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The core design of the XC90 has not changed much since Volvo launched the SUV back in 2015 and introduced it locally in 2016. It marked a huge turning point for Volvo then, pushing style and technology to the forefront and helping elevate Volvo as a more premium brand.
Inside there’s more evidence of Volvo’s progressive evolution. Yes, you can still get Nappa leather on the Inscription, but Volvo also offers a wool-blend upholstery option that looks and feels far more special. It leaves the automaker’s comfortable, superbly-adjustable front row chairs looking more like high-end Danish furniture, particularly with the subtle Swedish flag logos stitched in. Really, the only reason not to go for it is that you can’t, for some reason, have ventilated front seats if you don’t get the leather trim.
There’s seating for seven, with the third row unsurprisingly feeling a little unwelcoming for anyone other than perhaps a child. Behind that third row there’s enough cargo space for an overnight bag; drop it, and that expands to a boot that’s significantly more usable.
The Inscription trim gets four-zone climate control, a panoramic moonroof, power front seats with heating, a Harman Kardon sound system, a wireless phone charger, and ambient lighting. The optional heated steering wheel, and heated wiper blades as well as a 360-degree camera and head-up display came baked into our test model.
Inside there’s more evidence of Volvo’s progressive evolution. Yes, you can still get Nappa leather on the Inscription, but Volvo also offers a wool-blend upholstery option that looks and feels far more special. It leaves the automaker’s comfortable, superbly-adjustable front row chairs looking more like high-end Danish furniture, particularly with the subtle Swedish flag logos stitched in. Really, the only reason not to go for it is that you can’t, for some reason, have ventilated front seats if you don’t get the leather trim.
There’s seating for seven, with the third row unsurprisingly feeling a little unwelcoming for anyone other than perhaps a child. Behind that third row there’s enough cargo space for an overnight bag; drop it, and that expands to a boot that’s significantly more usable.
The Inscription trim gets four-zone climate control, a panoramic moonroof, power front seats with heating, a Harman Kardon sound system, a wireless phone charger, and ambient lighting. The optional heated steering wheel, and heated wiper blades as well as a 360-degree camera and head-up display came baked into our test model.
The Volvo XC90 T8 Recharge combines a familiar engine – a turbocharged, supercharged 2.0-litre in-line 4-cylinder petrol engine – with an 8-speed automatic transmission – and an electric motor. The total system power delivery is 300kW and 640Nm of torque. How does it all work, you may ask? Effectively, the petrol engine delivers power to the front wheels, while the electric drive is reserved for the rear wheels.
As a luxe SUV, the XC90 still holds up nicely. Pickup is immediate, thanks to the electric jolt, and even at highway speeds, things are quiet and smooth. While you can lock the drivetrain into EV-only mode, or always-on AWD, things seem to work best when you leave the hybrid to figure itself out. There’s no weird transition between the two power types, and the same goes for the braking, which blends regeneration with traditional discs to maximize the amount of juice going back into the battery.
That little squirt of EV power keeps the XC90 feeling perky, even if its comfort-focused handling means corners are better taken at a more leisurely pace.
Unsurprisingly, there are some hybrid-specific headaches that come standard with the T8. At 11.6 kWh the li-ion pack tucked into the XC90 T8 Recharge isn’t exactly huge, especially when you consider the roughly 2,300 kilograms curb weight. I can’t say there’s a huge economic advantage here, either, but it’s worth having realistic expectations should you be opting for a PHEV.
Approach the XC90 T8 Recharge as a plug-in hybrid first, and there are a fair number of compromises to accept. The reality is that big SUVs like this struggle to go green because physics is stubborn and batteries are still heavy, and expensive. Best case scenario? About 50km of EV driving. Whether all that is worth the R1.5m sticker price, well, that’s another big question.
Words: Papi Mabele
Images: Volvo Cars
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