2009 Volvo XC90: Supersized SUV comes up a little short

XC90 disappoints because of price, interior and power

Aug 01, 2009

Special to the Star

I always try to be objective about the vehicles I drive, but I'm only human. Every now and again, I meet one that, for whatever reason, I simply don't like. In this case, it's the Volvo XC90.

It's got some strong points, but overall I find it pricey, thirsty, cumbersome and bland. Really, unless you absolutely need the XC90's available third-row seating, I can't see anything that other two-row Volvo models won't do much better – such as the V70 or all-wheel XC70 station wagons, or the nice-sized, great-driving, all-new XC60, a vehicle I simply adore.

I've driven the six-cylinder XC90 before; this time around, I had a seven-passenger V8 model with sporty R-Design package. There are eight XC90 variations for 2009: a 3.2 L inline six-cylinder with five- or seven-passenger seating; 4.4 L V8, in 5-or-7; and those four choices with the R-Design.

The base six-cylinder is $48,595, the base V8 $63,595. My top-of-the-line model clocked in at $70,595, before a further upgraded stereo and Luxury Package (rear parking assist, power rear child locks, motion sensors and xenon headlights that turn with the wheels) brought the price to $73,895.

U.S. buyers can choose front-wheel drive, but Canadian models are strictly all-wheel. The system runs primarily in front-wheel, but can transfer up to 50 per cent power to the rear if necessary. It's a surefooted system, especially in winter if you add a set of season-specific tires.

The XC90's unibody construction, three-row seating and V8 propulsion are a rare combination; identical configurations are limited to the $75,100 Audi Q7 with 4.2 L V8 and the Mercedes-Benz GL-Class, which comes with 4.7 L or 5.5 L V8, for $79,900 and $88,600, respectively. Most eight-cylinder three rows are rougher, tougher and truck-based, such as the Cadillac Escalade, Chrysler Aspen, Infiniti QX56 and Lincoln Navigator.

Move down to a six-cylinder, three-row AWD and you're in a crowd with prices ranging from the $36,995 Suzuki XL7 to the $69,000 diesel GL-Class. The XC90's six-cylinder lowers the price, but it's woefully underpowered. The V8 loves fuel, but does return very smooth and spirited performance and, unlike many premium nameplates, is fine with 87-octane.

The R-Design package adds quite a bit: sport suspension, spiffy 20-inch rims that are an inch larger than the V6 model's, upgraded upholstery, water-repellent side windows, integrated child booster seat, dual exhaust (which sounds great when you're moving but drones annoyingly at idle), lovely metallic blue gauges, and R-specific grille, interior trim and side mirrors, which are too small. Perhaps that's why BLIS – Blindspot Information System, which flashes a warning light when traffic is alongside – is also standard on the package.

The sport suspension and big wheels play havoc with the XC90's otherwise nice ride; it's harsh and hits the bumps hard. It goes where you point it, but steering feel is numb and the turning radius is too wide to easily swing around small parking spaces. Working my way through downtown Toronto traffic, the XC90 simply felt cumbersome.

The interior is impeccably fitted and the seats are comfortable as well as handsome. I hate rain-sensing wipers, which never work properly in drizzle, including these. So I love that Volvo's automatic wipers are an extra button on top of regular, work-every-time variable intermittent. The centre stack looks good, and I like the little stick-figure drawing, which adorns the control for the heater vents. When you touch the figure's head, torso or feet, or any combination, the vents respond accordingly. But other controls are small, fiddly, or non-intuitive. For this being a safety-oriented brand, it requires too much attention away from the road.

Standard on R-Design and optional on others, the second row's middle position contains an integrated child booster seat. Remove the back of the centre console and slide this seat forward, and parents up front can easily reach the child. Full-size passengers will also be comfortable in the second-row seats, but as with most three-row vehicles this size you'll only be the carpool of choice if your friends are jockeys.

Cargo management includes a two-piece liftgate, and a flip-up floor panel with bag hooks to corral groceries. The third row folds by sliding the cushions out of sight then dropping the backrest, but only by reaching over the second row; they're inaccessible from the rear. The cargo area is 50-cm long, opening to 116-cm long with the third row down, and to 190 cm with the second row folded. The front passenger seat can be leaned forward to the dash, so items up to 225-cm long can be carried.

In its favour, the XC90 is handsome, the V8 is awesome, it's freight-friendly, and has a lovely interior. But I can't get past the bland driving experience, 15.8 L/100 km (18 m.p.g.)and the fact that I just can't see almost $74,000 worth of vehicle here. I can load up a turbocharged 2010 XC60 with all the bells and whistles, including a tech package that will all but drive the car for me, and I'm still over $14,000 ahead. The XC90 gets a refresh for 2010, and a makeover after that. Maybe then it'll win my heart, but for now it stays off my list.

Toronto Star