SUPREME SUV
If you’re looking for absolute comfort, the all-new 2016 Volvo XC90 has it in spades.
Overview A premium, sevenseat crossover that sets a new standard for the segment Pros Sophisticated drivetrain, seat comfort, beautiful infotainment system Cons Agonizingly slow power windows, small tab to raise the centre seat Value for money Excellent What would I change? Make the Momentum Plus, Vision and Climate packages standard equipment. These will be universally picked at the time of purchase, so cut the haggle! Just when you think you’ve seen it all, the hammer drops. In this case, it’s Thor’s hammer and the all-new Volvo XC90. All too often, a car that’s billed as being all-new really is not — sure, the majority of it may have been tweaked or reworked, but seldom is it overhauled from bumper to bumper. The Volvo XC90 is the exception that makes the rule.
Everything from the look to the platform and powertrain choices is totally new. No, it won’t be mistaken for anything other than a Volvo, but it does mark a wholesale change in philosophy for a once conservative company. For example, the decision to give the XC90 an all-four-cylinder Drive-E engine lineup is a brazen move, to say the least. When the decision was made in 2008, Lex Kerssemakers, senior VP of product strategy at Volvo, admitted to being a little unsure if this bold step would fly, especially in North America where big engines rule. The decision has since been vindicated — most car companies are switching to smaller displacement forcedinduction engines.
Where Volvo’s take differs is the 2.0-litre used in either the T6 tested here or T8 plug-in hybrid arrives with a supercharger (for the low-end punch) and a turbocharger (it boosts the mid-range and top end). Not exactly what you call a common combination, but it works. In the case of the T6, this means 320 horsepower and 295 pound-feet of torque, which is more than ample. The fact it’s a smooth and unflustered operator that runs to 100 kilometres an hour in 6.5 seconds adds to its appeal. It’s safe to say that more manufacturers will follow Volvo and start blending supercharging with turbocharging to access more power and better efficiency.
Now, if the T6’s performance is not quite enough, the T8 adds an 82-hp electric motor that drives the rear wheels. As well as giving it on-demand all-wheel-drive, it gives the XC90 plug-in 400 hp, 472 lb-ft of torque and the wherewithal to sprint from rest to 100 km/h in 5.9 seconds while returning an equivalent average fuel economy of 2.7 litres per 100 kilometres. If it lives up to its billing, many competitors will be left scrambling to catch up.
The T6 is teamed with an eight-speed automatic transmission and an efficient all-wheel-drive system. The former works very effectively, willingly dropping a gear when the driver pours on the coals. The all-wheel-drive system mirrors this work ethic. It normally drives the front wheels, but can send up to 60 per cent of the power rearward when needed. The good news is the speedy transfer of power remains invisible as the system makes the best of the available grip. The stability control system also contributes by braking the spinning wheel, when needed.
In spite of its size, the XC90 feels so much smaller and alive when driven with authority — this is, after all, a 2,760-kilogram crossover. It features double wishbones up front and a new integral link rear axle that features a transverse leaf spring. In the end, it balances the need for comfort with the ability to tackle a corner with enthusiasm. Given its tall stance, the XC90 did a very credible job of running my favourite set of twisties. There is a degree of body roll, but, thankfully, the suspension is quick to take a set and hold that attitude through the corner. Likewise, the steering affords the right sort of feel and feedback. It all makes for a surprisingly athletic drive, which was something I did not expect.
There are several driving modes including Eco, Comfort, Off-road, Dynamic and Individual. Each alters the throttle response, shift pattern and the weight of the steering. Frankly, the Comfort mode is all one really needs; although I did use the individual to increase the steering’s weight, but left the other facets in Comfort.
The wholesale change in thinking is also very evident inside. By far the coolest feature of the opulently attired XC90 is the swanky Sensus infotainment system. It is streets ahead of any other system, and by a very wide margin. It features a tablet-like touchscreen that dominates the centre stack. Not only are the four key touch points large and easily accessed, there’s a home button and it recognizes swipe, pinch and stretch gestures. Swiping the screen to the right reveals the vehicle functions while moving it to the left opens up the app page. It is very iPad-like, but with one significant advantage — it works with gloves on, which is a huge plus in Canada.
As for safety, the list is too long to name all of the systems. Along with all-speed City Safe, lane departure warning, cross traffic alert and blind spot monitoring comes a road edge detection system that can steer the car away from a potential off-road excursion.
As for the rest of it, the seats are to die for on a longer drive, the middle row has a ton of space, and the third row, with the middle row synced forward is more usable than most — caveat being by smaller adults. In the end, the ability to fold all of the seats individually lends a great deal of flexibility. For the record, there’s 2,427 litres of space with everything folded flat, which is marginally larger than my first apartment.
If you get the sense there’s very little to dislike, you’re right on — my only beefs were the agonizingly slow power windows and the fact it was awkward to raise the centre section of the middle row.
Once the poor relation of Euro crossovers, the latest XC90 can stand on its own considerable merits. It has space and flexibility galore, the best infotainment system money can buy and the right mix of powertrains. The fact it is very aggressively priced only serves to add to its desirability.