2017 Volvo XC60

2017 is the final model year of the first-generation XC60 (P3 platform, 2010–2017), a carry-over year. Every US version uses Volvo's Drive-E 2.0L four. The volume T5 AWD makes 240 hp, and the turbocharged-and-supercharged T6 makes 302 hp.

The T5 makes 258 lb-ft across a broad 1,500–4,800 rpm plateau, which is typical for a turbo four in this class. The T6 makes 295 lb-ft.

Volvo estimates 6.8 s for the T5, which is adequate but a step behind the quickest turbo-four rivals. The T6 tested at about 6.4 s.

The Drive-E four delivers its torque early and pulls smoothly, but the engine sounds gruff when worked hard and the stop-start system is abrupt. The T6's supercharger reduces low-rpm lag.

Every 2017 XC60 uses an 8-speed automatic. It shifts smoothly and keeps revs low on the highway, but it can be slow to kick down and hesitant from a stop. Competent rather than crisp.

US sources rate the 2017 XC60 at 3,500 lbs. That is behind the Audi Q5 and BMW X3, which are rated at 4,400 lbs. One source claims 4,400 lbs for the T6, but most US spec listings, including the T6 Inscription, show 3,500 lbs.

AWD is available on the T5 and standard on the T6 and R-Design, and the base T5 comes with front-wheel drive. It is a clutch-based on-demand system with hill descent control, but it has no low range or terrain-mode suite.

About 9 in of ground clearance and hill descent control cope with gravel, snow and dirt tracks. There is no low range, locker, skid plate or off-road trim — the vehicle is pavement-oriented.

There are two engines for 2017, both 2.0L Drive-E fours: the T5 turbo (FWD or AWD) and the turbocharged-and-supercharged T6. No hybrid or plug-in is offered — the T8 PHEV arrives with the 2018 redesign.

The volume 2017 T5 AWD is EPA-rated 23 MPG combined, about average for a gas-only compact luxury SUV. The FWD T5 does better at 26 MPG.

20 MPG city — a conventional turbo four with only stop-start to help in traffic.

29 MPG highway is strong for an AWD compact luxury SUV, helped by the 8-speed's tall top gear.

The EPA does not publish total range for gas models. At 23 MPG combined, the XC60's 18.5-gallon (70 L) tank yields about 425 miles.

The EPA's current estimate for the 2017 T5 AWD is $2,900 a year. Unlike the later XC60s, which require premium, the T5 runs on regular. The premium-fuel T6 costs $3,750.

The volume T5 (FWD and AWD) is EPA-listed for regular unleaded. Only the T6 requires premium, so most buyers avoid a premium-fuel penalty.

NHTSA rated the 2017 XC60 five stars overall in both FWD and AWD form, with a four-star rollover rating typical of tall SUVs.

Good in every crashworthiness test IIHS ran (driver small overlap, moderate overlap, side, roof, head restraints) and a 2017 Top Safety Pick+, though the award applies only with the optional Good-rated xenon headlights and the aging first-gen platform was never tested in the passenger-side small overlap.

Only low-speed City Safety AEB is standard; forward collision warning with full-speed auto braking, pedestrian detection, adaptive cruise, Lane Keeping Aid and BLIS with cross-traffic alert all sit in optional packages (Technology / Convenience/Platinum), so the volume trim often lacks them.

Optional full-range system earned IIHS Superior, but the standard City Safety only earned Advanced, cutting impact speed by just 1 mph at 25 mph; no pedestrian or nighttime pedestrian rating existed for this generation.

BLIS blind-spot warning and Cross Traffic Alert were available but optional (package content on most trims), alert-only with no active steering or braking intervention.

Lane Departure Warning and the edge-nudging Lane Keeping Aid were optional; no lane centering existed on the first-generation XC60 (Pilot Assist arrived with the 2018 redesign).

Optional Adaptive Cruise Control with Queue Assist worked to a full stop and was well regarded, but it was package-only and lacked any integrated steering assist.

No hands-free or even hands-on lane-centering highway assist was offered on the 2017 XC60.

Optional curve-adaptive HID projectors rate Good (with high-beam assist on the Advanced Package and R-Design), but the base halogen reflectors on volume trims rate Marginal.

Upright greenhouse and commanding seating give decent forward view, but thick rear pillars and a small rear window limit rearward sightlines; a rear camera was available but no surround-view on most configurations.

IIHS rated LATCH Marginal: only two rear positions have full hardware and the center seat has a tether only; the compact rear bench makes three-across difficult, though Volvo offered integrated booster cushions.

Two-row compact luxury crossover; no third-row option in the first generation.

US-published front headroom is modest for an SUV; the Canadian metric figure is higher, likely measured without the moonroof.

Adequate front legroom, at the lower end of the SUV band.

Rear headroom is good for the class; the rear bench sits under a flat roofline.

Second-row legroom is competitive with 2017 compact luxury rivals, though tighter than the second-generation XC60 that followed.

Two-row SUV with no third row offered on any trim.

Competitive for a compact luxury crossover but low in the all-SUV band.

Max cargo is respectable for the segment; the 40/20/40 split helps with long items.

The 40/20/40 rear seat, available fold-flat front passenger seat and storage behind the floating center stack are clever, but door and console bins are small and there is no onboard power beyond 12V sockets.

Volvo seats are a long-standing strength: reviewers call the front seats comfortable and supportive, with sport seats on Dynamic and comfort-tuned seats on Inscription.

It absorbs everyday imperfections around town, but sharp impacts crash through and rattle the body, behind 2017 luxury rivals.

Reasonably hushed at highway speed for its age, though the Drive-E four-cylinders are vocal under load.

Dual-zone climate is standard; heated front and rear seats and a heated steering wheel come through the Climate Package, and ventilated seats were not offered in the US, which is thin for the luxury class.

2017 is the final carry-over year of the first-generation XC60 (P3 platform). Its lineup opens with a T5 FWD base trim below the T5 Dynamic and Inscription, which both list at $40,950 before destination.

In the US the volume configuration is the T5 with AWD, in Dynamic or Inscription trim (both list at the same price). The FWD base and T6 versions sold in smaller numbers.

European parts and labour cost more than mainstream brands, but Volvo's complimentary scheduled maintenance covered the first three years, which keeps the five-year total moderate for the luxury class.

Volvo SUVs depreciate faster than Lexus and Porsche rivals, and buying the final year of an outgoing generation adds a further resale penalty.

Volvo's standard new-car limited warranty for the 2017 model year. It matches BMW, Audi and Mercedes and trails Lexus's 6-year powertrain term.

Volvo gives the powertrain no coverage beyond the basic warranty. That is behind Lexus (6yr/70k) and Genesis/Hyundai (10yr/100k).

Volvo's Complimentary Factory Scheduled Maintenance covered the first three scheduled services (3yr/36,000mi), and the car came with 4 years of unlimited-mileage roadside assistance. That is real multi-year coverage, but shorter than BMW's 4yr/50k Ultimate Care of the era.

$43,945 volume-trim price minus its estimated resale value after 5 years (49% retained, or about $21,533) leaves about $22,412 in depreciation. Add the projected $4,500 in 5-year maintenance and repairs, and owning this vehicle for 5 years costs about $26,912 in total.

2017 is the last year of the first-generation (P3) XC60, a mature design, but it is also the year the new Drive-E 2.0T replaced the 5- and 6-cylinder engines. The sources disagree: J.D. Power's owner-survey score is above average, while Consumer Reports rates it less reliable than the average 2017 vehicle and flags brakes as a trouble spot.

Around 2016–2018 Volvo sat near the bottom of Consumer Reports' brand reliability rankings and below the industry average in J.D. Power's Vehicle Dependability Study. Most of the blame fell on Sensus electronics and its newer models.

Four NHTSA campaigns name the 2017 XC60. Two are small-batch side-airbag initiator recalls (hundreds of units) and one is a telematics software fix. The largest, a front passenger seat-belt buckle stud recall (~74k units across models), was an inspect-and-replace remedy. Nothing powertrain-related or systemic.

The volume T5 uses the 240-hp Drive-E 2.0L turbo four with the Aisin 8-speed automatic, both new to the XC60 for 2017. The gearbox has a solid record, but the Drive-E engine family is known for oil consumption and some PCV and turbo complaints, mostly handled through TSBs. Mixed history with no catastrophic pattern.

The cabin is well built, with supple leather, Volvo's floating center stack and excellent seats. But it dates to 2008, with a 2014 refresh, and by 2017 reviewers called it dated next to newer Audi Q5, Mercedes GLC and BMW X3 interiors.

An end-of-generation car from Volvo Car Gent, with assembly matured over nine model years and few panel or rattle complaints. The seat-belt buckle stud recall points to one assembly lapse.

Volvo has roughly 280 US retailers, which is adequate in metro areas but thin in rural regions next to the German luxury brands. Service satisfaction is mid-pack. 2017 models came with complimentary scheduled maintenance for 3 years/36k miles.

The first-generation XC60 shares the P3 platform with the S60 and V60 and sold in high volume, so parts are plentiful and aftermarket support is good. Labor and dealer parts pricing are still European-luxury, and out-of-warranty electronics and turbo repairs are costly.

The 2017 XC60's center display is a 7-inch non-touch screen run from a button pad and knob, so there is no touchscreen to measure (same treatment as the 2017 V60 Cross Country on the P3 platform).

Sensus responds quickly, but the small, matte, recessed screen and the dense button-pad interface feel dated against 2017 rivals.

Neither Apple CarPlay nor Android Auto was offered from the factory on the 2017 XC60, wired or wireless.

Sensus Navigation with basic voice commands was available, but the low-res 7-inch map and rigid voice syntax trail rivals.

The standard High Performance audio is decent and an optional Harman Kardon premium system was available; good but short of class-leading systems.

Volvo's Adaptive Digital Display (TFT gauges with Elegance/Eco/Performance themes) is standard, but it is small and only lightly configurable, with no full map view.

No over-the-air software updates; map and software updates required a dealer visit or USB.

Volvo On Call offered remote lock/unlock, locate and vehicle status via app, subscription-gated after the trial; no digital key.

One USB plus AUX in the console and 12V sockets; no USB-C, no wireless charging, no household outlet.

Push-button start and a power liftgate on upper trims; full keyless entry came via option packages, with no phone-as-key or hands-free liftgate.

A rear camera and park assist were available, but no surround-view camera was offered on the first-generation XC60, and image quality is low by modern standards.

No head-up display was offered on the 2017 XC60; a HUD arrived with the 2018 second generation.

Rear doors open wide and Volvo's optional integrated booster cushions genuinely help, but IIHS rated LATCH Marginal and cargo space is merely competitive.

Strong crash results (NHTSA 5 stars, IIHS Good across tests) and standard City Safety, but blind-spot, lane-departure and forward-collision warning cost extra.

Comfortable seats and decent rear room, but sparse rear amenities and charging and only 30.8 cu ft of luggage space.

Light controls and a smooth 8-speed make it easy in town, though the turbo four can hesitate off the line.

The T5 runs on regular fuel at 23 MPG combined (AWD), about average for a compact luxury SUV.

Compact 182.8-in footprint, but a 38.4-ft turning circle, thick rear pillars and no surround camera make tight spaces harder.

A 3,500-lb tow rating handles a small trailer, but this is a luxury crossover with modest cargo, not a work vehicle.

Mature P3 platform in its final year, but luxury interior materials and turbo/supercharged powertrains aren't suited to hard use.

Cargo tie-down hooks and roof rails only; no onboard power or work-focused provisions.

Excellent seats and roughly 420 miles of range, but no lane centering (adaptive cruise optional) and a firm ride on broken roads limit it as a mile-eater.

Available AWD, 9.1 in of ground clearance and Hill Descent Control handle gravel and snow roads; roof rails and 3,500-lb towing suit bikes and small trailers.

The 40/20/40 rear seat allows long items with four aboard; 67.4 cu ft max and standard roof rails.

Secure and predictable with good grip, but softer and less agile than the BMW X3, Porsche Macan or Audi Q5 of the period.

Light and accurate enough but largely numb; sharp impacts are felt through the wheel.

Adequate stopping power with a progressive pedal; nothing class-leading reported.

The 240-hp Drive-E T5 and 8-speed are smooth once moving, with some hesitation on sudden throttle and a noticeable stop/start.

The four-cylinder is audible and less sweet-sounding than the six-cylinder engines it replaced.

Mid-band turning circle for a compact SUV.

Commanding, well-supported driving position, but the button-heavy center stack is cluttered and rear pillars restrict over-shoulder visibility.

Pleasant and capable, with the 302-hp T6/R-Design adding punch, but the volume T5 is more relaxed than engaging.

For 2017 Volvo made several formerly optional features standard: leather, a panoramic moonroof, navigation, blind-spot monitoring with cross-traffic alert, a rearview camera, rear parking sensors and City Safety. German rivals charged for most of these at a similar price. The 7-in screen and lack of CarPlay limit the score.

A well-equipped T5 AWD at about $44k undercuts a similarly equipped Audi Q5, BMW X3 or Mercedes GLC by thousands. The T6's 302 hp is strong for the money. The aging platform, dated infotainment and weak resale keep it short of a standout bargain.

There are eight configurations: a base T5 FWD, T5 Dynamic and Inscription in FWD or AWD, T6 AWD Dynamic and Inscription, and the sporty T6 R-Design. They run from about $37k to $51k and cover two engines. There is no hybrid or diesel.

It was Volvo's best seller, and US sales grew about 10% in calendar 2017 even in the generation's final year. It still sold far fewer than the class leaders (Lexus RX, Mercedes GLC, Audi Q5), so it ranks as a steady mid-pack seller.

Volvo's reputation for safety and Scandinavian design gives the XC60 real appeal and a loyal following. In 2017 the brand was still mid-transformation and sat below BMW, Mercedes, Audi and Lexus on aspirational pull and resale.

As the outgoing generation, with the all-new 2018 XC60 revealed in March 2017, the 2017 was sold through with run-out lease bonuses and factory incentives. That gave buyers real room to negotiate.

2017 is the eighth and final model year of a generation launched for 2010 and last refreshed for 2014. The redesigned SPA-platform 2018 XC60 was already revealed, so buyers got an old design right before its replacement.

It earned a 2017 IIHS Top Safety Pick+ (with the optional headlights), and reviewers praised its comfort, safety and style. It was no longer a comparison-test pick against newer rivals because of its dated cabin, small screen and lack of CarPlay.