![]() ![]() My car had a wonderful white leather finish with wood trim, although I don’t recommend getting this if you have a dog or a young child. Where this Volvo truly distinguishes itself from its German opposition, is its absolutely serein interior with utmost comfort. That’s good, but not necessarily better than before. At -30 degrees Celsius, it averaged 10.6L/100 km. But perhaps the most important question is do you actually save fuel with the B6 drivetrain over its predecessor? I had the 2022 Volvo XC60 during a very cold winter week and, honestly, it didn’t perform any better or worse than the old T6. They just feel underpowered for the car’s size and weight. It’s stable, nimble, and communicative? I mean, driving this thing quickly is never painful. But there’s an enjoyable compliance in the way the XC60 takes on a corner. Handling is also impeccable and typically European in the sense that the suspension always way too stiff for our trash roads. A very quiet V6 that is, because the XC60 makes no sound. Now though, it all feels flattened out to the point where one could confuse it for a V6. That’s because there was an orgy happening underneath the hood, with two peaks of power generated by the turbo and the supercharger. The old T6 had a lot of lag and felt jagged. What is noticeable, is how smooth this drivetrain has become thanks to mild hybrid technology. But if you look closely at the speedometer, you’re actually going pretty fast. Punch the accelerator pedal in the 2022 Volvo XC60 B6 and it quietly scoots forward without much drama. It’s almost as if Volvo doesn’t necessarily wants you to go fast in its cars, because, you know, it’s been obsessed with vehicle safety for over half a century. What’s interesting about the way Volvos put down their performance is that they are quick, but you’ll never feel it. Of course, my XC60 was crammed with a shitload of options which elevated its final sticker price to a steep $77,665. It mostly puts the emphasis on luxury and comfort. The model I was driving was an XC60 Inscription, the second of three available trim levels. All XC60s sold in Canada come standard with all-wheel drive. That drivetrain is still mated to an eight-speed automatic transmission. Torque was then bumped to 310 lb-ft, up from 295, and kicking in 100 rpm sooner at 2,200 rpm. For instance, max horsepower is now rated at 295 versus 316, but comes on lower at 5,400 rpm instead of 5,700 rpm. Thanks to this feature, Volvo was able to fiddle around with the drivetrain’s output. The goal if is to lower emissions and improve fuel economy. It also takes care of powering the accessories and filling in when the transmission shifts. The system acts as big start-stop unit when the vehicle comes to a halt. Volvo added a 48-volt mild hybrid system to it, as if it needed more complexity. This is essentially the old T6 engine, that weird turbocharged and supercharged 2.0-liter four-cylinder. The B6 drivetrain is all-new this year, along with the smaller B5 variant. ![]() So does the XC60’s tightly wrapped sheetmetal, with short overhangs, bulging hips and clean, unassuming lines. The iconic Thor’s Hammer LED headlights remain. There’s a redesigned from bumper, as well as a new grille design. The front fascia was slightly massaged to look cleaner and even prettier. ![]() Only a trained eye will notice the facelift Volvo has applied to it this year. The XC60 may be the most rational vehicle in Volvo’s lineup, and arguably the most boring one, yet it still looks absolutely magnificent from all angles. That striking design language has since evolved onto Polestar, its recent all-electric division. Ever since Volvo reinvented itself back in 2015 with the XC90 SUV, it’s been dishing out seriously beautiful products. ![]()
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