87 km of electric range
The big S90/V90 is not imported to France, the S60/V60 duo is the only way to drive a Volvo without it being an SUV. We were first presented with the Swedish-produced V60 station wagon, in 2018, then the S60 sedan, in 2019, assembled in the United States. If the diesel engine is reserved for the V60, both can receive a hybrid engine, in T6 (388 hp) or T8 (455 hp). In T6 and T8, it consists of a 2.0 liter 4-cylinder direct injection petrol engine supercharged by a supercharger up to 3,000 rpm, then by a turbo. In the T6 it develops 253 hp per 350 Nm, and animates the front wheels. It is combined with a synchronous (and water-cooled) electric block that now offers 145 hp and 300 Nm to the rear axle (87 hp and 240 Nm until January 2022). This means that the four wheels are driven, always appreciable when you have a set of 350 CV to transmit to the ground, even if they go through an Aisin-Warner 8-speed automatic transmission. If the maximum speed is limited to 180 km/h, 0 to 100 km/h is done in 5.4 seconds: almost a sports lap.
Among the passengers, longitudinally, is the lithium-ion battery, with a capacity recently increased from 10.4 kWh to 18.8 kWh. Thanks to this appreciable figure, it guarantees, according to the manufacturer, a really interesting electric autonomy, of the order of 87 km, according to the WLTP standard. It recharges by driving or from the mains, which takes 5, 8 or 13 hours depending on whether you have a 16, 10 or 6 amp plug. That’s not fancy at all. As for mixed consumption, it is announced at 0.8 l/100 km, a value that owes its existence solely to an inadequate WLTP homologation cycle…
Everything is installed on the SPA (Scalable Product Architecture) modular platform, which is also used for the XC60 and XC90 SUVs. Equipped with advanced running gear, it is adorned at the front with a double wishbone combined with coil springs, and at the rear, a suspended multi-link axle, surprised, by a compound transverse leaf spring, a bit like on a Corvette C7. Not too much knowing that you have to control the 2064 kg of the V60. All the same !
Nice cabin but…
When we approach the Swedish, we are surprised by the elegance of the line, due to the Robin Page design team. One of the most beautiful vans today! The charm continues in the spacious interior, which is otherwise well finished. But quickly, I become disillusioned. The front seats, with electrical adjustments, have an extendable seat, but they are hard! I do not find the approval to the upholstery of the Volvo of yesteryear. Then the central 9-inch screen disappoints. Moderately responsive, unclear (there are menus on the left, right, and top), and content with fairly simplistic graphics, it’s aged.
Also, in Carplay mode it shows Waze but it’s not great and yet it requires the use of a USB cable to do so. Also, there are no physical controls for air conditioning anymore: you have to adjust it through this damn screen, whereas Volvo had developed a simple plate like a cake… In front of the driver there is a 12.3-inch configurable screen, not ugly but poor in your directions. : tachometer? water temperature? Oil pressure? power consumption ? To absent subscribers. At this price, it sucks…
In the rear, on the other hand, we find ourselves very well installed and we benefit from good legroom. Unless you sit in the middle: the center tunnel eliminates almost all legroom and the backrest is very stiff. This Volvo is therefore a 4+1 rather than a 5-seater. As for the trunk, if its volume is nothing extraordinary (from 519 liters to 1,431 liters), it offers a length of almost 2 m once the bench has been folded down. Appreciable!
He returns to the front, where, fortunately, the driving position is impeccable. The annoying thing is that you can’t go directly from P to D, you have to do a layover at N first. Then the car runs off silently, in electric mode. In town, it seduces with its good liveliness and its small turning radius. On the road, the smoothness is maintained, and the soundproofing is also very careful. At most we hear some tire resonances.
Not sporty but very nice.
The chassis is very convincing. Precise and consistent enough steering, well-restrained body movements, good balance and strong grip all combine to make for a reassuring ride. The filtration offered by the suspension is adequate, but not exceptional. What if we attack a little? Power mode is selected via the center display (which, again, is highly impractical – why did you remove the steering wheel from the console?) The steering wheel stiffens, the throttle sharpens, but the Volvo still looks like a bit clumsy on quick support changes.
That said, he remains confident and collected, holding his own even on rough edges. And this, without (too much) compromising comfort. At the limit, the V60 is, of course, understeered but not excessively, and it brakes hard. A good score! Especially since the performances are of a good level. It pushes like it should, and the 4-cylinder has even been worked on to give off a refined sound. Finally, we do not feel the transition between the two blocks, while the box always acts smoothly and with decent speed.
Consumption ? Driving quietly, it can easily achieve 75km of electric range in hybrid mode. You can force regeneration with thermal lockout (increases fuel needs), or by activating mode B, which boosts engine braking but doesn’t stop it. Then, once the battery is discharged, consumption is around 7.0 l/100 km on average, always in peaceful (and mixed) use, which is an interesting value, while on the road it is better to have 8.5 l / 100 km to 130 km/h.
Also, at night, the headlights illuminate very well, but we had to turn off the fully automatic headlights because the system doesn’t detect approaching vehicles very badly, especially if they’re higher up than the Volvo. A defect that we had already noticed on board the Peugeot 308 and that here seems more marked. Another drawback: via the steering wheel controls, you can unintentionally disable certain driving aids.
#Essai #Volvo #V60 #Recharge #stylé #efficient