Delve into hybrid territory with XC90
Should you consider making your next vehicle a plug-in hybrid?
For the most part – if your budget can handle the higher cost – the answer is yes. That’s especially true when you need to drive something like a threerow SUV, where the larger and heavier body style is going to keep fully battery electric options cost-prohibitive for a while longer.
By choosing a plug-in hybrid, you’re dipping your toes into electrification in a way that lets you try out the technology and lifestyle without fully committing to the plug because there’s still a gaspowered engine on board as a back-up.
Plus, if encouraging EV adoption is something you’re into, by buying into batteries you’re helping to accelerate demand, which will play a role in reducing costs and bringing about the electric revolution that much faster.
That said, you will need a healthy budget: PHEVS with three rows are currently limited to a small handful of luxury models and the Chrysler Pacifica Hybrid. The 2021 Volvo XC90 Recharge being examined here is the Inscription Expression grade and comes in at $85,655 with options and destination fees, which is roughly on par with its closest (and only direct) competitor, the Lincoln Aviator Grand Touring.
The XC90 is the relative veteran in this space and was the only option on the luxury side of things until the Aviator came along; in the meantime, this plug-in hybrid version has been chosen by roughly 20 to 25 per cent of customers buying an XC90 since the T8 model was introduced for 2016.
Permit me some clarification and a bit of a rant before we move on: the vehicle formerly known as the XC90 T8, and now known as the XC90 Recharge, are the same thing.
Earlier this year, Volvo introduced the XC40 Recharge, its first all-electric vehicle, and after that reveal the brand rebadged all models with a plug under the new Recharge banner. I think this is a bad move. As discussed above, plug-in hybrids and battery electric vehicles are still highly distinct lifestyle choices, and I’m inclined to think car buyers are more likely to be confused than helped by conflating the two. The T8 badge didn’t necessarily denote anything more meaningful, but at least it stood out on its own.
Whatever they want to call it, the XC90 has aged extremely well, both from a visual standpoint and in terms of its powertrain. The 2.0-litre turbocharged and supercharged four-cylinder engine powers the front axle, while an 87 hp electric motor is mounted to the rear. Combined, this creates a total peak system output of 400 hp and 472 lb-ft of torque, the most power available in any version of the XC90.
Between the instant torque of the electric motor and the low-rev kick supplied by the supercharger, there’s plenty of power accessible in pretty well every driving situation and more than enough to haul this beast around, even given that it weighs a rather substantial 2,350 kg (5,170 lb) in this seven-seat configuration.
However, there are a few things worth noting about how this all works going in. For one thing, the XC90 can go up to 29 km on electric power alone, which isn’t a massive amount of range but is useful for urban and suburban families commuting and running errands.
However, to access that range, it turns out you need to actually charge the thing. My Toronto driveway is on the narrow side, and the XC90 is not enormous but it’s big enough (4,953 mm long and 1,931 mm wide with 19-inch wheels equipped, as this one has, although larger ones would look nicer).
I discovered that getting the car to the back of my house where the power point is takes a lot of effort, so more often than not I was driving around uncharged and using the powertrain as a conventional hybrid.
This will give you enough electric power for a boost on acceleration, but it’s not enough to recover much electric range or to save much fuel: I averaged 14.4 L/100 km over a week without much recharging, while the Natural Resources Canada expectation is a much more frugal 8.8 L/100 km.
If you’re prepared to install a dedicated charging point or have a wall plug in a convenient spot, then you’re good to go. If you don’t have a good place to put a charger or you live in a condo, for example, then the market of conventional hybrids is just as good a fit for you and opens up a wider variety of options.
This next gripe is one that applies to all Volvo Recharge models. The shifter is laid out in a linear setup, which means that to get from drive to reverse or vice versa you need to tap on it twice and shift through neutral to select your desired gear.
Sometimes one of the taps doesn’t take and you’re sitting there revving in neutral before you notice that it missed. I thought I might get used to it over time, but it hasn’t stopped driving me crazy. This is just one of the things I’d pick apart about the XC90’S interior, which is still as gorgeous as ever but does exhibit a few quirks that larger families may find impractical such as lessthan-ideal car seat positioning options with only two available that compete with the front row for space.
Check out our upcoming Ministry of Interior Affairs feature on the 2021 Volvo XC90 Recharge to find out about those in more detail.
In terms of features, the Inscription Expression grade comes with a solid set along the lines of what you’d expect to find at this price point such as a 12.3-inch digital instrument cluster, heated front seats, a panoramic sunroof, four-zone climate control, active turning LED headlights, and wireless smartphone charging.
There’s also a good group of safety and driver convenience technologies included such as blind spot monitoring, front and rear collision mitigation, adaptive cruise control, and lane keep assist.
Some things cost extra such as heated rear seats, steering wheel, and wiper bay, a headup display and 360-degree camera, and a Harman Kardon premium sound system. But it’s more than a little surprising not to see ventilated seats offered at all on an SUV costing well over $80,000, especially in a plug-in hybrid where there’s more benefit from electrified temperature management.
The final point that can’t be ignored is Volvo’s infotainment system. I’ve always liked it because of how much information it can display at once.
My music-loving heart loves being able to see what’s playing on eight or so Siriusxm stations at any given moment.
However, this system is often criticized for being distracting, and I will concede that I tend to get lost in scrolling through station listings a little too easily. And despite it having felt enormous when it was first released, this nine-inch screen is starting to feel on the smaller side compared to a lot of what’s out there these days.
This all comes across as a scathing criticism, but in spite of all these points, this vehicle is likely still the right choice for a specific subset of families, and there are people I know who I wouldn’t hesitate to give this recommendation.
We’re overdue for a comparison test between this and the Lincoln Aviator Grand Touring here at Driving.ca, and having driven each of them separately, my initial impression leans toward the latter as a better value and a theory I’d love to test.
But for now, if you need three rows but don’t need to use a lot of car seats, are badge — and fashion — conscious, and have the budget to give electrification a whirl, you may find the 2021 Volvo XC90 Recharge Inscription Expression checks just the right boxes.