2017 Volvo V60 Cross Country

In 2017 the first-generation V60 Cross Country came only as the T5 AWD. That year it moved from the old 2.5L five-cylinder to the 240-hp Drive-E 2.0L turbo four, so the volume figure is also the range maximum.

The Drive-E T5 delivers 258 lb-ft across a broad plateau, which is mid-pack for a luxury wagon.

The 2017 T5 AWD Cross Country is listed at 0–60 mph in about 6.3 seconds. That is respectable for a lifted AWD wagon with a curb weight of about 3,920 lb, but well off the pace of sport-wagon rivals.

The Drive-E four is quiet at cruise and pulls well in the mid-range. Reviewers note some turbo lag from a stop, a coarser, less characterful sound than the five-cylinder it replaced, and an abrupt auto stop/start system.

The new-for-2017 Aisin 8-speed Geartronic replaced the old 6-speed. It shifts smoothly and helps economy, but reviewers say it can be slow to kick down for passing and has no paddles on the Cross Country.

AWD is standard on every 2017 V60 Cross Country, which also gets a raised ride height and hill descent control. It misses the top band because the Haldex-type system is a front-biased on-demand setup with no low range or torque vectoring.

There is a single powertrain: the T5 AWD gas four, with no electrification or alternative engine on the Cross Country for 2017.

The EPA rates the 2017 V60 Cross Country T5 AWD at 25 MPG combined, which is mediocre against the gas wagon band.

The EPA city rating is 22 MPG. There is no hybrid assist, and the auto stop/start system helps only modestly.

The EPA highway rating is 30 MPG, which is in the lower third of the wagon band.

The EPA record lists no range figure for this gas model, so range is calculated from the first-generation V60's 67.5 L (17.8 gal) tank and the 25 MPG combined rating: about 445 miles.

The EPA estimates $2,700 a year in fuel at its standard assumptions, using the regular fuel it lists. That is toward the expensive end of the wagon band.

The EPA certifies the 2017 T5 Drive-E Cross Country on regular gasoline. Volvo suggests premium for best performance but does not require it, so the car runs on 87 AKI with no costly requirement.

NHTSA never crash-tested the first-generation V60 or the V60 Cross Country, so no 2017 overall rating exists and no other year of this generation has one either.

Good in every IIHS crashworthiness test it was given and a 2017 Top Safety Pick+. The award applied only to cars with the optional HID headlights, and the passenger-side small-overlap test was never run on this generation.

Only low-speed City Safety autonomous braking is standard. Adaptive cruise, full-speed collision warning with auto brake and lane departure warning are in the optional Technology package, and blind-spot and cross-traffic alerts are in the separate BLIS package.

The standard City Safety system rated only Advanced (2 mph speed reduction from 25 mph). The optional Collision Warning with Full Auto Brake rated Superior, but no pedestrian or night AEB rating exists for this era.

BLIS and Cross Traffic Alert are optional in the BLIS package rather than standard, and alert-only, with no steering intervention on this P3-platform car.

Lane departure warning and Lane Keeping Aid come only with the optional Technology package, and there is no lane centering. Pilot Assist arrived with the SPA-based 2019+ cars.

Adaptive cruise with Queue Assist (stop-and-go) is optional through the Technology package, and there is no steering-assist highway mode. It is capable but dated ACC.

There is no hands-free driving option, and not even hands-on lane centering.

The standard halogen reflector headlights rated Poor at IIHS. Only the optional HID projectors (Technology package or upper trims) reached Acceptable, and those were the headlights the TSP+ award required.

The raised Cross Country ride height helps forward sightlines, but a sloping roofline, small rear glass and thick rear pillars limit the rear view. A rear camera and parking sensors help, and there is no 360-degree camera.

IIHS rated LATCH Acceptable on a Cross Country T5, with two full LATCH positions and a tether-only center seat. Rear legroom and door openings are tight for rear-facing seats.

Two-row, five-seat wagon; the only configuration offered.

Adequate front headroom for the class, measured with the standard moonroof.

Mid-pack front legroom, identical to the P3 S60.

The wagon roof gives reasonable rear headroom, though Consumer Guide still called it reduced.

Tight rear legroom is the P3 V60's best-known weakness; adults are cramped behind a tall driver.

Wagon cargo bay above the top of the wagon band, though max volume trails larger wagons like the Outback.

40/20/40 split rear seat with a centre pass-through and flush-folding backs is genuinely handy, but cabin cubbies behind the floating centre stack are small and power is 12V only.

Front seats are among the industry's best for long drives, but the cramped rear bench pulls the overall down.

Extra wheel travel makes the Cross Country the softest-riding P3 V60; composed without float.

Generally hushed luxury-wagon cabin; some tire roar and a coarse four-cylinder note under hard throttle.

Dual-zone climate, moonroof and memory driver's seat are standard, but heated seats and wheel need the Climate package on either trim; no ventilated seats.

In 2017 the Cross Country came only as the T5 AWD, at $41,700 before destination. The Platinum trim was $45,550 before destination.

The base T5 AWD sold in the highest volume. Dealer stock usually carried a Premium or Climate package, which puts the typical as-equipped price at roughly $44–45k, below the Platinum.

Volvo's complimentary scheduled maintenance covers years 1–3, which keeps early costs low. Years 4–5 bring luxury-brand dealer service, plus known oil-consumption repairs on Drive-E fours of this era. The estimate scales CarEdge's current-generation figure up for the older platform.

Volvo cars and wagons of this era depreciated steeply. The 2017 model was also the run-out year of a generation replaced for 2019, which hurt projected residuals. The figure is an estimate between pre-pandemic projections (about 35–38%) and inflated 2022 used values.

Volvo's 4-year/50,000-mile new-vehicle limited warranty matches the luxury-segment norm.

Volvo has no separate longer powertrain warranty, so the powertrain is covered only for the 4 yr/50k mi basic term, the bottom of the band.

Factory scheduled maintenance is free for 3 years/36,000 miles, and 4-year unlimited-mile roadside assistance plus a Volvo On Call connected-services trial are included. That is a strong luxury-class package, though BMW's 3-year plan covers more wear items.

$44,500 volume-trim price minus its estimated resale value after 5 years (40% retained, or about $17,800) leaves about $26,700 in depreciation. Add the projected $4,500 in 5-year maintenance and repairs, and owning this vehicle for 5 years costs about $31,200 in total.

Sources disagree. J.D. Power puts the 2017 V60 line below average and Consumer Reports' survey data calls it about average, so the score sits at the low end of the mixed-signals band. Owner satisfaction is strong.

Volvo ranked between mid-pack and below average in dependability during this period, and it slid toward the bottom of the J.D. Power VDS in the late 2010s. Most complaints were about infotainment and electronics rather than mechanical failures.

There are six recalls, which is moderate. They cover the door latches, the front seat-belt anchor cable, airbag inflator initiators and software. All of them are safety-relevant dealer fixes, but none is a systemic powertrain or fire defect.

2017 is a change year. The Cross Country dropped the proven 2.5L five-cylinder and 6-speed for the Drive-E 2.0L turbo-four and Aisin 8-speed. The 2017 Drive-E units are considered past the worst of the 2015-16 oil-consumption problems, but the engine family has a mixed long-term record.

This is the same well-made P3 cabin as the S60. Reviewers praised its materials and seats, though the design looked dated next to newer German rivals by 2017.

Period reviews and owner reports show no recurring problems with rattles, panel gaps or assembly. Owners complained mostly about Sensus software glitches, not physical build quality.

Volvo had about 435 US dealers around 2017. That is thinner coverage than Lexus, BMW or Mercedes, although Volvo was expanding service capacity at the time.

Parts cost more than mainstream brands but less than German luxury brands, and Volvo's average repair costs come in under the luxury-segment average. Parts specific to the Cross Country (cladding, raised suspension) are dealer-sourced.

The 7-inch centre display is not touch-sensitive; input runs through the centre-stack keypad and rotary controls, so it scores as no touchscreen, matching the 2017 S60.

Button-heavy Sensus interface makes simple tasks fiddly and was already dated against touch-based rivals in 2017.

No Apple CarPlay or Android Auto in any form on the P3 V60; Bluetooth only.

Sensus 3D navigation is standard on every 2017 V60 CC, with command-style voice control; functional but dated.

Volvo's High Performance base system is decent and the 12-speaker, 650 W Harman Kardon upgrade (standard on Platinum) is well regarded.

P3 Volvos from the 2014 facelift carry the Adaptive Digital TFT display with selectable themes; useful but lower-resolution and less configurable than later 12.3-in clusters.

Built-in modem and Sensus mapcare map updates, but no whole-vehicle OTA software updates.

Volvo On Call offered remote lock/locate and related functions, but was subscription-based beyond a short trial.

A single USB/aux input in the centre console plus 12V sockets; no USB-C, no rear USB, no wireless charging.

On the volume T5 AWD trim, keyless entry and push-button start come only in the optional Convenience package; no phone-as-key.

Rear parking sensors are standard but the rearview camera is optional on the base trim (standard on Platinum); front sensors need the BLIS package; no 360 camera.

No head-up display offered on the P3 V60 at any trim.

Good cargo for strollers and gear, but 33.5 in of rear legroom makes rear-facing seats tight, and only two positions have full LATCH.

IIHS Top Safety Pick+ crash structure and standard City Safety, but full collision warning, blind-spot and lane-departure aids are optional packages and NHTSA never rated it.

Excellent front seats and decent luggage room, but the cramped rear seat, heated rear seats only via the Climate package and a single USB port limit four-up trips.

Comfortable ride and good visibility, but low-speed throttle hesitation, abrupt stop/start and the fiddly button-heavy interface add friction.

25 MPG combined on regular fuel is mediocre; $2,700/yr EPA fuel cost is middling for a luxury AWD wagon.

Compact footprint and a 37.1-ft turning circle help, but the rearview camera is optional on the base trim.

Light duty only: 43.8 cu ft max cargo and a modest tow rating; not a work vehicle.

Luxury-oriented leather interior and no fleet presence; drivetrain is reasonably proven but not built for hard use.

Roof rails and cargo tie-downs, with a dealer-accessory hitch, but no AC outlet or work-focused features.

Superb front seats, compliant ride and roughly 445 mi of range make a good tourer, but driver assists are optional and the rear seat is tight.

Standard AWD, 2.4 in of extra ride height, hill descent control and roof rails make it a genuine light-trail and ski wagon.

40/20/40 seat with pass-through, flush-folding backs and roof rails handle skis and bikes well; max volume trails larger wagons.

Responsive and secure, but the raised Cross Country suspension adds body roll versus the regular V60.

Accurate enough but feels disconnected, with little feedback.

Brakes described as sure with no complaints; no instrumented 2017 figure located.

Strong midrange torque from the 240-hp Drive-E four, but low-speed hesitation, slow kickdowns and a rough stop/start restart.

Quiet at cruise, but the turbo four sounds coarse at high revs.

Average turning circle for the segment.

Excellent 8-way power seat with memory and good outward vision from the raised ride, offset by a cluttered button-pad centre stack.

Characterful, quick (6.3 s to 60) and pleasant, but tuned for comfort rather than engagement.

The base T5 AWD comes with standard AWD, a raised suspension, a sunroof, power front seats, City Safety low-speed autonomous braking and Sensus infotainment. Blind-spot monitoring, adaptive cruise and heated seats cost extra in packages, which is typical for German rivals but less generous than a loaded Outback.

At $42,695 it undercuts the Audi A4 allroad slightly and Mercedes' E-Class wagon by a wide margin. But it is a smaller, aging car with tight rear seat and cargo space, and it costs well over a top-trim Subaru Outback with similar capability.

There are two trims (T5 AWD and T5 AWD Platinum) with a single powertrain and drivetrain. Option packages provide the only flexibility.

With 2,317 US sales in 2017, it was a niche product even in the small luxury-wagon segment, and far behind crossover alternatives.

Volvo's safety reputation and wagon heritage give it a loyal following. In 2017, though, the brand was still rebuilding its luxury standing, and this older pre-SPA product benefited less than the new XC90 did.

As a slow seller on an outgoing generation, it attracted substantial dealer discounts, lease support and run-out incentives, without the extreme fire-sale pricing that signals a failing product.

In 2017 the first-generation V60 (launched 2010, facelifted 2014) was in its last years, and a redesign was imminent. The new Drive-E engine and 8-speed gearbox were the only fresh hardware.

Reviewers liked its style, comfortable seats, safety focus and AWD versatility. They also faulted its dated cabin tech, cramped rear seat and cargo area, and modest value against the A4 allroad. It rarely topped comparisons or won major awards.