Volvo XC90 review: Old timer gets upgraded, but with Temu-style tech
The first generation Volvo XC90 lasted 13 years before being replaced by this one. The latest updates to this model could take the current car beyond that time – its smart new looks (which didn't look that dated anyway) and high quality interior sit well with Volvo 's premium positioning, but in spite of the pleasant facade, there are some things that you just can't hide when it comes to ageing.
For one, I'm disappointed that more effort wasn't made with the tech upgrade. The new 11.2in screen looks more like something bought from Temu than a quality bespoke unit. In an age of super-thin screens with slim bezels, the thick plasticky screen resembles a plasma TV from the early 2000s. At least the Google-powered software is up-to-date and usable.
The rest of the interior is as spacious and even classier than ever, but the same can't be said about the drive. On our test route, the ride was a bit fragile, jiggling me about a bit too much. And when the silence of all-electric driving was over – all too quickly with just 44 miles of range – the engine kicking in was an unwelcome jolt to the senses.
But in the plug-in hybrid market, seven seaters are like hens teeth – the battery usually takes up room that would otherwise go to passengers. In that respect, the XC90 is still worthy of consideration, even if it is starting to feel like a posh, elderly relative who wears trendy clothes.
How we tested
I was invited to be a judge at Germany's Car of the Year awards, where the new Volvo XC90 was available to test. I drove it around town, on country lanes and on the autobahn, while giving the on-board tech a thorough workout. I've lived with an XC90 in the past so have a strong knowledge of the space on offer, which hasn't changed in this updated model.
Volvo XC90: From £72,760, Volvocars.com
Independent rating: 6/10
Pros Luxury feel, space for seven
Cons Showing its age, tech upgrade looks old-fashioned, jiggly ride
Volvo XC90 specs
Price range £72,760 to £84,260
Battery size 19kWh
Maximum EV range 44 miles
Engine 2.0-litre petrol
Claimed battery & engine range 541 miles
Battery, range, charging, performance and drive
Even though the average person drives less than 20 miles a day, an EV-only range from a plug-in hybrid SUV of up to 44 miles feels a bit old school. The Volvo's 2.0 litre engine is apparently good for over 497 miles, plus the 44 from petrol power, giving an overall 217mpg on the official WLTP tests. The 19kWh battery takes about three hours to charge from your home 7kW charger.
Volvo gives the plug-in hybrid version of the XC90 the T8 moniker, which used to mean something sporty in Volvo parlance. And sure enough, with the electric motor and petrol engine working together, powering all four wheels, the big SUV can get from 0-62mph in 5.4 seconds.
However, while there's impressive silence when the electric motor is doing its stuff – extra sound-deadening material has helped – the four-cylinder engine doesn't sound particularly nice and there's a bit of a jolt as it kicks into action. The gearbox is beautifully smooth when switching ratios, though.
Volvo has tweaked the air suspension that's available in all but the entry-level Core model. It lowers to help with access or aerodynamics and then rises again should you wish to take your XC90 off road. But the ride can feel a little fidgety at times, and the noise from the tyres and suspension spoils the otherwise soothing interior.
Volvo does lovely interiors. The latest XC90 has had a thorough makeover with more storage, posher materials, more recycled stuff and some tasteful ambient lighting.
It's as lovely as it ever was, with only one rather important element letting it down: the ugly touchscreen. The build quality is impressive, the seats are super-comfortable and there's still decent space in rows two and three, with reasonable access for whoever has to clamber into the back row.
If any company knows a thing or two about going to Ikea it should be Volvo, and rest assured that the XC90 is brilliantly practical. Even with all seats in place there's still a reasonable 298 litres of space (about as much as in a supermini) for some shopping or squashy bags, with a handy pop-up panel with stretchy straps for keeping things in place.
Fold the back seats into the floor (the headrests handily pop out of the way automatically) and there's a whopping 977 litres of space, while tucking away all five rear seats leaves a nice flat floor and 1,941 litres of room. Possibly more important for the flat-pack lovers amongst us is the maximum 1,903mm of length from the back of the front seats to the tailgate.
The XC90's 10-year-old platform was always going to be a struggle to update with the very latest tech, but Volvo has had a go.
The old 9in integrated touchscreen has been replaced by an 11in unit that stands proud of the dash. It looks a bit slapped on. For all we know the old one could still be there behind it. Worse than that, it's a cheap-looking item that looks like Volvo's Chinese owners have sourced it from Temu. It's thicker than you'd expect, both from a side-on view and front-on – it's a shame the screen doesn't extend right to the edges with a classy metallic bezel that would fit in with the rest of the car. It looks very after-market.
The software, at least, is up to date, running the same system as newer Volvo models, so it's Google-powered with a choice of apps, a contextual bar that runs along the bottom with fast buttons with improved usability. And it will continue improving with over-the-air updates.
There's still the option of an excellent Bowers & Wilkins audio system, but even that isn't as up to date as the system in the EX90 – there's no Dolby Atmos option, for example.
You'd expect safety tech to be top-notch and it is, although again the tech isn't the most advanced that Volvo offers – there are radar and cameras that help to keep you safe, but not the EX90's lidar system and the advanced tech that brings.
Prices and running costs
You're not exactly flush with choice when it comes to plug-in hybrid SUVs that offer seven seats. In fact, it's pretty much the Volvo XC90 or one of the Korean twins, the Hyundai Santa Fe or Kia Sorento. Even the seven-seat Volkswagen Tayron loses the seven-seat option when you go for the PHEV model. Up against those two, the starting price of the Volvo looks steep, but it will actually go further and the Volvo is a different class of car when it comes to style and build quality.
How running costs stack up depends on how often you plug it in. With a low rate EV tariff you could slash running costs, while the low CO2 output will help when it comes to taxation as well.
Volvo XC90 rivals
Hyundai Santa Fe
Kia Sorrento
Kia EV9
FAQs
How long does it take to charge?
The XC90's 19kWh battery should take around three hours to charge from a 7kW home charger.
How much does it cost - is it worth it?
You'll probably want to avoid the £72,760 Core model and at least go for the £77,760 Plus car to get air suspension. There are also Plus Pro at £80,510 and Ultra at £84,260 models.
Does Volvo replace batteries for free?
There's eight years or 100,000 mile cover for the hybrid battery pack, with a three year or 60,000 mile warranty on the rest of the car.
Why trust us
Our team of motoring experts have decades of experience driving, reviewing and reporting on the latest EV cars, and our verdicts are reached with every kind of driver in mind. We thoroughly test drive every car we recommend, so you can be sure our verdicts are honest, unbiased and authentic.
The verdict: Volvo XC90
The most amazing thing about the XC90 is that – ten years into its life – it's still one of the most handsome full-size SUVs you can buy, with a real luxury feel inside. Sadly, the plug-in hybrid tech is behind the times, as is the updated touchscreen and the ride comfort. But there aren't that many seven-seat plug-in hybrids you can buy.
Hashtags
Try Our AI Features
Explore what Daily8 AI can do for you:
Comments
No comments yet...
Related Articles
Auto Car
37 minutes ago
- Auto Car
How to get a Mini on your drive for £2000
Overall the Mini is a reliable, well built small car that shouldn't cause you any major problems. Indeed, it is not totally free from mechanical gremlins, but by now any recalls will have been addressed and dealers, as well as independent specialists, are familar with the issues that might afflict them. For more peace of mind, the Mini Hatch ranked fifth out of 19 cars in the small car class in the latest What Car? Reliability Survey, with an impressive overall rating of 97.9%. Engine: Be wary of Cooper S Minis built between 2014 and 2015: a recall was issued to repair a defective crankshaft bearing and engines were either rebuilt or replaced. Check that the whole engine has been replaced because other parts may have been damaged by the faulty crankshaft. High oil consumption is common on hotter models so check oil levels and make sure the car is serviced every year. Exhaust: Ensure the Pro exhaust on the JCW cars is fitted properly. You'll know it isn't if the heat shield is rattling underneath the car. Suspension: Listen out for a knocking noise from the front suspension as the control arm bushings like to make a racket when they're worn. A new bushing is around £30. Body: Door seal rubber can rub away the paint on the inside so check for any damage. You can buy door-shut paint protection film to stop the issue from recurring. Check for clouding in the wing mirrors. New glass is around £20. Interior: Don't be surprised if the dashboard rattles, especially on higher-mileage cars. A creaky sunroof isn't uncommon either and some lubricant around the seal can assuage the issue. Check that the heated seats work and that the light doesn't go out on the dashboard when they're switched on. If they're faulty, then it could be either the heat element or control module that's to blame. An owner's view Rachel Lowe: 'I was looking for a step up from my 2013 'R56' Cooper and the F56 model was what I was hoping for in terms of reliability and performance. In the end, I bought a 2016 JCW from Scotland and the seven-hour drive home proved that this was the right car for me. It's very responsive, handles superbly and is surprisingly economical on longer journeys. I've added a few modifications, including a wrap, JCW Pro exhaust, front splitter/side skirts and the JCW Pro suspension kit. It's been very reliable and easily the most fun car I've ever owned.' Also worth knowing If you want the fastest version of the F56-gen Mini, your best bet is the John Cooper Works GP, launched in 2020. This track-focused hot hatch is an absolute riot to drive thanks to its lowered suspension, larger brakes and 302bhp turbocharged motor. There are plenty of special editions to choose from, such as the 1499GT, a play on the 1275GT of the original car. There's also the 1to6 Edition, a limited-run version of the JCW that was the last Mini to feature a manual gearbox.
Auto Express
an hour ago
- Auto Express
New Mercedes G 580 with EQ Technology 2025 review: ambitious but flawed
Mercedes' attempt to make an all-electric G-Class has been largely successful. It has the presence, the quality and the performance – whether that's on or off road – to honour the legendary model. With poor efficiency, average on-road refinement and a high price tag, it remains a difficult car to recommend and while impressive, the EV powertrain can't match the character of the V8 model. Advertisement - Article continues below The Mercedes G-Class is a true icon, with unmistakable looks mixed with real off-road ability, helping it to secure half a million sales throughout its 45-year history. During that time the G-Class has transitioned into something of a fashion accessory for the rich and famous, but now we're welcoming the biggest change to the model yet, with the first all-electric version. It initially seemed like the electric G-Class was going to be called 'EQG', following on from Mercedes' other EQ-branded EVs, although a recent nomenclature strategy change switched it to the far more clunky 'G 580 with EQ Technology'. Having driven one in the UK for a week or so, we noticed most people referred to it as the 'electric G-Class', which is what we'll do here. While the electric G-Class might have an entirely different powertrain to the internal combustion-engined model, what it does share is astronomical pricing. The diesel G-Class will set you back just over £140,000 with the hot V8-powered G 63 coming in just under £190,000. The electric G-Class splits the two, at £154,870, and comes in just one trim level: the G 580 with EQ-Technology AMG Line Premium Plus. Skip advert Advertisement - Article continues below View G Class View G Class View G Class View G Class Another element the electric G-Class shares with its petrol and diesel counterparts is styling. This is in keeping with Mercedes' statement of 'G-Class first, EV later', so the characterful boxy proportions are retained, along with plenty of details that mark the retro-styled G-Class out from more contemporary-looking luxury SUVs. Advertisement - Article continues below Given there's no big engine requiring cooling air behind that bluff front end, the grille has been blanked off to improve aerodynamic efficiency, along with a subtly tweaked front bumper, air vents in the wheelarches and a raised bonnet. All electric G-Classes get 20-inch wheels as standard and at the back there's a squared-off shell for the charging cables, but you can specify a spare wheel case for a more traditional G-Class look, although this hinders rear visibility a little more. Even with those aerodynamic measures, the electric G-Class is not exactly efficient – another trait it shares with the fossil fuel-burning models. Despite a colossal 116kWh battery, there's a maximum range of 280 miles (just 14 miles more than a Vauxhall Corsa Electric). Regularly tap into the 579bhp produced via the four electric motors on each corner and you'll struggle to see north of 200 miles between top-ups. Skip advert Advertisement - Article continues below Unless you're quite tall, you'll have to use the side steps to jump into that elevated cabin and once you're up there, you're met with a truly exceptional interior. While the electric G-Class might be at the upper end of Mercedes' model line-up, it uses a twin 12.3-inch screen layout on the dash, rather than the cinematic 'Hyperscreen' or new 'Superscreen' set-up with their much larger displays. Given the angular, more rugged design language of the G-Class, we think this is the correct decision and the MBUX infotainment itself remains a joy to use. Advertisement - Article continues below To make sure there's no mistaking you're in anything other than a G-Class, there's plenty of character from the upright windscreen, passenger grab-handle, prominent bonnet lights and commanding driving position. While the swathes of carbon-fibre surfacing might not to be everyone's taste, there's no denying the G-Class is seriously well screwed-together inside. However, some frustrating elements from other Mercedes models are present, such as the fiddly haptic buttons on the steering wheel and sometimes unresponsive mouse pad on the centre console. Despite the electric G-Class's significant size, the retro design (just like the ICE versions) hinders practicality. The cabin feels cosier than you'd expect in the front and legroom is rather tight in the rear, given the car's size. The boot capacity is quoted at 620 litres, 20 down on the petrol and diesel versions, thanks to a floor that's slightly higher. But it's still a massive loading area that has a vast opening thanks to that side-hinged rear door. The electric model certainly has the look and feel of the regular G-Class nailed down and despite the difference in powertrain, Mercedes has worked hard to give its EV a similar driving experience to its siblings. Weight is even greater than the V8 model – being 445kg heavier, at 3,085kg – although it doesn't really feel any more lumbering and heavy than the combustion-engined cars. Quick inputs on the fairly vague steering will upset the G-Class' balance, but body roll is kept in check to a respectable degree, and the big Mercedes doesn't baulk too much under hard braking and acceleration either. Ride quality is good, thanks to bespoke coil springs and adaptive damping set up to control the extra weight – a Range Rover or even a BMW iX will filter out bumps and rough roads more successfully, however. Around town the electric G-Class does feel its size and weight, with the occasional jarring over potholes and the not-insignificant 13.6-metre turning circle. Thankfully, visibility is wonderful and the retro lights on the bonnet mean you can position the big Merc on the road easily. Mercedes had to take measures to refine the electric G-Class with plastic coverings around the A-pillars and above the windscreen. But it's not quite worked out, because the silent powertrain actually gives more prominence to tyre roar and wind noise in particular, thanks to that flat windscreen. Model: Mercedes G 580 with EQ Technology Price: £154,870 Powertrain: 4x electric motors, 116kWh battery Power/torque: 579bhp/1,164Nm Transmission: Single-speed automatic, four-wheel drive 0-62mph: 4.7 seconds Top speed: 112mph Range: 280 miles Max charging: 200kW 10-80% in 32 minutes Size (L/W/H): 4,873/2,187/1,969mm On sale: Now Interested in a Mercedes G-Class? Compare prices for this luxurious SUVs and its rivals with our Find A Car service... Share this on Twitter Share this on Facebook Email BYD and Octopus Energy team up for 'all-inclusive' EV deal BYD and Octopus Energy team up for 'all-inclusive' EV deal Octopus' 'Power Pack Bundle' includes a leased BYD, a wallbox charger and charging all for less than £300 per month New Skoda Epiq baby SUV could be a Tardis on wheels New Skoda Epiq baby SUV could be a Tardis on wheels The new Skoda Epic will sit below the Elroq and Enyaq in the brand's ever-expanding SUV range and is set to offer plenty of space despite its compact … New Volvo EX60 electric SUV: latest details and confirmed reveal date New Volvo EX60 electric SUV: latest details and confirmed reveal date The upcoming, all-electric Volvo XC60 alternative is designed to 'keep learning and evolve with time'
Reuters
2 hours ago
- Reuters
Breakingviews - Europe will struggle to get Big Tech off its cloud
LONDON, June 26 (Reuters Breakingviews) - European businesses have an unanticipated and undesirable problem. Just as the continent has long depended on the military heft of the United States, its companies rely on U.S. cloud computing providers. The huge networks of servers and data centres, used to store information and run critical software, are dominated by a trio of American firms known as hyperscalers. To CEOs, and even governments, that may seem increasingly risky. President Donald Trump has an uneasy relationship with Europe, and U.S. law permits Washington in certain cases to access foreign data stored on hyperscalers' cloud services. The problem, however, is that breaking away is tough. (AMZN.O), opens new tab, Microsoft (MSFT.O), opens new tab and Alphabet's (GOOGL.O), opens new tab Google control around two-thirds of the European Union's cloud market, according to a report, opens new tab on the bloc's competitiveness by former Italian Prime Minister Mario Draghi. That's largely because the multitrillion-dollar tech giants have the capital to sink into massive data centres, allowing them to offer reliable and relatively low-priced services. Yet U.S. words and deeds arguably make this dependence imprudent. Think of Vice President JD Vance's now-infamous Munich Security Conference speech in February, Trump's reluctance to express full-throated support for Ukraine, and the ongoing uncertainty around his reciprocal tariffs. One CEO of a major European company told Breakingviews that it now makes sense to consider alternatives. No wonder. The U.S. government could in theory access European data stored by the hyperscalers through two legal routes. Courts can issue orders to cloud providers and ask them to hand over customer data to aid criminal investigations. Separately, Section 702 of the Foreign Intelligence Surveillance Act (FISA) gives Washington's National Security Agency the power to request access to stored information via a special court. It can then share the data it receives with intelligence agencies, meaning the Federal Bureau of Investigation or the Central Intelligence Agency. They could conceivably target companies, individuals or institutions that the administration has a problem with. In an even more extreme scenario, the U.S. government could theoretically put political pressure on hyperscalers to shut off cloud services in countries that the White House doesn't like, via a so-called kill switch. Hyperscalers could push back on these concerns by pointing out that FISA, first enacted in 1978, is nothing new. It's supposed to curb international terrorism rather than steal business secrets or help the government pursue political grudges. Europeans have in the past tacitly accepted the possibility of surveillance by a powerful ally in exchange for cutting-edge technology. Yet transatlantic relations are testier now, and even a small possibility of political cloud interference is arguably scary enough to justify action. That's especially true since hyperscalers' data centres also help to power artificial intelligence models, which could in theory play a role in future national defence. European companies have a few options, none of which are perfect. A belt-and-braces approach would involve mobilising local talent and resources to undertake a mass buildout of strategic digital infrastructure. This is essentially the proposal of the EuroStack, opens new tab initiative, an industry coalition pushing for total tech sovereignty in the region. But doing everything from chipmaking to data centre construction won't be fast, easy or cheap. U.S.-based tech trade group Chamber of Progress estimated that building a fully European ecosystem could cost 5 trillion euros, opens new tab. Though a report from the EuroStack group suggests that total investment should be more like 300 billion euros over 10 years, that's still a huge undertaking. Only slightly more plausible is the option of switching to European-made cloud software hosted entirely in European-owned data centres, while accepting that much of the underlying equipment may have a U.S. origin. Companies like $2 billion OVHcloud ( opens new tab or Scaleway, part of French telecoms group Iliad, can provide the servers and data centre resources, for example. But it would be costly and time-consuming to ditch popular subscription software tools, like the Microsoft 365 suite or Google Workspace, and shift away from cutting-edge hyperscaler data centres. Queen Mary University of London researcher Johan David Michels interviewed, opens new tab industry experts for a report – and one heard from a bank that switching cloud provider could cost hundreds of millions of dollars. It's also not clear that the European alternatives have capacity to meet local demand. Mindful of their clients' worries, the big three cloud providers are touting alternatives of their own. Microsoft launched, opens new tab a suite of so-called 'sovereign solutions' last week, stating that these options allow EU customers to control their own data access. Amazon, opens new tab and Google, opens new tab have both flaunted similar products. Whether these services offer Europeans the level of control that they're after is another matter. One EU-based cloud provider told Breakingviews that the flurry of recent hyperscaler launches amounts to 'sovereignty washing', because they can't guarantee that U.S. security agencies won't get sight of sensitive data. That assessment probably goes too far, not least because some of the hyperscalers' options are more secure than others. A relatively palatable one, for Europeans, involves local companies using Microsoft's cloud technologies in a controlled 'walled garden' environment, where the client owns the underlying infrastructure. An example is Bleu, a joint venture between French groups Orange ( opens new tab and Capgemini ( opens new tab. It provides data centres and servers, but lets customers use Microsoft's Azure cloud service and 365 productivity applications, like Outlook and Teams. All the data is stored and managed in France, according to French law. U.S. tech giants have no way of gaining access to the information stored by Bleu on behalf of its clients. But walled gardens, which align with local data protection regulations, require a lot of skilled people to build and maintain, potentially raising the cost compared with standard public clouds. An alternative is 'client-side encryption', where customers' data is cryptographically protected and only clients have the keys to read it. Amazon, Microsoft and Google can also take comfort from the fact that major European clients are locked up in multi-year contracts, and many have more pressing matters than switching. Some continental cloud providers are also subject to U.S. jurisdiction by virtue of their operations in the country. Even the European Commission has bemoaned the lack of local offering to reduce its own reliance on Microsoft 365, according to a report, opens new tab by news website Euractiv that cited internal documents. The upshot is that deep-pocketed clients who are particularly exercised about security – perhaps those in strategically important areas like defence or state agencies – may use more elaborate offerings like Bleu. Hyperscalers still get a slice of the action in those cases. Europe quite literally runs on U.S. tech. Breaking away is easier said than done. Follow Jennifer Johnson on Bluesky, opens new tab and LinkedIn, opens new tab. Follow George Hay on Bluesky, opens new tab.
