Test review DrivOlution Volvo EX60 P10 AWD Ultra Launch Edition

SPA3-platform

The EX60 introduces Volvo’s new SPA3 platform, a vehicle architecture developed entirely for electric propulsion. Thanks to features such as an 800V electrical system, cell-to-body battery technology, megacasting and new electric motors, SPA3 is designed to reduce weight and production costs whilst improving efficiency, driving range and charging speed. The EX60 is the first Volvo model to utilise this architecture. It is significantly more scalable than SPA2 and is expected to be suitable for both smaller and larger Volvo models in the future.

Performances

Volvo is launching the new EX60 with three powertrain options, each with its own distinct character.

The P6 is the most efficient model in the range. With rear-wheel drive, an 83 kWh battery, an official energy consumption of 14.9 kWh/100 km and a WLTP range of over 600 km, it is firmly focused on efficiency.

Our test car, the EX60 P10 AWD Ultra Launch Edition, strikes the perfect balance. It combines 510 pk, all-wheel drive and a 95 kWh battery with a WLTP range of 661 km. Fast charging from 10 per cent to 80 per cent in around 16 minutes makes the overall package even more appealing.

At the top of the range is the P12 AWD. With a battery capacity of 117 kWh and a maximum 810 km WLTP range, it is designed for long-distance travel and performance. Weighing in at around 2,405 kg, it is also the heaviest of the three.

In a nutshell: P6 for efficiency, P10 AWD for balance, and P12 AWD for maximum driving range and performance.

Four driving modes

For most of our test, the EX60 was set to Range. This was a deliberate choice, as this driving mode is most closely aligned with DrivOlution’s DNA: driving as efficiently as possible without losing sight of driving pleasure. The powertrain and climate control are optimised to minimise energy consumption and get the most kilometres out of the battery.

Anyone who fears that this might compromise the EX60 needn’t worry too much. Even with the emphasis on efficiency, the P10 AWD has more than enough power. Merging, overtaking or accelerating vigorously is effortless. During normal day-to-day use, we rarely felt the need for more.

Even so, we couldn’t completely ignore Performance mode. We selected it once during a short drive, and the P10 immediately showed what it’s still capable of. The throttle response becomes sharper and the acceleration is nothing short of impressive. Impressive, exceptionally fast and fun to experience for a moment, but at the same time, the question arises as to how often you actually need that sort of performance on public roads.

For us, therefore, the EX60’s added value does not lie in constantly utilising its full power, but in the way it manages to combine strong performance with efficiency. And that is precisely where the P10 AWD felt most at home during our test.

Brake energy recovery: 4 levels

One Pedal Drive
The EX60 allows the driver to choose from four levels of regenerative braking: Off, Low, High and Automatic. Conveniently, you can switch between these four modes directly from the home screen of the central display. This keeps the controls relatively straightforward, although making any changes whilst driving still requires a glance at the screen. As there are no paddles on the steering wheel, it is less intuitive than systems where you can adjust the regeneration with your fingers.

Just when you switch One Pedal Drive off completely, one of the EX60’s most pleasant features comes to the fore. As soon as you release the accelerator pedal, the car coasts exceptionally well and continues to roll along smoothly for a remarkably long time. This suits an anticipatory and efficient driving style perfectly, whilst also contributing to the car’s character. The combination of the quiet interior, the smooth coasting and the absence of abrupt deceleration gives the EX60 a particularly soothing and relaxed driving experience. It’s the sort of feature you come to appreciate more and more on longer journeys.

 

As always, we put every test car through our traditional DrivOlution test track. This enables us to assess the various models under comparable conditions in terms of fuel consumption, efficiency and driving range.

During the 3 journeys, the aim on each occasion is to drive as efficiently as possible. We do this by adopting a proactive driving style, coasting as much as possible and avoiding unnecessary stops wherever possible.

We covered 104.1 km in the Volvo EX60 P10 AWD Ultra Launch Edition, travelling on country roads, motorways and in city traffic. We drove in Range mode, with the air conditioning switched off and at temperatures between 14 and 15 °C.

Over the entire journey, we recorded an average consumption of 14.2 kWh/100 km, compared with an official WLTP figure of 17.4 kWh/100 km. Outside the city, we recorded 12.3 kWh/100 km, on the motorway 17.0 kWh/100 km and in the city 12.7 kWh/100 km. With a usable battery capacity of 91 kWh, this equates to a theoretical driving range of approximately 642 km.

The change in driving range was also noticeable. The SoC fell from 78% to 61%, whilst the predicted driving range dropped from 430 km to 350 km. Whilst driving, we clearly noticed that the EX60 constantly adjusts its prediction based on recent energy consumption and driving conditions.

Important: this remains a snapshot. Temperature, traffic, speed, driving style, route profile, use of the heating, ventilation and air-conditioning (HVAC) system, and load can all influence the results. We therefore regard these figures primarily as a realistic real-world measurement of this specific test drive.

Ride comfort and interior

In terms of ride comfort, the Volvo EX60 P10 AWD Ultra Launch Edition makes a strong first impression. Our test car drove remarkably smoothly and quietly, with very little road, wind or engine noise penetrating the cabin. This gives the EX60 a particularly soothing character, especially on longer journeys. Road imperfections are also neatly filtered out, without the car feeling soft or detached.

Inside, the overriding impression is one of space and tranquillity. The seating position up front is comfortable, and the seats offer a good balance between comfort and support. Passengers in the back have little cause for complaint either: there is plenty of legroom and headroom, and comfort remains high there too.

The interior itself clearly follows the current minimalist trend. In front of the driver is a compact digital display, whilst the large touchscreen takes centre stage. This screen is used not only to control infotainment and navigation, but also a large proportion of the vehicle and climate settings. The result looks sleek and modern, but we’re less convinced when it comes to functionality. Even for simple tasks, you often find yourself having to navigate through menus, whilst physical buttons would simply be quicker and less distracting in some cases.

Another striking feature is the steering wheel, which is not the classic round shape but rather oval in shape. This is not merely a stylistic detail: the steering wheel is deliberately positioned below the driver’s display, ensuring that the information on that screen remains clearly visible. In practice, this works quite well, although the shape of the steering wheel takes a little getting used to over the first few kilometres.

You’ll also notice this when adjusting the seat position and the mirrors, which is also done via the central screen. Of course, you don’t need to readjust those mirrors every time you drive, but we would still have preferred a more traditional solution for the seat. Furthermore, in our test car, we couldn’t find a traditional memory function for the seat position. That might seem like a minor detail, until, for example, you recline the seat slightly for a quick power nap. Finding your exact familiar driving position again afterwards is then less straightforward than with a traditional memory button.

A head-up display would also have been welcome, in our view. Particularly in a car where so much information and so many functions are displayed on screens, a HUD would help to keep essential driving information closer to the driver’s field of vision.

Volvo does allow you to create multiple user profiles. That’s a plus, as it means personal preferences and settings can be saved for each driver. In your own car, this can make day-to-day use noticeably more pleasant. However, in a test vehicle, which is used by different drivers and frequently switches between profiles, the system does not always work as intuitively as one might expect in practice.

Access to the car is also distinctly modern. There is no traditional key; instead, it is replaced by a card. As you approach, the EX60 unlocks automatically and the strikingly designed door handles extend outwards. When you leave, the car locks again automatically. In practice, this works well, but anyone who still prefers to hold a key in their hand will need a little time to get used to it.

Another detail that takes a bit of searching for is the storage compartment in the centre console. It’s located beneath the wireless charger, in a place you wouldn’t immediately expect. Once you know where it is, it’s obviously useful, but the placement isn’t exactly intuitive.

Fortunately, the EX60 continues to impress in practical terms. The boot offers 634 litres of space, which increases to 1,647 litres when the rear seats are folded down. There’s also a 58-litre frunk at the front, which is handy for charging cables and smaller items.

The conclusion is therefore quite clear: the EX60 impresses above all with its smooth, quiet and relaxed ride, its spacious interior and its excellent seating comfort. At the same time, with its highly digitalised interior, Volvo also highlights the downside of modern minimalism: whilst it looks exceptionally well-designed, some functions are not necessarily made any simpler as a result.

Driver assistance systems: plenty of technology, but thankfully not constantly intrusive

The Volvo EX60 features an extensive range of driver-assistance systems, with Pilot Assist being one of the key functions. The system combines adaptive cruise control with steering assistance and can also assist the driver when changing lanes. Other features include traffic sign recognition, lane-keeping assist, collision warnings and various active safety systems that can intervene if necessary.

It should be noted, however, that some of this technology is no longer considered exceptional. Various driver-assistance systems have now become mandatory under the European General Safety Regulation (GSR). As a result, the distinction between brands lies less and less in the presence of the systems themselves, and more in how well they are calibrated and how smoothly they operate in practice.

And that’s precisely where the EX60 scores particularly well. The Driver Monitoring system effectively monitors the driver’s attention, but does so without constantly intruding. That’s worth noting, because in many other recent models, warnings about attention, line of sight or perceived distractions can become rather irritating quite quickly. In the Volvo, the system remains active, but usually without giving the impression that you’re constantly being told off.

The assistance provided during a lane change is also impressive. In particular, the way in which the EX60 moves sideways stands out positively. The movement is gradual, controlled and without any abrupt steering input. As a result, the manoeuvre feels much more natural than with systems that seem to almost drag the car from one lane to another. This makes it easier for the driver to trust what the car is doing.

Pilot Assist itself also operates smoothly and predictably. The system monitors speed and the distance to the vehicle ahead and, if desired, can also assist with lane positioning. Furthermore, the steering assistance can be switched off separately, allowing the speed and distance control to remain active without the car constantly steering along with you.

That does not mean that everything is perfect. As with virtually any modern car, it remains important to understand when a system is active, what it responds to, and when it might intervene unexpectedly. However advanced the technology becomes, it remains dependent on cameras, sensors, road markings and traffic conditions. A properly functioning driver assistance system can take some of the strain off the driver, but should never lead to blind trust.

And that is precisely where the key message remains: ADAS is a driver assistance system, not an autopilot. The EX60 supports its driver in a pleasant and generally unobtrusive way, but the responsibility always lies with the person behind the steering wheel.

During the test week, we recorded 16 journeys of varying lengths, road types and driving modes. Based on the measured fuel consumption and the usable battery capacity of 91 kWh, we calculated the theoretical driving range for each journey.

The results clearly show how much fuel consumption – and therefore the potential driving range – varies depending on the conditions. Across the recorded journeys, average consumption was 15.7 kWh/100 km, with values ranging from 10.4 to 17.5 kWh/100 km. Based on the type of road, this results in an average simulated driving range of approximately 560 km on the motorway, 708 km outside the city and 798 km in city traffic.

The graph covers 672 km of individually recorded journeys. However, over the entire test period, we covered 677 km with the EX60. The small difference of 5 km is due to short journeys that were not included in the analysis as separate test journeys.

As always, these are instantaneous simulations based on our own real-world measurements. Temperature, speed, driving style, traffic, climate control and other conditions may affect the actual driving range.

Even when compared to the official WLTP figures, the Volvo EX60 P10 AWD Ultra Launch Edition performed exceptionally well during our test. The official combined WLTP consumption of our test car is 17.4 kWh/100 km, whilst over 677 km and 16 journeys we achieved an average of just 15.0 kWh/100 km. That is approximately 13.8 per cent lower than the official figure.

On our standard DrivOlution test route, the difference became even greater. Over 104.1 km, we recorded an average of 14.2 kWh/100 km, which is more than 18 per cent less than the WLTP reference figure. The EX60 proved particularly efficient, especially on the open road (12.3 kWh/100 km) and in town (12.7 kWh/100 km). On the motorway, consumption rose to 16.9 kWh/100 km, but even that remained below the official combined WLTP figure.

If we take the 91 kWh usable battery capacity as our basis, the average for our entire test week would theoretically correspond to a driving range of approximately 607 km. That is surprisingly close to the official 617 km WLTP. The test route itself, at 14.2 kWh/100 km, would even yield a theoretical range of approximately 641 km.

As always, these are real-world results based on specific conditions. Temperature, speed, route, traffic, driving style and the use of climate control can all have a significant impact on both fuel consumption and driving range.