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What’s it like?
Volvo’s original XC90, built from 2002 to 2014, had proven itself a talented seven-seat family SUV, but the arrival of the second-generation model in 2015 heralded the start of a total transformation of the company. Volvo thought of itself as part of the premium manufacturer elite, yet it wasn’t really in that clique until the XC90 Mk2 came along. This was finally a product from the Swedish firm that could go toe-to-toe with the dominating German marques.
The XC90’s strengths were outstanding interior quality and finishing, along with superb rolling refinement and a selection of powertrain choices that centred around plug-in hybrid propulsion. Capable of genuinely seating seven adults if needs be – the third row can accommodate people up to 5ft 8in tall in comfort – it’s one of the best large SUVs you can buy. Rivals include the likes of the Audi Q7, Mercedes GLS, Lexus RX L and BMW X5 (and, later in the Volvo’s life, the X7 too), but many prefer the elegant, classy style of the Swedish machine. In fact, so good is it that you might even consider it instead of a Range Rover of comparable age and price.
Which model to go for?
Every Volvo XC90 of this generation, no matter what its boot badge reads, is powered by a 2.0-litre, four-cylinder turbocharged engine of some sort. What makes the difference between models is whether the engine in question is powered by petrol or diesel, and then if it’s augmented with any sort of hybrid gear or not.
Volvo originally sold the XC90 in D4, D5, T5, T6 and T8 specifications, with D standing for diesel and T petrol. Power started at 190hp in the D4, rising to 400hp in the T8 – because this one is a plug-in hybrid (PHEV) with a turbo- and supercharged version of the 2.0-litre engine up front. Every model but the D4 came with all-wheel drive as standard, which Volvo sensibly badges ‘AWD’ on the boot, while the D4 was sold with front-wheel drive but could be optioned with AWD. Every XC90 of this shape has an eight-speed automatic transmission, and they all had seven seats too, even the T8 PHEV.
Volvo made subtle drivetrain changes during the XC90’s life, including adding PowerPulse tech to the D5 to raise its output from 225- to 235hp, while the T8 went through 390- and then ultimately 455hp variations at the top of the tree. The biggest change came in 2019, when the range was subtly facelifted and the diesels were given 48-volt mild-hybrid technology, which switched their badging to ‘B’ – the B5, for instance, had the same 235hp as the D5 PowerPulse it replaced.
Here in Ireland, we didn’t take the petrol T5 and T6 models, and while you might find the occasional UK import of these on the used market, they’ll be vanishingly rare. Instead, there are plenty of D4s, D5s, B5s and T8s to consider, as these all made best of our CO2 taxation laws. The XC90’s forte is smooth, comfortable manners – it handles OK, but it’s not the sharpest SUV in the world. Therefore, you can’t really go wrong with any drivetrain choice, as they all have more than enough power and torque to move the Volvo along swiftly with everyday traffic flow.
Does anything go wrong?
This generation of Volvo XC90 has a largely impressive reliability rating, with most surveys ranking it highly for dependability. However, there are a few owners who report electrical issues and drivetrain glitches, which might eventually develop into costly repairs. But in general, if the XC90 you’re looking at has a good service history, it should be a solid second-hand choice. The obvious thing to do is check it for blatant signs of excessive wear and tear inside and out, because – as it is a family wagon – it will likely have had a hard life ferrying lots of kids everywhere.
Volvo is known for its fastidious devotion to safety, which might explain why it has issued at least 20 recalls on the second-gen XC90 during its life. These were for faulty second-row seatbelt buckles; a software error in the brake control module; loose items in the steering gear; the combustion engine not starting in T8 PHEV models; issues with turbochargers; welding in the brake hydraulics; blown fuses for the low-pressure fuel pump; a seat control display issue; a problem with the SRS (airbag) control unit; a software fault in the Active Safety Domain Master; an engine intake manifold deformation issue; the cooling system for the exhaust gas recirculation; a defective ventilation hose leading to a coolant leak; cracks in fuel hoses; a software issue with the emergency call system; problems with the third-row seatbelt tensioners; faulty curtain airbag retaining bolts; the front-seat passenger seatbelt buckle; a front airbag inflator issue; and the D-pillar curtain airbags not deploying.