Volvo XC90 V8 2007 Review

Road Test

Overall rating: 3.5/5.0
Engine/Drivetrain/Chassis: 4.0/5.0
Pricing/Packaging/Practicality: 4.0/5.0
Safety: 4.5/5.0
Behind the wheel: 3.5/5.0
X-factor: 3.5/5.0

You only need three statistics and the imagination of a bush fly to work out the Volvo XC90 V8's mission in life. The stats are 4.4-litres, 235kW and 440Nm -- the key vitals of the V8 BMW X5. Comparable figures for Volvo's most expensive and lavish new SUV family wagon are: 4.4-litres, 232kW and 440Nm.

Volvo is hoping that after making the comparison, you will find the fully-equipped XC90 V8, with the bonus of seven seats and a saving of almost $30,000, is a compelling choice.

A Volvo wagon was once a car Aussies could take almost anywhere while ensuring its precious cargo had a better chance of survival than most. Initially, the XC90 appeared to be a return to these values which once made Volvo so popular Down Under.

It was a perception backed by several US awards as the safest SUV of all, with the XC90 offering every electronic anti-roll and anti-crash device available at the time. The armory (still) includes full curtain airbags and exceptional third-row seat crash protection. This exploits the rear tyres and wheel arches as side impact protection positioning both third-row seats well inside the vehicle's side and rear crash zones. Classic Volvo details such as the integrated second-row child's booster cushion are also featured.

Developed from Volvo's own P2/S80 platform (it was never a Ford, as some suggest -- the US-market Ford Five Hundred and Freestyle that share this platform followed later), the original XC90 was somewhat dull to drive, however. Quality also took a dive with some questions raised about reliability. Because this impacted on its acceptance in the US market (the car's primary target), Volvo moved swiftly while tidying up the appearance. This 'new' XC90 is the result.

Thus Volvo's impressive new V8 engine has brought with it improvements to the XC90 and it is worth making the comparison with the BMW X5 if you are serious about buying the best and quickest of the high-end SUV models. There is also a suggestion that the XC90 V8 will deliver a fuel economy advantage over its Germanic equivalent -- even if most buyers who opt for a petrol V8 over its diesel alternatives dismiss this as academic.

Along with the V8 engine and new drive set-up (see below), the updated XC90 offers big improvements inside the cabin with real wood throughout the dash, doors, steering wheel and gear lever knob. There is a no-cost choice of brushed aluminium and lashings of leather.

Like most of the current crop of Volvos, the XC90's dash layout is neat, easy to read and the dual climate control with B-pillar ventilation outlets works well. There are 12-volt outlets spread throughout and the cabin is better served for storage and cupholders than most Europeans.

The standard Premium sound system with its Alpine/Bang & Olufsen input and 12 loudspeakers is something to be experienced.

Rear park assist is standard while the pop-up screen for the optional SatNav and reversing camera is a neat solution to increasing complexity in dash design. Volvo claims that the hard drive for its SatNav is better than the CD-driven systems.

But it's the improvements in the way the XC90 V8 drives and feels that are so comprehensive that it could be a new model. The response and sound of the new V8 is something else. Its ride and handling balance may suit some families better than the X5 too.

Cheaper front-drive-based SUVs seem to be forever hunting up and down their transmissions because front-drive usually dictates short stroke engines with not enough torque.

Although Volvo's inline petrol engines are torquier than usual, their long stroke rear-drive origins force them to hang low in a front-drive application hence there is some vulnerability of their sumps. Volvo (or more correctly Yamaha, which did the development work) started from scratch, designing this new V8 specifically for the XC90 to give it extra clearance, short front overhang and extra crash safety from its transverse mounting.

Thus it has a 60-degree V-angle instead of the usual 90-degrees which allows a longer stroke without the engine poking through the grille or into the cabin. Balancer shafts counter vibration and each bank is only offset by half a cylinder, not a full one, leading to a compact 754mm length/635mm width and a weight of just 190kg. It is a philosophy that VW has also embraced with its high-torque, narrow angle ‘VR'-engines.

The proof of the success of the design is in the driving. The XC90 has that lazy, creamy, smooth feel and seductive burble that only a good V8 can generate. And with no less than 370Nm at just 2000rpm, step off is rapid. This torque figure is also enough to make most diesels look silly hence a 0-100km/h claim of 7.3sec and a combined fuel figure of 13.5lt/100km -- both outstanding for a 2102kg vehicle laden with luxury and safety equipment for seven.

We achieved an overall figure of 15.3lt/100km but we do admit to opening up the sonorous V8 at every opportunity. The 80-litre tank offers a good range even at this rate. And if ever there was a transverse V8 drivetrain waiting to power a mid-engined supercar, it's this one. That includes the Aisin six-speed auto which impresses with its smoothness and intuitive nature. The drivetrain is more than a match for the braked 2250kg towing capacity.

In the V8 Volvo has also introduced a new all-wheel drive system called Instant Traction. Early Volvo AWD systems weren't terribly effective when you had to switch off the traction control to get them to engage rear-drive decisively, but the XC90 V8's new Haldex system is streets ahead. It needs to be when the new V8 has the grunt to light up the front tyres.

The latest set-up always feeds 80Nm to the rear wheels as a starting point and no longer requires wheelspin before drive is fed to the rear. Maximum torque to the rear wheels has also been increased by 50 per cent.

Though this is still not enough to give the XC90 V8 the same rear-drive feel and balance of the BMW X5, it is as good as it gets with a design that starts as front-wheel drive. Indeed, between the V8 grunt, responsive auto and improved handling, the XC90 V8 offers enough even for a keen driver to justify the big ticket outlay.

Unlike the current X5, the XC90 has a space saver spare to free up space for the third row seat. The standard hoops are whopping 235/60s on 18 x 7-inch alloy rims. Despite some mild harshness at low speeds, the wheel and suspension package delivers a surprisingly relaxed ride over most surfaces. Although the X5 is a tad better at suppressing initial ride harshness with similar-sized wheels and tyres, it has a much firmer feel overall.

As luck would have it, I had my once-a-year puncture while the big Volvo was on test. The culprit was the dreaded hex-headed self-tapper that winds itself into the tread and causes the tyre to go flat after you remove it. 

The XC90 wheel attachment is similar to an old Beetle where the entire wheel stud is removed which leaves nothing to hang the big, heavy wheel on while you try to line up the holes. It's heavy work – even for a fit male.

The tyre's size and weight gave me a clearer picture on why manufacturers are on a mission to get rid of the full-sized spare. To make matters worse, the XC90's jack was difficult to remove from its storage and it's worth checking out how it all works before you face an emergency as the instructions posted for use are not all that clear.

DIY wheel changing aside, the XC90 V8 is a tremendously attractive package. Yes, it may still fall short of the X5's sublime, integrated benchmark feel but the gap has narrowed substantially. And let's face it $30K ain't hay!