On its air suspension (a $3760 option) and 21-inch wheels, the D5 looked even better at a standstill than the steel-sprung T6 on 20s. Gradually, however, the cabin’s freshness began to wear off, thanks to the presence of the Q7.ĭespite the XC90’s overall effectiveness, and its supportive seats continuing a fine Volvo tradition, its detail design lacked the Audi’s aura of expense. The front cabin initially dazzled with its excellent surfacing, tactile materials, crisp digital dash and that ‘Tesla reaction’ 12.3-inch centre touchscreen. Thanks to the packaging benefits of the plastic transverse leaf spring rear suspension, the XC90 backed that up with admirable luggage space. Voluminous third-row air vents to add to the adult-friendly roominess. It was easy to get into and comfortable, and its closer-to-centre positioning meant a clear view ahead.
The XC90 immediately impressed with its interior, especially that third seat row. The petrol XC90 T6, here in entry-level Momentum trim producing 235kW/400Nm, shares the diesel’s 1969cc capacity and eight-speed automatic gearbox. The D5 Inscription, XC90’s mid-spec starting at $96,950, is powered by an all-new 2.0-litre turbo-diesel making 165kW and a solid 470Nm from 1750-2500rpm. The XC90’s exterior was designed by a German, its interior by a Brit, and the two shining black beauties supplied by Volvo were lauded for their style, both inside and out. Despite COTY’s clear brief that we focus on the five criteria, direct comparisons between the two SUVs were inevitable. Volvo’s XC90 was one of a pair of big SUVs to progress beyond stage one – the other being Audi’s Q7. With a new platform, engines and in-house development from the ground up, this is Gothenburg’s chance to prove that it can produce a genuinely world-class car under its Chinese owner, Geely. Impressive SUV takes Swedes to higher ground.
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