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Lexus TX 500h F Sport Review

by Mark | Jun 21, 2024 | 0 comments

I loved testing the 2024 Lexus TX 500h F Sport, until it stopped loving me.

The 2024 Lexus TX is a roomy family-class, three-row SUV crossover with sophisticated styling and three powertrains, two of which are hybrid.

The Lexus TX is a roomy family-class, three-row SUV crossover with sophisticated styling and three powertrains, two of which are hybrid. (Photography courtesy of Lexus or as credited)

Jump To Special Features

An Electrical Gremlin?
The Amateur Diagnosis
Lexus Responds
About the 2024 Lexus TX
2024 Lexus TX Pricing
Safety Features
Interior Function
Why Buy the 2024 Lexus TX 500h?
Specifications

BY MARK MAYNARD

The 2024 Lexus TX 500h is a big, roomy, family-class, three-row SUV crossover with sophisticated styling and innovative features. The 366-hp turbocharged, four-cylinder gasoline-electric powertrain exceeds performance expectations for its 5,000-pound curb weight with all-wheel drive. Standard rear-wheel steering is an urban dweller’s godsend, chopping a foot or more from the turning circle. At 38 feet curb to curb, the TX empowers drivers to go where large vehicles usually fear to tread.

Inside, the cabin has tall headroom of 40 inches amid luxury class materials and leather-trimmed upholstery. Lexus loaded the TX 500h F Sport model with a full complement of powered and pampering conveniences. The pair of second-row captain’s chairs have impressive legroom of 39.5 inches. Even the power-folding third-row seats are not a penalty pad with decent legroom (33.5 inches). And those in the waaay back have full-service treatment with air vents, reclining seatback, ports for phone charging, cup holders, and lighting.

I gladly went out to run errands in this nearly 17-foot-long F Sport people mover, which has a Trail Mode. Lexus doubled down on soundproofing and body reinforcements. The exterior styling is handsome with only the broad and louvered F Sport grille as the lone gimmick. Its bold statement will be marred with a license plate.

The weeklong evaluation was thoroughly enjoyable, until it wasn’t. My pleasurable job of testing this TX 500h F Sport hit a short circuit that nearly left me stranded.

Looking from the second row seats at the TX front seat area

The Lexus TX has front headroom of 40 inches with a panorama glass roof.

An Electrical Gremlin?

I had been out on a long note-taking drive on a Friday morning and then parked the TX at home. I did not drive the TX on Saturday but demonstrated its charms to a Lexus-owning neighbor couple. I showed them the power tailgate, the power-folding third-row, and the power push-pull electric door releases. On Sunday, I made a Home Depot run for garden soil, a distance no farther than six miles round-trip.

Upon my return home, I backed the TX into our driveway and unloaded the bags of soil. With the tailgate raised, I took the opportunity to measure the cargo space for liftover, width, depth, and height. When I went around to the rear side door to lower the seatback, the door would not open. Hmm, what am I doing wrong?

This TX model has door-release sensors on all side doors. I touched the lock sensor again, and again, but nothing. I pulled out the key fob and hit the unlock button. Nothing.

I then moved to the front doors, which were also locked.

Earlier in the week, I noticed that the driver’s door handle end cap to access the key port was loose. It was held in place by a thin strip of Velcro. Odd, I thought, and surely not factory. I wondered if a previous driver had a similar experience to mine, needing entry by the valet key.

It was then that the girlfriend-wife came out to the TX, and I explained the situation. She volunteered to climb through the open tailgate, across and around the second-row seats, to reach the driver door release lever. Success. The driver’s door opened, but no other doors would unlock.

Versatile seating and a dramatic panorama glass roof with an opening forward section.

The Amateur Diagnosis

And there was no response when I hit the start button.

Was the problem a dead or dying battery in the remote key fob? If the 12-volt battery were dead, why could I open and close the tailgate, several times?

I consider myself a semiprofessional auto journalist with 33 years of experience. But it was time to use my lifeline and call a friend. My neighbor Peter Badore is a retired Chrysler International Operations vice president and former military engineer. He is always up for an automotive problem. (Peter is also a Porsche collector who buys and repairs German cars. He also owns two hybrid cars and an electric Ford Mach-E.)

He answered my call, and we reviewed the processes I had just completed. He came over with his digital voltmeter and a hefty jumper box.

The underhood decal graphic showing battery placement

The under-hood battery decal.

We raised the TX hood in search of a positive battery post but found none. Peter happened to notice a 2-by-1-inch decal under the hood. It is a tiny graphic showing the locations of the hybrid battery (under the second-row seats) and an image of a 12-volt battery identified as Pb. Some of us might remember from high school chemistry that Pb is the metallic element of lead. (Peter did, I did not.)

The decal showed the 12-volt battery in the right quarter panel of the cargo area. There was no identifier on the side panel to indicate a battery, but we popped it off, and there it was. Peter used the voltmeter to check the battery health, which was indeed low, down to 9 volts. It should have been closer to 11 or 12 volts for cranking power.

Start-Up Stumbles

It was time now to charge the battery for an hour or two. But the battery is tucked so low into the side compartment that getting the positive charger clamp to stay on the post was a struggle. Peter persevered and wrestled the clamp into position.

A red jump cable connected to the positive battery post on the battery in the cargo side corner.

A tight location to jump-start the 12-volt battery.

With power flowing from the jumper box, I tried to start the TX. But instead of engine cranking, a dialog box appeared in the center gauge display. I was instructed to touch the remote fob on the stater button so the system could recognize the key. It made an immediate connection, and I could start the TX.

At last, it appeared we were exiting the electrical resistance — but would the charge hold? Or was there a parasitic drain? Indeed, the charge held for the next two days before the TX went back to its L.A. press fleet.

If this happened to an owner and family who had just spent a fun day at Disneyland, the TX would need to be towed to a dealership. Trust would be lost in the vehicle, if only temporarily.

Toyota can and should do better under the hood and in the cargo area to clarify and illustrate jump-starting procedures.

Lexus Responds

My contact in Lexus PR responded to my email query: “Thanks so much for bringing this to my attention and I’m so sorry to hear that! This was a prototype vehicle, rather than production and we have not experienced this issue on our other prototypes. I am keeping track of all prototype issues, and again, I appreciate you sharing this.”

Lexus got back to me in a week with this reply: “We have identified that it was a one-off battery issue and we have addressed this with our quality team.”

F Sport leather-trimmed heated and ventilated front seats.

About the 2024 Lexus TX

There are seven SUVs in the Lexus lineup, but only two models — the midsize GX and large LX — have seats for six to seven. Neither, however, is ideal for a growing family. However, Lexus has filled its people-mover gap with the TX three-row SUV crossover.

Lexus benefits from several upcycled vehicles from its parent company, Toyota. Its latest addition, the 2024 Lexus TX, is based on the Toyota Grand Highlander, introduced last year.

The TX is now the brand’s most efficient vehicle for a growing family. It could become the choice for drivers who cringe at the M-word — minivan. The second and third rows are easily entered with tip-and-slide seats, and the cargo space is broad, square, and functional.

Three-row competitors include the Acura MDX, Audi Q7, Infiniti QX60, and Volvo XC90.

The 2024 Lexus TX is available in five trim levels with three powertrains of gasoline, gasoline-electric hybrid, or gasoline-electric plug-in hybrid. The hybrids use two battery chemistries: nickel-metal hydride for the TX 500h F Sport and lithium-ion for the TX 500h+ F Sport plug-in hybrid. Both hybrid models include F Sport Performance features, rear-wheel steering, and all-wheel drive.

Five paint colors have no additional cost on F Sport models, but Cloud Burst Gray is a $500 hue on the TX 350.

Tire and wheel sizes are 20 inches on non-F Sport models and 22 inches for F Sport.

The 12.3-inch-wide digital gauge array.

Lexus TX Pricing

Today’s review is of the 2024 TX 500h F Sport Performance Luxury, which has an as-tested price of $77,235.

Here is the price walk of the three trims:

275-hp TX 350: 2.4-liter turbocharged inline four-cylinder with eight-speed Direct Shift automatic transmission. Front-wheel-drive fuel economy ratings are 21/27/23 mpg city/highway/combined and 20/26/23 mpg AWD. Lexus recommends premium fuel for all TX powertrains. Toyota, however, recommends 87 octane or higher for its Grand Highlander Hybrids. The TX 350 is available in three trim levels with starting prices of $55,050 (front-wheel drive) to $62,550 AWD.

366-hp TX 500h F Sport Performance Premium AWD, $69,350: 2.4-liter turbocharged gas-electric hybrid with DIRECT4 AWD and six-speed automatic transmission. The parallel hybrid system integrates a front 64-kW motor and a rear 76-kW eAxle. Lexus says this system provides near-instantaneous power to the rear wheels. The TX 500h combines DIRECT4 and Dynamic Rear Steering. The 288-volt nickel-metal hydride battery of 240 cells has a 5 amp-hour charge and 1.4 kW of total power.

A open hood view of the 273 hp TX 500h F Sport’s gasoline-electric engine.

The TX 500h F Sport’s gasoline-electric engine generates 273 hp.

TX 500h F Sport Performance Luxury AWD, $72,650. This trim uses the same gas-electric hybrid powertrain as the TX 500h F Sport Performance.

404-hp TX 550h+ Luxury AWD, $78,050: 3.5-liter V-6 plug-in hybrid and e-CVT transmission. The plug-in system provides fuel economy of 28/29/28 mpg city/highway/combined, with 33 miles of battery driving. TX550h+ Luxury has a fuel tank of 14.5 gallons, which is 3.3 gallons smaller than the standard TX 500h. The lithium-ion battery adds 408 pounds above the 500h for a curb weight of 5,357 pounds. However, the TX PHEV cannot recharge the battery while driving. Mazda provided this game-changing technology for its CX-90 PHEV, which costs around $60,000 fully loaded.

Price Check

For a pricing comparison, a top-trim level Toyota Grand Highlander Hybrid will cost $60,000.

Check current Lexus and TX pricing here.

Find special offers here.

A front tire showing the 22 inch TX F Sport tires

The 500h F Sport rolls on 22-inch Continental tires on smoked gray and black alloy wheels.

Lexus TX Enhancements

Transitioning from a Toyota model, Lexus engineers reinforced the TX body rigidity, including robot-applied automotive glue (adhesive) in optimal locations. Other stiffening enhancements include: Spot welding; rear multilink suspension design; widened front and rear tracks.

To help control weight gain, Lexus says the outer panel thickness has been “fine-tuned” on the side members, front door assembly, and rear door assembly. The hood and front fenders are aluminum, and the back door is steel, optimized for front-to-rear weight distribution.

The 550h F Sport has auto-leveling Bi-LED headlights and LED fog lights.

TX Suspensions

Entry-level TX models have a MacPherson strut-type front suspension and a rear five-arm multilink. F Sport models have standard rear-wheel steering and an adaptive variable suspension. AVS uses solenoid-type actuators to modify the shock absorbers’ damping force on all four wheels. Near-instant damping adjustments are based on driving and road conditions. When driving on a rough road surface, the damping force keeps a lower rating for a comfortable ride. When entering a turn, the damping force sharpens responsiveness and control.

All TX models have four-wheel ventilated disc brakes. The front-drive TX 350 has front disc rotors of 13.3 inches. TX 500h hybrid models have 15.7-inch rotors, and all models have 13.3-inch rear rotors. And all TX trim levels can tow up to 5,000 pounds.

*More chassis components are in the specifications at the end of this story.

The shift console for the 8 speed automatic transmission in the TX also has modular cupholders and an e-charging bin

Modular, multifunction cup holders, an e-bin charging area, and electronic eight-speed shifter.

TX Safety Features and Technologies

There are eight air bags in the Lexus TX, including a driver knee bag and front passenger-seat-cushion air bag. Under the skin of the TX, there is NASA launch capability for the sensors and computer calculations.

Among the safety technologies is the Lexus safety system 3.0. It protects occupants and the TX with level II semi-autonomous driver assist. It is a reliable lane-centering system without drifting across the white lines or Botts dots, as do some systems. If you manage to activate the rear cross-traffic alert, know the braking response is set to “Slam stop.” It is rewarding, and frightening.

Elements of Safety System 3.0 include:

Lane-tracing assist;
Road sign assist;
Pre-collision system with pedestrian detection;
Dynamic radar cruise control with curve speed management;
Lane departure alert with steering assist;
Intelligent high beam headlights (dimming).

Worth noting is the infrared driver eyesight monitoring camera on top of the steering column. The camera detects driver distraction and will give a chime for too much rubbernecking. I got a message saying to “Sit Up” on the center gauge display. My remedy was to lower the power steering wheel a bit.

Among the F Sport features is a stylized grille.

Interior Function

With 60 inches of door-to-door room, there is plenty of space for ergonomic and intuitive control and switch placement. Sightlines are unobstructed across the fenders, at the side mirrors, and over the shoulder.

The F Sport seats, however, have “sporty” wedgie-inducting seat-bottom bolsters. And I felt some seat-bottom sag after an hour on the road. The second-row captain’s chairs are short on thigh support, likely to benefit legroom.

A 14-inch color touchscreen display centers the instrument panel for navigation, cameras, and CarPlay apps. Below are temperature dials and a volume button. The display works well even when making adjustments while driving.

Below the center stack is the charging e-bin with a wireless pad and three USB ports. The short electronic shifter provides solid and unconfusing gear engagement. The center armrest console has a split-style padded top, which allows the passenger to flip a lid to dig into the storage space. Cup holders are modular and removable and can accommodate a favorite mug.

Because the big infotainment screen takes up so much space, the air vents are placed below and at both ends of the dashboard. The placement could be better; they tend to blow air on elbows or hands.

Somewhat unique in the TX specifications chart are measurements for “Couple Distances.” I’d not seen that before for any make or model. The Lexus TX has second-row couple-space of 39.3 inches shoulder to shoulder. But I’m not sure how that is relevant with the captain’s chairs.

Second-row captain’s chairs with recline and tip-and-slide for third-row entry.

Cargo Space

There is as much emphasis on utility as creature comforts in the TX. There is 20.2 cubic feet of grocery and gear space behind the third row. Bags of groceries won’t roll around, and there should be enough depth for a big golf bag.

Fold the third row for 57.4 cubic feet, stacked to the headliner. Power folding the third row, however, is painfully slow. I would rather have a manual release. But with both seat rows folded, there is 7 feet in length. Load-in entry is wide at 49 inches. And there are 33 inches of entry height to load tricycles, bikes, and boards.

An open cargo area of the Lexus crossover

Cargo space is generous and configurable. Fold both rows of seats for 7 feet in length.

Ride and Handling

The Lexus TX F Sport is not particularly sporty to drive, though it is quite capable of rapid cornering. Braking is absolute and balanced with tender engagement and no nose dive.

However, the adaptable suspension allowed a bouncy, jostling, but comfortable ride. The F Sport’s 22-inch tires and nearly 5,000-pound curb weight might be part of the sway.

Sharpening the suspension in Custom mode didn’t help, but it did make the ride feel harder. And in any suspension setting, the front end could take a hard jolt on the chin.

After bounding along some interstate undulations, the girlfriend-wife started to feel queasy. That tendency would be worse in the back rows.

Despite just slim roof rails (with optional cross bars), there was noticeable wind noise at highway speeds. Insulated side glass (despite a weight gain) might help reduce ambient interior noise.

The F Sport Luxury AWD tester was fitted with 22-inch Continental CrossContact LX 20 EcoPlus tires, 255/45. These are tough all-season tires with a fairly hard treadwear rating of 680 for a 70,000-mile limited warranty, per Continental. Continental says its EcoPlus Technology helps the tires stop shorter on wet roads and extends tread life. The tires’ flanged lower sidewall helps reduce the possibility of curb damage to wheels. Replacement tires will run around $350 each (before installation), per TireRack.com.

The pair of power-folding third-row seats have legroom of 33.5 inches.

Why Buy the 2024 Lexus TX 500h?

I was unaware I was evaluating a prototype rather than a production vehicle until I communicated with Lexus. (The tester had the quality construction of a production vehicle.) Had I known, my story would have been more of an overview of the TX, with a Lexus follow-up on the battery drain.

Journalists are usually advised in advance when manufacturers hold media drives that include prototype or preproduction vehicles. If a problem arises, the response is: “If you like it, it’s production. If not, it’s preproduction (prototype).”

The electrical issue I experienced could be dismissed as a growing pain and easily resolved. But it was worth the discussion and awareness.

Electric glitches are the bane of the modern automobile. Considering the thousands of neural synapses all talking simultaneously, it is surprising that I haven’t encountered such gremlins in testing other vehicles. Could a 48-volt battery be necessary to monitor all these systems in the TX F Sport models?

There is much I like about the F Sport styling and content, but not the front seats or adaptive suspension. My preference would be a Lexus TX 500h without F Sport glam, but an absolute yes for rear-wheel steering. For now, however, Lexus won’t say if such a choice is in the future.

A rear three quarter view of a TX painted Incognito gray

Among the five TX paint colors is the tester’s Incognito gray.

2024 Lexus TX 500h F Sport Specifications

Body style: 6-7 seat, 3-row gasoline-electric hybrid SUV Crossover with Direct4 all-wheel drive

Engine: 271-hp 2.4-liter 4-cylinder with D4-S direct and port injection; 339 lb.ft. torque from 2,000-3,000-rpm

Motor generators: permanent magnet synchronous, front and rear

Total system power: 273 hp (64 hp front motor, 75.9 hp rear motor)

Total max torque: front motor, 215 lb.-ft. from 2,000-3,000 rpm; rear motor 124 lb.-ft. from 2,000-3,000 rpm

Battery: Nickel-metal hydride; 288 volts; 240 cells; 5 amp hour capacity

Transmission: 6-speed automatic

0-60 mph acceleration: 6.1 seconds

Fuel economy: 27/28/27 mpg city/hwy/combined; premium fuel recommended

Drag coefficient: 0.34 Cd

Towing capacity: 5,000 pounds

BY THE NUMBERS

Fuel tank: 17.7 gallons

Cargo space: 20.2 to 57.4 cubic feet

Front head/leg room: 40/41.6 inches

2nd-row head/leg room: 38.5/39.5 inches

3rd-row head/leg room: 37.2/33.5 inches

Shoulder room front/rear: 60/60 inches

Hip room, front/rear: 56.5/56.8 inches

Length/wheelbase: 203.1/116.4 inches

Curb weight: 4,949 pounds

Turning circle: 36.5 feet, estimated with rear-wheel steering

FEATURES

Standard equipment includes: Lexus interface with 14-inch touchscreen display; panorama glass roof; Mark Levinson audio system; wireless phone charger; thematic ambient lighting; heated and ventilated second-row captain’s chairs; power-folding third row;

F Sport content: suspension tuning; dynamic rear steering; performance dampers; exterior front fascia and rear valance black roof rails; dark chrome window trim surrounds; power-folding black side mirrors; 22-inch wheels; leather-trimmed and heated steering wheel; aluminum pedals and scuff plates; leather-trimmed heated and ventilated power front seats with driver-seat memory presets;

Connected Technologies: Drive Connect with cloud navigation; Intelligent Assistant, Destination Assist (3-year trial, 4G dependent); Safety Connect and Service Connect with up to 10-year trials, remote connect 3-year trial (4G dependent); Wi-fi connect (AT&T hotspot) up to 30-day 3GM trial (4G dependent); satellite radio (3-month trial); wireless Apple CarPlay and Android Auto capability.

Safety features include: Blind spot monitor with rear cross-traffic alert; intuitive parking assist with auto braking, digital latch with safe-exit alert;

Safety technologies include: Lexus safety system 3.0: lane-tracing assist; road sign assist; pre-collision system with pedestrian detection; dynamic radar cruise control with curve speed management; lane departure alert with steering assist; intelligent high beam headlights (dimming).

CHASSIS COMPONENTS

Brakes: 4-wheel ventilated discs; 6-piston opposed aluminum monoblock front; rear floating-type single piston; 15.7 inches front, 13.3 inches rear

Steering: electric rack and pinion; 38-foot turning circle; electric parking brake; F Sport dynamic rear steering

Tires-wheels: 22-inch Continental CrossContact LX 20 EcoPlus, 255/45; UTQG 680

Suspension: F sport electrically adaptive with performance tuning

PRICING

Base TX 500h F Sport price: $72,650, including $1,350 freight charge; price as tested $77,235

Options on test vehicle: 120-volt/1,500-watt power outlet $560; logo side puddle lamps $175; wheel locks $85; USB fast phone charging cables $85; carpet cargo mat $150; door-edge guards $155;

Convenience package $895, includes front cross-traffic alert, traffic-jam assist (with Drive Connect subscription; 3-year trial included), digital key (with remote connect subscription)

Technology package $2,380, includes: Advanced Park with remote park, digital rearview mirror, and head-up display

Cold area package $100, adds windshield wiper de-icer

Where assembled: Princeton, Ind.

Warranties: 4-years/50,000-miles bumper to bumper with roadside assistance;
Free first and second maintenance services at 6-months/5,000 miles and 1-year/10,000-miles;

Wheel alignment and balancing: 1-year/12,000-miles;

Powertrain: 6-years/70,000-miles;

Hybrid system: 8-years/100,000-miles (covers hybrid control module, hybrid battery, and inverter with converter).

Volvo V60 Cross Country Review

by Mark | Apr 26, 2024 | 0 comments

The 2024 Volvo V60 Cross Country runs into collateral damage as the brand charges full-speed into a full-electric lineup by 2030

A silver Volvo V60 Cross Country along a dirt road with yellow springtime flowers behind.

The 2024 Volvo V60 Cross Country is a raised, all-wheel-drive wagon with a ‘mild hybrid’ 48-volt powertrain and eight-speed transmission. Starting prices range from $52,000 to $57,000. (Photography by Mark Maynard)

Jump To Special Features

The Winter of EV Discontent
V Is for Versatile
V60 Pricing
From Suburbs to Skogen
Volvo Safety
Mild Hybrid Powertrain
Cross Country Ride and Handling
Interior Function
Why Buy the Volvo V60 Cross Country?
Specifications

BY MARK MAYNARD

It must be lonely on death row for the Volvo V60 Cross Country. This adaptable midsize wagon has nothing terribly wrong, but the company is leaving it behind. Volvo is charging full speed into a full-electric lineup by 2030.

According to a recent report in Automotive News, “Volvo will not sell a single car that is not full-electric after 2030, regardless of market,” said the brand’s chief commercial officer, Björn Annwall. “There’s no ifs, no buts.”

Vehicles in Volvo’s fossil-fueled lineup will limp along, but “we’re not investing in their base technology; there is no deep R&D,” Anwall said. “But we can upgrade infotainment, software [and] some exterior, interior design.”

Annwall’s tone is absolute when many automakers have backed off on a full transition to full-electric lineups. There are just too many variables in building a pure EV business plan. Too many regions of North America (and Europe) do not have an established infrastructure for public charging, and there won’t be in the immediate future. Developing reliable public charging stations has been a struggle in the U.S.

The front seat area showing the steering wheel, shift console and the goofy 9 inch vertical tablet for infotainment

V60 Ultimate features include a Harman Kardon audio system, tailored (stitched) leather dashboard, crystal Orrefors shift knob, and 10-way power-adjustable, heated and ventilated front seats.

The Winter of EV Discontent

Many EV-intending motorists hit the pause button after the winter’s deep freeze. Blame the well-televised reports of EV owners left in the cold at traffic-jammed charging stations. Couple that unpleasantness with the electric vehicle’s reduced range in cold weather and the typically dismal upkeep of charging stations. Public chargers are often poorly maintained, grimy, and faulty. At least gasoline stations have an attendant who might occasionally wipe down the pumps and hoses.

Public charging will get better. But countless apartment and condo dwellers have no access to “home” charging. The high MSRP of electrics is yet another steep step to mainstream EV adoption.

To paraphrase Mr. McGuire’s one word of encouragement to Dustin Hoffman (Benjamin) in the classic 1967 film “The Graduate:” Hybrids. And Volvo has several plug-in and mild hybrids, including the V60 Cross Country. However, the larger mild-hybrid Volvo V90 Cross Country is also on its way out, likely next year.

The Swedish automaker has told dealers that it expects to launch seven new and redesigned electrified models, including five battery-electric vehicles. On the doorstep are the large EX90 and subcompact EX30. And among the battery-electrics could be a crossover-like electric replacement of the V60 Cross Country in late 2027.

The 48-volt, “mild hybrid” V60 Cross Country would be an ideal “electrified” choice in cold regions without public charging. A 48V hybrid system is complex but almost required for powering the many electronics in a new vehicle. A mild hybrid goes beyond reduced fuel consumption and emissions, it gives notably better performance than a full hybrid system. But it also is more expensive.

The 9-inch vertical touch screen combines car functions, but the rearview image is too small.

V Is for Versatile

Volvo’s lineup of Cross Country wagons began with the 1998 V70 XC, or Cross Country. The 2024 V60 Cross Country and larger V90 Cross Country models are their descendants, each based on a Volvo station wagon.

The Volvo V60 wagon (V for versatile, 60 for the midsize body style) was first released in 2010 and given a facelift in 2014. The V60 Cross Country, with a body lift of 2.4 inches, came out in 2015, and the redesigned second-generation model came out in 2018 for the 2019 model year. The second-gen V60 was a full redesign based on the then-new Volvo Scalable Product Architecture, or SPA.

From 2021, the V60 is only available as the Cross Country. Then, in 2022, Volvo refreshed the styling of the V60 Cross Country and platform partner S60 sedan. But it was just a new front grille design and updated rear bumper inserts. New colors, wheels, and interior options, such as leather-free materials, were made available across the range in almost every model.

An upgrade to the infotainment system starting in 2023 included the capability for over-the-air updates. New Volvo vehicles can receive and install software upgrades remotely. As software updates roll out, Volvo says each car will continue to improve over its lifetime.

Interior plastics are durable but not completely premium in appearance or feel.

2024 V60 Cross Country Pricing

There are two versions of the V60 wagon: the Cross Country and the high-performance, 455-hp Polestar-engineered V60 Recharge plug-in hybrid. At $72,645, the latter is $10,000 more expensive than today’s tester, a top-line V60 Cross Country Ultimate.

In 2022, Volvo reduced the V60 Cross Country trim-level choices to Plus and Ultimate and trimmed the optional extras to streamline the production process.

All 2024 V60 Cross Country models have standard all-wheel drive and a panoramic roof. Free factory-scheduled maintenance is included. Coverage is for the first three services at 10,000, 20,000, and 30,000 miles, up to 36,000 miles. The following retail pricing includes the $1,195 freight charge from Torslanda, Sweden.

V60 Cross Country Plus pricing starts at $51,695. Standard features include a power tailgate, leather upholstery, 12-inch digital gauge display, 360-degree camera, adaptive cruise control and Pilot Assist, blind-spot monitor, cross-traffic alert, and 18-inch wheels.

The Orrefors crystal gear selector knob is by the Swedish glass design company.

Ultimate pricing starts at $56,795. Its features build on the Plus, with such extras as a Harman Kardon audio system, tailored (stitched) leather dashboard, crystal Orrefors shift knob https://www.orrefors.us/ , air purifier, power-folding rear headrests, and 10-way power-adjustable front seats that are heated and ventilated.

And how refreshing that the nine metallic or pearl paint colors are all a no-cost choice.

A three-year lease was available for the V60 CC Ultimate at the time of publication. With a $4,035 down payment, the monthly payment would be $685. But annual mileage is limited to just 10,000 miles and .25 cents a mile afterward.

Find current Volvo pricing here.

Volvo-specific 19-inch Pirelli P Zero all-season tires, 235/45, on five-spoke diamond finish wheels.

Suburbs to Skogen

The V60 Cross Country personifies the Swedish family crossover utility vehicle. Volvo’s V60 catchphrase is from the suburb to the skogen (Swedish for forest).
The V60 is a comfortable and functional wagon born for the mean city streets to snowy roads to the mountains for outdoor fun. Its off-road ability is not at the SUV level for the rutted track.

This attractively styled wagon does many things right in its midsize footprint. Its electronic features were state-of-the-art six years ago, and its interior function is good but not great. The cabin is due for a major remodel (which it will not get) to carve out more interior space and improve storage areas.

My Ultimate tester totaled $62,780 with five options:

Climate Package $750, which adds headlight washers, a heated steering wheel, and heated rear seats;
Trailer hitch $1,650;
Luggage roller cover $385;
15-speaker Bowers & Wilkins premium audio system with 1,410-watt output $3,200;
Power tailgate with kick sensor $200.

No buyer in this price segment would NOT want the cargo roller cover as a safety feature from thieving eyes. And $200 for a tailgate with a kick sensor is gratuitous upsell when it should be included for $57,000.

All Ultimate features are in the specifications chart at the end of this story.

Luxury Wagon Alternatives

There are a couple of luxury alternatives to the Volvo V60 Cross Country:

Audi A6 allroad, $70,000-$75,000;

Mercedes-Benz E 450 4MATIC All-Terrain Wagon, $80,000-$85,000.

Volvo Safety

Volvo has long been a vehicle safety advocate. It was Volvo engineer Nils Bohlin who invented the modern three-point safety belt in 1959. Volvo then gave the patent to the world for free, and now the three-point belt is found in every vehicle, including tractors.

The V60 Cross Country continues that advocacy by thoroughly integrating advanced safety technologies. Standard V60 safety features include seven airbags, blind-spot information with steering assist, cross-traffic alert with auto brake, lane-keeping aid, forward collision warning, and post-impact braking.
Volvo’s standard City Safety with Autobrake is a collision-avoidance system with camera eyes to recognize pedestrians, cyclists, and large animals.

A vintage volvo photo showing a female connecting a 3 point seatbelt which was designed by Volvo in 1959

The three-point seatbelt was designed by Volvo in 1959. (Volvo photo archives)

Driver assistance technologies include Pilot Assist with adaptive cruise control for Level 2 semiautonomous driving; collision avoidance system of low- and high-speed collision mitigation; vehicle-pedestrian-animal detection; oncoming lane mitigation braking; and run-off road mitigation.

The Pilot Assist system does a respectable job of highway centering without drifting across the white lines in cornering. When engaged, the system can steer, accelerate, and brake on well-marked roads up to 80 mph. “Well-marked” is key because these systems tend to flake out on roads with crumbling surfaces and poorly marked lanes.

I experienced the absolute slam-stop of cross-traffic alert with autobrake when just backing into my driveway. The system thought it saw something. It was nothing, but such quick driver support can be appreciated. In tight parking situations, bumping a car or a wall is so easy.

Cross Country Interior Function

Volvo’s interior design is artful and mostly functional. The front-seat area feels roomy with headroom of 38 inches, with the panoramic roof. Sightlines are unobstructed at the side mirrors or over the shoulder.

The raised ride height allows comfortable entry and exit. The front seats, with 10-way power adjustment, conform to tall drivers with a seat-cushion extender.

The starter switch on the shift console is odd, but owners will adapt. And another uniqueness is the crystal Oreffors shift knob, made by the Swedish glass design company.

The driver faces a 12-inch-wide digital gauge display with two display modes. The Nav choice displays the map, and the “calm” mode shows black space between the left speedometer and the right tachometer.

Of questionable function and safety is the 9.0-inch vertically oriented touch screen. The tablet-like touchscreen combines car functions, navigation, connected services, and entertainment apps such as Spotify and Pandora.

Volvo likes this vertical screen arrangement, claiming the portrait view gives easy and fast access to features. But like a tablet device, it works well when sitting at home. On the road, it takes eyes from the road to hunt and peck. There is a dial for volume control at the base of the screen, but changing temperature and fan speed requires a tap or two on the screen.

Worse, the camera view is narrow and low on the screen, and the image is convex and rounded at the corners.

There is also no wireless charging pad or dedicated place to lay or prop a phone except in the cup holder. The shift console has a slim, covered storage tray, but it is best for spare change.

Back seat legroom is short at 35.2 inches, and the transmission tunnel is awkwardly tall and wide.

Back Seat and Cargo Space

If the V60 were to be redesigned, a couple of inches of cargo space could be sacrificed to add legroom to the back seat. Back seat space is compact for adults, with just 35.2 inches of legroom, and shoe tips are stuffed under the seat ahead. The very wide and tall transmission-exhaust tunnel obliterates center seat foot space.

Cargo space is plentiful behind the 60/40 folding back seat, with 25.5 to 60.5 cubic feet stacked to the headliner. Unlike most SUVs, the load height is a manageable 26.7 inches from the ground to the cargo floor. The entry opening is wide at 43.7 inches, with almost 41 inches wide between the wheel housings. There are a couple of bag hooks and a corner nook with a net.

A full-size temporary spare with all the jacking tools fits neatly below the cargo floor. This is a much better spare tire location than the typical SUV, which carries the spare under the vehicle.

The 247-hp, turbocharged 2.0-liter 4-cylinder 48-volt mild hybrid engine. (Note how upright the hood raises.)

The Mild Hybrid Powertrain

No Sport mode, no steering wheel paddle shifters, no problem.

Volvo’s V60 Cross Country powertrain consists of a turbocharged 2.0-liter four-cylinder engine and eight-speed Geartronic transmission. It is a sophisticated powertrain that integrates a 48-volt motor and battery. The so-called “mild hybrid” system is a half-step toward full gasoline-electric hybridization. It is an elaborate and expensive setup but with worthwhile assets. The system provides auto start-stop at idle and gives some instant acceleration boost from a stop. There is no turbo lag on takeoff, and the acceleration fills strongly into the mid-RPM range.

According to Volvo specs, the 48V system helps clock a 0-60 mph launch in 6.6 seconds. That is a reasonably responsible pull for the 4,100-pound all-wheel-drive V60 Cross Country.

The 48-volt mild hybrid powertrain has fuel economy ratings of 24 mpg city, 31 highway, and 27 mpg combined. But achieving those numbers requires premium fuel. I observed 24 to 27 mpg in my week of driving. With that range, the 15.9-gallon tank should provide well over 400 miles.

The eight-speed Geartronic rolls easily through gear changes. The transmission has a manual shift mode but no paddle shifters or Sport mode.

The cargo space behind the 60/40 folding back seat is wide and low. Below it are the full-size temporary spare and jacking tools.

Cross Country Ride and Handling

Volvo does suspensions differently for its Cross Country ride and handling. The so-called Cross Chassis suspension refers to a single rear transverse leaf spring. Whatever it does, the ride quality is well-supported and gives flat handling in fast cornering. That is important when hefting two-plus tons on a lifted chassis.

The four-wheel independent suspension has front MacPherson struts and a rear multi-link. The setup smoothes broken road surfaces and limits road harshness from permeating the cabin.

A drag coefficient of 0.24.8 cd is remarkably low and slipperier than a Toyota Prius. However, there is noticeable wind noise at highway speeds.

Complimenting ride control are the Volvo-specific 19-inch Pirelli P Zero all-season tires, 235/45.

Large four-wheel disc brakes engage without grab or dive. The front rotors are 13.6 inches and 12.6 inches rear. Volvo cites a braking distance from 62 mph in 115 feet. That stopping distance is 19 feet shorter on average for midsized and luxury SUVs, per Consumer Reports.

The steering is comfortable and well-weighted, but it is not overly communicative to the driver. Volvo claims a curb-to-curb turning circle of 37.1 feet, which is nimble for a midsize sedan. The Ultimate’s 19-inch wheel package might push the distance a bit, but it was still handy in my experience.

Why Buy the Volvo V60 Cross Country?

The 2024 Volvo V60 Cross Country exemplifies “new-old stock.” You might not care if there is no wireless charging. It is the V60’s knife-edge styling and comfortable cabin that might have more meaning.
A three-year lease deal will make for an enjoyable skogen run, until there is an electric V60.

New owners can find online support through Volvo Forums.

The all-wheel-drive V60 Cross Country is on a suspension raised 2.4 inches.