Our test car didn't come with the navigation system, but it's a similar system to what we tested on the C70. The route guidance for this system is very good, and the simple interface is surprisingly usable. But the screen placement, popping up from the dash, is terrible as it gets hit by lots of glare. Hands-free Bluetooth cell phone operability is listed as an accessory on Volvo's site and seems to be a dealer installation, which doesn't bode well for a really integrated package.
The little engine that can
At 4,464 pounds, the Volvo XC90 is about 700 pounds lighter than the Volkswagen Touareg, which, despite the fact that they both have six-cylinder engines, makes the XC90 feel more powerful. The Volvo's transversely mounted 3.2-liter, 235-horsepower, six-cylinder engine pushes the car forward nicely, delivering acceleration fast enough for urban driving. With the gas pedal held down, acceleration continues all the way up to freeway speeds without a problem.
The six-speed automatic transmission also did what we wanted it to during our test period. It uses Volvo's Adaptive Shift Logic system to set itself for the current driving style. We found it had no problem figuring out which gears to hold when we wanted acceleration. When passing on the freeway, the transmission quickly dropped down from sixth to fifth gear. The transmission also includes a winter mode, set by a button marked W next to the shifter.
All-wheel-drive is optional with the six-cylinder engine, but standard with the V-8. Our car came equipped with this option, which can push extra torque to the rear axles when needed. This system seemed to contribute to the car's acceleration from stop, and generally the car felt planted. But due to its size, this car feels ponderous going around corners. The steering wheel also feels a little light, making it easy to turn the 17-inch tires but without communicating much road feel. The XC90 is rated by the EPA at 16mpg city and 22mpg on the highway. In our mixed driving we averaged 15.6mpg on both city streets and freeways. Surprisingly, the fuel efficiency of the XC90's V-8 version is only 1mpg lower than the V-6's EPA-tested city and highway efficiency ratings. Both engines achieve ULEV II (Ultra Low Emission Vehicle, stage II) emissions ratings, an admirable feat.
Volvo's reputation for safety is well-established. The XC90 carries on the tradition with the aforementioned all-wheel-drive, electronic brake force distribution, traction control, and stability control. Volvo also makes available a couple of innovative systems: adaptive headlights and a blind spot monitor. Our car came equipped with the former, a system which pivots the headlights a few degrees when the wheel is turned. Our car didn't come with the blind spot monitor, or Blind Spot Information System as Volvo calls it. This system works similar to the Side Assist feature in the Audi Q7, in this case using a camera to monitor the blind spots and turning on a lamp when a car is on either side.
Other safety gear includes airbags for the front passenger and driver in the front and on the sides, plus curtain airbags down both sides of the cabin. Volvo's Rollover Protection System uses a reinforced roof to bear the weight of the car should it roll over. The NHTSA gives the XC90 five stars for front and side impacts, and four stars for rollovers.
The six-cylinder version of the 2007 Volvo XC90 has a base price of $36,135. Our test car came optioned with metallic paint (Shadow Blue, $475), adaptive bi-xenon headlights ($800), all-wheel-drive ($1,850), the Premium Package ($2,995), and the Versatility Package ($2,250). With the destination charge of $695, the total for our test car came out to $45,200.
We found a lot to like about the 2007 Volvo XC90 where we didn't expect it. The stereo sounded like a premium system and offered lots of clever settings. The six-cylinder engine didn't feel underpowered at all, even though this is a fairly large car. In many ways we like this SUV better than the Volkswagen Touareg, as long as we aren't going on any safaris.
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