![]() ![]() Nor is the company as far along as tech firms in fully autonomous trials. Despite originally being bullish on autonomy, Volvo isn't ahead of other OEMs on commercially available tech. Pilot Assist is more democratized than it was on initial launch, but the widely available system is worse to use than systems from Hyundai, BMW, Mercedes, Tesla, Audi, and others while being an order of magnitude less assuring than Cadillac's incredible Super Cruise system. They will surely come, but in the short term neither are fully achievable.Īs far as autonomy is concerned, Volvo hasn't made great strides over the last five years. Those things have become central to its identity. Volvo has bet a lot on an all-electric, mostly-autonomous future. Because the problems here are small, but demonstrate big challenges for the near future of the company. I'm just worried about what it says about Volvo. In fact, the XC90 T6 is one of my favorite SUVs currently sold, and likely the one I'd buy were I in the market for a luxurious family SUV. Since none of these are set up for speed, you won't miss the extra power. The 316-hp T6 is still probably the one to get, though, as the complex hybrid powertrain doesn't feel any more premium than the turbo-and-supercharged four-cylinder gas setup in the T6. You get plenty of space for cargo and passengers, a usable third row, and fuel economy that helps you understand how such a grumpy four-banger justifies its existence here. Material quality is excellent: the interior on the whole is about as good as it gets for under $100,000. It's plenty comfortable, with plush seats that make up for the slightly firm ride. None of this is damning for the XC90 itself. When the power finally comes, you're treated to the same grumble from the same overworked 2.0-liter four-cylinder that powers all gasoline Volvos. The engine power, turbo power, and electric boost all arrive at different times, making the whole thing far too jerky and uncivilized for an SUV that starts at $63,450. But power delivery is still far too weird. The braking on the T8 hybrid model feels far more refined if still a little rubbery. The infotainment system got more processing power to reduce stuttering and increase responsiveness, but it's still slow to boot and annoying to navigate. But the company didn't quite pull it off. With the reinvention of the fleet completed, the mid-cycle upgrade of the flagship that started was Volvo's best chance yet to smooth out the edges and make it the far-and-away best car in its class. Each was a problem of tuning or details more than an issue of fundamentals. The 2020 XC90 was an opportunity for Volvo to rectify these issues. Public perception seriously improved, sales boomed, and the company methodically updated every car with the same design language. And it promised a new era defined by electrification, ringing in a new era that has seen nearly every Volvo product get a plug-in hybrid version. The new car delivered on the fundamental promise of Volvo with cutting-edge safety technology and top-tier crash results. The firm threw money at the project, designing an SUV orders of magnitude better than the ancient product it replaced. The XC90 was the first car to get a full ground-up redesign in the Geely era. The company has been on a reinvention kick since 2015. But as it approaches the end of its life cycle, the XC90's persistent flaws represent structural problems for Volvo. Its design is phenomenal, its interior is fantastic, and its chassis is well-suited to family hauler duties. Despite receiving only minor tweaks over the past five years, time spent with the XC90 reveals that it still is at or near the top of its class. ![]() The current Volvo XC90 is a fantastic, attractive, easy-to-recommend family car. ![]()
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