Volvo XC60 D5
So the XC60 is a smaller classic SUV, but still family friendly – you could also call it a downsized XC90. I wonder how long the BMW X3 has been lonely in this size class - when it hit the market, there were plenty of skeptics who predicted a lonely end. He seems to be small.
But the world is changing and huge SUVs are becoming less and less popular, so it should come as no surprise that the X3 has recently gained competition from more prestigious brands. Not only the XC60, but also the Audi Q5 and Mercedes GLK. ... But more on the latter two when we get them to test (Q5 coming in the coming days), this time we'll be focusing on the XC60.
The fact that the sixties could be called the younger sibling of the XC90 is true (in terms of form and function), but of course that doesn't mean they are technically largely related. The XC60 is based on the XC70 (less SUV and more station wagon). Sure, its belly is higher than the ground, and at the same time, the overall body is higher, but it must be admitted: this is not only a smaller XC90, but also a sportier XC90.
It weighs less (still less than two tonnes with a driver), is also smaller, and overall enough to keep the XC60 from feeling bulky. Quite the opposite: when the driver was in a sportier mood behind the wheel, the XC60 also adapted to this (even on dry, but especially on slippery surfaces).
Its DSTC stabilization system can be completely disabled, and then it turns out that with some pedal and steering wheel work, the initial understeer (on slippery roads, on dry asphalt the XC60 is surprisingly slightly understeer) can be turned. into an elegant four-wheel slide or steering wheel.
In fact, we were very lucky with the XC60 test semester, as it snowed nicely in Slovenia in those days – because of the snow, the Ikse chassis and all-wheel drive, we often drove miles on snow-covered roads just for fun, not for fun. necessity.
Much of the credit for the chassis' praise goes to the FOUR-C system, the electronic damping control system. In Comfort mode, the XC60 can be a very comfortable traveler (a few hundred highway miles is just a short jump for it), while in Sport mode the chassis is stiffer, with less lean and less understeer. .
Volvo's all-wheel drive works through an electronically controlled clutch that distributes torque between the front and rear axles. The work is done quickly, and an additional plus is the fact that the system recognizes certain situations (abrupt start, starting off the mountain, etc.) "in advance" and at the beginning of the start with the correct distribution of torque (mainly for the front wheels).
And while the AWD system is quite satisfactory, the transmission is slightly worse. The automatic has six steps and the ability to automatically change gears, but, unfortunately, it works too slowly, too economically and sometimes too jerky. It is a pity that it does not have a sporty automatic shifting mode, since the driver is thus doomed to either "sleep" mode of operation or manual shifting.
Much better gearbox engine. The D5 sign at the back means an in-line five-cylinder turbodiesel. The 2-liter engine is closely related to the less powerful version, which is designated 4D, and in this version it is capable of developing a maximum power of 2.4 kilowatts or 136 "horsepower". It loves to spin (and because of the five rollers, it doesn't get annoying, but gives a nice sporty diesel sound), but it's true that it's not the quietest or that soundproofing could be better.
The maximum torque of 400 Nm is only reached at 2.000 rpm (most similar engines can run at least 200 rpm lower), but since the XC60 has an automatic transmission, this is not noticeable in everyday traffic. All that the driver feels behind the wheel (apart from the sound) is decisive acceleration and sovereign acceleration to a top speed of 200 kilometers per hour. And not quite by the way: the brakes do their job convincingly, and the stopping distance of 42 meters on (not the best) winter tires is above the average gold.
Safety is generally one of the best aspects of this Volvo. The fact that the body is strong and adapted to safely "absorb" energy during a collision is self-evident for Volvo, as well as six airbags or a curtain. But the area where this Volvo really excels is in active safety.
Aside from the DSTC stabilization system (as Volvo calls ESP) and (optional) active headlights, WHIPS cervical spine protection (main: active head restraints), the XC60 spoils you with good radar cruise control, too sensitive (and sometimes collision warning system with Autobrake function, which means that in the event of a high probability of a collision, the car warns the driver with a strong audible and visible signal and, if necessary, a brake strike) and City Safety.
This is facilitated by lasers and a camera mounted in the rear-view mirror, which operates at speeds of up to 30 kilometers per hour. If he detects an obstacle in front of the car (say, another car has stopped in a city crowd), he increases the pressure in the braking system, and if the driver does not react, he also brakes. We only tested it once (perfect, make no mistake) and it worked as promised, so the test XC60 remained untouched. Minus: the front parking sensors are very poor at recognizing obstacles, since they are hidden by a mask. Here the form has unfortunately (almost) disabled usability. ...
So the live broadcasts of this Volvo have a good chance of getting to their destination safe and sound, but arriving quickly, accurately and comfortably enough. Standard equipment (of course with this Summum equipment package) also includes comfortable leather seats that allow the driver to easily find a comfortable driving position.
Thanks to the electrical adjustment with three memory slots, this XC60 is suitable for family use, as well as the optional active cruise control and navigation device (also with Slovenian cartography, but therefore with Italy, which is covered but cannot be selected from the list of countries) friendly to drivers, as they allow you to easily accumulate kilometers on the highway. A minus, in principle, deserves the warning system of an unintentional lane change, since the steering wheel only shakes and does not warn the driver where he “left”.
It's just as hard for an imaginary (or just awakened) driver to react instinctively as it is with systems that indicate which way to turn - and it would be even better if Volvo replaced this semi-annual system with one that automatically turns the steering wheel. In this they are overtaken by competition. The audio system (Dynaudio) is top notch and the Bluetooth hands-free system also works well.
There is ample space in the back (depending on size class and competitors), the same goes for the trunk, which in its basic volume is very close to the magic limit of 500 liters, but of course it can be easily increased by lowering the rear bench.
In fact, the XC60 has only one drawback: it has to be exactly as it was tested (with the exception of the optional pre-collision warning system). A turbocharged T6 will be too greedy for most users, a 2.4D combined with an automatic transmission (which is the only right choice) may already be too weak, especially on the highway. And the equipment should be the same as it was in the test - so Summum with some additions. Yes, and such an XC60 is not cheap - however, there is no competition. The only question is whether you can afford it or wait for (say) a 2.4D Base with all-wheel drive. .
Face to face. ...
Alyosha Mrak: Despite the fact that I only drove a few miles in this car in the city crowd, I felt good driving. The engine is top notch (sound, power, sophistication), sits well (much better than the Ford Kuga), fresh on the outside and inside, even nicely decorated (hmm, unlike the too dull Tiguan). If I wanted an SUV of this size class with this kind of equipment and motorization, the Volvo XC60 would certainly be among the favorites. As for the weaker versions, I'm not sure anymore.
Vinko Kernc: Strike. In full. Beautiful and dynamic, technically modern and even ahead in terms of safety. Most importantly, the built-in safety system does not affect driving pleasure. So I say it's good to have a Volvo, because without it we would be forced to buy boringly perfect German products or even more boringly perfect Japanese products in this price range. At the same time, it seems incredible that Ford wants to (presumably) get rid of Volvo. Well yes, but maybe someone will buy it who can get even more out of it.
Dusan Lukic, photo :? Matej Grossel, Ales Pavletic
Volvo XC60 D5 all wheel drive all wheel drive
Basic data
| Sales: | Volvo Car Austria |
|---|---|
| Base model price: | 47.079 € |
| Test model cost: | 62.479 € |
| Power: | 136kW (185 KM) |
| Acceleration (0-100 km / h): | 9,9 with |
| Maximum speed: | 200 km / h |
| Mixed flow ECE: | 8,3l / 100km |
| Guarantee: | 2-year general warranty, 3-year mobile warranty, 2-year varnish warranty, 12-year rust warranty. |
| Systematic review | 30.000 km |
Costs (per year)
| Regular services, works, materials: | 1.065 € |
|---|---|
| Fuel: | 10.237 € |
| Tires (1) | 1.968 € |
| Compulsory insurance: | 3.280 € |
| CASCO INSURANCE (+ B, K), AO, AO + | 5.465 ( |
| Calculate the cost of auto insurance | |
| Buy up | € 49.490 0,49 (km cost: XNUMX €) |
Technical information
| engine: | 5-cylinder - 4-stroke - in-line - turbodiesel - front-mounted transversely - bore and stroke 81 × 96,2 mm - displacement 2.400 cm? – compression 17,3:1 – maximum power 136 kW (185 hp) at 4.000 rpm – average piston speed at maximum power 12,4 m/s – specific power 56,7 kW/l (77,1 hp / l) – Maximum torque 400 Nm at 2.000-2.750 rpm – 2 overhead camshafts (timing belt) – 4 valves per cylinder – Common rail fuel injection – exhaust turbocharger – charge air cooler. |
|---|---|
| Energy transfer: | the engine drives all four wheels - automatic transmission 6-speed - gear ratio I. 4,15; II. 2,37; III. 1,55; IV. 1,16; V. 0,86; VI. 0,69; - Differential 3,75 - Wheels 7,5J × 18 - Tires 235/60 R 18 H, rolling circumference 2,23 m. |
| Capacity: | top speed 200 km / h - acceleration 0-100 km / h in 9,9 s - fuel consumption (ECE) 10,9 / 6,8 / 8,3 l / 100 km. |
| Transportation and suspension: | off-road sedan - 5 doors, 5 seats - self-supporting body - front single wishbones, leaf springs, three-spoke cross rails, stabilizer - rear multi-link axle, springs, telescopic shock absorbers, stabilizer - front disc brakes (forced-cooled), rear disc, ABS , parking brake bellows on the rear wheels (switch next to the steering wheel) - rack and pinion steering, power steering, 2,8 turns between extreme points. |
| Mass: | empty vehicle 1.846 kg - permissible total weight 2.440 kg - permissible trailer weight with brake: 2.000 kg, without brake: 750 kg - permissible roof load: 100 kg. |
| External dimensions: | vehicle width 1.891 mm, front track 1.632 mm, rear track 1.586 mm, ground clearance 11,9 m. |
| Inner dimensions: | front width 1.500 mm, rear 1.500 mm - front seat length 510 mm, rear seat 460 mm - steering wheel diameter 380 mm - fuel tank 70 l. |
| Box: | measured with standard AM set of 5 Samsonite suitcases (278,5 L total): 5 seats: 1 aircraft suitcase (36 L), 1 suitcase (85,5 L), 2 suitcases (68,5 L), 1 backpack ( 20 l). |
Our measurements
| T = 1 ° C / p = 980 mbar / rel. vl. = 63% / Tires: Pirelli Scorpion M + S 235/60 / R 18 H / Mileage status: 2.519 km | |
| Acceleration 0-100km: | 9,6s |
|---|---|
| 402m from the city: | 16,9 years ( 133 km / h) |
| Minimum consumption: | 9,8l / 100km |
| Maximum consumption: | 14,2l / 100km |
| test consumption: | 11,2 l / 100km |
| Braking distance at 130 km / h: | 76,6m |
| Braking distance at 100 km / h: | 42,4m |
| AM table: | 40m |
| Noise at 50 km / h in 3rd gear | 54dB |
| Noise at 50 km / h in 4rd gear | 52dB |
| Noise at 50 km / h in 5rd gear | 50dB |
| Noise at 90 km / h in 4rd gear | 60dB |
| Noise at 90 km / h in 5rd gear | 59dB |
| Noise at 90 km / h in 6rd gear | 58dB |
| Noise at 130 km / h in 4rd gear | 64dB |
| Noise at 130 km / h in 5rd gear | 62dB |
| Noise at 130 km / h in 6rd gear | 62dB |
| Idling noise: | 38dB |
| Test errors: | unmistakable |
evaluation
With the XC60, Volvo has fulfilled the wishes of those who want a small, economical enough, comfortable enough and, above all, safe SUV.
We praise and reproach
chassis
driving position
comfort
Equipment
trunk
super sensitive system (CW with Autobrake)
bad front parking sensors
Transmission
