2027 Volvo EX60 Reviews, Pricing & Specs

The compact EX60 slots in between the subcompact EX30 and EX40 and the midsize EX90 in Volvo’s electric SUV lineup. Its exterior design leans in the direction of the larger model, and that’s for the best. The extra length of the EX60 compared to the subcompact EX30 allows the front wheel arch the room it needs to sit naturally rather than being cut off.

Like both siblings, the EX60 wears Volvo’s Iron Mark logo set into a smooth, body-coloured panel—no grille here. The Plus trim level comes standard with Matrix LED headlights, while the Ultra trim follows the trend toward pixelated, digital-age lighting, albeit still in the style of Volvo’s classic Thor’s Hammer headlight design. Wheel sizes start at 20 inches on Plus and 21 inches on Ultra, with 21-inch alloys available on Plus and 22-inch on Ultra. The overall look of the EX60 is sleek and subtle, in keeping with Volvo’s quiet-luxury, stealth-wealth aesthetic.

The interior is minimalist in a Scandinavian way, not an ascetic one. It feels deliberate rather than bare, with clean lines, soft materials, and neutral tones. We experienced the Ultra trim in two configurations: the Rye grey interior (not offered in Canada at the time of writing) and the Dawn colourway in Nordico synthetic leather. Most elements were sufficiently plush for Volvo’s luxury positioning, and we loved that the traditional Orrefors crystal remains, even though the gear shift is now a plastic stalk on the steering wheel. The crystal is incorporated instead as an infotainment control—less of a stunning centrepiece and more of an Easter egg, but still present. This treatment also means that it’s not just for the driver anymore.

The same is true of the electrochromic glass roof (a $1,250 option on Plus), which we also loved. It’s not as visible for drivers who sit fairly close to the steering wheel, but it makes sitting in the back seat feel like a privilege. The functional seating features, covered later in this review, bear out initial impressions that the second row is no afterthought in this midsize crossover.

The most publicized, longest-range version of the Volvo EX60 is yet to come, as the all-wheel-drive (AWD) P12 is expected to arrive later in the 2027 calendar year. In Canada, a single configuration of the Volvo EX60 is available at launch—the P10 AWD dual-motor. The P6 rear-wheel-drive (RWD) single-motor variant offered in the U.S. was not available in Canada at the time of writing, and we drove the EX60 in Spain as part of a Volvo press program.

The P10 two-motor variant makes 503 hp and 524 lb-ft of torque, with a zero-to-100 km/h time of 4.6 seconds. Despite these impressive stats, the vehicle did not feel aggressively fast in the way that some performance EVs do. It has the instant torque that makes driving an EV feel effortless, as if the vehicle is weightless, but the power delivery is appropriate for a family vehicle. It’s plenty brisk without being theatrical about it, making for a controlled and composed driving experience, and the ride was surprisingly comfortable in spite of the large 22-inch wheels.

Our only complaint was the steering, which is lighter than we’d like, more so than feels reasonable for a vehicle with this much power on tap. However, the P10 offers selectable drive modes, several of which sharpen the steering to make it feel more connected. It also comes with the Active chassis electronically adjustable suspension, a 95-kilowatt-hour battery, and a 531-kilometre range (or 502 km with the 22-inch wheels).

Volvo says the EX60 can charge from 10% to 80% in approximately 18 minutes on a sufficiently fast charger. We weren’t able to test this on the curated program we attended, but if it holds up in real-world use, it will place the EX60 among the faster-charging vehicles in its class. The upcoming P12 is supposed to require just one extra minute to achieve the same charge on its significantly larger 117-kWh battery, which is what delivers the headlining 640-km range figure. The EX60 is the first Volvo for North America to feature a native NACS charging port, giving owners access to Tesla’s Supercharger network of DC fast chargers.

EVs still tend to be treated as the more futuristic options in an automaker’s lineup, and often feature newer technologies. In the EX60’s case, this includes a digital key. We’ve certainly seen this elsewhere—on Hyundai and Kia EVs, for example—but the others we’ve experienced also came with a traditional key fob. For the EX60, the backup is a key card, much like a credit card or a hotel key. Volvo reps allayed our concerns about relying on the phone, assuring us that the car will still open and run even if your phone battery dies. We didn't get a chance to test whether the phone key includes features such as flashing the lights or beeping the horn, but the card certainly doesn't have that capability. That’s something we tend to rely on in parking lots, not only for locating the car, but also to signal to nearby drivers that the car’s owner is close and they should park carefully.

Cabin storage is not the EX60’s strongest suit. There is no traditional glove box, just a small covered compartment in the centre stack, beneath the wireless charger. The upside of this is that the front passenger gets plenty of knee room. Our main beef with the design is actually not the capacity but the feel; both the material and the action of the fold-out plastic cover felt cheap and plasticky, not in line with the rest of the experience or with what we expect from Volvo. The same is true of the plastic frame that can slide out from the armrest to convert a central tray into cupholders. It works fine but doesn’t feel sturdy when it's moved back and forth, and in an otherwise elegant cabin, the contrast is jarring.

These are really the only misses in the EX60’s interior. The front seats are comfortable and highly adjustable, with a single four-way knob to manage adjustments in at least eight different directions. This may sound complicated, but operating it automatically calls up a responsive diagram on the central touchscreen, and we had no trouble figuring out how to fine-tune our seating position.

The screen is actually fundamental to several key driver adjustments, including side mirror and steering wheel positioning. A single joystick-style button on the steering wheel is responsible for adjusting each of these; selecting the relevant item on screen first is what cues it as to which element it should be operating this time. Climate control also lives in the touchscreen, but that’s not because Volvo isn’t listening. The automaker’s answer to shopper demand for physical climate controls was to dedicate screen space solely to them, and it would feel exceptionally nitpicky to refuse to call those persistent icons buttons.

Tri-zone automatic climate control is standard on both available trims, as are heated front seats, heated outboard rear seats, and a heated steering wheel. Standard seating surfaces are Nordico (Volvo's vegan leather) on the Plus trim or perforated genuine Nappa leather on Ultra. Ventilated front seats are a standard Ultra feature, offered on Plus for $1,250 extra.

The rear outboard seats are also super comfortable, with a slightly scooped out shape to ensconce a passenger, and they have an adjustable recline managed through a control on the door armrest. Two rear USB-C ports are standard on both trims, joining two more up front. Families will want to note that the EX60 offers integrated booster cushions in the two outboard rear seats—standard on Ultra and available on Plus for $625. Volvo reps noted that this resolves a frustrating either/or choice that plagued shoppers considering the XC60, where heated rear seats and boosters are still mutually exclusive.

If the EX60’s cabin storage is a little weak, its cargo area is another story entirely. Here, Volvo has incorporated several handy features. The space under the load floor is easily accessed by folding up the cover, which is segmented in a 60/40 split just like the rear seats. A perfectly fitted bucket sits on the 40% side. It’s removable should drivers need to store something larger, but also makes an ideal container for dirty shoes after a hike, ice at a camp-out, or crabs caught at the beach, which a Volvo rep tells us is a common Swedish children’s activity. This is a family vehicle, after all.

The EX60 has Volvo’s first-ever horizontal infotainment screen, which we thought looked much nicer than the portrait-style version found in the rest of the Volvo lineup (including the EX30 and EX90). The landscape orientation integrates more naturally with the sleek horizontal design elements of the dash. Its layout also allows for the aforementioned dedicated climate controls to stay anchored across the bottom of the screen, while a “context bar” lives along the left side for quick access to commonly used functions. The overall experience is user-friendly and responsive, with no lag that we noticed.

A narrow strip of a driver-information display sits closer to the windshield than to the steering wheel. Its position worked well for us, and it achieved Volvo’s stated goal of minimizing our need to look away from the road, but we found ourselves wondering how well it would work for drivers of different heights. We recommend shoppers dedicate some attention to checking their gauge visibility on a test drive.

In terms of standard and optional features, we can only speak right now to the two trims currently available: Plus and Ultra. Wireless Apple CarPlay and Android Auto are standard on both trims, and both use the same 15-inch OLED infotainment display with Google built-in. This is an increasingly common feature these days, but the EX60 includes four years of service before it moves to a subscription basis. It also includes Gemini, Google’s conversational AI assistant, another Volvo first.

Gemini is positioned as a more natural, conversational alternative to traditional voice commands. We did not find the experience all that natural when we tested it; Gemini tended to keep talking until we interrupted it, which was uncomfortable, but we can imagine getting used to it. Early adopters will likely find the system refines itself with time, as it's designed to improve via over-the-air updates. "Hey Google" prompts to Google built-in are a distinct function, entirely separate from Gemini, and these did work both with contextual comments (“Hey Google, it’s too warm in here”) and direct commands (“Hey Google, turn down the temperature”), though it insisted on making climate adjustments one degree at a time.

The EX60 is generally quite advanced, and the distinction between Plus and Ultra trims on this front lies primarily in audio. The Plus trim comes with a 21-speaker Bose Premium sound system, certainly a respectable offering, but the Ultra gets a 28-speaker Bowers & Wilkins premium sound system, truly a standout feature. It embeds a speaker in the headrests of not only the two front seats but also the two outboard rear seats, and allows audio to be directed to individual zones. For example, the driver could take a call through just their own headrest, or silence the rear-seat audio so children can sleep undisturbed while adults listen to a podcast up front. The EX60 Ultra also comes with Apple Music pre-installed with Dolby Atmos, delivering spatial audio that pairs well with the Bowers & Wilkins system.

Volvo pioneered the now-ubiquitous three-point seatbelt way back in 1959, and has maintained a strong reputation for safety ever since. In the EX60, the automaker introduces a significant evolution of that essential technology with its new multi-adaptive safety belt. In a nutshell, this refers to a seatbelt which is both more granularly adjustable and able to read and adapt to data from sensors both inside and outside the car. While most modern seatbelts have three load limiters, the mechanisms that prevent the belts from being too restrictive or providing too much slack, Volvo’s latest has 11, and it receives an array of data inputs on the seat occupant’s size and the car’s current movement. This allows it to adjust for the best possible protection in the event of a collision without being uncomfortably or even dangerously tight during everyday driving, and Volvo says the system will learn over time, too.

Standard advanced driver-assistance systems on the 2027 Volvo EX60 Plus and Ultra include a blind-spot information system with interventional steering assist, cross-traffic alert with automatic emergency braking, and a collision-avoidance system. A surround-view camera system and front, rear, and side parking assist are also standard on both available trims. We noted that Pilot Assist, a system which combines adaptive cruise control with lane-keep and parking assist, also seemed to find the steering too light. It made frequent adjustments to stay in its lane, more than we felt were strictly necessary. We also noted one incident in which the steering pushed back rather firmly when Pilot Assist was engaged as we were steering toward an off ramp. This unsolicited steering input was not insistent enough that we were in danger of being unable to override it, but it did make the car jerk sideways as we corrected.

Crash-test scores from the U.S. National Highway Traffic Safety Administration and the Insurance Institute for Highway Safety (IIHS) were not available at the time of writing because the EX60 has not yet arrived in North America. However, the larger 2026 Volvo EX90 earned a 2026 Top Safety Pick+ award, the highest possible honour from the IIHS.

In an unusual move, Volvo positioned the EX60 to cost just slightly less than the Volvo XC60 plug-in hybrid (PHEV). Typically, when multiple powertrains are available for a single model, the gas-only will be least expensive, followed by the traditional (plugless) hybrid, the PHEV, and then the EV at top end of the pricing spectrum. The XC60 is unquestionably the EX60’s fossil-fueled analog, so we fully expected the latter’s price to land at least a few thousand dollars higher. We were pleasantly surprised by the 2027 EX60’s base price in Canada of $80,600, which includes destination fees. Base refers to the Plus trim, the lowest currently available. The Ultra starts at $87,100, a solid step up which brings an equally substantial list of extra amenities, including Nappa leather, the superior Bowers & Wilkins sound system, the electrochromic panoramic roof, 21-inch wheels, and the integrated rear booster seats. For those who don’t need every one of those extras—and who will be satisfied with 21 Bose speakers—most are available as standalone options, as mentioned earlier in this review.

Pricing information is not yet available for the P12, which is expected closer to the end of this year.

Volvo’s timing with the EX60 seems well-judged, as its most obvious competitors are arriving at nearly the same moment. The BMW iX3 starts in Canada at $78,855 with a nearly 700-kilometre range. This puts the EX60 at risk of losing shoppers who prioritize maximum range and don’t want to wait to find out what that will cost or when it will be attainable on the Volvo. The 2027 Mercedes-Benz GLC EV is expected to arrive later with similar range figures, but specifics have not been confirmed as of this writing. Neither has been available for a direct comparison drive, but from what we know of current BMW and Mercedes EVs, we would bet that the iX3 will offer a fairly similar cabin experience to the EX60, while the GLC EV will likely lean into screens, quilting, and ambient lighting. To anyone drawn to Volvo’s signature blend of luxe simplicity and advanced safety, we have no hesitation in recommending the EX60, though we confess we’d hold off on spending our own dollars until we could compare the EX60 P12 against the iX3.

Finally, we would be remiss if we did not mention an exciting value add: Volvo’s overseas delivery option is being offered to EX60 buyers in the U.S., a first for a Volvo EV. Whether this will be offered to Canadian buyers had not been confirmed at the time of writing, but it’s worth inquiring with your dealer if buyers are interested in taking delivery of their Volvo in Torslanda, Sweden.