It seems like only yesterday that Volvo launched its large SUV, the XC90. It was big, it was roomy and it showed back in 2002/3 what could be done when engineering, foresight, a good smattering of belief and luck all gelled to produce a family 7-seater that was as near to an instant hit as Beyonce.
I remember, at the time, analysts scratching their heads and doubting the viability of taking on established exponents of the genre both mainstream and luxury marques so late in the game. It is hard to believe now that the XC90 was launched with a range of five and six-cylinder engines.
But first and foremost, it had to have three rows of genuine-sized seats that were integral to the structure and function of the car. Some competitors at the time were feeling the squeeze of getting only tots into the slots. And for some older family members there was little option but to grin and bear tiny it. To paraphrase former Manchester United manager Alex Ferguson: squeezing in third rows was ‘squeaky bum time’ for occupants and automakers.
So, one of the reasons the XC90 took off was down to more room at the back. It just happened that it came to be regarded as a decent car to drive into the bargain.
Critical to mining extra space was the ability to create a flat cargo floor behind the front seats. That meant a former desert became an oasis for the third-rowers. The strange thing is that for many families having three spacious rows was more to do with the comfort of knowing the facility was there should the need arise to ferry six passengers. It was for occasional use on a needs-only basis.
And there were lots of technical innovations. Remember the (ROPS) Roll Over Protection System to protect occupants if the car overturned?
Of course, safety was paramount for Volvo. There were inflatable side curtains for all three rows of the XC90 seats while they also introduced an integrated, adjustable booster cushion for children in the second row. All hammering home the safety message.
Subsequent models and new iterations always had something of a major safety element to make sure buyers stayed with the brand.
And so to the newest version. It is not strictly new; more of a facelift, though Volvo insist it deserves to be called ‘the new XC90’.
They refreshed the outside, which I must say was looking a bit tired in the previous model.
They tried to make it “more contemporary, comfortable and luxurious” as the brand attempted to create looks more aligned with the new generation of fully electric SUVs.
The redesigned interior is a good example of how a car of this size and status should look and feel (there are a lot more premium fabrics; seating is excellent). They have learned a lot from the experience of making the electric EX90 and EX30 and were able to move Big Brother visually closer on looks.
I have been driving the latest XC90 plug-in hybrid electric version. It has a 2-litre 4cyl petrol T8 with an 8spd automatic transmission, three rows of seats, All-Wheel-Drive, pushes out 455hp, costs only €140 in road tax because its plug-in fuel consumption figures are so incredibly low (I mean incredibly: you won’t achieve them anywhere except the official testing circuits).
Not alone do the figures beggar belief on emissions, they also mean VRT is much lower than what an ordinary petrol equivalent would cost. It would be mad, given that the price of the VRT friendly car on test is €111,645 with the starting price for the model coming in at €95,995.
There is no doubt about it. Even allowing for the lorry load of safety and comfort items, this Volvo doesn’t come cheap.
But how much value do you place on safety? I’ll just pick a couple of examples to give you a flavour of what you get.
There is the City safety system, with steering support, which includes detection of pedestrians, cyclists, large animals and does everything in its power to avert a collision.
Then there is oncoming lane mitigation, run-off road protection, driver alert, slippery road and hazard light alert, corner traction control and much, much more.
And they make sure you see and are seen. There are automatic LED headlights, daytime running lights and active high beams as well as with a headlight cleaning system and rear park assistance.
Comfort abounds in the cabin, the sort you luxuriate in with those large, wide seats, excellent rear room and a third row that folds separately and creates enormous space when flattened. But I have to say – and not for the first time – there is only moderate luggage space behind the third row when it is in use. The laws of physics dictate that for more room you would need a bigger, longer car. And no one in their right mind wants that. It is difficult enough to get through urban streets as things stand.
I felt my car was a bit light on the steering, thereby sending a woolly sensation back to me at the wheel. And it was inclined to under steer – you have to work a bit to keep it tight in corners. Balancing that are contributions from the Active Four-C chassis – four corner adaptive dampers with electronic air suspension – but with all that it should have been better.
The seating versatility is noteworthy. The second row can be individually folded and adjusted fore and aft for more room in the cabin or the luggage section as demand warrants. There is an integrated child-seat for the centre seat in the second row. Elsewhere there are ISOFIX anchorage points on the outer second row.
The 12.3ins driver display and the 11.2 ins centre console portrait touch screen have all the communication you need with the car and with the world around you. Navigation is by Google Maps and the voice control worked well.
Plug-in hybrid versions, like the one on test, have a 145hp electric motor, drive mode settings, 18.8kWh lithium-ion battery, electric rear axle drive, and smart-looking aluminon tread plates.
The cabin in my test was adorned in Nappa soft leather perforated and upholstery, while the excellent Bowers and Wilkins 19-speaker surround sound Dirac Live can let you (or more likely your children) enjoy your favourite music in lounge-like surroundings.
But all is not as rosy as it may appear. There is stern competition from the likes of the Audi Q7, BMW X5, Land Rover Discovery, and Mercedes GLE not all of whom can manage the 7-seater room of the Volvo. But there is the more affordable Kia Sorento which is often overlooked.
And then there is the advent of large electric SUVs. Volvo has one: the EX90. For the first time it faces competition from within its own ranks. Not to mention the claims of the huge Kia EV9, Mercedes EQS, Tesla Model X, and BMW iX. Also a rival is the Polestar 3, which shares the same platform as the EX90.
It is certainly a crowded world of big cars. Competition for your money is intense. The XC90 needs all the upgrades it now has to hold its place. But it will be okay, I think, as long as plug-in hybrids are treated as benignly by the taxation authorities.
There is plenty of life in the XC90 still.
