Volvo isn’t just launching another electric SUV with the EX60 — it’s trying to hit reset on its entire EV strategy, and it’s doing that in the safest, most lucrative place in the market: the midsize crossover. On paper, the EX60 looks like a familiar Volvo — clean lines, upright stance, subtle rather than shouty — but under the skin, this is effectively a new generation of how Volvo wants to build, power, and software‑update its cars for the next decade.

The timing matters here. EV demand has cooled a bit, legacy automakers are rethinking lofty timelines, and Volvo has already had a bumpy start with the bigger EX90 and a delayed ES90 sedan thanks to tariffs and profitability worries. So the EX60 arrives with a lot riding on it: it needs to be a car that regular XC60 buyers can imagine driving every day, while also being the tech-heavy, software‑defined EV investors keep asking about. That’s a tough split — but Volvo is clearly betting that a sweet‑spot crossover with long range, very fast charging, and slick software is the way to pull it off.​

At the heart of the reset is a new platform called SPA3, the third generation of Volvo’s scalable architecture that has quietly become the backbone of its lineup. SPA3 is built to be modular in a way the older architectures weren’t, which means Volvo can stretch it up or shrink it down, reuse core components, and crucially, update both hardware and software over time rather than freezing major systems at launch. It’s also the company’s first platform to go all‑in on megacasting and structural batteries — two buzzwords that actually have real consequences for how this car drives, how much it costs to build, and how profitable EVs can be.

Megacasting is the idea of replacing dozens or even hundreds of smaller stamped and welded pieces with a single massive aluminum casting — in the EX60’s case, Volvo is using an 8,400‑ton press to cast the entire rear underbody as one piece. That’s not just a manufacturing flex; fewer parts mean fewer robots, fewer welds, tighter tolerances, and weight savings that add up directly to more range and lower costs. Couple that with cell‑to‑body battery integration — where the battery pack isn’t a separate box bolted in, but structurally part of the floor — and SPA3 starts to look like the hardware foundation Volvo has been missing in its first wave of EVs.

Battery tech is where Volvo is clearly feeling confident enough to make big promises. The EX60’s structural pack uses cell‑to‑body integration to improve energy density by about 20 percent and support roughly 31 percent faster charging versus previous Volvo packs, according to the company and early technical briefings. Practically, that translates into very competitive range numbers: in its three powertrain flavors — P6, P10, and P12 — the EX60 targets about 310 miles, 320 miles, and up to 400 miles of EPA‑style range, respectively, in the US, while European WLTP figures stretch up to around 810km (about 500 miles) in optimal trims. For a mainstream crossover that’s supposed to replace the XC60 in people’s minds, those numbers are exactly where they need to land.

Charging is the other half of the equation, and this is where Volvo is done playing in the slow lane. The EX60 runs on an 800‑volt electrical architecture — a first for the brand — allowing DC fast charging up to 400kW. Volvo says that under ideal conditions, you can go from 10 to 80 percent in 19 minutes, or add roughly 168 miles in about 10 minutes, which puts it right alongside the fastest‑charging Hyundai, Kia, and Porsche EVs on the market. A 19.2kW onboard AC charger also means home or workplace charging can be genuinely quick if you have the infrastructure for it.

And because fast charging is only as useful as the network you can plug into, the EX60 arrives with a native NACS charge port, letting owners tap directly into Tesla’s Supercharger network in addition to other high‑power public stations. That’s a subtle but important part of the “EV reset” story: Volvo doesn’t want EX60 buyers to think about adapters or compatibility; it wants them to think, “Can I grab coffee and be done charging before I finish it?”

Range and charging get the headlines, but Volvo is making an unusually bold warranty move too: the EX60 will be backed by a 10‑year battery warranty, up to about 240,000km in many markets, extending the company’s previous eight‑year coverage. That’s not just marketing bravado. Because the pack is structural and the cells are glued in, individual cell swaps aren’t really a thing; Volvo’s data suggests the most common failure points are the control electronics, which are easier to replace, so the company feels comfortable putting a decade‑long guarantee on the entire pack. It’s a quiet vote of confidence in its in‑house battery and thermal strategies, and the kind of thing that matters a lot to people still nervous about EV longevity.​

Performance-wise, Volvo is trying to cover most of the use‑cases a midsize SUV buyer would care about, without turning the EX60 into a hyper‑SUV caricature. The base P6 is rear‑wheel drive with a single motor, tuned more for efficiency and a lighter, more agile feel, and it still manages an estimated 310 miles of range. Step up to the dual‑motor all‑wheel drive P10 and you’re looking at around 320 miles and significantly more punch, while the range‑topping P12 variant pushes output up to roughly 670 horsepower and about 400 miles of range, depending on wheel and tire choices. It’s the kind of lineup that lets Volvo compete with both efficiency‑focused and performance‑minded rivals in one shot.

Pricing tells you exactly where Volvo wants this car to sit. In Europe, the EX60 is being positioned roughly at parity with the outgoing XC60 plug‑in hybrid, with markets like the Netherlands starting around €63,995. For the US, Volvo expects a “well‑equipped” EX60 P10 to be around $60,000, suggesting a rear‑drive P6 in the mid‑50s and a fully loaded P12 cresting $70,000. That puts it into the same neighborhood as premium crossovers from BMW, Mercedes, Audi, Tesla, and Hyundai’s Genesis spin‑offs — but with the promise of more range, faster charging, and a very Volvo take on design and safety.

If the hardware is the foundation of this reset, the software is the part Volvo most wants you to notice. The EX60 is built around a new core computing system called HuginCore — named after one of Odin’s ravens — which ties together the electrical architecture, central computer, zonal controllers, and vehicle software into a coherent, software‑defined platform. Under the hood, that means NVIDIA’s Drive AGX Orin chips handle perception and safety‑critical tasks, while Qualcomm’s latest Snapdragon Cockpit Platform runs infotainment and UI, with a dedicated Snapdragon Auto Connectivity platform keeping the car reliably online. It’s a big leap in raw compute compared to older Volvos, and the company is very open about building this car to receive serious over‑the‑air updates, not just bug fixes.

Front‑and‑center in that experience is Google’s Gemini, which debuts in the EX60 as a deeply integrated AI assistant. Rather than a basic voice command layer, Volvo and Google are pitching Gemini as something you speak to more like a person: you can ask it to adjust the climate, plan stops based on charging, explain a warning light, or even tweak routes around your schedule, without sticking to rigid keywords. The assistant supports natural, multi‑language conversation and runs on enough computing horsepower that Volvo is promising “zero‑lag” infotainment — something we’d still need to test in the real world, but the hardware is clearly there.

The rest of the cabin tech follows that same logical, high‑spec path. In mid and upper trims, you get a 15‑inch curved OLED center display with Google built in, including Maps, Assistant, and access to Play Store apps, framed by clean Scandinavian materials and a console layout that feels more like an evolution than a radical redesign. A 21‑speaker Bose audio system, panoramic glass roof, three‑zone climate control, 360‑degree cameras, and a refined version of Volvo’s Pilot Assist driver‑assistance suite are bundled into the P10’s standard equipment, which is unusual generosity in this price bracket. The message is clear: Volvo wants the EX60 to feel “fully loaded” at the spec that most people will actually buy.

Of course, this is still a Volvo, so safety and driver assistance are a big part of the story. With HuginCore orchestrating a ring of cameras, radars, and other sensors, the EX60 continuously monitors its surroundings, giving it a detailed understanding of the environment that feeds into both active safety and semi‑automated driving features. Pilot Assist has been updated to take advantage of that computing power, promising smoother lane‑keeping, better adaptive cruise in messy traffic, and more robust monitoring of blind spots and cross‑traffic. Volvo isn’t trying to sell this as a self‑driving car; instead, it leans hard into the “quiet guardian” narrative, where tech runs in the background to keep you out of trouble rather than take over entirely.

Then there’s the grid‑side story, which is becoming table stakes for modern EVs: the EX60 launches with vehicle‑to‑home and vehicle‑to‑grid capability across all trims and markets. That means you can, in theory, power parts of your home during outages, offset peak energy prices, or participate in grid‑balancing programs that pay you for letting the utility tap into your parked battery. Volvo has already announced collaborations, like its partnership with Swedish energy company Vattenfall, to explore how EX60s and future Volvos can act as distributed energy assets rather than just cars.​​

Behind all of this is a revamped manufacturing setup at Volvo’s historic Torslanda plant in Gothenburg, where the EX60 is built alongside the XC60. The plant’s update isn’t just about installing that massive megacasting press; Volvo has reworked supplier flows and assembly lines around SPA3 to pull in local suppliers where possible, shorten logistics chains, and cut time and cost out of each vehicle. When Volvo talks about finally making real money on EVs, this is what they’re talking about: smarter architecture, fewer parts, higher volume on common components, and a plant modernized to support that loop.

All of this makes the EX60 feel like more than a simple electric version of the XC60. It’s the first car where Volvo’s EV ambitions, its partnerships with big‑name tech companies, and its need to actually sell profitable electric cars all intersect in a single product. For buyers, the pitch is refreshingly straightforward: if you want a comfortable, understated, long‑range electric SUV that can charge extremely fast, talk to you like a normal person, help stabilize your home’s power use, and still feel like a classic Volvo, this is the one they want you to think about first. Whether that’s enough to “reset” Volvo’s EV story will depend on how it drives, what real‑world range and charging look like, and how well HuginCore holds up over years of updates — but as a statement of intent, the EX60 is about as clear as it gets.