内容来源：https://www.engadget.com/2175694/2027-volvo-ex60-first-drive/

内容总结：

《2027款沃尔沃EX60首次试驾：约6万美元起售，极致平顺电动SUV登场》

随着宝马iX3已在欧洲上路、奔驰GLC电动版即将跟进，沃尔沃旗下全新纯电中型SUV——EX60于近日正式亮相。作为北美畅销车型XC60的电动姊妹车，EX60以约6万美元（入门版58,400美元，双电机版60,750美元起）的定价，成为沃尔沃迄今为止最具性价比、综合表现最优的电动车型。

北欧极简设计再进化

EX60延续了沃尔沃标志性的斯堪的纳维亚设计语言，外观酷似缩小版EX90，但在后部造型上拥有独立风格。车身采用行业前沿的“一体铸造”技术，通过高压铝合金一体化成型大型部件，有效降低重量与制造成本。同时，新车首次搭载名为“HuginCore”的车载处理系统（集成英伟达Drive AGX Orin与高通骁龙8255芯片），为未来OTA升级和L2+级自动驾驶能力奠定基础——不过，沃尔沃仍要求驾驶员手不离方向盘，相比宝马、福特已实现的“脱手驾驶”略显保守。

内饰：物理按键回归，音响是亮点

EX60内饰在极简与实用间取得平衡，摒弃了EX30和EX90上备受争议的电容触控方向盘，换回了实体物理按键，但方向盘尺寸偏小偏细，手感稍显怪异。中控区域保留了滚轮式音量控制，支持按压暂停、切歌等操作。顶配Ultra版配备28扬声器Bowers & Wilkins音响系统（升级价7,100美元），支持Apple Music杜比全景声，营造出同价位少有的沉浸式移动音乐厅体验。

车机基于安卓Automotive系统，深度整合谷歌地图与Gemini AI助手。Gemini可沿途推荐餐厅、查询饮食限制，甚至规划风景优美的绕行路线，但存在语音助手声音不统一、响应速度偏慢等问题。试驾中还出现数字钥匙失效、车辆冷启动需20秒重启等软件小瑕疵，沃尔沃承诺将在上市前优化。

驾驶：平顺舒适，但不追求运动

EX60提供单电机后驱版P6（369马力）和双电机四驱版P10（503马力），后者可选装自适应悬架。无论哪种版本，车辆都以极致平顺、沉稳舒适为调校核心，加速线性、滤震出色，适合日常通勤或长途巡航。但转向手感偏慢、方向盘过小，激烈驾驶时缺乏沟通感。辅助驾驶方面，自适应巡航跟车平顺，但车道保持在临近匝道时有向右偏移的倾向，且修正动作较为生硬。

续航与充电：中规中矩，竞品压力大

单电机P6续航307英里（约494公里，83kWh电池），双电机P10续航322英里（约518公里，95kWh）。明年还将推出搭载117kWh电池的P12版本，续航可达400英里（约644公里），最大功率670马力，售价尚未公布。充电方面，P12/P10最高支持370kW快充，10分钟可补能165-173英里，但均低于宝马iX3的400kW充电功率。宝马iX3起售价61,500美元，续航434英里，在续航和充电速度上均占优势。

总结：诚意之作，但价值感面临挑战

沃尔沃EX60是一款设计出众、驾乘极致平顺的优秀电动SUV，但在竞争白热化的细分市场，其配置与价格相比宝马iX3等对手并未形成明显优势。随着沃尔沃持续向豪华品牌转型，对于注重月供和比价的消费者来说，EX60的吸引力仍需依靠品牌忠诚度与综合体验来巩固。

中文翻译：

2027款沃尔沃EX60首试：约6万美元的超平顺SUV
沃尔沃最新纯电车型堪称其最佳杰作，性价比同样登顶，但相较竞品仍稍显不足。
别理会近期新闻中那些针对电动车的恐惧、疑虑与不确定，因为今年将有三款出色的电池驱动跨界车登陆市场。宝马iX3已在欧洲上路，即将抵达此地；搭载EQ科技的奔驰GLC紧随其后。这两款车我都试驾过，表现卓越。那么第三款呢？
正是北欧之选——沃尔沃EX60，这是该品牌在美国最畅销车型XC60的全电动兄弟。今年早些时候，这款车在适当的隆重宣传中亮相，包括承诺比以往任何沃尔沃车型提供更远续航、更高效率和更多科技的下一代驾驶体验。
它兑现承诺了吗？经过几天的试驾，我可以自信地说：是的，但我担心它在某个关键领域可能相比竞品稍逊一筹。
北欧风格
沃尔沃在市场上的车型种类或许不算最丰富——其美国产品线如今仅有不到10款独立车型——但如果你和我一样是简约北欧设计的拥趸，很难不被每一款吸引。
许多人对该品牌的中型跨界车XC60情有独钟。去年沃尔沃售出超过4.1万辆这款车，虽然这无法与丰田同期近50万辆RAV4的销量相比，但这一款SUV就占据了沃尔沃美国总销量的三分之一。
因此，全电动EX60是沃尔沃迄今为止最大众化的零排放尝试。设计上自然似曾相识：乍看之下，它很像三排座EX90的三分之二比例版本，但存在一些差异。尾部拥有独立风格，其余部分则更加简约直接。
然而，深入观察底层，你会发现更激进的变化。EX60标志着沃尔沃首次真正涉足一体化铸造技术，即使用高压熔融合金一次性制造大型复杂部件。更大的部件意味着更快的装配速度、更低的重量以及理论上更低的成本。
EX60还首次搭载了沃尔沃称之为HuginCore的全新车载处理系统——这一名称源自奥丁的宠物渡鸦，象征思想。实际上，它由NVIDIA Drive AGX Orin和高通骁龙8255组合而成。沃尔沃表示，这套系统不仅使车辆初始性能更强，还能通过OTA升级在未来数年全面扩展。
其中一部分将是更丰富的主动安全功能。沃尔沃承诺，未来这些功能将使EX60能够基本实现自动驾驶——但前提是你的手必须放在方向盘上。未来如何有待观察，但鉴于宝马和福特的竞品SUV目前已提供脱手驾驶功能，这一限制令人失望。
强势起步
汽车的外形设计固然重要，但内饰对日常体验的满意度影响更为深远。值得庆幸的是，EX60在内饰方面做得相当出色。首先可选沃尔沃称为“定制羊毛混纺”的天然纤维内饰，触感舒适且经得起日常使用。不过，如果家中孩子总捏瘪果汁盒，或宠物肠胃敏感，建议选择人造Nordico材料或真皮表面。
整体内饰布局介于极简主义的EX30和同样精简的EX90之间，但两者均有显著改进。最大的亮点是方向盘上保留了实体物理按键，而非另两款车型采用的电容触控板。然而，这方向盘极为细小，令EX60的驾驶体验略显怪异。
其他控制键都相当出色。虽然我怀念沃尔沃标志性的中控台巨型音量旋钮，但滚轮式音量控制操作流畅，甚至可按压暂停播放内容，或使用两侧按键切换曲目。
这套媒体控制功能齐全，搭配可选装的音响系统更显强大。升级至Ultra版本（比基础Plus版贵7100美元），即可获得28扬声器的Bowers & Wilkins音响系统及其他升级。在Apple Music中播放杜比全景声歌曲，你将置身于公路上最佳的车载声场之一，无论价格高低。
Apple Music运行于基于Android Automotive的操作系统，与Google地图等功能深度整合，能提供行程续航预估并沿途寻找充电站。Gemini也集成其中，但体验略显割裂：导航提示用一个人声，语音调节设置（如温度或座椅加热）时出现另一个声音，与Gemini对话时又是第三种声音。
这一切显得杂乱无章，而Gemini的响应迟缓也令人困扰。不过，AI仍是强大的附加功能。不仅能查找沿途餐厅，还能获取详细评价并询问饮食限制，堪称革命性体验。我甚至曾让Gemini在乏味的高速行程中推荐风景优美的绕路，它指引我驶入一条宜人小道，最终抵达观景台。
然而，其他软件问题也存在。数字钥匙功能在一次午餐停车后失效——即使配对iPhone在车内，车辆也无法启动，需关闭并重新开启蓝牙才能恢复。此外，一次拍照途中我离开车辆时间过长，系统完全断电，启动花费了20秒才能行驶。幸好我不赶时间，但希望这些问题能在EX60今年晚些时候到店前得到改善。
公路表现
沃尔沃选择西班牙加泰罗尼亚地区举行EX60的发布活动。这里乡村遍布狭窄蜿蜒的道路，而巴塞罗那市区则堵车严重、混乱不堪。这恰好能测试车辆在寻求驾驶乐趣时如何激发肾上腺素，以及在躲避疯狂的摩托车流时如何抚慰紧张的神经。
EX60显然更擅长后者而非前者。我试驾了较慢的单电机P6版（369马力后驱）和更快的双电机P10版（503马力四驱）。前者配备标准非自适应悬架，后者则搭载沃尔沃更先进的自适应悬架，可动态响应路况或通过触控屏手动调硬。
诚然，P10版更快，且在低抓地力场景下更令人安心，但除此之外两者差距不大。两者在所有情境下都表现出绝对的从容与稳定，加速平顺，即使面对最糟糕的沥青路面也毫无怨言。
自适应悬架确实增加了舒适度，并允许轻微调硬，但我不认为任何版本具有驾驶乐趣。这种感受因迟缓的转向和那个细小怪异的方向盘而加剧。P6和P10在加速时都迅速且响应灵敏，即使在高速公路上——这正是测试EX60主动安全套件的最佳场景。
EX60通常能出色地保持车道居中，自适应巡航系统能提前发现车流并平顺调节车速跟随。但车道保持系统在驶过出口时总有偏右的恼人倾向，且在乡间道路上，当我故意让车辆靠近白线时，其修正动作极为突兀。
续航与竞品
尽管存在这些小瑕疵，EX60仍给我留下了极致平顺、沉稳且称职的印象，无论是通勤路上还是工作前后，它都能提供令人愉悦的空间。续航表现同样扎实：P6版配备83千瓦时电池组，续航达307英里；P10版配备95千瓦时电池组，续航达322英里。
还不够？沃尔沃明年将推出续航更强的P12版，搭载117千瓦时电池，续航达400英里，功率提升至670马力。但这一切都有代价，而这可能正是EX60面临的最大挑战。
顶级P12版定价尚未公布。双电机P10版起售价60,750美元，单电机P6版为58,400美元。相比插电混动版XC60（起售价62,545美元），EX60对现有车主更具吸引力。但对于新用户而言，它未必能胜过宝马新iX3——后者起售价61,500美元，续航达434英里。
宝马这款SUV还支持400千瓦快充，而EX60的P12和P10版最高370千瓦，P6版稍慢为320千瓦。这意味着P12版10分钟可补充173英里续航，P10版165英里，P6版155英里。
总结
沃尔沃EX60是一款外观出众、驾驶舒适的SUV，但经过两天手握那细小方向盘的体验，我总觉意犹未尽。当我尝试激进驾驶时，它并未给予丰沛回馈；但当我放松下来，享受那套1820瓦音响系统时，便深深着迷。
然而，EX60未必能在本已竞争白热化且日渐残酷的细分市场中凸显性价比优势。随着沃尔沃持续向豪华品牌转型，这或许不成问题，但对于精打细算分期购车、货比三家的买家而言，它可能缺乏足够吸引力。

英文来源：

2027 Volvo EX60 first drive: An ultra-smooth SUV for around $60k
Volvo's latest EV is its best yet, and best value too, but still comes up a bit short to the competition.
Never mind the anti-EV fear, uncertainty and doubt you may be hearing in the news lately, because a trio of stellar battery-powered crossovers is hitting the market this year. BMW's iX3 is already on the roads in Europe and will be arriving here soon, while the Mercedes-Benz GLC with EQ Technology won't be far behind. I've driven both of those, and they're both great, but what about the third?
That would be the Scandinavian choice, the Volvo EX60, an all-electric sibling to the company's most popular model here in the US, the XC60. It was unveiled earlier this year with an appropriate amount of fuss and fanfare, including promises of a next-gen driving experience with more range, more efficiency and more technology than any Volvo that came before.
Does it deliver? After a few days behind the wheel, I can confidently say that it does, but I fear it may come up short compared to the competition in one key area.
Nordic style
Volvo may not have the broadest spectrum of cars on the market — its American portfolio numbers fewer than 10 distinct models these days — but if you're a fan of straight-laced Scandinavian design as I am, it's hard not to find each of them quite compelling.
Plenty of folks are certainly into the XC60, the company's mid-sized crossover. Volvo sold more than 41,000 of these last year, and while that doesn't compare to the nearly 500,000 RAV4s that Toyota moved in the same period, that one SUV is a third of Volvo's total US sales.
The all-electric EX60, then, is Volvo's most mass-market emissions-free play yet. No surprise then that the design is familiar. At a glance, it looks very much like a two-thirds scale version of the three-row EX90, but there are some differences. The rear has its own style, and everything else is just that much more simple and straightforward.
Look under the skin, though, and you'll see some more radical changes. The EX60 marks Volvo's first real foray into megacasting, the use of high-pressure molten alloys to create large, complex parts in one shot. Bigger parts mean faster assembly, lower weight and theoretically lower cost.
The EX60 also marks the debut of a new onboard processing system that Volvo evocatively calls HuginCore, a nod to Odin's pet raven, meant to symbolize thought. In actuality, it's a combination of an NVIDIA Drive AGX Orin and Qualcomm Snapdragon 8255. Volvo says this system not only makes for a more capable car at the beginning, but one that will be comprehensively expanded over the years through OTA updates.
Part of that will be an expanded suite of active safety features that someday, Volvo promises, will enable the EX60 to more or less drive itself around, but only so long as you keep your hands on the wheel. We'll have to see what the future holds, but it's a disappointing limitation given that competitive SUVs from BMW and Ford offer hands-off driving today.
Starting strong
As important as a car's exterior design is, its interior is far more significant to your daily satisfaction, and thankfully, the EX60 does a lot of things right on the inside. It starts with the availability of a natural fiber interior that Volvo calls its Tailored Wool Blend. It's pleasant to touch and feels like it'll hold up well to daily abuse. That said, if you're hauling kids who can't keep from squeezing their juice boxes, or dogs with sensitive tummies, you might want to instead opt for the synthetic Nordico or leather surfaces.
The overall layout of the interior feels like a cross between the extremely minimalist EX30 and the still pared-back EX90, but with some significant improvements on both. The biggest one is the presence of real, physical controls on the steering wheel, not the capacitive touch pads found on those other two.However, that steering wheel is extremely small and skinny, which makes driving the EX60 feel a bit off.
All the other controls are quite good, and while I do miss Volvo's formerly trademark giant volume knob in the middle of the dashboard, the roller-style volume control works quite well. You can even press it in to pause whatever you're listening to, or use the buttons on either side to advance tracks.
That's a comprehensive suite of media controls, and the car has an available speaker package to back that up. Step up to the Ultra trim, a $7,100 premium over the base Plus model, and you get a 28-speaker Bowers & Wilkins sound system among a variety of other upgrades. Cue up some Atmos tunes in Apple Music, and you'll find yourself in one of the best rolling soundstages on the road, at any price point.
Apple Music runs on an Android Automotive-based operating system, which offers extensive integration with things like Google Maps, providing range estimates for your trips and helping you find chargers along the way. Gemini is also built in here, but the experience feels a bit disjointed.
When you're getting navigation prompts, you'll hear one voice. Speak to the car and ask it to change some setting or another (like temperature or seat heaters), and you'll hear a second voice. Start a conversation with Gemini, and you'll get yet another, different voice.
It all feels a bit haphazard, and Gemini's sluggish responses can be a bit of a drag, too. Still, AI is a massively powerful addition. Being able to not only find restaurants on your route but also get detailed reviews and ask questions about your dietary restrictions is a game-changer. I even asked Gemini for suggestions on scenic, fun detours from what was proving to be a boring highway route, and it sent me up a delightful road to a scenic overview.
There were some other software annoyances, though. The digital key functionality failed after a lunch stop, with the car refusing to go even though the paired iPhone was present inside the cabin. Bluetooth had to be disabled and re-enabled before the car would operate. Also, during one photo stop, I was outside of the car long enough for it to power all the way down. It took a good 20 seconds to boot back up before I could drive. Thankfully I wasn't much in a hurry, but hopefully, all this will be improved before the EX60 hits dealers later this year.
On the road
Volvo chose the Catalonia region of Spain for the launch of the EX60, a stunning area full of narrow, twisting roads out in the country and terrible, chaotic gridlock in the city of Barcelona. It's a great place, then, to test out how well a car can get your adrenaline flowing when you're looking for fun, and how well it can sooth your frazzled nerves when you just want to survive amidst a swarm of manic scooters.
The EX60 is definitely better at the latter than the former. I sampled both the slower, single-motor P6, which puts 369 horsepower to the rear wheels, and the quicker, dual-motor P10, with 503 hp to all four wheels. The former had the standard, non-adaptive suspension, the latter, Volvo's more advanced adaptive suspension, which can dynamically react to road conditions or be manually stiffened via touchscreen controls.
Yes, the latter was a bit quicker and will surely offer a bit more confidence in low-grip situations, but otherwise, there wasn't a lot between the two. Both felt eminently relaxed and composed in all situations, accelerating smoothly and cruising over the worst asphalt I could find without complaint.
The adaptive suspension did add a bit more compliance to the ride, plus the ability to stiffen things up slightly, but I wouldn't call either engaging. That's a feeling accentuated by slow steering and that curiously tiny, skinny steering wheel. Both the P6 and P10 are quick and responsive under acceleration, even on the highway, which is the best place to test the EX60's active safety suite.
The EX60 generally does a great job of keeping itself centered within the lane, with an adaptive cruise system that spotted traffic early and modulated speed smoothly to stick with it. But, that lane-keep system also had an annoying tendency to skew to the right whenever passing an exit, and it was extremely abrupt in applying adjustments whenever I intentionally let the car wander over towards the white lines on secondary roads.
Range and competition
Despite those few quirks, the EX60 left me with the impression of an ultra-smooth, calm and competent SUV that would make for an extremely welcoming space at the beginning or the end of a long day at work. It also delivers solid range. The P6 will do up to 307 miles on a charge from its 83-kilowatt-hour gross battery pack, the P10 up to 322 from 95 kWh.
Not enough? Volvo has an even longer-range flavor coming next year, the P12, which will do 400 miles from a 117 kWh battery, and also steps up to 670 hp. That, though, will come at a cost, which is probably the EX60's biggest challenge.
Pricing on that top-shelf P12 isn't yet set. The dual-motor P10, though, starts at $60,750, and the single-motor P6 is $58,400. That's fair compared to a plug-in hybrid XC60, which starts at $62,545, making the EX60 all the more attractive for those already in the family. But, for anyone starting fresh, it doesn't necessarily stand up against BMW's new iX3, which starts at $61,500 for a model offering 434 miles of range
BMW's SUV also charges at 400 kW, while the EX60 P12 and P10 top out at 370 kW. The P6 is slightly slower at 320. That means the P12 can gain 173 miles in 10 minutes, the P10 165 and the P6 155.
Wrap-up
Volvo's EX60 is a great-looking, great-driving SUV that just left me wanting more after two days behind its tiny little steering wheel. It wasn't exactly rewarding when I tried to drive it more aggressively, but when I relaxed a bit and took my time, and the opportunity to enjoy that 1,820-watt sound system, I became quite enamored.
But where the EX60 doesn't necessarily excel is the value proposition in this segment that is already ultra-competitive and just keeps getting more cutthroat. As Volvo continues to evolve into more of a luxury marque, that may not be a concern, but for any buyers doing the math on monthly payments and cross-shopping, it may prove less compelling.