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2016 Volvo V60 Cross Country Review

  • Great seats
  • Clever interior features
  • Gutsy engine
  • Bank vault solidity
  • Numb driving character
  • Weird steering
  • Noisy engine
  • Old hat auto
  • Terrible stop-start
  • Key active safety optional
  • Dated design

The description ‘rough and tumble’ has slipped casually into CarAdvice vernacular in an attempt to square up a once unorthodox set of vehicle specifications tailored to suit the unorthodox needs of particular buyers.

How many so-claimed ‘needs’ are actually non-essential ‘wants’ can be hotly debated, though there’s little argument that Volvo played a big part in pioneering plastic wheel-arched, jacked-up, wagon-esque not-really-off-roaders, perhaps with trekking into the Arctic north of the carmaker’s Gothenburg HQ in the forefront of product planners’ minds.

It arrived in the mid-’90s, called the V70 Cross Country.

Fast-forward and late 2015 saw the arrival of the new, and allegedly all-new, 2016 V60 Cross Country, primed for slippery winter slopes of Mount Hotham and the like — though just as likely to see service in the sunburnt urban sprawl. And facing an increasingly motley array of rough and tumble five-door alternatives as disparate as Volkswagen’s Golf Alltrack and Audi’s A6 Allroad – even disregarding the myriad all-paw SUVs out there — as viable all-season, soft-roading options.

The context is that the V60 CC is rightful heir to this narrow-focused if broad-ranging motoring niche that — let’s be honest here — Subaru virtually owns Down Under with its Outback. It’d want to be rough and tumbling enough to lead the adventure-themed pack, be it through merit of abilities, in the vagaries of feel-good appeal or for sheer freshness.

For newness in design, Blind Freddy could see that, with Volvo’s range in mid-revolution, the V60 CC errs towards the old guard, adopting little of the foresight of, say, the XC90 SUV. During our first overseas drive last April we described the petrol version as: “a throwback to the past, a stopgap measure…until (Volvo’s) new era begins.”

2016 Volvo V60 Cross Country T5 AWD

Let’s get this out of the way right from the start: We think wagons are swell. When the wagon in question offers a rakish roofline and the security of all-wheel drive, well, some of our reviewers have been known to become a little smitten. That was largely the case when the 2016 Volvo V60 Cross Country T5 arrived at our Ann Arbor office.

What It Is

Riding 2.5 inches higher than the standard V60 wagon, the V60 Cross Country—and its S60 Cross Country sedan counterpart—profess to mix mild off-road chops with a stylish exterior and a touch of sporting dynamics. A wagon at its core, the V60 Cross Country is not to be confused with the Volvo XC60, which leans to the luxury-crossover genre. As such, the V60 Cross Country has few direct competitors, the Audi A4 Allroad Quattro being the most obvious. But we can also see fans of the Subaru Outback appreciating the V60 Cross Country’s “wagon with guts” persona, albeit at a higher price point than the Subie. Marketing types would prefer that buyers envision these vehicles as the perfect accessory for their active lifestyles, frequently presenting them in carefree scenarios involving rolling up the Pacific Coast Highway with camping gear in the back and a pair of kayaks on the roof. But we’ve learned from personal experience that they also make great tools for whittling away at the commitments of day-to-day life.

The off-road capability promised by the V60 Cross Country’s blacked-out wheel flares and optional 19-inch “Bor” matte-black wheels ($750) is delivered in the form of 7.9 inches of ground clearance, front and rear skid plates, and a BorgWarner (née Haldex) all-wheel-drive system. Yet, Volvo’s decision to fit relatively low-profile 235/45 Pirelli Scorpion Zero Asimmetrico all-season tires speaks to just how little genuine off-roading it thinks buyers will actually do. So if it’s not exactly Rubicon-ready, at least the skid plates make an effort at minimizing underbody damage and the all-wheel drive is poised to handle any weather or two-track challenges you’ll likely encounter.

Given their close kinship, it should come as no surprise that the Cross Country drives like a V60 wagon with a slightly higher center of gravity. Weighing nearly two tons (3953 pounds), its heft is evident. Depending on your school of thought, you’ll find this either an endearing trait of the Volvo legacy or a constant reminder that the V60’s age is beginning to show (the S60 was new for 2011, but it wasn’t until it was refreshed for 2014 that Volvo decided to send V60 wagons to America). Those who aren’t looking to purchase immediately may want to wait for Volvo’s all-new, drop-dead-gorgeous V90 wagon to arrive in 2017, with presumably a Cross Country version to follow shortly thereafter.

The Cross Country’s steering is precise and offers a bit of feedback, but it feels weightier than most of its competition; we found it reassuring and well suited to the wagon’s personality. Body roll is minimal considering the extra height, and Volvo’s Corner Traction Control performs pseudo torque-vectoring duty using the brakes, directing extra thrust to the outside wheels to reduce understeer when cornering. Still, mild understeer prevails at the limit, although it’s doubtful most owners will ever experience sliding tires in normal use. We pulled 0.85 g on our 300-foot skidpad, just under the 0.87 g we saw in the last Audi Allroad we tested (note that an all-new Allroad is due for 2017).

How It Moves

Motivation comes from Volvo’s familiar T5 turbocharged inline five-cylinder engine, which produces 240 horsepower and makes its supply of 266 lb-ft of torque available from 1800 rpm to 4200 rpm, thanks largely to the wonders of forced induction. Cog swaps are handled by a six-speed automatic, with a Sport mode that quickens shifts and enlivens throttle response. The Cross Country’s five-cylinder/six-speed duo is carryover technology; the standard V60 T5 spec has already moved on to the Drive-E turbo four (240 horsepower/258 lb-ft) and eight-speed automatic future. The five-cylinder provides quick if not neck-snapping acceleration, and we recorded a 6.4-second run to 60 mph and laid down a 15-second-flat quarter-mile with a trap speed of 93 mph. That’s a few ticks ahead of the 6.9- and 15.4-second times we recorded with a 2015 Subaru Outback 3.6R. EPA-rated at 20 mpg in the city and 28 mpg on the highway, the V60 Cross Country returned 20 mpg in our hands.

Frankly, the only “off-road” scenarios we could find involved an expanse of wet grass followed by a muddy downhill run of several hundred yards. Volvo claims the all-wheel-drive system can detect wheel slip, reduce power to that wheel, and redirect it to one with grip almost instantaneously. Judging by the way it crawled up the muddy incline under heavy throttle without spinning its wheels, we’d say it works as described. Of course, we’ve piloted numerous front- and rear-wheel-drive vehicles over the same terrain, although those efforts were often accompanied by copious amounts of wheelspin.

The Insides

Those familiar with the current S60/V60 models will instantly recognize the Cross Country’s dashboard and interior layout. It’s stylish, but the rectangular-button buffet that constitutes the center stack can be overwhelming, and the setup would benefit greatly from a central control knob. We found the seats to be some of the most comfortable currently available in this price range, save for the nonadjustable headrests; folks taller than, say, six-foot-two will want to try them on for size, as the headrest can seem uncomfortably low for certain body types. It’s not a total deal breaker but not ideal, either.

Speaking of seats, we’d be remiss if we didn’t mention the tight rear seating. Volvo’s integral child booster seats (available with the $1550 Climate package that also includes heated front seats and steering wheel as well as a heated windshield and washer nozzles) are a boon to families, but kids grow up quickly, and soon enough they’ll be complaining about the lack of legroom, especially if their chauffeur enjoys stretching out behind the wheel.

Selecting our test vehicle’s top-level Platinum trim adds $3650 to the base $41,940 MSRP. For that premium, Volvo adds a Harman/Kardon sound system, bixenon headlights, interior accent lighting, and an auto-dimming rearview mirror. Also included in that figure is the Technology package (adaptive cruise control, collision warning with full automated braking, pedestrian/cyclist detection, distance and driver alert, lane-departure warning, road-sign recognition, and automatic high-beams). Our test car also included the $995 BLIS package, which bundles blind-spot monitoring, cross-traffic alert, front parking assist, and a Lane Change Merge Aid. The Urbane interior wood inlays cost $400, and metallic paint added another $560.

All in, our V60 wagon wore a not-insubstantial price tag of $49,775. That’s a hefty ask, particularly with the older but more utilitarian Volvo XC70 wagon sitting on one side of the showroom for essentially the same money and the standard-height V60 wagon on the other for less. But for buyers who demand exclusivity with their utility, the V60 Cross Country offers a compelling option in a tiny segment—and it looks good doing so.

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VEHICLE TYPE: front-engine, 4-wheel-drive, 5-passenger, 4-door hatchback

PRICE AS TESTED: $49,775 (base price: $41,940)

ENGINE TYPE: turbocharged and intercooled DOHC 20-valve inline-5, aluminum block and head, direct fuel injection

Displacement: 152 cu in, 2497 cc
Power: 250 hp @ 5400 rpm
Torque: 266 lb-ft @ 1800 rpm

TRANSMISSION: 6-speed automatic with manual shifting mode

Wheelbase: 109.2 in
Length: 182.6 in
Width: 73.4 in Height: 60.8 in
Passenger volume: 93 cu ft
Cargo volume: 28 cu ft
Curb weight: 3953 lb

Zero to 60 mph: 6.4 sec
Zero to 100 mph: 17.7 sec
Zero to 130 mph: 42.5 sec
Rolling start, 5-60 mph: 7.1 sec
Top gear, 30-50 mph: 3.5 sec
Top gear, 50-70 mph: 4.9 sec
Standing ¼-mile: 15.0 sec @ 93 mph
Top speed (governor limited, C/D est): 135 mph
Braking, 70-0 mph: 174 ft
Roadholding, 300-ft-diameter skidpad: 0.85 g

EPA city/highway driving: 20/28 mpg
C/D observed: 20 mpg

Packed with standard active and passive safety systems, as well as a long list of comfort-boosting items, the Volvo V60 Cross Country is, in reality, a luxury vehicle that doesn’t mind working hard for the family. The standard all-wheel drive system gives it great surefootedness in poor conditions and on gravel, and while the boot is by no means cavernous, the shape of the load area makes it possible to pack more items than you may initially anticipate. Flaws are few and far between and mostly concern the now ageing turbodiesel engine, which is mostly too loud around town, and not as efficient as we had hoped. Overall, however, if you don’t like following the pack yet still need a practical but luxurious all-rounder, this V60 Cross Country is well worth closer investigation.

Watch out for an in-depth long-term review and video wrap-up on this vehicle, coming soon.

from the Cars.com expert editorial team

While the Cross Country versions of the 2016 Volvo S60 sedan and V60 wagon have higher ground clearance, plus bodywork that suggests off-road capability, their firm suspensions mean they’re best-suited for on-pavement driving.

I tested both of these; reviews of the S60 and V60 on which the XC versions are based are also available. The XCs’ competitors include all-wheel-drive-only vehicles such as the Subaru Outback and Audi allroad. Compare them here.

Exterior & Styling
Cross Country models are easily spotted because of their raised height compared with the standard V60 and S60; their 7.9 inches of ground clearance is about 2.5 inches more than conventional models. They also feature skid plates that protect the undercarriage from damage.

The look wears well on the wagon but makes the otherwise well-proportioned S60 look ungainly. Something about the size of the wheels, raised bodywork and general proportions just doesn’t look right on that body style.

There are pieces of body cladding on both models that are subtler than previous off-road Volvos, like the XC70. In this way, the XCs manage a more elegant body design than both the previous Volvos and the Outback and allroad.

How It Drives
Cross Country models are powered by a 250-horsepower, turbocharged 2.5-liter inline-five-cylinder engine matched with a six-speed automatic transmission. The combination is one of the best parts of driving the car.

Engine response is good off the line, and there&#8. Show full review

While the Cross Country versions of the 2016 Volvo S60 sedan and V60 wagon have higher ground clearance, plus bodywork that suggests off-road capability, their firm suspensions mean they’re best-suited for on-pavement driving.

I tested both of these; reviews of the S60 and V60 on which the XC versions are based are also available. The XCs’ competitors include all-wheel-drive-only vehicles such as the Subaru Outback and Audi allroad. Compare them here.

Exterior & Styling
Cross Country models are easily spotted because of their raised height compared with the standard V60 and S60; their 7.9 inches of ground clearance is about 2.5 inches more than conventional models. They also feature skid plates that protect the undercarriage from damage.

The look wears well on the wagon but makes the otherwise well-proportioned S60 look ungainly. Something about the size of the wheels, raised bodywork and general proportions just doesn’t look right on that body style.

There are pieces of body cladding on both models that are subtler than previous off-road Volvos, like the XC70. In this way, the XCs manage a more elegant body design than both the previous Volvos and the Outback and allroad.

How It Drives
Cross Country models are powered by a 250-horsepower, turbocharged 2.5-liter inline-five-cylinder engine matched with a six-speed automatic transmission. The combination is one of the best parts of driving the car.

Engine response is good off the line, and there’s a sensation that there’s a lot of power on reserve if you need it. The XCs move away well from a dead stop, and they’re responsive when you need to make a pass on the highway. There’s a fair amount of engine noise in the cabin, but the engine sounded really good to me, so I didn’t mind.

The other standout positive of the Cross Country models is their steering. It provides a lot of feedback and really feels connected to the road. Those who prefer a lighter steering setup, though, will want to take a test-drive and pay close attention. These Volvos are among the few cars on the market that have too heavy a steering setup for some people.

Engine response and steering feel give you confidence to hustle a Cross Country, and the suspension is firm enough to reward that kind of aggressive driving.

And that’s the problem. The XCs ride so firmly that they’re just not comfortable on the rough stuff — or even on rough pavement. Put another way, I’ve driven the Outback in a variety of off-road settings and have always felt as if the suspension were soaking up some of the crap I was driving over and that the car was working to clamber over and through obstacles. The XCs feel so stiff you worry they might snap. Also, the standard wheels are 18-inchers, with 19-inch wheels optional. Here again, if I were going off road I’d want something with a bit more sidewall (to absorb bumps) than an 18- or 19-inch wheel provides.

Conversely, there’s no doubt I’d prefer the XCs’ overall power and handling if I were facing a long drive on twisting roads. In that setting, the Outback just can’t match the Volvos’ poise and power.

Both the sedan and wagon get the same EPA-estimated 20/28/23 mpg city/highway/combined. Sticking to combined mileage figures, the Cross Country models trail the allroad (24 mpg) and four-cylinder Outback (28 mpg), but edge out the V-6 Outback models’ 22 mpg.

If the off-pavement performance of the Volvos is underwhelming, their interiors are a highlight. There’s a nice mix of high-quality materials. The leather seating surfaces look and feel good, with plenty of support. Side-bolstering is pronounced, but I didn’t find it to be uncomfortable.

Volvo’s material choices are consistent with a luxury brand. Cross Country buyers have a choice of metallic, piano black or wood inlays; our test model came with the wood trim. Normally I’m not a fan of this type of trim, regardless of automaker, but in this case Volvo’s picked a material with good graining and a nice finish that appears attractive to my eyes.

Further, everything felt good in my hands. What appears to be metal feels like real metal. There’s nothing plasticky or shoddy-feeling in the XCs, although one might want to suggest to Volvo that nobody uses a number pad to dial a telephone number anymore, so we might be able to clean up that part of the center console.

Visibility, however, is an area where Cross Country models struggle. There’s a sloping windshield pillar that blocks a lot of the road, especially pedestrians. Also, the XCs’ sightlines are different from the regular S60 and V60, and I found them harder to park than the conventional models. Both XCs feel like they’re much larger cars than they really are, but, weirdly, the sedan was much more affected by this.

Finally, both models were cramped for me, especially in the headroom department. A moonroof is standard in all XCs, which cut into my space compared with the S60 sedan. That car does without the standard moonroof in lower trim levels, providing more than a half-inch more headroom. The specifications say all other seating dimensions and interior volume are the same between regular and Cross Country versions of the S60 and V60.

Whatever the reason, despite the higher ground clearance it sure felt as if my driving position wasn’t really any higher than it would have been in many other cars. So the effort Volvo went through to raise the XCs didn’t pay off for me, at least as far as my perception went.

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Ergonomics & Electronics
This is another area where Cross Country models struggle. Volvo made a lot of odd choices.

For starters, using the tuning button on the stereo requires you to turn the knob to get the system to respond, then turn it more to get it to start changing stations. Then you have to click a button inset in the dial to actually change it to a new station. It’s a lot of steps to do something very simple. As nice as the controls feel, it’s just too much work.

Also, if you want to go from adjusting radio stations to the navigation settings, you have to make a selection from a ring of buttons around the telephone keypad buttons. It’s hard to remember which button is placed where … and even harder to see the buttons at a glance.

Ditto with the climate controls, where Volvo has you change the zones that the air blows out of by pushing a profile of a body. Yes, it’s how Volvo’s done it for a while. No, that doesn’t mean it’s good. Simply put, after driving other cars I became aware of how frustrating both the audio and climate controls were in the XCs.

Finally, the Volvo system was the most likely to quit working, either while inputting a destination or while playing music from my phone. That’s highly unusual in my experience testing cars, so it bears mentioning.

Cargo & Storage
Cargo space is the single biggest difference between the V60 Cross Country and the S60 Cross Country. It’s to be expected that a wagon would offer more room than a sedan, and this is the case. However, the S60 sedan has an almost unusably small trunk. It’s wide from side to side and extends forward from the rear bumper a good amount, but the opening from top to bottom is quite small. I kept fiddling with items in the cargo area in hopes of finding more room because I couldn’t believe how small the trunk was.

The V60 Cross Country is better in this respect, offering almost as much volume as the regular V60: There’s a maximum of 43.1 cubic feet with the backseat folded, versus 43.8 cubic feet in the regular V60.

Neither the 2016 S60 nor the V60 Cross Country has been crash-tested by the Insurance Institute for Highway Safety or the National Highway Traffic Safety Administration.

Standard safety features include what Volvo calls City Safety, which is autonomous braking that — at low speeds — applies the brakes to avoid a collision not only with other cars, but also with pedestrians.

Notable safety options are included in a $925 Blind Spot Information System Package, including rear cross-traffic alert, front parking sensors and blind spot warning lights.

Value in Its Class
In some areas — notably interior quality and driving dynamics — the Cross Country holds up well against the luxury class, and it soundly beats competitors like the Outback. However, its ergonomics and especially its multimedia/electronics systems lag not only direct competitors, but the market as a whole.

While you could say the XCs’ competition is the Outback and allroad, I’m not sure the better comparison isn’t between them and the regular S60 and V60 models, both of which are impressive on the road and competitive on price when similarly equipped.

Faced with the choice, I can’t see any attributes of the Cross Country models that vault them ahead of their “conventional” siblings. Their increased ride height is offset by their tight headroom, and their driving dynamics and engine response are not superior to the S60 or V60. In short, choosing a Cross Country over another Volvo is a case of picking style over substance.

Dynamic Display Ad(Long Version)

2016 Volvo V60 Cross Country D4 – THE PACKAGE

Both the V60 and XC60 are at the pointy end of their lifecycle and have been on sale for a few years now. However, the V60 Cross Country is new to Australia, having been launched – rather quietly – mid last year. It comes in one variant only; the D4 Luxury. It’s priced from $63,375. That makes it $5700 more expensive than the front-wheel drive 2.0-litre V60 D4 Luxury, and it’s actually $2610 more expensive than the XC60 D4 Luxury with the exact same engine.

As briefly mentioned, the D4 engine in the V60 CC is completely different to the engine in the regular V60 D4, producing 140kW and 420Nm. A higher pressure version is fitted to the D5 XC60 producing 162kW and 440Nm, while the regular V60 D4 uses a new 2.0-litre twin-turbo four-cylinder generating 140kW and 400Nm. Confused? Join the club. We guess it can be a good thing to have slightly different engines for slightly different models to help separate them.

Okay, so once you decide if you definitely want all-wheel drive the choice can be narrowed down. It can be further cut down if you decide you’re very interested in fuel economy. That effectively cancels out the $63,990 all-wheel drive V60 T6 petrol. Now, do you need the higher ground clearance of the XC60 or would you rather the sleeker V60? Let’s start by talking about some of the standard features.

Adopting the company’s ‘Luxury’ trim line brings soft and voluptuous sports bucket seats wrapped in leather (full leather a $750 option), power adjustable in the front, along with auto wipers and bi-xenon active cornering headlights, and some of Volvo’s latest safety systems such as low-speed collision mitigation. Compared with the XC60, the V60 CC actually misses out on a charcoal filter for the climate control, a power tailgate, and “anti-submarining” front and rear seats, despite being priced slightly higher.

Like the XC60, the V60 CC comes with Volvo’s now-ageing LCD (non touch-screen) interface. It was quite modern and clever when it was launched but it is now superseded by the various cleverer touch-screen setups that are around, including the awesome tablet-style unit fitted in the new XC90 and S90. This system comes with sat-nav as standard and provides you with various functions ranging from the climate, audio, and available driving systems. Our main complaint is the cumbersome operation of the dial controls, and the menus that require too many button selections.

Connected to the interface in this test car is the awesome, optional Harman Kardon 12-speaker sound system, requiring a $1650 investment. It cranks out loud and clear sounds, either via USB, Bluetooth streaming, or the old-fashion Compact Disc. Our max-volume test resulted in an ear-bursting 102.6dB.

Overall, the packaging and cabin practicality is exceptional. There’s plenty of space for passengers in the front and back, good headroom, and a classy yet clean-flowing atmosphere in traditional Volvo style. We love the innovative climate vents in the B-pillars, and loyal Volvo users will appreciate the 430-litre cargo capacity. Not surprisingly, the XC60 offers a touch more cargo space, rated at 495 litres.

2016 Volvo V60 Cross Country D4 – THE DRIVE

One of the main reasons you might go for the V60 CC over the XC60 is for the on-road handling. The V60 is noticeably more composed and agile, both around the city and out in the country. Highway driving also seems smoother, perhaps thanks to its lower ground clearance and road-oriented tyres (235/40 R18 vs 235/60 R18 on the XC60).

Out on the highway with the optional adaptive cruise control ($4300), this car just eats up the miles. In that respect, the V60 Cross Country really is the ideal vehicle for crossing the country. The six-speed auto, while a bit clunky and slow when driven in a sporty manner, provides long ratios to support the car’s excellent highway-eating ability. It feels rock-solid too, with high winds and standing water having little affect on its directional stability, no doubt helped by the Haldex four-wheel drive system.

The five-cylinder engine here is a beaut unit. Maximum torque is available from just 1500rpm, which means it surges strongly away from roundabouts and away from intersections, and as a bonus, there is a distinct five-cylinder howl when you wind it up. Power delivery is just as strong, peaking at a reasonably high 4000rpm (for a diesel).

Our VBOX GPS timing tool didn’t do the performance justice. We timed a best 0-100km/h time of 8.48 seconds, however, it actually feels much quicker than this. It’s one of those cars that performs best during roll-on acceleration. It will also pull rather hard from higher speeds, during overtaking and so on. The quarter mile comes up in 16.32 seconds.

Volvo is in the process of discontinuing this engine, with some models, such as the regular V60 D4, already getting a new 2.0-litre four-cylinder unit. Engineers have managed to extract similar power and torque from the smaller unit, resulting in better fuel economy. During our week, the average consumption was around 8.2L/100km with this five-cylinder motor. We think you could get closer to the official 5.8L/100km rate but you’d be hard-pressed to achieve it in anything but highway conditions. Comparatively, the front-wheel drive V60 D4 with the new four-pot engine offers an official consumption of just 4.5L/100km – keeping in mind it is two-wheel drive.

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Off-road performance is limited here, as you would expect. After all, the Cross Country isn’t an SUV. Instead, it’s designed to provide traction and clearance on slippery and uneven surfaces, such as a dirt road or, perhaps more fittingly, in the snow. Ground clearance is raised from 136mm from the V60 to 201mm in the CC, stopping short of the 230mm offered with the XC60. On a dirt road the all-wheel drive system shows complete relentlessness in holding traction, even with all of that torque and Volvo’s decision to use road-oriented “green” tyres. However, mildly rough dirt roads are exactly where things top out for the CC; 201mm of ground clearance just isn’t enough to go any further.

One criticism we do have with its dirt road ability is the ABS tune. On a number of occasions for us there was a serious lack of braking performance on the dirt, at times frighteningly skipping over the dirt with no real stopping power at all. We suspect Volvo engineers didn’t even consider dirt conditions during the calibration of the ABS, probably instead focusing on snow and ice. If they did consider Aussie dirt roads, they should be sacked as they obviously didn’t know what they were doing. Tarmac braking performance is superb, with our 100-0km/h emergency test coming up in 37.76 metres taking 2.97 seconds.

2016 Volvo V60 Cross Country D4 – THE VIDEO

2016 Volvo V60 Cross Country D4 – THE VERDICT

This review wasn’t meant to be a comparison but during our time with the V60 CC we just couldn’t help but try and understand where this car fits into the showroom. And after acknowledging the pricing and equipment of its closely-specified siblings, the CC just seems like a pointless product. Volvo offers two extremely similar propositions, and at a lower price. The equivalent XC60 in particular offers even better value fitted with more standard features.

That aside, if you jump into the V60 CC without having sampled or even looked at the regular V60 D4 or XC60 D4, you won’t necessarily be disappointed here. It offers smooth luxury motoring, a cool five-cylinder diesel engine that’s also very torquey, some off road ability, and a nice set of standard features. In the end, we think you would be better off in either the more affordable, more economical and similarly-equipped V60 D4 or the more affordable and off-road-capable XC60 D4.

– Comfortable, luxurious, clutter-free interior setting
– At the forefront of safety technology
– Nice five-cylinder engine sound, with plenty of torque
– Excellent cruising ability
– All-wheel drive grip

– Seems a bit pointless; V60 more affordable, XC60 more capable & more affordable
– Most appealing safety tech is a pricey option
– Appalling brakes on dirt road; ABS not tuned correctly for Australia

Технические данные новинки

Платформу производитель использовал ту же, что и у родственного универсала – Ford EUCD. Многорычажный механизм техники поместили назад, а впереди расположились стойки МакФерсон. Дисковые тормоза дополнили вентиляцией, а еще установили электроусилитель руля.

В отличие от другого гибрида двух платформ – седана, объединенного с кроссовером, Вольво С60 Кросс Кантри – модель В60 предлагается с тремя вариантами силовой установки. Ассортимент состоит из одного бензинового двигателя и двух дизельных.

  1. Первый четырехцилиндровый дизель в базовой версии емкостью 2 л выдает 150 лошадиных сил мощности и 350 Нм крутящего момента.
  2. Дизельный агрегат помощнее остался при том же объеме, но прибавился еще один цилиндр и турбонаддув. Мощность и крутящий момент тоже стали выше – 190 л.с. и 420 Нм соответственно.
  3. Флагман представлен бензиновым мотором с пятью цилиндрами и турбонаддувом. В него, кроме этого, встроили систему непосредственного впрыска топлива. Рабочий объем составил 2,5 л в сочетании с крутящим моментом 360 Нм и мощностью 249 л.с.

Что касается коробки передач, то у всех моторов в компаньонах состоит автоматическая коробка на 6 скоростей. Правда, в первой версии мотора привод только передний, а вот два других двигателя снабжены полным приводом. Все это дополнено трансмиссией с полным приводом и современной муфтой Haldex на передней оси.

Видео тест-драйв

Lepsze niż SUV?

Podczas wysokich prędkości widać zalety podniesionego auta typu kombi nad SUV-em. Nie odczuwamy aż tak wpływu bocznego wiatru, nie ma zwiększonych szumów opływającego powietrza, a zużycie paliwa nie rośnie przy wysokich prędkościach aż tak bardzo jak w wyższych, masywniejszych samochodach.

Ośnieżone górskie drogi to żywioł V60 Cross Country

(fot. Kamil Kobeszko © 2016)

Podczas spokojnej jazdy po trasie udało się osiągnąć wynik 6,5 litra, a dynamiczne podróżowanie z wykorzystaniem tras ekspresowych to 7,5 litra. Nie do końca miarodajne będzie jednak testowe zużycie paliwa w mieście, ze względu na srogie zimowe warunki. V60 Cross Country zużywało 11 litrów po mieście i nawet po wzięciu poprawki na warunki widać, że nie jest to najbardziej oszczędna konfiguracja do jazdy po mieście.

Inside and out

Familiarity with the regular Volvo V60 means most of what you find in the V60 Cross Country is just as you would expect, but in place of a sporty, dynamic-looking estate car you instead get a car that looks, at first glance, slightly incongruous.

The relatively low stance of the V60 is replaced by a more upright look, thanks to the increase of 65mm in the ride height, and the added butch Volvo has delivered to make the CC look more purposeful and add protection from stones and grit on unmade roads

That endeavour means skid plates at the front and back, and sill protectors and plastic cladding round the side, to make the elegant V60 look like it’s been wrapped-up to go skateboarding.

But actually, once you drink in the changes Volvo has made to make the Cross Country work, they’re not at all incongruous, and are (typically Volvo) actually understated added butch and do make the Cross Country look fit for purpose.

Inside the Cross Country, the only thing that gives away that this isn’t a normal V60 is the raised ride height, with all else pretty much as you’d expect.

That means an appealing interior with really good seats (cloth, in this relatively lowly SE spec) that grip well and let you exit even after a long time behind the wheel without aches and pains, a floating centre console aimed at the driver, Climate Control, aluminium trim and a general feeling – despite this being an ‘old’ Volvo interior – of something a touch above the mainstream.

Volvo has also added a couple of ‘Packs’ to this car, which means there’s the full spectrum of added safety stuff from the Driver Support Pack (£1900), from Adaptive Cruise to Blind Spot Information, and the Winter Pack (£525) adding creature comforts like heated seats, windscreen and washer nozzles.

It’s a good package, and although the back seats aren’t the most commodious – or the boot for that matter – the V60 is still a convincing car, and a nice place to spend time.

Small overlap front: driver-side

Rating applies to 2015-18 models

Tested vehicle: 2012 Volvo S60 T5 4-door

The Volvo S60 was redesigned for the 2011 model year. The small overlap frontal crash test ratings also apply to the station wagon version of the S60, known as the Volvo V60, introduced in the 2015 model year.

Action shot taken during the small overlap frontal crash test.

The dummy’s position in relation to the door frame, steering wheel, and instrument panel after the crash test indicates that the driver’s survival space was maintained very well.

During the crash, the dummy’s head slipped into the gap between the narrow frontal airbag and the side curtain airbag, which does not extend far enough forward.

Intrusion into the driver’s space was minimal, and risk of injuries to the dummy’s legs and feet was low.

Measures of occupant compartment intrusion on driver side

Test IDCEN1207
Lower occupant compartment
Lower hinge pillar max (cm)8
Footrest (cm)5
Left toepan (cm)4
Brake pedal (cm)5
Parking brake (cm)
Rocker panel lateral average (cm)3
Upper occupant compartment
Steering column3
Upper hinge pillar max (cm)7
Upper dash (cm)6
Lower instrument panel (cm)5

Driver injury measures

Test IDCEN1207
Peak gs at hard contactno contact
Tension (kN)0.9
Extension bending moment (Nm)18
Maximum Nij0.25
Chest maximum compression (mm)16
Femur (kN)
Knee displacement (mm)
Knee-thigh-hip injury risk (%)
Maximum tibia index
Tibia axial force (kN)
Foot acceleration (g)
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