Volvo EX60 Review 2026: Prices, specs and verdict

What is the Volvo EX60?

The EX60 is arguably Volvo’s most important car launch of the 2020s, if not longer, because it’s a vital car for the brand’s global transition to electric models.

You can think of the EX60 as, effectively, the electric version of the Volvo XC60. Just as the EX90 is the electric XC90. And that’s the reason why the EX60 is so important: the XC60 is Volvo’s biggest global seller, with 2.7 million examples sold to date.

The EX60 doesn’t directly replace the XC60, because Volvo will continue to sell both side-by-side for some time. But the electric SUV is the one the Swedish brand hopes will carry the torch to 2030 and beyond.

And this isn’t simply an XC60 with all the combustion engine bits scooped out: the EX60 is brand new from the ground up, and all future electric Volvos will borrow from its engineering and technology.

Can the new Volvo EX60 take the fight to the seriously compelling new BMW iX3 and Mercedes-Benz GLC Electric? We’ve got behind the wheel on UK roads to give you our in-depth verdict.

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Verdict: is the Volvo EX60 a good car?

We reckon the EX60 is easily Volvo’s best electric car yet – and it’s good enough to run the BMW iX3 and Mercedes-Benz GLC Electric very close. In some ways it’s better than both, though we’d recommend trying all three before making your decision.

The EX60 blends a classy and spacious interior with (mostly) well-integrated technology, a comfortable driving experience and plenty of performance. It also goes far on a charge and charges incredibly quickly, making it one of the very best electric SUVs on the market today.

Pricing, specs & rivals

Prices for the Volvo EX60 start at £56,860 at the time of writing. That’s around £3,500 more than the cheapest BMW iX3 and £1,300 more than the base Mercedes-Benz GLC Electric.

The Volvo counters that higher list price with a more comprehensive tally of standard equipment. Even entry-level EX60 Plus trim comes with 20in alloy wheels, three-zone climate control, a panoramic glass roof, an electric tailgate, heated front and rear seats (both with electric adjustment), a Bose sound system, Matrix LED headlights and a 360-degree camera system.

That’s more than enough in our books. But if you want the ultimate EX60, Ultra trim is available from £62,360. That upgrades the alloy wheel size to 21in while also adding more advanced ‘HD Pixel’ LED headlights, an electrochromic dimming function for the roof, privacy glass and an amazing 28 speaker Bowers & Wilkins sound system.

Those prices are for the entry-level, rear-wheel drive EX60 P6, which is available to order now for delivery early next year.

Upgrading to the all-wheel drive EX60 P10 (the version available soonest for delivery) adds a further £3,000 to both trims. The high-performance P12 model is £8,000 more than the P6, bringing the price of the top-spec Ultra model to over £70,000.

The P12 is the longest-range Volvo EX60, while also being the fastest. It’ll be the last version to arrive, however, because customer deliveries aren’t scheduled until June 2027.

Rivals

It’s no coincidence that the Volvo EX60 has arrived at around the same time as its two closest competitors: the new BMW iX3 and Mercedes-Benz GLC Electric. All three are very closely matched in key areas and worth cross-shopping.

Having said that, there are some other options to consider, such as the Audi Q6 e-tron, the somewhat related Polestar 3 and Polestar 4, the Porsche Macan Electric, Lexus RZ and Genesis GV70.

Interior comfort, quality & technology

The EX60’s interior is very different to its rivals from Mercedes-Benz and BMW, shunning bold design elements and vast dash-covering screens for a more minimalist, light and airy feel.

It’s certainly a more relaxed design, perhaps lacking the instant wow factor of the German cars but with more subtle elegance. Quality is as good as, if not better, than those rivals too, with plenty of soft-touch materials, wood elements and the option of Nappa leather or wool blend upholstery.

There are some quirks, however. The unusual shape of the door pull panels means they’re not in a natural position for you to pull the door shut, while the integrated pop-up interior handles may need explaining to passengers.  

Still, the EX60’s seats are excellent, with plenty of adjustment and great lumbar support. You get a smallish steering wheel and look over the wheel rather than through it to see the dial display – like a Peugeot. This setup might mean that, for some small drivers, their wheel position might obscure a bit of the display. But it shouldn’t be an issue for most, and I didn’t find any difficulty. The EX60’s high seating position gives you a great view forward, but rear visibility could be better.

Volvo also continues with a Tesla-style digital key, enabling you to use your smartphone or smartwatch to lock and unlock the EX60. This is a nice feature, but we wish it didn’t replace a physical key – you only get a plastic NFC key card to go with it.

Infotainment, sat-nav, stereo and connectivity

Every EX60 comes with a 15-inch, landscape-oriented OLED touchscreen in the centre of the dash. It’s slightly curved towards the driver and passenger rather than away from them.

The system uses the latest Snapdragon chipset and upgraded software over older Volvo infotainment systems, so it’s very responsive and intuitive, while the graphics are clear and sharp. The in-built navigation is Google Maps, and it’s impressive how quickly the new processor loads the maps as you zoom in and out. I also like the shortcut touch buttons surrounding the screen.

The infotainment isn’t perfect, however, because of how much you rely on it. Like in the EX30, Volvo has removed many physical controls, meaning that you need to delve into the menus for simple things like adjusting the door mirrors or steering wheel position. There is a proper button for the heated front and rear screens, but strangely it’s on the roof.

You also don’t get physical climate control switchgear, although it’s permanently displayed along the bottom of the touchscreen. You can also use the built-in Google Gemini AI voice control to adjust the climate, and it listens to and responds in natural, conversational dialogue.

The 11.4in digital instrument display is easy to read and can display navigation mapping, although it isn’t as impressive as the iX3’s Panoramic Vision Display. You also can’t option a head-up display projection on any EX60.

Every EX60 gets wireless phone charging, along with two USB-C ports in the front and two in the rear for charging devices.

Volvo has also really pushed the boat out when it comes to the EX60’s audio. Even entry-level Plus trim gets a Bose surround sound system with 21 speakers, including headrest speakers, and 1200 watts of power.

That should be plenty for podcasts and music, but Ultra trim upgrades to a Bowers & Wilkins system with 28 speakers and 1,820 watts of power. It supports Dolby Atmos spatial audio (even via the built-in Apple Music) and sounds, quite simply, phenomenal.

How practical is the Volvo EX60?

At 4,803mm in length, 1,908mm in width (excluding mirrors) and 1,635mm in height, the EX60 is slightly longer and wider than a BMW iX3, but a bit smaller than the Mercedes-Benz GLC Electric. It’s also a full 100mm longer than the Volvo XC60.

That extra size, combined with the packaging benefits of not having to fit a bulky engine and gearbox in, means that the EX60 has noticeably more space inside than the XC60. It’s also roomier and more comfortable for passengers than its closest German rivals.

There’s loads of space up front, with the open centre console area freeing up space for even the tallest passengers to stretch their knees and legs without catching them on the dash. Headroom is plentiful, too.

In the rear, too, the EX60 provides generous space even for adults well over six-foot. There’s plenty of legroom and generous headroom even with a panoramic glass roof, with lots of space under the seat in front to slide feet underneath. Even very bulky child seats will easily fit, too, with easy to access ISOFIX points.

What’s more, the EX60’s rear seat supports your thighs because the rear floor isn’t too high (unlike some electric cars). You even get electrically reclining rear seatbacks on every version to relax on long journeys.

Storage and boot space

You might be puzzled at first by the Volvo EX60’s lack of storage space up front. But don’t be fooled. In classic Scandinavian minimalist style, there’s a good amount of hidden storage to discover.

There isn’t a glovebox in the usual place opposite the front passenger seat: instead, you get a deep central bin that opens out below the touchscreen. Similarly, the central armrest doesn’t open in the usual way – if you push on the front of it once it reveals a cupholder, while pushing it again reveals a second cupholder along with a huge storage well underneath.

On top of that, there are good-sized door bins and a large phone storage tray above that central bin. That tray has a handy pass-through to neatly feed charging cables through to the USB-C ports below.

Things are less impressive in the rear as both the door bins and seatback pockets are on the small side. But you do get another phone storage tray in the centre console, along with some pop-out cupholders in the centre armrest.

The EX60’s boot capacity is 523 litres, which is slightly more than the iX3 and dual-motor versions of the GLC Electric. The boot is a useful shape and 40/20/40 split-fold rear seats let you easily expand the space.

But it’s the boot floor that’s the interesting bit: it split-folds 60/40 at the front of the load bay, letting you access the underfloor space even with bulky items such as pushchairs or dog carriers in place. There’s even a bucket for washing muddy boots that fits perfectly in the smaller split.

The EX60’s 58-litre ‘frunk’ (front boot) is the same size as the iX3’s, but quite a bit smaller than the GLC Electric’s. Still, it’ll take the charging cables or some small valuables.

Performance & drive: What is the Volvo EX60 like on the road?

Regardless of which version of the Volvo EX60 you choose, you’re getting brisk performance. Although, as you’ll discover in our ride and handling section, it’s a comfortable cruiser at heart.

Even the entry-level P6 puts out 374hp from a single electric motor powering the rear wheels. That’s enough for a 0-62mph time of under six seconds, which is only fractionally slower than the all-wheel drive, plug-in hybrid XC60 T6. It also matches the single-motor BMW iX3.

The version we’ve driven in our initial testing is the mid-level P10. It puts out 510hp through dual electric motors for all-wheel drive and manages 0-62mph in a potent 4.6 seconds. For context, that’s even faster than the iX3 50 xDrive.

Even in power-restricted standard mode the P10 gets up to speed quickly and effortlessly, but it’s properly rapid in Performance mode, dispatching overtakes and motorway slip roads with satisfying ease.

More importantly, though, the EX60’s well-calibrated throttle means it’s easy to use a fraction of that performance and cruise along in comfort without feeling like the car’s straining at the leash.

It’s unusual that the top-ranking P12 model is both the fastest and the longest-range EX60. With an almost ludicrous 680hp, it will out-drag a Porsche 911 Carrera in a straight line.

The EX60 has configurable regenerative braking, with two levels of one-pedal driving, a coasting mode with almost no regen effect and an adaptive mode that uses cameras and sensors to smoothly apply regen braking when approaching corners or junctions. We’d prefer to choose the options via a button or wheel-mounted paddles than in the touchscreen, however.

If you’re looking to tow with your Volvo EX60, then both the P10 and P12 models have a towing capacity of 2400kg. That’s the same as the XC60 manages – itself a hugely popular car with caravanners.

Power, 0-62mph times

• Volvo EX60 P6: 374hp/ 5.9 seconds
• Volvo EX60 P10 AWD: 510hp/ 4.6 seconds
• Volvo EX60 P12 AWD: 680hp/ 3.9 seconds

Ride and handling

We’re pleased to say that the EX60 feels very well set up for the UK’s pothole-filled road network, with an emphasis on comfort and smoothness. That’s perhaps no surprise, because Volvo’s engineers tuned the suspension on our shores.

For those who find a BMW iX3 too firm riding, the Volvo is an excellent choice. That’s particularly the case with the P10 model we’ve driven, which (as with the top-spec P12) comes with adaptive suspension as standard. The P6, meanwhile, has passive suspension – and we’ve yet to try it in the UK.

Even with larger wheels fitted the EX60 is untroubled by jagged surfaces and makes light work of both large and small impacts at low speeds. It’s even plusher riding than the GLC Electric, especially in its ‘Soft’ suspension mode. We think that the Standard mode is still very smooth but reduces the floaty feel at higher speeds.  

The trade-off is that the EX60 is less capable on a challenging country road than the iX3, or a Porsche Macan Electric. Even in the Firm suspension mode and the heaviest steering weight, there’s more body movement than either of those cars and the steering doesn’t give you the same sense of connection to the front wheels.

It’s all relative, though, because the Volvo is still confidence inspiring and easy to drive on all road surfaces. It just prefers to cruise along than be hurried.

Noise and refinement

Refinement and noise isolation is nothing short of exceptional in the EX60. Even with larger wheel options specified there is a very low level of road noise and just the tiniest trace of wind noise to be heard. In that respect, it’s noticeably quieter on the motorway or over poor surfaces than the iX3.

Volvo hasn’t felt the need to add any synthetic soundtrack to make up for the lack of engine noise, which we think is fine in a car that prioritises comfort over engagement behind the wheel.

Euro NCAP: is the Volvo EX60 a safe car?

Volvo claims that the EX60 is its safest car yet – with plenty of its own testing to back that up. That’s a big claim for a company that has historically led the industry for safety.

Every Volvo crash tested by Euro NCAP in recent years has achieved the maximum five-star rating. Sadly, at the time of writing, the EX60 hasn’t been through the official tests – but we’ve no reason to believe it wouldn’t hit that standard.

Tech includes Automatic Emergency Steering – directing the car around sudden hazards – along with comprehensive collision alerts, interior sensors and blind spot monitoring. Also standard is Volvo’s semi-autonomous ‘Pilot Assist’ adaptive cruise control with steering assistance.

A key innovation for the EX60 is its new ‘multi-adaptive’ seatbelt – claimed to be a world first. It’s designed to adapt to the different size, shape and even gender of passengers, with multiple settings to determine the level of restraint required.  

Charging, range and running costs

The Volvo EX60 P12 is officially one of the longest-range electric cars on sale, with a headline figure of up to 503 miles on a charge quoted from its massive 112kWh usable battery.

That’s three miles more than the longest-range BMW iX3 available – on the official WLTP combined test, at least. It’s also substantially more than any Mercedes-Benz GLC Electric or Tesla Model Y can manage.

That’s all well and good, but you’ll have to wait until June 2027 for a P12 (the long-range iX3 is available now). So, what about the rest of the EX60 range?

Well, the entry-level P6 puts in a respectable showing, with an official range of up to 380 miles in Plus trim from its 80kWh usable battery. That drops to 372 miles with the biggest wheels of Ultra trim, but still mixes it with the longest-range Tesla Model Y.

The dual-motor P10 has a 91kWh usable battery, upping the quoted range to 410 miles in Plus trim (402 miles in Ultra). That’s more than the longest-range GLC Electric, Polestar 4 or Porsche Macan Electric.

In simple terms, all versions of the EX60 easily go far enough on a charge for most motorists. They also come with a heat pump as standard, as you’d expect at this price point.

Range on a charge (WLTP figures)

• Volvo EX60 P6: 372-380 miles (depending on spec)
• Volvo EX60 P10: 402-410 miles (depending on spec)
• Volvo EX60 P12: 503 miles

The Volvo EX60 is just as class-leading when it comes to charging speeds as it is with outright range. That means that even when you do need to stop to fill it up with electricity, you shouldn’t have to wait very long.

Even the entry-level P6 has an impressive peak DC charging speed of 320kW, thanks to the Volvo’s 800-volt electrical system. That means a 10-80% charge time is possible in just 17 minutes – quicker even than the iX3 and GLC Electric.

The P10 ups that peak speed to 370kW, meaning that despite the bigger battery it still takes 17 minutes to deliver 70% of its charge using a suitable rapid charger.

The P12 also tops out at 370kW, but its larger-still battery means the same charge takes 20 minutes. That’s still slightly less than its BMW and Mercedes-Benz rivals.

Don’t worry if you only have access to AC destination charging, because all EX60s can accept up to 22kW – meaning half a day in a car park would be easily enough for a full charge. You’ll need up to 18 hours to fully charge the P12 from a typical 7kWh home wallbox, however.

Of course, the EX60 comes with plenty of charging tech, including battery preconditioning via the car’s navigation system to enable faster DC charging. The Volvo also supports Vehicle-to-Grid tech at up to 11kW, and Vehicle-to-Load via an external adapter.

Charging speeds

(Figures from EV Database)

• 7kW charging: 12hr 45 mins (P6) / 14hr 30 mins (P10) / 18hrs (P12)
• 11kW charging: 8hr 45 mins / 9hr 45 mins / 12hrs
• 50kW rapid charger (10 to 80% charge): 71 mins / 80 mins / 99 mins
• 300kW+ rapid charger (10 to 80% charge): 17 mins / 17 mins / 20 mins

How much does the Volvo EX60 cost to insure?

The EX60 is likely to cost a similar amount to insure as the BMW iX3, if insurance groups are anything to go by. Entry-level P6 trim kicks off in insurance group 41 – a few groups higher than the cheapest iX3.

P10 trim closely aligns with the iX3 eDrive40 in insurance group 43, while the P12 sits in group 45 – five groups less than the Mercedes-Benz GLC Electric. That’s respectable given the performance and range on offer.