2003-up Volvo XC90

[Thai]

Understanding Volvo's Anti-roll System

Volvo's Roll Stability Control
by Jim Kerr

Concerns about the stability of SUV's have made the news across North America. It only makes sense. They are high off the ground, have a tall body structure, and are usually designed to hold a lot of cargo. On many of the SUV's built today, you will find warning labels notifying drivers of the SUV's high centre of gravity handling characteristics.

Stiffer suspensions, lower roll centre designs, and higher tire pressures help, but the driver is still the biggest influence on vehicle stability. Corner too fast, make erratic steering inputs, or hit a curb or soft road surface while turning and you could find yourself in trouble. Now Volvo has introduced a new system to help overcome this.

Volvo calls it 'Roll Stability Control' and it is an active safety technology introduced on Volvo's first SUV, the 2003 XC90. Even with the higher centre of gravity of the XC90, especially with cargo loaded on the roof rack, Volvo wanted to retain the stability, safety, and handling of their sedans and station wagons. Thus, the roll stability control system.

The key to this system is a gyroscopic sensor located along the centerline of the vehicle, just below the cup holders. It calculates both roll angle and the speed at which the roll angle is changing. For example, if you were driving slowly off-road, the roll angle might be high but because the rate of change is slow, there is no need for the system to intervene. However, if you were cornering too fast, the roll angle might be much lower, but it is increasing rapidly so the system would intervene to help prevent a roll over.

Information from the gyroscopic sensor is fed into Volvo's Dynamic Stability and Traction Control (DSTC) computer. The computer uses information from the ABS wheel speed sensors, the throttle position sensor, steering wheel angle, steering wheel rate of change, and a 'yaw' rate sensor that measures the change in vehicle direction. If the computer determines from all these inputs that conditions exist that could be a potential roll-over, the system applies one or more brakes and reduces engine torque to make the vehicle more stable.

The reaction of the Roll Stability Control system is similar to what a skilled driver would do if the vehicle were in a potential roll-over situation: induce understeer. Of course, the computer controls can do it much quicker and more accurately because it can apply individual brakes. Understeer means the vehicle steers less than the driver turns the steering wheel. It feels like the front end of the vehicle is 'pushing' outward in the corner.

When cornering too fast, the Roll Stability Control brakes to induce understeer and reduce the rate of body roll. At 80 kph, this will increase the vehicle's turning radius about 1/2 metre, not a significant amount, but enough to prevent a roll-over. While most drivers would brake to slow the vehicle, just as the computer does, it feels unnatural to steer in a different direction than the road is going, but that is what is necessary to reduce body roll. The computer does this precisely and quickly to enable the vehicle to still turn the corner and remain stable.

Many vehicles on the market already are equipped with stability control systems and it would be a relatively easy adaptation to include the gyroscopic sensor and advanced computer programming similar to Volvo's. The XC90 is the first in the market with Roll Stability Control. Developed jointly with Ford Motor Company, we can expect to see this type of control system on other SUV's in the near future.

 

[Thai]

Car & Driver Review:

http://www.caranddriver.com/xp/Cara...003/january/0301_comparo_bradsher.xml?&page=1

Fifth Place (tie)
Volvo XC90 T6

There is a Volvo dealer in Chicago who is telling customers that he refuses to stock any XC90s with the same murky, all-black interior offered in our test vehicle. His order form will only include the alternative caramel-colored leather furnishings, which will surely cheer up the oppressively drab cockpit that bugged our test drivers. But once beyond the initial depression that descends upon first-time drivers, the XC90 acquits itself well as Volvo's first full-tilt effort to enter the SUV market.

THE VERDICT
Volvo XC90 T6

Highs: Excellent passenger-seat layout for seven, pleasant styling in the Volvo idiom.

Lows: Darth Vader interior, novocaine-injected steering.

The Verdict: A solid but essentially passion-challenged SUV from stolid ol' Sweden.

As would be expected, the Volvo is loaded with safety items, including inflatable side curtains, even for the optional third-row seats. Power comes via a twin-turbo, four-valve, in-line six that produces 268 horsepower, although when asked to haul around the vehicle's 4846-pound curb weight, its 0-to-60 time ends up next to last at 8.5 seconds. (These numbers make us highly skeptical of the viability of the base XC90's 208-hp turbo five-banger.) Overall, the XC90's on-road performance was midpack at best, with no dazzling numbers to elevate it in this class.

In the mud and the muck the Volvo behaved reasonably well, its second-best ground clearance minimizing underbody contact with Ohio, although its lack of a low range coupled with its wide-ratio four-speed automatic limited the driver's ability to utilize engine torque to creep up or down hills in the really heavy going. Many obstacles could only be overcome by attacking them with more momentum than the person making the payments might feel comfortable with.
Overall, the Volvo is a pleasant but passionless ride, its twin-turbo engine somehow muted along with the funereal interior.

Adding to the ennui was steering that appeared an erg or two on the light side for most drivers, although the vehicle tracked well through the most difficult corners.
With a price on the bargain side

 

[Thai]

January 7, 2003

Mini Cooper, Volvo XC 90 win N.A. Car and Truck of the Year awards


Detroit, Michigan - A group of American and Canadian automotive journalists has selected the Mini Cooper and Cooper S as the North American Car of the Year, and the Volvo XC 90 as the North American Truck of the Year.

The awards honour vehicles that set new standards or will become benchmarks in their classes. Jurors evaluate them based on criteria including innovation, design, handling, safety and value for the dollar.

The awards are unique because instead of being given by a single publication, radio or television show they are given by 49, full-time automotive journalists from the United States and Canada representing magazines, newspapers as well as radio and television programs.

The jurors voted in December, sending their ballots directly to Deloitte & Touche, the accounting firm. The ballots were counted by Richard Gabrys, the vice chairman of Deloitte, who kept the winners secret until a news conference on Sunday at the North American International Auto Show (NAIAS) press preview in Detroit. While announced at the world-class auto show, the awards are independent and the NAIAS is not otherwise involved.

To be eligible, a vehicle must be "substantially new." Cars must have sales reasonably expected to exceed 5,000 a year and sales of trucks must exceed 2,000 a year.

Candidates for the 2003 North American Car of the Year were the BMW 7-Series, Honda Accord, Honda Civic Hybrid, Infiniti G35, Mazda6, Mercedes-Benz E-Class, Mini Cooper and Cooper S, Nissan 350Z, Pontiac Vibe, Saab 9-3, Saturn Ion and Toyota Matrix.

Candidates for the North American Truck of the Year were the Ford Expedition, Honda Element, Honda Pilot, Hummer H2, Kia Sorento, Land Rover Range Rover, Lexus GX 470, Lincoln Aviator, Mitsubishi Outlander, Nissan Murano, Subaru Baja, Toyota 4Runner and Volvo XC90.

The awards were first given in 1994 and were patterned after the Car of the Year award given in Europe.

 

[ToddG]

Test Drive

We test drove the T6 the same day we bought the 4Runner.

Safety: unsurpassed, as all of the above reviews and awards have pointed out. If my wife was going to buy an SUV, this would be the one I'd force on her.

Driving: blah. I don't care about 268hp when it's being pushed through a sluggish 4sp auto transmission. Acceleration -- both from stop and passing -- was boring at best. I'd bet my shoes that a 5sp will be standard next year.

Interior: not bad, typical higher-end Euro staid. Nav system location is bad (high on top of dash) and seems to attract glare from any light source ... probably put there for safety but it stinks.

Misc: Price is high; the salesman told us the T6 was only available in the US with the 3rd row seating option which is about $2,500 ... and there is no way you're getting one below MSRP any time soon. The last 2,000 made sunk to the bottom of the Atlantic, remember. So delivery time was estimated at late-Apr or early-May. We couldn't even try the Nav System because the dealer didn't have the disk.

This was the leading contender in our pre-testdrive phase. Having driven both, I'm glad we got the 4Runner.

Stay safe ...

 

[Thai]

Link:

Truckin's SUV Magazine Review for SUV of the Year comparo

Volvo XC90 T6 AWD
Swedish Safety With European Style

Volvos have traditionally been seen as the safest cars on the road, with midrange pricing and noted reliability. The company's transition into the luxury market has been a relatively recent one, with Volvo adding more upscale models to its line without leaving the middle-of-the-road buyer behind. Don't get us wrong, we are well aware that Volvos have often been more expensive than other competitive vehicles that are available, but as of late, the company has made value for the money a high priority, and Volvos have a lot more to offer than they once did. Not only are the vehicles intrinsically safe and well-built, but those that buy Volvos purchase vehicles that are competitive in style, comfort, and power with similarly priced German vehicles.

All of this led Volvo down an inevitable path: take all of the attributes that make Volvos popular, and put them to good use in a sport utility vehicle. This Volvo is often compared to the ML 320 and X5, but its competitors for this test were much more varied. The Volvo vied with American luxury, Japanese value, and English tradition, and held its own, with style.

Out of all of the SUVs that were tested, it was the arrival of this one that provided the most eager anticipation. Would it look as good in person as it did in photos? Would it feel like a station wagon? Could it compete? As soon as the XC90 was delivered to our offices, we observed that it looked just as good as the photos that Volvo sent us, and it had unique styling cues that endeared it to many of the testers. The XC90 comes with a choice of two powerplants, two transmissions, and either front-wheel or all-wheel drive. Our XC90 was equipped with the 268hp twin turbo inline-six, a four-speed automatic transmission, and all-wheel drive. Staying true to Volvo tradition, the XC90 has incredible safety features, including a boron steel-reinforced passenger area, side curtain airbags, a rollover protection system, and four-wheel ABS. Before any of us even started the engine, we knew it had good looks and smarts, a fantastic combo. Getting inside, the testers found an interior that was pleasing to the eye, well-designed, and well-suited to judges of all shapes and sizes.

The real test, though, was in the driving. The Volvo performed well on the highways in and around Los Angeles, showing off its taut suspension on canyon roads, and providing a very comfortable ride on straight streets and freeways. Some judges preferred the snarling horsepower of the American SUVs in the competition to the more subtle power of the Volvo, but the combination of the German-feeling suspension and shifting of the XC90 with the quiet strength of the engine made this SUV a personal favorite for some of the judges. The Volvo is not without its quirks, including some of the controls in the cabin and rather large taillights that took getting used to, but people that like the uniqueness of Volvo will not be disappointed with this vehicle.

By the time the competition was over, the judges were all impressed with Volvo's entry into the SUV market. The vehicle is confident, good-looking, and high-performance- and family-minded at the same time, a difficult thing to accomplish. With this vehicle, Volvo takes on the X5 and ML, and shows that it can definitely hold its own.

Base Price: $35,100
Price As Tested: $44,250 (est.)
Engine: 2.9L twin-turbo I-6
Horsepower: 268 hp at 5,100 rpm
Torque: 280 lb-ft at 5,000 rpm
Suspension: MacPherson strut-type, coil springs (front); multi-link independent, coil springs (rear)
Brakes: ABS disc (front & rear)
4WD/Transmission: Electronically controlled AWD, five-speed Driver-Adaptive automatic with Geartronic shifting
Wheelbase: 112.5 in
Length: 188.9 in
Width: 74.7 in
Height: 70.2 in
Curb Weight: 4,450 lb
Towing Capacity: 5,000 lb
Fuel Economy (city/highway): 15/20 mpg (est.)

 

[Thai]

Pics from review above

 

[Thai]

Link:

CanadianDriver.com Review of XC90

Award-winner
Though it's only been on the market a few months, the XC90 has won many awards, including Best New Sport Utility Vehicle over $45,000 from the members of the Automobile Journalists Association of Canada (AJAC); Best Buy, Sport Utility Vehicle ($35,000-$60,000) and Sport Utility of the Year by le Guide de l'Auto 2003; Motor Trend Magazine's 2003 Sport/Utility of the Year Award; and North American Truck of the Year by a group of 49 automotive journalists from the United States and Canada. Too bad it's not really a truck or an SUV..

Verdict
A super luxury wagon for all seasons, the Volvo XC90 is the ultimate family-friendly vehicle, but its price is steep and I found the turbocharged five cylinder engine was not as smooth or as quiet as some of its competitor's six cylinder engines.

 

[Thai]

XC90 Does Poorly in 5-mph Bumper Test

Link:

http://www.highwaysafety.org/news_releases/2003/pr031803.htm

'"It was awful," Lund says. "Even in the simplest test, front-into-flat-barrier, the damage extended well beyond the bumper system. The XC90's hood was raised and the latch jammed. This is a brand new vehicle design, but Volvo didn't put any priority on the bumpers during the design process. There's basically no reinforcement in the XC90's rear bumper system. There's something that resembles a bar under the bumper cover, but it doesn't 'give' like a bumper bar is supposed to in order to absorb energy. In fact, it does virtually nothing to keep damage away from the vehicle body."

The body of the XC90 was knocked out of line in three of the Institute's four bumper tests. The most extensive damage occurred in the pole test. The whole bumper system (cover, foam, and plastic filler beam) had to be replaced. So did the lower tailgate. The rear body panel and floor pan were crushed, and the lower tailgate opening was driven out of line with the rear structure of the vehicle.'

 

[Thai]

Link:

Edmunds Review of XC90

VEHICLE TESTED
2003 Volvo XC90 T6 AWD 4dr SUV (2.9L 6cyl Turbo 4A)

Ups: Safe as a bank vault, plush ride, feels smaller than it is, high-quality interior materials, ample cargo room.

Downs: Turbocharged engine not well suited to SUV duty, third-row seating takes up too much second-row space.

The Bottom Line: Easy to drive and easy on the eyes, Volvo's first foray into the SUV arena has everything it needs to compete in this highly competitive category.

 

[Thai]

Volvo XC90 is top pick in IIHS crash test!

Link:

http://www.iihs.org/vehicle_ratings/ce/html/0305.htm

Basically, it is now the SAFEST SUV tested by IIHS. The previous honor went to BMW X5.

The Volvo XC90 was introduced in the 2003 model year. Special safety features
The Insurance Institute for Highway Safety has evaluated the crashworthiness of the XC90 in a 40 mph frontal offset crash test into a deformable barrier. Head restraint and bumper designs are evaluated separately.

OVERALL EVALUATION: GOOD The driver space was maintained well in the frontal offset crash test, and measures indicate that significant injury was unlikely. Advanced frontal airbags and front and rear safety belts, side airbags with head protection, front seats designed to minimize whiplash injuries, daytime running lights, and a stability control system that includes rollover sensing are pluses.

STRUCTURE/SAFETY CAGE: GOOD There was minimal intrusion into the driver footwell area and minimal rearward movement of the instrument panel.

RESTRAINTS/DUMMY KINEMATICS: GOOD Dummy movement was well controlled. During rebound, the head contacted the A-pillar and the roof rail.

INJURY MEASURES: GOOD Measures taken from the head, neck, chest, and both legs indicate low risk of injuries to these body regions. Head acceleration from the A-pillar/roof rail contact was low.

 

[Thai]

Link:

Forbes Best $30-40K SUV for 2002

Volvo XC90
This wasn't hard at all. See, for $35K, the starting price of the new Volvo XC90, you could also get the Chevy TrailBlazer or Ford Expedition. But while both of those cars are quite splendid, and will easily cost a few grand less than what the XC90 will run most buyers, neither fits the bill for all-out innovation, attractiveness or style. Right you are, the Expedition is larger, and in most trims, the TrailBlazer is more powerful.

But look at what's selling gangbusters this year in terms of near-luxury SUVs, and you aren't finding the TrailBlazer or Expedition: The BMW X5 is selling as fast as they can make them. And this Volvo is the first car to come along that challenges the luxury and style offered by the X5.

Does that make the TrailBlazer or Expedition unworthy of purchase? Not at all. As we said in our review of the Expedition, it comes down to what you need. The Volvo isn't as big as an Expedition or as cheap as a TrailBlazer, and both the Ford and Chevy are surprisingly pleasing to drive.

But where the Volvo wins is in the overall experience. It, too, is pleasing to drive and--with the T6 engine acceleration for passing--is spirited. But it walks away from the competition for having the most kid-friendly cockpit.

Want seven seats? Volvo's got 'em. But they also give those rear passengers a self-leveling rear suspension (so kids don't get carsick in back), rear headphone and audio controls, and best of all, a second-row booster seat that also slides forward. Pull that center perch closer to the space between driver and front-passenger seats, and you can admonish or administer to that toddler's needs while still having him seated in the second row, where he'll be safer in an accident.

Speaking of safety, we also think the XC90 is likely the safest SUV built. Not only does it have the world's first anti-rollover technology, but its chassis is heavily reinforced in case of an accident--and bristling with airbags and anti-whiplash protection as well.

Style, function, smooth ride, spacious cockpit, all for the same price of the X5? Like we said, we've found a winner. (But look out, because next year the VW Touareg is coming).


Honorable Mentions: Ford Expedition; Chevy TrailBlazer

 

[Thai]

Link:

Cars.com Profile on XC90

AT A GLANCE
Base List Prices*
2.5T FWD: $33,500
2.5T AWD: $35,100
T6: $39,975

Base Invoice Prices*
2.5T FWD: $31,349
2.5T AWD: $32,836
T6: $37,576

Destination Charge*
$685

*Pricing reflects 2003 model year inception. See current, detailed pricing in the Model Report.

Good
- Seating for 5 or 7
- Torquey engines
- Rollover avoidance
- Unmatched safety
systems
- Responsive transmissions

Bad
- Numb steering
- Body roll
- Torque steer

Bottom Line
A well-executed, practical family vehicle for people who shy away from most SUVs

Test Vehicle
2003 XC90 T6: $43,755 MSRP as tested with destination charge and options including third-row seats (Versatility Package), Climate Package, Reverse Warning System and metallic paint.

 

[Thai]

Pics from Review above

 

[Thai]

More pics from Review above

 

[Thai]

Still more pics from Review above

 

[Thai]

2005 Volvo XC90 V-8
A transplant that suits the XC to a vee.
by Eric Peters (2004-11-29)

Volvo built its reputation on safety and frugal performance (remember the unofficial university staff cars like the 240D wagon?). But to cash in on the ever-growing and ever profitable SUV market, you've got to have eight other things, too - namely a brawny V-8 engine. Most every large SUV either comes with one standard or offers it as an option. Three hundred horsepower is now almost the mandatory minimum, just to be respectable.


Volvo's XC90 sport-ute initially came only with the relatively puny 2.5 liter in-line five and 2.9 liter in-line six-cylinder engines in the 208-268 hp range - plenty to propel the vehicle with competence, but not enough to arm-wrestle road stompers like the 315-hp BMW X5 4.4, the 288-hp Mercedes ML500, or the 310-hp VW Touareg V-8.

And so, two years after its launch, Volvo has shoehorned (literally) a suitably big and brawny 4.4-liter DOHC V-8 into its medium-sized SUV, making things more than even-Steven in the underhood cojones department.

Fitting to a vee

Just getting this new engine to fit into the XC90, wherein the original design never envisaged such a meaty engine, was quite the challenge. Working with Japanese motorcycle manufacturer Yamaha, which specializes in high-powered compact designs, a narrow-angle layout of 60 degrees (instead of the usual 90 degree vee) was chosen. Then the left cylinder bank was offset slightly from the right and all engine accessories, such as the alternator and AC compressor bolted directly to the block. All this scrunching made it possible to mount the new engine transversely (side to side), just like the XC90's original in-line fives and sixes - rather than longitudinally (front to rear), as is traditional with V-8s. The transverse layout was important not only for packaging reasons, but to maintain the XC90's crumple zones and to prevent any compromises in terms of crashworthiness and specifically, resistance to drivetrain impact intrusion into the passenger cabin. Much as we all like hairy V-8s, no one wants one sitting in his lap after a front-ender.

Beyond its impressively compact design and 311-hp rating (higher than all but one of its intended targets, the 315-hp BMW X5 4.4 - which now has only a negligible 4-hp advantage anyhow), the XC90's new eight is also the only V-8 available for sale in an SUV that meets the federal government's stringent ULEV II (Ultra Low Emissions Vehicle) standards. That means it can shoot you from 0-60 in 6.9 seconds (substantially quicker than the 288-hp ML500) without also punching a ragged hole in the ozone layer. Four close-coupled catalytic converters (two of them snuggled up in the exhaust manifolds themselves, right next to the block) and a lean cold-start circuit that keeps a lid on harmful pollutants during the critical 15-20 seconds of initial operation before exhaust heat "lights off" the cats enable the engine to make the ULEV II cut - and keep your conscience as well as the planet reasonably clean.

The new engine is teamed with an also-new compact six speed automatic transaxle with "Geartronic" semi-manual up and downshift capability that's unique to the V-8 XC90. (Base models without the V-8 will still use a five-speed automatic). This transmission was designed to work specifically with the V-8 and has a deep overdrive in sixth gear (.69) to drop the revs at cruise speed and somewhat slake the large engine's inherently higher thirst for fuel. In fact, it does more than okay for such a powerful engine - about 16-17 mpg in city driving, 20-21 on the road (for 18 mpg combined city/highway, says Volvo). This is actually not much of a drop from the fuel consumption of the XC90's original (and much smaller) five and six-cylinder engines - which are rated at 18/24 (2.5T) and 15/20 (T6), respectively.

Besides the eight…

Volvo did make some worth-mentioning improvements to the XC90's standard full-time all-wheel-drive system, which now features a quicker transfer of engine power from the front to rear wheels, enhancing traction on slippery surfaces. A pre-charged hydraulic valve stands ready to send 59 lb-ft of torque almost immediately to the rear wheels if the fronts begin to lose grip. In addition, the maximum amount of engine torque that the system will allow to flow to the rear wheels has been increased by 50 percent compared to the '04 XC90.

Ground clearance remains the same at 8.9 inches, enough to keep you above the fray for the most part - although there is no height adjustable suspension, which the Touareg and ML500 both have. Still, if you'll be sticking to the on-road jungle, getting stuck will only be a problem if you end up behind some guy in a '77 Malibu with bald tires.

Max towing capability of the XC90 V-8 is 5000 lb, unchanged from last year. However, max payload (what you can stuff in the cargo area) has increased slightly with the new V-8 to 1286 lb, from 1241 lb in the five-cylinder XC90.

If I could change one thing about the XC90 V-8, it would be to make the otherwise excellent V-8's presence a bit more obvious - it's too quiet, even when you floor it - and differentiate the V-8 equipped models from the base models with more than just a different grille and uprated 18-inch wheels. As important as horsepower is in this top-tier segment, passion and presence are even more so. Here BMW still has an edge - as does VW, to be perfectly frank. But all it would take is a bit more aggressiveness in visual cues and a dual exhaust perhaps, with quad pipes and some off-idle bark to fix this. But overall, for a first effort at a V-8 muscle car, Volvo still gets a solid A-minus.

Business acumen

It's just kind of weird, when you stop to think about it, that Volvo (Volvo!) is letting loose a 311-hp V-8 SUV that runs to 60 mph like a '60s-era muscle car - and drinks gas like one, too. But from a business point of view, there's really no getting around it. Volvo reps explained that their research uncovered the fact that many potential buyers who would otherwise have been interested in a new XC90 ended up with an X5 or ML500 instead because those SUVs could be ordered with V-8s, while the XC90 couldn't be. These buyers demand the power and prestige of a V-8 SUV and nothing less will do. It was either give up that slice of the market, or stand and deliver what the market wants.

If you can't beat 'em - join 'em. You can also undercut 'em. Volvo's PR team gleefully noted that with a base price of $45,395, the new XC90 V-8 is thousands less expensive than the $52,800 BMW X5 4.4i, its chief rival. It's also about a grand less than the $46,400 ML500 and just slightly more expensive than the V-8 equipped VW Touareg 4.2 ($44,260). Volvo also notes that the XC90 comes standard with third row seating and seven-passenger capacity, which is either unavailable in target competitors like the X5 and ML500 or an extra-cost option. There are also some trick new options for '05 to sweeten the pot, including separately programmable flat screen TV/video monitors built into the seatbacks. One passenger can play Nintendo while the other watches a movie. Volvo claims no other SUV offers this feature as factory-installed equipment.

And finally, there is a financial angle. Volvo claims the residual value of the XC90 - and the projected residual value of the V-8 XC90 - is generally superior to its rivals. What this means is that the XC90 holds its value better than, say, the ML500, which means it's worth more at trade-in time. How much more? On average, says Volvo, the XC90 V-8 will have retained a $1000 or so more value than its biggest rivals three years down the road. So while Volvo may not yet have the "bling factor" of a Benz or BMW, it may be the better investment.

 

[Thai]

Link:

NCTD.com Review of '05 XC90

Summary
The Volvo XC90 is packed with safety and utility features, including some that are unavailable in most other luxury SUVs. The XC90 is as good or better than its competitors at hauling children around. It offers superior passenger/cargo flexibility with a ton of space at a luxury-class competitive price.

The base XC90 2.5T uses a quiet, proven engine with good power and a smooth five-speed automatic. It delivers ample acceleration for all situations, good gas mileage and ultra-low emissions. The T6 is quicker, but more expensive and less fuel-efficient and comes with a four-speed automatic. The V8 is fast, still more expensive, and likely will put the XC90 on some shopping lists for the first time. The XC90 offers all-wheel drive for winter driving and light off-highway capability.

 

[Thai]

Link:

Edmunds First Drive of '05 XC90

First Impression: Volvo's smooth and powerful V8, and a host of safety features, make this an SUV to put on your test-drive list.

 

[Thai]

First Drive:
2005 Volvo XC90 V8
Story and photos by Paul Williams

Phoenix, Arizona - It's been only two years since the Volvo XC90 won the Canadian Car of the Year's "Best New Sport Utility Vehicle" category (over $45,000). But competition is tough in this segment, and category winner or not, Volvo was looking for ways to enhance their big truck.

One obvious upgrade was to expand the XC90's engine offerings from five and six-cylinder power to a V8. Volvo's research indicated that 30% of premium SUVs are equipped with V8s, so adding such an engine would enable the company to market its XC90 to a more complete range of SUV buyers.

In practical terms, it would enable the XC90 to compete on an even footing with the BMW X5, Mercedes-Benz ML500 and Volkswagen Touareg V8, for example, providing a Swedish alternative to its German competitors.

But Volvo didn't want just any V8. Its engine would have to fit with the company's "core values" of high safety and good environmental properties. Consequently, the company, using the services of specialty engine-builder Yamaha, developed a state-of-the-art, lightweight, low emissions V8 powertrain (the first V8 from Volvo cars) that could be mounted transversely in the XC90's engine compartment.

Mounting transversely maintains the existing frontal crumple zones in the XC90 and preserves the vehicle's occupant safety design, a key condition for Volvo. It's the way all engines are installed in Volvo's consumer products.

The all-aluminum, 4.4-litre, 60-degree V8 is extremely compact, measuring 754-millimeters long and 635-mm wide. At 190-kg it's also very light. But even though the engine is compact, Volvo's V8 generates 311-horsepower and 325 lb.-ft. torque and meets stringent ULEV II emissions standards, the first gasoline V8 to do so.

The V8 is mated to a new six-speed automatic transmission, and the Haldex all-wheel drive system features "Instant Traction," a technology whereby a pre-charged valve applies torque to the rear wheels as soon as the accelerator is engaged. This eliminates delay of torque transfer front-to-rear, and minimizes wheel slippage.

Volvo gave the XC90 V8 a resonant but retrained exhaust note, more "in the European fashion," said one company executive. Don't expect the sound of a throbbing Volvo hot rod, but do expect a very quick SUV.

On the road, the XC90 V8 acquires new levels of responsiveness and smoothness, accelerating from 0-100 km/h in only 7.3 seconds. Once up to speed, the overdrive sixth gear permits relaxed highway driving at very low engine speeds (this also conserves fuel).

However, rather than wide open freeways, Volvo chose to demonstrate the XC90 V8 on a route through Arizona's Mazatzal Mountains, where its ample torque could be put to good use on steep inclines that punctuated long stretches of twisty two-lane roads.

There the XC90 V8 impressed with its quiet ride, sure footedness, smooth power delivery, and excellent visibility (the dual plane exterior rear view mirrors are a notable feature).

The interior is finely rendered with leather seating surfaces and high quality materials throughout. A third row seat standard, and dual video monitors are available, embedded in the back of the front seats (an preferred location that doesn't block rear visibility for the driver).

This is a vehicle that's packed with sophisticated safety and performance features. Given that the traditional Volvo buyer may be sceptical about the need for SUVs, let alone powerful V8 engines, the XC90 V8 positions itself as the thinking person's sport utility.

Standard safety equipment includes Volvo's Side Impact Protection System (SIPS), side impact airbags and curtains, roll stability control, dynamic stability control and traction control, along with anti-lock brakes and the all-wheel drive.

Indeed, just about every stability technology currently available is standard on the XC90 V8.

Fuel consumption is good for a vehicle of this type. Volvo gives average city/highway fuel consumption figures of 13.3 litres/100 km, although Canadian Energuide numbers were not available during this preview.

Identifying features of the XC90 V8 include a V8 badge on the grille and tailgate, new 18" wheels, body coloured side mouldings and door handles, a graphite-grey grille, chrome trim and twin exhaust pipes.

It's all very low key, and while one can understand Volvo's reluctance to show off, it will take a real Volvophile to distinguish an XC90 V8 from other XC90s at more than a few paces.

The big wheels are a nice touch, however, and Volvo's "less is more" design approach is likely in keeping with buyer preferences for this vehicle.

Look for the Volvo XC90 V8 later this year at a price starting in the mid-to-high $60,000 range.

 

[Thai]

Photos from review above