshold. Next is the comprehensively-equipped XC60 D5 LE at $64,450 and the petrol turbo XC60 T6 at $64,950.

All three models feature City Safety as standard equipment. Indeed in terms of safety kit, the XC60 range arguably leads the SUV marketplace -- to the point the Swedes are claiming the softroader is the safest Volvo ever.

Check out SAFETY below for more details but consider that in addition to City Safety, the XC60s also feature high-spec antilock brakes (with offroad functions such as hill descent control standard on T6, and a $475 option on the diesels), stability and traction control including roll mitigation functions, a full airbag complement including oversized side curtain bags (for increased safety in a roll over), integrated rear child booster seats, pretension on all five belts, anti-whiplash front seats and a patented front body crash structure which Volvo says is safer for both the XC60's occupants and those in other vehicles.

As safety only sells to a point, the range is also well equipped in terms of creature comforts. And it's here that some complication in the XC60 range rears its head.

Given the pricing structure of the range, it'd be fair to assume that the D5 LE and T6 share their base specification. They don't -- in fact, the turbodiesel LE arrives with quite some considerable kit advantages over its petrol pal.

The standard D5 starts the ball rolling with all the safety kit as described, a full leather interior with alloy trim highlights (Light Nordic Oak timber highlights that actually look like they're real timber are a no cost option), single disc 'Performance Sound' audio system, trip computer, cruise control, remote audio controls, two-zone climate control (aircon) with pollen filter, power windows, mirrors, doors and electrically adjustable driver's seat.

Volvo's handy power child lock system is standard on the D5, as is 'tunable' home safe lighting. The headlights are conventional halogen.

The base car rolls on 17-inch alloys but misses out on rain sensing wipers ($275 option) and gets rear park assist only -- parking radar for the front will cost an extra $325.

The D5 LE significantly steps up the spec and should prove to be the volume leader. An eight-speaker 'High Performance' audio system with six-disc changer and iPod compatibility is fitted and the purchaser can specify an alternate timber interior (so too in the T6). The wheels move to 18-inch alloys on both the LE and T6, with a choice of designs available.

Street-biased 19-inch alloys will be offered as dealer fit accessories. Expect them to be expensive.

The LE departs the T6 by adding power adjustment to the front passenger seat (a $2075 option on the T6) and a panorama sunroof as standard ($2990 on the T6). Rear park assist is also standard on the LE but not the T6. Both top-spec models get Volvo's Interior Air Quality System and rain sensing wipers, however.

In terms of differentiating the T6, the petrol model features bi-xenon headlamps as standard and also gets hill descent control (both options on the LE). Laminated side windows and water-repellant front side glazing are also standard.

If you want to add a reversing camera to any XC60 you'll need to option Volvo's integrated navigation system (VNS) and the camera itself -- a hefty $4965 total on all models. Alternatively you can choose the company's Teknik option package that delivers the above, plus Active Bi-Xenon headlamps and Bluetooth preparation for $4990 ($3990 on the T6).

Other options across the range include metallic paint ($1550) and the choice of Nivomat self-levelling suspension ($1350) or Volvo's Continuously Controlled Chassis Concept (4C) three-mode adjustable suspension system ($4175). Speed sensitive power steering is $800 on all variants and adaptive cruise control including collision warning and autobrake (ACC) is $4175.

Volvo will offer a Drive Assist option package that combines ACC with Lane Departure Warning and Volvo's well-known BLIS (Blind Spot Information System) across the XC60 range. The package is priced at $5190 on the D5 and $4990 on the D5 LE and T6.

MECHANICAL
The XC60 powertrains are proven and familiar to Volvo watchers.

The five-cylinder D5 turbodiesel first appeared in the XC90 but has since been offered across the Volvo range -- even in the C30 hatch. Displacing 2.4 litres, it's a DOHC four-valve-per-cylinder design that in XC60 trim produces 136kW at 4000rpm and 400Nm from 2000-2750rpm.

Matched to a six-speed automatic transmission, the turbodiesel D5 is rated at 8.3L/100km in the combined cycle and takes 9.9sec to accelerate from 0-100km according to Volvo's watch. Though this is 2.4sec slower than its turbo petrol stablemate, we can vouch for the muscular on-road performance from the D5. In real world acceleration from rolling rather than standing starts, there's much less in it.

The D5 models' auto transmission misses out on the Sport mode fitted to the T6 box.

The T6 is Volvo's newest powerplant. There's a new diesel coming (more here) but for the moment the inline single-turbo DOHC 24-valve 3.0-litre petrol six is Gothenburg's state-of-the-art mill. It's also both fast and potentially frugal -- though the latter depends somewhat on the driver's self control.

Rated at 210kW at 5600rpm and with the same torque as the D5 oiler across a rev range from 1500-4800rpm, is smooth and for all intents and purposes lag free.

Though the same can't be said about the D5 engine, we can vouch for the fact in the XC60 it's a now much more refined powerplant. There's some clatter on idle from the outside, but inside the most you hear from the engine is that wonderful offbeat five-cylinder warble. As smooth as the T6 engine is, we'd pick the diesel for the soundtrack alone.

As noted above the T6 is both faster and quicker than the D5 -- at least on paper. The 0-100km/h sprint is 7.5sec and the academic top speed is 210km/h -- 10km/h faster than the diesel.

Of more interest to most will be the T6's claimed fuel economy figure -- 11.9L/100km. Over a range of conditions with the same two-person zero-luggage load we registered an average economy of 13.3L/100km for the T6 versus the D5 LE's 9.3L/100km. Careful driving will trim the figures a touch but the petrol/diesel margin won't change much we're tipping.

The XC60 echoes the now-traditional layout of Volvo cross-country cars -- a transverse engine and gearbox with drive transferred via the latest electronically-controlled Haldex 4 all-wheel-drive system to the rear wheels as required.

In most cases on hard surfaces the set-up performs as a front-wheel drive with around 5 per cent of drive only to the rears. The system will transfer up to a maximum of 50 per cent of the available torque to the rear wheels as situations demand. Volvo claims the latest Haldex set-up provides "instant traction" -- essentially sensing the need for drive before the wheels detect traction loss.

The same electronic brains shuffle drive fore and aft in cornering in low grip or high effort conditions. The all-wheel-drive system also 'talks' to the XC's stability control system to ensure they are working to the same ends.

The electronics package is even smart enough to sense the XC60 is towing and combines the all-wheel-drive, traction control and stability control systems to temper trailer sway or other unsafe conditions. Braked towing capacity is 2000kg.

Built on the same 'P24' platform that Volvo uses to underpin the XC/V70 and S80 flagship, the XC60 is also closely related to Ford's Mondeo and S-Max peoplemover -- as well as the Land Rover Freelander II. Suspension therefore follows a familiar path with the front using coil-over struts with "anti-dive anti-lift function" and the rear a multi-link independent set-up. Steering is an electro-hydraulic-powered rack-and-pinion set-up.

The XC60's crash structure is unique and not shared with any of the above mentioned models.

Brakes are four-wheel discs (fronts ventilated) and feature a state of the art antilock braking set-up that includes functions such as emergency brake assist, fade compensation and wet weather disc wiping. As noted elsewhere the braking system also plays an integral role in the City Safety system and (where optioned) the ACC adaptive cruise control.

PACKAGING
Unlike the XC70, the XC60 is no high-ride version of an existing wagon. The five-door, five-seat, two-row vehicle features comparatively conventional SUV proportions but Volvo makes much mention of the vehicle's coupe-like elements.

In truth it's a handsome vehicle with a wide muscular stance and subtly curbed glasshouse. We like it...

Though it introduces some new elements for the brand, it's still very clearly a Volvo. Key styling items, like the high D-pillar taillights and broad shoulder lines link it strongly with its XC90 big brother, but new is a larger more expressive grille and a more muscular bonnet. It really does exhibit the flavour of an oversized sports hatch from some angles.

At 4628mm long, 1713mm high and with front and rear tracks of 1632 and 1586mm respectively, the 60 effectively splits its stablemate (4807/1784/1634 and 1624) and BMW's X3 (4569/1674/1524 and 1542) in overall dimensions. At 2774mm, the 60's wheelbase is 21mm shorter than the BMW's and more than 80mm shorter than the three-row Volvo. Distantly related mechanically, the Land Rover Freelander II is considerably shorter than the XC60 but is taller and rides on a wider track.

The XC60's cabin builds on themes established in recent Volvos. The key departure is a more driver-oriented cockpit that sees the trademark floating centre console angled towards the driver. This has the effect of making the cabin appear more cramped than it is, though the bonus for the driver is ready access to all the centre-stack ancillaries.

The canting is not so pronounced as to cut the front passenger out of all the action. All the audio and HVAC controls are still easily accessed.

Switch gear et al will be familiar to Volvo fanciers. The theme is drawn from audio visual remote controls. Integrating telephone and other controls, it's clear, simple to operate and in our opinion works well.

A generously proportioned dashpad tops the instrument panel, sweeping across the car and over the driver's instrument binnacle. This is broken by a dashtop audio and climate readout that appears almost an afterthought.

In cars equipped with Volvo's own navigation system (VNS) the main nav screen is located towards the top of the canted centre stack on the level of the key instruments, yet the secondary display is retained on the dashtop. Though this presents okay, most XC60s sans sat-nav end up with a hand-sized black void and the dashtop readout. A better solution would to be to integrate the two displays and present a simple version in the console when VNS is not specified.

Though the wraparound dash layout gives the impression that knee and footroom are tight, this is not the case. There's plenty of room and thanks to a good range of wheel and seat adjustment, even the 'big boned' among us will have little problem getting comfortable.

Sightlines are good too, thanks to the particularly fine A-pillars. This is not a boast of many modern cars or SUVs and was immediately noticeable on the tight Snowy Mountain roads of the launch.

Says Volvo, when compared to the X3 (its key competitor, says the company), the XC60 is larger and wider in "almost all interior dimensions" delivering "more cargo space and more passenger space".

Legroom in the second row is good, even with a six-footer parked in the driver's seat.

The three-section 40:20:40 rear bench itself is a triumph of industrial design incorporating two two-stage booster seats for toddlers and tweens. Folding by segment, it allows a number of combinations in terms of accommodating passengers and produce. Unlike some other cars in the class, the rear pews truly do fold flat. In addition, to aid the process of carting all and sundry, the front passenger seat also folds forward to deliver a flat load space that stretches from tailgate to dash.

Volvo notes that the design of the vehicle's load area (and rear suspension) delivers a wider load opening than the BMW X3. With all seats in place, Volvo quotes a capacity of 490 litres for the XC60. By way of comparison the X3 is just 10 litres shy. Volvo claims the effective width and height of the hatch opening(730mm clear height at the centreline and width of 1130mm) beats all comers in the class.

Packing a space-saver spare, the XC60 has a modest 'lockable' storage area under the rear load area. It's lockable in that the tailgate overlaps it and ensures it cannot be opened unless the tailgate is lifted. Volvo says this protects against smash and grab thefts, however, laptops and the like (prime targets for such thefts) are unlikely to fit in the irregularly-shaped well.

Volvo offers an optional powered rear tailgate but does not list the price on its launch material. The tailgate has anti-pinch safeguards and as such is kid and pet-friendly. Should you not opt for the push-button version and you're a shorty, never fear -- the hatch is well weighted and easy to close even with a load of laptop, groceries and so on in the other hand.

As noted in PRICE & EQUIPMENT above, leather upholstery is standard in all Aussie delivery XC60s. Volvo Australia will offer a choice on both single and two-tone themes. Clean Zone anti-allergenic interior materials are also an option.

SAFETY
There was once a time when safety was the whole Volvo story. While the company is not shy about coming forward on the subject, it makes the point that high levels of passive and active safety are not the be all and end all of an Ovlov.

There are nonetheless overlapping safety and security systems that feature on the XC60. It starts with the relatively conventional systems such as antilock brakes and stability/traction control, and snowballs from there.

Volvo lists Roll Stability Control (RSC), Trailer Stability Control (TSA), Whiplash Protection System (WHIPS), dual-mode (pulsing and flashing) Emergency Brake Lights, dual-stage driver and passenger airbags, Side Impact Protection (SIPS) along with SIPS front-seat airbags, Inflatable Curtain (IC) airbags, laminated windows, Intelligent Driver Information System (IDIS), Pre-prepared Restraint System and Driver Alert Control all as standard on the XC60.

In addition to the above, lane departure and blindspot warning systems can be optioned on the XC60. Add to this a thoroughly tested (both in terms of real and virtual crashes) crash structure and it's an impressive palmarès.

But the ace in the hole and standard on all XC60s is Volvo's new City Safety system. Volvo claims City Safety is expected to bring "dramatic reductions in the incidence and severity of car collisions in urban environments with impact speeds of up to 30km/h – the speed range at which 75 per cent of all accidents occur".

Operative up to approximately 30km/h, the system uses a windscreen-mounted laser sensor to scan other traffic up to eight metres ahead of the XC60. If an impending impact is detected, City Safety brakes the car autonomously.

Volvo says if the speed differential between the two vehicles is 15km/h or less, the system can brake the car hard enough to "avoid a collision altogether". As the speed differential rises, it says the system will "significantly reduce the collision severity".

In a test exercise at the local launch of the car we sampled the system and can attest it kept the front of the XC60 and a set of bollards untouched at a speed of closer to 25km/h. Nothing wrong with overachieving, we say.

Already City Safety has attracted the attention of insurers including NRMA Insurance -- underwritten by the Alliance group. According to Volvo City safety will mean XC60 buyers will pay less to insure their cars in comparison to comparable competitive models.

In keeping with Volvo's layered approach, the optional Adaptive Cruise Control features anti-collision auto brake functionality. This system operates in a similar method to City Safety but at speeds over 30km/h.

COMPETITORS
Both the X3 and Q5 can expect to be targeted by Volvo when the company launches its XC60 campaign. The former is the benchmark car for Volvo and although it is outsold by the much larger X5, is gaining some sales traction Down Under. The Audi is a couple of months away but will be a success.

That said, we can also see a wide variety of near-prestige softroaders and perhaps other types of cars also losing sales here and there to the XC60.

The top end of the Japanese brands crossover vehicles such as Mazda's CX-7 and CX-9, Nissan's Murano, Subaru's stalwart Outback and well-optioned variants of the VW Tiguan will go close to overlapping with the XC60 range. With the exception of the CX-9, these are all two-row five seaters that deliver a similar mix of all-road ability and some sporting pretensions.

Perhaps one the most interesting sparring partners for the XC60 will be the all-new Lexus RX350 (more here). Though the Lexus has notably more standard kit at its entry level it is also considerably more expensive. Once you break out Volvo's option list and spec-adjust the two, however, they're close to line-ball.

The cars are similar in terms of accommodation (even though the Lexus has grown) and on-road manners. We're guessing it won't be long before our colleagues at Wheels magazine will be lining up the two cars and delivering their verdict.

ON THE ROAD
Perhaps that verdict will rest in the end on the level of driving enjoyment the Volvo delivers. If that's the case, then there's every chance they'll find in the XC60's favour.

We drove both D5 LE and T6 versions of the XC60 over a 470km course from Canberra to Albury via the Snowy Mountain Highway -- with a fair smattering of bad bitumen and good dirt on the local launch -- and thoroughly enjoyed the XC60s wieldy manners and fun-to-drive character.

Even without the 4C adaptable suspension, the cars exhibit a good compromise of ride and handling and proved more than comfortable to hustle along at a most un-SUV like rate on the challenging mountain roads between Tumut 2 Power station and Tooma. You'd be hard-pressed calling the ride cushy and fast changes of direction still let you know this is an 'upright' all-wheel drive, but overall body control is good and the car's manners forgiving.

It should be noted that one of the cars we drove was fitted with the Nivomat self-levelling suspension. After a particularly hard hit on a dirt road cattle grid, the left-hand rear shock was making a few hissing noises. Though Volvo didn't need to retire the car hurt, we believe it may have been damaged.

As noted above, we enjoyed the D5's ready midrange urge and great five-cylinder sound. The engine feels considerably more refined in the XC60 than previous Volvos. The T6 on the other hand is its usual self -- turbine smooth, almost totally turbo lag-free and a very willing performer.

Given that the XC60's no lightweight (Volvo says the D5 is 1912kg and the T6 1880), the sub-LCT-limit naturally-aspirated XC60 3.2 due later in 2009 will be hard pressed to deliver the same sprightly manners as the launch models. We'll be interested to drive the car at that time.

Unlike the V70R we tested recently (more here) the XC60 doesn't offer the opportunity to tune the steering weighting (least we couldn't find a way to do it). Equally, unlike the V70, we found little need to. The weighting of the 60's steering is a touch heavier than the standard Volvo fare and is better for it. It's also quick witted and consistent -- traits that deliver confidence to drivers in all conditions.

There was plenty of grip from the Pirelli P Zero Rosso shod 18-inch wheeled versions we drove, though some bitumen surfaces seemed to have the tyres 'singing'. Overall, however, this remains a very quiet softroader -- particularly the T6 version.

Despite some punishment on the mountain roads, the XC60s brakes were easily up to the task.

As noted above, it's easy to get comfortable in the XC60 and sightlines forward are particularly good. The XC60's steering wheel looks like it came from a bus (a least in terms of diameter) but the seats deliver all-day comfort even if they could do with some extra lateral support in the twisties.

Though the extent of our urban exposure to the XC60 was a couple of red lights near Parliament House on the way out of Canberra, the overall feeling of wieldiness augurs well for the XC60's real natural habitat -- the suburbs.

The one blot on the copybook is the high tail and compromised rear and rear three-quarter vision. A reversing camera would deliver peace of mind in kid-infested carparks and the like and with the cost of fitting a reversing camera up to $4000, Volvo should consider whether a less expensive version can be sourced. Vehicles like the Toyota Kluger already deliver small screen reversing cameras at a tenth of the cost Volvo is asking.

Though the City Safety system is laudable technology (bear in mind, however, it doesn't detect pedestrians, motorcycles or other non-vehicular targets), would not the cost of that system be better directed to such a camera?

Having driven the new Lexus RX350 within days of sampling the XC60, we can vouch that the Swede has the goods to challenge what has been consistently one of the best, if not the best sellers in-segment. The decision would be tight, but we'd give the Volvo the win on points -- and the torque of its D5 and refinement of its T6 powerplant.

Though we'd still say the V70R is our personal pick of the Volvo range, the XC60 makes the decision tough. Drive one before you settle on your X3, Q5 or RX -- you could end up a bloody happy Volvo driver...