Volvo XC90 2003 Review

What we liked
>> Styling: a Volvo that works
>> Interior: ergos and top kit
>> Flexibility: room for kids and more

Not so much
>> Autobox: handicaps T6 variant
>> Space-saver spare: in a 4WD?
>> Seats: flat and lacking lateral grip

OVERVIEW
July 2003 is Volvo's turn in the limelight via the local launch of the company's first true presitge 4WD, the XC90. It's aimed squarely at the Honda MDX, Lexus RX330 and soon-to-arrive Volkswagen Touareg and at first glance looks like anouther conventional two-box, high-stance AWD wagon. A true seven-seater, it enters the market in two variants, each powered by turbocharged engines.

Volvo contends this vehicle is the first of the new generation of 4WDs: safer for occupants and other road users; better packaged delivering advantages over similarly sized sedans and wagons; and more environmentally friendly.

Australian customers will get the choice of two XC90s. At the premium 4WD entry point (currently just under $70,000) is Volvo's five-cylinder 2.5T, while $82,950 gets you the range-topping XC90 T6. All prices correct at time of writing (July 2003).

Both of the above prices refer to five-seat versions. That said, 60 percent of the 700 XC90s Volvo Australia will import this year will be seven-seater versions -- a $5100 option on both models.

FEATURES
There's no shortage of equipment onboard the XC90, and both the 2.5T and T6 come handsomely -- and competitively -- equipped. Think electric everything and you'll be half way there.

All textiles and leather used in the XC90 are certified free from hazardous and allergenic substances and occupants also benefit from an automatic Interior Air Quality System which incorporates pollen traps and an active carbon filter.

Environmental concerns were high on Volvo's priorities when developing the XC90. Both engine variants meet North American Ultra Low Emission Vehicle (ULEV) standards, the 2.5T also satisfys the more stringent ULEV II. Both XC90s easily meet Euro 4 emissions levels.

COMFORT
The XC90 boasts the longest wheelbase and widest track in its class. It's on par with Honda's MDX in outright space, easily betters the RX330 and gives the X5 a run for its money, especially in terms of second row comfort. Of course, the BMW does not have a seven-seat option, and Mercedes charges an extra $1890 the third row.

Volvo prides itself on its seats (heated or otherwise) and while the range of adjustment is commendable (both in the case of the all-electric T6 seats and electric/manual mix of the 2.5T), this tester found the pews a little flat and lacking in lateral support.

The real strength of the XC90, however, is the versatility of the interior. The seven seat option also brings with it sliding second row seats that deliver additional options. Family buyers will like the child's booster seat incorporated in the centre section of the second row, which can be slid forward to place junior in easy reach.

The third row folds completely out of sight for added luggage room. If your luggage requirements are still greater then you can do the same with the second row, and even the front passenger pew. Volvo claims nearly 3.0m of clear length in this configuration.

SAFETY
A left hand drive version of the XC90 scored five stars in Euro NCAP testing. Space precludes us from listing everything in detail here but all the normal Volvo features are included: WHIPS (whiplash protection), SIPS (Side Impact Protection System), ABS, DSTC (Dynamic Stability and Traction Control) and emergency brake assist are all standard equipment.

Of special interest are the mix of measures incorporated into the XC90 because of its vehicle type. Roll-over Protection System (ROPS) tackles the problem of the 4WD's inherent high centre of gravity via electronic Roll Stability Control (RSC). The DSTC system is activated to reduce engine power and brake one or more wheels until stability is regained.

In a claimed world first, the XC90 is 'friendlier' to traffic than other high-set 4WDs in the event of collisions. This is thanks to a lower front cross member which is positioned at the approximate height of a normal car's bumper and aimed at crumple zones to set off airbags, also helping to prevent the car from submarining under the XC90.

By the way, the seven seat option is more than just a row of seats. The option pack includes proper lap/sash belts - all with pretensioners - and upgrades to the curtain airbags, as well as extra face level rear vents and an extra aircon unit.

MECHANICAL
The top of the range T6 is powered by Volvo's 2.9lt twin-turbo six-cylinder petrol unit, boasting a peak of 200kW at 5200rpm and 380Nm of torque from 1800-5000rpm. In charge is the four-speed adaptive Geartronic automatic transmission, complete with Winter (low traction) and true manual (no upshift or kickdown) modes.

The XC90's base five-cylinder, single-turbo engine produces 154kW of power and 320Nm of torque available through 1500-4500rpm. This unique five-cylinder powerplant is mated to a five-speed version of Volvo's adaptive Geartronic autobox.

Volvo claims the XC90's 4WD system is one of the most advanced on the road today. The Haldex II 'on-demand' setup is an electronically-controlled, hydraulically-actuated mechanical system which interfaces with traction and anti-skid technologies to 'intelligently' assess, then deliver, each wheel's drive needs.

In normal on-road operation drive is delivered to the front wheels just like the rest of the Volvo range. However, as road conditions (grip levels, cornering load, etc) change, the new system can deliver up to 65 percent of available power to the rear wheels.

The XC90 is not designed as an off-road vehicle, and is actually based on the same chassis as the S60, V70 and S80. Suspension up front is conventional MacPherson strut while at the back a multi-link set-up is isolated from the unitary body by a subframe for a quieter ride. Volvo claims the XC90's ground clearance of almost 220mm is best in class.

Braking is via four-wheel discs with antilock and emergency assist technology. Both 17 and 18-inch wheel options are offered, the latter standard on the T6 but a pay-to-play option on the 2.5T. The tyres fitted to the launch cars appeared to be more at home on road than dirt track and two punctures were suffered at the launch. The incidents highlighted Volvo's shortsighted decision to equip the car with a space-saver spare only.

Adding insult to the injury of having to limp home is the fact that, if the luggage area is full, one of you will spend the trip nursing the offending, and very dirty, full-size hoop.

COMPETITORS
The Volvo's going to be a runaway success whatever we write here but arguably the maker has some work to do on suspension refinement and overall performance. On the flip side interior flexibility and equipment levels are real assets to be considered.

With only Volkswagen to go as far as new releases are concerned, the SUV state of play is: grace - X5; space - MDX and XC90, lineball; pace - Cayenne, but you pay for it.

ON THE ROAD
Our initial judgment on the Volvo's on-road performance is that it's a little underdone and certainly not the X5-beater some overseas pundits would have you believe.

Fuss-free around the 'burbs, the XC doesn't fare quite as well when the bitumen stops and the dirt starts. The test route included some moderately pot-holed secondary dirt roads, and there was plenty of bashing and crashing up front and even a bit of steering rack rattle to go along with it.

The steering is for the most part pleasantly weighted, if a little lacking in feel. It loaded up rapidly when pushing on -- though how many buyers this will concern is debatable.

As is often the case with Volvos, ABS and DSTC both come into play early -- often surprisingly so even on clean bitumen. On a greasy downhill track both systems were overzealous and even deactivating the traction system did not improve things, but an offroad course prepared for the release the XC90 demonstrated its good ground clearance and approach and departure angles, as well as the success of the traction systems at low speed.

Straightline performance in both versions is good but not startling. The 2.5T's 46kW power handicap is not as apparent on the road as the specs sheet would suggest, thanks to its well-matched five-speed automatic gearbox.

Unfortunately, the T6 is hampered by a huge gap between the first and second gears (second's good for over 135kmh) of its four-speed box.

This is especially apparent when overtaking slow vehicles, when the one-two shift drops the engine just out of its sweet zone.

Volvo says the five-speeder won't fit due to the transverse-mounted inline six's width. With five and soon six speed automatic gearboxes becoming the norm, it's our opinion that the maker needs to find a way to make it fit.

BOTTOM LINE: Very practical, user friendly soft-roader that rivals the best in class on road.

There is a hell of a lot of choice in this market now but if there is one thing that stands out about the Volvo, it is practicality. It is one of the larger SUVs in this group and it seems every centimetre of the interior has been thought over very carefully before committing it to production. Depending on the passenger load, the car can be switched from a seven-seater with a reasonable amount of luggage space, to a single-seater with a near three-metre load length and close to flat floor from the second row back, in less than a minute. Apart from its versatility, the interior also boasts intuitive and easy to operate controls for the very long list of standard equipment, ensuring that the driver spends most of the time concentrating on the driving.

Despite its size, the XC90 handles surprisingly well with good body control, while the ride over most sealed surfaces is comfortable and compliant. The steering is reasonably weighted but lacks a bit of feel and the extensive array of traction control systems and the on-demand electronically controlled four-wheel drive system, ensure grip is never a problem. We didn't, as most drivers won't, go off-road but spent most of our 320km commuting around the suburbs and freeways of Melbourne.

The only let down in the car is its driveline. The T6 twin turbo engine is combined with an older, four-speed automatic transmission due to space constraints and this limits the power delivery. Despite having 380Nm on tap from as low as 1800rpm, the T6 is not quick off the line and feels strongest in the mid range. With a quick shift into second, the engine is revving below its best and with a heavy 2.1 tonnes to haul, it actually feels a little sluggish. Once on the move however, it is a refined and fairly smooth unit that is quiet at highway cruising speeds. With the combination of weight and the seemingly mismatched tranny/engine, the XC90 is also quite thirsty around town. In our test, the car's trip computer recorded an average fuel consumption of 15.5l/100km after 320km at an average speed of 48kmh.