The midsize premium electric SUV is the most competitive segment in European EVs right now, and the Volvo EX60 has arrived with enough on paper to be a genuine threat. What Autogefühl found during a first drive on Spanish motorways goes further than the brochure: the EX60 P10 AWD returned real-world range of approximately 480 km from its 92 kWh net battery at 100 km/h cruise, its 800-volt architecture charges from 10 to 80 percent in 16 minutes at up to 370 kW DC peak, and it starts at around 66,000 euros in P10 spec. That pricing lands meaningfully below comparable trims of the BMW iX3 and Mercedes-Benz GLC EQ. The driving experience delivered an additional surprise: this is significantly more engaging on the road than the reputation of a Volvo SUV would lead anyone to expect.
The EX60 comes in three battery configurations. The entry-level P6 pairs an 80 kWh net pack with rear-wheel drive. The P10 tested here carries 92 kWh and runs dual motors, reaching 100 km/h in 4.6 seconds. The top-spec P12 extends to 112 kWh, surpassing the BMW iX3's battery capacity, and dips below four seconds. Volvo's ability to price the EX60 below its German competitors while matching or exceeding battery capacity is in part a function of ownership: the company sits under Geely, the Chinese automotive group that also controls Polestar, Zeekr, Lynk and Co, and Lotus. That supply chain and manufacturing scale carries real cost advantages into Volvo's EV platform. Demand has been strong enough that delivery times on the P12 are running longer than those on the P10, with most early buyers choosing the mid-spec battery to avoid the wait. The range-topping P12 would stretch real-world range to approximately 590 km at the same cruise speed.
On motorway at 120 km/h the P10 consumed 22.5 kWh per 100 km, projecting to around 410 km of range. Those figures are broadly comparable to the iX3 in similar conditions, and better than early GLC EQ motorway results from the same reviewer. The cabin experience sets the EX60 apart in ways the efficiency data does not capture. Laminated front and rear windows combined with active noise cancellation produce a genuinely exceptional interior quiet, though the reviewer noted the system can feel slightly artificial at low speeds. The Google-native infotainment integrates Maps, Assistant, and Gemini directly, and the native charging stop routing functions without relying on a paired phone. A 28-speaker Bowers and Wilkins audio system is among the best in the class, surpassed only by the Burmester system in the GLC EQ in the reviewer's current rankings. The push-button door mechanism and digital air vents are distinctive choices that will divide opinion; the frameless windows and Scandinavian cabin materials are not divisive at all.
Bottom line: The EX60 is not just competitive with the iX3 and GLC EQ. On real-world efficiency, interior technology, and entry price, it makes a strong case for first consideration rather than a fallback position. The active noise cancellation is worth testing in person before committing, and the button-activated doors are a step backward in ergonomics for emergency access scenarios. Neither issue is a dealbreaker for most buyers in this segment, and neither negates an EV that drives better than expected and costs less than the alternatives. Volvo badly needed a volume winner to offset broader financial pressures. The EX60 looks like it.