Volvo EX60 Test Drive: Between Thor's Hammer and Odin's Ravens

Volvo is once again drawing inspiration from Norse mythology and turning myth into high-tech. Following the well-known “Thor’s Hammer” headlight signature, Hugin—Odin’s raven of thought—now plays a central role in the new EX60 electric SUV, lending its name to the “HuginCore” computer architecture developed in collaboration with Nvidia. On the SPA3 electric platform, it replaces the previous multitude of traditional control units with centralized core computing: for faster responses, seamless over-the-air updates, and a better user experience. A technological foundation that is more than just an end in itself.

With this very digital backbone, Volvo aims to challenge the top dogs in the market. As the brand’s first all-electric midsize SUV, the EX60 goes head-to-head with the BMW iX3, Mercedes GLC EQ, and Audi Q6. For the Swedish automaker, the 4.80-meter-long electric SUV is far more than just another competitor: It’s meant to carry the successful XC60 lineup into the electric age. That’s no easy task, given that the best-selling internal-combustion model will continue to be offered—at least as a plug-in hybrid—and will also be further developed. But there’s one small factor to help with the decision: The EX60 starts at 5,000 euros less than the plug-in hybrid.

Even as you approach the car, the EX60 makes it clear that traditional solutions are no longer a priority here. There’s no key; you unlock it with your smartphone. The door handles aren’t visibly integrated into the body either, but are instead tucked away as small “winglets” in the window frames. When you touch them, the doors unlock electrically. While this may feel unfamiliar at first, it’s very intuitive and, not least, part of a design that prioritizes as smooth surfaces as possible and good aerodynamics. With a drag coefficient of 0.26, the EX60 is among the most aerodynamic models in its segment.

Getting in is accompanied by a newly developed multi-adaptive seatbelt. This seatbelt adjusts its restraint force in several stages to match the height and weight of the occupants. When the vehicle starts moving, the seatbelt initially tightens noticeably before settling into the correct position. This may be disconcerting at first, but it’s part of the vehicle’s safety concept. It’s complemented by integrated anti-slip protection on all seats, designed to prevent smaller passengers from slipping under the seatbelt in the event of an emergency.

Inside, Volvo has opted for a minimalist Scandinavian layout. The EX60 feels more spacious than some of its competitors, partly because it does away with a bulky center console. The driver and front passenger sit far forward in an open layout, while rear passengers benefit from the long wheelbase of nearly three meters. This creates a strikingly spacious feel in this vehicle class. The seats are multi-adjustable, and the standard vegan Nordico material and wood trim give the impression of a deliberately understated yet high-quality cockpit.

The new driver’s cockpit is where the EX60 most clearly breaks with convention. Most striking is the small steering wheel, flattened at the top and bottom, which is reminiscent of Peugeot but works surprisingly well and feels comfortable in the hand. Behind it, an 11-inch driver display positioned close to the windshield is intended to replace the head-up display—which, of course, it doesn’t, because unlike the head-up display, it still requires the driver to take their eyes off the road. The display shows key information, including navigation and traffic sign alerts. All of this takes some getting used to at first, because the interplay of the steering wheel’s shape, the display’s position, and the line of sight feels unfamiliar.

Above the center console sits a 15-inch OLED touchscreen in landscape orientation, which—unfortunately—centralizes almost all vehicle functions. Climate control, mirrors, steering wheel adjustment, and numerous other settings are controlled exclusively via the display. Volvo has since redesigned the user interface so that key functions are more quickly accessible. Nevertheless, the system still demands your attention, especially when searching for specific menu items while driving. If you spend too long searching, the attentive driver monitoring system will promptly alert you. Physical buttons are found only on the steering wheel and a crystal glass volume control dial. This keeps the cockpit uncluttered but makes many adjustments more cumbersome than in a conventionally designed car.

The aforementioned newly developed computer architecture provides the digital foundation. It is designed to enable over-the-air updates in the future and to continuously enhance safety, comfort, and connectivity. The EX60 is also the first Volvo to integrate Google Gemini. Voice control is designed to allow for natural dialogue, thereby simplifying operation. While this may be helpful on the road, it doesn’t change the fact that a great many functions are accessible exclusively through digital means.

On the road, the EX60—specifically the P10 AWD model we tested—makes a strong impression. Two motors, delivering a combined output of 375 kW (510 PS), provide powerful, instantly available thrust. The 0-100 km/h sprint in 4.6 seconds is incredibly fast, yet it’s not the central highlight. Far more striking is the quietness with which the powertrain operates. Even at higher highway speeds, the cabin remains remarkably quiet. Wind and road noise barely penetrate, shifting the car’s character more toward that of a touring sedan. If desired, the acoustic insulation can be taken even further with active noise cancellation.

The suspension reinforces this impression. Adaptive and adjustable in three stages, it smooths out bumps and glides over rough roads without feeling mushy. In fast corners, the EX60 remains stable, and the steering is precise, though with somewhat subdued feedback. Those seeking sporty precision will need to actively adjust the settings in the menu, but even then, the overall experience remains more matter-of-fact than emotional.

In city traffic, one-pedal driving really shines. Lifting your foot off the accelerator pedal slows the car to a stop via regenerative braking. The intensity can be adjusted in several levels, making the EX60 pleasantly easy to control in heavy traffic. On the highway, the car also switches to a “coasting” mode that saves energy and makes the ride feel even smoother.

Speaking of which, the energy consumption is also remarkable. For the all-wheel-drive version, Volvo quotes 16.2 to 19.2 kWh per 100 kilometers. In our nearly two-hour test, which included city driving and highway driving, the average was 16.9 kWh. For an SUV weighing just under 2.4 metric tons with 510 PS and all-wheel drive, that’s a low figure that’s consistent with its aerodynamically and weight-optimized design. The 95-kWh battery is said to enable a range of up to 660 kilometers; based on our average, that would be just under 100 kilometers less. With the P12 AWD, introduced later with 500 kW (680 PS) and a 117-kWh battery, a range of up to 810 kilometers per charge is even said to be possible.

But range plays only a minor role in the EX60 anyway, since the standard 800-volt technology ensures ultra-short charging stops. For example, the all-wheel-drive electric vehicle can be charged at compatible DC fast-charging stations at up to 370 kW. Volvo cites approximately 16 minutes to go from 10 to 80 percent, or 315 kilometers in ten minutes. AC charging is available as standard at 22 kW, meaning a full charge at a wallbox takes about four hours.

When it comes to interior space, the Volvo remains practical. The trunk has a capacity of 523 liters, expanding to 1,650 liters with the rear seats folded down. There’s also a 58-liter compartment under the hood. In addition, the all-wheel-drive models offer a towing capacity of up to 2,400 kilograms.

Pricing for the EX60 starts at 62,990 euros for the P6 with 275 kW (374 PS), rear-wheel drive, and an 83-kWh battery; the P10 AWD version starts at 65,990 euros, which comes standard with, among other features, a horizontal 15-inch curved OLED touchscreen and the Google Android multimedia system, along with 3-zone automatic climate control, electric parking heater and heat pump, a panoramic glass roof, a 1,200-watt Bose audio system with 21 speakers, active road noise cancellation, Convenient Entry & Start System, bidirectional charging, and 20-inch five-spoke wheels. Added to this is a nearly comprehensive suite of safety features, including all standard driver-assistance systems.

In the top-of-the-line Ultra trim we drove, the car also features LED headlights, a breathtaking premium sound system by Bowers & Wilkins with 28 speakers, Dolby Atmos, and 1,820 watts of power—which transforms the interior into a concert hall—an electrochromatic panoramic glass roof, a parking camera with 360-degree surround view, and 21-inch five-spoke alloy wheels. However, this pushes the price up to 72,790 euros. A more affordable Core entry-level model is also set to follow by the end of the year. (aum)

Specifications: Volvo EX60 P10 AWD

Length x Width x Height (m): 4.80 x 1.90 x 1.64
Wheelbase (m): 2.75
Powertrain: Electric, 375 kW (510 PS), all-wheel drive, 1-speed automatic transmission
Max. torque: 710 Nm
Top speed: 180 km/h
Acceleration 0 to 100 km/h: 4.6 sec.
WLTP average energy consumption: 16.2–19.2 kWh
Battery capacity: 95 kWh (net 92 kWh)
Range (WLTP): 554–660 km
Max. charging power: 22 kW AC / 370 kW DC
Curb weight / Payload: 2,350 kg / 460 kg
Trunk volume: 523–1,647 liters + 58 liters (front trunk)
Towing capacity: 2,400 kg
Price: starting at 65,990 euros
Test vehicle price: 72,790 euros