Volvo XC60 T6 Recharge AWD 2022 |  PH examination

Volvo XC60 T6 Recharge AWD 2022 | PH examination

I drove a Volvo V60 T6 a short time ago. I liked it. Now, I’ve ridden some pretty powerful machines recently – an Aventador Ultimae, a GT3 Touring and not one but two 2.7 Carrera RSs. All were amazing. Intermediate, when it comes to a real-world car that fits into a real lifeβ€”my real lifeβ€”the V60 T6 trumped the lot. I loved its space, interior comfort, quality, performance, ride and, since its hybrid battery was enlarged to 18.8kWh, its electric range and overall fuel economy as well. Which begs an age-old question: having fallen so deeply for a traditional station wagon, does its SUV equivalent add anything to the mix?

Just like the V60 T6, the Volvo XC60 T6 has also been treated with an updated hybrid powertrain. And since the last time I drove an XC60, Volvo’s latest Android-based infotainment system has also been installed. The V60 I ​​drove didn’t have that, but if you order one now, it will. What are the highlights of the XC60 technical updates? Well, the 2.0 liter gasoline engine is the same. It still has 253 hp, but the electric motor now maxes out at 145 hp – it was 87 hp. That’s what each party can individually bring to the table, although the total system output is limited to 350hp. Still, it’s not bad. It’s dropped two-tenths of the 0-62mph time – now 5.7 seconds.

You also get something for nothing, sort of. Because if the engine is more powerful and the battery has a larger capacity, the whole car actually weighs a few pounds less than the old version. I know, how often do you hear about things getting lighter? And, as the engine can do more work, the T6’s WLTP efficiency has increased. CO2 emissions are only 23 g/km and they will reach 282.1 mpg. Ok, that’s in very limited and specific circumstances, but you can expect over 40-50 mpg in the real world (at least that’s what I was getting), so don’t scoff.

Thanks to these official figures, including its electric range of 48.5 miles, your BIK tax burden is reduced to just 8%. It was 15% before, and it’s 12% if you go for a 30e BMW X3, which is slower and gets a third less battery miles. The new XC60 T6 therefore compares very well to its rivals. However, some of those numbers are even better if you buy the V60 T6, including the price: the V60 T6 costs around Β£6,000 less. Call this first round succession, then?

As you probably know, we don’t tend to recommend Volvos if you want sparkling handling. They don’t shine, handling wise. On the contrary, they shine weakly but regularly. Sure, you won’t be rushing for a Sunday morning blatt, but the XC60’s intuitive steering makes it easy to navigate through built-up areas, as well as along back roads and motorways. And while it rolls a bit, it’s not unbalanced all the time either. When you push it hard, it eventually gives in to understeer, but there’s nothing edgy or unnerving about it. Its good. Not as clean to drive as the V60.

There’s also more suspension noise in what I remember from my time with the V60, but, as with this car, road noise isn’t intrusive and neither is wind noise. It’s there, but rather than incoherent bursts, which are quite difficult to eliminate in your head, it’s regular and therefore fades into the background. It helps reduce stress levels on a long trip, and it’s not the only thing that does. In electric mode, it’s still just as peaceful. When the engine kicks in, it sounds a bit four-pot and innocuous, but at the same time completely harmless. Plus, it has low-end torque buckets, so not only does it feel snappy when you sabotage it, but it picks up speed very easily if you just tickle the throttle. Again, the V60 is faster, though. This is the second round of succession.

On the subject of stress levels, let’s talk about seats. Oh, Volvo seats. They are the best in the industry. And don’t think I’m talking about multi-way power-adjustable thrones exclusive to the top-end version. It is an entry level car. The driver’s seat has partly electric adjustment for height and lumbar, but it still provides wonderful support after many, many miles. The rest of the driving position is also perfect. The position of the armrest – the one in the center and the one on the door – couldn’t be better designed. I’m tall, and when I move the seat back in some cars, I no longer have a door armrest. Not here. And the pedal layout couldn’t be better in relation to the seat and steering wheel. Everything is splendid in this regard, as it is in the V60. So let’s call it a draw.

In terms of driving, it settles well on the highways and generally feels comfortable, but I remind you that the V60 is superior. Neither car drives perfectly, it must be said, but this 19-inch-wheeled XC60 is a little more jarring on sharp ruts and obviously bucks more of the rear on speed bumps. For some reason I also think the transmission isn’t as smooth. I don’t recall the V60 jerking or doing anything unusual in gasoline or EV mode, or when switching between the two. The XC60 occasionally jerks a little. Why I do not know. It’s supposed to be made of the same material underneath. And the brake pedal is also more spongy, so it’s easier to press too hard and get a weird look from your passengers. This is another victory for the domain.

And I’m sorry Volvo and Google, but I’m not a huge fan of your new infotainment. Why do the icons have to be so small, including those for the heating controls. It is therefore quite tedious to change the temperature settings, and if you want to do more than that, you have to open a submenu. It’s all a bit unnecessarily complex. Then there’s the drop-down menu icon at the top of the screen. It’s a millimeter below the fairing, so it’s really hard to work with – and I don’t think I have overly inflated numbers that make it trickier. On the plus side, it has Google Maps, which is very good, and it’s significantly more responsive than the older Sensus system. I was also going to complain about the lack of Apple CarPlay. But then I woke up one morning, turned on the XC60 and there it was, staring at me. It is magic. Well, an over-the-air update, more specifically, so if you have an XC60 with an Android system, you can add that to your car as well. It takes about an hour and a half to install. At that point, bearing in mind that the V60 now has the same infotainment system, I guess we should also call it a draw.

Is the XC60 more practical than a traditional station wagon? No. The V60 boot volume remains unchanged whether you have a PHEV or not. That means you can cram 519 liters of stuff in there with the rear seats in place. No XC60 can match that, and if you opt for a hybrid you get even less space at 468 litres. As someone who regularly oversteps the boot, I can tell you that’s a noticeable shortfall. So it’s a clear and easy victory for the domain, then.

So. The V60 proved to me that hybrid power isn’t just another word for compromise these days – it’s a choice I would actively choose. Meanwhile, the XC60 T6 confirmed that SUVs still aren’t necessarily better than a traditional wagon. Yet most people will choose to ignore this and buy an SUV anyway. And if that’s you, and you want a plug-in, then despite the shortcomings, the XC60 T6 is, in fact, one of the best.

SPECIFICATION | Volvo XC60 T6 AWD Charging Core

Engine: 1,969cc supercharged four-cylinder turbocharged with electric motor
Transmission: 8-speed automatic, all-wheel drive
Power (hp): 350 (combined); 253 (petrol); 145 (electric)
Torque (lb ft): 258 at 2,500-5,000 rpm (petrol); 228 @ 0-3,280 rpm (electric)
0-62mph: 5.7s
Top speed: 112mph
lester: 2,156 kg (running order)
MPG: 282.1 (EV range: 48.5 miles)
CO2: 23g/km
Price: Β£56,025 (tested Β£57,960)

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