The most obvious revision is the slightly larger grille with cross-diagonal slats.Mark Richardson/The Globe and Mail
I’m driving a car that wasn’t supposed to exist. Volvo’s XC90 mid-sized SUV was intended to go graciously into its good night with the introduction this year of the all-electric EX90, except, well, all-electric commitments are a challenge and Volvo changed its mind.
Instead of following its 2021 promise for its entire line-up of vehicles to be fully electric by 2030, with no internal combustion engines available at all, the Swedish automaker looked at the sluggish sales of premium EVs around the world and adjusted its plans.
“There has been a slower than expected rollout of charging infrastructure, withdrawal of government incentives in some markets and additional uncertainties created by recent tariffs on EVs in various markets,” Volvo announced in September. Consequently, it said at least 90 per cent of its 2030 vehicles would be “electrified cars, meaning a mix of both fully electric and plug-in hybrid models – in essence, all cars with a cord.” This leaves space for up to 10 per cent of its sales to be mild-hybrid models, like the 2025 XC90 I’m driving now.
It’s not an all-new version of the popular three-row SUV that made its debut for its second generation in 2015, but a refreshed edition that updates its looks and technology to stay competitive.
The new XC90 looks mostly the same from the side with different wheel designs.Mark Richardson/The Globe and Mail
There are two versions of the refreshed XC90 that will be sold in Canada: the B6, which has a mild hybrid two-litre inline-four cylinder engine with an electric supercharger, and the T8 plug-in hybrid that adds an electric motor to the rear wheels and is considerably more powerful. Americans also get the less-expensive B5 that doesn’t include a supercharger, but not us. None of these powertrains are changed from last year. No prices have yet been announced, but you can expect them to be slightly increased from this year’s models.
The biggest mechanical revision is in the suspension, which has new dampers for the double-wishbone in the front to help soften and smooth out the ride, and for a new integral link at the rear for greater stability while towing. “With this technology, you will have less vibration coming to the car because the wheels move more freely with the softer springs,” said Alessio Violin, a vehicle dynamics engineer for Volvo, “but at the same time, if there’s a big movement of the body, you will have more control of the car – it feels more harmonic.”
Unfortunately for this test, but fortunately for everything else, Swedish roads are very smooth and well maintained, so I must take Mr. Violin’s word for it. I drove the B5 from Copenhagen across the long bridge-tunnel to Sweden, then swapped it for a T8 to drive around the damp Swedish countryside and then back to Denmark. The B5 was fitted with the standard suspension that now features Frequency Selective Damping, which sounds impressive at least.
The T8 PHEV included the optional air suspension that’s carried over from before, which costs an extra $2,350. It monitors and adjusts the drive 500 times every second, which made the ride even more creamy, despite the noisy winter tires required in Scandinavia. To be honest, I couldn’t tell the difference between the two on Sweden’s smooth roads.
How long the XC90 will remain in production is anyone’s guess, and I’m certainly not going to predict a date for its eventual demise. Neither will Volvo. “Well before the end of this decade, Volvo Cars will have a complete line-up of fully electric cars available,” said the company in its September announcement. “That will allow Volvo Cars to make the move to full electrification as and when the market conditions are suitable.”
The 11.2-inch vertical touchscreen is a couple of inches larger than before and it’s a little easier to use.Mark Richardson/The Globe and Mail
Tech specs
2025 Volvo XC90
- Base price/As tested: B6: $80,000 (estimate) plus $2,620 for freight and predelivery inspection, plus fees and taxes; T8: $94,000 (estimate) plus $2,620 for freight and pre-delivery inspection, plus fees and taxes
- Engine: B6: Two-litre supercharged I4; T8: Two-litre turbocharged I4 with 18.8 kilowatt-hour battery and electric motor
- Horsepower / torque (lb-ft): B6: 295 / 310; T8: 455 / 523
- Transmission / drive: Eight-speed automatic / All-wheel drive
- Fuel consumption (litres per 100 kilometres): B6: 11.5 city, 9 highway, 10.4 combined; T8: 9.1 city, 8.6 highway, 8.9 combined, plus up to 53 kilometres of electric range (U.S. EPA rating)
- Alternatives: Lexus TX, Audi Q7, Genesis GV80, Mercedes-Benz GLE, BMW X5
Looks
The changes are subtle, mostly because the XC90 looked just fine the way it was. The wheel designs are a little different and the rear lamps are darkened, but the most obvious revision is the slightly larger grille. It now has attractive cross-diagonal slats that are both distinctive and clearly Volvo. The headlights are slimmer too, though still shaped like sideways Ts, which Volvo calls “Thor’s hammer.” Again, they’re distinctive and, with that reference to the Norse god of thunder, they’re now Scandinavian.
The second row in the new XC90.Mark Richardson/The Globe and Mail
Interior
The XC90 can still be bought as either a six- or seven-passenger vehicle. There’s new upholstery for the comfortable seats, including a vegan option and more sustainable materials, and the centre tunnel is reconfigured to reshape the storage cubby underneath. That tunnel is fairly tall because it’s also storage for the PHEV’s 18.8-kilowatt-hour battery – Volvo says this helps centralize the extra weight for better handling.
The 11.2-inch vertical touchscreen is a couple of inches larger than before and it’s a little easier to use. There are physical buttons beneath it for the sound system and basic defrosting – the kinds of things you need to switch on when you first get in – and there’s an elegant glass/crystal shifter for the transmission. Lovely.
Performance
On paper, the XC90 is nothing special, with ample horsepower but ho-hum passing performance: acceleration from zero to 100 kilometres an hour happens in 6.7 seconds for the supercharged B6 mild hybrid and 5.3 seconds for the turbo PHEV. The seat of the pants is the best testimony, and the big Volvo surges forward with comfortable composure. I couldn’t tell if the new dampers offer any improvement, but they’re certainly no detriment.
The official claim of all-electric range for the PHEV is 53 kilometres, but my test car showed a range of 62 kilometres on its gauge, which seemed more accurate. Either way, it’s a healthy distance and far enough to cover most drivers’ needs.
Technology
The XC90 uses a Google-based entertainment system, which it shares with the all-electric EX90 and EX30. It’s simple to use and can be updated over the air. There’s no availability for Android Auto, however, and Apple CarPlay is not offered as a wireless feature, even as an option. It might come as an over-the-air update, apparently, but don’t hold your breath.
The third row is a good size for kids, but tight for adults.Mark Richardson/The Globe and Mail
Cargo
Luggage space behind the third row is relatively small at 356 litres, but those rearmost seats will usually be folded flat, allowing 1,035 litres of luggage. If you fold down both rows, there’s 2,005 litres behind the front seats.
The verdict
Smooth, refined and now updated in small but important ways, the XC90 deserves a few more years yet on our roads.
The new XC90 comes as a mild hybrid or PHEV.Mark Richardson/The Globe and Mail
The writer was a guest of the automaker. Content was not subject to approval.
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