Volvo XC90 T6 Inscription 2015 Review - International

Volvo's drive program for the global launch of the new XC90 left what was arguably the best for last. On the second day of the program we finally drove the petrol-powered XC90 T6, trimmed to the level of the Inscription grade.

Despite the T8 hybrid being the power performer in the range, there's a certain purity about the way the T6 delivers its power that's lacking in the admittedly clever petrol/electric hybrid model. Volvo has developed the 2.0-litre T6 engine in-house, bolting up both a supercharger and a turbocharger to force-feed air into the engine. It makes for mind-reading response times and a certain character not present in the other two engine options in the Australian-spec range due to go on sale from August this year (2015).

At various speeds and under differing loads, the engine has a German timbre to it, lacking the bass note of a French or Italian car, but sporty nonetheless. Relatively refined, it does sound a little thrashy high up in the rev range.

The whole drivetrain is transformed by selecting Dynamic mode from the Drive Select system. Suddenly on the boil, the long-stroke engine provides immediate response just a nervous twitch away. From a standing start the petrol engine builds torque at an unseemly rate, such that I cannot recall a forced-induction four-cylinder of this displacement so utterly free of lag. The secret lies in the engine's supercharger, which is hard at work while the turbo is still climbing out of bed. It's probably the XC90's outstanding party trick – and why the T6 variant is a better option in my view, than the slightly snoozy D5 diesel.

While the diesel is little different in its various drive modes, the T6 petrol engine and its Aisin automatic transmission fairly sparkle in Dynamic mode. The auto transmission remains chilled and unfussed whatever mode it's operating in, when coupled to the D5 engine, but matched to the T6 powerplant it undergoes a Jekyll/Hyde metamorphosis in Dynamic mode. Swift changes are snapped out as the petrol engine pumps earth-moving levels of torque to the four drive wheels. The aggressive shifts might not be to everyone's liking, but there's no doubt the auto transmission means business.

Fuel consumption over a 120km drive route averaged 12.7L/100km, according to the trip computer. During the drive the XC90 was being given some stick – in Dynamic mode – and frequently pushed up to 120km/h freeway speeds. The idle stop-start system, which helped keep fuel consumption low around town, was so unobtrusive it was quickly forgotten after a short time.

Comments concerning the XC90's ride and handling for the D5 variant tested earlier also apply to the T6, although the steering does seem somewhat more precise and communicative in the petrol model's Dynamic mode.

Similarly, the T6 shares the D5's packaging traits. Second-row seat accommodation is more than adequate for adult occupants, with face-level vents in both the B pillars and the rear of the centre console to serve the three passengers effectively.

Climbing into the third row is easier for kids than adults, but I was able to squeeze in back there. Headroom was marginal and kneeroom was even more restricted unless the squab of the second-row seat in front was adjusted closer to upright. Once that was done, there was a little more wriggle room available for adults.

Obviously, depending on which family member is seated where, it should be possible to find enough space for the whole family. To give one example, little kids in the third row will enjoy room to spare with the second-row seats slid forward a little without encroaching too much on knee-room for the teenagers seated there.

Mention has been made in the earlier review of the XC90 concerning the Audi-like seat adjustment dial, which is operable through the Sensus Connect display. Three types of adjustment are provided through this system, for each of the front seats: side bolsters, lumbar and cushion (base) length. I found the side bolster adjustment to be particularly helpful.

Most of the functions displayed and operated through Sensus Connect are easily understood after explanation and time to assimilate the information. Not all the functions were necessarily easier to use through Sensus, however. To adjust the head-up display to suit your line of sight, for example, requires you, the user, to know to swipe the Sensus display to the right to find the settings icon for the HUD, pressing it and adjusting the HUD using arrowed buttons on the right spoke of the steering wheel, before pressing the 'OK' button to complete the adjustment. Other prestige brands just use a scrolling wheel in the dash.

Even Volvo technical staff members were forced to admit defeat with more advanced user-operated functions, telling us the question would have to be referred to someone else.

And the Park Assist Pilot remained a relatively complicated process that we did finally master in the T6. The XC90's system seems less sophisticated, but harder to use than some.

Other advanced driving aids sampled included Lane Assist, which did usually keep the Volvo constrained within the line markings on Spain's road, but would relinquish control back to the driver after a brief time. The system experienced the same problem keeping the car positioned correctly in the lane that both drivers did. It would meander around, 'tacking' between the lines marking out the lane. We've seen Benz and Honda systems manage to keep cars tracking straight within the lines.

The co-driver, while experimenting with Lane Assist, triggered the driver fatigue alert, despite not feeling tired as such. The car had clearly decided his testing of the Lane Assist system was a sign that fatigue had set in.

Overall, the XC90 T6 impressed. The engine is something of a cracker, without a doubt. And the rest of the car is stylish and well equipped, like the other variants in the range.