Extra time after the '90 | PH Footnote

Despite the EX90's introduction, the XC90 soldiers on - it's easy to see why in T8 Ultra format

Staying power isn’t really a virtue these days, or so it seems. Everything must be the latest, newest and shiniest, regardless of whether it’s actually any better compared to what came before. Progress for new cars right now feels like revising, refreshing and replacing for the sake of it, rather than for any tangible benefit - other than customer awareness in the face of a competitor list that grows by the day. Doesn’t matter if the car has become any nicer to use or any more capable, because look, it’s NEW!

Then there’s the Volvo XC90. This is just the second generation of XC90, a car that next year (if it makes it that far) will arrive at its 25th anniversary - incredible. This version, fundamentally speaking, has been in production since 2015; kept up to date along the way, of course, but the Volvo approach to its flagship SUV has very much been about evolution rather than revolution. Right now, with the car world in such a muddle, familiarity sounds more welcome than ever.

As it seems to its customers as well. While the XC90 range is now down to one powertrain option on the configurator and there’s no news of another, there definitely seems to be more new examples on the road than the all-electric EX90. A bit like the Discovery we also tried recently, there’s a sense that maybe the XC90 is still getting the job done well enough (and selling in sufficient numbers) with combustion power and recognisable design to keep making them. So how good, really, is a brand-new (but also ten-year-old) XC90?

That’s a little disingenuous, in Volvo’s defence. The most recent XC90 facelift brought the (still very handsome) design more in line with its electric equivalent, and increased the screen real estate inside to 11.2-inches. (Positively titchy by most standards in 2026.) Disappointingly, that means it no longer sits snugly in the dash - a dead giveaway that the underlying architecture is from a previous era - but with Google built in, it has a level of functionality and user friendliness that early cars could only dream of.

Furthermore, where not so long ago it might have seemed like plug-in hybrids would make way for full battery power, that’s no longer the case. This week, at least. So the T8 PHEV - a powertrain also seen in the V90 - has continued to enjoy modest development. It means both 455hp and 44 miles of WLTP EV range, both of which seem ample for a big family bus. An old dog with some almost-new tricks, even if rivals can offer more combustion power and electric miles.

None remain quite so likeable, though, however vague a description that sounds. ‘Unannoying’ might be better. Hailing from a different era means the XC90 has proper handles and levers, plus a smattering of buttons (though more might still be handy). Being a modern luxury Volvo, too, the materials are lovely, the sense of calm tangible, the seats brilliant. It isn’t trying to redefine a contemporary understanding of wellbeing or be the sportiest SUV around - it’s just being a brilliant big Volvo. The XC90’s interior, no matter how many people or things you stuff it with, remains distinctly unstressy, and that’s very welcome.

It’s a feeling that characterises the driving experience, too, with a couple of caveats. It’s all just very easygoing and soothing, without using comfort to mask any failings. Having an engine boosted by a supercharger, turbocharger and electric means response at any revs, and even with the steering in its ‘Firm’ setting there’s very little effort required. But because nothing really does, the XC90 feels all in sync, and you adjust accordingly: take a light touch on light controls, to make progress as serene as possible. It’ll help nudge towards 40mpg on a motorway run, too.

To a large extent, it works, though a couple of things can disrupt the calm. You can probably guess them. Work the 2.0-litre petrol engine too hard (or rouse it in the sportier drive modes) and it’s not a nice thing to listen to, especially when rivals can offer six silky cylinders. Occasionally there’s a powertrain stutter as well, a moment of confusion about whether electric or petrol is best. All the more reason to keep progress brisk rather than banzai. The other slight distraction is the ride; the 21-inch wheels of Ultra spec throw up more pitter patter at all speeds than is really desirable. It’s the only real giveaway that the Volvo’s underpinnings aren’t quite as slick and modern as its design suggests. The 20s are surely going to provide a better ride/handling compromise.

Crucially, though, you’re never driving an XC90 yearning to be in anything else. An EX90 would be even smoother again, but on a big family holiday trip would place you at the mercy of public charging. A Range Rover Sport would go a bit further on electric (and charge faster); an X5 would make roundabouts a little more interesting for the driver. But the Volvo’s array of talents - and impressively low list of annoyances - keeps it eminently recommendable. Little wonder they remain everywhere, with 100,000 sold globally in 2024. It’s like a seven-seat Aga; it’s never going to be exciting, but it’s probably going to be a lovely thing to depend on.

For a price, of course. Our press demo, a fully loaded T8 Ultra, was £90k; again, like the Discovery, it would be hard to suggest spending that much on an XC90 that does clearly show its age in some areas. But brand new with £20k off that (before any further negotiation) feels rather more palatable. What comes next for the XC90 isn’t exactly clear; given how extensively EVs are being rolled out across the Volvo range, the EX will surely be the three-row SUV to take its place. Maybe there’ll be another PHEV, maybe there won’t; if there isn’t, an XC90 like this one absolutely remains fine family transport. Just as it was 10 years ago, in fact. Sometimes the old ways don’t need very much changing at all.

SPECIFICATION | VOLVO XC90 T8 PHEV ULTRA

Engine: 1,969cc, four-cyl turbo + supercharger, plus 18.8kWh (14.7kWh usable) battery
Transmission: 8-speed automatic, all-wheel drive
Power (hp): 455
Torque (lb ft): 523
0-62mph: 5.4secs
Top speed: 112mph
Weight: 2,297kg
MPG: 176.3-217mpg (up to 3.2mi/kWh, up to 43 miles electric range)
CO2: 30-36g/km
Price: £86,560 (price as standard; price as tested £89,055, comprising Metallic paint for £895 and Foldable towbar for £1,600)

OP Posts Only

Prev 2 Next

OP Posts Only

Author

Discussion

cerb4.5lee

Original Poster

42,682 posts

206 months