2024 Volvo V60 Recharge Review and Test Drive

Volvo's plug-in hybrid wagon delivers impressive electric-only range and performance.

Benjamin Hunting | 

Jun 14, 2024 | 7 min read

Benjamin Hunting

Plugging in is now synonymous with going green, but some car companies are just as interested in boosting performance as they are in reducing emissions. Instant-on torque has rewritten the playbook for neck-punching acceleration — forcing me to recalibrate my straight-line speed expectations.

The 2024 Volvo V60 Recharge Polestar Engineered isn't the mightiest example of battery-assisted excess. Still, it's undoubtedly one of the most subversive, given its family wagon body style and Volvo's safety-first reputation. The Swedish company's recent pivot to electrification has proved a boon to its performance-focused Polestar division, as the V60 Recharge is substantially more athletic than the gas-only V60.

With an EV driving range that puts it near the top of the heap and remains robust even when facing winter's chill, the five-passenger V60 Recharge Polestar Engineered walks the green line as effectively as it rips toward the red line. Of course, not everyone is looking for a vehicle that combines such seemingly disparate qualities.

If the number of remaining wagons available is an indicator, few folks are shopping for this type of vehicle at all. The Polestar Engineered package also features some quirks that may test owners' tolerance in a way no other premium European model does. Still, as a sporty alternative to luxury plug-in hybrid SUVs, the V60 Recharge Polestar Engineered is a compelling choice.

Volvo provided the vehicle for this 2024 V60 Recharge Polestar Engineered review.

Christian Wardlaw

Polestar Engineered Models are the Hot Rods of the V60 Line

In broad strokes, the V60 Recharge's body shape is identical to the V60 Cross Country's. The differences are in the details. Where its sibling sits high off the ground to imitate a crossover-like stance, the Polestar Engineered wagon sits lower on a set of manually adjustable performance shock absorbers from aftermarket manufacturer Ohlins. The black fender cladding is gone, too, as the Recharge adopts a sleeker look and features a bright blue Polestar Engineered badge on the grille and tailgate.

Much of the cabin mimics the look of a high-trim Cross Country, adding a few Polestar-specific cues — such as bright yellow seat belts — to remind you you're piloting something special.

While the V60 Recharge Polestar Engineered uses the same turbocharged, four-cylinder gas engine found in the V60 Cross Country, it moves well past that model's 48-volt hybrid system in electrification. Specifically, it introduces an 18.8 kWh battery and an electric motor making 143 horsepower connected to the vehicle's rear wheels.

Taken together, those components produce 455 horsepower and 523 pound-feet of torque, substantial improvements over the Cross Country's 247 ponies and 258 lb-ft of twist. The V60 Recharge retains the Cross Country's eight-speed automatic transmission and standard all-wheel-drive (AWD), though the latter functions differently due to its electric motor.

Christian Wardlaw

Respectable EV Range and Passing Power, Tempered by a Hefty Curb Weight

I drove the 2024 Volvo V60 Recharge on my commute from Montreal, Quebec, to the mountains of the province's Eastern Townships and on the twisty roads that cut through that region's ski peaks. Much of this travel occurred in weather ranging from clear pavement at just-above-freezing temperatures to near-blizzard conditions on slushy asphalt.

This plug-in wagon has only one trim level: Polestar Engineered. My test car had no options, so the manufacturer's suggested retail price was $72,645, including a destination charge of $1,195.

I picked up the Recharge with an empty battery. Typically, that situation is where plug-in hybrid electric vehicles (PHEVs) stumble efficiency-wise, due to lugging the extra battery weight around without the benefit of electric-only driving.

To my surprise, the Volvo posted just over 30 mpg during a highway-heavy drive, a feat made even more impressive by chilly temperatures that typically rob efficiency from electrically assisted powertrains. That's very close to its 30/33/31 mpg city/highway/combined estimated ratings and a step up over 24/31/27 for the gas-only V60 Cross Country.

After recharging the car, the effects of the cold were more pronounced when evaluating the vehicle's battery range while driving in EV mode. I could squeeze 30 miles from a full charge while traveling a combination of hilly two-lane and flatter highway driving.

That's a drop of about 27 percent compared with the advertised 41-mile factory rating, but in my experience, that figure compares favorably with other PHEVs under similar weather conditions. It's also worth noting that I could travel in battery-only driving at speeds up to 80 mph.

Christian Wardlaw

Returning to Montreal, I began my journey with a topped-up power pack. On my 75-mile evaluation loop, the V60 Recharge returned an exceptional 60 mpg due to combining its EV capabilities with its gas-hybrid operating mode. According to Volvo, the EPA estimate for the Recharge is 74 MPGe.

As hinted by its buffed-up power specs, the Polestar Engineered is more than just a daily driver. Volvo claims the wagon is good for a zero-to-60-mph sprint of just 4.3 seconds, a very quick number that doesn't require a launch mode to achieve.

Where I found the Recharge drivetrain really shines, is when accelerating above 40 mph. Once the vehicle is underway, it's easy to rocket past a socially acceptable rate of speed, and unlike some other sporty European machines, there's no litany of artificial racket from the exhaust.

While its hybrid system might mask some of the car's 4,495-pound curb weight, its Brembo brakes felt like a weak link. I found the balance between the regenerative functionality and full-on braking to be awkward. Stopping distances also seemed considerably longer than expected, though that performance was likely aggravated by the V60's winter tires.

The Ohlins suspension split the difference between the powertrain and the brakes in how it handled the wagon's weight. The car felt controlled at all times, even with the adjustable dampers set to their softest setting, which also made for better-than-expected ride quality.

The AWD system was also adept at confidently handling half-bare, half-snowy lanes regardless of the conditions. Things got bumpier with the shocks dialed to their stiffest setting, but that evaluation comes with an important asterisk.

Christian Wardlaw

Manual Suspension Adjustments Hold the Polestar Engineered Back

The differences between the V60 Recharge and its V60 Cross Country cousin are minor when examining its interior room, cargo space, infotainment, and safety systems.

One wrinkle for the Polestar Engineered was that I could not use voice commands to change drive modes, which have moved from a controller on the center console to being buried in an infotainment menu. In fact, each time I attempted to bring up the drive mode menu with my voice, it not only failed to load but also erased my existing trip from the navigation system.

More problematic are the car's Ohlins shock absorbers, which require owners to either pop the hood (front) or jack up the car (rear) to access the dials that sets their level of stiffness. Generally, a vehicle's adjustable suspension is controlled electronically from inside the cabin, making Volvo's decision to remove on-the-fly adjustments puzzling.

Volvo

The Volvo V60 Recharge Polestar Engineered Is Alone in its Class

In the United States, the crop of currently available wagons is quite small, especially once high-sitting models such as Audi's Allroad family, the Mercedes-Benz E-Class All-Terrain, and Volvo's own V60 Cross Country are eliminated.

Positioning the V60 Recharge Polestar Engineered alongside what's left — the Audi RS6 and the Porsche Taycan Cross Turismo — reveals its asking price to be a relative bargain.

Given how well it balances engaging driving dynamics electrified efficiency, I feel the V60 Recharge is in a class of one. In a world that's gone SUV mad, it's refreshing to drive such a unique vehicle — which makes me more willing to forgive its quirks.

Benjamin Hunting

Benjamin Hunting is a writer and podcast host who contributes to a number of newspapers, automotive magazines, and online publications. More than a decade into his career, he enjoys keeping the shiny side up during track days and always has one too many classic vehicle projects partially disassembled in his garage at any given time. Remember, if it's not leaking, it's probably empty.