What’s it like?
While Volvo has always been an upmarket manufacturer, in the mid-2010s it was really getting into its stride as part of the Geely-owned era and making some truly desirable products. Chief among these was its midsized family SUV, the second-generation XC60 of 2017 onwards. With stylish looks, a supreme cabin, a choice of smooth, powerful and efficient drivetrains and all the usual safety gear and ultra-comfy seats you’d expect of any Volvo, it’s little wonder the XC60 Mk2 went on to be such a success for the firm. A rival for the multitalented likes of the Audi Q5, BMW X3, Lexus NX, Mercedes GLC and Porsche Macan, few of these – if any – can match the feeling of wellbeing that driving a second-gen XC60 brings to the party.
Which model to go for?
Every single model in the entire line-up of drivetrains in the XC60 family has been powered principally by a 2.0-litre, four-cylinder turbocharged unit, either drinking petrol or diesel. This was part of Volvo’s Drive-E philosophy, which saw a simplification of its engine production across all of its portfolio.
Decoding this is reasonably simple, although over the years some badges have served dual purposes, and following hybridisation of some of the pure-combustion drivetrains in 2020 it was even the case that both diesel and petrol variants used the same ‘B’ identifier – so if you’re looking at a used XC60, the precise powertrain you’re dealing with might need some careful understanding.
In the beginning petrol XC60s were known by the letter ‘T’, while diesels were more understandably under the ‘D’ badge. This resulted in a line-up of T5, T6 and T8 on one side, and D4 and D5 on the other. All second-gen XC60s used an eight-speed automatic transmission and, while other markets got a front-wheel-drive derivative, here every version was four-wheel drive.
The ascending numbers in the above range simply denoted power (i.e., a D5 was a more powerful diesel than a D4), but the T8 stood apart because it was suffixed with ‘Twin Engine’, as this was the plug-in-hybrid flagship. Peak power on this variant has been in and around the 400-450hp ballpark for its entire life, so it’s a potent machine.
In 2020, mild-hybrid gear was fitted to the plain petrol and diesel cars to turn then into the B4 and B5, but the T6 – which was originally a super- and turbocharged petrol engine with 320hp – later became a lower-powered plug-in hybrid with 350hp, to complement the ongoing T8 range-topper.
The good news is you can’t really go wrong with any of these engines. All are smooth in operation and powerful enough to lug the Volvo’s body about, although the plug-in hybrids are obviously the most desirable from taxation and running-costs purposes.
Does anything go wrong?
Volvos are perceived as safe, and rightly so, but sometimes people have automatically assumed they’re ultra-reliable too – when that hasn’t always been the case. That said, the second-gen XC60 seems to be one of the most dependable cars the Swedish firm has made, with owners reporting few issues with their vehicles. As long as the vehicle you are looking at is well cared-for, with a full service history and in good condition, then a used XC60 should prove to be reliable transport.
However, such is Volvo’s fastidious attention-to-detail when it comes to safety, it has issued a high number of recalls for this generation of XC60, to ensure that everything is just so. In total, there have been no fewer than 14 recalls, which were for: braking ineffectiveness in ‘B’ mode on hybrids or ‘One-Pedal’ on plug-in hybrids; overheating in the high-voltage battery for plug-in hybrids; a software error in the Brake Control Module; a loose item in the steering gear; the combustion engine failing to start on plug-in hybrids; potential turbocharger breakdown on diesel models; a poor welding connection between the motor shaft and brake unit magnets; failure of a 15-amp fuse for the low-pressure fuel pump; an unattached SRS control unit; a loose fastening on the front wipers; faulty software in the Active Safety Domain Master unit; a missing screw on front-seat rails; the potential for the tailgate lifting arms to freeze; and an emergency call system software fault.