2025 Volvo V60 Cross Country

The 2025 US V60 Cross Country is sold only as the B5 AWD Plus: a 2.0L turbocharged inline-four with a 48-volt mild-hybrid starter-generator, rated 247 hp. 2025 is a carry-over year within the second generation (2019–), so the volume figure is also the range maximum.

Peak torque is 258 lb-ft arriving from 1,800 rpm across a broad plateau, adequate for a 4,000-lb lifted wagon but below six-cylinder or turbo-performance rivals.

The published 0–60 figure for the 2025 B5 AWD is 6.6 seconds — brisk for a raised wagon and quicker than a base Outback, but well behind performance-oriented luxury wagons.

The B5 is quiet at cruise and the 48-volt starter-generator makes stop/start restarts smooth, but there is perceptible turbo lag off the line and the four-cylinder sounds coarse when worked hard — a common critique in a luxury segment where rivals still offer sixes.

The 8-speed automatic shifts smoothly once underway, but is commonly faulted for slow kickdowns when passing and occasional low-speed hesitation in the default drive mode.

AWD is standard on the only trim, paired with a raised ride height (about 8.1 in of clearance), an Off Road drive mode and hill descent control. It stops short of the top band because the system is an on-demand, front-biased setup with no low range or torque vectoring.

The 2025 US V60 Cross Country is a single-powertrain proposition — B5 AWD mild hybrid only. The T8 plug-in hybrid exists on the regular V60 but is not offered on the Cross Country, so buyers of this nameplate have no choice beyond the 48-volt-assisted four.

EPA rates the 2025 V60 Cross Country B5 AWD at 27 MPG combined — reasonable for a lifted AWD wagon, aided by the 48V mild-hybrid stop/start, but well short of hybrid rivals.

24 MPG city; the mild-hybrid system smooths stop/start and recovers some braking energy but cannot drive the car on electricity alone.

31 MPG highway, helped by the wagon's low drag and tall 8-speed top gears.

Derived from the 15.9-gallon tank at the 27 MPG EPA combined rating; a usable but unremarkable range for the segment.

EPA's current estimate is $3,050 per year at 15,000 miles on premium fuel — the premium requirement compounds middling economy, putting running cost near the expensive end of the wagon band.

EPA lists the B5 on premium gasoline; Volvo recommends 91 AKI but permits 87 with reduced output, so it is a recommendation rather than a hard requirement — middle band, but still a cost penalty against regular-fuel rivals like the Outback and Crown Signia.

NHTSA rated the 2025 V60 Cross Country B5 AWD five stars overall; the only sub-5 result is a 4-star passenger-side frontal that pulls the frontal composite to 4 stars.

Every IIHS crashworthiness result on record for this SPA platform is Good, with driver and passenger small overlap both Good across all injury measures. However, the 2025 V60 Cross Country has no IIHS award, and the institute never ran it through the updated side test or the moderate-overlap rear-passenger test. Its results are strong but carried over from older tests, and its record against current criteria is incomplete.

With only Plus and Ultra trims for 2025, the V60 Cross Country's full IntelliSafe set is standard on every car. That set includes City Safety AEB with pedestrian, cyclist and large-animal detection; Pilot Assist adaptive cruise with lane centering; BLIS with steer assist; cross-traffic alert with autobrake; rear auto-braking; run-off-road mitigation; and oncoming-lane mitigation. Unlike the S60's Core trim, no V60 Cross Country is sold without adaptive cruise.

City Safety on this platform earned Superior ratings in IIHS's original vehicle-to-vehicle and daytime pedestrian tests. Those results come from the shared S60/V60 SPA testing, though. The system has never been put through the nighttime pedestrian test or the updated higher-speed front-crash-prevention test, so its after-dark performance is unverified.

BLIS with Steer Assist is standard and actively steers away from a lane change into an occupied lane instead of only showing a warning light. Cross-traffic alert with automatic braking and rear AEB are also standard on every trim.

Every trim gets Pilot Assist's lane centering as standard, and reviewers describe it holding the lane well without ping-ponging. The underlying Lane Keeping Aid is often called busy or intrusive, which keeps this item out of the top band.

Pilot Assist provides full-speed-range adaptive cruise with stop-and-go plus lane centering, standard on both trims. It is tuned conservatively, resuming slowly and keeping generous following gaps, but it is well integrated as a highway assistant.

The 2025 V60 Cross Country offers no hands-free system at any trim. Pilot Assist requires the driver's hands on the wheel and warns after a short time without them.

Every trim gets Good-rated headlights from IIHS, with curve-adaptive LED reflector lamps and standard high-beam assist. On the shared platform, low-beam reach on the gradual left curve is weak.

The raised Cross Country ride height, Volvo's upright seating position and the wagon's large rear glass give better sightlines than the S60 sedan. The 360-degree surround camera is standard on every trim, which offsets the thick D-pillars.

IIHS rates the LATCH hardware Acceptable. There are two full LATCH positions and a tether-only center seat in a compact rear bench, so two child seats fit workably but three across does not.

The 2025 V60 Cross Country is a two-row, five-seat wagon on both US trims, the maximum for the wagon band.

Front headroom is merely average for a wagon, trimmed by the panoramic moonroof that is standard on both trims.

Front legroom is generous and mid-pack for the wagon band.

The wagon roofline carries back level, so rear headroom is good; TopSpeed's 2025 test notes 'plenty of headroom' in back.

Rear legroom is the V60's tight spot: compact-executive dimensions behind a long hood. Reviewers flag it as a little tight for adults.

A proper wagon cargo bay well beyond any compact sedan trunk, so it tops the wagon band on any of the measurement conventions in circulation.

The cargo area has Volvo's grocery-bag holder/floor divider and a 60/40 split rear seat with pass-through, but cabin cubbies are small and reviewers call out thin small-item storage.

Volvo's front seats are a long-standing reviewer favourite for long-haul support, and the rear bench is well cushioned; only the tight rear legroom keeps it out of the top tier.

The Cross Country's raised suspension and 18-in wheels with taller sidewalls give it the most compliant ride of the V60 family while body control stays tidy.

Quiet at cruise with little tire roar; the four-cylinder becomes coarse near redline, which keeps it from library-quiet.

Heated front seats, dual-zone climate and leather are standard; the heated wheel and heated rear seats need the Climate package and ventilated seats are Ultra-only.

For 2025 the US V60 Cross Country is offered only as the B5 AWD mild hybrid in Plus and Ultra trims, so the entry price is the Plus. It sits at the top of the wagon band.

The Plus is the volume trim. Its typical as-equipped transaction price lands around $54.7k once common packages such as Climate are added.

Projected early-life maintenance is low for a luxury wagon, partly because the first 3 years of scheduled service are free. Costs then climb from year 4 onward.

Residuals are solid for a luxury car, helped by scarcity. It is the last Volvo wagon in the US and is being discontinued in 2026.

This is the standard Volvo new-vehicle limited warranty, typical of luxury brands.

Volvo gives the powertrain no separate, longer coverage; it is covered only by the 4-year/50,000-mile new-vehicle warranty, which is below the band floor.

Three years of free scheduled maintenance, roadside assistance for the full warranty term and lifetime parts coverage are among the better ownership perks in the segment.

$54,683 volume-trim price minus its estimated resale value after 5 years (56% retained, or about $30,622) leaves about $24,061 in depreciation. Add the projected $3,682 in 5-year maintenance and repairs, and owning this vehicle for 5 years costs about $27,743 in total.

The 2025 V60 Cross Country is a late-cycle carryover of the 2019-onward SPA second generation with the B5 48V mild-hybrid gas drivetrain, so it carries no first-year risk and avoids the Recharge PHEV complexity. J.D. Power rates it squarely average and Consumer Reports' outlook for the nameplate is average on limited data, with infotainment/electronics the recurring complaint area.

Volvo has sat in the lower third of Consumer Reports' brand reliability rankings in recent years and below the industry average in J.D. Power's Vehicle Dependability Study, with electronics and infotainment rather than drivetrain failures driving the standing.

The 2025 model year is covered by two campaigns, both the same fleet-wide rearview-camera software defect (the second, 25V908, re-issued after the first remedy, 25V282, proved insufficient). No powertrain, fire or structural campaigns touch the gas 2025 V60 CC, but a repeat FMVSS 111 software recall and the generation's earlier seatbelt-cable campaign keep it in the typical-activity band.

The B5's 2.0L turbo four is from Volvo's VEA/Drive-E family in production since 2014, paired with the high-volume Aisin 8-speed automatic — a mature combination, though early Drive-E units drew oil-consumption/PCV complaints and the 48V integrated starter-generator is a newer subsystem with some reported failures.

Volvo cabin materials are a consistent class-leading strength — open-pore wood and metal-mesh trim, quality upholstery and switchgear that reads richer than the price — and reviewers rank the V60 interior at or above German compact-luxury rivals.

European-built on a mature line with a full generation of refinement, the V60 CC shows tight panel fit and a solid, rattle-free structure in reviews; Volvo's below-average initial-quality standing is driven by infotainment/connectivity complaints rather than build defects.

Volvo's US network of roughly 280 retailers is one of the smaller luxury networks, thinner than BMW or Mercedes-Benz and sparse outside metro areas, with mid-pack service satisfaction.

Volvo running costs sit above the industry average but below the German three; mechanical commonality with the high-volume XC60 helps, but wagon-specific body, glass and trim parts are dealer-channel with a thin aftermarket.

The V60 keeps the 9-inch portrait display on both trims; no larger screen is offered, while rivals have moved to 12-15 in.

Google built-in is logical and familiar, but the small portrait screen buries climate controls in touch menus and the older SPA hardware shows some lag.

Apple CarPlay and Android Auto are standard but wired-only on the SPA-generation V60, a notable omission at this price.

Google Assistant and Google Maps are built in and standard, giving natural-language voice control and best-in-class native navigation.

The Plus gets a 10-speaker base system; the Ultra adds 14-speaker Harman Kardon with Bowers & Wilkins optional. That is an excellent premium setup, though limited to the upper trim.

A 12.3-inch configurable digital driver display is standard, with map display; crisp, though less configurable than newer rivals.

Android Automotive OS cars receive whole-system OTA updates, including Volvo's 2025 large-scale UX update that reached SPA models from MY2020 onward at no charge.

The Volvo Cars app covers remote start/climate preconditioning, lock/unlock and locate; there is no phone-as-key on this model.

USB-C ports front and rear plus a 12V outlet; wireless phone charging availability on 2025 US cars could not be confirmed, and one 2025 test car lacked a charging tray.

Push-button start, a power liftgate and app remote start are standard; there is no phone-as-key.

A 360-degree camera and parking sensors are standard on both trims, better than many rivals; there is no automated parking.

A head-up display is offered, but only as standard equipment on the top Ultra trim.

The wagon cargo bay swallows a stroller easily and the raised Cross Country height eases loading, but tight rear legroom crowds rear-facing seats and IIHS rates LATCH only Acceptable.

A 5-star NHTSA overall rating and Good IIHS small-overlap and headlight ratings, plus standard Pilot Assist, blind-spot intervention, rear auto-braking and a 360 camera on the base Plus trim.

Excellent seats, a quiet cabin and a big luggage bay make it a good road-tripper for four, but rear legroom is tight and rear amenities are thin (heated rear seats optional, no rear climate zone on the Plus).

Smooth mild-hybrid restarts, a compliant ride and standard Pilot Assist make it relaxing in traffic; some low-speed transmission hesitation and turbo lag are minor annoyances.

27 MPG combined is fine for an AWD luxury wagon, but premium fuel and luxury-brand consumables put running costs above average.

A compact-executive footprint and a standard 360-degree camera with sensors make it easy to place, though the long wagon tail and ~37 ft turning circle need some care in tight garages.

A 3,500-lb tow rating and a long, flat wagon floor handle light trailers and bulky loads, but this is a luxury wagon, not a work vehicle.

Leather interior, luxury trim and a complex turbo mild-hybrid powertrain make it a poor fit for hard use; it has no fleet reputation.

Cargo tie-down eyelets, roof rails and a dealer tow hitch exist, but there is no onboard AC power or work-focused upfit ecosystem.

Superb seats, a quiet cabin, standard Pilot Assist and roughly 430 miles of highway-capable range make it an excellent mile-eater.

Standard AWD, ~8 in of ground clearance, an Off Road mode with hill descent control and roof rails make it a capable gravel-road and ski-trip car, but it has no low range and limited approach angles.

The long wagon load floor, 60/40 split rear seats with pass-through, standard roof rails and an available hitch make it a flexible gear hauler, though the max volume trails compact SUVs.

Body control is tidy and the chassis feels planted for a lifted wagon, though the taller ride height and comfort tuning dull it against the regular V60 and sport-wagon rivals.

Accurate and well-weighted; TopSpeed found more feedback than expected, but most reviews of SPA Volvos call the steering light and fairly numb.

Brakes are strong and progressive in everyday use; no instrumented 2025 stopping distance was found, so it is scored at the segment norm.

The 48V system gives seamless stop/start and plenty of mid-range torque, but turbo lag off the line and slow kickdowns from the 8-speed blunt response.

Hushed at cruise, but the four-cylinder sounds thrashy when revved, which is out of step with the luxury positioning.

Mid-pack for a wagon: manageable, but not as tight as compact hatches.

Highly adjustable, supportive seats and the raised Cross Country hip point give an easy ingress and a good view out, but climate and many functions live in the touchscreen.

Pleasant and characterful as a wagon with a planted chassis, but the coarse four and comfort tuning keep it from being an enthusiast pick.

The Plus comes standard with AWD, the 247-hp mild-hybrid B5, Google built-in infotainment, Pilot Assist and a premium interior. Some desirable items still need option packages, such as heated rear seats and the steering wheel in the Climate package, and the Bowers & Wilkins audio is Ultra-only.

Fair value. It costs about $51.5k against a Subaru Outback XT that gives similar practicality for far less, but it undercuts the Audi A4 allroad and is the only lifted luxury wagon left in its size class.

There is one powertrain (B5 AWD) and two trims (Plus and Ultra). The Polestar Engineered PHEV was the regular V60 rather than the Cross Country, and it was dropped in 2025, so this is close to a take-it-or-leave-it lineup.

Sales are tiny even though 2025 volume roughly doubled. Volvo cited SUV demand when it announced in December 2025 that US production ends in April 2026.

Volvo has a strong safety and Scandinavian-design image and a loyal wagon following. It ranks below the German luxury brands on prestige.

Volvo regularly offers low-APR financing and lease support on its car lines. Low demand makes the price negotiable, but scarcity near the end of production tempers deep discounts.

This second-generation SPA design dates from 2018–2019 and has had only minor updates. It is due to be discontinued in early 2026 with no successor, which is a resale and support risk for buyers.

Critics praise its poise, comfort and rough-road ability. The dated infotainment and modest power keep it from being a class pick, and it wins few comparison tests.