MSRP: $51,500 - 72,400
8.4 /10
Rating
Pros
- Subtle, elegant wagon design
- Seamless hybrid power delivery
- Excellent long-distance comfort
Cons
- Stiff ride on highways
- Slow-selling niche appeal
- No wireless Apple CarPlay
2025 Volvo V60 Cross Country review by Vyocar
Another Volvo, another glitch in its digital charm.
Overview
Let’s be honest—North American consumers aren’t exactly known for worshipping the wagon. But for the rare thinking person who appreciates Scandinavian sensibility, this long-roof beauty blends practical form with a hint of rebellion. It’s not a crossover SUV trying too hard or a soulless SUV built for the masses. This is for folks who still admire a biology professor’s vibe, someone who values cultural values and a Right to public access trail over mall parking lots. The V60 Cross Country doesn’t beg for attention—it’s discreet, understated, and carries a cool, classy air with its oval-esque grille and sleek exterior. The ground clearance and raised suspension make it more than ready for a bumpy dirt road on your way to somewhere that sells artisanal cheese. During my week-long test, it handled like a compact champ, delivering smooth driving dynamics and confident acceleration—not 1800 sports car wild, but not tanks either. And while the Hyundai Kona may speak to a different crowd, it highlights how diverse the compact segment has become.
And yes, I hit a tiny technical failure with some electronic glitches, because of course, it’s still a Volvo. But nothing too dramatic—just a hiccup here and there like it forgot which headlights to blink. Inside, the interiors are pure premium, with comfortable touches that make you forget you’re not in a luxury sedan. And while it’s not a plug-in hybrid, it’s efficient enough to keep your fuel receipts lower than your Spotify subscription. For the U.S. market, it’s a rare breed—part performance-oriented, part naturalist—and built for those who don’t just chase Mazda CX-70 or Volkswagen Atlas trends. Whether you’re from Halifax or heading back to your Euro-niche roots, this brand brings back memories of station wagons from the 1970s and 1990s, only now it’s wrapped in a stylishly modern, sporty, mid-size body that’s both upright wagon and coupe-like cool. It won’t work for every demographic, but for those who get it—it’s a car that gets you.
What’s New for 2025
For 2025, the Swedish wagon returns with just enough changes to keep it classy without losing its calm, composed vibe. The big talk? A fresh software update that enables over-the-air improvements—yes, your car now updates like your phone. The 11.3-inch center display is snappier, finally making the infotainment system feel less like it’s stuck in 2026… in a bad way. A subtle Vapor Grey joins the paint colors, and the new Plus and Ultra trims come stacked with features that make this comfortable ride feel more high-performance than its quiet look lets on. While the Polestar Engineered version is discontinued, the remaining mild-hybrid powertrain stays unchanged—still built on the SPA platform, with final touches done in Ghent, Belgium.
The frequency-selective damping system now mechanically adapts to road conditions, which I tested on a rainy highway stretch that should’ve taken 60 but took 90 minutes (thanks, traffic). Oh, and that sleek 20-inch wheel option? It’s nice, but don’t expect it to help with stock levels—this isn’t a mass-market SUV. It’s a beauty built for those who know the Volvo XC40 from the XC90, who value all-wheel drive without needing to feel like they’re in a lifted tank. It’s still a slow-selling unit, but honestly, that kind of inaccessible charm only adds to its appeal.
Pricing, Trim Levels, and Best Pick
Powertrain, Transmission, and Driving Dynamics
The powertrain in this Cross Country sticks with a B5 mild hybrid system that pairs a 2.0-liter turbocharged four-cylinder engine with a 48-volt battery and belt-driven starter/generator. It’s not going to blow past a BMW 3 Series, but with 258 pound-feet of torque, it’s quick off the line and offers solid pickup when merging or overtaking—no drama, just smooth, steady power flow. In real-world use, the drivetrain is seamless, the steering wheel gives just enough feedback, and the ride height plus raised suspension make it confident on gravel, rough terrain, or that sketchy shortcut near Costco. The reactive-type all-wheel drive system kicks in to prevent slippage, while hill descent control and off-road mode keep things in check when the road disappears. That said, the ride is a bit of a mix—soft suspension over city bumps, but a firm setting at higher speeds can bring some sudden jolts. Around 45 mph, there’s a slight gruff sound from the ICE, but it fades as the internal combustion engine settles in around 1,800–4,800 rpm.
You won’t feel much weight from the tech; even the start/stop system is surprisingly chill. On longer cruise drives, the cabin rattles were nonexistent, and even though the brake pedal takes a sec to modulate, it’s nothing a few drives can’t iron out. Sadly, Polestar Engineering mode is gone (RIP), but the T5 nomenclature and B6 option were never really missed. If you’re into canyon carving, this isn’t your guy—but if you appreciate a smoother, secure handler with some stylin’ 20-inch wheels, it does the job well. I even tested the auto setting for everything from low speed maneuvering to the highway, and this thing held up without any weird hiccups. Honestly, it’s a luxury-oriented wagon that’s more about confident moves than flash. Oh, and yes—it tows up to 2,000 pounds without huffing, and still manages decent engine efficiency and fuel economy thanks to the electric-only assist. A rare V60 that makes driving mode toggles feel fun instead of like a tech demo.
Fuel Efficiency and Real World Testing
Out here in western Colorado, we gave the 2024 model a good old-fashioned road trial—75-mph, steady cruise-control, and a scenic 198-mile stretch along US-50 corridor with a mix of elevation gains and occasional crosswinds. The figures from the EPA say 24 mpg city, 31 mpg highway, and 27 mpg combined, and honestly, they didn’t feel wildly optimistic. We logged a solid 30 mpg on the highway loop and dipped to 23 mpg through City traffic in Grand Junction, landing us at a mixed average of 26.2 mpg over roughly 510 miles. Then came the Plug-in Hybrid — the T8 eAWD Recharge. On a crisp morning in Denver, two passengers onboard, AC running on low, and in Pure mode (that’s Volvo’s EV-priority setting), we squeezed out 38 miles of electric-only driving, just shy of the 41-mile all-electric range estimate.
Over a 600-mile trip including the hilly terrain near Leadville, we got a blended efficiency of 78 MPGe, with the engine kicking in at around 1,700 rpm. Downhill near Monarch Pass, the EV system handled regen smartly, adding about 5 miles during the descent. The transition from electric to gasoline propulsion was nearly seamless—no lag, no weird jolt. It’s clear the hybrid mode system adapts well even while climbing past 7,000 feet. Whether you’re comparing with something like the Lexus RX or even the ID.4, this one holds its own. For official estimates, check fueleconomy.gov—but our real-world test shows how much climate, altitude, and drive mode preference really matter for long-term efficiency and emissions.
Interior and Comfort
Slide into the interior and it’s clear this isn’t your average wagon—it’s more like Scandinavian chic meets classic Volvo sensibility. The Blonde hide, perforated Nappa leather, and grey open-pored wood trim give the cabin that artistically pleasing vibe, while metal detailing, stitched dashboard pad, and double-stitched upholstery scream luxury without trying too hard. The seats are supportive, with power-operated adjustments, power lumbar adjustment, and programmable seat memory that remembers just how much hip room and legroom your lower torso likes. I tested the front bucket seat with massage function and ventilation—great for long-range road trips, even with the stiff suspension. The heated steering wheel, steering wheel warmers, and four-zone climate system (with dual-zone automatic climate control for us mortals) handle varying temps like pros.
And that Orrefors crystal shifter? Totally unnecessary but undeniably handsome. Even the volume knob and switchgear feel premium—soft-touch where it matters. Backseat? Surprisingly good rear seat comfort, with shoulder room, headroom, and rear-seat comfort settings that beat out options like the Volkswagen ID.4 or even a Lexus RX. Sure, the horizontal dash and aged cabin design show their roots, but honestly, this functionality-first space still works. Just avoid the base Pure if you want all the good stuff like the Ultra trim, weather package, or optional climate package with things like a heated steering wheel and front seat massage function. Oh, and shoutout to the crystal gear selector—because why not feel fancy while adjusting display choices?
Cargo & Practicality
If you’re someone who shops at a big-box store on Saturdays but also sneaks in a little moon watching on Sundays, the cargo area in this station wagon handles both with zero complaints. Behind the rear bench, you get 18.3 cu-ft of default trunk space, expandable to 60.5 cubic feet when you fold-flat seats—great for mountain bikes, a big-screen television, or even a solid wood door if you’re feeling ambitious. Loading is a breeze thanks to the low liftover height, hands-free power-operated liftgate, and that magical sweep of the foot. Plus, the dash-mounted switch or key fob lets you open it without putting down your foot pump or dog treats. Inside the cargo compartment, there’s a ski pass-through, a 12-volt power plug, and smart details like a form-fitting layout and fold-down center armrest for your rear passengers.
Even the rear seat headrests are power-operated, and yes, they fold too—great for older dogs, Golden Retrievers, or taller items like garden shed panels. I even tested the off-road mode on gravel, and the extra clearance (about eight inches) plus solid rearward visibility made unloading on uneven ground pretty stress-free. Between the Ultra models’ panoramic sunroof, supportive seatbacks, and features like heated cushions and reclining rear bench seat, this thing finds a real balance between comfort and convenience—no need to ramp up to a high-riding SUV like the Toyota Highlander, Genesis GV70, or even the XC60 SUV. It’s a true dual personality vehicle that still feels connected to the practical soul of that 2005 Volvo V70 wagon—just with more stylin’ dash switch tech and fewer complaints from your two rear passengers (and their lower torsos, too).
Tech & Connectivity
Tech-wise, Volvo keeps it sharp with a Google-based system that feels more intuitive than gimmicky. The 9-inch portrait-format infotainment touchscreen is snappy, the center display shows crisp tiles, and you’ll find things like Google Maps, real-time traffic, and point-of-interest search baked right in once you complete your Google login—yep, even your Gmail account access is right there (just don’t read work emails at red lights). I paired both Android Auto and Apple CarPlay, though only the wired Apple CarPlay version works right now—wireless Android Auto comes standard, so there’s that. Audiophiles, the optional Bowers and Wilkins 15-speaker system with 600-watt output and fancy Room setting, Studio setting, or Stage mode almost makes your ride feel like the Nefertiti Jazz Club—it’s a $3,750 flex, but it’s got immersive audio and adjustable audio parameters that crush the base model’s 10-speaker unit.
Bonus points for the physical volume knob (finally), and smart steering wheel buttons that don’t require a master’s degree to figure out. You also get USB-C ports, SiriusXM satellite radio, HD Radio, a physical home button, and yes—actual AM/FM stereo functions (because grandpa still matters). I did have one frozen screen moment that required a reboot, but that’s life with any smart tech now. The digital driver display and head-up display are sharp, showing your RPM gauge, speedometer, and active safety aids like park assist and 360-degree camera. No USB-A ports, though, and the HVAC icons feel a bit cramped—but at least you can shout “Hey Google” and pretend it’s listening. Compared to the Volvo XC90, this setup feels sleeker, more focused, and avoids the digital screen overload that plagues many of today’s rides.
Safety
Volvo has always taken safety seriously, and this time they didn’t just check the boxes—they practically built the box. The advanced driver assistance system (ADAS tech) includes goodies like blind-spot monitoring, rear cross-traffic alert, and lane-keeping with subtle haptic steering-wheel feedback that nudges you back without nagging. You’ve also got adaptive cruise control, Pilot Assist, and emergency countersteering that all work together to keep the car steady even when your attention slips for a second (been there). The forward-collision warning, automatic braking, and collision mitigation features flash the brake lights and make a firm click sound when danger’s close—because a beep just isn’t serious enough.
The rear parking assist, front parking assist, and full 360-degree camera system, including a top-view camera and crisp backup camera, make tight spots and parallel parking a breeze. Inside, the center display screen shares space with climate fan speeds and road-sign information, and there’s plenty of screen real estate to view the head-up display without it feeling cluttered. Even small touches like three-point front seat belt harnesses, window roll-down speed, and illumination help round out the attention to detail. It’s all standard technology, too—not buried behind a paywall like some other manufacturers do. Oh, and the volume knob still works even when you’re using the rear-view camera, because yes—multitasking matters.
Warranty and Maintenance Plan
Volvo keeps things straightforward with a standard protection plan that includes a limited warranty lasting four years or 50,000 miles, which lines up with the luxury-brand norm these days. You also get a powertrain warranty for the same period, so there’s no guesswork about what’s covered. What really adds value, though, is the complimentary scheduled maintenance plan—you’re covered for three years or 36,000 miles, and yes, that includes oil changes and the usual upkeep. It’s the kind of maintenance setup that lets you relax a little, knowing you’re not going to be hit with surprise service costs during the first chunk of ownership. While not revolutionary, it’s solid coverage that puts Volvo in a competitive spot—and gives buyers more confidence without having to nickel-and-dime their way through service visits. For a premium wagon, that’s a win.
Final Verdict
If you’re tired of compact crossover sport utility vehicles pretending to be something they’re not, this right-sized wagon is a refreshing return to form. It brings that Scandinavian package charm, a mild hybrid powertrain, standard all-wheel drive, and just enough bells and whistles to make it feel like a true luxury car—without the fake-wood-festooned nonsense. During my testing, I experienced solid road manners, strong cargo versatility, and yes, a couple of those classic Volvo frozen screens (hey, even Google-based infotainment gets stage fright). But what impressed me most was its family-hauling capability, fuel economy, and the kind of advanced driver assistance system technology that makes smart domestic types feel extra smart.
It’s an easy-on-the-eyes, fun-to-drive wagon that fits both dog lovers and wagon-loving hipsters, all wrapped in an elegant shell with an attractive price. For those browsing a Volvo dealership wondering if this is just another brand new experiment—it’s not. This is one of those rare birds that gets it right, even if a few electronic gremlins sneak in. Whether you’re cruising past Canadian shores, skipping the land yachts, or just embracing your inner Warren Davidson, this one brings hope for a fuel-efficient, beautiful wagon future. And let’s be honest, in a world still plagued by teething electronic issues and unacceptable behavior from multiple models, that’s a formidable win for us all.
