Short Take Road Test
For nearly 50 years a family Volvo was more than likely a station wagon. Volvo still builds excellent wagons, but today's families inevitably gravitate towards SUVs, and Volvo shoppers the XC90. Most of us here have a soft spot for the wagons—two editors have actually spent their own money on Volvo wagons—but the larger, more cumbersome XC90 has never inspired much passion in us. In its first comparison test (The Bradsher Bunch, January 2003) an XC90 tied with a Lincoln Aviator for fifth place in a field of eight sport utilities, not exactly a triumphant debut.
When it went on sale in 2003 the XC90 could be equipped with either a turbocharged 2.9-liter inline-six with 268 horsepower or the base turbocharged 2.5-liter five-cylinder engine with 208 horsepower. Both engines distinguished themselves by barely being able to stir the soul, or the automatic transmission fluid for that matter, fortunately both are now dead. In the aforementioned comparo the turbocharged six ambled its way from 0-to-60-mph in 8.5 seconds and through the quarter-mile in 16.5 seconds at 87 mph. We haven't yet tested the six-cylinder's replacement, the 311-horsepower XC90 V-8, but we did have the chance to flog the XC90's new base engine.
Replacing the droning and underpowered 208-horsepower five-cylinder is a 3.2-liter inline-six cylinder with 235 horsepower and 236 pound-feet of torque—this engine will be shared with the upcoming Land Rover LR2. Coupled to a six-speed automatic with a very short first gear the new six will step smartly away from a stop. Unfortunately, at speeds above 50 mph the engine struggles to motivate the XC90's 4786-pounds and all-wheel drive system. At the test track the XC90 returned a 0-60 time of 9.1 seconds and a longish quarter-mile time of 17.0 seconds at 83 mph.
It's unfortunate that the 3.2-liter six has to be flogged to get the XC90 up to highway speeds because once the XC90 finally gets to 70 or 80 mph the experience calms signifi-cantly. At 70 mph the XC90 registered a solemn 65 decibels of noise, the same as a Lexus LS460L. Cabin design and materials are first rate, finding a perfect seating position is easy, and the characteristically excellent Volvo thrones are both supportive and comfortable. Second-row occupants are equally comfortable in a spacious bench, but the optional third-row seats (coupled with self-leveling rear suspension and an integrated child seat in the second row for $2250) are best left for emergencies.
Other options on our tester included xenon headlights ($800), the $2995 premium package (includes leather seats, a power passenger seat, a six-CD changer, and a moonroof), and the all-wheel drive system ($1850). From a base price of $36,830 our option-laden XC90 swelled to $45,200, a heady number for sure but a very meaningful $7000 less than a comparably equipped BMW X5 3.0si. If you really long for an XC90 it might interest you to learn that the vastly more powerful XC90 V-8 nearly equipped like our six-cylinder tester can be had for $47,120. And if you're worried that the V-8 will suck down gas with the appetite of an off-shore powerboat it may surprise you to learn that the EPA rates the V-8 at 15 city and 21 highway, while the six comes in at 16/22, respectively. Seems we've discovered that the V-8 version amounts to a $2000 free lunch.
