A memorable Inscription
Volvo has decided to do away with the options sheet and give its largest SUV almost everything by default, including woolly seats, writes Nile Bijoux.
Volvo’s current XC90 has been a benchmark in quality since it debuted here in 2015. That shows in the fact that six years later it’s still selling in essentially the same form. For 2021, Volvo decided to simply make a bunch of options standard, which should be an easy win for the Swedish brand.
On the outside
The XC90’s design has remained fundamentally the same but the new options-as-standard for this mid-range Inscription model include nicer 21-inch black diamond-cut alloys, body-colour door handles with illumination and puddle lights, and special aluminium decorations on the sides, rear and front grille.
Those are on top of the base Momentum’s new additions of body-colour side mirror covers and wheel arch extensions, fog lights in the front spoiler, bright aluminium roof racks and window trim, and a ‘‘touring’’ chassis, which appears to be a new addition for 2021. That’s basically the suspension from the R-Design model which has trickled down to every XC90 trim level.
On the inside
The 2021 update follows a similar process inside the XC90. As standard, the only extra for Inscription models is a ‘‘tailored dashboard’’. Momentum and above get a head-up display, a 12.3-inch instrument cluster, auto-dimming mirrors, heated front seats, more premium inlays and headlining, and wired smartphone mirroring for Apple and Android users.
This tester had a couple of extra packs applied, which added a Bowers and Wilkins sound system, panoramic sunroof, tinted rear windows, heated seats for the second row and special front seats made from a blend of 30 per cent wool and 70 per cent recycled polyester, which carries across to the upholstery around the cabin.
They’re very comfortable and supportive, with the added benefit of being more environmentally friendly, a big focus for Volvo at present.
Five years ago, Volvo’s 9-inch Sensus touch-screen felt like the most cutting-edge thing in a car. It looked massive and we all marvelled at the whole ‘‘iPad in a car’’ thing. Now it almost feels old, with thick bezels disguising the single-digit LCD size.
Of course, that’s not to say the display is ugly or bad – it’s still fantastic even half a decade later. It’s just interesting how expectations change. Although the 360-degree camera does show its age – it has a funny fishbowl look to it which can be a bit sickening if you look at it while reversing.
Under the bonnet
The T6 isn’t the most powerful XC90 available but it’s still quite grunty, with a twincharged 2.0-litre inline-four providing thrust. Twincharged means it has a turbo-charger working in tandem with a super-charger, which is enough to boost output to 235kW/400Nm.
I love twin-charging, although it’s hard not to feel like it introduces more things to go wrong in a world where electrically spun turbo-chargers exist to basically do away with turbo lag, and electric motors with minimal moving parts can be used to feed low-end torque into a powertrain.
Yet more options as standard include Volvo’s full active safety suite, adding stuff like adaptive cruise control and lane-keep assist.
On the road
Despite the 2.1-tonne heft of the XC90, Volvo’s two-litre keeps things moving nicely.
The meat of that torque kicks in at 2200rpm and it’s a smooth progression through the boosts of the super-charger and turbocharger. Volvo’s eight-speed auto is fine here too, though best left to its own devices. You don’t really gain much by paddling yourself.
It’s not particularly loud either, both in engine and road noise. Volvo knows how to do quiet and refined, even with the larger 21-inch wheels.
This model also had the ‘‘Four-C’’ air suspension, which can switch between a firmer, sportier ride, and one more spine-friendly. That makes it better to drive hard but, at the end of the day, this is a large SUV and not one from a brand that lives and breathes Nurburgring times, so don’t toss it into a corner and expect miracles.
Verdict
For a base price of just over $100k, it’s hard to find competition that can equal Volvo’s on-road refinement and level of standard kit without pushing the number on the sticker north of $150k.
One option would be the Land Rover Discovery, but you’re really looking at the D250 R-Dynamic S, which costs $119,900, or roughly the price of this highly-specced Inscription tester.
In a similar position is the BMW X5 xDrive30d, as is the Volkswagen Touareg V6S R-Line.