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New Car Reviews

2020 Volvo XC40 T5 AWD Momentum Road Test

So, you need to get rid of your old car and want something that looks good, rides high enough to see out of easily, is fun to drive yet provides good ride quality, is easy on fuel, nice and refined inside, comfortable and roomy from front to back, well stocked with convenient features, and maybe a bit different than every other cookie-cutter appliance roaming the suburbs. I understand your dilemma. How about a Volvo XC40?

You’ve got to admit, this little guy is cute, in a sophisticated, upmarket kind of way. Full disclosure: I actually drove this particular example last year, and its stylish Amazon Blue hue is no longer available, but other than exterior colour choices there were no changes for 2020, while updates to the new 2021 model are minimal as well.

I’ll get to those in a moment, but first let’s consider why I think you’ll love the XC40. Styling is objective. You’re either going to like it or not. I happen to like it, but can also appreciate that some folks might want something a little more rugged and tough looking. The XC40 better represents the cute ute category, although it still wears its modernized Volvo heritage proudly, with the brand’s bold new rectangular, crested grille up front and centre, its Thor’s hammer LED headlamps to each side, a sporty front fascia below, and a classic pair of tall “L” shaped LED taillights in back.

Dark grey lower body cladding adds a little muscle to the front corners, down each rocker panel, and along the rear bumper, while Volvo adds some classy satin-silver accenting in key areas. My tester’s optional white roof offsets the lower light blue colour nicely (a black roof comes standard in sportier R-Design trim, if you’d rather go dark), while helping reduce sun-induced interior heat.

This is the base trim, by the way, dubbed Momentum in Volvo speak. It comes well equipped despite now only being offered in standard Black Stone or Ice White and three optional metallics, including Glacier Silver (replacing Bright Silver), Fusion Red, and Onyx Black. Along with Amazon Blue, Osmium Grey was discontinued for 2020. Identical base colours continue forward into 2021, but alas the white roof won’t be available at all. If colour options are important to you, there’s a plethora available in the XC40’s most luxurious Inscription trim.

A sizeable set of 18-inch five-spoke alloy wheels on 235/55 all-season tires come standard with the Momentum, and don’t appear to be changing for 2021, but my tester wore sharp looking 19s on grippier 235/50 Michelin all-seasons, also carried forward into next year. They’re attached to a fully independent suspension with aluminium double wishbones in front and a unique integral-link setup featuring a lightweight composite transverse leaf spring in back, which delivered a thoroughly comfortable ride, even with the larger tires. It really feels like a bigger and more substantive vehicle than it is, and not just because its compliant suspension is endowed with ample travel to absorb bumps and dips well, especially in Momentum trim, but its doors and hatch close with a solidity unlike most rivals, plus it’s quite quiet and feels impressively rigid when coursing down the road.

Speaking of the road ahead, the 2020 XC40 Momentum is available with two versions of a single 2.0-litre four-cylinder turbocharged engine. To be clear, the base T4 powertrain can only be had in this entry-level trim, meaning my tester’s T5 upgrade comes standard with the R-Design and Inscription. The T4 makes 187 horsepower and 221 lb-ft of torque, which should be ample for most subcompact luxury SUV buyers, but the sportier T5’s 248 horsepower and 258 lb-ft of torque is best for those wanting considerably more get-up-and-go off the line and when passing.

Both engines come mated to an efficient eight-speed automatic transmission as standard, complete with fuel-saving auto start/stop technology that helps the T4 achieve 10.2 L/100km in the city, 7.5 on the highway and 9.0 combined, and the T5 get a 10.7 city, 7.7 highway and 9.4 combined rating, while standard all-wheel drive makes sure you’ll be ready when the white stuff starts falling.

Comfort or Eco driving modes are best used when things get slippery, the Momentum being the only model without an Off-road setting, but take heart that Volvo didn’t forget to include a Dynamic sport mode and a special Individual setting for those who want to extract the most performance possible from the XC40’s drivetrain.

Dynamic mode engaged, both T5’s I tested went like pocket rockets, jumping off the line and blasting forward with more energy than most in the class. The only performance differentiators from Momentum to R-Design, other than their wheel/tire packages and suspension tuning mentioned earlier, is the lack of paddle shifters for the lesser model, the Momentum not quite as engaging when pushed hard.

I must say it still handles very well, always feeling nicely poised and easily controllable, yet remaining glued to the road amid fast-paced cloverleafs and even quicker runs through tight, twisty S-turns, plus it was plenty of fun during point-and-shoot manoeuvres around town. It also brakes strongly, no matter the situation, and generally feels like a Volvo should, nice and agile, plenty solid, and solidly built.

Visibility is excellent thanks to the taller ride height noted before and no shortage of glass in every direction, plus in Volvo tradition the seats are amply adjustable, wonderfully comfortable, and wholly supportive, including good side bolstering as well as extendable lower cushions that cup nicely under the knees.

Now that we’re inside, this base Momentum provides almost the same level of luxury as the R-Design. The front roof pillars are fabric-wrapped, the dash-top and door skins are finished in soft-touch synthetic, the insides of the door pockets are carpeted and large enough to accept a 15-inch laptop as well as a big drink bottle, and the armrests are padded and covered in stitched leather. There’s no pamperingly soft surfacing below the waistline, whether discussing the doors, dash or centre console, the latter merely getting a soft-painted plastic above some carpeting that wraps around its lower portion, but the woven roof liner is high in quality and surrounds a massive optional panoramic glass sunroof with a slick powered translucent fabric sunshade, that’s powered via an overhead console otherwise filled with LED lights resting above a slick looking frameless mirror.

Those comforting seats noted a moment ago are upholstered in optional soft leather front to back, and I have to say the rear quarters are generously sized for such a small SUV, even capable of fitting large six-foot-plus passengers with room to spare. Volvo provides a centre folding centre armrest that doubles as a pass-through for stowing longer items like skis down the middle, while the rear seats otherwise fold in the usual 60/40 configuration, expanding cargo capacity from 586 litres (20.7 cubic feet) to 917 litres (32.4 cubic feet).

Just like in the R-Design, my Momentum tester included a portion of the cargo floor that flips up to divide whatever you’re hauling. The divider itself is topped off by three handy grocery bag hooks that I tested after shopping, and I’m glad to report they worked perfectly.

Speaking of handy, all XC40s include a super useful fold-out hook from the glove box up front, ideal for hanging a waste bag, while the two narrow slots left of the driver’s knee are ideal for gas cards. Yes, this little SUV is as convenient as vehicles come, and really should win some sort of award for thoughtfulness.

Either way, its fully digital gauge cluster and vertical tablet-style infotainment touchscreen will likely earn even bigger smiles, as these are some of the best in the class. The former measures 12.3 inches and includes digital versions of an analogue speedometer and tachometer as well as a large centre display showing available navigation directions including detailed mapping and actual road signs, plus phone info and more, all of which expand the centre area while shrinking the primary driving controls for greater visibility when in use. This is top-tier kit normally found in higher trims, so Volvo deserves kudos for making such an excellent driver’s display standard.

The 9.0-inch centre touchscreen is Volvo’s Sensus system that’s found in every other model, from this entry-level five-occupant compact SUV right up to the fanciest mid-size, three-row XC90. If you know how to use an Apple iPad or Android-based tablet (or for that matter a smartphone) you’ll feel right at home, and even more so if you take the time to hook up Apple CarPlay or Android Auto smartphone integration, which also comes standard.

The aforementioned navigation system is programmable from here, as is one of the most intelligently organized dual-zone climate control systems I’ve ever used (the base model gets a single-zone system), the interface complete with a brilliant pop-up menu for each zone’s temperature setting and an easily figured out pictograph design for directing ventilation. The audio system sounds good too, and features Bluetooth streaming and satellite radio, while the backup camera is clear and bright, plus incorporates active guidelines for pinpointing a chosen parking space.

A narrow row of nicely crafted switches can be found just below the touchscreen, featuring a hazard lights button and some quick-access HVAC and audio controls, the latter including a beautifully detailed metal volume knob, while to the very right is the previously noted drive mode selector.

Just below is a big compartment capable of stowing a large smartphone with sets of sunglasses to each side, plus a dedicated USB-A charging port as well as one for connecting to the infotainment system just above (that are joined by two more on the backside of the front console), these sidled up beside a classic 12-volt charger.

Standard features not yet mentioned include remote engine start from a smartphone app, rain-sensing wipers, cruise control, rear parking sensors with a visual indicator on the centre display, Volvo On Call, front and rear collision mitigation, lane keeping assist, all the expected airbags including two for the front occupants knees, and much more, all in a compact luxury SUV that starts at just $39,750 plus freight and fees.

For 2020, the White Contrast Package increases the price by $1,250, the 4-C suspension upgrade adds $1,000, 19-inch alloys adds $975, panoramic sunroof adds $1,000, navigation adds $1,000, harman/kardon premium sound adds $950, the leather upholstery upgrade adds $1,100, and a charcoal headliner adds $250.

Additionally, 2020 models can be upgraded with a $2,750 Momentum Plus Package that includes front LED fog lamps with bending/cornering lights, power-folding side mirrors with puddle lights, auto-dimming centre and side mirrors, passive keyless access, high-level interior illumination, the dual-zone automatic climate control upgrade mentioned earlier, a Clean Zone air quality system, a HomeLink universal garage door opener and compass, an always appreciated wireless smartphone charger, a heatable steering wheel rim, four-way powered lumbar support, a power-adjustable front passenger’s seat, a nifty storage box under the driver’s seat cushion, heated rear outboard seats, a powered liftgate, the handy divider/grocery bag holder mentioned before, and blind spot monitoring with cross-traffic alert, which becomes standard for 2021.

Speaking of 2021, the XC40’s options and packages have been modified with a $1,000 Climate Package now available for Momentum trim adding heated wiper blades, the just-noted heated steering wheel and rear seat warmers, all highly recommended for obvious reasons, while a new $1,950 Premium Package includes passive entry with rear liftgate gesture control that only requires a quick kick under the back bumper to operate, plus front parking sensors and the dual-zone auto HVAC system, powered passenger seat, HomeLink universal remote, navigation with road sign information, power-folding rear headrests, grocery bag holder, and under-seat storage mentioned earlier.

Lastly, a $2,200 Advanced Package adds headlamp washers plus the brighter interior lighting and wireless phone charging noted a moment ago, as well as an excellent 360-degree surround parking camera, adaptive cruise control with semi-autonomous Pilot Assist driver assistance, and a 12-volt power outlet in cargo area.

Check out CarCostCanada for 2021 and 2020 XC40 pricing information, which includes all of the details above as well as important manufacturer leasing and financing info, rebate updates when available, and even dealer invoice pricing that could save you thousands. Right now, Volvo Canada is offering up to $1,000 in additional incentives for the 2021 XC40 and up to $2,000 in additional incentives for 2020 models. Learn how the CarCostCanada program works now, and remember to download their free app so you can access all this critical info whenever and wherever you need it.

I hope you can gather by the detail I’ve provided throughout this review, the XC40 isn’t your average entry-level SUV. Its thoughtful touches, artful design and overall liveability set it apart from all competitors, and when combined with an easy-going demeanour on the road, that can get mighty fiery when called upon, it’s easily one of the best offerings in its class all around. I highly recommend it.

Story and photos by Trevor Hofmann

New Car Reviews

2019 Volvo XC90 T6 AWD Inscription Road Test

Despite being well into its fourth model year, you’ll have a hard time finding a more beautifully finished, or more luxuriously appointed mid-size luxury SUV. The Volvo XC90 is exquisitely detailed, particularly when outfitted in its most opulent Inscription trim, which is exactly how I most recently drove it.

The 2019 XC90 on this page is fourth on my list of second-generation testers, and the second to wear Inscription badging, the other two outfitted in sportier R-Design trim, while two have utilized the 316 horsepower mid-range engine with the other duo bridled to the much more potent 400 horsepower plug-in hybrid drivetrain. This in mind, the last non-electrified XC90 I drove was way back in 2016 when this wholly reimagined luxury utility ushered in an entirely new look and much higher level of luxury for the Swedish brand, and by so doing turned Volvo’s fortunes completely around.

Volvo more than doubled its Canadian sales toward the end of calendar year 2015 when the 2016 XC90 was introduced, from 10,964 units in Q4 of 2014 to 22,507 in the final three months of 2015, while the XC90’s sales volume grew from 427 units throughout all of 2014 to 957 in 2015 and a stellar 2,951 in calendar year 2016. This said the growth hasn’t stopped, verified by the XC90 hitting a new record of 3,059 deliveries last year, making it the most popular model in Volvo’s lineup.

Yes, the XC90 sells even better than the completely redesigned XC60, the smaller two-row compact luxury model having consistently outsold this three-row mid-size contender prior to both models’ redesign. This is the complete opposite of most others in the class, incidentally, which are consistently outsold by their smaller, more affordable compact luxury SUV siblings.

I could only hazard to guess why this occurs, because the XC60 comes closer to matching the XC90’s materials quality, refinement, electronic interfaces and powertrain options as any rival brand, and would save its would-be buyer nearly $13,000 at the bottom end and almost $12k in top-line Inscription T8 eAWD Plug-In Hybrid trim, but either way it appears Volvo SUV buyers are generally wealthier than the class average, or prefer larger, roomier, more substantive machinery.

The XC90 is a true mid-size three-row luxury crossover SUV, measuring 4,950 mm (194.9 inches) from front to rear bumpers with a 2,984-mm (117.5-inch) wheelbase in between, plus 2,140 mm (84.3 inches) wide including its side mirrors, and 1,775 mm (69.9 inches) tall including its roof rails, while providing a considerable 237 mm (9.3 inches) of ground clearance, which helps it trudge through deep snow easily.

That size makes it more than just accommodating. Its superbly comfortable front and rear seats confirm this just as notably upon first climbing inside as after a long road trip, a particularly elegant Magic Blue Metallic painted 2017 XC90 T8 Twin Engine eAWD Inscription tester having taken my partner and I out of Greater Vancouver, up the steeply inclined Coquihalla Highway and then over the 97C connector to Kelowna, BC’s wine country during the particularly warm fall of 2016, and while we took no passengers in back we hauled a fair bit of gear (including wine) in the 1,183 litres (41.8 cubic feet) of cargo space available when laying the third row flat.

That’s how I’d leave the seats more often than not if this were my personal ride, as I’d have little need for a third row now that my kids are grown, despite the nicely separated buckets in the very back accommodating my five-foot-eight frame comfortably. Volvo provides a reasonably large 447 litres (15.8 cubic feet) of dedicated cargo volume behind that third row, and trips to the hardware store for building materials are doable thanks to 2,427 litres (85.6 cubic feet) of available space when both rear rows are lowered. As good as all this is, I’m even more impressed by its overall passenger/cargo flexibility, the XC90’s second row divided into thirds so that everyone’s skis can be laid down the middle, thus mitigating potential whining about who gets the three-way-warming window seats.

Yes, this Inscription model comes well packed with features, second-row seat heaters just one of many upgrades included after choosing to move past base Momentum trim. For 2019 the Momentum starts at $59,750 plus freight and fees, with the more sport-oriented R-Design coming in at $69,800, and the Inscription starting at $71,450. All three Volvo powertrains are offered in the XC90, the Momentum’s exclusive T5 displacing 2.0-litres in four cylinders and using a turbocharger to make 250 horsepower and 258 lb-ft of torque, the as-tested T6 adding a supercharger to the same powertrain for 316 horsepower and 295 lb-ft of torque, and the T8 plug-in hybrid combining a 60-kW electric motor for a grand total of 400 net horsepower and 472 net lb-ft of torque. The T6 powertrain adds $4,250 to Momentum trim, whereas the T8 will set Momentum buyers back another $10,950, while the increase from T6 to T8 will cost you $12,650 in either R-Design or Inscription trims.

By the way, the 2020 XC90, which will start arriving at Volvo Canada retailers when this review gets published, continues to be available with the same three trim lines as the outgoing 2019 model, although a new six-passenger variant, available solely with T6 AWD Momentum and Inscription trims, provides a more luxuriously-appointed second row and easier access to the very back thanks to captain’s chairs and an aisle down the middle. The 2020 update includes a stylish new concave grille design as well, plus some less noticeable changes, all for a $1,500 hike in base price, less $1,000 in potential incentives at the time of writing. If personal savings matter more to you than getting the latest, greatest model, consider this 2019 XC90 that can provide up to $5,000 in additional incentives. Just visit the 2019 Volvo XC90 Canada Prices page at CarCostCanada, where you can also peruse through trim, package and individual option pricing, as well as find manufacturer rebate info and dealer invoice pricing.

An eight-speed Geartronic automatic with auto start-stop plus all-wheel drive comes standard across the line, although the transmission and AWD systems are unique to both conventional and electrified powertrains, the latter dubbed eAWD for sourcing all of its rear-wheel power from its electric motor.

While a person could theoretically drive their XC90 T8 on electric power alone, its approximate 30-km EV range would necessitate a very short commute with very little highway time, and after that it’s merely a very potent hybrid. Still, as long as you’re not attempting to utilize its full 400 horsepower all the time, this model’s fuel economy improves over both the base T5 and mid-range T6 powertrain from 11.3 L/100km in the city, 8.5 on the highway and 10.0 combined for the T5 AWD, 12.1 city, 8.9 highway and 10.7 combined for the as-tested T6 AWD, to 10.1, 8.8 and 9.5 respectively for the T8.

Despite the vehicle I tested being thirstiest on this list, it’s only worst amongst a very efficient lineup of Volvo mid-size luxury SUV trims. Comparatively the segment sales-leading Lexus RX now offers an extended three-row variant that’s nowhere near as roomy in back as the XC90, but can be had in 450h L hybrid form that’s good for the best fuel economy in this class at 8.1 L/100km city, 8.4 highway and 8.1 combined, while the same model in 350 L trim only manages a rating of 13.1 L/100km city, 9.4 highway and 11.1 combined. Likewise, the next most popular Acura MDX does a bit better than the conventionally powered Lexus with a respective 12.2, 9.0 and 10.8, while its hybrid variant achieves 9.1 city, 9.0 highway and 9.0 combined.

Both Infiniti’s QX60 and Audi’s Q7 split the conventionally powered MDX and RX 350 L results with respective ratings of 12.5 city, 9.0 highway and 10.9 combined and 12.2, 9.5 and 11.0, while, again in order of popularity, Buick’s Enclave rating doesn’t measure up to the XC90 T6 either at 13.8 city, 9.5 highway and 11.9 combined (while also not measuring up in luxury, but I included it because it represents entry-level luxury in this class).

The XC90 is next in the sales hierarchy, followed by Mercedes’ three-row GLS 450 4Matic that only manages an estimated 14.9 city, 11.2 highway and 13.2 combined (how I wish they still offered their diesel), while BMW’s new X7 is rated at 12.0, 9.4 and 10.8, which isn’t too bad for this elongated three-row X5. Land Rover’s Discovery is the only non-hybrid model to beat the XC90, but not with its base V6 that can only manage 14.8, 11.4 and 13.0, this model’s diesel just sneaking below the least stingy XC90 at 11.3, 9.2 and 10.4, while the new 2020 Cadillac XT6 (the more luxurious version of the Buick Enclave) gets an estimated rating of 13.5 city, 9.7 highway and 11.5, and the new 2020 Lincoln Aviator achieves a slightly less efficient 13.7, 9.7 and 11.6 rating.

Such incredible efficiency and the XC90 also outhustles many of the just-noted utilities in the base trims used to compare fuel economy (including the two hybrids, which incidentally the T8 eAWD model annihilates), its mid-range T6 AWD powertrain surprisingly strong for a small displacement four-cylinder thanks to the aforementioned turbo and supercharger combination, its zero to 100 km/h acceleration time being a very spirited 6.5 seconds, which is 1.4 seconds quicker than the base XC90 T5 AWD that manages the feat in 7.9 seconds, and only 0.9 seconds slower than the ultra-advanced T8 eAWD powertrain that scoots the big Volvo from standstill to 100km/h in just 5.6 seconds.

My T6 AWD tester not only looks quick on paper, but it really felt strong off the line and even more confidence inspiring when passing slower moving vehicles on the highway, while it takes to the curves effectively too. No, it doesn’t track through quick corners or feel as generally hooked up as the sportiest of Germans in this elite pack, but it can certainly hold its own against all the rest, while it delivers one of the smoothest rides in its class combined with seat comfort that’s hard to beat.

I will refrain from itemizing every feature offered in each trim level as that would be a dreadful bore for both of us and hours of painstaking work for yours truly to endure, although those wanting all the info are free to check out my 2018 XC90 R-Design review in which you can pour over all this insufferable data to your heart’s content, and for those of us who’d rather not, suffice to say the XC90 represents good value for what’s being offered, which as a reminder includes one of, if not the most opulently attired interior in its class this side of a Bentley Bentayga, and honestly much of this Volvo’s switchgear is a helluvalot better than the big winged Brit, while all of its electronic interfaces are miles more advanced.

Ahead of the driver is a fully digital instrument cluster with the ability to add navigation mapping and route guidance to its centre-mounted multi-information display, amongst most other functions from the vertical, tablet-style Sensus infotainment touchscreen on the centre stack. This is one of my favourite centre displays and it’s packed full with every key feature currently offered by competitors, plus one of the best overhead cameras in existence.

My tester included the awesome sounding $3,250 1,400-watt 19-speaker Bowers & Wilkins optional audio system, complete with its lovely drilled aluminum speaker grilles including a tiny centre dash-mounted tweeter, but this particular XC90 didn’t include the jewel-like Orrefors crystal and polished metal shifter found in last year’s R-Design tester, c’est la vie.

The glittering diamond-pattern metal-edged rotating dial on the centre stack was exquisitely detailed, however, as were the twisting engine start/stop switch and cylindrical drive mode selector on the lower console, while the open-pore hardwood used for the scrolling bin lids around the latter switchgear and shifter, which was also found on the instrument panel and doors was absolutely stunning, not to mention the superbly crafted contrast stitched padded leather covering almost every other surface, which was backed up elsewhere by more high-quality soft-touch composite surfacing than you’ll find on most competitors.

So next time you see someone drive by in a Volvo XC90 you may want to show a similar deference offered to Rolls-Royce, Bentley and Range Rover Autobiography owners, because they’re rolling in a similar level of luxury while doing a lot more to limit fuel usage and mitigate local emissions, plus they’re obviously intelligent enough to get all of the above for hundreds of thousands less than the ultra-utilities just noted.

As you can probably tell I continue to like the XC90 very much, and therefore highly recommend it.

If you think the auto industry has given up on cars and is only relying on SUVs to turn a profit, look no further than the thoroughly reinvigorated Volvo brand and its wonderfully renewed lineup of sport…

New Car Reviews

2019 Volvo V60 Inscription T6 AWD Road Test

The first to arrive was the beautiful new V90 and V90 Cross Country duo, both having respectively replaced the old V70 and XC70 for the 2017 model year, albeit the former hasn’t been with us for a decade or so. Fast forward to 2019 and Volvo’s wagon lineup just expanded with all-new 2019 V60 and V60 Cross Country crossover models, and thanks to Volvo’s Canadian PR team leaving the sportier of the two in my driveway for three weeks last month we’ll be starting off closer to the ground.

I suppose referencing the more conventional V60 as sportier may not sit well with those who consider a trip down a gravel road with a kayak strapped to the top of the V60 Cross Country T5 AWD a more sport-oriented exercise than fast-tracking through a curving two-lane highway at the wheel of our V60 T6 AWD Inscription, not that the former car can’t manage the latter activity quite well, or vise versa. It’s just that the regular V60 is quicker when upgraded with its as-tested turbocharged and supercharged 2.0-litre four-cylinder engine, and as noted a moment ago sits a bit lower to the ground for better pavement-hugging handling, whereas the raised ride height of the Cross Country allows for greater ground clearance when traversing less hospitable backwater roads and trails. Either way, Volvo has you covered.

I suppose this is as good a time as any to talk powertrains, being that both V60 models incorporate Volvo’s innovative 2.0-litre four-cylinder engine, the T5 featuring turbocharging and the T6 adding the just-noted supercharger to the mix. The former makes a laudable 258 horsepower and 250 lb-ft of torque for thoroughly enjoyable performance from standstill up to highway speeds and beyond via eight quick-shifting automatic gears and standard all-wheel drive, whereas the latter puts 316 horsepower and 295 lb-ft of torque down to the road via the same all-wheel drivetrain.

By the numbers, the V60 T5 AWD allows for an energetic zero to 100km/h sprint of 6.6 seconds and a top speed of 225 km/h (140 mph), whereas the T6 AWD cuts standstill acceleration runs down to 5.7 seconds while upping maximum velocity to 249 km/h (155 mph).

Volvo’s T6 engine seems to make a more sporting note at full throttle than I last remember, while the zero-to-100 times quoted a moment ago feel as good as they look. The drivetrain is especially engaging when set to Dynamic sport mode via the jeweled switch on the lower console, which heightens the performance of all controls. Bend it into a sharp, fast-pace curve and the V60 immediately takes on the role of unflappable sport wagon, providing an adept level of poise that almost seems too capable when simultaneously taking in its luxurious Inscription-trimmed surroundings.

The V60’s cabin is absolutely stunning, which caused me to leave the drive mode selector in Comfort more often than not, and Eco when I was paying attention, which together with auto engine start/stop provided best-possible fuel economy at a claimed 10.9 L/100km city, 7.7 highway and 9.5 combined with the as-tested T6 AWD, or alternatively 10.2, 6.8 and 8.7 for the less potent T5 FWD, and made the most of the impressively smooth ride and wonderfully quiet cabin, ideal for such resplendent accoutrements.

As already executed to near perfection in the crossover SUV classes, Volvo once again creates the D-segment leader for interior design and execution thanks to the highest grades of materials and the finest attention to detail. From its myriad soft-touch surfaces above the waistline and below, including plush perforated leathers, to its beautifully executed decorative metal accents and matte hardwood inlays, the V60 Inscription provides a richness and elegance that’s been sorely missing from this more compact five-door luxury category.

Then there’s comfort, which has always been Volvo’s strength. The Inscription seats are superb, and that’s even before making the myriad adjustments they allow for. The seat squabs extend forward, cupping below each knee, while the backrest side bolsters power inward or outward to fit most any body type, whether you want a snuggly hug or more relaxing support. Support in mind, four-way powered lumbar means you can position extra lower back pressure just about anywhere you want it, but surprisingly not all models the V60 competes against offer four-way powered lumbar. Then again some offer powered steering columns, which is not available with the V60, so therefore the Inscription’s two-way memory settings don’t affect the steering wheel, but if it were one or the other I’d optimize seat comfort and control.

Driver setup in mind, the V60’s tilt and telescopic steering column offers ample rake and reach for all bodily forms, my long-legged, short-torso five-foot-eight medium-build frame fully capable of clasping the leather-wrapped steering wheel rim with elbows optimally bent while my legs were easily within reach yet not too crowded by pedals, while plenty of small adjustments remained for tweaking during long road trips.

Looking forward, the gauge cluster is digital, which is nothing new for the V60 that along with its S60 sibling was one of the first cars in its class to offer a colour TFT display in place of the usual analogue primary instruments. Still, this 12.3-inch driver display, upsized from the base Momentum trim’s 8.0-inch unit, is a much more advanced bit of kit than the old V60’s. In fact, it takes up all available space below the instrument hood, and even better it defaults to the navigation system’s colour map that features 3D building block graphics that are fabulous fun to watch when tooling amongst the high-rises of any downtown core.

Of course, that map can be shown over on the V60’s standard 9.0-inch vertical centre touchscreen, Volvo’s Sensus interface continuing to be one of the best in the industry. It’s not that it wows with bright colours and exciting graphics, but rather because it’s more tablet-like than any of its rivals and therefore is easier to figure out. It features Apple CarPlay and Android Auto smartphone integration, all of the usual gesture controls, 4G LTE in-car Wi-Fi, responds 50 percent faster than earlier versions, although my tester’s otherwise excellent 360-degree surround parking camera was a bit lethargic at startup resulting in fashionably late appearances after I’d finished reversing out of my driveway when leaving in a rush, and thanks to an upgrade to the $3,750 optional 19-speaker 1,400-watt Bowers & Wilkins audio system provided sensational sound quality, while the satellite radio colour album cover graphics were wonderful.

Incidentally, that B&W stereo does more than just sound good, it improves the interior design thanks to a lovely little tweeter at dash central, featuring a stylish aluminum grille, while the similarly drilled aluminum door speakers let you see through to coloured cones within.

Those speaker grilles are surrounded by some of the only hard composite in the entire car, the rest of each door panel soft touch synthetic from top to bottom, excepting the armrest that’s covered in contrast-stitched leather. Likewise for the centre armrest/bin lid, the front edge of the dash top, and the instrument panel just below, which is why I was a bit miffed that Volvo chose not to finish the glove box lid to the same standard, leaving it hard plastic in a segment that normally softens this surface. Volvo leaves the sides of the centre console hard plastic too, but this is more than made up for by a beautiful set of satin-silver framed matte hardwood scroll-top lids for the connectors, tray and cupholders below.

Volvo chose not to add the same wood to the doors, but surrounding the steering column and just ahead of the front passenger are lovely sculpted sections next to an equally artistic inlay of flowing satin-silver aluminum, the V60’s interior design coming across much more zen-like than anything from Japan, or Germany for that matter.

I could continue on about cabin styling, the volume dial, vent controls, rotating ignition switch and cylindrical drive mode selector rimmed in a grippy diamond-patterned bright metal that sparkles as jewel-like as in any Bentley, while those aforementioned seats are as eye-arresting as sore back-alleviating, but there are still some as yet unmentioned details to cover.

For one, the V60 is spacious. In fact, I think the new V60 is targeting previous V70 customers just as much as those who loved the outgoing V60, thanks to 124 mm (4.9 inches) more length overall, plus a 9.6-mm (3.8-inch) longer wheelbase that results in the most spacious rear seating area in the luxury D-segment. The new model is 51 mm (2.0 inches) lower than its predecessor too, which adds to its long, sleek visual stance, but nevertheless it provides ample headroom and legroom for a six-foot passenger behind a six-foot driver, although I wasn’t able to substantiate this claim due to my previously noted five-foot-eight height. Nevertheless, I can attest to an obvious increase in cargo space, the new V60 boasting 20 percent more than the outgoing car.

Reason enough for its growth is Volvo’s new Scalable Product Architecture (SPA) that also underpins the larger V90 sport wagon, not to mention everything else in today’s Volvo lineup other than the compact XC40 crossover. Everything riding on SPA gets regularly praised by owners and auto pundits alike, with aforementioned ride-quality and quietness given near universal accolades, so it only makes sense the V60 delivers to the same high level.

I’ve touched on features throughout this review, but have yet to go into trim details, so without further adieu the base 2019 V60 Momentum T5 FWD starts at just $43,900 plus freight and fees, which is only $50 above than last year’s base V60 yet includes standard LED headlamps, rain-sensing wipers, a powered panoramic glass sunroof, dual-zone auto climate control, leather upholstery, power-adjustable heated front seats with driver’s memory, a powered liftgate, power-folding rear seat headrests, power-folding rear seatbacks with controls in the cargo compartment, a semi-automatic cargo cover that conveniently slides up and out of the way when opening the tailgate, and much more.

Of course, plenty of safety gear comes standard too, including standard City Safety automatic front collision warning with full low- and high-speed autonomous emergency braking, plus Driver Alert Control, steering support, Run-Off Road Mitigation, Lane Keeping Aid and Oncoming Lane Mitigation, and more.

Of special note, the new V60 introduces an Oncoming Braking system that, if sensing an imminent head-on collision will automatically actuate maximum braking force two-tenths of a second before impact. This is said to reduce vehicle speed by 10 km/h before impact, which could potentially save lives and certainly minimize injury.

I won’t go into all standard and optional features available with base Momentum or $55,400 Inscription trim, although if interested feel free to check out my previous story that covered everything in detail, so suffice to say the latter as-tested model gets a special chromed waterfall grille, cornering headlights, fog lamps, a really nice leather-wrapped and metal edged key fob, Power Steering Personal Settings with low, medium or high assistance, the gorgeous Driftwood decor inlays, digital gauge cluster and four-way powered lumbar noted earlier, Nappa leather upholstery that’s perforated for allowing through forced ventilation up front, etcetera.

Option out a V60 Inscription T6 AWD and you can have the same $1,000 19-inch multi-spoke alloys as seen on my test car, the previously noted audio upgrade, $1,300 massaging front seats and a $1,150 graphical head-up display. Additionally, my tester included a $1,250 Climate Package with heated Aquablades windshield wipers, a much-welcome heatable steering wheel, and heated rear seats; a $1,500 Convenience Package with Volvo’s Pilot Assist semi-autonomous drive system that uses the Adaptive Cruise Control, Lane Keeping Aid and other advanced driver assistance features to keep the V60 within its chosen lane, plus a Homelink garage door opener and a compass; plus an $1,800 Vision Package with the aforementioned 360-degree surround parking camera, Park Assist Pilot semi-autonomous self parking, front parking sensors, auto-dimming side mirrors, and blindspot monitoring with rear cross traffic alert.

And by the way, all 2019 Volvo V60 pricing was sourced from CarCostCanada, where you can find detailed pricing on trims, packages and standalone options for every other new vehicle sold in Canada, plus otherwise hard to get rebate information and dealer invoice pricing that could save you thousands.

The only V60 attribute that arguably outshines all of the above is exterior styling, which to my eyes makes it the best-looking sport wagon in the compact luxury D-segment, and possibly the most attractive combination of new Volvo design elements to date. I love the shape of the new grille and the way the headlamps flow rearward over the front fenders, not to mention the motorsport-inspired wing strut design of the lower front fascia. Yet most of all I like this wagon’s profile, culminating at two of the most unorthodox taillights on today’s market, the V60’s sharply cut L-shaped lenses paying obvious tribute to Volvo’s recent past, but all-new and totally unique as well.

It won’t be hard for you to tell that I really like the look of this car, and I must admit to liking everything else about it too. It made the recent holiday season all the more enjoyable and helped ring in the first week of 2019 with style, comfort and all-round class.

Hey wagon lovers! Take a look in our garage this week. This is the entirely new-from-the-ground-up 2019 Volvo V60 in top-line Inscription T6 AWD trim, which means that it looks fabulous, comes filled…

In Our Garage

2019 Volvo V60 Inscription T6 AWD

It’s also really roomy. In fact, we think the new V60 is targeting previous V70 customers just as much as those who loved the outgoing V60, thanks to a substantive 124-mm (4.9-inch) greater length overall, plus a 9.6-mm (3.8-inch) longer wheelbase that results in the most spacious rear seating area in the luxury D-segment. The new model is 51 mm (2.0 inches) lower than its predecessor too, which adds to its long, sleek visual stance, but nevertheless it provides ample headroom and legroom for a six-foot passenger behind a six-foot driver, or so reports claim, while the new V60 also boasts 20 percent more cargo room than the outgoing car.

The new V60 sits atop the same Scalable Product Architecture (SPA) chassis architecture that underpins the larger V90 sport wagon, not to mention everything else in today’s Volvo lineup other than the compact XC40 crossover that utilizes the brand’s new Compact Modular Architecture (CMA) platform, which incidentally will support a new 40 series line of cars in the near future. SPA and the models built upon it have been widely praised by auto critics like us and Volvo customers alike, while sales of new Volvo products have been skyrocketing since the brand’s transformation that started with the second-generation XC90 SUV back in 2015.

We’re not expecting this V60 sport wagon to sell anywhere near as well as that XC90 mid-size SUV or the more recently introduced XC60 compact crossover SUV, or for that matter the new V60 Cross Country that adds a little more off-road flair via the way of a raised suspension and rugged looking matte black body cladding, but the regular V60 should provide more road-hugging handling prowess, which we’ll report on later in our upcoming road test review. Big sales or not, the V60 supplies a major dose of Volvo DNA to the entire brand.

After all, Volvo has had a wagon in its lineup longer than most people can remember, and now that the larger V90 has been slated for cancellation in Canada (it was only ever available via special order in the U.S.), availability of this V60 is critical for keeping up the Swedish brand’s pragmatic image.

Pragmatic yes, but sitting down inside replaces any such practical thoughts with feelings of pampering hedonism, being that the 2019 V60 continues Volvo’s new brand ethos of providing more luxury than any rival. We won’t tell you all of our experiences yet because we’ve only taken delivery of the car and haven’t even written our notes down, but being that it looks much like everything else from the Swedish carmaker we’re expecting to find more soft-touch surfaces, satin-silver trim, jewellery-like detailing, and genuine hardwood inlays than rivals from Germany, Japan or the U.S., while Volvo’s electronic interfaces are some of the best in the business, from its standard 8.0-inch digital driver display within the gauge cluster to the optional 12.3-inch version of those same primary instruments, not to mention its standard 9.0-inch tablet-style Sensus centre-stack touchscreen.

Volvo’s Sensus touchscreen has become our go-to example of how to do infotainment systems correctly, thanks to incorporating one of the most user-friendly and feature-filled interfaces in the auto industry. The new V60’s boasts 50 percent faster processing speeds than previous iterations used in other models resulting in quicker startup, faster response from the backup camera, much improved voice activation, and speedier navigation route calculation. The standard backup camera includes dynamic guidelines and graphics for the standard rear parking sensors, while other standard functions include Apple CarPlay and Android Auto smartphone integration, 4G LTE in-car Wi-Fi, a 10-speaker 330-watt audio system, satellite radio, a four-year subscription to Volvo On-Call that features remote start and vehicle tracking, and lastly two standard USB charging ports.

The base 2019 V60 Momentum T5 FWD starts at just $43,900 plus freight and fees, which is only $50 above than last year’s base V60 despite its all-new design and upgraded everything, including those aforementioned “Thor’s Hammer” LED headlamps. Additional standard features include 18-inch alloy wheels, metal door sill treadplates, rain-sensing wipers, a powered panoramic glass sunroof, an auto-dimming rearview mirror, a three-spoke leather-wrapped multifunction steering wheel, dual-zone automatic climate control with a Clean Zone Air Quality system and a humidity sensor, unique Iron Ore decor inlays, Moritz leather upholstery, power-adjustable heated front seats with two-way powered lumbar support and driver’s memory, a 120-volt household-style power outlet in the rear console, a powered liftgate, power-folding rear seat headrests, power-folding rear seatbacks with controls in the cargo compartment, a semi-automatic cargo cover that conveniently slides up and out of the way when opening the tailgate, a metal cargo scuff plate, black integrated roof rails, dual chromed tailpipes, and more.

This being a Volvo means plenty of safety gear comes standard too, so therefore all 2019 V60 trims get City Safety automatic front collision warning with full low- and high-speed autonomous emergency braking, plus Driver Alert Control, steering support, Run-Off Road Mitigation, Lane Keeping Aid and Oncoming Lane Mitigation, as well as all the usual active and passive safety features including an airbag for the driver’s knees, front seat whiplash protection, and pyrotechnical seatbelt pretensioners in all positions front to rear.

Of special note, the 2019 V60 introduces a new Oncoming Braking system to the entire Volvo lineup, which if sensing an imminent head-on collision will automatically actuate maximum braking force two-tenths of a second before impact. This is said to reduce vehicle speed by 10 km/h ahead of an impact, which could potentially be a lifesaver and certainly help to minimize life-altering injury.

Momentum trim is available with the choice of two powertrains, the first being the T5 FWD that consists of Volvo’s well-proven 2.0-litre direct-injected and turbocharged engine, good for 250 horsepower and 258 lb-ft of torque, and the second the T6 AWD that costs an additional $4,000 for a total of $48,900 yet adds a supercharger to the turbocharged four-cylinder resulting in 316 horsepower and 295 lb-ft of torque. The former allows for a zero to 100km/h sprint of 6.6 seconds and a top speed of 225 km/h (140 mph), whereas the latter cuts standstill acceleration runs down to 5.7 seconds and ups maximum velocity to 249 km/h (155 mph).

Both use a quick-shifting and highly efficient eight-speed “Geartronic” automatic transmission with manual mode to transfer power to the drive wheels. The new V60 can also be had with available Drive Mode Select that includes Comfort, Eco, Dynamic sport, and Individual driving modes, while fuel-saving and emissions-reducing automatic start/stop, that shuts the engine off when it would otherwise be idling, comes standard. The V60’s official Transport Canada fuel economy rating are 10.2 L/100km in the city, 6.8 on the highway and 8.7 combined for the T5 FWD, or 10.9 city, 7.7 highway and 9.5 with the T6 AWD, which puts it right in the hunt for top efficiency within the ultra-narrow niche known as the compact luxury D-segment wagon category.

To be clear, the V60 is only up against the BMW 3 Series Touring, the least efficient 2018 model of which bested the most economical V60 by a very slight margin, while turbo-diesel and plug-in hybrid variants were even thriftier, for a price (most expect the 2019 3 Series to be even more of a fuel miser, although they haven’t shown a Touring version yet), whereas the all-new 2019 Mercedes-Benz C-Class Wagon only comes with one engine and driveline so far with no fuel economy specifics yet announced.

The V60’s Dynamic Chassis is comprised of aluminum double wishbones up front and an exclusive integral link rear suspension design featuring a transverse lightweight composite leaf spring, Volvo promising both a comfortable ride and sporty handling from this fully independent setup that we’ll report on in our upcoming review.

Being a niche model within a shrinking non-crossover/SUV category there aren’t any adaptive suspension options, but those choosing base Momentum trim can swap out the standard Charcoal (black) or Blond (beige) leather upholstery with sharp looking $400 City Weave plaid textile inserts in either colour, while standard Black Stone or Ice White exterior paints can be upgraded to one of nine $900 metallic finishes. Additionally, a set of $1,000 18-inch five Y-spoke diamond cut alloy wheels can be added too, while individual options include a $250 Charcoal headliner, $1,150 graphical head-up display unit, and $1,200 14-speaker, 600-watt Harmon/Kardon audio system.

Momentum buyers can also add a $1,250 Climate Package that includes heated Aquablades windshield wipers, a heatable steering wheel, and heated rear seats; a $1,500 Convenience Package with Volvo’s advanced Pilot Assist semi-autonomous drive system featuring Adaptive Cruise Control, plus a Homelink garage door opener and a compass integrated into the rearview mirror; an $1,800 Vision Package with a 360-degree surround parking camera, Park Assist Pilot semi-autonomous self parking, front parking sensors, auto-dimming power-retractable side mirrors, and blindspot monitoring with rear cross traffic alert; and lastly a $3,400 Momentum Plus Package incorporating dynamic cornering headlamps, headlight washers, fog lamps, proximity-sensing keyless access with a hands-free tailgate function that lets you open the liftgate by waving a foot below the rear bumper, the aforementioned 12.3-inch digital instrument cluster, Drive Mode Select, four-zone automatic climate control, navigation (that lets the cruise control access map data for adjusting vehicle speed through corners when appropriate), Road Sign Information, and more.

If you opt for the T6 AWD, all of the same standalone options and packages remain, except for wheels that start with a unique set of open-spoke 18-inch alloys as standard equipment and can be upgradable to a set of $1,000 19-inch alloys, while special Amber caramel brown leather becomes an interior option.

Moving up to $55,400 Inscription trim adds the T6 AWD powertrain as standard equipment, plus a unique chromed waterfall grille, bright metal integrated roof rails, unique 10-spoke 18-inch diamond cut alloy wheels, fog lamps, cornering headlights, a special leather-wrapped and metal edged Inscription key fob, low, medium or high steering assistance via Power Steering Personal Settings, Driftwood decor inlays, the 12.3-inch digital gauge cluster, perforated Nappa leather upholstery, four-way powered lumbar support, ventilated front seats, and more.

Option out a V60 Inscription T6 AWD and you can have special $1,000 19-inch multi-spoke alloys, the aforementioned Charcoal headliner and graphical head-up display, as well as a $3,750 19-speaker 1,400-watt Bowers & Wilkins audio upgrade, and $1,300 massaging front seats. The Momentum Plus Package is no longer offered due to most of it being standard in Inscription trim, but the three remaining Climate, Convenience and Vision packages are still available.

While Momentum and Inscription are the only two trims currently available, we’d like to think that a sportier V60 R-Design will arrive at some point in the near future, which we’d hope would add special 18-inch alloy wheels with the option of unique 19s, plus steering wheel-mounted paddle shifters, and slightly edgier interior and exterior design, while it would incorporate most of the same features offered in the Inscription. Likewise, we hope the V60 will also be available with Volvo’s T8 Twin-Engine powertrain that uses a plug-in hybrid drivetrain to increase engine output to 400 horsepower while reducing fuel consumption considerably. Additionally, the outgoing V60 was also available in factory-built Polestar trim, a car we covered in 2017 guise right here. This was a fabulous performance, so needless to say we’d love to see something similar recreated for this all-new V60.

For now we’ll enjoy a double dose of our more luxury-oriented 2019 V60 Inscription for two weeks no less, much thanks to Volvo that provided an extra week of pampering comfort over the holidays. This will give us plenty of time to experience all of its goodness while doing our best to suss out any weaknesses (sorry Volvo). So until our full road test review arrives make sure to peruse our photo gallery above…

News & Reviews- Tag: Inscription