They say that repeating an idea or action over and over again and expecting a different result is the definition of insanity. But if one refines that idea, improves upon that action with every attempt and creates something new, the result is an act of genius. That's what Volvo's done with the new XC90. Hans Wikman, project director for this newest Volvo, said the initial XC90 concept was presented in 1990. It took five more attempts to refine the proposal and win the approval of upper management before his team was given the green light. Then it took three and a half more years to get the XC90 into production.
Is the new XC90 worth the wait? Volvo contends it's a new direction in the SUV segment, dubbing it the world's first "urban" sport utility vehicle. european car asked me to find out what that meant by attending the worldwide launch of the new XC90 in San Francisco this past July. I drove both the five- and six-cylinder versions over public roads and through a "moose test," and found the XC90 to be an appealing vehicle, even for those of us who aren't inclined to buy a "truck."
During the program I met with Vic Doolan, the newly appointed president of Volvo North America. He smiled as he gazed at the XC90 I'd just driven. Doolan boasts a deep background in the industry and has been praised for building successful teams. And like any great coach, Doolan has a nose for talent. This extra sense tells him the XC90 is going to do well. An XC90 with the 208-bhp turbocharged powerplant begins at $35,725, while the 268-bhp twin-turbocharged version starts at $40,600. Both five- and seven-passenger (unique in the XC90's segment) interiors are available, and both models come standard with all-wheel drive. Early next year a front-drive XC90 will go on sale for $33,975. This competitive pricing no doubt adds to Doolan's confidence. "I think it's going to do very well," he said with an even broader smile.
I have no reason to doubt him. The XC90 is a very attractive sport-ute. I've never been a fan of the breed, but on a test drive that started on the streets of San Francisco, where the roads tower like 300-ft-high waves, I became an avid user.
Cresting the asphalt swells was effortless with the XC90's inline, intercooled twin-turbocharged six. The 2.9-liter is based on the engine in the S80 T6 but has been enlarged from 2.8 liters, now offers continuously variable valve timing (CVVT) on both the inlet and exhaust sides, and its 280 lb-ft of torque ranges from 1800 to 5000 rpm (the S80's torque peak begins at 2000 rpm). Topped by double overhead cams and four valves per cylinder, the all-aluminum engine is very responsive.
Still, the XC90 is big and at first felt to me more like a big-wave longboard than the boogie board of a Miata I generally use for pavement surfing. The Volvo weighs 4,610 lb, but the twin-turbo always kept it in the "curl." The other powerplant, a 2.5-liter five-cylinder with light-pressure turbo, is essentially the S60 engine but with 11 more hp and an 18% increase in torque. Volvo's preliminary performance claims for the XC90 claim the 2.9-liter version will take the it from rest to 60 mph in 8.7 sec.; the 2.5-liter takes 9.3 sec. Top speed for both models is quoted as 128 mph.