2024 Volvo XC60

The volume 2024 XC60 B5 AWD uses a 2.0L turbo four with a 48V integrated starter-generator rated at 247 hp; the Recharge T8 plug-in hybrid tops the range at 455 hp. 2024 sits mid-cycle in the second generation (2018–), before the 2025 facelift, and the six-cylinder-free lineup carried over.

The B5 makes 350 Nm (258 lb-ft) across a broad 1,800–4,800 rpm plateau; the T8 PHEV adds a rear e-motor for 523 lb-ft combined.

Volvo quotes 6.5 s to 60 mph for the B5 AWD; independent instrumented tests of the B5 run slower (around 7 s+), so confidence is held at MEDIUM. The T8 is quoted at roughly 4.5 s.

The 48V mild-hybrid B5 pulls cleanly off idle with the ISG filling low-rpm response, but the 2.0L four turns buzzy and strained when worked hard, and the auto start-stop restarts are noticeable. Good rather than class-leading against six-cylinder and smoother turbo-four rivals.

The 8-speed automatic shifts smoothly and unobtrusively once rolling, but the XC60 is known for a beat of hesitation pulling away from a stop and unhurried kickdowns. Competent and calm rather than crisp.

Volvo rates the 2024 XC60 at 3,500 lbs when properly equipped across both powertrains — below the 4,400 lbs the Audi Q5 and BMW X3 offer.

All-wheel drive is standard on every US 2024 XC60 — the B5 with a clutch-based on-demand system and the T8 with electric rear-axle drive. No low range, lockers or true torque vectoring.

Around 8.5 in of ground clearance plus an Off Road drive mode with hill descent control handle gravel and snow, but there is no low range, no lockers, no skid plating and no off-road trim — light-duty only.

Two powertrains for 2024 — the B5 48V mild hybrid and the Recharge T8 plug-in hybrid (36 mi EPA electric range), the latter also in Polestar Engineered tune. Both electrified, but the B6 supercharged/turbo option offered earlier is gone and there is no battery-electric XC60.

The volume 2024 XC60 B5 AWD mild hybrid is EPA-rated 25 MPG combined — a point below the later 26 MPG rating and mid-pack for a compact luxury SUV.

22 MPG city — the 48V ISG only smooths start-stop and coasting, so the B5 gets none of the urban gains full-hybrid rivals post.

28 MPG highway is average for a turbo-four AWD luxury crossover.

EPA total range of 470 miles gives comfortable touring legs; the T8 stretches that to 560 miles.

The EPA's current $3,300 annual estimate is steep for a compact SUV, driven by both the 25 MPG rating and the premium-fuel requirement.

The EPA lists premium gasoline for both 2024 XC60 powertrains, adding materially to running costs; the T8 can offset some with home charging but still burns premium once its ~36 mi of electric range is used.

NHTSA rated the 2024 XC60 B5 AWD five stars overall, with five stars in frontal and side crash and four stars for rollover (14.7% rollover risk).

The 2024 XC60 earned an IIHS Top Safety Pick (not TSP+). It rated Good in small overlap (driver and passenger) and in both the original and updated moderate overlap tests, and Acceptable in the updated side test. A TSP award with one Acceptable result puts it at the bottom of the top band.

City Safety AEB, lane departure warning and prevention, BLIS blind-spot monitoring, rear cross-traffic alert and rear auto-braking are standard on every 2024 trim. Adaptive cruise with Pilot Assist was only optional on the base Core trim and standard from Plus up, which drops it into the middle band. ACC did not become standard on every trim until 2026.

The standard Collision Warning with Full Autobrake earns only Acceptable in the IIHS updated pedestrian front crash prevention test. IIHS has published no updated vehicle-to-vehicle rating that would lift it higher.

BLIS with Steer Assist is standard from the Core trim up. It actively steers back from a lane change, rather than only warning, and it comes with standard rear cross-traffic alert and rear auto-braking. It is held short of the top because there is no safe-exit warning.

Lane keeping aid is standard on every trim. Pilot Assist lane centering, which reviewers find firm but not the smoothest in the segment, is standard only from the Plus volume trim up and optional on the Core.

The volume Plus trim has full-speed stop-and-go adaptive cruise, combined with Pilot Assist steering support into one highway-assist mode, and reviewers say it responds well to traffic. It scores slightly lower than a fully standard setup because base Core buyers have to add it as an option.

No XC60 trim offers hands-free highway driving. Pilot Assist requires the driver's hands on the wheel at all times.

IIHS rates the LED reflector headlights Acceptable on every trim. The rating is consistent across the range, but no configuration earns Good. Curve-adaptive lighting and high-beam assist are both included.

The second-generation body has an upright greenhouse and reasonable pillars for a luxury crossover. The view over the shoulder past the rear pillar is the weakest angle. A rear camera and parking sensors help, and the 360-degree camera is reserved for upper trims and packages.

IIHS rates LATCH ease of use Acceptable. Two outboard rear positions have full LATCH hardware and the center seat has a tether only. Rear doors and rear-seat space are good for the segment.

The 2024 XC60 is a strictly two-row compact luxury SUV; B5 mild hybrid and Recharge T8, in Core, Plus and Ultimate trims, all seat five.

Volvo publishes 39.7 in without a roof opening. The panoramic sunroof is standard from the 2024 Core trim up, so a car you can actually buy measures 38.0 in. The second-generation SPA cabin carried over unchanged from 2018 to 2025.

Front legroom is adequate but below average for the class; it is unchanged across the second generation.

Rear headroom is mid-pack for a compact luxury SUV, slightly behind the BMW X3 and Mercedes GLC and just ahead of the Audi Q5.

Rear legroom is a real strength: 38.0 in beats the X3 and GLC (about 36.4 in) and the GV70 (37.2 in).

There is no third row and none has ever been offered; buyers who need seven seats move up to the XC90. Scored in the low band because a missing third row is scored, not omitted.

Cargo space with the rear seats up is small even for a compact luxury SUV and sits at the bottom of the SUV band. Published figures vary with the measuring method.

With the seats folded, the XC60 is competitive with the X3 and ahead of the GLC and GV70, helped by a flat floor that the wheel arches don't intrude on.

Everyday storage is competitive: decent door pockets, a covered console, a wireless charging pad, a folding grocery divider and a flat-folding cargo floor. This is the pre-facelift console, before the 2026 redesign added space, and the small seats-up cargo bay limits its usefulness.

Volvo's front seats are consistently ranked among the best in any segment for long drives, and the rear bench is roomier than most rivals'. Ventilated Nappa seats come on Ultimate, and massage is optional.

The ride is well controlled and smooths out on the highway, but it is on the firm side, so choppy city streets come through into the cabin. Even the optional $1,800 air suspension doesn't fully settle it. Good, not plush.

The cabin is quiet at highway speed, but tire roar is more noticeable than in the quietest German and Lexus rivals. This is before the extra sound insulation the 2026 facelift added.

Heated front seats, dual-zone climate and a panoramic roof are standard from Core, which is generous for the class. The heated steering wheel and air purifier come from Plus, and ventilated seats and four-zone climate are Ultimate-only. Remote preconditioning works through the app.

2024 is a mid-cycle carry-over year for the second-generation XC60 (2018–), with the B5 48V mild hybrid as the US base engine; the entry B5 Core opens at $46,450 including destination, roughly $4,500 below the facelifted 2026 car.

The mid-grade B5 Plus is the XC60's volume configuration in the US — Core is the sparse entry and the T8 plug-in adds roughly $11,000+ — so a typical 2024 transaction starts near $51,000 before options.

Projections diverge widely — CarEdge puts the XC60 well under the luxury-SUV average while Edmunds' 2024 True Cost to Own runs much higher — so a blended figure sits mid-pack for the segment; the 3 yr/36k complimentary maintenance on 2024 cars absorbs the early services.

The XC60 depreciates about in line with, or slightly worse than, the luxury compact SUV class; early 2024 retention (~65% after a year) tracks CarEdge's projection of roughly half the price lost over five years.

Volvo's New Vehicle Limited Warranty runs 4 years or 50,000 miles, the German-luxury norm and a year longer than mainstream brands.

Volvo has no standalone extended powertrain warranty in the US — engine and drivetrain are covered only within the concurrent 4 yr/50,000 mi basic term, the weakest structure in the class.

2024 XC60s fall inside Volvo's 2021–2025.5 Complimentary Factory Scheduled Maintenance program — three services over 3 years / 36,000 miles — plus 4 years of unlimited-mileage roadside assistance and a Google built-in services/data trial, matching BMW's 3-year program and well ahead of Lexus.

$50,950 volume-trim price minus its estimated resale value after 5 years (49% retained, or about $24,966) leaves about $25,985 in depreciation. Add the projected $6,500 in 5-year maintenance and repairs, and owning this vehicle for 5 years costs about $32,485 in total.

Consumer Reports rates the 2024 gas/mild-hybrid XC60 (B5, the volume configuration) as more reliable than the average 2024 car, though the T8 plug-in hybrid sibling is below average and owner complaints cluster on the camera and infotainment, so the signal is good but not top-tier.

Volvo sat in the bottom group of J.D. Power's dependability rankings around this model year and has since slid to near-last; Consumer Reports places the brand mid-pack, which keeps it from the very bottom of the scale.

Three NHTSA recalls for the 2024 model year is typical activity, but the large rearview-camera software campaign reflects the generation's persistent electrical/infotainment weak spot, alongside a seat-belt anchorage campaign on this generation.

The 2024 B5 pairs Volvo's long-running 2.0L VEA turbo four with a 48V integrated starter-generator and an Aisin 8-speed automatic — a mature family with no systemic high-mileage failure pattern, though the mild-hybrid ISG layer is newer and the T8 PHEV variant has documented battery/rear-motor problems.

Cabin materials are the XC60's standout: Scandinavian design with real wood, quality leather/textile choices and solid switchgear that rival the GLC and outclass the X3 and Q5 of the period; only a few hard plastics in low-touch zones draw criticism.

Assembly feels solid and quiet in reviews, but owner reports flag door alignment and weatherstripping issues and Volvo's brand-level initial-quality results are below the industry average.

Volvo's US retailer network is adequate in metro areas but much thinner than the German luxury brands and mass-market makes; the 2024 model year still carried 3-year/36,000-mile complimentary scheduled maintenance, a modest support advantage over later years.

Repair spend and frequency are in line with or slightly better than the luxury compact class, but parts run largely through the dealer channel with a thinner independent aftermarket than German or domestic rivals.

The 2024 XC60 keeps the 9-inch portrait center screen used since 2018. There is no larger option, and it is small next to the X3 and GLC. The 11.2-inch screen only arrived with the August 2025 facelift.

The Android Automotive (Google built-in) system is much quicker than the old Sensus setup and logically laid out. But the small portrait screen puts climate and most functions on the touchscreen, which makes it hard to use on the move, and the processor is the older unit that the 2026 Snapdragon upgrade replaced.

Apple CarPlay is standard but wired only (USB-C). Android Auto was not supported on Google built-in Volvos when the 2024 went on sale; Volvo added wired Android Auto through an over-the-air update in December 2024. Neither runs wirelessly.

Google built-in brings native Google Maps with live traffic and Google Assistant voice control for navigation, climate and media, the benchmark most rivals' in-house systems are measured against. Google Play adds native streaming apps.

The optional 15-speaker Bowers & Wilkins system is among the best factory audio setups sold, and the 14-speaker Harman Kardon standard on Ultimate is a strong step up. The base system is respectable.

A 12.3-inch digital driver display is standard on every trim and can show Google Maps directly. It is clean and legible but offers only a few fixed layouts, and it predates the cluster upgrade in the 2026 facelift.

Google built-in Volvos get genuine whole-system over-the-air updates. The 2024 XC60 has since received Android Auto support (Dec 2024) and the redesigned infotainment interface Volvo pushed back to 2020-and-newer cars in 2025, so its software has kept improving after sale.

The Volvo Cars app covers the core functions: remote start and preconditioning, lock/unlock, locate, status and send-to-car, plus charge scheduling on the T8. It falls short because there is no phone-as-key support and owners report slow app wake-ups.

Wireless phone charging and USB-C ports for both rows are standard. There is no 120V household outlet, and the charger is the older pad that the 2026 refresh redesigned.

Keyless entry with push-button start and app-based remote start are available, and a hands-free power tailgate is offered. There is no phone-as-key option.

The surround-view camera and front, rear and side parking sensors come from the Plus trim up, and Park Assist Pilot is available. The base Core makes do with a rear camera and rear sensors; front sensors only became standard on Core for 2026.

A conventional windshield head-up display is offered, but only on the top Ultimate trim; Core and Plus buyers go without.

A strong family SUV: 38.0 in of rear legroom, wide-opening rear doors, a 40/20/40 lie-flat seat, and Volvo's integrated booster cushions on offer. Held back by the IIHS Acceptable LATCH rating, fixed rear headrests that can obstruct some seat installs, and a small seats-up cargo bay for strollers.

It earned a 2024 IIHS Top Safety Pick and five NHTSA stars overall. City Safety autobrake, BLIS and cross-traffic alert are standard. Adaptive cruise and Pilot Assist come standard on Plus/Ultimate but are optional on the base Core, and the IIHS updated side test is only Acceptable.

Excellent for four people: class-leading front seats, a roomy rear (38 in of head- and legroom) and 470 miles of EPA range. Luggage space with the seats up is small, four-zone climate is Ultimate-only, and there is no rear entertainment.

An easy commuter: light steering, smooth shifts, excellent seats and quick Google navigation. Marked down for the B5's hesitation from a stop, a firm ride on rough streets, a small touchscreen that is hard to use while driving, and stop-and-go adaptive cruise being optional on the base Core.

Running costs are below average in the volume B5: 25 MPG combined on required premium fuel works out to an EPA-estimated $3,300 a year, and luxury-brand service and insurance add to it. The 48V mild hybrid saves little in stop-and-go traffic. The T8 plug-in's 36 electric miles would cut costs, but it is the optional powertrain.

Easy to place for a luxury SUV: a 37.4 ft turning circle, a compact 185.4 in length, good sightlines and light steering. Front sensors and the 360-degree camera require the Plus trim.

Light duty only. Both powertrains tow 3,500 lbs, short of the Q5 and X3, and there is no bed and only modest payload.

The SPA platform and 2.0-liter four are well proven, but this is a luxury interior on large low-profile wheels, with no fleet version and dealer-priced parts. It will hold up with care but is not built for hard work.

Just the basics: 12V sockets in the console and cargo area, standard roof rails, a power tailgate, a cargo divider and accessory rubber mats or a tow bar. There is no AC inverter, no tie-down system and no upfit ecosystem.

This is the XC60's strongest use: superb seats, a quiet highway cabin and 470 miles of range (560 for the T8). It falls short of the top band because Pilot Assist is optional on the Core, tire roar is audible, there is no hands-free driving mode and the ride is firm.

Every 2024 XC60 has standard AWD, about 8.5 in of ground clearance, an Off Road mode with hill descent control, and roof rails that take Volvo's bike, kayak and ski carriers. There is no low range, no locking differentials, no skid plates, and a 3,500 lb tow limit.

The 40/20/40 lie-flat seat folds to a flat, wall-to-wall floor of 63.3 cu ft, with a power tailgate, grocery divider and standard roof rails. Space with the seats up is small for the class.

Handling is quick, secure and more fun than many crossovers, with adjustable chassis settings. But it is set up for comfort and rolls earlier than the X3, Macan and Stelvio, the class's driver's cars.

The steering is light and accurate with selectable effort, but numb. Reviewers repeatedly call it precise but lacking feedback.

The brake pedal is firm and easy to modulate, and independent testing found competitive panic stops. No 2024-specific 70-0 figure is published.

The volume B5 mild hybrid (247 hp) is smooth and adequate but slow to respond from a stop, and the four-cylinder sounds coarse at high revs. The T8 (455 hp, about 4.5 s to 60 mph) is far stronger but is not the representative trim.

Quiet at a cruise and unobtrusive in normal driving, but the 2.0-liter four is clearly a four when pushed, plainer than the six-cylinder engines some rivals offer.

Volvo's 11.4 m curb-to-curb figure (37.4 ft) is mid-pack for a compact luxury SUV.

Excellent seats, a wide range of adjustment and high, airy sightlines make this a good place to sit. Points come off because climate controls sit in the small 9-inch portrait touchscreen, which reviewers find hard to use while driving.

Calm and pleasant rather than playful: numb steering, a comfort-first setup and a merely adequate B5 engine. Only the T8's straight-line pace adds excitement.

Every 2024 XC60 has standard AWD, the B5 mild hybrid, a 9-inch Google built-in touchscreen, 12.3-inch digital cluster, panoramic moonroof, power liftgate and Volvo's full Pilot Assist/BLIS safety suite — a solid base where rivals option the roof. Heated steering, ventilated seats, head-up display, surround camera and Bowers & Wilkins audio stay on Plus/Ultimate, so it is competitive rather than loaded.

At $46,450 the 247-hp B5 undercuts the facelifted car by ~$4,500 and lands near BMW X3/Audi Q5 pricing with more standard safety tech and a roomier cabin, but it is slower than those rivals and the 455-hp T8 sits behind a ~$11,000 jump. Fair value, not a bargain.

Core, Plus and Ultimate each come as a B5 mild hybrid or T8 Recharge plug-in, plus an Ultimate Black Edition and the T8 Polestar Engineered halo, spanning about $46,450 to ~$76,000 — real budget-to-loaded coverage. AWD-only and package-based options limit à-la-carte flexibility.

Roughly 38,900 US sales in 2024 made the XC60 Volvo's best-selling model by a wide margin and a solid upper-mid seller in the luxury compact SUV class, though behind the Lexus RX/NX, BMW X3 and Mercedes GLC volume leaders; it grew again in 2025.

Volvo's safety halo and widely admired Scandinavian design and interiors give the XC60 genuine appeal, but the brand reads as sensible rather than aspirational next to the Germans and Lexus, and middling dependability rankings temper the badge.

Through 2024 Volvo routinely backed the XC60 with lease cash, subvented APR and loyalty/conquest offers, and dealers commonly discounted the B5 below MSRP — a meaningful buyer benefit on a model that was still selling well.

The 2024 car belongs to the second generation that launched in 2017 (MY2018), refreshed for MY2022 with Google infotainment and made mild-hybrid-only in 2023; 2024 is a carry-over year with a further facelift arriving in late 2025 for MY2026. A buyer gets a well-sorted but aging design with a refresh imminent.

U.S. News scores the 2024 XC60 8.9/10 and it earned an IIHS Top Safety Pick, but KBB ranks it only #8 in the class and it is rarely a comparison-test winner, with reviewers knocking its pace and value against the BMW X3 and Genesis GV70.