Volvo EX60 Output Runs at One-Tenth Target, U.S. Scarcity May Last Into Late 2027

Volvo has started building its new EX60 electric SUV, but the production line is reportedly turning out only about 200 vehicles per week against an original target of roughly 2,000. That tenfold gap could keep the EX60 scarce at U.S. dealerships through the first half of 2027, with meaningful availability potentially delayed until the second half of the year.

Early vehicles have reached the United States, but showroom inventory remains limited. Volvo spokesperson Jacquelyn Johnson said near-term supply would stay constrained and that many EX60s already allocated to American dealers are expected to arrive in early 2027. Automotive News reported that dealers could remain short of the model well into the year.

For buyers, the practical issue is not whether EX60 production has begun, but whether the factory can raise its output quickly enough to make the vehicle reasonably obtainable. A wait extending into late 2027 could frustrate customers who expected Volvo’s new electric SUV sooner. Some may decide that an available competing electric vehicle is preferable to waiting for supply to improve.

A large production gap

The difference between 200 and 2,000 vehicles per week is large enough to affect more than dealer selection. The original rate would have supported a reported first-year U.S. goal of 7,000 EX60s. At the currently reported pace, Volvo must either accelerate substantially or accept a rollout much smaller than initially envisioned.

Industry reporting attributes the bottleneck to difficulties involving integration of the high-voltage battery pack with the vehicle body and to electric-motor production at Volvo’s upgraded Torslanda plant in Sweden. Volvo has not publicly supplied a detailed technical root cause, however. Those reported problem areas should not be treated as a definitive diagnosis, and there is no reporting connecting the slowdown to a safety or product-quality concern with the EX60 itself.

Battery, motor and body production all have to converge at the final assembly line with the correct parts, validated processes and repeatable cycle times. A plant cannot sustain its planned vehicle rate if one upstream operation delivers fewer usable assemblies than final production requires. Increasing output also involves more than making each station run faster: suppliers, in-house component operations, inspection capacity and assembly sequencing must rise together without eroding consistency.

A new vehicle and a new manufacturing process

The ramp is especially significant because the EX60 is the first Volvo built on the company’s new megacasting architecture. Volvo produces a large, one-piece aluminum rear-floor structure in-house at Torslanda, replacing around 100 conventionally stamped and welded sheet-metal parts. The company says the approach is intended to reduce weight, manufacturing complexity and the number of production steps.

Volvo describes the process as a shift from stamping, transporting and joining many separate pieces to casting and machining one major floor component. In mature production, that consolidation can simplify logistics and reduce the number of joints and individual parts that must be controlled.

Introducing such a process still changes the factory’s production system. The casting operation, machining, dimensional inspection, material handling and body-line integration must work as a coordinated chain. Tooling supplier Bühler says Torslanda’s installation is Volvo’s first in-house megacasting facility and the first use of the process in its global production network.

That does not establish megacasting as the cause of the EX60 slowdown. The confirmed point is narrower: Volvo is attempting to scale a strategically important new electric vehicle while simultaneously introducing a major structural-manufacturing method. The reported battery-pack and motor constraints add further pressure to a production ramp already carrying substantial process change.

Limited EX60 supply also complicates Volvo’s broader effort to reach 200,000 annual U.S. retail sales by 2030. The EX40 remains available as a 2026 model, but it is slated to leave the American market after the current generation. If EX60 volume takes longer to build, Volvo may have less electric-SUV availability during that transition than its plans anticipated.

The decisive question is now how quickly Torslanda can close the gap between approximately 200 and 2,000 EX60s per week. Until that rate rises materially, production may be underway without delivering the one result U.S. buyers and dealers need: enough vehicles to make Volvo’s newest electric SUV broadly available.

By Robert McKinney — Editor-in-Chief for AMI’s automotive and mobility coverage, with a mechanical engineering background and a decade reporting on powertrain systems, EV innovation, and global vehicle manufacturing.