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New Car Reviews

2019 Volvo XC40 T5 AWD R-Design Road Test

I must admit… I really like Volvo. Particularly new, reinvented Volvo, since the Swedish luxury brand completely reimagined its place within the luxury sector in 2015 with the launch of the 2016 XC90, from its styling, interior design and quality, to its electronics, advanced drivetrains, performance, and of course safety. Volvo is leading its more commercially relevant competitors in almost every respect, and it’s seeing success because of it.

I’m not going to pretend that all of its new models are enjoying the fruits of its labours in abundance, mind you, but lacklustre market response to its 90-series cars is hardly an isolated phenomenon within the ebbing sedan and wagon market. After all, where the S90, V90 and V90 Cross Country only managed a collective 835 sales in Canada last year, they beat Genesis (Hyundai’s new luxury brand), Maserati, Jaguar, Acura and Infiniti in the mid-size luxury E-segment, and repeated the feat over the first three months of 2019 too.

Volvo is stronger when it comes to sales numbers in crossover SUV territory, but its XC60 only trounced Lincoln, Alfa Romeo, Jaguar and Cadillac last year, while getting extremely close to one-upping Infiniti, a performance it couldn’t quite repeat over Q1 of 2019 due to losing ground against Cadillac, Infiniti and Lincoln, while gaining market share on Porsche. The XC90 is stronger in the mid-size luxury SUV class, having overpowered Jaguar, Porsche, Tesla, Range Rover, Land Rover, and Maserati throughout 2018, although it only outsold Range Rover, Tesla, Land Rover, and Maserati as of March 31, 2019. This said the XC90 is doing pretty well for a vehicle that’s four years into its lifecycle.

And how about the new XC40? This subcompact luxury SUV, winner of the 2018 European Car of the Year, opens up totally new opportunities for Volvo, and does so in a market segment that’s hardly filled out with competitors. Despite arriving just partway through the year, the XC40 outpaced Jaguar’s E-Pace and Infiniti’s QX30 (the latter discontinued for 2019), and did so by a very wide margin, more than doubling deliveries of the former and tripling the latter. It was actually nudging up against Range Rover’s Evoque as well, but stayed far from contention when compared to Audi’s Q3, Mercedes’ GLA, and BMW’s class-leading X1/X2 combination. Still, it was a worthy effort from a new entry that was only on the market for the latter half of the year.

How about 2019? Over the first three months of this year the XC40 has found five and a half times more buyers than the Infiniti QX30 (again, a model being phased out), almost five times as many as the Jaguar E-Pace, hundreds more than the Range Rover Evoque, has surpassed BMW’s X2 sales, and is within shooting range of Mercedes’ GLA. We’ll have to watch and see if Volvo’s upward trajectory in this class continues, but I believe if more people learn about this impressive little SUV, the more chance it has of succeeding.

So let’s run down the list of attributes I mentioned at the beginning of this review, starting with styling. Other than looking a bit too much like Jeep’s arguably handsome new Compass, the XC40 offers up a standout design, especially in its two-tone colour combinations. I tested a base Momentum model that I’ll cover in a future review, dipped in a lovely light pastel Amazon Blue paint with a white roof, and it caused more rubbernecking than anything else I’ve driven in this class. My Crystal White Pearl Metallic painted R-Design, showing off a standard black roof like all R-Design models, drew nearly as much attention, and would be my choice due to its slightly more masculine, sportier look.

Inside, the XC40 provides all of the upscale luxury expected in a premium-labeled entry SUV, no matter the trim. The front roof pillars are fabric-wrapped, the dash-top and top halves of the door skins are finished in soft-touch composite, the armrests are padded with stitched leatherette, while the insides of the door pockets are actually carpeted, plus they’re large enough to accept a 15-inch laptop and a drink bottle. Back to the soft pliable surfacing, there’s none below the waistline, including the centre console that gets some soft paint for consolation, this above carpeting that wraps around the lower portion, while overhead there’s a high-quality woven roofliner framing a massive panoramic glass sunroof with a powered translucent sunshade.

The dash design is typical modern Volvo, which means tasteful with minimal clutter, although it’s been given a funky twist including cool retro-like vertical satin silver metal vents next to the centre stack and each corner, adorned by attractive textured aluminum inlays across the instrument panel and doors. All of the satin silver trim is exquisitely crafted, particularly the knurled metal grips on the rotating vent actuators, and the similar treatment given to the audio system’s main volume control knob, while all of the switchgear is easily up to others in this class and surpasses some.

Likewise, the R-Design’s exclusive contrast stitched perforated leather-wrapped and metal adorned sport steering wheel is beautifully finished, while a similar treatment is given to the electronic shift lever, not to mention the stunning leather and suede-like Nubuck upholstered seats, which are joined by sporty metal foot pedals to make this the obvious choice for those who want to flex a little muscle while running their urban errands.

Those seats are extremely comfortable and feature good side bolstering as well as extendable lower cushions that cup nicely under the knees, plus the rear seating area is ultra-generous, even fitting in large six-foot-plus passengers with room to spare. Volvo provides rear occupants with a flip-down armrest in the middle, which doubles as a centre pass-through when the otherwise 60/40-split rear seatbacks are folded flat to accommodate longer cargo in the equally sizeable and wonderfully flexible cargo area, which incidentally measures 586 litres (20.7 cubic feet) when the rear seats are in use, and 917 litres (32.4 cubic feet) when lowered.

Making matters easier, they lower via a control panel of powered release switches on the passenger’s side cargo wall, while adding yet more utility is a cargo floor that folds in half and sits vertically with three handy grocery bag hooks on top, or alternatively can be swiveled into a small parcel shelf. I tested the former out on the way home from shopping and they worked fabulously.

Speaking of handy, the XC40 also includes a foldout hook from the glove box, a removable waste bin within the centre console, an available storage box under the driver’s seat cushion, a parking pass holder on the left side of the inner windshield, plus gas card slots to the left of the driver’s knee. Additionally, ahead of the centre console is a large compartment for stowing a big smartphone with sunglasses or what-have-you to each side, the base of which optionally doubles as an inductive device charger, plus sidled up beside a 12-volt charger there are two USB ports within the compartment as well, one solely for charging and the other for connecting to the Apple CarPlay- and Android Auto-infused infotainment system just above (there are three USB ports altogether). Yes, this little SUV is as convenient as they come, and really should win an award for thoughtfulness.

Such hidden standard items might go unnoticed unless your Volvo sales or service rep points them out, but it’ll be difficult to miss the configurable colour TFT digital gauge cluster staring you in the face upon climbing inside. It’s large and bright at 12.3-inches in diameter, high in definition, and filled with features including an available navigation map that expands to fill most of the multi-information display portion in the middle. No direct competitor delivers anything anywhere near as good in standard trim, with most not even offering the a digital gauge option at all, giving Volvo the lead in electronic interfaces.

This said, I haven’t even mentioned the brand’s award-winning nine-inch vertical centre touchscreen, which comes closer to resembling an iPad- or Samsung-style tablet than anything else in the category. No matter whether you’re purchasing this entry-level SUV or the full-tilt XC90, Volvo doesn’t differentiate between its Sensus systems, meaning you get the best they have to offer, and it’s truly superb. Like a tablet it ideally responds to touch gestures such as tap, swipe and pinch, and does so for many more functions than the usual navigation map. In fact, adjusting the temperature settings for the as-tested upgraded dual-zone automatic climate control system results in tall readouts popping onto either side of the display, letting you slide your finger up and down to choose your individual comfort zone.

The Sensus touchscreen also allows control of all audio functions including streaming Bluetooth, satellite radio, 4G LTE Wi-Fi, and more, while it’s easy to connect your phone, whether doing so by Bluetooth or plugging it in for the aforementioned Apple and Android apps. It’s an elegantly designed interface that’s easily one of the best in its class, and should be easy to operate for anyone used to a modern-day smartphone.

Also on the centre stack, a narrow row of high-quality switchgear can be found just below the main touchscreen for quick access to key HVAC controls, a couple of audio controls including the aforementioned metal-edged volume knob, plus the hazard lights, and to the very right a drive mode selector with Eco, Comfort, Dynamic, Off-road and Individual settings, the Off-road setting incidentally not available with base Momentum trim.

As noted just before, navigation isn’t standard, but rather a standalone $1,000 add-on, yet the standard list is nevertheless long and includes most everything already mentioned plus LED headlamps, roof rails, remote engine start, pushbutton ignition, a leather-wrapped multi-function steering wheel, an electromechanical parking brake, rain-sensing wipers, an auto-dimming rearview mirror, automatic climate control, voice activation, heated front seats, a powered driver’s seat with four-way lumbar support and memory, genuine aluminum inlays, plus a host of active safety gear like forward collision warning with automatic emergency braking, lane departure warning and mitigation, etcetera, enough to earn it a best-possible Top Safety Pick + rating from the IIHS (the only SUV in its subcompact segment to do so), all for just $39,500 plus freight and fees, which makes it one of the most affordable vehicles in its luxury class with standard all-wheel drive.

The as-tested R-Design, which starts at $44,100, includes all items noted previously as well as a one-inch larger set of 19-inch alloy wheels (although my tester wore optional 20s) attached to a sport suspension, plus a unique grille treatment, black skid plates, black mirror caps, gloss-black exterior trim, and the aforementioned black roof top, as well as active bending headlights, fog lamps, a rectangular set of exposed dual tailpipes (the base model’s are hidden), special aluminum front treadplates, upgraded carpets, better interior illumination, dual-zone auto climate control, a powered front passenger’s seat, cushion extensions for both front seats, a panoramic glass sunroof, black fabric pillars and roofliner (instead of light beige), an aluminum cargo sill protector, etcetera.

My tester also had a $1,750 Premium Package featuring the inductive phone charger, the underseat storage box and grocery bag holders mentioned earlier, plus headlight washers, auto-dimming power-retractable side mirrors, heated wiper blades, a heatable steering wheel, heated rear outboard seats, a powered tailgate, and Blind Spot Information System with Cross Traffic Alert.

On top of this was a $2,000 Premium Plus Package including a 360-degree overhead Surround View parking camera, a HomeLink universal garage door opener, adaptive cruise control, Volvo’s Pilot Assist semi-autonomous Driver Assistance System, semi-autonomous Park Assist Pilot with Park Assist Front and Rear (a hands-on self-driving system that helps to ease highway driving quite well), and a 12-volt power outlet in the cargo area; plus Volvo added the previously noted $1,000 navigation system, as well as $950 worth of great sounding 600-watt, 14-speaker Harmon-Kardon audio.

Prior to its brand-wide revamp initiated in 2015, Volvo started to upgrade past models with a new lineup of innovative powertrains. Unlike any other luxury brand, or any other major automaker for that matter, the Chinese-owned Swedish company chose to base its entire model line on one 2.0-litre four-cylinder engine using turbocharging in base form, both turbocharging and supercharging in mid-range trims, and, debuting with the XC90 for 2016, a turbocharged, supercharged and plug-in electric version boasting 400 horsepower and 400 lb-ft of torque.

While a 400-horsepower XC40 sounds like a barrel of fun, a February 2019 announcement stated the plug-in variant slated for Volvo’s smallest SUV would in fact be the completely new 184-net-kW (247-net-hp) T5 Twin Engine with 328 net-lb-ft of torque thanks to an electric motor and a 1.5-litre three-cylinder gasoline-powered engine driving the front wheels. This should be followed closely by a version of the XC40 incorporating an even thriftier T4 Twin Engine, although we’ll likely only receive the more potent PHEV in North America. Additionally, Volvo announced in March that it will reveal a full-electric version of the XC40 before the end of 2019, as part of a push toward having half of its global sales made up of full-electric vehicles by 2025.

For the time being, Volvo’s second-most popular model worldwide (behind the XC60) receives a standard 2.0-litre turbocharged engine making 248 horsepower and 258 lb-ft of torque, which drives all wheels via an eight-speed automatic transmission. This said a new 2.0-litre turbo-four designated T4, capable of 187 horsepower and 221 lb-ft of torque and coming standard with the same eight-speed auto and AWD, will be the base powerplant in Momentum trim for 2020, with R-Design and Inscription trims including the T5 engine, featuring 248 horsepower and 258 lb-ft of torque, as standard kit.

I can’t speak for the upcoming T4, but my tester’s T5 powertrain is an ideal match for the lightweight XC40, resulting in a fast-paced, fun-to-drive subcompact crossover SUV. Of course, it’s hardly the most formidable in its class, Jaguar’s E-Pace and Range Rover’s Evoque R-Dynamic models bringing 296 horsepower apiece to the segment, BMW’s X2 M35i stepping up with 302 horsepower, and Mercedes’ blisteringly quick AMG GLA 45 holding the category title with 375 horsepower.

Still, the XC40 immediately jumps off the line, its eight-speed autobox a bit annoying when moving into Drive or Reverse as it needs two taps to do so, but once underway it shifts with nice, snappy increments, especially when its sportiest “Dynamic” drive mode is selected and my R-Design model’s paddle shifters are engaged, and it feels nice and planted while doing so.

No doubt my tester’s lower profile 20-inch tires played a role where rubber meets the road, not to mention its sport-tuned suspension setup, which otherwise is fully independent with aluminium double wishbones up front and a unique integral-link design that includes a lightweight composite transverse leaf spring at the rear. Hence it hooked up well enough through the corners, something I enjoyed when making up for lost time around town, as well as during a couple of fully engaged test sessions in the countryside.

You sit up nice and high, which is ideal for visibility, and while this should negate at-the-limit handling it’s not destabilizing at all, but rather my XC40 R-Design felt confidence-inspiring when pushed hard, only leaning slightly when asking more from it than most owners ever would. Fortunately braking is quite good, whether feathering the front discs to set up a corner or jamming down hard on all four during a panic situation, it responded with poise.

Its ride quality is very good for such a small SUV, the XC40 feeling more substantive overall than its size should allow, and I don’t believe there’s much if any difference in suspension comfort from models with 18-inch wheels and a regular “Dynamic” suspension than the sport setup wearing 20s. Volvo offers an adaptive Four-C Chassis for $1,000, but honestly I don’t think it’s needed.

All in all the XC40 feels like a bigger and more substantive SUV than it really is, its doors and hatch closing with impressive solidity, plus it’s quiet and feels well-built when encountering road imperfections such as broken pavement, potholes, bumps, etcetera.

Fuel economy, rated at 10.3 L/100km in the city, 7.5 on the highway and 9.0 combined, only looks poor if putting it up against something much less powerful and front-wheel drive like Lexus’ new UX (only 169 horsepower and 151 lb-ft of torque) that gets 7.2 combined in non-hybrid form. In fact, the XC40’s combined city/highway rating is identical to the Mercedes GLA 250 4Matic, better than the BMW X1 that can only manage 9.3 combined, noticeably ahead of the base Jaguar E-Pace P250’s rating of 9.8 combined, and a big improvement over Audi’s new Q3 that’s rated at just 10.6 combined. If anyone cares, the XC40 is even thriftier than the comparatively anemic yet still most capable (153-hp) full-load Buick Encore AWD that can only manage 9.1 L/100km combined. Of note, most of those above, including the XC40, benefit from auto start/stop technology that shuts the engine off when it would otherwise be idling, especially helpful in improving air quality.

I don’t think Volvo will mind if I end this review on such a positive note. The fact is, after a weeklong test I haven’t found much to fault the new XC40 on, but rather I feel it’s one of the better compact luxury SUVs now available. You may have heard me say this before about something different, but keep in mind that most new models improve with each new generation, and in the case of the XC40, which allowed Volvo a completely clean slate to build upon, it’s been extremely well executed.

Thanks to a quiet, comfortable ride with better than average handling, strong straight-line performance mixed with impressive efficiency, a comfortable, accommodating, and superbly crafted cabin filled with thoughtful touches that make life more convenient, plus value that’s hard to argue against, the XC40 is a clear winner that should attract plenty of new customers into the Swedish brand’s fold, and that bodes well for Volvo’s long-term future.

New Car Reviews

2018 Volvo S60 T5 AWD Dynamic Road Test

Volvo is in the final phase of a brand-wide makeover, ushering in a more distinctive design language highlighted by a contemporary version of its more traditionally rectangular grille that’s flanked by signature Thor’s Hammer LED headlights, all resulting in a modernized look that delivers a more premium cachet.

This out with the old, in with the new brand metamorphosis has left few stones unturned, the V60 being the most recently revealed addition to an almost completely transformed lineup. The D-segment sport wagon hit the stage on March 6th at the Geneva motor show wearing stylish new duds, after first debuting on February 21st in is “natural habitat,” a suburban driveway in Stockholm, Sweden. That five-door model is expected at Volvo dealerships later this year, with a toughened up V60 Cross Country crossover version likely to appear simultaneously or soon after, so the similarly sized four-door sedan shouldn’t be too far behind.

In fact, Volvo has already confirmed the 2019 S60 debut this summer at its new $1B USD manufacturing plant in Berkeley County, South Carolina, which will produce the new sedan along with an additional model yet to be named. The S60 is an interesting choice of vehicle for U.S. production, being that SUVs rule North American roads, but the car should find a strong base of loyal supporters on this side of the Atlantic just the same.

Still, Volvo was smart to update its XC90 and XC60 first, as these two SUVs are its strongest sellers, not unlike every other premium brand. Car sales, on the other hand, are generally flat or sliding in the opposite direction. No doubt a redesigned S60 will help to boost the model’s numbers, much like the updated S90 did for yesteryear’s S80, but the hit to Volvo’s bottom line probably won’t be as dramatic.

Last year Volvo Canada sold just 361 S60/S60 Cross Country four-doors compared to 454 V60/V60 Cross Country five-doors, which while low numbers on both counts (by comparison the XC60 sold 2,315 units and XC90 2,650), the pair of V60s represented a 20-percent improvement over the two S60s. I doubt another four-door S60 Cross Country will ever materialize, as this reincarnation of the ‘80s AMC Eagle SX/4 (a.k.a. Spirit SX/4) has been an unsuccessful answer to a question no one outside of Volvo’s rather eccentric inner circle was asking, but either way the five-/four-door percentage lead will probably continue into the new model cycle (at least it has for the S90 and V90), and sales will no doubt grow for both.

To appreciate how recent the swing in buyer sentiment was toward the five-door V60 models, Volvo Canada sold more S60s than V60s in 2016, and the numbers were significantly higher at 657 to 627 units, while in 2014 when the V60 was introduced it found just 853 sales compared to the S60’s 1,063 deliveries. No doubt Volvo is targeting a return to four-figure annual S60 sales when the new model arrives, but until then the brand needs to highlight the current model’s attributes while knocking a few thousand off its suggested retail price.

To be fair, the 2018 S60 is already a very good value at $41,950 plus freight and fees, especially when factoring in its performance, refinement, and feature set. I think most will agree that it’s still an attractive looking car, its aerodynamically shaped front fascia filled with nice upscale details, its windswept four-door coupe-like side profile providing a sporty yet elegant shape, and its trademark Volvo taillights finishing the rear end design off nicely.

My T5 AWD Dynamic trimmed tester offers an even sportier theme featuring an R-Design lower front fascia, a subtle spoiler discretely perched atop the rear deck lid, an eye-grabbing grey and black diffuser-style rear bumper cap with circular exhaust pipes at each corner, and rounding out the look, aggressive looking 18-inch five-spoke diamond-cut alloys with black-painted pockets, while its standard Polestar Optimization upgrade made all of its outward dynamism inwardly relevant.

By that I’m not talking about the S60’s interior, which doesn’t feature any Polestar branding yet continues into 2018 as one of the more refined cabins in its compact luxury class. If you want your S60 interior modified with blue Polestar highlights along with other stylish upgrades, even including sportier exterior enhancements, a smoking hot 367 horsepower engine and significant suspension mods, you’ll need to pay $67,050 for an S60 Polestar and call it a day.

Instead, choosing mid-range Dynamic trim means the S60 T5 AWD comes standard with Polestar Performance Optimization for just $47,900 (you can get the same setup with the T6 AWD powertrain for $51,500), this maintaining the S60’s already formidable base engine output yet quickening on and off throttle response plus shift speed, increasing gear hold duration, performance-tuning the electronic stability control and ABS, plus more, while the turbocharged and supercharged S60 T6 AWD model gets a four-horsepower bump up to 310 ponies.

As noted, the S60 T5 AWD’s turbocharged 2.0-litre four-cylinder engine’s output remains unchanged at 240 horsepower and 258 lb-ft of torque, which while not quite as thrilling as the T6 off the line is nevertheless plenty capable all on its own. With 100km/h arriving in just 6.2 seconds from standstill and its top-speed set to 210 km/h, it will easily exceed posted limits at a much faster rate than you might be prepared for, whether zipping around town, stretching its legs on a curving backcountry road, or letting it fly on the highway.

If canyon carving is your thing I’d recommend opting for the $1,850 Sport package that increases alloy wheel size by an inch to 19s, lowers and firms up the suspension, adds paddle shifters behind the steering wheel spokes to extract the most from the S60’s already quick yet smooth shifting eight-speed automatic, and bolsters the front seats with a sportier design that comes complete with contrast-stitched black, beige or Beechwood leather.

Still, my non-Sport packaged model took to corners with confidence inspiring poise thanks to Volvo’s Dynamic Chassis setup and grippy torque vectoring all-wheel drive, albeit modern-day Volvos are never lacking when it comes to handling credentials. Its variable-assist electrical power assisted rack and pinion steering is direct and responsive, front MacPherson strut and rear multilink suspension stable yet reactive, and overall feel ideal for those seeking reassuring feedback without punishing rigidity.

Yes, the S60 isn’t as tightly sprung as some premium rivals, its ride/handling bias focused more toward the type of cosseting comfort that luxury buyers tend to prefer. This, combined with two of the plushest yet supportive front seats in the class, results in a car I could drive all day long without growing weary, which is saying something considering my all too regular lower back problems.

I previously referred to the S60 as a compact luxury sedan because the D-segment covers a lot of area, but generally it’s larger than the mainstream volume-branded compact class and smaller than a traditional North American-market mid-size four-door, which are sized closer to Euro E-segment cars like Volvo’s S90. While the S90 is considerably larger and more spacious inside, the S60 provides plenty of room for most body types and sizes.

My five-foot-eight medium-build frame certainly had no problem fitting inside with inches to spare in every direction, whether seated up front or in behind where its rear outboard seats provided nearly as much comfort and support as those up front, especially with the available heaters turned on, while rear materials quality and fit/finish is equal to the frontal seating area as well.

Everything above the waistline is made from high-quality soft-touch synthetics and leathers, with the doors even pliable down to their bottom panels. The lower dash and glove box are not, nor are the sides of the centre console, but such is the case for many in this class so it’s not an issue. What matters is all of the harder composites are nicely done, especially the floating centre console that’s always being one of my favourite Volvo design details. It’s filled with myriad dials and buttons like a high-grade albeit now classic Nakamichi stereo component, while the beautiful metal-edged dials are stunning.

This model gets piano black lacquer for the centre stack backing, which is much denser than the usual plasticky garnish found in competitors. It continues onto the door panels, while satin-silver trim surrounds the centre stack and decorates the doors as well as the steering wheel, the latter a nice, shapely, leather-wrapped design.

The S60’s fully configurable digital gauge package continues to show off Volvo’s early leadership in high-tech electronics, although the S60 doesn’t yet offer one of the large tablet-style centre touchscreen displays used in its recently redesigned models. Nevertheless its 7.0-inch display is serviceable enough with plenty of high-grade functions included, such as navigation with detailed mapping, audio/media system controls, phone set up, vehicle instructions, internet access, and a reverse camera you can choose to use even if the S60 isn’t backing up. The parking monitor even includes rearview zoom if you’d like to see something close up, while the regular camera includes handy dynamic guidelines.

Of course, dual-zone automatic climate control is standard, made better via Volvo’s Clean Zone air quality system, while over and above everything already mentioned the S60 T5 AWD Dynamic model’s features list is further enhanced with remote engine start, approach/puddle lamps, active bending HID headlights, headlight washers, LED daytime running lights, a laminated windshield, rain sensing wipers, an electromechanical parking brake, pushbutton ignition, heatable powered front seats with two-way powered lumbar support, three-way driver’s seat and side mirror memory, leather upholstery, an auto-dimming centre mirror, a powered moonroof, advanced voice control, Bluetooth phone with audio streaming, satellite radio, auxiliary and USB ports, front and rear parking sensors, Volvo On-Call (including remote start and vehicle tracking), blind-zone alert with rear cross-traffic alert, hill start assist, City Safety autonomous emergency braking, all the usual active and passive safety features, power-folding rear headrests, 60/40 split-folding rear seatbacks with a centre pass-through, and more.

The S60 also includes standard engine start/stop that shuts the engine off when it would otherwise be idling, this helping to reduce emissions and fuel consumption. Set to its most efficient driving mode the S60 T5 AWD is good for a claimed 11.0 L/100km in the city, 8.1 on the highway and 9.7 combined, while it saves even more by only requiring less expensive regular unleaded fuel.

My test model’s extras included $900 Crystal White Pearl metallic paint; a $650 Convenience package featuring power-folding auto-dimming side mirrors, high-level interior illumination, a garage door opener, a compass, and a grocery bag holder; a $1,350 Climate package with heated washer nozzles, a heated windshield, a heatable steering wheel, and heated rear outboard seats; plus a $1,600 Technology package that adds Adaptive Cruise Control (ACC) with Queue Assist and Distance Alert (DA), upping the total asking price to $54,415.

Not included were $135 rear window sunshades, a $1,500 Harman/Kardon premium audio upgrade with 12 speakers and 650 watts of power, and a $315 Protection package with four all-weather floor mats.

While I’m excited to get into the new 2019 S60 when it finally arrives, I can certainly understand why someone would want to take advantage of the deals to be had on the current model. The 2018 S60 is still an excellent car that’s highly competitive within its compact luxury segment, plus you’ll certainly be able to coax your local dealer into moving its already fair price downward significantly.

Volvo has become the darling of the North American Utility of the Year award program in recent years, having just won last year with its then new XC90 mid-size SUV, but now it’s the redesigned 2018…

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New Volvo XC60 wins 2018 North American Utility of the Year

2018 Volvo XC60 T6 R-Design — The stylish new Volvo XC60 has just won the 2018 North American Utility of the Year award. (Photo: Volvo)

Like the previous winner, the sharp looking 2nd-generation XC60 represents a completely fresh approach for Volvo and a much more competitive entry within the compact luxury SUV segment.

“The Volvo XC60 raises the bar for safety and driver assistance systems in compact utility vehicles, and does it in a package that exudes Scandinavian design,” said Mark Phelan, president of the North American Car of the Year Awards organization.

2018 Volvo XC60 T8 Inscription — A factor benefiting the new XC60 is a strong engine lineup that includes this T8 model’s 400-hp plug-in hybrid drivetrain. (Photo: Volvo)

It’s true, Volvo is one of few models in the compact luxury SUV segment to include autonomous emergency braking and lane keeping assist as standard equipment, while additional standard safety gear include full LED headlamps, a backup camera with dynamic guidelines, a driver’s knee airbag, and more. On top of these advanced features, the new 2018 XC60 can be upfitted with automatic high beams, adaptive cruise control, blindspot monitoring with rear cross-traffic alert, road sign recognition, and new Pilot Assist, which is Volvo’s highly advanced semi-autonomous driver assistance system that manages steering, acceleration, and braking on well-marked roads up to 130 km/h (80 mph).

Like in previous years, the 2018 North American Utility of the Year was chosen by a jury of 60 professional automotive journalists from the US and Canada who provide content for independent print newspapers and magazines, TV and radio stations, plus websites. The results of their findings were presented at the North American International Auto Show in Detroit earlier this month. The award, which also includes a Car and Truck of the Year, honours “excellence in innovation, design, safety features, performance, technology, driver satisfaction and value,” stated a press release.

“We are so proud the XC60 has won this prestigious award,” said Anders Gustafsson, President and CEO of Volvo Cars USA. “It is a very tough competition and we thank all the judges for recognizing the great style, technology, and engineering in the XC60. All car shoppers should take a test drive to see for themselves how great it really is.”

It appears a lot of Canadian consumers have done just that since the new 2018 XC60 was introduced in August last year. Prior to that XC60 annual deliveries had been hovering between 1,500 to 1,700 unit sales for years, but despite only being on the market for five months the new redesign helped push XC60 sales up to 2,315 deliveries for 2017. More specifically, year-over-year XC60 sales were up 41 percent in August, 140 percent in September, 290 percent in October, 264 percent in November, and 251 percent in December. The importance of this growth can’t be underestimated, as the XC60 represented 30 percent of the Swedish brand’s worldwide sales before the redesigned version arrived, so therefore the new model’s uptick in popularity will be a boon to the Volvo brand overall.

2018 Volvo XC60 — This panoramic sunroof is standard across the entire XC60 line, just one of many examples of the XC60’s value proposition. (Photo: Volvo)

Part of the 2018 XC60’s appeal is its highly efficient yet powerful engine lineup. All utilize Volvo’s direct-injection turbocharged 2.0-litre “Drive-E” four-cylinder, with the base T5 version making 250 horsepower and 258 lb-ft of torque. The same turbo-four in T6 trim adds a supercharger for a boost to 316 horsepower and 295 lb-ft of torque, whereas the XC60 T8 includes the supercharger as well as identical Twin Power plug-in hybrid technology to the XC90 T8, resulting in 400 horsepower and 472 lb-ft of torque. This allows the XC60 T8 to sprint from zero to 100km/h in only 5.3 seconds.

All powertrains are made even more efficient thanks to a quick-shifting eight-speed automatic transmission featuring automated engine start/stop functionality to reduce emissions and save fuel, the technology helping the new 2018 XC60 achieve a five-cycle Transport Canada claimed rating of 10.7 L/100km in the city, 8.5 on the highway, and 9.8 combined for the XC60 T5 AWD powertrain, or 11.4 L/100km city, 8.7 highway and 10.2 combined for the XC60 T6 AWD, albeit no estimate yet for the XC60 T8 eAWD.

This won’t stop us from guessing that the smaller, lighter XC60 T8 eAWD will be slightly thriftier on fuel than larger, heavier mid-size XC90 T8 eAWD, an SUV already rated at 10.1 L/100km city, 8.8 highway and 9.5 combined. This said, when factoring in regular charging an owner could potentially drive the XC90 T8 eAWD every day without ever needing to fill the gas tank, although its official Le/100km (gasoline litres equivalent per 100 kilometres) rating is more conservatively estimated at 4.7 combined city/highway. A slightly better rating should be achievable with the new XC60 T8 eAWD.

While the new 2018 XC60’s powertrain lineup might be reason enough to earn it North American Utility of the Year status, its many other attributes combine for a truly special compact SUV. Its styling, which combines key design cues from its larger XC90 sibling as well as other recently redesigned Volvo models, also has some completely new elements of its own, while its uniquely rich interior design and execution raises the bar in the compact luxury SUV segment.

Its 965 millimetres (38 inches) of rear legroom is best in class as well, while its 731 litres (25.8 cubic feet) of cargo capacity behind its 60/40-split rear seatbacks and 1,792 litres (63.3 cubic feet) of maximum luggage space make it one of the easiest to live with in its segment. Additionally, the XC60 comes standard with a convenient rear centre pass-through that lets rear passengers enjoy the more comfortable outboard seats while longer cargo, such as skis, get stowed down the middle.

The 2018 XC60 represents strong value as well, with additional standard features not yet mentioned including an electromechanical parking brake, an auto-dimming rearview mirror, rain-sensing wipers, a high-resolution colour multi-information display, dual-zone auto climate control, leather upholstery, heatable powered front seats with driver’s memory, one of the largest infotainment touchscreen’s in the class at 9.0 inches, Apple CarPlay and Android Auto smartphone integration, voice activation, SMS/text message reading and response capability, 10-speaker premium audio, satellite radio, a panoramic sunroof, a powered rear liftgate, roof rails, and much more.

The base 2018 Volvo XC60 Momentum is available now from just $46,350 before freight and fees, while the sportiest R-Design model can be had for $56,000 and top-tier Inscription trim starts at $57,600.

Latest News

Volvo XC60 and XC90 Polestar models good for 421 hp if you can get one

2018 Volvo XC90 T8 with Polestar Performance Optimization — Volvo’s popular XC90 can be upgraded with new Polestar Performance Optimization packages for T5 and T6 trims, but we’re still waiting on the 421-hp T8 version. (Photo: Volvo)

Polestar, a name that was formed to conjure images of Sweden’s cold northern regions (north star, north pole) as well as achieving pole position (being in the very front at the start of a race), became Volvo’s official in-house performance division in 2015 after decades of independent racing programs, concept car development, upgrade packages with performance tuning, plus full Polestar branded S60 and V60 sport models.

Now Polestar is being spun off as a standalone brand complete with a new double-V logo (kind of like this “><”), while it will also continue optimizing Volvo models under its new Polestar Engineered sub-brand, its latest creations promising to become both environmental icons and impressively quick SUVs.

2018 Volvo XC60 T6 — Volvo’s new 2018 XC60 T6 can be upgraded to 334-hp with its available Polestar Performance Optimization package. (Photo: Volvo)

It all starts with some very impressive rolling stock, Volvo’s all-new 2018 XC60 compact SUV with its top-tier T8 Twin Engine power unit, and the 2018 XC90 T8 Twin Engine mid-size model, two luxury SUVs that produce 400 horsepower and 472 lb-ft of torque for claimed sprints of zero to 100km/h in just 5.3 and 5.6 seconds apiece respectively when “Power” mode is selected. While this is already impressive, the new Polestar versions pump up combined gasoline and electric output by 21 horsepower and 28 lb-ft of torque each, for new totals of 421 horsepower and 501 lb-ft.

Polestar branding — Volvo announced a separate new Polestar brand of electrified performance models, and this is the logo. (Photo: Polestar)

While shaving just 0.1 seconds from the larger SUV’s sprint time and an undisclosed (so far) amount from the smaller, lighter model (likely about 0.2 seconds for just over 5.0 seconds to 100km/h), other aspects of engine performance and gearbox functionality are improved as well, including “throttle response, off-throttle response, gearshift speed and hold,” taking the new models to “a new level of driving pleasure,” said Volvo in a press release. Volvo promises the changes will be most noticeable during everyday driving, such as when merging onto the highway, overtaking a slower vehicle or exiting a curve.

Polestar 1 Concept — This Polestar 1 rendering promises an exciting future for Volvo’s spinoff performance brand. (Photo: Polestar)

“The gearbox shifts faster,” adds Volvo, with gearshift points that have been “calibrated to utilize the optimized mid-range engine performance.” Likewise, “the gear-hold function maintains the same gear when cornering with high lateral g-force in order to avoid unsettling the balance of the car.”

“Our goal is to create usable performance in everyday driving situations for Volvo owners who want an enhanced driving experience,” said Henrik Fries, Vice President, Research and Development at Polestar when speaking about the new XC60 T8 with the Polestar upgrade. “The new XC60 has provided us with an excellent base to work on with a dynamic chassis and a state of the art powertrain. With the Polestar optimization, it makes the new Volvo XC60 a true drivers’ car.”

2018 Volvo S90 T8 — In an interesting twist on the way most people see performance, Volvo’s plug-in electrified T8 models will produce the most power. (Photo: Volvo)

Separating these two specially tuned Volvos from other performance SUVs are expected fuel economy numbers that won’t anger Mother Nature. In fact, they shouldn’t change much from the less powerful variants, the XC60 T8 Twin Engine-powered SUV already achieving a claimed 10.1 L/100km in the city, 7.3 on the highway and 8.8 combined, while the XC90 T8 Twin Engine gets a claimed 10.1 L/100km city, 8.8 highway and 9.5 combined, or 4.7 Le/100km combined city/highway when factoring in regular plug-in charging (or potentially zero if your daily commute is less than its 43-kilometre EV range).

While all this spells good news for Volvo’s performance fans, the hiccup has been delivery. Dealers have XC60 T8 and XC90 T8 customers waiting for the Polestar optimization upgrades, but so far the package components haven’t arrived. How long can those customers expect to wait? According to Kyle Denton, Public Relations and Events Manager for Volvo Canada, “There is no timeline set at this point.”

Considering Volvo Canada made the official T8 Polestar Performance Optimization package announcement all the way back in July, garnering a lot of news and plenty of excitement in the process, having no timeline for delivery isn’t likely the answer those customers expected to hear.

Of note, XC60 and XC90 customers that purchase base T5 and mid-range T6 powertrains can get Polestar optimized packages, with both models using the T5 powertrain getting a 7 horsepower nudge to 261 horsepower, and those fitted with the T6 enjoying a more significant 14 horsepower bump to 334 horsepower. Like the T8 models covered above, Volvo stresses the biggest improvements are made to powertrain and transmission responsiveness throughout the rev range.

2018 Volvo XC90 T8 — The XC60 and XC90’s 2.0-litre turbo-four is available with six different tuning levels when factoring in Polestar variants. (Photo: Volvo)

Volvo also offers Polestar Performance Optimization with its other models, but only its S90 and V90/V90 Cross Country models experience a power boost when applied to its T5 engine, the increase identical to the XC60 and XC90’s, resulting in 261 horsepower. The S60 and V60/V60 Cross Country T5s remain unchanged at 243 horsepower, with the Polestar upgrade only enhancing how that power is applied. Alternatively, like the XC60 and XC90 T6 models, Polestar Performance Optimization packages for the S90 and V90/V90 Cross Country T6 boost the models to 334 horsepower, whereas S60 and V60/V60 Cross Country T6 models move up 4 horsepower to 310.

As noted earlier, Polestar has its roots in motorsport. It began as Flash Engineering in 1996 under the leadership of Swedish Touring Car Championship (STCC) winner Jan ‘Flash’ Nilsson, with the purpose of contesting Volvos in the same series, initiated by a Tom Walkinshaw Racing (TWR) built 850 Super Touring sedan. A TWR-constructed S40 Super Touring was entered in 1998, after which a Prodrive-sourced S60 S2000 hit the track in 2003.

With more than 100 STCC wins spanning nearly a decade to its credit, Christian Dahl, who originally joined Flash as chief mechanic in 2001, purchased the team halfway through 2004 and rebranded it Polestar in 2005. Polestar Racing continued to compete and win with the S60 S2000 until 2009 when a C30 S2000 became the basis for the next-generation STCC challenger, which was the same year they started modifying Volvo road cars under their separate Polestar Performance brand.

Volvo Polestar racing history — Volvo has enjoyed decades of motorsport involvement thanks to association with Polestar, this photo showing a double victory at the famed Nürburgring track. (Photo: Volvo)

The first street-spec car was the one-off 405-horsepower all-wheel drive C30 Polestar Concept in 2010, complete with a 4.6-second sprint to 100 km/h and the audacious sound of straight exhaust, followed by the S60 Polestar Concept in 2012, which produced 508 horsepower and hit 100 km/h in 3.9 seconds before attaining a top speed of 299 km/h (186 mph). These garnered so much interest that production cars ensued in 2013, including the S60 Polestar and the V60 Polestar.

All Polestar optimized Volvos pull from that lengthy motorsport heritage, and therefore promise stronger performance along with all the other attributes Volvos are revered for.

It should be noted that Polestar Engineered upgrades are installed at the dealer level, so you have the option of adding them at the time of purchase and including it in your monthly payment, or doing so at a later date. Either way, upping performance with the Polestar Performance Optimization package doesn’t infringe on your Volvo’s warranty.

For more information, contact your Volvo retailer.

News & Reviews- Tag: T5