Volvo is finally doing the obvious thing and giving its best-selling vehicle a proper electric twin. After the XC60 surged past the classic Volvo 240 to become the brand’s all-time sales champ, the new 2027 EX60 shows up as the all-electric counterpart aimed right at the heart of the luxury compact SUV market. This is not just Volvo swapping engines for motors, either. The EX60 is positioned as the start of a new era for the brand, with new tech under the skin and some legitimately eye-catching numbers on the spec sheet.
Stylistically, the EX60 fits neatly into Volvo’s current EV family. You get the familiar “Thor’s Hammer” daytime running lights up front, a smooth nose where a grille would normally sit, and those signature vertical taillights out back with a more modern twist. Volvo also paid attention to aero with a low hood, tapered sides, and a sloping roofline that helps the EX60 land at a claimed 0.26 drag coefficient, which should pay dividends in efficiency at highway speeds.
The bigger story is what the EX60 rides on. This is the debut of Volvo’s new SPA3 architecture, a highly scalable platform designed to cover everything from smaller models up to larger vehicles than the EX90. Volvo is also introducing megacasting here, using recycled aluminum to consolidate multiple parts into single large castings to simplify production. Then there is the new structural battery approach, which Volvo calls cell-to-body technology. The company says it trims weight and space while boosting energy density by 20% and enabling 31% faster charging, which is exactly the kind of behind-the-scenes engineering that can make an EV feel like a clean-sheet product instead of a conversion.
Charging is another place where Volvo is clearly trying to remove friction for U.S. buyers. The EX60 is the first Volvo to come standard with an NACS port for access to Tesla’s Supercharger network, and it also supports a 19.2 kW Level 2 onboard charger for fast home and public AC charging. On a 400 kW DC fast charger, Volvo says the EX60 can add up to 173 miles of range in about 10 minutes, with 10 to 80% charging targeted at roughly 18 to 19 minutes depending on battery size. Three packs are offered: the single-motor P6 uses an 80 kWh battery, while the dual-motor P10 and P12 step up to 91 kWh and 112 kWh, respectively.
Those battery choices pair with three powertrains and a familiar Volvo trim walk. The lineup starts with the rear-wheel-drive P6 at 369 horsepower and 354 lb-ft of torque, then moves to the all-wheel-drive P10 with 503 horsepower and 524 lb-ft. At the top sits the P12 with a wild 670 horsepower and 583 lb-ft, good for a claimed 0 to 60 mph run in 3.8 seconds. Every version is limited to a 112 mph top speed. Range estimates are equally headline-worthy: Volvo expects up to 400 miles in the P12, while the P10 is capped at 320 miles and the P6 peaks at 310 miles, with larger 21- or 22-inch wheels knocking about 20 miles off those figures. Core trim is mentioned as a later addition, while Plus and Ultra will mirror the XC60’s familiar structure.
Inside, the EX60 looks like a modern Volvo EV done properly, with a clean dash, a narrow digital gauge cluster, and a curved 15.1-inch OLED center screen running Google-based software. Apple CarPlay and Android Auto are standard, and Volvo is leaning hard into smarter usability with storage solutions like a large fold-out bin beneath the dash. Audio buyers get a nice choice, too: a 21-speaker Bose setup or a 28-speaker Bowers & Wilkins system that brings Volvo’s first headrest-mounted speakers into the mix. Space should be a strong suit, with the EX60 about four inches longer than the XC60 and riding on a longer 116.9-inch wheelbase, plus a flat load floor that helps it feel airy and practical. Cargo volume is listed at 20 cubic feet behind the rear seats and 64 cubic feet with them folded, and towing maxes out at 4,500 pounds, which is 1,000 pounds more than the XC60.
Volvo is also planning a proper rugged twist. A Cross Country version is coming for the 2028 model year with standard all-wheel drive, a 0.8-inch taller ride height, and an adjustable air suspension that can raise it another 0.8 inch for a total of 1.6 inches of extra clearance. It also gets exclusive wheels, a wider track, chunkier fender flares, and stainless-steel trim on the front and rear bumpers. Timing-wise, Europe gets first crack, while U.S.-spec ordering is expected to open this spring. Models will be built in Sweden, with P6 and P10 versions slated to reach U.S. dealers in the summer and the P12 arriving later. Pricing should land right where this segment is heating up, with expectations ranging from the mid-$55,000s for the P6, around $60,000 for a well-equipped P10, and north of $70,000 for the 670-horsepower P12.
Lloyd Tobias is a seasoned automotive journalist and passionate enthusiast with over 15 years of experience immersed in the world of cars. Whether it’s exploring the latest advancements in automotive technology or keeping a close pulse on breaking industry news, Lloyd brings a sharp perspective and a deep appreciation for all things automotive. His writing blends technical insight with real-world enthusiasm, making his contributions both informative and engaging for readers who share his love for the drive. When he’s not behind the keyboard or under the hood, Lloyd enjoys test driving the newest models and staying ahead of the curve in an ever-evolving automotive landscape.
