Volvo XC60 review

Driver engagement certainly isn't the prime mission here. Instead, you guide the XC60 through bends and it answers with unruffled decorum. It uses the suspension from the XC90, so mostly it feels very similar, though Volvo’s engineers must be getting more practised at tuning the components, because most behaviours are subtly improved.

All XC60s come with all-wheel drive and there’s optional air suspension with active damping, but Volvo doesn't do drive modes so you'll need to dip into the menus to find the little electronic toggle to firm it up. Still it's a success: switching to its firmer setting subtly makes things tauter and lessens tight-bend understeer. But both modes are supremely comfortable while quelling the wheel hop and body float that sometimes sully the XC90. In the same menu you'll also be able to firm up the steering feel - handy given it's a little too light as standard. 

The eight-speed automatic gearbox – standard across the range – is fine for cruising, but it’s easy to catch it napping if you need a sudden burst of acceleration, particularly in the B5 without the punchiness of the PHEV's electric motor. Things are better if you override the box, but most models don't have paddles so you have to use the lever and its weird side-to-side action.

Mild hybrid or plug-in hybrid?

The mild hybrid petrol is fine with its light electrical assistance, but it’s a shame the diesel is no longer available, simply because you’ve got a smidge under two tonnes of SUV to shift around and it’s still the better fuel for the job if you don’t have access to a plug and driveway. The four-cylinder petrol does sound a little strained for a premium product, and it really doesn't feel that quick. Oh, and we only saw 28.7mpg on a mixed drive. Not fantastic. 

If you do have access to a plug, the T6 PHEV feels a more than capable companion. Electric drive suits the car’s calm and relaxed nature, while we managed a real-world range of around 30 miles (in freezing conditions) versus Volvo’s claim of up to 51, more than enough to cover most people’s commutes. Additional torque from the e-motor does come in handy too. The onboard charger is rated up to 6.4kW, meaning a 0-100 per cent charge using a three-pin plug takes around five hours, while a two-phase wallbox reduces this to around three hours.

Safety systems include steering support if the car sees an obstacle ahead and you begin to swerve rather than stop. It'll help you pull the wheel, and use one-sided braking to keep the car pointing forwards. That's in addition to systems that help the car steer away from running off the road, or into the path of oncoming traffic, or into crossing junction traffic. 

And remember all Volvos are limited to 112mph nowadays, because safety.

Even the powerful T8 version?

Yup, which makes a slight mockery of the T8's Audi RS4-esque power output of 449bhp and shows the £7k-cheaper T6 Recharge as the more sensible option.

But there’s an undeniable thrill to having this kind of power on tap in a car so sensible and squidgily suspended, and there’s huge flexibility to the powertrain. If plug-in power works so well for you, then perhaps the similar power output offered by a fully electric Volvo XC40 Recharge or Polestar 2 would be just as suitable and cleaner still. Especially as a company car option.