XC90 comes with optional air suspension
sufficient cabin volume that even the third row of seats is quite comfortable for passengers up to 1.7 metres tall.
All XC90s are powered by variations of the same engine - a turbocharged 2-litre four cylinder, with different cylinder heads for diesel and petrol, mated to an eightspeed automatic transmission, and all but the entry-level front-wheeldrive D4 have all-wheel drive as standard.
Two models will be available in South Africa at launch from 1 August - the biturbo D5 diesel, rated for 165kW and 470Nm, and the supercharged and turbocharged T6 petrol, with a quoted 235kW and 400Nm.
These will be followed in the fourth quarter of 2015 by the entrylevel D4 diesel (140kW/400Nm) and the high-pressure turbo T5 petrol (187kW/350Nm) and, in the first half of 2016, by the flagship T8 Twin Engine plug-in hybrid, which combines the 235kW T6 engine with a 65kW electric motor on the rear axle, for a total of 300kW and 640Nm. This, says Volvo, is enough to launch the XC90 from 0-100 in 5.9 seconds and on to 230km/h flat out, at a claimed of 2.1 litres per 100km, including a 400V battery with enough capacity for more than 40km of ‘stealth mode’ driving.
There are three standard trim levels - Momentum (standard) and Inscription (luxury), available in all five flavours, and sporty R-Design, on all but the D4, as well as a list of extra-cost options including a head-up display, adaptive air suspension and variable-rate powerassisted steering.
From our base at the Conservatory, just outside Franschhoek, we were able to drive both the D5 and T6 over the tortuous Franschhoek pass, down the fast sweeps of the Theewaterskloof valley and back. Each was sure-footed and tracked well, with no discernable body roll (a marked improvement on previous Volvo SUVs) although I was always conscious that I sitting on, rather than in, a two-ton vehicle, and that the laws of physics are as immutable for Volvo as for any other vehicle.
The standard double-wishbone front and multi-link, torsion-bar rear suspension was firm but with supple initial movement to soak up ripples and road cracks, while the long wheelbase obviated nausea-inducing pitching.
I first drove the D5, which impressed with its muscular midrange through tight corners. With peak torque available from below 2000rpm, initial acceleration was explosive, with little or no tendency to change down unexpectedly when asked to deliver the goods. As a result, we passed everything in sight over the pass without ever actually getting into a hurry.
The T6, in contrast, does its best work above 4000rpm, so as soon as you put foot, there’s a momentary delay while the eight-speed Geartronic changes down two or even three cogs to get into the meat of the power band, followed by a high-pitched howl as both turbo and supercharger kick in.
On the fast bends and long straights of the valley, however, the T6 showed impressive top-end pace, rapidly shifting up to top gear and staying there, running smoothly and quietly at thoroughly naughty speeds - although fuel consumption rose to an equally naughty 15.5 litres per 100km.
Which one you choose, then, would depend on where you intend to use it, although the D5 is the more relaxed ride under all circumstances. PRICES D4 Momentum - R804 900 D4 Inscription - R844 600 T5 Momentum - R827 400 T5 Inscription - R868 000 T5 R-Design - R888 700 D5 Momentum - R853 200 D5 Inscription - R893 900 D5 R-Design - R914 600 T6 Momentum - R867 000 T6 Inscription - R907 600 T6 R-Design - R928 300 T8 Momentum - R1 005 100 T8 Inscription - R1 042 000 T8 R-Design - R1 066 400