cThe first XC90s to be released were powered by either Volvo’s 3.2-litre V6 or the D5 turbo-diesel. Though lusty enough, they didn’t have the extra urge needed to compete with some of their more upmarket competitors, especially in the lucrative US market. Clearly a V8 engine was called for.
However, the XC90 engine bay is quite tight, thanks to the fact that firstly the engine is fitted transversely, and second, it has a structural beam network for the safety crumple zones.
So instead of taking a V8 from owner Ford Motor Company’s parts bin – and there are some very good ones, as witnessed by Jaguar, Land Rover and Aston Martin – the Volvo engineers sat down and designed their own.
And so successful is the design that it’s one of the smallest and lightest in its capacity segment.
To achieve this, firstly they chose a 60 degree angle between the two cylinder banks rather than the more traditional 90 degrees, with a balancer shaft to get rid of harmonic vibrations normally associated with a 60 degree V8.
Then they bolted all the ancillary units such as the alternator directly onto the engine itself without any space-stealing brackets. They fitted the starter motor above the transmission for the same reason.
And the exhaust camshafts are driven by secondary chains running off the inlet camshafts, saving even more space.
The coup de grace was to offset the left-hand cylinder bank half a cylinder ahead of the right bank, contradicting normal practice in the automotive world. It’s not the first time it’s been done – Volkswagen does it with the VR6 – but it IS for a V8.
In this way they retained Volvo’s legendary safety, but with 232 kW had the ability to take on their main price competitors, notably the VW Touareg V8 and the BMW X5 4.4 – though both now have more power, the VW by getting direct fuel injection (FSI) and the latter superseded in NZ by the latest (and more powerful) 4.8i version.
And the XC90 is no shrinking violet, either, and until the advent of the latest X5 and the Audi Q7 was among the largest of the European 4WDs. As it is its overall length of 4.8 metres allows the option of either five or seven seats, the latter making it a great Mom’s taxi.
Styling
From nose to tail the XC90 looks every bit a rough and tough 4WD machine. The front styling is rounded and businesslike, with a chromed grille surround and air intake, plus large lights, accentuating the “mean” look, while an insert under the bumper made of thin stainless steel and made to resemble a sump guard adds to the appeal. There are also front fog lights and headlight washers
The silver roof rails make the vehicle look taller than it is – although it IS already quite large – and this suggests it’s shorter than it actually is. To put the length into perspective, it’s 285 mm shorter than the giant Audi Q7, and only slightly longer than the VW Touareg.
The XC90 V8 sits on 18 inch alloy wheels and there are colour co-ordinated wheel arches.
Rear styling is big and bold, too, with huge tail-lights visible from far away, yet mounted high on the tailgate surround so they aren’t easily going to get bashed.
Again, there’s an imitation protector plate under the back of the vehicle, and a rear spoiler
Inside it’s all luxury.
The dashboard is clean and well-designed with a simple binnacle containing speedo and revcounter as well as fuel and temperature gauges.
The centre section has aircon and audio system controls, and there is a multitude of buttons, but everything is logical and easy to operate.
It’s easy to get comfortable, with reach/height adjustment of the steering column as well as electric adjustment of the driver’s seat, while the leather-rimmed steering wheel has satellite controls for the cruise control, sound system and the built-in “privacy” phone.
Versatility is a keynote, and the centre row of seats is also configured so each seat can move backwards or forwards to enlarge rear legroom or load space, as required. The centre seat also has a lifting centre section so toddlers can safely sit there using the standard seat belt.
In essence everything except the driver’s seat can be folded forward, allowing really long items to be carried in safety. Even part of the centre console can be removed to give more space.
Volvo uses a very clever system to stow away the rearmost seat row, and this gives lots of load space as it folds down completely to give a flat load area.
Features
As to be expected from a car in the $125,000 bracket, the XC90 comes very well equipped.
The front seats are electrically-adjustable, for height as well as reach, and have memory controls so you can share the vehicle with your wife without having to re-set each time. They are also heated for those cold mornings. Also useful on cold mornings are the heated and electrically adjustable door mirrors. There is an auto dimming rear vision mirror, cruise control and a trip meter.
Climate control air conditioning includes pollen and dust filters and outlets on the B and C pillars and the CD sound system is MP3 compatible, with 12 speakers.
An alarm is standard, linked to the remote control central locking and immobiliser.
The XC90 is aimed more at the person who wants a luxurious on-road ride than the out-and-out off-roader, and it shows. The vehicle is superbly comfortable and quiet under normally operating conditions, but lets rip with a delicious V8 growl under hard acceleration. As mentioned Volvo spent a great deal of time on getting the engine to sound right, and it’s well worth taking one for a ride if you can, just for that.
Handling is very crisp, with permanent 4WD, with just a modicum of understeer if you push it hard into a corner.
However, before anything can happen all the electronic gizmos kick in, endorsing once again Volvo’s safety first policy – it comes with roll stability control, dynamic stability and traction control, electronic brake assist, anti-lock braking, side impact protection system, whiplash protection system, six airbags, three point seat belts on all seats and child booster safety seating.
This last-named is important if you’ve got kids, for it lifts the rear centre seat so a toddler can use the seat belt at the right height, and also be able to see what’s happening.
On a similar note, the extra row of rear seats is quite cramped and really only useable for any distance by kids.
Going back to driving. The XC90 comes with a very smooth and swift-acting 6-speed auto gearbox, and you’ll hardly ever feel the need to use the sequential manual option – except perhaps when you’re off-road.
Coupled to that lusty engine it gives great overtaking ability, limiting your exposure time.
This is a totally different kettle of fish.
On paper the XC90 seems to have all the right ingredients – except a low range transfer case.
However it does have an electronic AWD system, developed by Haldex, and which features what Volvo’s calls “Instant Traction”. This is claimed to provide enhanced traction on slippery surfaces.
Here’s how it works:
A non-return valve allows the engine/gearbox software to control the base torque that is programmed into the AWD system. When starting off from standstill, 80 Nm of torque is pre-charged in the system since the non-return valve prevents the unit from becoming totally drained of hydraulic fluid.
This reduces the usual wheelspin of about one-seventh of a turn that the current system permits before the power is delivered to the rear wheels.
The AWD system works together with the traction control system which Volvo gives the acronym TRACS.
TRACS operates independently on the front and rear axle. It is a starting aid that works in low speeds. If one wheel starts to spin the brake cuts in and slows it down to make sure that the wheel with the best traction gets the power.
We took the vehicle off-road on a day where there was some mud around, but not a lot, and where the grass was slightly damp.
Although one couldn’t discern lots of wheel slip during driving, after about 15 minutes a warning signal came up on the computer that the gearbox temperatures were running high and that the vehicle should be stopped for a while, presumably to rest!
This was accompanied by a discernible power loss, and we barely made it to the top of the hill where we wanted to photograph the vehicle.
When we set off again everything was back to normal, but that’s when we rued the lack of a really low ratio for going back down again. We would have been quite concerned if the grass had been wetter, since we had to brake to keep speed down.
Even though first gear locks, it’s much too high for a safe descent in slippery conditions, and we would have thought Volvo would have included a hill descent system in the V8’s repertoire. Even the Freelander, which comes from Premier Auto Group sister company Land Rover, gets one…
The XC90 V8 comes with a three years unlimited km warranty, seven years anti corrosion warranty and three years roadside assistance.
Summary
One mustn’t try to judge the XC90 as a serious off-roader. It doesn’t profess to be one, nor should it ever be treated as one. Without a low ratio gearbox it just can’t cut to the chase.
However, it does have reasonable ground clearance, impeccable manners on rough farm roads, and the ability to get anywhere a person paying this sort of price tag is likely to want to go.
We’d have no fears about taking it on a family outing into the semi-wilds, provided there wasn’t any need for low ratio.
Pity about the lack of a hill descent system, though. Given Volvo’s safety record we would have thought this would have been a MUST. .:
However, the XC90 engine bay is quite tight, thanks to the fact that firstly the engine is fitted transversely, and second, it has a structural beam network for the safety crumple zones.
So instead of taking a V8 from owner Ford Motor Company’s parts bin – and there are some very good ones, as witnessed by Jaguar, Land Rover and Aston Martin – the Volvo engineers sat down and designed their own.
And so successful is the design that it’s one of the smallest and lightest in its capacity segment.
To achieve this, firstly they chose a 60 degree angle between the two cylinder banks rather than the more traditional 90 degrees, with a balancer shaft to get rid of harmonic vibrations normally associated with a 60 degree V8.
Then they bolted all the ancillary units such as the alternator directly onto the engine itself without any space-stealing brackets. They fitted the starter motor above the transmission for the same reason.
And the exhaust camshafts are driven by secondary chains running off the inlet camshafts, saving even more space.
The coup de grace was to offset the left-hand cylinder bank half a cylinder ahead of the right bank, contradicting normal practice in the automotive world. It’s not the first time it’s been done – Volkswagen does it with the VR6 – but it IS for a V8.
In this way they retained Volvo’s legendary safety, but with 232 kW had the ability to take on their main price competitors, notably the VW Touareg V8 and the BMW X5 4.4 – though both now have more power, the VW by getting direct fuel injection (FSI) and the latter superseded in NZ by the latest (and more powerful) 4.8i version.
And the XC90 is no shrinking violet, either, and until the advent of the latest X5 and the Audi Q7 was among the largest of the European 4WDs. As it is its overall length of 4.8 metres allows the option of either five or seven seats, the latter making it a great Mom’s taxi.
Styling
From nose to tail the XC90 looks every bit a rough and tough 4WD machine. The front styling is rounded and businesslike, with a chromed grille surround and air intake, plus large lights, accentuating the “mean” look, while an insert under the bumper made of thin stainless steel and made to resemble a sump guard adds to the appeal. There are also front fog lights and headlight washers
The silver roof rails make the vehicle look taller than it is – although it IS already quite large – and this suggests it’s shorter than it actually is. To put the length into perspective, it’s 285 mm shorter than the giant Audi Q7, and only slightly longer than the VW Touareg.
The XC90 V8 sits on 18 inch alloy wheels and there are colour co-ordinated wheel arches.
Rear styling is big and bold, too, with huge tail-lights visible from far away, yet mounted high on the tailgate surround so they aren’t easily going to get bashed.
Again, there’s an imitation protector plate under the back of the vehicle, and a rear spoiler
Inside it’s all luxury.
The dashboard is clean and well-designed with a simple binnacle containing speedo and revcounter as well as fuel and temperature gauges.
The centre section has aircon and audio system controls, and there is a multitude of buttons, but everything is logical and easy to operate.
It’s easy to get comfortable, with reach/height adjustment of the steering column as well as electric adjustment of the driver’s seat, while the leather-rimmed steering wheel has satellite controls for the cruise control, sound system and the built-in “privacy” phone.
Versatility is a keynote, and the centre row of seats is also configured so each seat can move backwards or forwards to enlarge rear legroom or load space, as required. The centre seat also has a lifting centre section so toddlers can safely sit there using the standard seat belt.
In essence everything except the driver’s seat can be folded forward, allowing really long items to be carried in safety. Even part of the centre console can be removed to give more space.
Volvo uses a very clever system to stow away the rearmost seat row, and this gives lots of load space as it folds down completely to give a flat load area.
Features
As to be expected from a car in the $125,000 bracket, the XC90 comes very well equipped.
The front seats are electrically-adjustable, for height as well as reach, and have memory controls so you can share the vehicle with your wife without having to re-set each time. They are also heated for those cold mornings. Also useful on cold mornings are the heated and electrically adjustable door mirrors. There is an auto dimming rear vision mirror, cruise control and a trip meter.
Climate control air conditioning includes pollen and dust filters and outlets on the B and C pillars and the CD sound system is MP3 compatible, with 12 speakers.
An alarm is standard, linked to the remote control central locking and immobiliser.
The XC90 is aimed more at the person who wants a luxurious on-road ride than the out-and-out off-roader, and it shows. The vehicle is superbly comfortable and quiet under normally operating conditions, but lets rip with a delicious V8 growl under hard acceleration. As mentioned Volvo spent a great deal of time on getting the engine to sound right, and it’s well worth taking one for a ride if you can, just for that.
Handling is very crisp, with permanent 4WD, with just a modicum of understeer if you push it hard into a corner.
However, before anything can happen all the electronic gizmos kick in, endorsing once again Volvo’s safety first policy – it comes with roll stability control, dynamic stability and traction control, electronic brake assist, anti-lock braking, side impact protection system, whiplash protection system, six airbags, three point seat belts on all seats and child booster safety seating.
This last-named is important if you’ve got kids, for it lifts the rear centre seat so a toddler can use the seat belt at the right height, and also be able to see what’s happening.
On a similar note, the extra row of rear seats is quite cramped and really only useable for any distance by kids.
Going back to driving. The XC90 comes with a very smooth and swift-acting 6-speed auto gearbox, and you’ll hardly ever feel the need to use the sequential manual option – except perhaps when you’re off-road.
Coupled to that lusty engine it gives great overtaking ability, limiting your exposure time.
This is a totally different kettle of fish.
On paper the XC90 seems to have all the right ingredients – except a low range transfer case.
However it does have an electronic AWD system, developed by Haldex, and which features what Volvo’s calls “Instant Traction”. This is claimed to provide enhanced traction on slippery surfaces.
Here’s how it works:
A non-return valve allows the engine/gearbox software to control the base torque that is programmed into the AWD system. When starting off from standstill, 80 Nm of torque is pre-charged in the system since the non-return valve prevents the unit from becoming totally drained of hydraulic fluid.
This reduces the usual wheelspin of about one-seventh of a turn that the current system permits before the power is delivered to the rear wheels.
The AWD system works together with the traction control system which Volvo gives the acronym TRACS.
TRACS operates independently on the front and rear axle. It is a starting aid that works in low speeds. If one wheel starts to spin the brake cuts in and slows it down to make sure that the wheel with the best traction gets the power.
We took the vehicle off-road on a day where there was some mud around, but not a lot, and where the grass was slightly damp.
Although one couldn’t discern lots of wheel slip during driving, after about 15 minutes a warning signal came up on the computer that the gearbox temperatures were running high and that the vehicle should be stopped for a while, presumably to rest!
This was accompanied by a discernible power loss, and we barely made it to the top of the hill where we wanted to photograph the vehicle.
When we set off again everything was back to normal, but that’s when we rued the lack of a really low ratio for going back down again. We would have been quite concerned if the grass had been wetter, since we had to brake to keep speed down.
Even though first gear locks, it’s much too high for a safe descent in slippery conditions, and we would have thought Volvo would have included a hill descent system in the V8’s repertoire. Even the Freelander, which comes from Premier Auto Group sister company Land Rover, gets one…
The XC90 V8 comes with a three years unlimited km warranty, seven years anti corrosion warranty and three years roadside assistance.
Summary
One mustn’t try to judge the XC90 as a serious off-roader. It doesn’t profess to be one, nor should it ever be treated as one. Without a low ratio gearbox it just can’t cut to the chase.
However, it does have reasonable ground clearance, impeccable manners on rough farm roads, and the ability to get anywhere a person paying this sort of price tag is likely to want to go.
We’d have no fears about taking it on a family outing into the semi-wilds, provided there wasn’t any need for low ratio.
Pity about the lack of a hill descent system, though. Given Volvo’s safety record we would have thought this would have been a MUST. .:
