2018 Volvo XC60 T8 eAWD Plug-In Hybrid

The Volvo XC60 T8 is a new addition to the model range as part of the compact crossover’s overhaul for 2018, offering a plug-in-hybrid powertrain, distinctive styling, and a host of safety features that set it apart from its American and European rivals in the luxury ranks. Sitting below the XC90 in the Volvo hierarchy, the XC60 range accounts for about 30 percent of the brand’s worldwide sales volume. The first model in Volvo’s revised 60-series range, the XC60 was recently joined by the new V60 wagon, which will be followed by the S60 sedan later this year. Featuring the T8 plug-in-hybrid powertrain and turned out in top-drawer Inscription trim, the vehicle tested here represents the XC60 at the peak of its luxury and technical prowess.

It Takes Two, Twice

Distinctive in its use of both a supercharger and a turbocharger to force-feed the 313-hp 2.0-liter inline-four, the T8 Twin-Engine powertrain also employs a pair of electric motors—one powering the rear axle and another integral with the eight-speed automatic transaxle. (This T8 configuration also is offered in the larger XC90 crossover and the S90 sedan, and the new V60 will get it, too.) Electricity comes from a 10.4-kWh lithium-ion battery pack, most of which is cleverly stuffed into the center tunnel to avoid intruding on interior space. Volvo does, however, reduce the fuel-tank capacity to 13.2 gallons from the 18.8 in the nonhybrid XC60s. It’s a complex means of deploying 400 horsepower and 472 lb-ft of torque into a less-than-standard all-wheel-drive system. That’s the kind of low-end grunt usually associated with farm vehicles. Thankfully, this Volvo is far more refined.

And it makes for impressive acceleration. The hybrid powertrain punted this 4741-pound Swedish meatball to 60 mph in 5.1 seconds; staying on the accelerator pedal produced a quarter-mile time of 13.7 seconds at a trap speed of 101 mph. That’s Porsche Macan S territory, matching the Macan’s zero-to-60-mph time and falling only 0.1 second behind through the quarter mile. Volvo gives the XC60 T8 enough leash to run to 131 mph before its governor intercedes. While we haven’t tested the entry-level 250-hp T5 version yet, the XC60 T6 (which draws its 316 horses from essentially the same engine but without the electric assist) needed 6.1 seconds to reach 60 mph and 14.6 to pass the quarter-mile mark. So, the T8’s hearty 400-hp shove more than compensates for the mass of its hybrid hardware—the difference between the T6 and T8 on our scales was 419 pounds. We also have tested the S90 sedan and the XC90 crossover with the same T8 plug-in powertrain: The S90 weighed 40 pounds less than the crossover and shaved 0.6 and 0.4 second from the XC60 T8’s zero-to-60 and quarter-mile times, respectively, while the 418-pound-heavier XC90 was 0.2 second slower to 60 and 0.3 second slower in the quarter-mile.

The Surprisingly Quick Hybrid Compact Luxury Crossover segment is still in its infancy, and this Volvo outruns the few established players with ease. Neither the larger, plug-in BMW X5 xDrive40e (6.2/14.7 seconds) nor the Lexus RX450h F Sport AWD (7.1/15.4) is capable of matching it for petro-electro fury.

Efficient Efficacy?

Power aside, any hybrid is expected to deliver genuine efficiency to justify its existence, let alone its cost. So we were a little disappointed with the observed 22 MPGe the XC60 earned in overall driving. Much of our around-town driving was done in Power mode, which, as its name implies, places a priority on spirited acceleration and responses; the default Hybrid mode, which lets the software determine the most efficient method of operation, was our second most preferred setting. As with all plug-in hybrids, actual on-road results can vary widely—drivers who plug in routinely to maintain full battery charge and pay careful attention to how they deploy the various modes will do better than our test figure. The EPA’s combined estimate of 26 mpg on gasoline alone, however, looks pretty optimistic.

Those looking to make the most of the XC60’s electric potential can choose Pure mode, which Volvo says will provide up to 31 miles of EV operation at speeds up to 78 mph on a full charged battery (the EPA figure, however, is 18 miles of electric range). As we stated in our review of the S90 T8 sedan, Pure mode prioritizes EV operation but won’t force the car to stay on a diet of electrons alone, making it difficult to record reliable real-world electric-only range. A 240-volt charging station will restore the depleted battery to its maximum capacity in approximately 2.5 hours, says Volvo. There’s also an eAWD mode that activates full-time all-wheel drive for maximum traction below 31 mph and a Save mode, which keeps enough juice in reserve for EV operation later—useful if your intended destination either bans internal combustion or requires a stealthy, silent arrival to avoid waking neighbors, babies, or irritable spouses.

Rolling on handsome 20-inch aluminum wheels wrapped in 255/45R-20 Continental CrossContact LX Sport all-season tires and relying on air springs at all four corners ($1800), this XC60 managed to provide a comfortable ride while generating decent cornering grip, evident in the 0.84 g measured on our skidpad. Responses are good if not sharp, and body roll is kept in check by the adaptive dampers. The brake pedal, however, could use some finishing classes, as it’s a bit too eager to bite early and drop the nose of the car in normal driving, perhaps partially due to its propensity for aggressive regeneration.

Swedish Art House

The interior adheres to the traditional Swedish design ethos, employing comfortably sculptured seating, wood veneers, and flashes of satin-finished metal trim. Our top-of-the-range Inscription model left few options on the table while ringing up a $71,590 as-tested price. Options included the $1100 Vision package (a blind spot information system with steering assist, rear cross-traffic alert, automatically dimming folding rear-view mirrors, and front and rear park assist with Park Assist Pilot) and the $1900 Advanced package (a head-up display, 360-degree camera, headlight washers, adaptive headlights). Add the $3000 Luxury Seat package (nappa leather upholstery, a heated steering wheel, heated and ventilated front seats with backrest massage and lumbar support, and heated rear seats), and the $2000 Convenience package (Volvo’s Pilot Assist semi-autonomous system with adaptive cruise control, a rearview mirror compass, power-folding second-row seats and headrests, power child locks, heated washer fluid routed through the wiper blades, a 12-volt power outlet, and Volvo’s HomeLink). Additional wallet-lightening features included the $300 sport steering wheel and black headliner, $595 worth of metallic paint, and finally, the $3200 Bowers & Wilkins audio system.

We probably don’t have to tell you that crossing the $70K mark opens up a world of alternatives to consider, including the lauded Porsche Macan—heck, even a basic Porsche Cayenne falls in this range—as well as the Audi SQ5 and the Mercedes-AMG GLC43. But whereas our the XC60 T8 hybrid arrives at that figure fully loaded with nearly every option on the books, the aforementioned models will need a sizable cash infusion to bring them up to the same level of opulence. Plus, to a certain subset of buyers, the hybrid label and plug-in port will top all other considerations.

Despite its impressive acceleration, the XC60 T8 is not a true performance vehicle, but a rolling Hasselblad in a world of nearly interchangeable point-and-shoot digital cameras. Its most appealing aesthetic qualities are more readily available in the less expensive and less complex T5 and T6 versions, so buyers will need to ask themselves how much they are willing to pay for the T8’s hybrid halo.

Specifications >

VEHICLE TYPE: front-engine, all-wheel-drive, 5-passenger, 4-door hatchback

PRICE AS TESTED: $71,590 (base price: $53,895)

ENGINE TYPE: turbocharged, supercharged, and intercooled DOHC 16-valve 2.0-liter inline-4, 313 hp, 295 lb-ft; 2 permanent-magnet synchronous AC motors, 46 hp, 111 lb-ft and 87 hp, 177 lb-ft; combined output, 400 hp, 472 lb-ft; 10.4-kWh lithium-ion battery pack

TRANSMISSION: 8-speed automatic with manual shifting mode

DIMENSIONS:
Wheelbase: 112.8 in
Length: 184.6 in
Width: 74.9 in Height: 65.3 in
Passenger volume: 100 cu ft
Cargo volume: 30 cu ft
Curb weight: 4741 lb

C/D TEST RESULTS:
Zero to 60 mph: 5.1 sec
Zero to 100 mph: 13.5 sec
Zero to 130 mph: 32.5 sec
Rolling start, 5–60 mph: 5.3 sec
Top gear, 30–50 mph: 2.5 sec
Top gear, 50–70 mph: 3.3 sec
Standing ¼-mile: 13.7 sec @ 101 mph
Top speed (governor limited): 131 mph
Braking, 70–0 mph: 164 ft
Roadholding, 300-ft-dia skidpad: 0.84 g

C/D FUEL ECONOMY:
Observed: 22 MPGe

EPA FUEL ECONOMY:
Combined/city/highway: 26/28/26 mpg
Combined gasoline+electricity: 59 MPGe
EV range: 18 miles