Driving Impressions

The Volvo XC90 is one of the most appealing vehicles Volvo builds. Beyond its family friendly design, functionality and flexible seating/cargo configurations, it's generally a pleasant vehicle to drive. It isn't particularly bulky or even hard to park, nor mundane in a people-mover, family wagon fashion. Many of the driving characteristics common to Volvos, including a hefty, solid demeanor, deliberate steering and a soft brake pedal, seem to go better in this sport-utility than in a sport sedan. We think the base XC90 3.2 is the best deal. Its naturally aspirated (that is, non-turbo) inline-six lacks the immediate rush of acceleration generated by the previous (pre-2007) turbocharged five-cylinder, but peak horsepower is increased, and it's far more flexible. The torque flows more evenly, meaning there is more even acceleration at any engine speed, and the six feels much smoother in all circumstances, from idle to full-throttle acceleration. Forward momentum is further improved by the responsive six-speed automatic transmission that arrived with the new engine. It includes a Geartronic manual shift feature that lets the driver shuttle up and down through the gears if he or she is feeling racy; this is sometimes useful to reduce shifting in hilly terrain. Perhaps best of all, the more powerful six-cylinder/six-speed automatic combination gives up very little fuel efficiency to the old five-cylinder/five-speed. That combination was rated 17/23 mpg city/highway by the EPA test procedure in use at that time, but because of the newer and ostensibly more realistic testing the EPA uses now, the government agency has since downgraded the turbo-five's rating to 15/21. That's the apples-to-apples score that needs to be compared to the new six-cylinder's current rating of 14/20 mpg, city/highway. We averaged just over 20 miles per gallon in a mix of city and freeway driving, and we'd call that pretty good in an all-wheel-drive vehicle as heavy as the XC90. We recommend the optional all-wheel drive for owners in the Snow Belt, and in climates where it rains a lot. So equipped, the XC90 3.2 will still retail for well under $40,000. The all-wheel-drive system operates seamlessly, and the driver will almost never know when it's working. In normal, good-traction conditions, 95 percent of the engine's power goes to the front wheels. If those wheels lose traction, a multi-plate clutch begins routing power to the rear, to a maximum split of 65 percent to the back tires. This frontward bias leaves the XC90 with a default understeer condition. (Understeer is where the front tires start losing grip and sliding before the rear tires do.) This push is much easier to handle than a skittish rear end, because a driver's natural instinct is to slow down, and that basically solves the problem. The XC90's optional V8 engine was developed for the U.S. market, where about 30 percent of all SUVs are sold with V8s. Because Volvo has no history with V8s, it worked with Yamaha to develop one compact enough to fit in the XC90's engine bay. With the V8, Volvo also made some changes in the all-wheel-drive system. In normal circumstances, the V8 system sends more power to the rear wheels for better take off from a standing start, and it incorporates a fast-reacting Instant Traction system to minimize wheel spin. We spent several hours in the XC90 V8 and found it well-suited to the sort of driving done by many American SUV owners. On one hand, we enjoyed its quick acceleration and no-sweat passing capability; although it doesn't turn the XC90 into a lightning-quick hot rod. It does increase the XC90's tow rating by nearly 1,000 pounds (4,960, vs. 3,970), and probably makes towing lighter loads easier. But unless you absolutely need that towing capacity, we'd call the V8 a luxury in this vehicle, rather than a must-have piece of hardware. Regardless of which engine was chosen, the XC90's silky smooth feeling at 80 mph impressed us. Its chassis closely follows the design of Volvo's Cross Country wagon, though it's wider and the components are beefier. The XC90 handles bumpy roads with dips and gullies well, without crashing loudly or bottoming when driven hard. It doesn't offer the sporty handling of a BMW X5 or Infiniti FX35, but some of us prefer it. The Volvo's power rack-and-pinion steering is on the heavy side, and not particularly quick in sharp curves yet the XC90 doesn't wallow or sway excessively under hard cornering. The electronic stability system, called DSTC, stepped in a few times when we were thrashing down a particularly ornery road, and applied the brakes at one wheel without cutting engine power. It worked as intended, and helped keep the XC90 going where we intended while driving at rate few owners will care to undertake. Ride quality in the XC90 is very good, and stiff at the wheels but not in the cabin. It doesn't exactly absorb the ridges and bumps, because you feel the suspension working over them, but it doesn't transfer any harshness to the arms or seat of the pants, either. Speed bumps in particular are interesting: It's as if the suspension challenges them and hammers back, protecting us from jouncing even when we hit them at 15 mph. The brake pedal in the XC90 can feel a little soft until the driver gets familiar. But once that occurs, that driver can stop the XC90 smoothly and progressively, and very quickly if necessary, with no drama. Substantially sized brakes are one reason for the V8's substantial maximum towing capacity of nearly 5000 pounds, which is more than enough for family duty such as towing a camper, ATVs or a couple of watercraft.

Final Word

The Volvo XC90 packs a lot of space into a good-looking, manageably sized vehicle. It's better than most competitors for hauling children around, with superior cargo and seating flexibility, and it's loaded with Volvo's trademark safety technology. It's available with fuel-saving front-wheel drive if a buyer doesn't really need all-wheel-drive capability. The upgrade XC90 V8 is appealing and invigorating, but the base XC90 3.2 six-cylinder is better than adequate for nearly all purposes, and it represents a much better value. NewCarTestDrive.com correspondent Sam Moses reported from the Columbia River Gorge, with Larry Edsall in Gothenburg, Sweden, Mitch McCullough in Los Angeles, and J.P. Vettraino in Detroit.