2018 Volvo XC60

2018 Volvo XC60

Episode 3736
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After reenergizing the brand with the 2016 XC90 crossover, and following up with an all-new S90 luxury sedan and V90 wagon, Volvo turned their sights to the midsize arena with an all-new XC60 utility. Most of what you see here looks familiar. So, let’s see if that XC90’s brilliance survives a bit of downsizing.

Volvo didn’t think too far outside of the box for their midsize 2018 XC60 crossover. Rather, they just took the wonderful package that is the XC90 and downsized it. Well, like most things, it’s not quite that simple.  

It does ride on the same platform, which means you also have the same powertrains; starting with a 2.0-liter turbo I4, which at 250-horsepower is more than enough for most, add a supercharger and it bumps up to 316-horsepower. Finally, tack on some electric assist, and output for our T8, jumps to 400-horsepower and 472 lb-ft. of torque.

No matter which version you choose, all-wheel-drive is standard, and all have an 8-speed automatic transmission. 

Nothing drastically different underneath, just a revised version of the double wishbone front and transverse leaf spring rear suspension. So, street handling is sound; making the XC60 reasonably entertaining as a daily driver. 

Power is plentiful at all times and smoothly delivered; whether merging on the highway, coming out of curves, or leaving a stop light. Our only driveline quibble is some clunky downshifts at low speed, and a very unrefined feel to this plug-in hybrid’s regenerative braking.  

Inside, you’ll find the high-end expert-level handcraftsmanship of the 90, but with a modified layout and approach. The overall feel is still high on luxury; and perhaps more impressive, many interior measurements are barely different than the XC90. 

In fact, rear seat room actually feels more plentiful, since the 5-passenger XC60 doesn’t need to create access for a 3rd row like the XC90.

Much less cargo space than the 90 of course, but still plentiful for a midsize; at 29.7 cubic-ft. worth of gear in the back; expanding to 63.3 with rear seatbacks folded. 

A “love it or hate it” central control tablet dominates the center stack. Mounted in the dash, glare was not a big problem. It’s very easy to do basic things too, but more involved demands require a few menus to go through and taking your eyes off the road more than we’d like. 

Seats are very comfortable in a way that only Volvo seems to have mastered, and near perfect seat height makes getting in almost like sliding into your favorite recliner. 

Now, your recliner probably can’t get you to 60 in less than six seconds, however; and this XC60 T8 has no problem doing that.

It’s not so much a launch off the line, as it is an explosion of energy. We’re still not sure how this little 4-banger manages to hold together with a turbo and a supercharger feeding in boost, but it’s quickly becoming a favorite of ours. The added electric assist is just positively charged ionic icing on this 3-layer cake.  

We hit 60 in 5.4-seconds. The automatic transmission shifts quickly and aggressively, and this power unit even sounds pretty good. 13.9 was our ¼-mile time at 99 miles-per-hour. 

With less wheelbase, we were surprised it didn’t feel quite as agile, or for that matter refined, as the XC90 through our cone course. But, there was decent feedback and only mild understeer. 

Where the XC60 mirrors its larger sibling the most is exterior design. It’s not quite an exact copy, but pretty darn close.  And that’s just fine by us, why re-engineer a good thing. The front end is a little more rounded, and greenhouse chopped a little.  

The government gives the T8 a Combined MPGe Rating of 59, with an overall Combined rating of 26; which we couldn’t quite match with our average of 24.2 miles-per-gallon of Premium. For a very good Energy Impact Score with yearly consumption of just 7.3-barrels of oil, with CO2 emissions of 3.3-tons. 

And lest we forget, this plug-in also has an EV-only range of 18-miles. 

It may not be quite the value that the XC90 was when it first came out, but the base XC60 is still very reasonable, priced at $43,895.

So, the 2018 Volvo XC60 may be just a scaled down XC90. But that also means it is yet another fantastic product from the new Volvo. One that should have no problem standing out in a crowded field of great luxury utilities. 

Specifications

  • Engine: 2.0 liter
  • Horsepower: 400
  • Torque: 472 lb-ft.
  • 0-60 mph: 5.4 seconds
  • 1/4 mile: 13.9 seconds @ 99 mph
  • EPA: 59 MPGe
  • Energy Impact: 7.3 barrels of oil/yr
  • CO2 Emisiions: 3.3 tons/yr
Honda Prologue Reinvigorates Brand’s Electric Efforts

2024 Honda Prologue

Honda Shows Up Late To EV Party, Brings Best Appetizer

Episode 4329
Auto Value and Bumper to BumperTire Rack "The Way Tire Buying Should Be"

Except for some very limited run vehicles over the years, Honda has largely been sitting out the EV revolution. But that all changes now their first high volume effort, the Prologue. So, let’s find out if it is indeed the start of a great run for Honda.

The 2024 Honda Prologue is not only the brand’s first serious battery electric effort, but it’s also a substantial midsize five-passenger SUV, coming in about 3-inches longer than the internal combustion Passport. Though it’s worth noting, they got here with the help of General Motors and their Ultium EV platform.

So, Honda came to play, both with ultra-competitive pricing and segment leading 296 miles of range. That’s with the standard single-motor front-wheel drive EX rated for 212 horsepower, but top Elite doesn’t sacrifice all that much, coming in at 273 miles. The additional rear motor raises total output to 288 horsepower and 333 lb-ft torque.

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Relatively low output numbers in the EV game, but the Elite’s all-wheel drive setup delivered plenty enough acceleration to get our blood pumping during some early and very wet drive time through the recent historic downpours in Northern California.

And while Honda did get here with the help of GM and their Ultium chassis, the multi-link suspension bolted to it has been optimized by Honda for a “dynamic driving experience.” It was indeed plenty of fun to drive, nimble for its size with responsive steering, though we were also happy to find it comfortable and safe feeling in those weather conditions. It also has great visibility and a very natural feel to it that quickly has you forgetting you’re in an EV.

Comprehensive drive modes address just about every aspect of the driving experience, from power delivery to steering response and even braking power; but also changes things up inside with lighting and displays as well as active sound control.

For now, all Prologues come with an 85-kWh battery that will accept up to 150-kW fast charging for 65 miles of range for every 10 minutes on charge.

It also has great visibility and a very natural feel to it that quickly has you forgetting you’re in an EV.

As we’ve come to expect from Honda, the Prologue’s interior is minimalistic and practical, though not fully simplistic as there is plenty of tech on display, including the very high-mounted 11.3-inch touchscreen display. It has a Google-based operating system built into it like in the latest Accord Touring, and you can still use your Apple Carplay and Android Auto phones, both of which connect wirelessly.

Just below that display is some refreshingly easy to use traditional climate controls, and behind the steering wheel is a hoodless 11-inch tablet-style gauge display. Honda worked with Bose to develop an EV-specific sound system with 12 speakers. The standard EX’s system works with six speakers.

Being an EV means more space inside for both front and rear passengers than a vehicle built around a conventional drivetrain. Though with a substantial dual-level center console it doesn’t have the open floorplan of some EVs. The top layer of that console houses dedicated cell phone storage, mega-sized cupholders and Honda’s first use of a pocket-type wireless phone charger, which is standard. There’s space in back for 23.7 cubic-feet of cargo; 54.5 cubic-feet with the 60/40 split rear seatbacks folded; plus, more space under the cargo floor.

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And while length and ground clearance are in the ballpark with the Passport, the Prologue’s wheelbase is nearly a foot longer, and it sits much lower, with a design theme that Honda calls “neo-rugged.” Its slick shape and smooth body panels are clearly designed for enhancing aerodynamics, yet the overall design doesn’t necessarily shout it from the rooftops. Aero-optimized 19-inch wheels are standard, with Elite rolling on 21s, a first for Honda. Roof rails, panoramic roof, and power liftgate are standard on all but the base EX.
With the launch of this new generation of Honda comes new badging that looks to the past with throwback-looking Honda script now spelled out across the back. The Prologue and future Honda EVs also get a new “e” series logo.

Comprehensive Honda Sensing safety features are included on most Prologues, with just rear pedestrian alert and a Surround Vision camera system reserved for Elite.

Pricing starts, before incentives, at just $48,795 for a front-wheel-drive EX, top Elite comes with all-wheel drive and starts at $59,295.

Like most brands, Honda has big plans to deliver a full array of battery electrics in the near future, making significant investments here in the U.S. to make it happen. It may have taken a little help from General Motors to get them started, but Honda is in the EV game for real now, and it arrives at a great time when competition in the midsize SUV EV ranks is getting serious. So, the 2024 Honda Prologue does indeed look like the start of something special for Honda, and for all of us.

Specifications

As Tested

  • Motor Setup: Dual Motor
  • Horsepower: 288
  • Range: 273 miles
  • Battery Size: 85-kWh
  • Torque: 333 lb-ft
  • Peak Charging Rate: 150-kW