By Mitesh Zaveri & Shrawan Raja
The Volvo XC60 is one of the world’s best-selling plug-in hybrid models. Despite its slightly larger dimensions and premium pricing, it dominates the European market as the PHEV sales champion.
Earlier this year, I drove the North American-spec 2025 Volvo XC60 Plug-in Hybrid Ultra with air suspension and the Polestar optimization package, and it impressed me with its comfort and efficiency, though not every detail feels perfect.
Design
The XC60 is more or less in the same shape as the original second-gen model launched in 2017, but looks sportier with black accents on the Ultra trim. The gloss-black grille hosts the Volvo iron mark, while the closed section on one side hides a small cooling fan.
The full-LED headlights feature the brand’s signature Thor’s Hammer DRLs that double as turn signals. They swivel with steering input, and the movement is visible from the driver’s line of view even with small wheel angles.
The side view is where the XC60 has changed little for the past 8 years, with subtle character lines and optional 21-inch diamond-cut alloys. The charge port is located behind the front fender.
Body-colored cladding covers the door bottoms, protecting against debris. Power-folding mirrors include blind-spot indicators, turn signals, and cameras for the 360-degree system. The roof features black rails, and the panoramic sunroof stretches almost its length. All doors support keyless entry with illuminated aluminum sills inside.
Air suspension lowers automatically when the car is shut off to ease entry, then rises again when driving or in off-road mode. The lift and drop are noticeable from outside, and is a clever feature that adds convenience while ferrying seniors and the kids.
At the rear, the L-shaped LED taillights complete the signature Volvo look. Badges identify the T8 plug-in hybrid AWD layout and Polestar tuning. The bumper hides real exhaust outlets behind the decorative embellishment. A power liftgate opens with a foot motion sensor. Protection plates line the bumper edges, preventing scratches when loading luggage.
Interior
Stepping into the cabin, the soft-touch Nappa leather that covers the dashboard, doors, and armrests with contrast stitching immediately stands out. Wood inlays sit below the 9-inch infotainment screen, and the Orrefors crystal gear shifter glows at night. Fit and finish feel tight everywhere, and the quality is immaculate.
The 12.3-inch digital cluster shows readouts such as speed, power flow, and even navigation. The 9-inch infotainment system runs Google built-in software with Maps, Assistant, and Play Store. Bluetooth, USB, and wired Android Auto and Apple CarPlay are available.
The interface looks clear but responds slowly at times. Because only one function can be active at once, opening the air conditioning menu blocks the camera view and vice versa, a minor frustration when parking. The system has been updated for the latest 2026 model year, featuring a 11.2-inch system, and we’ll get a chance to see how good it is when we test it.
Below the screen, a loose-feeling volume knob sits beside a shortcut button for home and back functions. The screen controls almost everything from the air suspension to the seat ventilation and driving modes. Physical climate buttons would have been welcome.
Seating & Comfort
At 5’11”, I always had ample headroom and legroom. Ingress was easy thanks to the air suspension’s lowering function. Both front seats offer eight-way power adjustment and four-way lumbar support. They include heating, ventilation, and massage functions.
Cushion extension and side-bolster control offer additional comfort during longer journeys. Massage intensity and speed can be set through the screen, though accessing it requires several taps.
The steering wheel is leather-wrapped and tilt-telescopic with glossy buttons that quickly collect fingerprint smudges. Adaptive cruise and media controls sit on the left and right spokes. A head-up display projects speed and navigation clearly, but content cannot be customized.
Cabin storage is adequate. The glovebox is lined with velvet, the center armrest bin fits small items, and two cupholders sit beside the crystal shifter. Door bins hold 1.5-liter bottles.
Rear Seats
Rear space feels surprisingly open for a compact SUV. With the front seat set to my position, I had half a palm of knee clearance and solid under-thigh support. Headroom was comfortable up to about 6’2″. The rear bench uses Nappa leather with soft padding and slight recline. The windows are tall but narrow at the top, and the C-pillar cuts into the view slightly.
Two rear seats are heated, with controls on the rear console. Air vents sit on the pillars for better airflow to the upper body rather than the knees. The center armrest houses fold-out cupholders and a small through-load door to the boot. The middle seat is usable for short trips but is on the firmer side because of the armrest structure.
Cargo
The power liftgate opens to 22.4 cubic feet of cargo space with all seats up. Buttons in the boot can raise or lower the air suspension for easier loading. Folding the rear seats creates a flat floor with 63.3 cubic feet of capacity. A tire-repair kit and charging cables sit under the floor. A 7-meter AC charging cable comes standard, and the charging socket accepts both 120- and 240-volt input.
The air-compressor pump used to lower the suspension is noticeably loud when the car shuts off. It is not a problem but noticeable in quiet environments.
Powertrain
The T8 setup combines a 2.0-liter turbocharged and supercharged engine with two electric motors for a total output of 455 hp and 523 lb-ft of torque. The gas engine produces 312 hp, and the motors add 143. An 8-speed automatic distributes power.
In Hybrid mode, the system switches smoothly between engine and electric drive. In Pure mode, it runs as an EV for up to 58 km (36 miles). The engine can sound crude under load but stays quiet once the vehicle reaches steady speeds. The Polestar mode sharpens throttle response and extends gear ratios for stronger acceleration, though this comes at the expense of fuel consumption.
The XC60 delivers power cleanly with no jerks from the transmission. The two electric motors fill low-rpm gaps nicely. At full throttle, there’s a two-step feel as the electric surge hands off to the combustion engine. On the move, the hybrid system feels well-coordinated.
Ride & Handling
The air suspension and Öhlins dampers offer good comfort and control. At low speeds, bumps are absorbed cleanly. At higher speeds, the ride can feel a bit firm over large expansion joints. Cornering is flat and stable, helped by a touring chassis that contains body roll.
The steering feels well-weighted and accurate. Firmness can be adjusted through the driving menu. Feedback is good, and the car tracks straight on the highway. Despite its size, the XC60 feels surprisingly easy to maneuver in tight spaces.
As for the brakes, they are strong and progressive, with four-wheel discs and smooth regeneration. Switching the shifter from ‘D’ to ‘B’ increases regen for one-pedal driving, which takes practice to get used to.
Range & Charging
The XC60’s 18.8 kWh battery (14.7 kWh usable) offers around 58 km (36 miles) of EV range. Charging through a 120- or 240-volt outlet takes about 3-5 hours. DC fast-charging is unavailable, and Volvo provides both 120- and 240-volt cables for AC. This is another area we hope Volvo will work on in future updates.
In mixed driving, I averaged 5.2-5.5 liters per 100 kilometers (43-46 mpg U.S.) in Hybrid mode. City traffic pushed that to around 9.5-10 liters per 100 kilometers (23-25 mpg). The claim is 8.5, so my results fit real-world expectations. The 71-liter (18.8 gallon) tank and battery range enable about 700 kilometers of total driving.
NVH
The double-glazed windows cut out wind noise. Even at highway speeds, tire roar is minimal, and no interior rattles appeared during testing. The engine’s note under hard acceleration is the only unrefined sound. While cruising, the cabin remains quiet and stable.
Safety
The XC60 includes seven airbags (front, side, curtain, and driver-knee), ISOFIX anchors, and a strong suite of assistance systems: adaptive cruise, lane-keeping assist, blind-spot warning, rear cross-traffic alert, and forward collision mitigation.
The 360-degree camera produces sharp images but shows only one angle at a time. It would be easier if split-view were available. The Bowers & Wilkins sound system is an optional extra worth considering for the sound quality, depth and clarity.
Pricing
In Canada, the updated 2026 XC60 Plug-in Hybrid starts around CAD 63,950 for the Core trim and rises to about CAD 83,200 for the Ultra with options. The Polestar version costs roughly CAD 92,450. U.S. pricing (MSRP) for the PHEV begins at $62,445 for model year 2026.
TopElectricSUV says
After a week of driving, I found the XC60 Ultra Plug-in Hybrid to be a comfortable, efficient SUV that offers both luxury and performance. The air suspension, massage seats, and quiet interior at highway speeds make long drives relaxing.
The older infotainment requires a bit of effort to operate, which MY2026 appears to have addressed, and the engine note lacks refinement under hard acceleration, but those are minor issues in what is otherwise a great package.
An automobile engineer by training, I’ve analyzed the global car market since 2005, with a keen focus on EVs since 2008. My journey in online automotive publishing spans 17 years, during which I have reviewed cutting-edge automotive technologies and interviewed leading global CEOs and vehicle developers.
